JP6772742B2 - Dual clutch transmission - Google Patents

Description

The present invention relates to a dual clutch transmission.

Conventionally, a dual clutch type transmission having two clutches is known. A general dual-clutch transmission has two power transmission mechanisms, an odd-numbered stage and an even-numbered stage, corresponding to each clutch, and is configured to perform shifting while alternately connecting the respective systems.

For example, in Patent Document 1, two counter gears that are separated from each other are integrally formed on a hollow shaft-shaped second counter shaft through which the first counter shaft is inserted, and a power transmission path is set from the first counter shaft at 6th speed. A technology that realizes a total of 6 gears while suppressing an increase in the number of gears by folding back to the second counter shaft and reusing the two primary gear trains corresponding to each clutch as gear trains for shifting is disclosed. ing.

Special Table 2010-531417

By the way, in the structure described in Patent Document 1, it is necessary to add two gear trains when the number of gears is increased from 6 to 8, which causes a problem that the total length and weight of the transmission are increased. ..

Further, in the structure described in Patent Document 1, when the number of gears is increased to eight, the pre-shift that shifts only by switching the clutch is limited to the first to sixth gears, so that the clutch and gears are engaged between the sixth to eighth gears. There is a problem that torque loss occurs because normal shifting operation for switching is required.

Further, in the structure described in Patent Document 1, a 4-speed output main gear that constantly meshes with a 4-speed counter gear rotatably provided on the counter shaft is fixed to the output shaft. Therefore, the 4-speed counter gear that is submerged in the lubricating oil is constantly accelerated and rotated by the 4-speed output main gear, which causes an increase in stirring resistance. Further, the relative rotation speed of the dog gear with respect to the synchronizer ring becomes high, which causes problems such as heat generation, wear, and increase in drag loss on the friction surface between the synchronizer ring and the dog gear.

The technology of the present disclosure effectively suppresses an increase in agitation resistance, heat generation, wear, and drag loss due to the accelerated rotation of the counter gear while reducing the number of transmission gear trains and increasing the number of stages of the transmission. The purpose.

The technique of the present disclosure has a first input shaft having a first clutch that connects and disconnects the power from the drive source, a second clutch that connects and disconnects the power from the drive source, and makes the first input shaft rotatable. A hollow shaft-shaped second input shaft to be inserted, an output shaft arranged coaxially with the first input shaft, the first input shaft, the second input shaft, and a second arranged parallel to the output shaft. 1 counter shaft, a hollow shaft-shaped second counter shaft through which the first counter shaft is rotatably inserted, a first input main gear fixed to the second input shaft, and fixed to the first counter shaft. A first input gear train including a first input counter gear that meshes with the first input main gear, a second input main gear fixed to the output side of the first input shaft from the second input shaft, and A second input gear train including a second input counter gear fixed to the second counter shaft and meshing with the second input main gear, a first output main gear rotatably provided on the output shaft, and the first. From the first output gear train including the first output counter gear fixed to the output side of the second input main gear of the two counter shafts and meshing with the first output main gear, and the first output main gear of the output shaft. A second output main gear that is rotatably provided on the output side, and a second output counter gear that is fixedly installed on the output side of the first output counter gear of the second counter shaft and meshes with the second output main gear. A second output gear train including the above, a first synchronization mechanism for selectively and synchronously coupling the second input counter gear with the first counter shaft, and the second input main gear and the first output main gear with the output shaft. A second synchro mechanism that selectively synchronizes with each other is provided, and the power of the drive source is the second clutch, the second input shaft, the first input gear train, and the first at a predetermined maximum speed stage. It is characterized in that it is transmitted to the output shaft via the counter shaft, the first synchro mechanism, the second input gear train, and the second synchro mechanism.

Further, the third output main gear rotatably provided on the output side of the second output main gear of the output shaft and the second output main gear fixedly installed on the output side of the second counter shaft of the first counter shaft. Further, a third output gear train including a third output counter gear that meshes with the three output main gear, and a third synchronization mechanism that selectively and synchronously couples the second output main gear and the third output main gear with the output shaft. The third output gear train may also be used as an output gear train of a predetermined low speed stage and a speed change stage one step higher than the low speed stage by switching between the first clutch and the second clutch.

Further, the fourth output main gear rotatably provided on the output side of the third output main gear of the output shaft and the third output counter gear of the first counter shaft are fixedly installed on the output side of the third output counter gear. A fourth output gear train including a fourth output counter gear that meshes with the fourth output main gear, and a fourth synchronization mechanism that selectively and synchronously couples the fourth output main gear with the output shaft may be further provided.

Further, the predetermined maximum speed stage is the 8th speed stage, the 3rd output gear train is the output gear train for both the 1st and 2nd speeds, and the 2nd output gear train is the output for both the 5th and 6th speeds. It is a gear train, and in the 6th speed stage, the power of the drive source is the second clutch, the second input shaft, the first input gear train, the first counter shaft, the first synchronization mechanism, and the second. The power of the drive source is transmitted to the output shaft via the counter shaft, the second output gear train, and the third synchronization mechanism, and the power of the drive source is transmitted to the first clutch, the first input shaft, and the third speed stage. It may be transmitted to the output shaft via the second input main gear and the second synchronization mechanism.

Further, a fifth output main gear rotatably provided on the output side of the output shaft with respect to the fourth output main gear and selectively synchronously coupled to the output shaft by the fourth synchronization mechanism, and the first counter shaft. A fifth output gear train including a fifth output counter gear that is fixed to the output side of the fourth output counter gear and meshes with the fifth output main gear is further provided, and the predetermined maximum speed stage is the eighth speed stage. The third output gear train may be an output gear train for both the first speed and the second speed.

Further, the reverse input main gear fixed to the input side of the second input main gear of the first input shaft, and the first input counter gear of the first counter shaft can rotate between the first synchronization mechanism. A reverse including a reverse input counter gear that is provided in the above and is selectively synchronously coupled to the first counter shaft by the first synchronization mechanism, and an idler gear that meshes with the reverse input main gear and the reverse input counter gear. The input gear train for reverse is further provided, and in the reverse stage, the power of the drive source is the first clutch, the first input shaft, the reverse input gear train, the first synchronization mechanism, the first counter shaft, and the first. It may be transmitted to the output shaft via the three output gear trains and the third synchronization mechanism.

According to the technique of the present disclosure, while saving the number of transmission gear trains and increasing the number of stages of transmissions, it is possible to effectively suppress an increase in agitation resistance, heat generation, wear, and drag loss due to the accelerated rotation of the counter gear. be able to.

It is a schematic overall block diagram which shows the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the reverse power transmission path of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 1st speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 2nd speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 3rd speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 4th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 5th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 6th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 7th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a figure explaining the power transmission path at the time of 8th speed of the dual clutch type transmission which concerns on 1st Embodiment. It is a schematic overall block diagram which shows the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 5th speed of the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 6th speed of the dual clutch type transmission which concerns on 2nd Embodiment. It is a figure explaining the power transmission path at the time of 7th speed of the dual clutch type transmission which concerns on 2nd Embodiment.

Hereinafter, the dual clutch transmission according to the embodiment of the present invention will be described with reference to the accompanying drawings. The same parts have the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.

[First Embodiment]
The dual clutch type transmission 10 shown in FIG. 1 is mounted on a vehicle or the like. Specifically, the operation of the dual clutch type transmission 10 is controlled by a control unit (not shown), and the first clutch 11, the second clutch 12, the first input shaft 21, and the second input shaft are controlled. It includes 22, an output shaft 23, a first counter shaft 24, a second counter shaft 25, a primary transmission mechanism 30, and a secondary transmission mechanism 40.

The first clutch 11 is, for example, a wet multi-plate clutch, which is provided on a plurality of first pressure plates 11A rotatably provided on the crankshaft 3 of the engine 2 and at the input side end of the first input shaft 21. It is provided with a plurality of first clutch discs 11B provided so as to be integrally rotatable. When the first pressure plate 11A moves and presses against the first clutch disc 11B, the power of the engine 2 is transmitted to the first input shaft 21 via the first clutch 11.

The second clutch 12 is, for example, a wet multi-plate clutch, which is provided on a plurality of second pressure plates 12A rotatably provided on the crankshaft 3 of the engine 2 and at the input side end of the second input shaft 22. It is provided with a plurality of second clutch discs 12B provided so as to be integrally rotatable. When the second pressure plate 12A moves and presses against the second clutch disc 12B, the power of the engine 2 is transmitted to the second input shaft 22 via the second clutch 11.

The first input shaft 21 is rotatably supported by a transmission case or the like (not shown) via bearings. The second input shaft 22 is a hollow shaft through which the first input shaft 21 is inserted, and is pivotally supported on the first input shaft 21 via a bearing (not shown) or the like so as to be relatively rotatable.

The output shafts 23 are arranged coaxially with the first and second input shafts 21 and 22 at intervals from the output side ends of the first input shaft 21, and none of them are arranged via bearings in a transmission case or the like (not shown). It is rotatably supported. The first counter shaft 24 is arranged in parallel with each of the input shafts 21 and 22 and the output shaft 23 at intervals, and is rotatably supported by a transmission case or the like (not shown) via bearings. There is. The second counter shaft 25 is a hollow shaft through which the first counter shaft 24 is inserted, and is pivotally supported on the first counter shaft 24 via a bearing or the like (not shown) so as to be relatively rotatable.

The primary transmission mechanism 30 includes a first input gear train 32, a reverse input gear train 33, a second input gear train 34, and a first synchronization mechanism 60.

The first input gear train 32 is provided so as to be integrally rotatable with the first input main gear 32A provided on the second input shaft 22 and integrally rotatable with the first counter shaft 24, and is constantly meshed with the first input main gear 32A. It has a first input counter gear 32B.

The reverse input gear train 33 includes a reverse main gear 33A rotatably provided on the second input shaft 22, a reverse counter gear 33B rotatably provided on the first counter shaft 24, and each of these gears. It has an idler gear 33C that constantly meshes with 33A and B.

The second input gear train 34 is provided so as to be integrally rotatable with the second input main gear 34A provided on the first input shaft 21 and integrally rotatable with the second counter shaft 25, and is constantly meshed with the second input main gear 34A. It has a second input counter gear 34B.

The first synchro mechanism 60 includes a first synchro hub 61 rotatably provided on the first counter shaft 24 between the reverse counter gear 33B and the second input counter gear 34B, and the outer periphery of the first synchro hub 61. A first synchro sleeve 62 having inner peripheral teeth that mesh with the teeth, a reverse dog gear 63 rotatably provided on the reverse counter gear 33B, and a second rotatably provided on the second input counter gear 34B. A two-input dog gear 64 and a synchronizer ring (not shown) provided between the first synchronize hub 61 and the dog gears 63 and 64, respectively, are provided.

In the first synchro mechanism 60, the first synchro sleeve 62 is shifted and moved by a shift fork (not shown) and meshes with the dog gears 63 and 64 to selectively synchronize the counter gears 33B and 34B with the first counter shaft 24. It is designed to be combined (gear-in).

The secondary transmission mechanism 40 includes an output gear train 41 for 3rd gear, an output gear train 42 for 5th gear, an output gear train 43 for 1st / 2nd gear / reverse, an output gear train 44 for 4th gear, and 6th gear. The output gear train 45, the second synchronization mechanism 70, the third synchronization mechanism 80, and the fourth synchronization mechanism 90 are provided.

The 3rd speed output gear train 41 is an example of the 1st output gear train of the present invention, and is integrally rotated with the 3rd speed output main gear 41A provided on the output shaft 23 so as to be relatively rotatable and the 2nd counter shaft 25. It has a 3-speed output counter gear 41B that is possibly provided and always meshes with the 3-speed output main gear 41A.

The 5-speed output gear train 42 is an example of the second output gear train of the present invention, and is integrally rotated with the 5-speed output main gear 42A provided on the output shaft 23 so as to be relatively rotatable and the second counter shaft 25. It has a 5-speed output counter gear 42B that is possibly provided and always meshes with the 5-speed output main gear 42A.

The 1st / 2nd / reverse output gear row 43 is an example of the 3rd output gear row of the present invention, and the 1st / 2nd / reverse output main gear 43A provided so as to be relatively rotatable on the output shaft 23. And the 1st speed / 2nd speed / reverse output counter gear 43B which is provided so as to be integrally rotatable on the 1st counter shaft 24 and always meshes with the 1st speed / 2nd speed / reverse output main gear 43A.

The 4th speed output gear train 44 is an example of the 4th output gear train of the present invention, and is integrally rotated with the 4th speed output main gear 44A provided on the output shaft 23 so as to be relatively rotatable and the 1st counter shaft 24. It has a 4-speed output counter gear 44B that is possibly provided and always meshes with the 4-speed output main gear 44A.

The 6-speed output gear train 45 is an example of the fifth output gear train of the present invention, and is integrally rotated with the 6-speed output main gear 45A provided on the output shaft 23 so as to be relatively rotatable and the first counter shaft 24. It has a 6-speed output main gear 45A and a 6-speed output counter gear 45B that are always meshed with each other.

The second synchro mechanism 70 includes a second synchro hub 71 rotatably provided on the output shaft 23 (the input side end of the output shaft 23) between the second input main gear 34A and the third-speed output main gear 41A. The second synchro sleeve 72 having inner peripheral teeth that mesh with the outer peripheral teeth of the second synchro hub 71, the 7-speed dog gear 73 that is integrally rotatable with the second input main gear 34A, and the 3-speed output main gear 41A. It is provided with a three-speed dog gear 74 that can be integrally rotated, and a synchronizer ring (not shown) provided between the second synchronize hub 71 and the dog gears 73 and 74, respectively.

In the second synchro mechanism 70, the second synchro sleeve 72 is shifted and moved by a shift fork (not shown) and meshes with the dog gears 73 and 74, so that the second input main gear 34A and the third speed output main gear 41A are combined with the output shaft 23. It is designed to be selectively synchronized (gear-in).

The third synchro mechanism 80 includes a third synchro hub 81 rotatably provided on the output shaft 23 between the 5th speed output main gear 42A and the 1st / 2nd speed / reverse output main gear 43A, and the third synchro. A third synchro sleeve 82 having inner peripheral teeth that mesh with the outer peripheral teeth of the hub 81, a 5-speed dog gear 83 that is integrally rotatable with the 5-speed output main gear 42A, and a 1-speed / 2-speed / reverse output. The main gear 43A is provided with a 1st / 2nd / reverse dog gear 84 that can rotate integrally, and a synchronizer ring (not shown) provided between the 3rd synchro hub 81 and the dog gears 83 and 84, respectively. ..

In the third synchro mechanism 80, the third synchro sleeve 82 is shifted and moved by a shift fork (not shown) and meshes with the dog gears 83 and 84 to engage the output main gear 42A for 5th speed and the output main gear for 1st / 2nd speed / reverse. The 43A is selectively synchronized with the output shaft 23 (gear-in).

The fourth synchro mechanism 90 includes a fourth synchro hub 91 rotatably provided on the output shaft 23 between the fourth-speed output main gear 44A and the sixth-speed output main gear 45A, and outer peripheral teeth of the fourth synchro hub 91. The 4th synchro sleeve 92 having inner peripheral teeth that mesh with the 4th speed output main gear 44A, the 4th speed dog gear 93 that is integrally rotatable, and the 6th speed output main gear 45A that are integrally rotatable. It includes a 6-speed dog gear 94 and a synchronizer ring (not shown) provided between the 4th synchro hub 91 and the dog gears 93 and 94, respectively.

In the fourth synchro mechanism 90, the fourth synchro sleeve 92 is shifted and moved by a shift fork (not shown) and meshes with the dog gears 93 and 94 to shift the fourth speed output main gear 44A and the sixth speed output main gear 45A to the output shaft 23. It is designed to be selectively synchronized (gear-in) with.

Next, the power transmission path of each shift stage by the dual clutch type transmission 10 of the present embodiment will be described with reference to FIGS. 2 to 10.

FIG. 2 shows the power transmission path of the reverse stage. In the case of reverse, the first clutch 11 is selected, and the reverse counter gear 33B and the first counter shaft 24 are coupled by the first synchronization mechanism 60. Further, the first speed / second speed / reverse output main gear 43A and the output shaft 23 are coupled by the third synchronization mechanism 80. That is, the power of the engine 2 is the first clutch 11 → the first input shaft 21 → the reverse input gear train 33 → the first synchronization mechanism 60 → the first counter shaft 24 → the first speed / second speed / the reverse output gear train 43 → The power transmission path of the reverse stage is established by being transmitted from the third synchronization mechanism 80 to the output shaft 23.

FIG. 3 shows the power transmission path of the first speed stage. In the case of the first speed, the first clutch 11 is selected, and the second input counter gear 34B and the first counter shaft 24 are coupled by the first synchronization mechanism 60. Further, the first speed / second speed / reverse output main gear 43A and the output shaft 23 are coupled by the third synchronization mechanism 80. That is, the power of the engine 2 is the first clutch 11 → the first input shaft 21 → the second input gear train 34 → the first synchronization mechanism 60 → the first counter shaft 24 → the first speed / second speed / reverse output gear train 43 → The power transmission path of the first gear is established by being transmitted from the third synchronization mechanism 80 to the output shaft 23.

FIG. 4 shows the power transmission path of the second speed stage. In the case of the second speed, it is realized by switching the clutch connection from the first clutch 11 to the second clutch 12 in the first speed state. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the first input gear train 32 → the first counter shaft 24 → the first speed / second speed / the reverse output gear train 43 → the third synchronization mechanism 80 → By being transmitted to the output shaft 23, a power transmission path for the second gear is established.

FIG. 5 shows the power transmission path of the third speed stage. In the case of the 3rd speed, the output main gear 41A for the 3rd speed and the output shaft 23 are coupled by the 2nd synchronization mechanism 70 from the 2nd speed state to pre-shift to the 3rd speed, and the clutch is connected from the 2nd clutch 12 to the 1st speed. This is achieved by switching to one clutch 11. That is, the power of the engine 2 is transmitted to the first clutch 11 → the first input shaft 21 → the second input gear train 34 → the second counter shaft 25 → the output gear train 41 for the third speed → the second synchronization mechanism 70 → the output shaft 23. By doing so, the power transmission path of the third gear is established.

FIG. 6 shows the power transmission path of the 4th speed stage. In the case of the 4th speed, the 4th speed output main gear 44A and the output shaft 23 are coupled by the 4th speed synchronization mechanism 90 to pre-shift to the 4th speed, and the clutch is connected from the 1st clutch 11 to the 1st speed. This is achieved by switching to the two-clutch 12. That is, the power of the engine 2 is transmitted to the second clutch 12 → the second input shaft 22 → the first input gear train 32 → the first counter shaft 24 → the output gear train 44 for 4th speed → the fourth synchronization mechanism 90 → the output shaft 23. By doing so, the power transmission path of the 4-speed stage is established.

FIG. 7 shows the power transmission path of the 5th speed stage. In the case of the 5th speed, the output main gear 42A for the 5th speed and the output shaft 23 are coupled by the 3rd synchronization mechanism 80 from the 4th speed state to pre-shift to the 5th speed, and the clutch is connected from the 2nd clutch 12 to the 1st speed. This is achieved by switching to one clutch 11. That is, the power of the engine 2 is transmitted to the first clutch 11 → the first input shaft 21 → the second input gear train 34 → the second counter shaft 25 → the output gear train 42 for the fifth speed → the third synchronization mechanism 80 → the output shaft 23. By doing so, the power transmission path of the 5th gear is established.

FIG. 8 shows the power transmission path of the 6th speed stage. In the case of 6th speed, the output main gear 45A for 6th speed and the output shaft 23 are coupled by the 4th synchronization mechanism 90 from the 5th speed state to pre-shift to 6th speed, and the clutch is connected from the 1st clutch 11 to the 1st. This is achieved by switching to the two-clutch 12. That is, the power of the engine 2 is transmitted to the second clutch 12 → the second input shaft 22 → the first input gear train 32 → the first counter shaft 24 → the output gear train 45 for 6th speed → the fourth synchronization mechanism 90 → the output shaft 23. By doing so, the power transmission path of the 6th gear is established.

FIG. 9 shows the power transmission path of the 7th speed stage. In the case of the 7th speed, the 2nd input main gear 34A and the output shaft 23 are coupled by the 2nd synchronization mechanism 70 from the 6th speed state, and pre-shifted to the 7th speed which is directly connected to the 1st input shaft 11 and the output shaft 23. Further, it is realized by switching the clutch connection from the second clutch 12 to the first clutch 11. That is, the power of the engine 2 is transmitted to the first clutch 11 → the first input shaft 21 → the second input main gear 34A → the second synchronization mechanism 70 → the output shaft 23, so that the power transmission path of the 7th speed stage is established. It has become so.

FIG. 10 shows the power transmission path of the 8-speed stage. In the case of the 8th speed, the 2nd input counter gear 34B and the 1st counter shaft 24 are coupled by the 1st synchronization mechanism 60 from the 7th speed state to pre-shift to the 8th speed, and the clutch is connected to the 1st clutch 11 It is realized by switching to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the first input gear train 32 → the first counter shaft 24 → the first synchronization mechanism 60 → the second input gear train 34 → the second synchronization mechanism 70 →. The power transmission path of the 8-speed stage is established by being transmitted to the output shaft 23 and reusing the second input gear train 34 as the output gear train.

As described in detail above, according to the dual clutch transmission 10 of the first embodiment, two output counter gears 41B and 42B are provided on the second counter shaft 25 that can rotate relative to the first counter shaft 24. , Three output main gears 43A to 45A are separately arranged on the output shaft 23 as idle gears, and the 1st and 2nd gears are shared by the output gear train 43 in a row, while the 8th gear outputs the 2nd input gear train 34. It is configured to be reused as a gear train. With such a configuration, it is possible to achieve a total of eight stages while saving the number of transmission gear trains and synchronization mechanisms while enabling pre-shifting at all gear stages.

Further, all of the output main gears 41A to 45A that constantly mesh with the output counter gears 41B to 45B are idle gears that can rotate relative to the output shaft 23, and the speed is constantly increased with respect to the output shaft 23. By eliminating the counter gears 41B to 45B, it is possible to effectively suppress an increase in stirring resistance, heat generation, wear, and drag loss.

[Second Embodiment]
FIG. 11 is a schematic overall configuration diagram showing the dual clutch type transmission 10 according to the second embodiment. In the dual clutch transmission 10 of the second embodiment, the 6-speed output gear row 45 of the first embodiment is abolished and the number of gear rows is reduced by one, while the 5-speed output gear row 42 is also used for 6-speed. The 5/6 speed output gear train 46 is used. Since the other configurations are the same as those in the first embodiment, detailed description thereof will be omitted.

The 5/6 speed output gear train 46 is an example of the second input gear train of the present invention, and is a 5/6 speed output main gear 46A provided on the output shaft 23 so as to be relatively rotatable, and a second counter shaft. The 25 is provided so as to be integrally rotatable, and has a 5/6 speed output main gear 46A and a 5/6 speed output counter gear 46B that constantly meshes with the 5/6 speed output main gear 46A. The 5/6 speed output main gear 46A is configured to be selectively synchronously coupled (gear-in) with the output shaft 23 by the third synchronization mechanism 80.

Next, the power transmission path of each shift stage by the dual clutch type transmission 10 of the second embodiment will be described with reference to FIGS. 12 to 14. Since the reverse stage, the 1st to 4th speed stages, and the 8th speed stage are the same as those in the first embodiment, their description will be omitted.

FIG. 12 shows the power transmission path of the 5th speed stage. In the case of the 5th speed, the 5 / 6th speed output main gear 46A and the output shaft 23 are coupled by the 3rd synchronization mechanism 80 from the 4th speed state to pre-shift to the 5th speed, and the clutch is connected to the 2nd clutch 12 It is realized by switching to the first clutch 11. That is, the power of the engine 2 is the first clutch 11 → the first input shaft 21 → the second input gear train 34 → the second counter shaft 25 → the output gear train 46 for 5/6 speed → the third synchronization mechanism 80 → the output shaft 23. The power transmission path of the 5th gear is established by being transmitted to.

FIG. 13 shows the power transmission path of the 6th speed stage. In the case of the 6th speed, the 2nd input counter gear 34B and the 1st counter shaft 24 are coupled by the 1st synchronization mechanism 60 from the 5th speed state to pre-shift to the 6th speed, and the clutch is connected to the 1st clutch 11 It is realized by switching to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the first input gear train 32 → the first counter shaft 24 → the first synchronization mechanism 60 → the second counter shaft 25 → the output gear for 5/6 speed. The power transmission path of the 6th gear is established by transmitting from the row 46 → the third synchronization mechanism 80 → the output shaft 23.

FIG. 14 shows the power transmission path of the 7th speed stage. In the case of the 7th speed, the 1st clutch 11 is disengaged from the 6th speed state, the 2nd input main gear 34A and the output shaft 23 are coupled by the 2nd synchronization mechanism 70, and the 1st input shaft 11 and the output shaft 23 are combined. After the direct connection, the second clutch 12 is connected. That is, the power of the engine 2 is the first clutch 11 → the first input shaft 21 → the second input main gear 34A → the second synchronization mechanism 70 → the output shaft by the normal AMT (Automated Manual Transmission) shifting in which the gear is switched after the clutch is disengaged. By transmitting to 23, the power transmission path of the 7th gear is established.

As described in detail above, according to the dual clutch transmission 10 of the second embodiment, two output counter gears 41B and 46B are provided on the second counter shaft 25 which can rotate relative to the first counter shaft 24. , Two output main gears 43A and 44A are separately arranged on the output shaft 23 as idle gears, and 5/6 speed and 1/2 speed are shared by one row of output gear rows 46 and 43, respectively, between 6th and 7th speeds. The 8th gear is configured to reuse the second input gear train 34 as the output gear train while making the normal AMT shift. With this configuration, a normal AMT shift is applied between the 6th to 7th gears of the high-speed stage having a small difference in the number of revolutions to effectively prevent the deterioration of the shift feeling, and the shift gear train is compared with the first embodiment. It is possible to increase the number of stages to 8 in total while saving one row.

Further, all of the output main gears 41A, 46A, 43A, 44A that are constantly meshed with the output counter gears 41B, 46B, 43B, 44B are set as idle gears that can rotate relative to the output shaft 23, with respect to the output shaft 23. By eliminating the output counter gears 41B, 46B, 43B, and 44B, which are constantly increased in speed, it is possible to effectively suppress an increase in stirring resistance, heat generation, wear, and drag loss.

It should be noted that the present invention is not limited to the above-described embodiments, and can be appropriately modified and implemented without departing from the spirit of the present invention.

For example, in the first embodiment, the 1st / 2nd / reverse output gear train 43, the 4th gear output gear train 44, and the 6th gear output gear train 45 are configured by exchanging their arrangement relationships. May be good. Similarly, in the second embodiment, the 1st / 2nd / reverse output gear train 43 and the 4th gear output gear train 44 may be configured by exchanging their arrangement relationships. In any of these cases, the same effects as those in the above embodiment can be obtained.

2 Engine 10 Dual clutch type transmission 11 1st clutch 12 2nd clutch 21 1st input shaft 22 2nd input shaft 23 Output shaft 24 1st counter shaft 25 2nd counter shaft 30 Primary transmission mechanism 32 1st input gear train 33 Reverse input gear row 34 2nd input gear row 40 Secondary transmission mechanism 41 3rd speed output gear row 42 5th speed output gear row 43 1st / 2nd speed / reverse output gear row 44 4th speed output gear row 45 6-speed output gear train 60 1st synchro mechanism 70 2nd synchro mechanism 80 3rd synchro mechanism 90 4th synchro mechanism

Claims (6)

A first input shaft having a first clutch that connects and disconnects the power from the drive source,
A hollow shaft-shaped second input shaft having a second clutch for connecting and disconnecting the power from the drive source and rotatably inserting the first input shaft.
An output shaft arranged coaxially with the first input shaft and
The first input shaft, the second input shaft, and the first counter shaft arranged in parallel with the output shaft,
A hollow shaft-shaped second counter shaft through which the first counter shaft is rotatably inserted,
A first input gear train including a first input main gear fixed to the second input shaft and a first input counter gear fixed to the first counter shaft and meshing with the first input main gear.
A second input main gear fixedly attached to the output side of the first input shaft on the output side of the second input shaft, and a second input counter gear fixedly attached to the second counter shaft and meshed with the second input main gear. 2nd input gear train including
A first output main gear rotatably provided on the output shaft and a first output counter gear fixedly installed on the output side of the second counter shaft on the output side of the second input main gear and meshing with the first output main gear. 1st output gear train including
The second output main gear rotatably provided on the output side of the first output main gear of the output shaft and the second output main gear fixedly installed on the output side of the first output counter gear of the second counter shaft. A second output gear train that includes a second output counter gear that meshes with the output main gear,
A first synchronization mechanism that selectively and synchronously couples the second input counter gear with the first counter shaft,
A second synchro mechanism for selectively and synchronously coupling the second input main gear and the first output main gear with the output shaft is provided.
At a predetermined maximum speed stage, the power of the drive source is the second clutch, the second input shaft, the first input gear train, the first counter shaft, the first synchronization mechanism, and the second input gear train. A dual-clutch transmission, which is transmitted to the output shaft via the second synchronization mechanism. The third output main gear rotatably provided on the output side of the second output main gear of the output shaft, and the third output fixedly installed on the output side of the first counter shaft on the output side of the second counter shaft. A third output gear train that includes a third output counter gear that meshes with the main gear,
Further provided with a third synchro mechanism for selectively and synchronously coupling the second output main gear and the third output main gear with the output shaft.
The first aspect of claim 1, wherein the third output gear train is also used as an output gear train of a predetermined low speed stage and a speed change stage one step higher than the low speed stage by switching between the first clutch and the second clutch. Dual clutch transmission. The fourth output main gear rotatably provided on the output side of the third output main gear of the output shaft and the fourth output main gear fixedly installed on the output side of the third output counter gear of the first counter shaft. A fourth output gear train that includes a fourth output counter gear that meshes with the output main gear,
The dual clutch transmission according to claim 2, further comprising a fourth synchronization mechanism for selectively and synchronously coupling the fourth output main gear with the output shaft. The predetermined maximum speed stage is the 8-speed stage, the third output gear train is the output gear train for both the first and second speeds, and the second output gear train is the output gear train for both the fifth and sixth speeds. In the 6th gear, the power of the drive source is the second clutch, the second input shaft, the first input gear train, the first counter shaft, the first synchronization mechanism, and the second counter shaft. The power of the drive source is transmitted to the output shaft via the second output gear train and the third synchronization mechanism, and the power of the drive source is transmitted to the first clutch, the first input shaft, and the second. The dual clutch type transmission according to claim 2 or 3, which is transmitted to the output shaft via the input main gear and the second synchronization mechanism. The fifth output main gear rotatably provided on the output side of the output shaft with respect to the fourth output main gear and selectively synchronously coupled to the output shaft by the fourth synchronization mechanism, and the first counter shaft. A fifth output gear train including a fifth output counter gear that is fixed to the output side of the fourth output counter gear and meshes with the fifth output main gear is further provided, and the predetermined maximum speed stage is the eighth speed stage. The dual clutch transmission according to claim 3, wherein the third output gear train is an output gear train for both the first and second gears. A reverse input main gear fixed to the input side of the first input shaft from the second input main gear, and rotatably provided between the first input counter gear of the first counter shaft and the first synchronization mechanism. A reverse input that includes a reverse input counter gear that is selectively synchronously coupled to the first counter shaft by the first synchro mechanism, and an idler gear that meshes with the reverse input main gear and the reverse input counter gear. With more gear trains
In the reverse stage, the power of the drive source is the first clutch, the first input shaft, the reverse input gear train, the first synchronization mechanism, the first counter shaft, the third output gear train, and the first. 3. The dual clutch transmission according to any one of claims 2 to 5, which is transmitted to the output shaft via a synchronization mechanism.

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