CN111365419A - Double-clutch transmission system - Google Patents
Double-clutch transmission system Download PDFInfo
- Publication number
- CN111365419A CN111365419A CN202010180160.4A CN202010180160A CN111365419A CN 111365419 A CN111365419 A CN 111365419A CN 202010180160 A CN202010180160 A CN 202010180160A CN 111365419 A CN111365419 A CN 111365419A
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- gear
- shaft
- power
- differential mechanism
- shifting fork
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Classifications
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/12—Torque-transmitting axles
- B60B35/121—Power-transmission from drive shaft to hub
- B60B35/122—Power-transmission from drive shaft to hub using gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
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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
- F16H48/00—Differential gearings
- F16H48/06—Differential gearings with gears having orbital motion
- F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/037—Gearboxes for accommodating differential gearings
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H61/32—Electric motors actuators or related electrical control means therefor
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02039—Gearboxes for particular applications
- F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
Abstract
The invention discloses a double-clutch transmission system, which comprises a double-clutch transmission assembly and a power coupling type rear axle assembly; the dual clutch transmission assembly includes a dual clutch assembly and a transmission assembly; the power coupling type rear axle assembly comprises an axle housing, a coupling differential mechanism, a driving differential mechanism and a main speed reducer, wherein the coupling differential mechanism, the driving differential mechanism and the main speed reducer are positioned in the axle housing; the main speed reducer is used for transmitting the power of the power output shaft to one half shaft of the coupling differential mechanism, and the other half shaft of the coupling differential mechanism is used for inputting second power; the coupling differential transmits power to the driving differential through a power output gear, and the driving differential distributes the power to two wheel shafts of the vehicle; the double-clutch transmission system has the advantages of rapid gear shifting and high transmission efficiency, and can compactly integrate the power coupling device, the main speed reducer and the differential mechanism in a rear axle of a vehicle, thereby greatly improving the compactness of the transmission system.
Description
Technical Field
The invention relates to the field of vehicle chassis components, in particular to a double-clutch transmission system.
Background
Comfort, handling and economy are important vehicle and transmission performance metrics, and in both conventional manual and automatic transmission applications, the performance metrics are only compromised. The choice of high maneuverability and high efficiency and economy means low comfort; the selection of high comfort means that the control and economy are compromised, however, the adoption of the novel dual-clutch transmission can meet the comprehensive requirements of people on the performances to the maximum extent. The dual-clutch transmission can provide high efficiency and higher controllability which are comparable to those of a manual transmission, and can meet the requirements of people on vehicle economy and driving entertainment; the double-clutch transmission has high comfort which is not inferior to that of an automatic transmission, and can realize uninterrupted power in the driving process.
The invention provides a double-clutch transmission system which is high in gear shifting speed and can realize double-power driving, a power coupling device and a main speed reducer can be compactly integrated in a rear axle of a vehicle, and the compactness of the transmission system is greatly improved.
Disclosure of Invention
The invention discloses a double-clutch transmission system, which comprises a double-clutch transmission assembly and a power coupling type rear axle assembly;
the dual clutch transmission assembly includes a dual clutch assembly and a transmission assembly; the double-clutch assembly comprises a clutch housing, two driving discs coaxially fixed with the housing, a first driven disc and a second driven disc positioned between the two driving discs, and a pressure plate positioned between the first driven disc and the second driven disc; the pressure plate can move axially to enable the first driven plate or the second driven plate to be engaged with the driving plate; (ii) a
The transmission assembly comprises a power input shaft, a power input shaft sleeve sleeved outside the power input shaft and a power output shaft parallel to the power input shaft; the first driven disc and the second driven disc are respectively and fixedly connected with the power input shaft and the power input shaft sleeve; the power is transmitted between the power input shaft sleeve and the power output shaft through a first gear pair or a second gear pair, and a first synchronizer is arranged between the first gear pair and the second gear pair; the power input shaft and the power output shaft transmit power through a three-gear pair or a four-gear pair, and a second synchronizer is arranged between the three-gear pair and the four-gear pair;
the power coupling type rear axle assembly comprises an axle housing, a coupling differential mechanism, a driving differential mechanism and a main speed reducer, wherein the coupling differential mechanism, the driving differential mechanism and the main speed reducer are positioned in the axle housing; the main speed reducer is used for transmitting the power of the power output shaft to one half shaft of the coupling differential mechanism, and the other half shaft of the coupling differential mechanism is used for inputting second power; the coupling differential transfers power to the drive differential through the power take-off gear and is distributed by the drive differential to the two axles of the vehicle.
Further, the first synchronizer and/or the second synchronizer realize gear shifting action through the driving of a gear shifting control mechanism; the gear shifting control mechanism comprises a shifting fork shaft, a gear shifting fork, a gear shifting motor and a gear locking assembly; the shifting fork shaft is rotatably supported on the transmission shell; an output shaft of the gear shifting motor is connected to the shifting fork shaft in a transmission manner, and the shifting fork shaft comprises a sleeve body and a shifting fork body fixed on the sleeve body; the shifting fork body is externally clamped on the synchronizer; the sleeve body is provided with a threaded hole, and the shifting fork shaft is provided with an external thread matched with the threaded hole; the lock catch component comprises three ring grooves formed on the excircle of the shifting fork shaft and a lock catch ball which is positioned in the side wall of the sleeve body and can be popped out and embedded into the ring grooves; the shifting fork shaft comprises a guide section, an external thread section and a locking section positioned between the guide section and the external thread section; the ring groove is arranged on the locking and blocking section, and the outer diameter of the locking and blocking section is smaller than the outer diameters of the guide section and the external thread section; the central hole of the sleeve body comprises an internal thread section matched with the external thread section and an unthreaded hole section with the same diameter as the guide section of the shifting fork shaft; a magnetic element is fixedly arranged on the outer wall of the sleeve body; and three magnetic proximity switches for detecting the positions of the magnetic elements are arranged on the inner wall of the transmission box body.
Further, the coupling differential comprises a differential housing, a left half shaft, a right half shaft, a planet gear, a half shaft gear and a differential output gear; the planetary shaft is fixed in the differential mechanism shell and is vertical to the half shaft, and the differential mechanism output gear is fixedly sleeved outside the differential mechanism shell; the two half shaft gears are respectively fixed at the inner ends of the left half shaft and the right half shaft; the planet gear is sleeved on the planet shaft in an empty mode and is meshed with the two half shaft gears simultaneously.
Further, the main speed reducer comprises a bevel gear disc fixed on the right half shaft and a bevel gear fixed on the power output shaft; the bevel gear disc and the bevel gear are meshed with each other.
Furthermore, a fluted disc for receiving the power of the engine is fixedly sleeved outside the clutch shell; an inner gear ring is fixedly arranged in the clutch housing, and an outer gear ring meshed with the inner gear ring is fixed on the driving disc.
The invention has the beneficial effects that: according to the double-clutch transmission system, the power of the engine can be transmitted to the rear axle assembly of the vehicle after being shifted through the double-clutch transmission; a coupling differential is integrated in the rear axle assembly, so that double-power input can be realized, and finally, power is distributed to two wheel shafts of the vehicle through a driving differential.
Drawings
The invention is further described below with reference to the figures and examples.
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic structural diagram of a dual clutch transmission of the present invention;
FIG. 3 is a schematic structural view of a rear axle assembly of the present invention;
FIG. 4 is a schematic view of the shift operating mechanism of the present invention;
fig. 5 is an enlarged view of a portion a in fig. 4.
Detailed Description
The first embodiment is as follows:
as shown in FIG. 1, the dual clutch transmission system of the present invention comprises a dual clutch transmission assembly and a rear axle assembly of a power coupling type;
as shown in fig. 2, the dual clutch transmission assembly comprises a dual clutch assembly 1 and a transmission assembly 2; the double clutch assembly 1 comprises a clutch housing, two driving discs 112 coaxially fixed with the housing, a first driven disc 113 and a second driven disc 111 positioned between the two driving discs 112, and a pressure plate positioned between the first driven disc 113 and the second driven disc 111; the pressure plate can move axially to enable the first driven plate 113 or the second driven plate 111 to be engaged with the driving plate 112;
the transmission assembly 2 comprises a power input shaft 19, a power input shaft sleeve 110 sleeved outside the power input shaft 19, and a power output shaft parallel to the power input shaft 19; the first driven disc 113 and the second driven disc 111 are respectively and fixedly connected with the power input shaft 19 and the power input shaft sleeve 110; the power is transmitted between the power input shaft sleeve 110 and the power output shaft through the first gear pair 13 or the second gear pair 15, and a first synchronizer 14 is arranged between the first gear pair 13 and the second gear pair 15; the power is transmitted between the power input shaft 19 and the power output shaft through the three-gear pair 16 or the four-gear pair 17, and a second synchronizer 18 is arranged between the three-gear pair 16 and the four-gear pair 17;
a fluted disc 11 for receiving the power of an engine is fixedly sleeved outside the clutch shell 12; an inner gear ring 115 is fixedly arranged in the clutch shell 12, and an outer gear ring 114 meshed with the inner gear ring 115 is fixed on the driving disc 112; a flywheel of the engine is provided with a gear fixedly arranged on the fluted disc for meshing, so that the power of the engine is transmitted to the clutch shell 12 and the two driving discs 112; the first driven disc 113 or the second driven disc 111 can be pressed against the driving disc 112 by driving the pressing disc to move along the axial direction through an existing operating mechanism, so that power is transmitted to the driven disc and the power input shaft 19 or the power input shaft sleeve 110 fixedly connected with the driven disc; when the first driven disk 113 is coupled with the driving disk 112, switching between the first gear and the second gear is possible by the first synchronizer 14; when the second driven disk 111 is engaged with the driving disk 112, switching between the third gear and the fourth gear is possible by the second synchronizer 18;
the first synchronizer and/or the second synchronizer are driven by a gear shifting control mechanism respectively to realize gear shifting action; as shown in fig. 4, the shift operating mechanism includes a shift rail 41, a shift fork 42, a shift motor 43, and a shift lock assembly; the shifting fork shaft 41 can be rotatably supported on a gearbox body, a support hole is formed in the gearbox body and used for rotatably supporting the shifting fork shaft 41, and a sliding bearing and the like can be arranged at the support hole to reduce the resistance of the shifting fork shaft 41 during rotation; the gear shifting motor can adopt a stepping motor, and an output shaft of the gear shifting motor is in transmission connection with the shifting fork shaft 41 through a coupler; one end of the gear shifting shaft extends out of the transmission box body through a supporting hole in the side wall of the transmission box body and is in transmission connection with an output shaft of the gear shifting motor 3; a sealing ring is arranged in the supporting hole; impurities are prevented from entering the transmission box body through a sealing ring, the shifting fork shaft 41 comprises a sleeve body 413 and a shifting fork body 48 fixed on the sleeve body 413, the shifting fork body 48 is externally clamped on a synchronizer, and the structure of the shifting fork shaft adopts the fork body structure of the existing shifting fork; the locking assembly comprises three ring grooves 410 formed on the outer circle of the shifting fork shaft 41 and locking balls which are positioned in the side wall of the sleeve body 413 and can be ejected out and embedded into the ring grooves 410; the locking assembly further comprises a mounting hole which is arranged on the inner side wall of the sleeve body 413 in the radial direction, an adjusting screw 415 which is connected into the mounting hole through threads, and a compression spring 414 which is positioned between the adjusting screw 415 and the locking steel ball 412; the compression amount of the spring 414 can be adjusted by rotating the adjusting screw 415 so as to adjust the blocking force; the declutch shift shaft 41 comprises a guide section 411, an external thread section 47 and a lock gear section located between the guide section 411 and the external thread section 47; the ring groove 410 is arranged on the locking section, the outer diameter of the locking section is smaller than the outer diameters of the guide section 411 and the external thread section 47, and the external thread diameter of the external thread section 47 is the same as the outer diameter of the guide section 411 (smooth shaft section); the central hole of the sleeve body 413 comprises an internal thread section 46 matched with the external thread section 47 and a smooth hole section 49 with the same diameter as the guide shaft of the shifting fork shaft 41, and the thread length of the internal thread section 46 is greater than the axial stroke of the shifting fork from the left position to the right position; when gear shifting is needed, the gear shifting motor 43 drives the shifting fork shaft 41 to rotate, a screw rod nut mechanism is formed between the shifting fork shaft 41 and the sleeve body 413, and the rotation of the shifting fork shaft 41 is converted into axial movement of a shifting fork, so that a synchronizer is driven to move axially to realize gear shifting; in the gear shifting process of the gear shifting mechanism, the shifting fork shaft 41 cannot move along the axial direction, so that the axial arrangement space of the gear shifting mechanism can be reduced; in addition, after the shifting fork moves in place, the gear locking steel ball 412 is embedded into the annular groove 410, so that the stability of the shifting fork after entering the gear is further improved, and the shifting fork is prevented from axially moving relative to the shifting fork shaft 41 in the vibration process; in addition, in the embodiment, the locking assembly is integrated in the sleeve body 413 of the shifting fork, so that the compactness of the whole mechanism is greatly improved;
in this embodiment, a magnetic element 45 is fixedly mounted on the outer wall of the sleeve body 413; the inner wall of the transmission case is provided with three magnetic proximity switches 416 for detecting the position of the magnetic element 45; three proximity switch 416 corresponds the left position, meso position and the right position of shift fork respectively, and shift motor 43 adopts servo motor, and when the shift fork moved left position, meso position or right position, proximity switch 416 induced magnetic element 45 to control servo motor stall, and then improve the precision that the shift fork moved the position.
In this embodiment, the power coupling type rear axle assembly includes an axle housing, a coupling differential 3, a coupling differential 4, and a main reducer, which are located in the axle housing; the main speed reducer is used for transmitting the power of a power output shaft to a right half shaft of the coupling differential mechanism 3, and a left half shaft of the coupling differential mechanism 3 is used for inputting second power; for example, a motor can be arranged on the rear axle and connected with the left half shaft to realize double-power driving; the coupling differential 3 transmits power to the coupling differential 4 through a power take-off gear and the power is distributed by the coupling differential 4 to the two wheel axles of the vehicle.
In the present embodiment, the coupling differential 3 includes a differential case 27, a left axle shaft 28, a right axle shaft 22, a planetary shaft 25, a planetary gear 24, a side gear 28, and a differential output gear 26; the planet shafts 25 are fixed in a differential case 27 and are perpendicular to the half shafts, and the differential output gear 26 is fixedly sleeved outside the differential case 27; the two side gears 28 are respectively fixed at the inner ends of the left half shaft 28 and the right half shaft 22; the planetary gear 24 is sleeved on the planetary shaft 25 and meshed with the two side gears 28 simultaneously; the left half shaft 22 and the right half shaft 22 of the coupling differential mechanism 3 are used for inputting power, a differential output gear 26 of a differential mechanism shell 27 is used for outputting power to the coupling differential mechanism 4, the structure of the coupling differential mechanism 4 is the same as that of the coupling differential mechanism 3, and gears on a shell of the coupling differential mechanism are used for inputting power; two half shafts of the wheel axle are used as wheel axles to drive wheels to rotate.
In the present embodiment, the final drive comprises a bevel gear disc 21 fixed to a right half shaft 22 and a bevel gear 23 fixed to the power take-off shaft; the bevel gear disc 21 and the bevel gear 23 are meshed with each other; the power coupling device, the main speed reducer and the differential are all arranged in the rear axle of the vehicle, so that the compactness of the transmission system is improved.
Finally, the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all of them should be covered in the claims of the present invention.
Claims (5)
1. A dual clutch transmission system, characterized by: the dual-clutch transmission comprises a dual-clutch transmission assembly and a power coupling type rear axle assembly;
the dual clutch transmission assembly includes a dual clutch assembly and a transmission assembly; the double-clutch assembly comprises a clutch housing, two driving discs coaxially fixed with the housing, a first driven disc and a second driven disc positioned between the two driving discs, and a pressure plate positioned between the first driven disc and the second driven disc; the pressure plate can move axially to enable the first driven plate or the second driven plate to be engaged with the driving plate; (ii) a
The transmission assembly comprises a power input shaft, a power input shaft sleeve sleeved outside the power input shaft and a power output shaft parallel to the power input shaft; the first driven disc and the second driven disc are respectively and fixedly connected with the power input shaft and the power input shaft sleeve; the power is transmitted between the power input shaft sleeve and the power output shaft through a first gear pair or a second gear pair, and a first synchronizer is arranged between the first gear pair and the second gear pair; the power input shaft and the power output shaft transmit power through a three-gear pair or a four-gear pair, and a second synchronizer is arranged between the three-gear pair and the four-gear pair;
the power coupling type rear axle assembly comprises an axle housing, a coupling differential mechanism, a driving differential mechanism and a main speed reducer, wherein the coupling differential mechanism, the driving differential mechanism and the main speed reducer are positioned in the axle housing; the main speed reducer is used for transmitting the power of the power output shaft to one half shaft of the coupling differential mechanism, and the other half shaft of the coupling differential mechanism is used for inputting second power; the coupling differential transfers power to the drive differential through the power take-off gear and is distributed by the drive differential to the two axles of the vehicle.
2. The dual clutch transmission system of claim 1, wherein: the first synchronizer and/or the second synchronizer are driven by a gear shifting control mechanism to realize gear shifting action; the gear shifting control mechanism comprises a shifting fork shaft, a gear shifting fork, a gear shifting motor and a gear locking assembly; the shifting fork shaft is rotatably supported on the transmission shell; an output shaft of the gear shifting motor is connected to the shifting fork shaft in a transmission manner, and the shifting fork shaft comprises a sleeve body and a shifting fork body fixed on the sleeve body; the shifting fork body is externally clamped on the synchronizer; the sleeve body is provided with a threaded hole, and the shifting fork shaft is provided with an external thread matched with the threaded hole; the lock catch component comprises three ring grooves formed on the excircle of the shifting fork shaft and a lock catch ball which is positioned in the side wall of the sleeve body and can be popped out and embedded into the ring grooves; the shifting fork shaft comprises a guide section, an external thread section and a locking section positioned between the guide section and the external thread section; the ring groove is arranged on the locking and blocking section, and the outer diameter of the locking and blocking section is smaller than the outer diameters of the guide section and the external thread section; the central hole of the sleeve body comprises an internal thread section matched with the external thread section and an unthreaded hole section with the same diameter as the guide section of the shifting fork shaft; a magnetic element is fixedly arranged on the outer wall of the sleeve body; and three magnetic proximity switches for detecting the positions of the magnetic elements are arranged on the inner wall of the transmission box body.
3. The dual clutch transmission system as claimed in claim 2, wherein: the coupling differential comprises a differential shell, a left half shaft, a right half shaft, a planet gear, a half shaft gear and a differential output gear; the planetary shaft is fixed in the differential mechanism shell and is vertical to the half shaft, and the differential mechanism output gear is fixedly sleeved outside the differential mechanism shell; the two half shaft gears are respectively fixed at the inner ends of the left half shaft and the right half shaft; the planet gear is sleeved on the planet shaft in an empty mode and is meshed with the two half shaft gears simultaneously.
4. The dual clutch transmission system of claim 3, wherein: the main speed reducer comprises a bevel gear disc fixed on a right half shaft and a bevel gear fixed on the power output shaft; the bevel gear disc and the bevel gear are meshed with each other.
5. The dual clutch transmission system as claimed in claim 4, wherein: a fluted disc for receiving the power of the engine is fixedly sleeved outside the clutch shell; an inner gear ring is fixedly arranged in the clutch housing, and an outer gear ring meshed with the inner gear ring is fixed on the driving disc.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010180160.4A CN111365419A (en) | 2020-03-16 | 2020-03-16 | Double-clutch transmission system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010180160.4A CN111365419A (en) | 2020-03-16 | 2020-03-16 | Double-clutch transmission system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111365419A true CN111365419A (en) | 2020-07-03 |
Family
ID=71204709
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010180160.4A Pending CN111365419A (en) | 2020-03-16 | 2020-03-16 | Double-clutch transmission system |
Country Status (1)
| Country | Link |
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| CN (1) | CN111365419A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114992253A (en) * | 2022-07-11 | 2022-09-02 | 洛阳东方众成离合器有限公司 | Long-life independent control double-acting clutch |
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| US20030154811A1 (en) * | 2001-10-26 | 2003-08-21 | Katsutaka Hattori | Vehicle power unit |
| CN107120392A (en) * | 2017-06-24 | 2017-09-01 | 重庆隆旺机电有限责任公司 | Double-clutch speed changer |
| CN107448559A (en) * | 2017-07-18 | 2017-12-08 | 重庆福特来动力科技有限公司 | Height two-shift automatic variable speed case |
| CN207470762U (en) * | 2017-07-18 | 2018-06-08 | 重庆福特来动力科技有限公司 | Electric vehicle automatic gear shift apparatus |
| CN209309296U (en) * | 2018-08-29 | 2019-08-27 | 株洲齿轮有限责任公司 | Speed changer and its gearshift |
-
2020
- 2020-03-16 CN CN202010180160.4A patent/CN111365419A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4320824A (en) * | 1980-01-04 | 1982-03-23 | Nissan Motor Company, Limited | Clutch housing for a transmission |
| US20030154811A1 (en) * | 2001-10-26 | 2003-08-21 | Katsutaka Hattori | Vehicle power unit |
| CN107120392A (en) * | 2017-06-24 | 2017-09-01 | 重庆隆旺机电有限责任公司 | Double-clutch speed changer |
| CN107448559A (en) * | 2017-07-18 | 2017-12-08 | 重庆福特来动力科技有限公司 | Height two-shift automatic variable speed case |
| CN207470762U (en) * | 2017-07-18 | 2018-06-08 | 重庆福特来动力科技有限公司 | Electric vehicle automatic gear shift apparatus |
| CN209309296U (en) * | 2018-08-29 | 2019-08-27 | 株洲齿轮有限责任公司 | Speed changer and its gearshift |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114992253A (en) * | 2022-07-11 | 2022-09-02 | 洛阳东方众成离合器有限公司 | Long-life independent control double-acting clutch |
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