JP2018040447A - Dual clutch type transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To set a primary reduction ratio of the first gear to a desired value without affecting other gear ratios. A first input shaft (21) having a first clutch (11), a second input shaft (22) having a second clutch (12), an output shaft (23), a first sub-shaft (24), a second input shaft (22) and a first The first input gear train 32 provided on the auxiliary shaft 24, the second input gear train 33 provided on the second input shaft 22 and the first auxiliary shaft 24, and the second input shaft 22 and the first auxiliary shaft 21. The third input gear train 36 provided, the output gear trains 41 and 42 provided on the output shaft 23 and the first auxiliary shaft 21, and the first input gear train 32 and the second input gear train 33 are used as the second input shaft. A first input synchro mechanism 34 that selectively couples to the 22 or the first auxiliary shaft 21, a second input synchro mechanism 38 that selectively couples the third input gear train 36 to the first auxiliary shaft 24, and an output. It is provided with output synchronization mechanisms 45 and 46 for selectively coupling the gear train to the first auxiliary shaft 24 or the output shaft 23. [Selection diagram] Fig. 1

Description

  The present invention relates to a dual clutch transmission.

  Conventionally, a dual clutch transmission having two clutches is known (see, for example, Patent Documents 1 and 2). A general dual clutch transmission has two systems of power transmission mechanisms of odd and even stages corresponding to each clutch, and is configured to perform a shift while alternately connecting the systems.

  For example, in Patent Document 1, two counter gears that are separated from each other are integrally formed on a hollow counter-shaped second counter shaft through which the first counter shaft is inserted, and a power transmission path is connected from the first counter shaft at the sixth speed. A technology has been disclosed that achieves a total of six gear shifts while suppressing an increase in the number of gears by turning back to the second counter shaft and using two pairs of primary gear pairs respectively corresponding to each clutch as a gear train for shifting. ing.

  Patent Document 2 discloses a technique in which a total of eight speeds can be changed by adding only a synchro mechanism with the same number of gear trains as compared to the technique described in Patent Document 1.

Special table 2010-53417 gazette JP2015-117793A

  By the way, in the structure described in Patent Document 2, the first-speed input gear train is reused as the output gear train at the sixth to eighth speeds in the overdrive region. For this reason, if the gear ratio of the first-speed input gear train is set deep to ensure startability, the gear ratio of the sixth to eighth gears becomes shallow, and there is a possibility that sufficient performance cannot be exhibited during high-speed traveling.

  An object of the technology of the present disclosure is to provide a dual clutch transmission that can appropriately set a primary reduction ratio of the first speed to a desired value without affecting other gear ratios.

  The technology of the present disclosure includes a first input shaft having a first clutch for connecting / disconnecting power from a drive source and a second clutch for connecting / disconnecting power from the drive source, and the first input shaft can be relatively rotated. A hollow shaft-like second input shaft that is inserted into the first input shaft, an output shaft that is arranged coaxially with the first input shaft, the first input shaft, the second input shaft, and the output shaft. A first input including a first countershaft, a first input main gear provided on the second input shaft, and a first input subgear provided on the first subshaft and meshing with the first input main gear. A second input gear train including a gear train, a second input main gear provided on the second input shaft, and a second input sub gear provided on the first counter shaft and meshing with the second input main gear. And a third input main gear that is integrally rotatable with the second input shaft, and relative to the first sub shaft. A third input gear train including a third input sub-gear that is rotatably provided and meshes with the third input main gear; an output main gear that is provided on the output shaft; and a first input shaft that is provided on the first sub-shaft. An output gear train including an output sub-gear that meshes with the output main gear, and a first input that selectively couples the first input gear train and the second input gear train to the second input shaft or the first sub-shaft. An input sync mechanism, a second input sync mechanism that selectively couples the third input sub-gear to the first counter shaft, and the output gear train selectively to the first sub-axis or the output shaft An output sync mechanism to be coupled, and at the first speed, power from the drive source is transmitted to the output shaft via at least the third input gear train and to other speed stages other than the first speed. Power from the drive source is at least the first input gear train or the Via the 2 input gear train, characterized in that it is transmitted to the output shaft.

  Further, a hollow shaft-shaped second counter shaft through which the first counter shaft is inserted so as to be relatively rotatable, a fourth input main gear provided to be relatively rotatable on the first input shaft, and the second counter shaft A fourth input gear train including a fourth input sub-gear that is provided so as to be integrally rotatable and meshes with the fourth input main gear; and a third input gear that selectively couples the fourth input main gear to the first input shaft. An input sync mechanism, wherein the fourth input counter gear is selectively coupled to the first counter shaft by the second input sync mechanism, and the output gear train is connected to the second counter shaft. A predetermined high-speed stage output gear train having a high-speed stage sub-gear provided so as to be integrally rotatable and a high-speed stage main gear which is provided so as to be relatively rotatable with respect to the first input shaft and meshes with the high-speed stage sub-gear. The high-speed stage main gear is driven by the third input sync mechanism. Together are selectively coupled to the force shaft may be selectively coupled to the output shaft by the output synchronizing mechanism.

  The output gear train includes a low-speed stage sub-gear provided on the first counter-shaft and a low-speed stage main gear provided on the output shaft and meshed with the low-speed stage sub-gear. Including a gear train, and at a predetermined low speed other than the first speed, power from the drive source is transmitted from the first clutch to the first input shaft, the high speed output gear train, the second countershaft, It may be transmitted to the output shaft via one auxiliary shaft and the low speed stage output gear train.

  According to the technique of the present disclosure, the primary reduction ratio of the first speed can be set to a desired value without affecting other gear ratios.

1 is a schematic overall configuration diagram showing a dual clutch transmission according to a first embodiment. It is a figure explaining the power transmission path | route at the time of the 1st speed of the dual clutch type transmission which concerns on 1st embodiment. It is a figure explaining the power transmission path | route at the time of the 2nd speed of the dual clutch type transmission which concerns on 1st embodiment. It is a figure explaining the power transmission path | route at the time of the 3rd speed of the dual clutch type transmission which concerns on 1st embodiment. It is a figure explaining the power transmission path | route at the time of the 4th speed of the dual clutch type transmission which concerns on 1st embodiment. It is a figure explaining the power transmission path | route at the time of the 5th speed of the dual clutch type transmission which concerns on 1st embodiment. It is a figure explaining the power transmission path | route at the time of the 6th speed of the dual clutch type transmission which concerns on 1st embodiment. It is a figure explaining the power transmission path | route at the time of the 7th speed of the dual clutch type transmission which concerns on 1st embodiment. It is a figure explaining the power transmission path | route at the time of the 8th speed of the dual clutch type transmission which concerns on 1st embodiment. It is a figure explaining the power transmission path | route at the time of the 9th speed of the dual clutch type transmission which concerns on 1st embodiment. It is a typical whole block diagram which shows the dual clutch type transmission which concerns on 2nd embodiment. It is a figure explaining the power transmission path | route at the time of the 1st speed of the dual clutch type transmission which concerns on 2nd embodiment. It is a figure explaining the power transmission path | route at the time of the 2nd speed of the dual clutch type transmission which concerns on 2nd embodiment. It is a figure explaining the power transmission path | route at the time of the 3rd speed of the dual clutch type transmission which concerns on 2nd embodiment. It is a figure explaining the power transmission path | route at the time of the 4th speed of the dual clutch type transmission which concerns on 2nd embodiment. It is a figure explaining the power transmission path | route at the time of the 5th speed of the dual clutch type transmission which concerns on 2nd embodiment. It is a figure explaining the power transmission path | route at the time of the 6th speed of the dual clutch type transmission which concerns on 2nd embodiment. It is a figure explaining the power transmission path | route at the time of the 7th speed of the dual clutch type transmission which concerns on 2nd embodiment. It is a figure explaining the power transmission path | route at the time of the 8th speed of the dual clutch type transmission which concerns on 2nd embodiment. It is a figure explaining the power transmission path | route at the time of the 9th speed of the dual clutch type transmission which concerns on 2nd embodiment.

  Hereinafter, a dual clutch transmission according to an embodiment of the present invention will be described with reference to the accompanying drawings. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

[First embodiment]
A dual clutch transmission 10 shown in FIG. 1 is mounted on a vehicle or the like. Specifically, the operation of the dual clutch transmission 10 is controlled by a control unit (not shown), and includes a first clutch 11, a second clutch 12, a first input shaft 21, and a second input shaft. 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, and a plurality of first pressure plates 11 </ b> A provided on the crankshaft 3 of the engine 2 so as to be integrally rotatable, and an input side end of the first input shaft 21. And a plurality of first clutch disks 11B provided so as to be integrally rotatable. When the first pressure plate 11 </ b> A moves and comes into pressure contact with the first clutch disk 11 </ b> B, 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, and a plurality of second pressure plates 12 </ b> A provided on the crankshaft 3 of the engine 2 so as to be integrally rotatable, and an input side end of the second input shaft 22. And a plurality of second clutch disks 12B provided so as to be integrally rotatable. When the second pressure plate 12 </ b> A moves and presses against the second clutch disk 12 </ b> B, the power of the engine 2 is transmitted to the second input shaft 22 via the second clutch 12.

  The first input shaft 21 is rotatably supported by a transmission case or the like (not shown) via a bearing. The second input shaft 22 is a hollow shaft through which the first input shaft 21 is inserted, and is rotatably supported by the first input shaft 21 via a bearing (not shown).

  The output shaft 23 is arranged coaxially with the first and second input shafts 21 and 22 and spaced from the output side end of the first input shaft 21, both of which are connected to a transmission case (not shown) via a bearing. And is pivotally supported. The first counter shaft 24 is disposed in parallel with the input shafts 21 and 22 and the output shaft 23 with a space therebetween, and both are rotatably supported by a transmission case (not shown) via a bearing. Yes. The second counter shaft 25 is a hollow shaft through which the first counter shaft 24 is inserted, and is supported by the first counter shaft 24 via a bearing (not shown) so as to be relatively rotatable.

  The primary speed change mechanism 30 includes a 5 / 9-speed input gear train 32, a 3 / 7-speed input gear train 33, a 1-speed input gear train 36, a 4 / 8-speed input gear train 37, A synchronization mechanism 34, a second synchronization mechanism 38, and a third synchronization mechanism 44 are provided.

  The 5 / 9-speed input gear train 32 is an example of the first input gear train of the present invention, and a 5 / 9-speed main gear 32A provided on the second input shaft 22 so as to be integrally rotatable, The counter shaft 24 has a 5 / 9-speed counter gear 32B which is provided so as to be rotatable relative to the 5 / 9-speed main gear 32A.

  The 3/7 speed input gear train 33 is an example of the second input gear train of the present invention. The 3/7 speed input gear train 33 is provided on the second input shaft 22 so as to be integrally rotatable. The counter shaft 24 includes a 3/7 speed counter gear 33B which is provided so as to be rotatable relative to the counter shaft 24 and always meshes with the 3/7 speed main gear 33A.

  The first-speed input gear train 36 is an example of a third input gear train according to the present invention. The first-speed main gear 36 </ b> A provided on the second input shaft 22 so as to be integrally rotatable, and the first counter shaft 24. The first-speed counter gear 36B is provided so as to be relatively rotatable and always meshes with the first-speed main gear 36A.

  The 4 / 8-speed input gear train 37 is an example of a fourth input gear train according to the present invention. The 4 / 8-speed main gear 37A provided on the first input shaft 21 so as to be relatively rotatable, The counter shaft 25 includes a 4/8 speed counter gear 37B which is provided so as to be rotatable integrally with the counter shaft 25 and always meshes with the 4/8 speed main gear 37A.

  The first sync mechanism 34 is an example of the first input sync mechanism of the present invention, and is integrated with the first counter shaft 24 between the 5 / 9-speed counter gear 32B and the 3 / 7-speed counter gear 33B. A first sync hub 34A rotatably provided, a first sync sleeve 34B having an inner peripheral tooth meshing with an outer peripheral tooth of the first sync hub 34A, and a 5 / 9-speed counter gear 32B are provided so as to be integrally rotatable. Between the 5/7 speed dog gear 34C, the 3/7 speed dog gear 34D provided so as to be integrally rotatable with the 3/7 speed counter gear 33B, the first sync hub 34A, and each of the dog gears 34C, D. And a synchronizer ring (not shown).

  The first synchronization mechanism 34 selectively synchronizes each counter gear 32B, 33B with the first counter shaft 24 by shifting the first synchronization sleeve 34B by a shift fork (not shown) and meshing with each dog gear 34C, D. It is designed to be connected (gear-in). The first synchronization mechanism 34 fixes the 5 / 9-speed main gear 32A and the 3 / 7-speed main gear 33A to the idle gear, and the 5 / 9-speed counter gear 32B and the 3 / 7-speed counter gear 33B. If it is a gear, it may be provided on the second input shaft 22 side.

  The second sync mechanism 38 is an example of the second input sync mechanism of the present invention, and can rotate integrally with the first counter shaft 24 between the first-speed counter gear 36B and the 4 / 8-speed counter gear 37B. A first sync hub 38A, a second sync sleeve 38B having an inner peripheral tooth meshing with an outer peripheral tooth of the second sync hub 38A, and a first gear provided so as to be integrally rotatable with a first gear counter gear 36B. Dog gear 38C, a second countershaft dog gear 38D provided so as to be integrally rotatable with the 4/8 speed counter gear 37B, a second sync hub 38A, and the dog gears 38C, D provided between Not equipped with synchronizer ring.

  The second sync mechanism 38 shifts the second sync sleeve 38B by a shift fork (not shown) and meshes with each of the dog gears 38C and D, thereby allowing the first-speed counter gear 36B or the 4 / 8-speed counter gear 37B (first gear). The two counter shafts 25) are selectively synchronously coupled (geared in) with the first counter shaft 24.

  The third synchronization mechanism 44 is an example of a third input synchronization mechanism of the present invention, and is a first input shaft 21 between a 4/8 speed main gear 37A and a high speed stage main gear 41A, which will be described in detail later. Can be rotated integrally with a third sync hub 44A provided so as to rotate integrally therewith, a third sync sleeve 44B having an inner peripheral tooth meshing with an outer peripheral tooth of the third sync hub 44A, and a 4/8 speed main gear 37A. Between the 4 / 8-speed dog gear 44C provided in the first gear, the 2 / 6-speed dog gear 44D provided so as to be integrally rotatable with the high-speed stage main gear 41A, the third sync hub 44A, and the dog gears 44C, D. And a synchronizer ring (not shown).

  The third sync mechanism 44 shifts the third sync sleeve 44B by a shift fork (not shown) and meshes with each of the dog gears 44C and D, thereby moving the 4/8 speed main gear 37A or the high speed stage main gear 41A to the first position. One input shaft 21 is selectively synchronously coupled (gear-in).

  The secondary transmission mechanism 40 includes a high speed stage output gear train 41, a low speed stage output gear train 42, a reverse output gear train 43, a fourth sync mechanism 45, and a fifth sync mechanism 46. .

  The high-speed stage output gear train 41 is an example of the output gear train of the present invention. The high-speed stage output gear train 41 is integrally rotated with the second counter shaft 25 and the high-speed stage main gear 41A provided so as to be relatively rotatable with the first input shaft 21. The high-speed stage counter gear 41B is provided so as to be capable of being constantly meshed with the high-speed stage main gear 41A.

  The low speed stage output gear train 42 is an example of the output gear train of the present invention, and can be integrally rotated with the first counter shaft 24 and the low speed stage main gear 42 </ b> A provided on the output shaft 23 so as to be relatively rotatable. And a low speed stage counter gear 42B that is always meshed with the low speed stage main gear 42A.

  The reverse output gear train 43 is provided with a reverse main gear 43A that can be rotated relative to the output shaft 23, and a reverse main gear 43A that can rotate integrally with the first counter shaft 24, and is always meshed with the reverse main gear 43A. Counter gear 43B and idler gear 43C that always meshes with reverse counter gear 43B.

  The fourth synchronization mechanism 45 is an example of the output synchronization mechanism of the present invention, and is a fourth synchronization mechanism that is provided on the output shaft 23 between the high-speed stage main gear 41A and the low-speed stage main gear 42A so as to be integrally rotatable. A synchro hub 45A, a fourth synchro sleeve 45B having inner peripheral teeth meshing with the outer peripheral teeth of the fourth synchro hub 45A, a high-speed stage dog gear 45C provided so as to be integrally rotatable with the high-speed stage main gear 41A, A synchronizer ring (not shown) provided between the 4 sync hub 45A and the high-speed stage dog gear 45C is provided.

  The fourth synchronization mechanism 45 selectively synchronously couples the high-speed main gear 41A to the output shaft 23 by shifting the fourth synchronization sleeve 45B by a shift fork (not shown) and meshing with the high-speed dog gear 45C. Gear in).

  The fifth synchronization mechanism 46 is an example of the output synchronization mechanism of the present invention, and is a fifth synchronization mechanism provided on the output shaft 23 between the low speed stage main gear 42A and the reverse main gear 43A so as to be integrally rotatable. A hub 46A, a fifth sync sleeve 46B having an inner peripheral tooth meshing with an outer peripheral tooth of the fifth sync hub 46A, a low speed stage dog gear 46C provided so as to be integrally rotatable with the low speed stage main gear 42A, and a reverse gear A reverse dog gear 46D provided so as to be integrally rotatable with the main gear 43A, and a synchronizer ring (not shown) provided between the fifth sync hub 46A and each of the dog gears 46C, D are provided.

  The fifth synchronization mechanism 46 shifts the fifth synchronization sleeve 46B by a shift fork (not shown) and meshes with each of the dog gears 46C and 46D, so that the low speed stage main gear 42A or the berth main gear 43A is connected to the output shaft 23. A synchronous coupling (gear-in) is selectively performed. The fifth synchronization mechanism 46 is configured so that the first countershaft 24 is provided with the low speed stage main gear 42A and the reverse main gear 43A being fixed gears, and the low speed stage counter gear 42B and the reverse counter gear 43B being idle gears. It may be provided on the side.

  Next, the power transmission path of each forward gear by the dual clutch transmission 10 of the present embodiment will be described with reference to FIGS.

  FIG. 2 shows a power transmission path at the first speed. In the case of the first speed, the second clutch 12 is selected, and the first-speed counter gear 36 </ b> B and the first counter shaft 24 are coupled by the second sync mechanism 38. Furthermore, the low-speed stage main gear 42 </ b> A and the output shaft 23 are coupled by the fifth synchronization mechanism 46. That is, the power of the engine 2 is the second clutch 12 → second input shaft 22 → first speed input gear train 36 → second sync mechanism 38 → first counter shaft 24 → low speed stage output gear train 42 → fifth sync mechanism. 46 → Transmission from the output shaft 23 establishes a first-speed power transmission path.

  FIG. 3 shows a power transmission path at the second speed. In the case of the second speed, the second clutch 12 is disengaged from the state of the first speed, the main gear 41A for the high speed stage and the first input shaft 21 are coupled by the third sync mechanism 44, and the second sync mechanism 38 After the 4/8 speed counter gear 37B (second counter shaft 25) and the first counter shaft 24 are coupled, the first clutch 11 is connected. That is, the power of the engine 2 is changed from the first clutch 11 to the first input shaft 21 to the third synchronization mechanism 44 to the high-speed stage output gear train 41 by a normal AMT (Automated Manual Transmission) shift in which the gear is switched after the clutch is disconnected. Transmission from the second counter shaft 25 → second sync mechanism 38 → first counter shaft 24 → low speed stage output gear train 42 → fifth sync mechanism 46 → output shaft 23 establishes a second speed power transmission path. It has come to be. In the case of the second speed, the high-speed stage output gear train 41 is used as the second-speed input gear train.

  FIG. 4 shows a power transmission path at the third speed. In the case of the third speed, the 3/7 speed counter gear 33B and the first counter shaft 24 are coupled by the first sync mechanism 34 from the second speed state and pre-shifted to the third speed, and the clutch is connected to the first speed. This is realized by switching from the clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 3/7 speed input gear train 33 → the first sync mechanism 34 → the first counter shaft 24 → the low speed stage output gear train 42 → the fifth. By transmitting from the synchro mechanism 46 to the output shaft 23, a third-speed power transmission path is established.

  FIG. 5 shows a power transmission path at the fourth speed. In the case of the fourth speed, the 4/8 speed main gear 37A and the first input shaft 21 are coupled from the third speed state by the third sync mechanism 44 and the 4/8 speed counter gear by the second sync mechanism 38. 37B and the first counter shaft 24 are combined and pre-shifted to the fourth speed, and further, the connection of the clutch is switched from the second clutch 12 to the first clutch 11. That is, the power of the engine 2 is as follows: first clutch 11 → first input shaft 21 → third sync mechanism 44 → 4/8 speed input gear train 37 → second sync mechanism 38 → first counter shaft 24 → low speed stage output By transmitting from the gear train 42 → the fifth synchronization mechanism 46 → the output shaft 23, a four-speed power transmission path is established.

  FIG. 6 shows a power transmission path at the fifth speed. In the case of the 5th speed, the 5th / 9th speed counter gear 32B and the first counter shaft 24 are coupled from the 4th speed state by the first sync mechanism 34 and pre-shifted to the 5th speed. This is realized by switching from the clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 5 / 9th speed input gear train 32 → the first sync mechanism 34 → the first counter shaft 24 → the low speed stage output gear train 42 → the fifth. By transmitting from the synchro mechanism 46 to the output shaft 23, a fifth-speed power transmission path is established.

  FIG. 7 shows a power transmission path at the sixth speed. In the case of the sixth speed, the high speed stage main gear 41A and the first input shaft 21 are coupled from the fifth speed state by the third synchronization mechanism 44 and the high speed stage main gear 41A and the output shaft are connected by the fourth synchronization mechanism 45. 23, the first input shaft 21 and the output shaft 23 are pre-shifted to the sixth speed that is directly connected, and the clutch connection is switched 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 third synchronization mechanism 44 → the high-speed stage main gear 41A → the fourth synchronization mechanism 45 → the output shaft 23 in a directly connected state. A 6-speed power transmission path is established.

  FIG. 8 shows a power transmission path at the seventh speed. In the case of the seventh speed, the 3/7 speed counter gear 33B and the first counter shaft 24 are coupled from the sixth speed state by the first sync mechanism 34, and the first counter shaft 24 and the first counter shaft 24 are connected by the second sync mechanism 38. The second countershaft 25 (4/8 speed counter gear 37B) is coupled and pre-shifted to the seventh speed, and the clutch connection is switched from the first clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 3/7 speed input gear train 33 → the first sync mechanism 34 → the first counter shaft 24 → the second sync mechanism 38 → the second counter shaft. 25 → high speed stage output gear train 41 → fourth synchronization mechanism 45 → output shaft 23 is transmitted, so that a seventh speed power transmission path is established.

  FIG. 9 shows a power transmission path at the eighth speed. In the case of the 8th speed, the 4/8 speed main gear 37A and the first input shaft 21 are coupled from the 7th speed state by the third sync mechanism 44 and pre-shifted to the 8th speed, and the clutch is connected to the second speed. This is realized by switching from the clutch 12 to the first clutch 11. That is, the power of the engine 2 is as follows: first clutch 11 → first input shaft 21 → third sync mechanism 44 → 4/8 speed input gear train 37 → second counter shaft 25 → high speed stage output gear train 41 → fourth By transmitting from the synchro mechanism 45 to the output shaft 23, an 8-speed power transmission path is established.

  FIG. 10 shows a power transmission path at the ninth speed. In the case of the ninth speed, the 5th / 9th speed counter gear 32B and the first counter shaft 24 are coupled from the eighth speed state by the first sync mechanism 34, and the first counter shaft 24 and the first counter shaft 24 are connected by the second sync mechanism 38. The second counter shaft 25 (4/8 speed counter gear 37B) is coupled and pre-shifted to the ninth speed, and the clutch connection is switched from the first clutch 11 to the second clutch 12. That is, the power of the engine 2 is as follows: second clutch 12 → second input shaft 22 → 5 / 9th speed input gear train 32 → first sync mechanism 34 → first counter shaft 24 → second sync mechanism 38 → second counter shaft 25 → high speed stage output gear train 41 → fourth synchronization mechanism 45 → output shaft 23 is transmitted to establish a 9th speed power transmission path.

  According to the dual clutch transmission 10 of the first embodiment configured as described above, the input gear trains 32, 33, and the like that are used for the primary transmission mechanism 30 and the first-speed input gear train 36 for other gear stages. By providing separately from 37, the primary reduction ratio of the first speed can be appropriately set to a desired value without affecting other gear ratios, and the transmission ratio of the transmission alone can be increased. .

  In addition to the structure described in Patent Document 2, the addition of a first-speed input gear train 36 and a single synchronizer ring makes it possible to achieve a total of nine stages without increasing the number of sync hubs or sync sleeves. Can be achieved.

[Second Embodiment]
FIG. 11 is a schematic overall configuration diagram showing the dual clutch transmission 10 according to the second embodiment. In the dual clutch transmission 10 of the second embodiment, the 4 / 8-speed input gear train 37 of the first embodiment is replaced with a 2 / 6-speed input gear train 39 so that the 8th gear is a direct coupling stage. . Since other configurations are the same as those of the first embodiment, detailed description thereof will be omitted.

  The 2 / 6-speed input gear train 39 is an example of a fourth input gear train according to the present invention. The 2 / 6-speed input gear train 39A is provided on the first input shaft 21 so as to be relatively rotatable. The counter shaft 25 includes a 2 / 6-speed counter gear 39B that is integrally rotatable with the 2 / 6-speed main gear 39A. The 2 / 6-speed main gear 39A is selectively synchronously coupled (geared in) with the first input shaft 21 by the third synchronization mechanism 44, and the 2 / 6-speed counter gear 39B is first coupled by the second synchronization mechanism 38. The counter shaft 24 is selectively coupled to the counter shaft 24 (gear-in).

  Next, the power transmission path of each forward gear by the dual clutch transmission 10 according to the second embodiment will be described with reference to FIGS.

  FIG. 12 shows the power transmission path at the first speed. In the case of the first speed, the second clutch 12 is selected, and the first-speed counter gear 36 </ b> B and the first counter shaft 24 are coupled by the second sync mechanism 38. Furthermore, the low-speed stage main gear 42 </ b> A and the output shaft 23 are coupled by the fifth synchronization mechanism 46. That is, the power of the engine 2 is the second clutch 12 → second input shaft 22 → first speed input gear train 36 → second sync mechanism 38 → first counter shaft 24 → low speed stage output gear train 42 → fifth sync mechanism. 46 → Transmission from the output shaft 23 establishes a first-speed power transmission path.

  FIG. 13 shows a power transmission path at the second speed. In the case of the second speed, the second clutch 12 is disengaged from the first speed state, the 2/6 speed main gear 39A and the first input shaft 21 are coupled by the third sync mechanism 44, and the second sync mechanism 38 is connected. After connecting the 2/6 speed counter gear 39B and the first counter shaft 24, the first clutch 11 is connected. That is, the power of the engine 2 is changed from the first clutch 11 to the first input shaft 21 to the third synchromesh mechanism 44 to the 2/6 speed input gear train by a normal AMT (Automated Manual Transmission) shift in which the gear is switched after the clutch is disconnected. 39 → second synchronization mechanism 38 → first counter shaft 24 → low speed stage output gear train 42 → fifth synchronization mechanism 46 → output shaft 23 so that a second speed power transmission path is established. It has become.

  FIG. 14 shows the power transmission path at the third speed. In the case of the third speed, the 3/7 speed counter gear 33B and the first counter shaft 24 are coupled by the first sync mechanism 34 from the second speed state and pre-shifted to the third speed, and the clutch is connected to the first speed. This is realized by switching from the clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 3/7 speed input gear train 33 → the first sync mechanism 34 → the first counter shaft 24 → the low speed stage output gear train 42 → the fifth. By transmitting from the synchro mechanism 46 to the output shaft 23, a third-speed power transmission path is established.

  FIG. 15 shows a power transmission path at the fourth speed. In the case of the fourth speed, the high-speed stage main gear 41A and the first input shaft 21 are coupled from the third speed state by the third sync mechanism 44 and the second counter shaft 25 (2/6) is connected by the second sync mechanism 38. The speed counter gear 39B) and the first counter shaft 24 are coupled and pre-shifted to the fourth speed, and the clutch connection is switched from the second clutch 12 to the first clutch 11. That is, the power of the engine 2 is as follows: first clutch 11 → first input shaft 21 → third sync mechanism 44 → high speed stage output gear train 41 → second counter shaft 25 → second sync mechanism 38 → first counter shaft 24 → By transmitting from the low-speed stage output gear train 42 to the fifth synchronization mechanism 46 to the output shaft 23, a 4-speed power transmission path is established. In the case of the fourth speed, the high-speed stage output gear train 41 is used as a second-speed input gear train.

  FIG. 16 shows a power transmission path at the fifth speed. In the case of the 5th speed, the 5th / 9th speed counter gear 32B and the first counter shaft 24 are coupled from the 4th speed state by the first sync mechanism 34 and pre-shifted to the 5th speed. This is realized by switching from the clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 5 / 9th speed input gear train 32 → the first sync mechanism 34 → the first counter shaft 24 → the low speed stage output gear train 42 → the fifth. By transmitting from the synchro mechanism 46 to the output shaft 23, a fifth-speed power transmission path is established.

  FIG. 17 shows a power transmission path at the sixth speed. In the case of the sixth speed, the 2/6 speed main gear 39A and the first input shaft 21 are coupled from the fifth speed state by the third sync mechanism 44, and the high speed stage main gear 41A is connected by the fourth sync mechanism 45. This is realized by coupling with the output shaft 23 and pre-shifting to the sixth speed, and switching the clutch from the second clutch 12 to the first clutch 11. That is, the power of the engine 2 is as follows: first clutch 11 → first input shaft 21 → third synchronization mechanism 44 → 2/6 speed input gear train 39 → second counter shaft 25 → high speed stage output gear train 41 → fourth By transmitting from the synchro mechanism 45 to the output shaft 23, a 6-speed power transmission path is established.

  FIG. 18 shows a power transmission path at the seventh speed. In the case of the seventh speed, the 3/7 speed counter gear 33B and the first counter shaft 24 are coupled from the sixth speed state by the first sync mechanism 34, and the first counter shaft 24 and the first counter shaft 24 are connected by the second sync mechanism 38. The second counter shaft 25 (2/6 speed counter gear 39B) is coupled and pre-shifted to the seventh speed, and the clutch connection is switched from the first clutch 11 to the second clutch 12. That is, the power of the engine 2 is the second clutch 12 → the second input shaft 22 → the 3/7 speed input gear train 33 → the first sync mechanism 34 → the first counter shaft 24 → the second sync mechanism 38 → the second counter shaft. 25 → high speed stage output gear train 41 → fourth synchronization mechanism 45 → output shaft 23 is transmitted, so that a seventh speed power transmission path is established.

  FIG. 19 shows a power transmission path at the eighth speed. In the case of the 8th speed, the 8th speed that directly connects the first input shaft 21 and the output shaft 23 by coupling the high speed stage main gear 41A and the first input shaft 21 by the third sync mechanism 44 from the 7th speed state. This is realized by pre-shifting to the first clutch 11 and switching the clutch 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 third synchronization mechanism 44 → the high-speed stage main gear 41A → the fourth synchronization mechanism 45 → the output shaft 23 in a directly connected state. An 8-speed power transmission path is established.

  FIG. 20 shows a power transmission path at the ninth speed. In the case of the ninth speed, the 5th / 9th speed counter gear 32B and the first counter shaft 24 are coupled from the eighth speed state by the first sync mechanism 34, and the first counter shaft 24 and the first counter shaft 24 are connected by the second sync mechanism 38. The second counter shaft 25 (4/8 speed counter gear 37B) is coupled and pre-shifted to the ninth speed, and the clutch connection is switched from the first clutch 11 to the second clutch 12. That is, the power of the engine 2 is as follows: second clutch 12 → second input shaft 22 → 5 / 9th speed input gear train 32 → first sync mechanism 34 → first counter shaft 24 → second sync mechanism 38 → second counter shaft 25 → high speed stage output gear train 41 → fourth synchronization mechanism 45 → output shaft 23 is transmitted to establish a 9th speed power transmission path.

  According to the dual clutch transmission 10 of the second embodiment configured as described above, the input gear trains 32, 33, and the like that are used for the primary transmission mechanism 30 and the first-speed input gear train 36 for other gear stages. By providing it separately from 39, the primary reduction ratio of the first speed can be appropriately set to a desired value without affecting other gear ratios, and the transmission ratio of the transmission alone can be increased. .

  In addition to the structure described in Patent Document 2, the addition of a first-speed input gear train 36 and a single synchronizer ring makes it possible to achieve a total of nine stages without increasing the number of sync hubs or sync sleeves. Can be achieved.

  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, the 5 / 9-speed input gear train 32 and the 3 / 7-speed input gear train 33, the low-speed output gear train 42, and the reverse output gear train 43 may be configured by switching their arrangement relation. .

2 Engine 10 Dual Clutch Transmission 11 First Clutch 12 Second Clutch 21 First Input Shaft 22 Second Input Shaft 23 Output Shaft 24 First Counter Shaft 25 Second Counter Shaft 30 Primary Transmission Mechanism 32 5/9 Speed Input Gear train 33 3 / 7-speed input gear train 36 1-speed input gear train 37 4 / 8-speed input gear train 34 First sync mechanism 38 Second sync mechanism 44 Third sync mechanism 40 Secondary transmission mechanism 41 High-speed stage Output gear train 42 low speed stage output gear train 43 reverse output gear train 45 fourth synchro mechanism 46 fifth synchro mechanism

Claims (3)

A first input shaft having a first clutch for connecting and disconnecting power from a drive source;
A second input shaft in the form of a hollow shaft having a second clutch for connecting and disconnecting power from the drive source, and allowing the first input shaft to be inserted in a relatively rotatable manner;
An output shaft disposed coaxially with the first input shaft;
The first input shaft, the second input shaft, and a first counter shaft arranged in parallel with the output shaft;
A first input gear train including a first input main gear provided on the second input shaft, and a first input sub gear provided on the first auxiliary shaft and meshing with the first input main gear;
A second input gear train including a second input main gear provided on the second input shaft and a second input sub gear provided on the first auxiliary shaft and meshing with the second input main gear;
A third input main gear provided on the second input shaft so as to be integrally rotatable; and a third input sub gear provided on the first auxiliary shaft so as to be relatively rotatable and meshing with the third input main gear. 3 input gear trains;
An output main gear provided on the output shaft, and an output gear train including an output sub gear provided on the first sub shaft and meshing with the output main gear;
A first input sync mechanism that selectively couples the first input gear train and the second input gear train to the second input shaft or the first auxiliary shaft;
A second input sync mechanism for selectively coupling the third input sub-gear to the first sub-shaft;
An output sync mechanism that selectively couples the output gear train to the first countershaft or the output shaft;
At the first speed, power from the drive source is transmitted to the output shaft via at least the third input gear train, and at other speeds other than the first speed, power from the drive source is at least The dual-clutch transmission is transmitted to the output shaft via the first input gear train or the second input gear train. A hollow shaft-shaped second countershaft that allows the first countershaft to be inserted in a relatively rotatable manner;
A fourth input main gear provided rotatably on the first input shaft; and a fourth input sub gear provided on the second auxiliary shaft so as to rotate integrally with the fourth input main gear. 4 input gear trains,
A third input sync mechanism that selectively couples the fourth input main gear to the first input shaft;
The fourth input sub-gear is selectively coupled to the first sub-shaft by the second input sync mechanism, and the output gear train is a high-speed stage sub-portion provided so as to be integrally rotatable with the second sub-shaft. A predetermined high-speed stage output gear train having a gear and a high-speed stage main gear that is provided rotatably relative to the first input shaft and meshes with the high-speed stage sub-gear. 2. The dual clutch transmission according to claim 1, wherein the dual clutch transmission is selectively coupled to the first input shaft by a three-input sync mechanism and selectively coupled to the output shaft by the output sync mechanism. The output gear train includes a low-speed stage sub-gear provided on the first counter-shaft and a low-speed stage main gear provided on the output shaft and meshed with the low-speed stage sub-gear. Power from the drive source from the first clutch to the first input shaft, the high speed output gear train, the second sub shaft, and the first sub shaft at a predetermined low speed stage other than the first speed. The dual clutch transmission according to claim 2, wherein the transmission is transmitted to the output shaft via a shaft and the low-speed stage output gear train.

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