CN100460717C - Dual clutch transmission with a torque converter - Google Patents
Dual clutch transmission with a torque converter Download PDFInfo
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- CN100460717C CN100460717C CNB2005100713423A CN200510071342A CN100460717C CN 100460717 C CN100460717 C CN 100460717C CN B2005100713423 A CNB2005100713423 A CN B2005100713423A CN 200510071342 A CN200510071342 A CN 200510071342A CN 100460717 C CN100460717 C CN 100460717C
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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Abstract
A multi-speed transmission for transmitting power from a power source includes a torque converter as well as dual clutches which may be arranged as dual input clutches or dual output clutches. To combine the smoothness and ratio boosting effects of a torque converter with the low spin loses associated with synchronizers used in dual clutch designs. The torque converter and dual clutches as well as synchronizers and a plurality of intermeshing gears are utilized to transfer torque from an input member to an output member at a plurality of speed ratios.
Description
The cross reference of related application
The application number that the application requires to submit on May 17th, 2004 is No.60/571, and 761 the U.S. is in the rights and interests of first to file, and above-mentioned application is quoted in full at this as a reference.
Technical field
The application relates to a kind of multi-speed double-clutch transmission device that can link to each other with torque-converters.
Background technique
The dual input clutch transmission device has been designed to have friction and has started clutch so that vehicle motor is linked to each other with the optionally connected gear that closes in the middle shaft transmission device.The dual input clutch transmission device is designed to allow engine power and distributes by the power path that the input clutch on it is in jointing state.The dual input clutch actuating unit typically is designed to the jack shaft type transmission (promptly, auxiliary shaft transmision gear), wherein the joint of first input clutch forms from the power path of input shaft by first jack shaft arrival output shaft, and the joint of second input clutch forms the power path that arrives output shaft by second jack shaft.Synchronizer with gear engagement on jack shaft to finish the kinetic current that leads to output shaft.Jack shaft design and other adopt synchronizer selectively to provide relatively low rotational loss with the transmission structures of gear engagement on axle, have therefore improved overall operation efficiency.
The clutch that has adopted planetary type gear transmission unit in related domain is as the friction starting drive, this friction starting drive provides in connecting the process of one group of interconnective planetary gear set and input shaft and starts slip, described input shaft be connected with motor with from input shaft to the output shaft transferring power.Licensed on October 29th, 2002 in the U.S. Patent No. 6,471,616 of common transfer of Paul D.Stevenson and disclosed a kind of such actuating unit that has friction detent torque transfer mechanism, this patent documentation quotes in full at this as a reference.
In addition, also adopt a kind of torque-converters in related domain, its with transmission device in planetary gear set or the countershaft-gear group link to each other with from power source such as motor to the output shaft transferring power.Torque-converters increases torque and changes rotating speed between motor and transmission device.The fluid coupling function of torque-converters makes in startup, gear shift and slides in the process smoothly speed change.Can adopt or not adopt converter clutch to connect motor and transmission device (with the torque-converters bypass) and to improve the whole efficiency of transmission device with this.Licensed to the U.S. Patent No. 6 of people's such as Norman Kenneth Bucknor common transfer on May 4th, 2004,729, disclosed a kind of example of power train that comprises motor, torque-converters and have the transmission device of three planetary gear set in 993, this patent documentation quotes in full at this as a reference.
Summary of the invention
Have the torque-converters of double clutch transmissions by utilization, the present invention increases the relevant low rotational loss of synchronizer that effect and double clutch design with the smoothness of torque-converters and ratio and engages.For traditional double clutch transmissions, adopt a torque-converters and two gear shift sleeves to replace a damper and two startup clutches. gear shift sleeve can be more compact, and ratio startup clutch needs still less heat dissipation equipment and cooling unit.Therefore, it can more low quality be lighter than starting the clutch cost, because torque-converters provides a part of heat absorbing property, and this is that the startup clutch is needed.It should be noted that in torque-converters and can adopt damper, but this damper can be littler than the damper that needs to use in connecting friction startup clutch, because the torque-converters its own inertial provides the part of required inertia ability.
A kind of dynamical system with torque-converters and two gear shift sleeve designs starts the bigger heat dissipation potential of clutch for the vehicle advantageous particularly with low power weight ratio because torque-converters provides than traditional friction.Because the heat dissipation potential of torque-converters and speed ratio increase effect, vehicle with low engine speed speed of a motor vehicle ratio (promptly, low N/V, wherein N is the engine speed of changeing per minute (rmp) form, V is the speed of a motor vehicle of mph. (mph) form), can be more suitable for having the design of the torque-converters that has two gear shift sleeves.In addition, the low relatively rotational loss of synchronizer with can relative other power train design raising fuel economy at the big ratio that top gear is used.Application with torque-converters that torque increases can allow to adopt gear ratio with little gradient or less gear ratio for identical implementation status.
Thereby, provide multi-speed transmission with from the power source transferring power.Described transmission device comprise input element and output element and be operatively coupled on input element and power source between so that the torque-converters of the coupling of fluid between the two to be provided.Transmission device also comprises first and second and a plurality of synchronizer and a plurality of engaging gear.Input element, output element with first and second in one or morely have gears that some are connected thereon and rotate thereupon continuously. other gear can selectively connect by the selectable joint of synchronizer and with other axle and/or input or output the element rotation.
Transmission device also comprises first and second clutches, and both can replace and selectively engage respectively first and second are linked to each other with the operation of input element or output element.First and second clutches can refer to two gear shift sleeves. and when two gear shift sleeves engage so that first and second and input element are operatively connected, it refers to dual input clutch.Similarly, when first and second clutch with first and second with output element when being operatively connected, it refers to the dual output clutch.As mentioned above, by selectively engaging clutch and synchronizer, input element by engaging gear operationally be connected with output element with from power source to the output element transferring power.Power source can be traditional internal-combustion engine, but also can be hybrid power engine, diesel engine or other power source form.
In one aspect of the invention, transmission device comprises converter clutch, thereby it can engage to form mechanical connection bypass torque-converters between power source and input element and operationally form a kind of direct man-to-man ratio between power source and input element.
Multiple different transmission structures can adopt the composite structure of torque-converters and two gear shift sleeves. and for example, in a kind of typical jack shaft design, first and second can at interval and be basically parallel to input element and output element.Select as another kind, first and second can be coaxial.No matter be jack shaft or coaxial design, the alternately joint of first and second gear shift sleeves can effectively link to each other with input element or output element first and second.First and second by the realization of first and second clutches can be a kind of directly the connection or a kind of indirect connection with being operably connected of input element or output element, promptly, wherein said connection realizes by some engaging gears, in specific examples, engaging gear can refer to driving gear.
Input element, output element and first and second jack shafts can be arranged mutually physically and be formed two or three or more a plurality of axle.For example, input element and output element can align mutually, form an axle.Another kind of scheme is, first and second, input element and output element can be arranged and form three or more axles.For example, in the dual input clutch design, first and second jack shafts that can be arranged to the space, and parallel with the input and output element that aligns, thus three axles formed.
Above-mentioned and other characteristic of the present invention and advantage will further be illustrated in the following detailed description that is used for implementing optimal mode of the present invention with reference to the accompanying drawings.
Description of drawings
Fig. 1 is first embodiment's the schematic representation that has the vehicle of dynamical system, comprises motor, torque-converters in the described dynamical system and has the transmission device of dual input clutch;
Fig. 2 is second embodiment's the schematic representation that has the vehicle of dynamical system, comprises motor, torque-converters in the described dynamical system and has the transmission device of dual input clutch;
Fig. 3 is the 3rd embodiment's the schematic representation that has the vehicle of dynamical system, comprises motor, torque-converters in the described dynamical system and has the transmission device of dual input clutch;
Fig. 4 is the 4th embodiment's the schematic representation that has the vehicle of dynamical system, comprises motor, torque-converters in the described dynamical system and has the transmission device of dual output clutch;
Fig. 5 is the 5th embodiment's the schematic representation that has the vehicle of dynamical system, comprises motor, torque-converters in the described dynamical system and has the transmission device of dual output clutch; And
Fig. 6 is the 6th embodiment's the schematic representation that has the vehicle of dynamical system, comprises motor, torque-converters in the described dynamical system and has the transmission device of dual input clutch.
Embodiment
First embodiment: dual input clutch, the jack shaft of design on three axles
With reference to the accompanying drawings, wherein identical reference character is represented identical or corresponding part in several accompanying drawings, shows the vehicle 10 that has dynamical system 12 among Fig. 1.Dynamical system 12 comprises power source or motor 14, torque-converters 16 and transmission device 15.Torque-converters 16 links to each other with transmission device input element 18 with motor 14 by turbine 22.The selectable joint of converter clutch 20 allows to get around torque-converters 16, and motor 14 is directly linked to each other with input shaft 18.Input element 18 is an axle normally, also can refer to input shaft herein.Converter clutch 20 best electronic controls and adopt a plurality of clutch disks to strengthen so that big clutch torque performance to be provided, thus make converter clutch 20 can transmit big torque.Torque-converters 16 comprises turbine 22, pump 24 and stator 26.Torque converter stator 26 is connected on the housing 30 by a not shown typical overrunning clutch.Damper 28 is operatively connected on the converter clutch 20 that engages with absorbing vibration.
Input drive gear group 32 comprises first driving gear, 34, the second driving gears 36 and the 3rd driving gear 38.The 3rd driving gear 38 links to each other with input shaft 18 and rotates. and first driving gear 34 and the 3rd driving gear 38 are meshing with each other. and first driving gear 34 can rotate around first jack shaft 40.First driving gear 34 selectively engages with first jack shaft 40 by first gear shift sleeve 42. and similarly, second driving gear 36 and the 3rd driving gear 38 are meshing with each other.Second driving gear 36 can rotate around second jack shaft 44.Second driving gear 36 selectively engages with second jack shaft 44 by second gear shift sleeve 46. and especially, first and second gear shift sleeves 42 and 46 lay respectively at different axles and go up (promptly being respectively first jack shaft 40 and second jack shaft 44 in the embodiment shown in fig. 1).Transmission device 15 comprises three main axle and auxiliary axis I that are used for idle pulley 86.As shown in Figure 1, input shaft 18 and output shaft 84 align mutually and form an axis. and first and second jack shafts 40 and 44 are positioned on two axles that separate that are parallel to input and output axle 18 and 84.
Within the scope of the invention, gear shift sleeve can be connected on the input shaft and can with concentric first and second be coupling close with from motor to first and second transmitting torques, yet will describe in detail this among Fig. 3 and the embodiment shown in Figure 6 in the back., gear shift sleeve placed to make clutch (not shown on parallel jack shaft 40 and 44 near fixing gear mechanism housing, but basic periphery) arrange round transmission device 15, thereby can in gear shift sleeve, use non-rotary gear shift piston. under situation with torque-converters and two gear shift sleeve co-ordinative constructions, can also adopt other axle configuration mode, for example " delta structure " (is a kind of triangular structure, have the input element and the output element that are arranged in an angle of triangle, it has formed described triangular structure with first and second jack shafts that are arranged in two other angle).
Refer again to Fig. 1, dynamical system 12 also comprises the first, second, third, fourth, the 5th and the 6th gear that is meshed respectively 48,50,52,54,56 and 58.The first, the 3rd and the 5th engaging gear 48,52 and 56 can rotate around first jack shaft 40 respectively, and selectively engages with first jack shaft 40.Similarly, the second, the 4th and the 6th engaging gear 50,54 and 58 can rotate around second jack shaft 44 respectively, and selectively engaging with second jack shaft 44. the 7th/reverse gear 60 can rotate around second jack shaft 44 equally, and selectively engages with second jack shaft 44.
The 8th engaging gear 76, the 9th engaging gear 78, the tenth engaging gear 80 and the 11 engaging gear 82 link to each other continuously with output element 84 respectively and rotate thereupon, and in the present embodiment, described output element 84 is axles and can refers to output shaft.Output shaft 84 links to each other with final driving mechanism 85. and the 8th engaging gear 76 and first engaging gear 48 and second engaging gear 50 are meshing with each other. and the 9th engaging gear 78 and the 3rd engaging gear 52 and the 4th engaging gear 54 are meshing with each other. and the tenth engaging gear 80 and the 5th engaging gear 56 and the 6th engaging gear 58 are meshing with each other.Idle pulley 86 rotates around the axle I that is basically parallel to the output shaft 84 and second jack shaft 44. and idle pulley 86 is meshing with each other with reverse gear 60 and the 11 engaging gear 82.
In order to set up reverse gear ratio, the 7th synchronizer 74 engages.In addition, second gear shift sleeve 46 engages.Along with the joint of second gear shift sleeve 46 and the 7th synchronizer 74, torque is delivered to output shaft 84 with opposite direction from input shaft 18.Torque is delivered to 44. torques of second jack shaft from input shaft 18 via second driving gear 36 that meshes and the 3rd driving gear 38 and is delivered to output shaft 84 from second jack shaft 44 via the 7th engaging gear or reverse gear 60, idle pulley 86 and the 11 engaging gear 82.Idle pulley 86 makes the rotation direction reversed between the 7th/reverse gear 60 and the 11 engaging gear 82, makes rotation direction reversed between input shaft 18 and the output shaft 84 with this.
In order to switch to first forward speed ratios from reverse gear ratio, first synchronizer 62 is prior to being selected (that is, engaging) in advance from the switching of second gear shift sleeve, 46 to first gear shift sleeves 42.Then when second gear shift sleeve 46 separated, first gear shift sleeve 42 engaged.The 7th synchronizer separates subsequently.
In first forward speed ratios, torque is delivered to first jack shaft 40 from input shaft 18 via first driving gear 34 and the 3rd driving gear 38 that mesh.Torque is delivered to output shaft 84 from first jack shaft 40 via first engaging gear 48 and the 8th engaging gear 76 that mesh.
In order to switch to second forward speed ratios from first forward speed ratios, second synchronizer 64 is selected in advance in the process of first forward speed ratios. and when second gear shift sleeve 46 engaged, first gear shift sleeve 42 separated then.First synchronizer 62 separates subsequently.Along with the joint of second gear shift sleeve 46 and second synchronizer 64, torque is delivered to second jack shaft 44 from input shaft 18 via the 3rd driving gear 38 and second driving gear 36 that mesh.Torque is delivered to output shaft 84 to reach second forward speed ratios from second jack shaft 44 via second engaging gear 50 and the 8th engaging gear 76 that mesh.
Because second gear shift sleeve 46 does not engage in the process of first forward speed ratios, the selection in advance of second synchronizer 64 can not influence first forward speed ratios.In transmission device 15, one speed ratio required synchronizer in back is selected in last speed ratio process in advance.This selection in advance allows dynamic shifting to take place. and the meaning of " dynamic shifting " is to switch in the process of next speed ratio at clutch, and the output torque still exists.
In order to switch to the 3rd forward speed ratios from second forward speed ratios, the 3rd synchronizer 66 is selected (that is, engaging) in advance in the process of second forward speed ratios. and when first gear shift sleeve 42 engaged, second gear shift sleeve 46 separated then.Second synchronizer 64 separates subsequently. and along with the joint of first gear shift sleeve 42 and the 3rd synchronizer 66, torque is delivered to first jack shaft 40 from input shaft 18 via first driving gear 34 and the 3rd driving gear 38 that mesh.Torque is delivered to output shaft 84 to reach the 3rd forward speed ratios from first jack shaft 40 via the 3rd engaging gear 52 and the 9th engaging gear 78 that mesh.
In order to switch to the 4th forward speed ratios from the 3rd forward speed ratios, the 4th synchronizer 68 is selected (that is, engaging) in advance in the process of the 3rd forward speed ratios.When first gear shift sleeve 42 separated, second gear shift sleeve 46 engaged then.The 3rd synchronizer 66 separates subsequently.Along with the joint of second gear shift sleeve 46 and the 4th synchronizer 68, torque is delivered to second jack shaft 44 from input shaft 18 via second driving gear 36 and the 3rd driving gear 38 that mesh.Torque is delivered to output shaft 84 to reach the 4th forward speed ratios from second jack shaft 44 via the 4th engaging gear 54 and the 9th engaging gear 78.
In order to switch to the 5th forward speed ratios from the 4th forward speed ratios, the 5th synchronizer 70 is selected (that is, engaging) in advance in the process of the 4th forward speed ratios.Then when first gear shift sleeve 42 engages, second gear shift sleeve 46 separates. and the 4th synchronizer 68 separates subsequently. and along with the joint of first gear shift sleeve 42, torque is delivered to first jack shaft 40 from input shaft 18 via first driving gear 34 and the 3rd driving gear 33 that mesh.The 5th synchronizer 70 that engages allows torque to be delivered to output shaft 84 to reach the 5th forward speed ratios from first jack shaft 40 via the 5th engaging gear 56 and the tenth engaging gear 80.
In order to switch to the 6th forward speed ratios from the 5th forward speed ratios, the 6th synchronizer 72 is selected (that is, engaging) in advance in the process of the 5th forward speed ratios.When first gear shift sleeve 42 separated, second gear shift sleeve 46 engaged then.The 5th synchronizer 70 separates subsequently.Joint along with second gear shift sleeve 46 and the 6th synchronizer 72, torque is delivered to second jack shaft 44 from input shaft 18 via second driving gear 36 and the 3rd driving gear 38 that mesh, and is delivered to output shaft 84 to reach the 6th forward speed ratios from second jack shaft 44 via the 6th and the tenth engaging gear 58,80.
Eight, nine, ten and 11 gears are first group, and each is continued to be connected on the output shaft 84. first driving gear 34 and first and third and five engaging gears 48,52,56 are respectively second group, and each all selectively links to each other with first 40.Second driving gear 36 and second, four, six and seven engaging gears 50,54,58,60 are the 3rd group, and each all selectively links to each other with second 44.
Second embodiment: dual input clutch, the jack shaft of design on three axles, torque-converters
Clutch is in the torque-converters outside
With reference to figure 2, wherein show vehicle 10 ', it has and the 12 similar dynamical systems 12 ' of dynamical system shown in Fig. 1.Dynamical system 12 ' is different from the part of dynamical system shown in Fig. 1 and is, converter clutch 20 ' is moved to torque-converters 16 ' outside.In addition, each parts of vehicle 10 ' are basic and Fig. 1 shown in the vehicle parts of corresponding label move in an identical manner.As mentioned above, this rearranging of converter clutch makes that having motor-driven space increases the size and/or the quantity of clutch disk with permission in converter clutch, and avoids the influence of torque converter pressure on converter clutch.
The 3rd embodiment: dual input clutch, the design coaxial axle on two axles
With reference to figure 3, wherein show vehicle 110 with dynamical system 112, described dynamical system 112 comprise torque-converters 16 and transmission device 115. motors 14 and torque-converters 16 with Fig. 1 in identical mode link to each other with input shaft 18. dual input clutch 142 and 146 can replace and selectively engage to provide torque to first and second 140 and 144 respectively from input shaft 18.First, the the 3rd and the 5th engaging gear 148,152,156 respectively via first, the the 3rd and the 5th synchronizer 162,166,170 selectively engage with first 140. and second, the the 4th and the 6th engaging gear 150,154,158 can rotate around second jack shaft 144 respectively, and respectively via second, the the 4th and the 6th synchronizer 164,168 and 172 selectively engage with second jack shaft 144. in addition, the 7th or reverse gear 160 can selectively engage via the 7th synchronizer 174 with second 144. the 8th, nine, ten, 11,12,13 and 14 engaging gears 176,178,180,182,175,177 and 179 continue respectively to be connected on the output element 184 that links to each other with final driving mechanism 85.In the present embodiment, output element 184 is axles, and can refer to output shaft.Idle pulley 186 can be meshing with each other around axle I rotation and with the 7th/reverse gear 160 and the 11 engaging gear 182.
The the 8th to the 14 gear 175,176,177,178,179,180,182 is first group, and it continues to be connected on the output shaft 84.First and third and five gears 148,152,156 are second group, and each selectively links to each other with first 140. second, four, six and seven gears 150,154,158,160 are the 3rd group, and each selectively links to each other with second 144.
Clutch 142,146 and synchronizer 162,164,166,168,170,172 and 174 selectively engage with from input shaft 18 by engaging gear to output shaft 184 transmitting torques and form a plurality of speed ratios, those skilled in the art can understand this well based on the description that clutch among Fig. 1 and synchronizer are engaged.
The 4th embodiment: dual output clutch, the design coaxial axle on two axles
With reference to figure 4, wherein show vehicle 210 with dynamical system 212, described dynamical system 212 comprise torque-converters 16 and transmission device 215. torque-converters 16 be connected between motor 14 and the input shaft 18 with reference to figure 1 described identical mode. transmission device 215 comprises a plurality of engaging gears, some gears wherein continue to be connected on the input shaft 18, and according to the joint situation of synchronizer to one of first 240 or coaxial second 244 transmitting torque. dual output clutch 242,246 alternately selectively respectively with first and second 240,244 engage, with to output element 284 and final driving mechanism 85 transmitting torques.In the present embodiment, output element 284 is axles and can refers to output shaft.
First engaging gear 248 is meshed with the 12 engaging gear 275, and the 12 engaging gear 275 selectively engages (that is, interconnect together and rotate) via first synchronizer 262 with first 240.The 3rd engaging gear 252 continues to be connected on the input shaft 18, and is meshed with the 13 engaging gear 277, and the 13 engaging gear 277 selectively engages with first 240 via the 3rd synchronizer 266.The 5th engaging gear 256 continues to be connected on the input shaft 18, and be meshed with the 14 engaging gear 279, the 14 engaging gear 279 selectively engages with first 240 via the 5th synchronizer 270. and the 7th engaging gear 260 continues to be connected on the input shaft 18, and idle pulley 286 is meshed, and idle pulley 286 rotates around idler shaft I.Idle pulley 286 also is meshed with the 11 engaging gear 282, and the 11 engaging gear 282 selectively engages with second 244 via the 7th synchronizer 274.Second engaging gear 250 continues to be connected on the input shaft 18, and is meshed with the 8th engaging gear 276, and the 8th engaging gear 276 selectively engages with second 244 via second synchronizer 264.The 4th engaging gear 254 continues to be connected on the input shaft 18, and is meshed with the 9th engaging gear 278, and the 9th engaging gear 278 selectively engages with second 244 via the 4th synchronizer 268.The 6th engaging gear 258 continues to be connected on the input shaft 18 and rotates with input shaft 18.The 6th engaging gear 258 is meshed with the tenth engaging gear 280, and the tenth engaging gear 280 selectively engages with second 244 via the 6th synchronizer 272.
First, second, third, fourth, the 5th, the 6th and the 7th gear 248,250,252,254,256,25 and 260 belongs to first group respectively, continues to be connected on the input shaft 18.The the 12, the 13 and the 14 gear 275,277 and 279 belongs to second group respectively, and wherein each gear can selectively be connected on first 240.Eight, the 9th, the tenth and the 11 gear 276,278,280 and 282 belongs to the 3rd group, and wherein each gear can selectively be connected on second 244.
Output clutch 242,246 and synchronizer 262,264,266,268,270,272 and 274 can selectively engage to form six forward speed ratios and a reverse gear ratio with the similar mode of describing with reference to figure 1, and those skilled in the art are readily appreciated that this.
The 5th embodiment: dual output clutch, the jack shaft of design on three axles
With reference to figure 5, wherein show vehicle 310 with dynamical system 312.Dynamical system 312 comprises motor 14, torque-converters 16, transmission device 315 with input shaft 18 and output element 384, and final drive unit 385. torque-converters 16 are to be connected between motor 14 and the input shaft 18 with earlier in respect of figures 1 described identical mode.
The 8th engaging gear the 376, the 13 engaging gear 377, the 9th engaging gear 378, the tenth engaging gear 380 and the 14 engaging gear 379 continue to be connected on the input shaft 18 and rotate with input shaft 18.First and second jack shafts 340,344 are also basic parallel with input shaft 18 at interval with input shaft 18 respectively.First engaging gear 348 is meshed with the 8th engaging gear 376, and on can selectively connecting first 340 via first synchronizer 362.The 3rd engaging gear 352 is meshed with the 13 engaging gear 377, and on can selectively connecting first 340 via the 3rd synchronizer 366.The 5th engaging gear 356 is meshed with the tenth engaging gear 380, and on can selectively connecting first 340 via the 5th synchronizer 370. idle pulley 386 is meshed around idler shaft I rotation and with the 8th engaging gear 376. and the 7th engaging gear 360 also is meshed with idle pulley 386, and on can selectively connecting second 344 via the 7th synchronizer 374.Second engaging gear 350 is meshed with the 13 engaging gear 377, and on can selectively connecting second 344 via second synchronizer 364.The 4th engaging gear 354 is meshed with the 9th engaging gear 378, and can selectively connect on second jack shaft 344 via the 4th synchronizer 368.The 6th engaging gear 358 is meshed with the 14 engaging gear 379, and on can selectively connecting second 344 via the 6th synchronizer 372.First and second clutches 342,346 form the dual output clutch respectively, and when selectively engaging, respectively from first and second 340,344 transmitting torques.First clutch 342 can selectively engage with from first 340 to the 16 engaging gear 383 transmitting torques, the 16 engaging gear 383 is meshed with final the 17 engaging gear 387 that drives gear ring of representative.The 17 engaging gear 387 can refer to final driving gear ring, and is meshed with to output element 384 transmitting torques with output differential gear 389.Second clutch 346 can selectively engage with from second 344 to the 5th engaging gear 381 transmitting torques.
Eight, the 9th, the tenth, the 13 and the 14 gear 376,378,380,377 and 379 belongs to first group respectively, wherein each gear continues to be connected on the input shaft 18 and rotates with input shaft 18. and the first, the 3rd and the 5th gear 348,352 and 356 belongs to second group respectively, and wherein each gear can selectively be connected on first 340.The second, the 4th, the 6th and the 7th gear 350,354,358 and 360 belongs to the 3rd group respectively, and wherein each gear can selectively be connected on second 344.
The 6th embodiment: dual input clutch is formed on the coaxial axle on three axles
With reference to figure 6, wherein show vehicle 410 with dynamical system 412.Dynamical system comprises motor 14 and also comprising transmission device 415 with torque-converters 16. dynamical systems that are connected between motor 14 and the input shaft 18 with reference to the described identical mode of figure 1, and it has dual input clutch 442,446 and a plurality of engaging gear and can selectively engage with from the synchronizer of input shaft 18 to output element 484 transmitting torques.First and second clutches 442,446 can alternately engage with respectively from input shaft 18 to first and second 440,444 transmitting torques.
The 13 engaging gear the 477, the 12 engaging gear 475 and the tenth engaging gear 480 continue to be connected on first 440 and rotate with first 440. and the 8th engaging gear 476 and the 9th engaging gear 478 continue to be connected on second 444 and with second 444 and rotate. and second engaging gear 450 is meshed with the 8th engaging gear 476, and can selectively be connected on the 3rd 443 via second synchronizer 464.The 4th engaging gear 454 is meshed with the 9th engaging gear 478, and can selectively be connected on the 3rd 443 via the 4th synchronizer 468. the 3rd engaging gear 452 is meshed with the 13 engaging gear 477, and can selectively be connected on the 3rd 443 via the 3rd synchronizer 466. first engaging gear 448 is meshed with the 12 engaging gear 475, and can selectively be connected on the 3rd 443 via first synchronizer 462.The 16 engaging gear 483 continues to be connected on the axle 443, and is meshed with the 17 engaging gear 487 (finally driving gear ring), and the 17 engaging gear 487 is meshed with differential gear 489 again with to output element 484 transmitting torques.
The 6th engaging gear 458 is meshed with the 9th engaging gear 478, and can selectively be connected on the 4th 445 via the 6th synchronizer 472.The 5th engaging gear 456 is meshed with the tenth engaging gear 480, and can selectively be connected on the 4th 445 via the 5th synchronizer 470. the 7th or reverse gear 460 rotate around the 4th 445, and can selectively be connected on the 4th 445 via the 7th synchronizer 474.The first idle pulley 486A continues to be connected on the axle of axis I rotation, and when second clutch 446 engages, is meshed with the 7th engaging gear 460.The second idle pulley 486B and 475 engagements of the 12 engaging gear, although and in the two-dimensional arrangement figure of Fig. 6, do not have shown in the figure, the second idle pulley 486B continues to be connected on the axle identical with the first idle pulley 486A of axis I rotation, and when first clutch 442 and the 7th synchronizer 474 engage, its can be between first 440 and the 4th 445 transmitting torque.The 15 engaging gear 481 continues to be connected on the 4th 445, although and in the two dimensional representation of Fig. 6, do not illustrate, the 15 engaging gear 481 is meshed with the 17 engaging gear 487 with to differential gear 489 and output element 484 transmitting torques, and those skilled in the art can understand well to this.The 15 engaging gear the 481, the 16 engaging gear the 483, the 17 engaging gear 487 and differential gear 489 form final driving mechanism 485 together.
Ten, the 12 and the 13 gear 480,475 and 477 belongs to first group respectively, and wherein each gear continues to be connected on first 440.The first, second, third and the 4th gear 448,450,452 and 454 belongs to second group respectively, and wherein each gear can selectively be connected on the 3rd 443.Five, the 6th and the 7th gear 456,458 and 460 belongs to the 3rd group respectively, and wherein each gear can selectively be connected on the 4th 445. and the 8th and the 9th engaging gear 476,478 continues to be connected on second 444.
Input shaft forms first with coaxial first and second 440,444. and third and fourth 443,445 forms respectively and input shaft 18 intervals and parallel with input shaft 18 second and the 3rd. and output element 484 is positioned on the 4th.
Be used to implement best mode of the present invention although described in detail, the people who is familiar with field involved in the present invention can approve that other is used to implement interchangeable design of the present invention and embodiment drops in the protection domain of claims.
Claims (19)
1. one kind is used for from the multi-speed transmission of power source transferring power, and this transmission device comprises:
Input element;
Output element;
Be operatively coupled on the torque-converters that forms the fluid coupling between described input element and power source with between;
First;
Second;
It is characterized in that, also comprise:
Seven synchronizers that can selectively engage;
A plurality of engaging gears, some in the described gear continue with described input element, output element, first with second in one link to each other so that play rotation with one; In other described gear each can both be via corresponding one the selectable joint in the described synchronizer selectively with described input element, output element, first and second in other link to each other mutually;
First and second clutches, can replace selectively engage in case operationally with corresponding first and second with described input element and described output element in one link to each other; And
Described clutch selectively engages described synchronizer, by described engaging gear be operably connected described input element and described output element, so that give described output element with the transmission of power of coming from power source with six forward speed ratios and a reverse gear ratio.
2. multi-speed transmission as claimed in claim 1 is characterized in that, also comprises:
Converter clutch, it can operationally engage to form the mechanical connection between power source and the described output element, the described torque-converters of this mechanical connection bypass.
3. multi-speed transmission as claimed in claim 1 is characterized in that, in a kind of jack shaft design, described first and second between centers are every arranging and be basically parallel to described input element and described output element.
4. multi-speed transmission as claimed in claim 3 is characterized in that, the selectable joint that replaces of described first and second clutches operationally links to each other described input element respectively with described first and second.
5. multi-speed transmission as claimed in claim 3 is characterized in that, the selectable joint of replacing of described first and second clutches operationally links to each other with described output element described first and second respectively.
6. multi-speed transmission as claimed in claim 1 is characterized in that, described first and second is coaxial.
7. multi-speed transmission as claimed in claim 6 is characterized in that, the selectable joint that replaces of described first and second clutches operationally links to each other described input element respectively with described first and second.
8. multi-speed transmission as claimed in claim 6 is characterized in that, the selectable joint of replacing of described first and second clutches operationally links to each other with described output element described first and second respectively.
9. multi-speed transmission as claimed in claim 1 is characterized in that, described input element, output element, first and second are arranged to form two axles.
10. multi-speed transmission as claimed in claim 1 is characterized in that, described input element, output element, first and second are arranged to form at least three axles.
11. a dynamical system comprises:
Power source;
Input element;
Be operatively coupled on the torque-converters between described power source and the described input element;
Output element is opened and conllinear with described input element axial dipole field;
First;
Second;
It is characterized in that, also comprise:
15 engaging gears, 14 engaging gears wherein separately with described input element, output element, first and second in one concentric;
Seven synchronizers, each synchronizer can selectively engage in case with in the described gear corresponding one with described input element, output element, first with second in one link to each other;
Can replace selectively first and second clutches that engage, in order to operationally respectively with described first and second with described input element and output element in one link to each other; And
Described clutch selectively engages described synchronizer, by described engaging gear with six forward speed ratios and reverse gear ratio from described input element to described output element transmitting torque.
12. dynamical system as claimed in claim 11 is characterized in that, also comprises:
Converter clutch, it can operationally engage to form the mechanical connection between power source and the described output element, the described torque-converters of this mechanical connection bypass.
13. dynamical system as claimed in claim 11 is characterized in that, in a kind of jack shaft design, described first and second between centers are every arranging and be basically parallel to described input element and described output element.
14. dynamical system as claimed in claim 13 is characterized in that, the selectable joint that replaces of described first and second clutches operationally links to each other described input element respectively with described first and second.
15. dynamical system as claimed in claim 13 is characterized in that, the selectable joint of replacing of described first and second clutches operationally links to each other with described output element described first and second respectively.
16. dynamical system as claimed in claim 11 is characterized in that, described first and second is coaxial.
17. dynamical system as claimed in claim 16 is characterized in that, the selectable joint that replaces of described first and second clutches operationally links to each other described input element respectively with described first and second.
18. dynamical system as claimed in claim 16 is characterized in that, the selectable joint of replacing of described first and second clutches operationally links to each other with described output element described first and second respectively.
19. a dynamical system comprises:
Power source;
Input element;
Be operatively coupled on the torque-converters between described power source and the described input element;
Output element;
First;
Second;
It is characterized in that, also comprise:
15 gears, each described gear is meshing with each other with the described gear of another one at least, wherein said output element has and continues coupled and play first group of four gear in described 15 gears of rotation with one, second group of four gear in described 15 gears and the 3rd group of five gears in described 15 gears optionally interconnect so that play rotation with one with described first and second respectively, one in described 15 gears continues to link to each other with described input element and play rotation with one, and another in described 15 gears is and one of first group of described gear and one of the 3rd group of described gear intermeshing idle pulley;
Seven synchronizers, each synchronizer can both selectively engage with one of described gear in described second group or the 3rd group with described first with second in one link to each other, to rotate together thereupon;
Can replace selectively first and second clutches that engage, in order to operationally respectively described first and second are linked to each other with described input element; And
Described clutch selectively engages described synchronizer, by described engaging gear with multiple speed ratio from described input element to described output element transmitting torque.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US57176104P | 2004-05-17 | 2004-05-17 | |
| US60/571761 | 2004-05-17 | ||
| US11/039572 | 2005-01-20 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1734128A CN1734128A (en) | 2006-02-15 |
| CN100460717C true CN100460717C (en) | 2009-02-11 |
Family
ID=36076679
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2005100713423A Active CN100460717C (en) | 2004-05-17 | 2005-05-17 | Dual clutch transmission with a torque converter |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN100460717C (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101871508A (en) * | 2009-04-22 | 2010-10-27 | 通用汽车环球科技运作公司 | Double-clutch speed changer |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102155527B (en) * | 2011-05-16 | 2013-04-24 | 山推工程机械股份有限公司 | Lock-type hydraulic torque converter with double clutches |
| CN102927248B (en) * | 2012-11-05 | 2016-02-24 | 广西汽车集团有限公司 | Vibration mechine and drive unit thereof |
| KR20160134906A (en) * | 2015-05-13 | 2016-11-24 | 현대자동차주식회사 | Transmission for vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4565106A (en) * | 1981-12-01 | 1986-01-21 | Toyota Jidosha Kogyo Kabushiki Kaisha | Gear transmission mechanism with multiple layshafts |
| US6209407B1 (en) * | 1998-12-24 | 2001-04-03 | Daimlerchrysler Ag | Toothed gear transmission having two partial transmissions disposed parallel to each other in the power flow |
| DE10043060A1 (en) * | 2000-09-01 | 2002-04-04 | Volkswagen Ag | Procedure for control of two clutches of car has clutch temperature of closed clutch determined and for case of thermal overload, this clutch is opened and other clutch closed |
| CN1415876A (en) * | 2002-12-06 | 2003-05-07 | 吉林大学 | Double-clutch type auto speed variable gear |
-
2005
- 2005-05-17 CN CNB2005100713423A patent/CN100460717C/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4565106A (en) * | 1981-12-01 | 1986-01-21 | Toyota Jidosha Kogyo Kabushiki Kaisha | Gear transmission mechanism with multiple layshafts |
| US6209407B1 (en) * | 1998-12-24 | 2001-04-03 | Daimlerchrysler Ag | Toothed gear transmission having two partial transmissions disposed parallel to each other in the power flow |
| DE10043060A1 (en) * | 2000-09-01 | 2002-04-04 | Volkswagen Ag | Procedure for control of two clutches of car has clutch temperature of closed clutch determined and for case of thermal overload, this clutch is opened and other clutch closed |
| CN1415876A (en) * | 2002-12-06 | 2003-05-07 | 吉林大学 | Double-clutch type auto speed variable gear |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101871508A (en) * | 2009-04-22 | 2010-10-27 | 通用汽车环球科技运作公司 | Double-clutch speed changer |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1734128A (en) | 2006-02-15 |
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