JP5890098B2 - Dual clutch transmission - Google Patents

Description

  The present invention relates to a dual clutch transmission that is connected to a dual clutch.

  As shown in FIG. 3, a dual clutch transmission 31 using a general output reduction system includes a first input shaft 32 connected to the first clutch 3 of the dual clutch 2, and a second input of the dual clutch 2. A second input shaft 33 connected to the clutch 4; an output shaft 35 disposed so as to be coaxial with the first input shaft 32 and the second input shaft 33; a first input shaft 32; a second input shaft 33; An intermediate shaft 41 provided in parallel to the output shaft 35, a speed change gear provided between the first input shaft 32 and the intermediate shaft 41 and between the second input shaft 33 and the intermediate shaft 41. Gear trains 36, 37, 38, 39, and 40, and an output shaft reduction gear train 42 that is provided between the intermediate shaft 41 and the output shaft 35 and always connects the intermediate shaft 41 and the output shaft 35. The transmission gear trains 36, 37, 38, 39, and 40 are grouped into odd and even stages, and the transmission gear trains 36 and 37 that connect the first input shaft 32 and the intermediate shaft 41 are provided. The transmission gear trains 38, 39, and 40 that are set to odd stages and connect the second input shaft 33 and the intermediate shaft 41 are set to even stages. As a result, for example, when accelerating while sequentially shifting up with the dual clutch transmission 31 mounted on the vehicle, it is possible to connect the gear train for the next stage to the unused input shaft in advance. It is possible to shift up smoothly and quickly by changing the two clutches 3 and 4.

JP-A-8-320054 Patent No. 4274209 Japanese Patent No. 4274210

  By the way, as the ratio width of the transmission (ratio between the first gear ratio and the maximum gear ratio) increases, traveling at high geared becomes possible, which is advantageous in terms of vehicle fuel efficiency. In the structure of the general dual clutch transmission 31 described above, the ratio width is determined by the gear ratio of the first speed gear train 37 and the sixth speed gear train 40, but when trying to obtain a larger ratio width, One of the gears has a smaller tooth root diameter, and there is a problem that it is difficult to obtain a certain ratio width due to its limit.

  Further, in the gear arrangement of the dual clutch transmission 31 described above, the gears of the output shaft reduction gear train 42 are fixed to the intermediate shaft 41 and the output shaft 35, respectively. It is determined by the rotational speed of 35, that is, the vehicle speed. In general, the number of gear teeth on the intermediate shaft 41 side is smaller than the number of teeth on the output shaft 35 side. At such a speed ratio, the rotational speed of the intermediate shaft 41 is higher than the rotational speed of the output shaft 35. Always high. When the rotational speed of the intermediate shaft 41 is high, the lubricating oil is stirred more vigorously, and there is a problem that an increase in the lubricating oil temperature during high-speed traveling and an increase in rotational resistance due to the stirring of the lubricating oil can be considered.

  Accordingly, an object of the present invention is to solve the above-mentioned problems, obtain a large ratio width, and prevent a rise in lubricating oil temperature during high-speed traveling and an increase in rotational resistance due to agitation of lubricating oil, and a dual clutch transmission Is to provide.

  In order to solve the above-mentioned problems, the present invention provides a first and second input shafts that are provided coaxially and to which rotation on the engine side is transmitted via a dual clutch, and coaxially with the first and second input shafts. An output shaft arranged in such a manner, an intermediate shaft provided in parallel to the first and second input shafts and the output shaft, and a speed change gear provided between the intermediate shaft and the output shaft A dual-clutch transmission including a gear train, wherein two reduction gears having different gear ratios are provided between each of the first and second input shafts and an intermediate shaft on the input side of the gear train for transmission. A gear train is provided and one speed reduction gear train is provided so as to be rotatable with respect to the intermediate shaft, and the speed reduction gear train at the highest speed or the starting speed is provided on one speed reduction gear train so as to rotate integrally. is there.

  The first reduction gear train provided between the first input shaft and the intermediate shaft has a gear ratio of the gears on the first input shaft side and the intermediate shaft side in accordance with the reduction gear ratio of the highest speed gear train. Should be set.

  The second reduction gear train provided between the second input shaft and the intermediate shaft has a gear ratio of the gears on the second input shaft side and the intermediate shaft side in accordance with the reduction gear ratio of the transmission gear train at the starting stage. Should be set.

  The gear on the intermediate shaft side of the first reduction gear train has a sub-rotation shaft portion that is rotatably provided with respect to the intermediate shaft, and the sub-rotation shaft portion is for even-numbered speed change including the highest gear. The gears of the gear train may be provided integrally.

  The gear on the intermediate shaft side of the second reduction gear train is provided so as to rotate integrally with the intermediate shaft, and the gear of the odd-numbered speed change gear train including the start gear is integrally provided on the intermediate shaft. Good.

  The output shaft may be provided with a gear of each stage of the transmission gear train so as to be rotatable, and a dog clutch that is spline-engaged with the gear of each stage.

  According to the present invention, a large ratio width can be obtained, and an increase in lubricating oil temperature during high-speed traveling and an increase in rotational resistance due to lubricating oil stirring can be prevented.

It is a skeleton figure of the dual clutch type transmission which concerns on this Embodiment. FIG. 2 is a side sectional view of the dual clutch transmission of FIG. 1. It is a skeleton figure of the conventional dual clutch transmission.

  As shown in FIGS. 1 and 2, the dual clutch transmission 1 is an input reduction system and a six-speed transmission, and is connected to the dual clutch 2.

  The dual clutch 2 transmits rotational power from an engine (not shown) to the dual clutch transmission 1 so as to be connectable and disconnectable, and has two sets of clutches 3 and 4. The first clutch 3 and the second clutch 4 are connected to the output shaft of the engine on the input side, respectively, and are formed to be individually connectable and disengageable. The first clutch 3 and the second clutch 4 are spaced apart from each other in the axial direction, and are respectively connected and disconnected by a control device (not shown).

  The dual clutch transmission 1 includes a first input shaft 5 connected to the output side of the first clutch 3, a second input shaft 6 connected to the output side of the second clutch 4, a first input shaft 5, An output shaft 7 arranged coaxially with the second input shaft 6 and extending in the axial direction, and an intermediate shaft provided in parallel to the first input shaft 5, the second input shaft 6 and the output shaft 7. 8, transmission gear trains 14, 15, 16, 17, 18 provided between the intermediate shaft 8 and the output shaft 7, the first input shaft 5 and the transmission gear trains 14, 15, 16, 17, The first reduction gear train 10 provided between the intermediate shaft 8 on the input side 18 and rotatable relative to the intermediate shaft 8, the second input shaft 6, and the transmission gear trains 14, 15, 16. , 17 and 18 and a second reduction gear train 11 provided between the intermediate shaft 8 on the input side.

  The first input shaft 5 and the second input shaft 6 are provided coaxially. Specifically, the second input shaft 6 is formed in a cylindrical shape, and the first input shaft 5 is inserted into the second input shaft 6. The second input shaft 6 is pivotally supported by a housing 21 that forms the outer shell of the dual clutch transmission 1 via a bearing, and the first input shaft 5 is pivotally supported by the second input shaft 6 via a bearing. Has been.

  One end of the output shaft 7 is pivotally supported by the first input shaft 5 via a bearing, and the other end is pivotally supported by the housing 21. The output shaft 7 is connected to drive wheels (not shown) of the vehicle via power transmission means such as a propeller shaft.

  The intermediate shaft 8 is pivotally supported on the housing 21 via a bearing.

  The first reduction gear train 10 is provided integrally with the first input shaft 5 exposed from the second input shaft 6, and is rotatably provided on the intermediate shaft 8 and the first input gear 23. And a first output side gear 24 meshed with. The first output side gear 24 has a sub-rotation shaft portion 9 that extends in the axial direction along the intermediate shaft 8. Further, in the first reduction gear train 10, the gear ratio of the first input side gear 23 and the first output side gear 24 is set so that the output side is slower than the input side. Further, the first reduction gear train 10 is for an even-numbered gear that does not include the starting gear, and it is not necessary to consider the starting performance. Therefore, the first input gear 23 is adapted to the reduction ratio of the sixth-speed gear train 15 described later. And the gear ratio of the first output side gear 24 is set. That is, the first reduction gear train 10 is set to have a gear ratio that increases the speed of the second reduction gear train 11 so that the speed increase is set.

  The second reduction gear train 11 is a second input side gear 25 provided integrally with the second input shaft 6, and a second output side gear provided integrally with the intermediate shaft 8 and meshed with the second input side gear 25. 26, and the second input shaft 6 and the intermediate shaft 8 are always connected. In the second reduction gear train 11, the gear ratio of the second input side gear 25 and the second output side gear 26 is set so that the output side is slower than the input side. Further, since the second reduction gear train 11 is for an odd-numbered stage including the starting stage (first speed), the second input side gear 25 and the output side gear 26 are matched to the reduction ratio of the first speed gear train 16 described later. Tooth ratio is set. That is, the second reduction gear train 11 has a gear ratio set so as to ensure startability.

  The transmission gear trains 14, 15, 16, 17, and 18 constitute a gear stage. The transmission gear trains 14, 15, 16, 17, and 18 have different reduction ratios, and are grouped into even-numbered transmission gear trains 14 and 15 and odd-numbered transmission gear trains 16, 17, and 18. ing.

  The even-numbered gear trains 14 and 15 are composed of a second gear train 14 and a sixth gear train 15 that is the highest gear train. The second-speed gear train 14 and the sixth-speed gear train 15 are composed of a pair of gears that mesh with each other, and one gear is rotatably provided on the intermediate shaft 8 and is connected to the first output side gear 24 of the first reduction gear train 10. It is provided so as to rotate (link) together. Specifically, one gear of the second speed gear train 14 and the sixth speed gear train 15 is provided integrally with the auxiliary rotating shaft portion 9 of the first output side gear 24. The other gears of the second speed gear train 14 and the sixth speed gear train 15 are rotatably provided on the output shaft.

  The odd-numbered gear trains 16, 17, and 18 are composed of a first gear train 16, a third gear train 17, and a fifth gear train 18 that are the gear train of the starting stage. The first gear train 16 and the third gear train 17 are composed of a pair of gears that mesh with each other, one gear is fixed to the intermediate shaft 8, and the other gear is rotatably provided on the output shaft 7. The fifth speed gear train 18 includes a pair of gears that mesh with each other. One gear is rotatably provided on the intermediate shaft 8, and the other gear is fixed to the output shaft 7.

  In addition, the gears rotatably provided on the output shaft 7 of the first speed gear train 16, the second speed gear train 14, the third speed gear train 17 and the sixth speed gear train 15 are respectively connected to the output shaft 7 via the dog clutch 19. It is designed to be connected as possible. A gear of a fifth speed gear train 18 that is rotatably provided on the intermediate shaft 8 is connected to the intermediate shaft 8 via a dog clutch 19 so as to be connected and disconnected. The dog latch 19 includes a hub 27 provided on the output shaft 7, a dog 28 provided on a gear on the output shaft 7 side, and a sleeve 29 provided on the hub 27 so as to be axially slidable and spline-engaged. Become. The dog latch 19 connects the gear on the output shaft 7 side and the output shaft 7 by the spline engagement of the sleeve 29 with both the dog 28 and the hub 27. The dog latch 19 is connected or disconnected by a control device (not shown). The fourth speed is a direct coupling stage in which the first input shaft 5 and the output shaft 7 are directly coupled via the dog clutch 19. Further, the reverse gear train 20 is provided between the intermediate shaft 8 and the output shaft 7 so as to connect the intermediate shaft 8 and the output shaft 7 so as to be connectable / disconnectable. Lubricating oil is stored in the housing 21. The level of the lubricating oil is set such that at least one gear of each of the gear trains 14, 15, 16, 17, 18 is immersed.

  Next, the operation of this embodiment will be described.

  When the vehicle equipped with the dual clutch transmission 1 starts, the control device disconnects the first clutch 3 and the second clutch 4 in advance, and connects the intermediate shaft 8 and the output shaft 7 via the first speed gear train 16. In addition to the connection, the auxiliary rotary shaft portion 9 and the output shaft 7 are connected in advance via the second speed gear train 14. Thereafter, the control device gradually connects the second clutch 4. The power from the engine is transmitted to the output shaft 7 through the second clutch 4, the second input shaft 6, the second reduction gear train 11, the intermediate shaft 8, and the first speed gear train 16, and is transmitted from the output shaft 7 to the drive wheels. Is done. At this time, the first gear ratio is determined by the gear ratio of the second reduction gear train 11 and the first gear train 16. Since the second reduction gear train 11 has a gear ratio set so as to ensure startability, a sufficient torque can be transmitted to the drive wheels, and the vehicle starts smoothly. Further, since the power transmitted from the second input shaft 6 to the intermediate shaft 8 is decelerated by the second reduction gear train 11, the rotational speed of the intermediate shaft 8 is kept low and the lubricating oil is not vigorously stirred. . Further, even during high speed running, the increase in the lubricating oil temperature can be suppressed, and the increase in rotational resistance due to the stirring of the lubricating oil can be suppressed.

  Shifting up to the second speed is performed when the control device disconnects the second clutch 4 and connects the first clutch 3. As a result, power from the engine is transmitted to the output shaft 7 via the first clutch 3, the first input shaft 5, the first reduction gear train 10, the auxiliary rotary shaft portion 9 and the second speed gear train 14. Thereafter, the control device connects the intermediate shaft 8 and the output shaft 7 via the third-speed gear train 17 in preparation for the next shift-up. Thereafter, the control device switches the first clutch 3 and the second clutch 4 in the same manner as described above, and switches the unused side of the intermediate shaft 8 and the auxiliary rotating shaft portion 9 and the output shaft 7 to the next stage. The steps of connecting via the gear train are repeated to shift up sequentially.

  When the dual clutch transmission 1 is shifted up to the sixth speed, the gear ratio of the sixth speed is determined by the gear ratio of the first reduction gear train 10 and the sixth speed gear train 15. Since the first reduction gear train 10 is set to a gear ratio that is higher than that of the second reduction gear train 11, the output shaft 7 can be rotated at a higher speed, and the ratio width can be increased.

  Next, as an example of an increase in the ratio width, a comparison between the conventional output reduction type dual clutch transmission 31 shown in FIG. 3 and the dual clutch transmission 1 according to the present embodiment shown in FIG. 1 will be described. .

In the conventional output reduction type dual clutch transmission 31,
The gear ratio of the 6th gear train 40 is 21/50,
The gear ratio of the first gear train 37 is 43/13,
When the gear ratio of the output shaft reduction gear train 42 is set to 47/26,
The gear ratio of 1st gear is 43/13 × 47/26 = 5.979,
The 6th gear ratio is 21/50 x 47/26 = 0.759,
The ratio width is 7.88.

On the other hand, in the input reduction type dual clutch transmission 1 according to the present embodiment,
The gear ratio of the second reduction gear train 11 (for odd-numbered stages) is 47/26,
The gear ratio of the first reduction gear train 10 (for even stages) is 44/29,
The gear ratio of the 6th gear train 15 is 21/50,
When the gear ratio of the first gear train 16 is set to 43/13,
The gear ratio of 1st gear is 47/26 × 43/13 = 5.979,
The 6th gear ratio is 44/29 x 21/50 = 0.637,
The ratio width is 9.38.

  The dual clutch transmission 1 according to the present embodiment has a reduction gear train 10 having a different number of teeth for the first gear and the sixth gear, even if the number of gear trains of the first gear and the sixth gear is the same as the conventional one. Since 11 can be set individually, a wider range of ratios can be secured.

  As described above, the dual clutch transmission 1 is the input reduction system, and the reduction gear trains 10 and 11 are set individually for each of the odd and even stages, that is, the dual clutch transmission 1 is provided coaxially. And the first and second input shafts 5 and 6 to which the rotation on the engine side is transmitted via the dual clutch 2, respectively, and the output shaft arranged so as to be coaxial with the first and second input shafts 5 and 6 7, an intermediate shaft 8 provided parallel to the first and second input shafts 5, 6 and the output shaft 7, and a transmission gear train 14 provided between the intermediate shaft 8 and the output shaft 7, 15, 16, 17, 18, and teeth between each of the first and second input shafts 5, 6 and the intermediate shaft 8 on the input side of the transmission gear trains 14, 15, 16, 17, 18. If two reduction gear trains 10 and 11 having different number ratios are provided, A first reduction gear train 10 is provided so as to be rotatable with respect to the intermediate shaft 8, and a 6-speed gear train 15, which is the highest speed gear train, is provided on the first reduction gear train 10 so as to rotate integrally. Since the first-speed gear train 16 that is the gear train for the start gear is provided so as to rotate integrally with the intermediate shaft 8 that is linked to the speed reducer gear train 11, the speed gear train is individually provided for the start gear and the highest gear. 10, 11 can be set, a wider ratio width can be secured, and the vehicle fuel consumption performance can be improved. Further, it is possible to prevent high speed (increase) idling of the intermediate shaft 8. By suppressing excessive stirring of the lubricating oil, an increase in the lubricating oil temperature can be prevented, and the rotational resistance can be reduced.

  Further, in the first reduction gear train 10, the gear ratio of the first input gear 23 and the first output gear 24 is set in accordance with the reduction ratio of the sixth speed gear train 15 that forms the highest gear. , The maximum reduction ratio can be set freely.

  In the second reduction gear train 11, the gear ratio of the second input side gear 25 and the second output side gear 26 is set in accordance with the reduction ratio of the first speed gear train 16 that forms the start stage. The gear reduction ratio can be set freely.

  The first output side gear 24 of the first reduction gear train 10 has a sub-rotation shaft portion 9 that is rotatably provided to the intermediate shaft 8, and the sub-rotation shaft portion 9 includes an even number of stages including the highest stage. Since the gears of the transmission gear trains 14 and 15 are integrally provided, the first reduction gear train 10 and the even-numbered transmission gear trains 14 and 15 can be integrally rotated with a simple structure.

  The second output side gear 26 of the second reduction gear train 11 is provided so as to rotate integrally with the intermediate shaft 8, and the odd-numbered transmission gear trains 16, 17, 18 including the start gear are provided on the intermediate shaft 8. Therefore, the second reduction gear train 11 and the odd-number transmission gear trains 16, 17, and 18 can be integrally rotated with a simple structure.

  Because the output shaft 7 is provided with gears 14, 15, 16, 17, and 18 of the gears for rotation, and a dog clutch 19 that is spline-engaged with the gears of each step. The output shaft 7 and the gear trains 14, 15, 16, 17, 18 can be easily connected and disconnected.

  Although the dual clutch transmission is a six-speed transmission, it is not limited to this. The highest gear may be an odd gear, such as a five-speed shift. In this case, the gear train for transmission may be divided into a group including the start gear and a group including the highest gear, and the reduction gear trains 10 and 11 may be individually set in each group.

DESCRIPTION OF SYMBOLS 1 Dual clutch type transmission 2 Dual clutch 5 1st input shaft 6 2nd input shaft 7 Output shaft 8 Intermediate shaft 10 1st reduction gear train 11 2nd reduction gear train 14 2nd gear train (speed change gear train)
15 6-speed gear train (shift gear train)
16 1-speed gear train (shift gear train)
17 3rd gear train (shift gear train)
18 5-speed gear train (shift gear train)

Claims (6)

A first input shaft and a second input shaft which are provided coaxially and selectively transmit the rotation on the engine side via a dual clutch; and an output shaft disposed so as to be coaxial with the first and second input shafts. A dual clutch system comprising: an intermediate shaft provided in parallel to the first and second input shafts and the output shaft; and a gear train for transmission provided between the intermediate shaft and the output shaft. A first reduction gear train and a second reduction gear train having different gear ratios between the first and second input shafts and the intermediate shaft on the input side of the transmission gear train. And the first reduction gear train is provided so as to be rotatable with respect to the intermediate shaft, and the first reduction gear train is provided so as to rotate integrally with the second reduction gear train. , together are set to the speed reduction ratio to reduce the rotation of the first input shaft, said in A sub-rotation shaft portion shorter than an intermediate shaft that is rotatably provided with respect to the shaft is integrally formed, and the highest gear train of the gear train for transmission is configured to rotate integrally with the sub-rotation shaft portion. The power transmitted from the first input shaft to the highest gear train of the transmission gear train via the first reduction gear train is output to the output shaft without going through the intermediate shaft. A dual clutch transmission characterized by comprising.   2. The dual clutch transmission according to claim 1, wherein the first reduction gear train has a gear ratio between the first input shaft side and the intermediate shaft side in accordance with a reduction gear ratio of the highest speed transmission gear train. .   3. The dual clutch type gear according to claim 1, wherein the second reduction gear train has a gear ratio between the second input shaft side and the intermediate shaft side in accordance with a reduction gear ratio of the starting gear. transmission.   The dual clutch transmission according to claim 2, wherein gears of an even-numbered speed change gear train including the highest speed are integrally provided on the sub-rotation shaft portion.   The gear on the intermediate shaft side of the second reduction gear train is provided so as to rotate integrally with the intermediate shaft, and the gear of the odd-numbered speed change gear train including the start gear is integrally provided on the intermediate shaft. The dual clutch transmission according to claim 3.   The dual output according to any one of claims 1 to 5, wherein a gear of each stage of the gear train for transmission is rotatably provided on the output shaft, and a dog clutch that is spline-engaged with the gear of each stage is provided. Clutch transmission.

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