CN113819199A - Double-clutch transmission - Google Patents
Double-clutch transmission Download PDFInfo
- Publication number
- CN113819199A CN113819199A CN202111120344.2A CN202111120344A CN113819199A CN 113819199 A CN113819199 A CN 113819199A CN 202111120344 A CN202111120344 A CN 202111120344A CN 113819199 A CN113819199 A CN 113819199A
- Authority
- CN
- China
- Prior art keywords
- gear
- shaft
- intermediate shaft
- input
- main shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 115
- 230000009977 dual effect Effects 0.000 claims description 28
- 230000001360 synchronised effect Effects 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 13
- 230000009191 jumping Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 230000004323 axial length Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
Images
Classifications
-
- 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
- F16H3/12—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 with means for synchronisation not incorporated in the clutches
-
- 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
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
-
- 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
- F16H3/093—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 with two or more countershafts
- F16H2003/0935—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 with two or more countershafts with multiple countershafts comprising only one idle gear and one gear fixed to the countershaft
-
- 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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0078—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratio comprising twelve or more forward speeds
-
- 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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
- F16H2200/0095—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising four reverse speeds
-
- 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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
Abstract
The invention belongs to the technical field of transmissions, and discloses a double-clutch transmission which comprises a main shaft, a first clutch, a first input shaft, a first intermediate shaft, a second clutch, a second input shaft and a second intermediate shaft, wherein the main shaft is provided with a plurality of main shaft gears, the first input shaft is connected to the first clutch and the first intermediate shaft, the first intermediate shaft is sleeved with a plurality of first intermediate shaft gear gears, the first intermediate shaft can be selectively linked with one first intermediate shaft gear through a synchronizer, the second input shaft is connected to the second clutch and the second intermediate shaft, the second intermediate shaft is sleeved with a plurality of second intermediate shaft gear gears, and the second intermediate shaft can be selectively linked with one second intermediate shaft gear through the synchronizer. According to the invention, the plurality of first intermediate shaft gear gears and the plurality of main shaft gears are linked in a one-to-one corresponding manner, and the plurality of second intermediate shaft gear gears and the plurality of main shaft gears are linked in a one-to-one corresponding manner, so that the utilization rate of the main shaft gears is high.
Description
Technical Field
The invention relates to the technical field of transmissions, in particular to a dual-clutch transmission.
Background
The existing double-clutch transmission is provided with a single intermediate shaft and a double intermediate shaft, wherein in the double-clutch transmission with the single intermediate shaft, gear shifting gears are uniformly distributed on the intermediate shaft, the whole axial length of the transmission can be obviously increased along with the increase of the gear number, so that the whole structural strength is influenced, the gear adaptation number is limited, and in the double-clutch transmission with the double intermediate shaft, the gear shifting gears serving as part of gears on a main shaft of an output shaft are only meshed with the gears on one intermediate shaft, and the utilization rate is low.
Disclosure of Invention
The invention aims to provide a double-clutch transmission which is high in utilization rate of a main shaft gear and capable of being configured with more gears.
In order to achieve the purpose, the invention adopts the following technical scheme:
a dual clutch transmission comprising:
the main shaft is provided with a plurality of main shaft gears;
a first clutch;
a first input shaft connected to an output end of the first clutch;
the first intermediate shaft is in transmission connection with the first input shaft, a plurality of first intermediate shaft gear gears are sleeved on the first intermediate shaft, the first intermediate shaft can be selectively linked with one first intermediate shaft gear through a synchronizer, and the plurality of first intermediate shaft gear gears and the plurality of main shaft gears are linked in a one-to-one corresponding mode;
a second clutch;
a second input shaft connected to an output end of the second clutch;
the second jackshaft, with the second input shaft transmission is connected, the cover is equipped with a plurality of second jackshaft gear wheel on the second jackshaft, the second jackshaft can pass through synchronous ware selective linkage in one second jackshaft gear wheel, it is a plurality of second jackshaft gear wheel and a plurality of main shaft gear wheel one-to-one links.
Preferably, the number of the main shaft gears is four, and the four main shaft gears are respectively a main shaft first gear, a main shaft second gear, a main shaft third gear and a main shaft fourth gear;
the first intermediate shaft gear wheels are respectively a first intermediate shaft fifth gear wheel, a first intermediate shaft third gear wheel, a first intermediate shaft first gear wheel and a first intermediate shaft reverse gear wheel, the first intermediate shaft is selectively linked with the first intermediate shaft fifth gear wheel or the first intermediate shaft third gear wheel through a first synchronizer, and is selectively linked with the first intermediate shaft first gear wheel or the first intermediate shaft reverse gear wheel through a second synchronizer;
the number of the second intermediate shaft gear gears is four, the four second intermediate shaft gear gears are respectively a second intermediate shaft six-gear, a second intermediate shaft four-gear, a second intermediate shaft two-gear and a second intermediate shaft reverse gear, the second intermediate shaft is selectively linked with the second intermediate shaft six-gear or the second intermediate shaft four-gear through a third synchronizer, and is selectively linked with the second intermediate shaft two-gear or the second intermediate shaft reverse gear through a fourth synchronizer;
the first intermediate shaft fifth gear and the second intermediate shaft sixth gear are both meshed with the first main shaft gear, the first intermediate shaft third gear and the second intermediate shaft fourth gear are both meshed with the second main shaft gear, the first intermediate shaft first gear and the second intermediate shaft second gear are both meshed with the third main shaft gear, the first intermediate shaft reverse gear is linked with the fourth main shaft gear through a first idle gear, and the second intermediate shaft reverse gear is linked with the fourth main shaft gear through a second idle gear.
Preferably, the main shaft is output by a planetary gear train including:
a planetary gear train fixing plate;
the sun wheel shaft is linked with the main shaft;
a sun gear connected to the sun gear shaft;
the planetary gear ring is sleeved on the outer side of the sun gear and selectively linked with the main shaft or the planetary gear train fixing plate through a fifth synchronizer;
a planet carrier;
and the planet gear is rotatably arranged on the planet carrier and is meshed with the sun gear and the planet gear ring.
Preferably, a first input shaft gear is arranged on the first input shaft, a first intermediate shaft input gear is arranged on the first intermediate shaft, and the first input shaft gear is meshed with the first intermediate shaft input gear;
and a second input shaft gear is arranged on the second input shaft, a second intermediate shaft input gear is arranged on the second intermediate shaft, and the second input shaft gear is meshed with the second intermediate shaft input gear.
Preferably, the gear ratio of the first input shaft gear to the first countershaft input gear is greater than the gear ratio of the second input shaft gear to the second countershaft input gear.
Preferably, the first countershaft gear wheel and the second countershaft gear wheel, which are linked with the same main shaft gear wheel, have the same size and specification.
Preferably, the first input shaft is coaxially sleeved outside the second input shaft.
Preferably, the main shaft is located between the first intermediate shaft and the second intermediate shaft, and is equal to a distance between the first intermediate shaft and the second intermediate shaft.
Preferably, the first input shaft, the second input shaft, and the main shaft are coaxially disposed.
Preferably, the first clutch and the second clutch share a single clutch hub.
The invention has the beneficial effects that:
a plurality of first jackshaft gear gears and a plurality of main shaft gear one-to-one linkage, a plurality of second jackshaft gear gears and a plurality of main shaft gear one-to-one linkage for main shaft gear high-usage, thereby can be on the basis of guaranteeing structural strength, dispose more fender position.
Drawings
FIG. 1 is a schematic structural diagram of a dual clutch transmission according to an embodiment of the present invention;
FIG. 2 is a power transmission schematic of a dual clutch transmission according to an embodiment of the present invention in forward first gear;
FIG. 3 is a schematic power transmission diagram of a dual clutch transmission according to an embodiment of the present invention in forward second gear;
FIG. 4 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in third forward gear;
FIG. 5 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in forward fourth gear;
FIG. 6 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in fifth forward gear;
FIG. 7 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in sixth forward gear;
FIG. 8 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in seventh forward gear;
FIG. 9 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in eighth forward speed;
FIG. 10 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in nine forward gears;
FIG. 11 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in ten forward gears;
FIG. 12 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in eleven forward gears;
FIG. 13 is a schematic representation of the power transmission of a dual clutch transmission according to an embodiment of the present invention during forward twelve speed;
FIG. 14 is a power transmission schematic of a dual clutch transmission according to an embodiment of the present invention in reverse gear;
FIG. 15 is a schematic representation of the power transfer for a dual clutch transmission according to an embodiment of the present invention in reverse gear;
FIG. 16 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in reverse third gear;
FIG. 17 is a power transmission schematic diagram of a dual clutch transmission according to an embodiment of the present invention in reverse four.
In the figure:
100. a main shaft; 101. a main shaft first gear; 102. a main shaft second gear; 103. a main shaft third gear; 104. a main shaft fourth gear;
210. a first clutch;
220. a first input shaft; 221. a first input shaft gear;
230. a first intermediate shaft; 231. a first countershaft fifth gear wheel; 232. a first countershaft third gear; 233. a first intermediate shaft first gear; 234. a first countershaft reverse gear; 235. a first idler pulley; 236. a first countershaft input gear;
310. a second clutch;
320. a second input shaft; 321. a second input shaft gear;
330. a second intermediate shaft; 331. a second countershaft six-speed gear; 332. a second countershaft fourth gear; 333. a second intermediate shaft secondary gear; 334. a second countershaft reverse gear; 335. a second idler pulley; 336. a second countershaft input gear;
400. a first synchronizer;
500. a second synchronizer;
600. a third synchronizer;
700. a fourth synchronizer;
810. a planetary gear train fixing plate;
820. a sun gear shaft;
830. a sun gear;
840. a planetary gear ring;
850. a planet carrier;
860. a planet wheel;
900. and a fifth synchronizer.
Detailed Description
Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar parts throughout or parts having the same or similar functions. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning a fixed connection, a removable connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection via an intermediary, a connection between two elements, or an interaction between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the description of the present invention, unless otherwise expressly specified or limited, the first feature "on" or "under" the second feature may include the first feature and the second feature being in direct contact, or may include the first feature and the second feature being in contact not directly but with another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.
As shown in fig. 1, the present invention provides a dual clutch transmission, which includes a main shaft 100, a first clutch 210, a first input shaft 220, a first intermediate shaft 230, a second clutch 310, a second input shaft 320 and a second intermediate shaft 330, wherein the main shaft 100 is provided with a plurality of main shaft gears, the first input shaft 220 is connected to an output end of the first clutch 210, the first intermediate shaft 230 is in transmission connection with the first input shaft 220, the first intermediate shaft 230 is sleeved with a plurality of first intermediate shaft gear gears, the first intermediate shaft 230 can be selectively linked to one first intermediate shaft gear through a synchronizer, the plurality of first intermediate shaft gear gears are in one-to-one corresponding linkage with the plurality of main shaft gears, the second input shaft 320 is connected to an output end of the second clutch 310, the second intermediate shaft 330 is in transmission connection with the second input shaft 320, the second intermediate shaft 330 is sleeved with a plurality of second intermediate shaft gear gears, the second countershaft 330 can be selectively coupled to one second countershaft gear by a synchronizer, and a plurality of second countershaft gear gears are coupled to the plurality of main shaft gears in a one-to-one correspondence.
According to the invention, the plurality of first intermediate shaft gear gears and the plurality of main shaft gears are linked in a one-to-one corresponding manner, and the plurality of second intermediate shaft gear gears and the plurality of main shaft gears are linked in a one-to-one corresponding manner, so that the main shaft gears are high in utilization rate, and more gears can be configured on the basis of ensuring the structural strength.
Alternatively, there are four spindle gears, which are spindle first gear 101, spindle second gear 102, spindle third gear 103, and spindle fourth gear 104, respectively; four first intermediate shaft gear gears are arranged, the four first intermediate shaft gear gears are a first intermediate shaft fifth gear 231, a first intermediate shaft third gear 232, a first intermediate shaft first gear 233 and a first intermediate shaft reverse gear 234 respectively, the first intermediate shaft 230 is selectively linked with the first intermediate shaft fifth gear 231 or the first intermediate shaft third gear 232 through a first synchronizer 400, and is selectively linked with the first intermediate shaft first gear 233 or the first intermediate shaft reverse gear 234 through a second synchronizer 500; four second intermediate shaft gear gears are arranged, the four second intermediate shaft gear gears are a second intermediate shaft six-gear 331, a second intermediate shaft four-gear 332, a second intermediate shaft two-gear 333 and a second intermediate shaft reverse gear 334 respectively, the second intermediate shaft 330 is selectively linked with the second intermediate shaft six-gear 331 or the second intermediate shaft four-gear 332 through a third synchronizer 600, and is selectively linked with the second intermediate shaft two-gear 333 or the second intermediate shaft reverse gear 334 through a fourth synchronizer 700; the first intermediate shaft fifth-gear 231 and the second intermediate shaft sixth-gear 331 are both meshed with the first main shaft gear 101, the first intermediate shaft third-gear 232 and the second intermediate shaft fourth-gear 332 are both meshed with the second main shaft gear 102, the first intermediate shaft first-gear 233 and the second intermediate shaft second-gear 333 are both meshed with the third main shaft gear 103, the first intermediate shaft reverse gear 234 is linked with the fourth main shaft gear 104 through the first idle gear 235, and the second intermediate shaft reverse gear 334 is linked with the fourth main shaft gear 104 through the second idle gear 335. According to the arrangement, the double-clutch transmission can realize gear jumping switching.
In this embodiment, the radii of the first intermediate shaft fifth gear 231, the first intermediate shaft third gear 232, the first intermediate shaft first gear 233 and the first intermediate shaft reverse gear 234 are sequentially reduced and are all sleeved in the first intermediate shaft 230, the radii of the second intermediate shaft sixth gear 331, the second intermediate shaft fourth gear 332, the second intermediate shaft second gear 333 and the second intermediate shaft reverse gear 334 are sequentially reduced and are all sleeved in the second intermediate shaft 330, and the main shaft first gear 101, the main shaft second gear 102, the main shaft third gear 103 and the main shaft fourth gear 104 are all fixedly connected with the main shaft 100, wherein the radii of the main shaft first gear 101, the main shaft second gear 102 and the main shaft third gear 103 are sequentially increased.
In this embodiment, the first idle gear 235 and the second idle gear 335 have the same size and are symmetrically arranged about the main shaft 100, and are both rotationally and fixedly connected to the housing of the dual clutch transmission, the first intermediate shaft fifth gear 231 and the second intermediate shaft sixth gear 331 have the same size and are fixed to the main shaft 100, the first intermediate shaft third gear 232 and the second intermediate shaft fourth gear 332 have the same size and are fixed to the main shaft, the first intermediate shaft first gear 233 and the second intermediate shaft second gear 333 have the same size and are fixed to the main shaft, and the first intermediate shaft reverse gear 234 and the second intermediate shaft reverse gear 334 have the same size and are fixed to the main shaft.
Alternatively, the main shaft 100 is output through a planetary gear train including a planetary gear train fixing plate 810, a sun gear shaft 820, a sun gear 830, a planetary ring gear 840, a planet carrier 850, and a planetary gear 860. The planetary gear train fixing plate 810 is fixedly connected to a shell of the transmission, the sun gear shaft 820 is linked with the main shaft 100, the sun gear 830 is connected with the sun gear shaft 820, the planetary gear ring 840 is sleeved outside the sun gear 830 and selectively linked with the main shaft 100 or the planetary gear train fixing plate 810 through the fifth synchronizer 900, the planetary gear 860 is rotatably arranged on the planet carrier 850 and is meshed with the sun gear 830 and the planetary gear ring 840, and the planet carrier 850 serves as the output end of the whole double-clutch transmission. The main shaft 100 is provided with a planetary gear train for output, and the planetary gear train is linked to the main shaft 100 and the planetary gear train fixing plate 810 according to the difference of the planetary gear ring 840 and has two output gears of a high gear and a low gear, so that the gear number of the double-clutch transmission is doubled.
Specifically, a first input shaft gear 221 is arranged on the first input shaft 220, a first intermediate shaft input gear 236 is arranged on the first intermediate shaft 230, and the first input shaft gear 221 is meshed with the first intermediate shaft input gear 236; the second input shaft 320 is provided with a second input shaft gear 321, the second intermediate shaft 330 is provided with a second intermediate shaft input gear 336, and the second input shaft gear 321 is meshed with the second intermediate shaft input gear 336. The input shaft and the intermediate shaft are driven by gears, so that the device is safe, stable, reliable and efficient.
In the present embodiment, the first input shaft gear 221 is fixedly connected to the first input shaft 220, the second input shaft gear 321 is fixedly connected to the second input shaft 320, the first intermediate shaft input gear 236 is fixedly connected to the first intermediate shaft 230, and the second input shaft gear is fixedly connected to the second intermediate shaft 330.
More specifically, the gear ratio of the first input shaft gear 221 to the first countershaft input gear 236 is greater than the gear ratio of the second input shaft gear 321 to the second countershaft input gear 336. The arrangement described above is such that different gear states of high and low gears exist for the first countershaft 230 and the second countershaft 330 before the transmission begins.
In the embodiment, the first intermediate shaft gear and the second intermediate shaft gear linked with the same main shaft gear have the same size and specification, so that the preparation cost is effectively reduced.
Optionally, to save space, the first input shaft 220 is coaxially sleeved outside the second input shaft 320.
Specifically, the main shaft 100 is located between the first and second intermediate shafts 230 and 330 with an equal spacing between the first and second intermediate shafts 230 and 330. By the arrangement, the overall structural arrangement of the dual-clutch transmission is more balanced.
More specifically, the axes of the first input shaft 220, the second input shaft 320, the main shaft 100, the sun gear shaft 820, and the carrier 850 are coaxially disposed. The arrangement makes the power transmission more stable.
In this embodiment, the first clutch 210 and the second clutch 310 share one clutch hub, which saves a large amount of space at the front end of the dual clutch transmission, reduces the difficulty in arranging the oil pump and other integrated components of the dual clutch transmission, and because the engine power can be directly transmitted to the clutch hub, the motor can be integrated into the clutch hub according to the technical conditions, and the hybrid dual clutch transmission is adjusted based on the dual clutch transmission of this embodiment.
The power transmission in each gear of the dual clutch transmission of the present embodiment will be described in detail below:
as shown in fig. 2, the arrows indicate the power transmission path, in the first forward gear, the first clutch 210 is engaged to transmit the engine power to the first input shaft 220, the second synchronizer 500 moves leftwards and is engaged with the first intermediate shaft first gear 233, the first intermediate shaft first gear 233 is linked with the first intermediate shaft 230, the fifth synchronizer 900 moves rightwards, the planetary gear ring 840 is engaged with the planetary gear fixing plate 810 to cause the planetary gears 860 and the sun gear 830, the planetary gears 860 and the planetary gear ring 840 to move relatively, and the power transmission path is as follows: the first clutch 210 → the first input shaft 220 → the first input shaft gear 221 → the first counter shaft input gear 236 → the first counter shaft 230 → the first counter shaft first speed gear 233 → the main shaft third gear 103 → the main shaft 100 → the sun gear shaft 820 → the sun gear 830 → the planet gear 860 → the carrier 850.
As shown in fig. 3, the arrows indicate the power transmission path, and in the forward second gear, the second clutch 310 is engaged, the fourth synchronizer 700 is moved leftward, the fifth synchronizer 900 is moved rightward, and the power transmission path is: second clutch 310 → second input shaft 320 → second input shaft gear 321 → second intermediate shaft input gear 336 → second intermediate shaft 330 → second intermediate shaft secondary gear 333 → main shaft third gear 103 → main shaft 100 → sun gear shaft 820 → sun gear 830 → planet gear 860 → carrier 850.
As shown in fig. 4, the arrows indicate the power transmission path, and in the forward third gear, the first clutch 210 is engaged, the first synchronizer 400 moves rightward, the fifth synchronizer 900 moves rightward, and the power transmission path is: the first clutch 210 → the first input shaft 220 → the first input shaft gear 221 → the first intermediate shaft input gear 236 → the first intermediate shaft 230 → the first intermediate shaft third speed gear 232 → the main shaft second gear 102 → the main shaft 100 → the sun gear shaft 820 → the sun gear 830 → the planet gear 860 → the carrier 850.
As shown in fig. 5, the arrows indicate the power transmission path, and in the forward fourth gear, the second clutch 310 is engaged, the third synchronizer 600 is moved rightward, the fifth synchronizer 900 is moved rightward, and the power transmission path is: the second clutch 310 → the second input shaft 320 → the second input shaft gear 321 → the second intermediate shaft input gear 336 → the second intermediate shaft 330 → the second intermediate shaft fourth-speed gear 332 → the main shaft second gear 102 → the main shaft 100 → the sun gear shaft 820 → the sun gear 830 → the planet gear 860 → the carrier 850.
As shown in fig. 6, the arrows indicate the power transmission path, and in the fifth forward gear, the first clutch 210 is engaged, the first synchronizer 400 moves leftward, the fifth synchronizer 900 moves rightward, and the power transmission path is: the first clutch 210 → the first input shaft 220 → the first input shaft gear 221 → the first counter shaft input gear 236 → the first counter shaft 230 → the first counter shaft fifth speed gear 231 → the main shaft first gear 101 → the main shaft 100 → the sun gear shaft 820 → the sun gear 830 → the planet gear 860 → the carrier 850.
As shown in fig. 7, the arrows indicate the power transmission path, and in the sixth forward gear, the second clutch 310 is engaged, the third synchronizer 600 moves leftward, the fifth synchronizer 900 moves rightward, and the power transmission path is: second clutch 310 → second input shaft 320 → second input shaft gear 321 → second countershaft input gear 336 → second countershaft 330 → second countershaft sixth-speed gear 331 → main shaft first gear 101 → main shaft 100 → sun gear shaft 820 → sun gear 830 → planet gears 860 → carrier 850.
As shown in fig. 8, the arrows indicate the power transmission path, and in the seventh forward gear, the first clutch 210 is engaged, the second synchronizer 500 is moved to the left, the fifth synchronizer 900 is moved to the left, the planetary gear ring 840 is engaged with the sun gear shaft 820, the planetary gears 860 and the sun gear 830, the planetary gears 860 and the planetary gear ring 840 are relatively stationary, the power of the main shaft 100 is directly transmitted to the planetary carrier 850, and the power transmission path is: the first clutch 210 → the first input shaft 220 → the first input shaft gear 221 → the first counter shaft input gear 236 → the first counter shaft 230 → the first counter shaft first speed gear 233 → the main shaft third gear 103 → the main shaft 100 → the carrier 850.
As shown in fig. 9, the arrows indicate the power transmission path, and in the eighth forward gear, the second clutch 310 is engaged, the fourth synchronizer 700 is moved leftward, the fifth synchronizer 900 is moved leftward, and the power transmission path is: second clutch 310 → second input shaft 320 → second input shaft gear 321 → second intermediate shaft input gear 336 → second intermediate shaft 330 → second intermediate shaft secondary gear 333 → main shaft third gear 103 → main shaft 100 → carrier 850.
As shown in fig. 10, the arrows indicate the power transmission path, and in the ninth forward gear, the first clutch 210 is engaged, the first synchronizer 400 is moved rightward, the fifth synchronizer 900 is moved leftward, and the power transmission path is: the first clutch 210 → the first input shaft 220 → the first input shaft gear 221 → the first counter shaft input gear 236 → the first counter shaft 230 → the first counter shaft third speed gear 232 → the main shaft second gear 102 → the main shaft 100 → the carrier 850.
As shown in fig. 11, the arrows indicate the power transmission path, and in the tenth forward gear, the second clutch 310 is engaged, the third synchronizer 600 is moved rightward, the fifth synchronizer 900 is moved leftward, and the power transmission path is: second clutch 310 → second input shaft 320 → second input shaft gear 321 → second intermediate shaft input gear 336 → second intermediate shaft 330 → second intermediate shaft fourth speed gear 332 → main shaft second gear 102 → main shaft 100 → carrier 850.
As shown in fig. 12, the arrows indicate the power transmission paths, and in the eleventh forward gear, the first clutch 210 is engaged, the first synchronizer 400 moves leftward, and the fifth synchronizer 900 moves leftward, and the power transmission paths are: first clutch 210 → first input shaft 220 → first input shaft gear 221 → first countershaft input gear 236 → first countershaft 230 → first countershaft fifth speed gear 231 → main shaft first gear 101 → main shaft 100 → carrier 850.
As shown in fig. 13, the arrows indicate the power transmission path, and in the case of forward twelve speeds, the second clutch 310 is engaged, the third synchronizer 600 is moved leftward, the fifth synchronizer 900 is moved leftward, and the power transmission path is: second clutch 310 → second input shaft 320 → second input shaft gear 321 → second counter shaft input gear 336 → second counter shaft 330 → second counter shaft sixth speed gear 331 → main shaft first gear 101 → main shaft 100 → carrier 850.
As shown in fig. 14, the arrows indicate the power transmission paths, and in reverse first gear, the first clutch 210 is engaged, the second synchronizer 500 is moved rightward, the fifth synchronizer 900 is moved rightward, and the power transmission paths are: the first clutch 210 → the first input shaft 220 → the first input shaft gear 221 → the first countershaft input gear 236 → the first countershaft 230 → the first countershaft reverse gear 234 → the first idler gear 235 → the main shaft fourth gear 104 → the main shaft 100 → the sun gear shaft 820 → the sun gear 830 → the planet gear 860 → the carrier 850.
As shown in fig. 15, the arrows indicate the power transmission path, and in reverse gear, the second clutch 310 is engaged, the fourth synchronizer 700 is moved rightward, the fifth synchronizer 900 is moved rightward, and the power transmission path is: the second clutch 310 → the second input shaft 320 → the second input shaft gear 321 → the second counter shaft input gear 336 → the second counter shaft 330 → the second counter shaft reverse gear 334 → the second idler gear 335 → the main shaft fourth gear 104 → the main shaft 100 → the sun gear shaft 820 → the sun gear 830 → the planet gear 860 → the carrier 850.
As shown in fig. 16, the arrows indicate the power transmission paths, and in reverse third gear, the first clutch 210 is engaged, the second synchronizer 500 is moved rightward, the fifth synchronizer 900 is moved leftward, and the power transmission paths are: the first clutch 210 → the first input shaft 220 → the first input shaft gear 221 → the first counter input gear 236 → the first counter shaft 230 → the first counter reverse gear 234 → the first idler gear 235 → the main shaft fourth gear 104 → the main shaft 100 → the carrier 850.
As shown in fig. 17, the arrows indicate the power transmission paths, and in reverse fourth gear, the second clutch 310 is engaged, the fourth synchronizer 700 is moved rightward, the fifth synchronizer 900 is moved leftward, and the power transmission paths are: second clutch 310 → second input shaft 320 → second input shaft gear 321 → second countershaft input gear 336 → second countershaft 330 → second countershaft reverse gear 334 → second idler gear 335 → main shaft fourth gear 104 → main shaft 100 → carrier 850.
In the embodiment, the first clutch 210 in the double clutch controls odd gears, the second clutch 310 controls even gears, the double clutch is matched with the double intermediate shafts, 6 forward gears and 2 reverse gears of the main transmission system are controlled together through gears of all gears, the planetary gear system controls high gears and low gears, and the double clutch, the double intermediate shafts and the planetary gear system are matched to finally realize control of 12 forward gears and 4 reverse gears.
The double-clutch transmission is arranged in a double-intermediate shaft mode, the space arrangement of a transmission system can be regular and compact, the reliability of a power system is improved, the design difficulty of a transmission shell is reduced, gear gears are distributed on the two intermediate shafts in a staggered mode, the gear shifting smoothness of the transmission can be improved, gear jumping can be achieved, the manufacturing cost can be reduced due to the fact that the specifications of the adjacent gear gears of the two intermediate shafts are the same, power transmission routes of all gears are simple and clear, and the design of an automatic gear shifting control strategy is reduced.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. A dual clutch transmission, comprising:
the main shaft (100), a plurality of main shaft gears are arranged on the main shaft (100);
a first clutch (210);
a first input shaft (220) connected to an output of the first clutch (210);
the first intermediate shaft (230) is in transmission connection with the first input shaft (220), a plurality of first intermediate shaft gear gears are sleeved on the first intermediate shaft (230), the first intermediate shaft (230) can be selectively linked with one first intermediate shaft gear through a synchronizer, and the plurality of first intermediate shaft gear gears and the plurality of main shaft gears are linked in a one-to-one correspondence manner;
a second clutch (310);
a second input shaft (320) connected to an output of the second clutch (310);
second jackshaft (330), with second input shaft (320) transmission connection, the cover is equipped with a plurality of second jackshaft gear on second jackshaft (330), second jackshaft (330) can be through synchronous ware selective linkage in one second jackshaft gear, it is a plurality of second jackshaft gear and a plurality of main shaft gear one-to-one links.
2. Double-clutch transmission according to claim 1, characterized in that there are four main shaft gears, four of which are a main shaft first gear (101), a main shaft second gear (102), a main shaft third gear (103) and a main shaft fourth gear (104), respectively;
the first intermediate shaft gear wheels are four, the four first intermediate shaft gear wheels are respectively a first intermediate shaft fifth gear wheel (231), a first intermediate shaft third gear wheel (232), a first intermediate shaft first gear wheel (233) and a first intermediate shaft reverse gear wheel (234), the first intermediate shaft (230) is selectively linked with the first intermediate shaft fifth gear wheel (231) or the first intermediate shaft third gear wheel (232) through a first synchronizer (400), and is selectively linked with the first intermediate shaft first gear wheel (233) or the first intermediate shaft reverse gear wheel (234) through a second synchronizer (500);
the number of the second intermediate shaft gear gears is four, the four second intermediate shaft gear gears are respectively a second intermediate shaft six-gear (331), a second intermediate shaft four-gear (332), a second intermediate shaft two-gear (333) and a second intermediate shaft reverse gear (334), the second intermediate shaft (330) is selectively linked with the second intermediate shaft six-gear (331) or the second intermediate shaft four-gear (332) through a third synchronizer (600), and is selectively linked with the second intermediate shaft two-gear (333) or the second intermediate shaft reverse gear (334) through a fourth synchronizer (700);
the first intermediate shaft fifth-gear (231) and the second intermediate shaft sixth-gear (331) are both meshed with the main shaft first gear (101), the first intermediate shaft third-gear (232) and the second intermediate shaft fourth-gear (332) are both meshed with the main shaft second gear (102), the first intermediate shaft first-gear (233) and the second intermediate shaft second-gear (333) are both meshed with the main shaft third gear (103), the first intermediate shaft reverse gear (234) is linked with the main shaft fourth gear (104) through a first idle gear (235), and the second intermediate shaft reverse gear (334) is linked with the main shaft fourth gear (104) through a second idle gear (335).
3. Double-clutch transmission according to claim 1, characterised in that the main shaft (100) outputs through a planetary gear train comprising:
a planetary gear train fixing plate (810);
a sun gear shaft (820) linked to the main shaft (100);
a sun gear (830) connected to the sun gear shaft (820);
the planetary gear ring (840) is sleeved on the outer side of the sun gear (830) and selectively linked with the main shaft (100) or the planetary gear train fixing plate (810) through a fifth synchronizer (900);
a planet carrier (850);
and the planet gear (860) is rotatably arranged on the planet carrier (850) and is meshed with the sun gear (830) and the planet gear ring (840).
4. Double-clutch transmission according to claim 1, characterized in that a first input shaft gear (221) is provided on the first input shaft (220), a first countershaft input gear (236) is provided on the first countershaft (230), the first input shaft gear (221) meshing with the first countershaft input gear (236);
a second input shaft gear (321) is arranged on the second input shaft (320), a second intermediate shaft input gear (336) is arranged on the second intermediate shaft (330), and the second input shaft gear (321) is meshed with the second intermediate shaft input gear (336).
5. Dual-clutch transmission according to claim 4, characterized in that the transmission ratio of the first input shaft gear (221) to the first countershaft input gear (236) is greater than the transmission ratio of the second input shaft gear (321) to the second countershaft input gear (336).
6. The dual clutch transmission of claim 5, wherein the first countershaft gearwheels and the second countershaft gearwheels associated with the same main shaft gear are the same size.
7. Double-clutch transmission according to claim 1, characterized in that the first input shaft (220) is coaxially sleeved outside the second input shaft (320).
8. Double-clutch transmission according to claim 7, characterized in that the main shaft (100) is located between the first countershaft (230) and the second countershaft (330) and is equidistant from the first countershaft (230) and the second countershaft (330).
9. Double-clutch transmission according to claim 7, characterized in that the first input shaft (220), the second input shaft (320) and the main shaft (100) are arranged coaxially.
10. Dual clutch transmission according to any of claims 1-9, characterized in that the first clutch (210) and the second clutch (310) share a clutch hub.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111120344.2A CN113819199A (en) | 2021-09-24 | 2021-09-24 | Double-clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111120344.2A CN113819199A (en) | 2021-09-24 | 2021-09-24 | Double-clutch transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113819199A true CN113819199A (en) | 2021-12-21 |
Family
ID=78921216
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111120344.2A Pending CN113819199A (en) | 2021-09-24 | 2021-09-24 | Double-clutch transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113819199A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20090203483A1 (en) * | 2008-02-08 | 2009-08-13 | General Motors Corporation | Multi-speed split dual clutch transmission |
| CN202182157U (en) * | 2011-07-29 | 2012-04-04 | 长城汽车股份有限公司 | Longitudinally placed seven-gear double-clutch transmission |
| CN102644700A (en) * | 2012-05-08 | 2012-08-22 | 安徽江淮汽车股份有限公司 | Longitudinal double-clutch automatic gearbox transmission device |
| CN102678841A (en) * | 2012-05-08 | 2012-09-19 | 安徽江淮汽车股份有限公司 | Longitudinal dual clutch automatic transmission device with direct gear |
| CN110657200A (en) * | 2018-06-29 | 2020-01-07 | 比亚迪股份有限公司 | Transmission, power driving system and vehicle |
-
2021
- 2021-09-24 CN CN202111120344.2A patent/CN113819199A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20090203483A1 (en) * | 2008-02-08 | 2009-08-13 | General Motors Corporation | Multi-speed split dual clutch transmission |
| CN202182157U (en) * | 2011-07-29 | 2012-04-04 | 长城汽车股份有限公司 | Longitudinally placed seven-gear double-clutch transmission |
| CN102644700A (en) * | 2012-05-08 | 2012-08-22 | 安徽江淮汽车股份有限公司 | Longitudinal double-clutch automatic gearbox transmission device |
| CN102678841A (en) * | 2012-05-08 | 2012-09-19 | 安徽江淮汽车股份有限公司 | Longitudinal dual clutch automatic transmission device with direct gear |
| CN110657200A (en) * | 2018-06-29 | 2020-01-07 | 比亚迪股份有限公司 | Transmission, power driving system and vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US9032823B2 (en) | Dual clutch transmission designed as reduction gearing | |
| GB2412148A (en) | Dual clutch transmission with layshaft having a high/low range gear unit | |
| CN210106496U (en) | Eight-speed double-clutch type automatic transmission and vehicle | |
| CN206145070U (en) | Eight fast double -clutch gearbox | |
| CN111098693B (en) | Hybrid power driving system and vehicle | |
| CN112343976B (en) | Nine-speed dual clutch type automatic transmission and vehicle | |
| US8336410B2 (en) | Dual clutch multi-speed transmission | |
| CN113819199A (en) | Double-clutch transmission | |
| CN114838094A (en) | 16+ 16-gear tractor gearbox and tractor | |
| CN210106497U (en) | Eight-speed double-clutch type automatic transmission and vehicle | |
| CN217874014U (en) | Harvester gearbox | |
| CN113685510B (en) | Nine-gear double-clutch transmission and vehicle | |
| CN113685502B (en) | Nine-gear double-clutch transmission and vehicle | |
| CN113685507B (en) | Nine-gear double-clutch transmission and vehicle | |
| CN113685508B (en) | Nine-gear double-clutch transmission and vehicle | |
| CN113685499B (en) | Nine-gear double-clutch transmission and vehicle | |
| CN113685509B (en) | Nine-gear double-clutch transmission and vehicle | |
| CN212564253U (en) | Multi-gear double-clutch speed change device and vehicle thereof | |
| CN218031281U (en) | Multi-gear transmission and vehicle | |
| CN210949781U (en) | Variable speed transmission device for tractor | |
| CN217422059U (en) | 16+ 16-gear tractor gearbox and tractor | |
| CN113685506B (en) | Ten-gear double-clutch transmission and vehicle | |
| CN113685504B (en) | Ten-gear double-clutch transmission and vehicle | |
| CN113685497B (en) | Ten-gear double-clutch transmission and vehicle | |
| CN113685500B (en) | Ten-gear double-clutch transmission and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20211221 |