CN113958667B - Multi-gear double-clutch speed change mechanism - Google Patents
Multi-gear double-clutch speed change mechanism Download PDFInfo
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- CN113958667B CN113958667B CN202010698156.7A CN202010698156A CN113958667B CN 113958667 B CN113958667 B CN 113958667B CN 202010698156 A CN202010698156 A CN 202010698156A CN 113958667 B CN113958667 B CN 113958667B
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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
- F16H3/093—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
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/32—Gear shift yokes, e.g. shift forks
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Abstract
The invention relates to a transmission, in particular to a multi-gear double-clutch speed change mechanism, which comprises a first input shaft (1), a second input shaft (2), a first output shaft (3) and an intermediate shaft (4), wherein the second input shaft (2) is sleeved on the first input shaft (1) in a rotatable manner; the first input shaft (1), the second input shaft (2), the first output shaft (3) and the intermediate shaft (4) are provided with mutually matched speed change gear mechanisms, the speed change gear mechanisms comprise gear transmission pairs with at least two sizes, so that torque can be selectively transmitted from the first input shaft (1) or the second input shaft (2) to the first output shaft (3) through different power transmission paths by meshing different gear transmission pairs, and at least one reverse gear transmission ratio and at least two forward gear transmission ratios are provided. The multi-gear double-clutch speed change mechanism is compact in structure, small in size and light in weight.
Description
Technical Field
The present invention relates to a transmission, and in particular, to a multi-speed dual clutch transmission mechanism.
Background
The engine speed change mechanism can adjust different gear ratios to accommodate the torque demands of the vehicle at different speeds.
At present, most of the motorcycles on the market are transmissions with lower gears, but as the requirements of consumers are higher and higher, the lower gears obviously cannot meet the requirements.
The 7-gear double-clutch reverse gear transmission in the prior art has large space required by design, and the size of the transmission is large, so that the transmission has great limitation in carrying, the production cost of the motorcycle is high, and the whole quality of the motorcycle is high.
In view of this, it is desirable to provide a multi-speed, dual clutch transmission mechanism.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a multi-gear double-clutch speed change mechanism which not only can realize the adjustment of a plurality of gears, but also reduces the axial size, so that the speed change mechanism is light and miniaturized.
In order to solve the technical problem, the invention provides a multi-gear double-clutch speed change mechanism, which comprises a first input shaft, a hollow second input shaft, a first output shaft and an intermediate shaft, wherein the second input shaft is sleeved in a hollow way and can be rotatably supported on the first input shaft; the first input shaft, the second input shaft, the first output shaft and the intermediate shaft are provided with mutually matched speed change gear mechanisms, the first input shaft is connected with a first input shaft clutch, the second input shaft is connected with a second input shaft clutch, the speed change gear mechanisms comprise gear transmission pairs with at least two sizes, and torque can be selectively transmitted from the first input shaft or the second input shaft to the first output shaft through different power transmission paths through meshing of different gear transmission pairs, so that at least one reverse gear transmission ratio and at least two forward gear transmission ratios are provided.
Specifically, a first input gear, a second input gear and a third input gear are arranged on the first input shaft; the first input gear and the third input gear are sleeved and rotatably supported on the first input shaft, a second input gear synchronous mechanism is arranged on the second input gear, and the second input gear is in spline fit with the first input shaft and can move left and right along the first input shaft;
the second input shaft is provided with a reverse gear input gear, a fourth input gear, a fifth input gear and a sixth input gear; wherein the fifth input gear sleeve is rotatably supported on the second input shaft; the fourth input gear is provided with a fourth input gear synchronizing mechanism, is in spline fit with the second input shaft and can move left and right along the second input shaft; the reverse gear input gear and the sixth input gear are fixed on the second input shaft;
the first output shaft is provided with a first output gear, a second output gear, a third output gear, a reverse gear output gear, a fourth output gear, a fifth output gear, a sixth output gear and a seventh output gear; the second output gear, the reverse gear output gear, the fourth output gear and the sixth output gear are sleeved and rotatably supported on the first output shaft; a third output gear synchronous mechanism is arranged on the third output gear, and the third output gear is in spline fit with the first output shaft and can move left and right along the first output shaft; a fifth output gear synchronous mechanism is arranged on the fifth output gear, and the fifth output gear is in spline fit with the first output shaft and can move left and right along the first output shaft; the first output gear and the seventh output gear are fixed on the first output shaft;
the intermediate shaft is provided with a first intermediate gear and a second intermediate gear, and the first intermediate gear and the second intermediate gear are formed into a linkage gear so as to be capable of synchronously rotating.
More specifically, the second input gear is movable into selective engagement with the first input gear via the second input gear synchronizing mechanism, the first input gear being in mesh with the first output gear to establish a first gear ratio.
Further, the fifth output gear is movable to selectively connect with the sixth output gear via the fifth output gear synchronizing mechanism, the sixth output gear meshing with the sixth input gear to establish a second gear ratio.
Further, the third output gear is movable to selectively connect with the reverse output gear via the third output gear synchronizing mechanism, the reverse output gear meshes with the second intermediate gear, the first intermediate gear meshes with the second output gear, and the second output gear meshes with the second input gear to establish a three-speed gear ratio.
Further, the fourth input gear is movable to selectively connect with the fifth input gear via the fourth input gear synchronizing mechanism, the fifth input gear meshed with the fifth output gear to establish a fourth gear ratio.
Further, the third output gear is movable to selectively connect with the second output gear via the third output gear synchronizing mechanism, the second output gear meshed with the second input gear to establish a five speed gear ratio.
Further, the fifth output gear is movable to selectively connect with the fourth output gear via the fifth output gear synchronizing mechanism, the fourth output gear meshed with the fourth input gear to establish a six-speed gear ratio.
Further, the second input gear is movable to selectively connect with the third input gear via the second input gear synchronizing mechanism, the third input gear meshed with the third output gear to establish a seven speed gear ratio.
Further, the third output gear is movable to be selectively connected with the reverse output gear by the third output gear synchronizing mechanism, the reverse output gear being meshed with the second intermediate gear, the second intermediate gear being meshed with the reverse input gear to establish a reverse gear ratio.
According to the technical scheme, through the arrangement of the intermediate shaft and the first intermediate gear and the second intermediate gear which are in linkage on the intermediate shaft, three gears are hung, and gears of other gears are used when the gears are hung in reverse gears, so that power output is realized, the number of gears arranged on the first input shaft is reduced, the axial size is shortened, and the speed change mechanism is light and miniaturized.
Therefore, the number of gears on the input shaft is reduced, the axial length of the output shaft is further shortened, the production cost of the speed change mechanism is reduced, the size of the speed change mechanism is reduced, and the speed change mechanism is light and small and is easy to install and carry.
Other advantages and technical effects of the preferred embodiments of the present invention will be further described in the following detailed description.
Drawings
FIG. 1 is a schematic diagram of the operating principle of a multi-speed dual clutch transmission of the present invention;
description of the reference numerals
1 first input shaft 11 first input shaft clutch
12-first input gear 13-second input gear
131-second input gear synchronizing mechanism 14-third input gear
2-second input shaft 21-second input shaft clutch
22-reverse gear input gear 23-fourth input gear
231-fourth input gear synchronization mechanism 24-fifth input gear
25-sixth input gear 3-first output shaft
31-first output gear 32-second output gear
33-third output gear 331-third output gear synchronizing mechanism
34-reverse gear output gear 35-fourth output gear
36-fifth output gear 361-fifth output gear synchronizing mechanism
37-sixth output gear 38-seventh output gear
4-intermediate shaft 41-first intermediate gear
42-second intermediate gear
Detailed Description
The following describes specific embodiments of the present invention in detail with reference to the drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the invention, are not intended to limit the invention.
It should be noted that, fig. 1 is a schematic diagram of the operation of the speed change mechanism, which is not an assembly schematic diagram of the speed change mechanism, in fact, the first input shaft 1, the second input shaft 2, the first output shaft 3 and the intermediate shaft 4 are not disposed in the same plane, if the view angle shown in fig. 1 is taken as a front view angle, the intermediate shaft 4 is disposed between the first input shaft 1 and the first output shaft 3 from a side view angle where the shaft heads are located, and the shaft heads of the intermediate shaft 4 are spatially arranged in a triangle shape with the shaft heads of the first input shaft 1 and the shaft heads of the first output shaft 3; in addition, the engagement state between the gears of the transmission mechanism is defined as normal when the transmission mechanism is not in operation.
As shown in fig. 1, the multi-gear double-clutch speed change mechanism comprises a first input shaft 1, a hollow second input shaft 2, a first output shaft 3 and an intermediate shaft 4, wherein the second input shaft 2 is sleeved on the first input shaft 1 in a rotatable manner; the first input shaft 1, the second input shaft 2, the first output shaft 3 and the intermediate shaft 4 are provided with mutually matched speed change gear mechanisms, the first input shaft 1 is connected with a first input shaft clutch 11, the second input shaft 2 is connected with a second input shaft clutch 21, and the speed change gear mechanisms comprise gear transmission pairs with at least two sizes, so that torque can be selectively transmitted from the first input shaft 1 or the second input shaft 2 to the first output shaft 3 through different power transmission paths by meshing of the different gear transmission pairs, and at least one reverse gear transmission ratio and at least two forward gear transmission ratios are provided.
According to the invention, through arranging the intermediate shaft 4 and arranging the first intermediate gear 41 and the second intermediate gear 42 which are in linkage on the intermediate shaft 4, the three-gear is engaged and gears of other gears are used in the reverse gear engagement, the power output is realized, the number of gears arranged on the first input shaft 1 is reduced, the axial size is shortened, the speed change mechanism is miniaturized and light, the production cost of the speed change mechanism is reduced, the speed change mechanism is easy to install and arrange, and the speed change mechanism is especially convenient to install and use on a small motor vehicle (such as a motorcycle).
As shown in fig. 1, specifically: the first input shaft 1 is provided with a first input gear 12, a second input gear 13 and a third input gear 14; the first input gear 12 and the third input gear 14 are rotatably supported by the first input shaft 1 in a hollow manner, the second input gear 13 is provided with a second input gear synchronization mechanism 131, and the second input gear 13 is spline-engaged with the first input shaft 1 and can move left and right along the first input shaft 1.
The second input shaft 2 is provided with a reverse gear input gear 22, a fourth input gear 23, a fifth input gear 24 and a sixth input gear 25; wherein the fifth input gear 24 is blank and rotatably supported on the second input shaft 2; the fourth input gear 23 is provided with a fourth input gear synchronization mechanism 231, is in spline fit with the second input shaft 2, and can move left and right along the second input shaft 2; the reverse input gear 22 and the sixth input gear 25 are fixed to the second input shaft 2.
The first output shaft 3 is provided with a first output gear 31, a second output gear 32, a third output gear 33, a reverse gear output gear 34, a fourth output gear 35, a fifth output gear 36, a sixth output gear 37 and a seventh output gear 38; wherein the second output gear 32, the reverse gear output gear 34, the fourth output gear 35 and the sixth output gear 37 are blank and rotatably supported on the first output shaft 3; the third output gear 33 is provided with a third output gear synchronizing mechanism 331, and the third output gear 33 is in spline fit with the first output shaft 3 and can move left and right along the first output shaft 3; the fifth output gear 36 is provided with a fifth output gear synchronous mechanism 361, and the fifth output gear 36 is in spline fit with the first output shaft 3 and can move left and right along the first output shaft 3; the first output gear 31 and the seventh output gear 38 are fixed to the first output shaft 3.
The intermediate shaft 4 is provided with a first intermediate gear 41 and a second intermediate gear 42, and the first intermediate gear 41 and the second intermediate gear 42 are formed as linked gears so as to be rotatable in synchronization.
The second input gear 13, the four input gears 23, the third output gear 33 and the fifth output gear 36 are respectively provided with a synchronous mechanism, are connected with the shafts where the second input gear 13, the four input gears 23, the third output gear 33 and the fifth output gear 36 are respectively positioned through splines, and can move left and right through the stirring of a shifting fork so as to drive the gears on the left side or the right side of the second input gear to synchronously rotate, different torque transmission paths are formed, and the transmission ratios of gear transmission pairs formed by meshing gears with different sizes on the different transmission paths are different, so that the output of different torques can be realized, namely the gear shifting is realized; the spline connection mode has the advantages of high connection strength, good alignment of the gear and the shaft, and good guidance quality of spline connection, so that the gear is prevented from being damaged due to uneven stress when being synchronously connected with a matched idler gear because the gear is askew when being shifted left and right by the shifting fork.
More specifically, as shown in fig. 1: the second input gear 13 is movable left and right and is selectively connected to the first input gear 12 by a second input gear synchronizing mechanism 131, and the first input gear 12 is meshed with the first output gear 31 to establish a first gear ratio.
The fifth output gear 36 is movable left and right and is selectively connected to the sixth output gear 37 by a fifth output gear synchronizing mechanism 361, the sixth output gear 37 meshing with the sixth input gear 25 to establish a second gear ratio.
The third output gear 33 is movable left and right and is selectively connected to the reverse output gear 34 by a third output gear synchronizing mechanism 331, the reverse output gear 34 is meshed with the second intermediate gear 42, the first intermediate gear 41 is meshed with the second output gear 32, and the second output gear 32 is meshed with the second input gear 13 to establish a three-speed gear ratio.
The fourth input gear 23 is movable left and right and is selectively connected to the fifth input gear 24 by a fourth input gear synchronizing mechanism 231, and the fifth input gear 24 is meshed with the fifth output gear 36 to establish a four-speed gear ratio.
The third output gear 33 is movable left and right and is selectively connected to the second output gear 32 by a third output gear synchronizing mechanism 331, and the second output gear 32 is meshed with the second input gear 13 to establish a five-speed gear ratio.
The fifth output gear 36 is movable left and right and is selectively connected to the fourth output gear 35 by a fifth output gear synchronizing mechanism 361, the fourth output gear 35 meshing with the fourth input gear 23 to establish a six-speed gear ratio.
The second input gear 13 is movable left and right and is selectively connected to the third input gear 14 by a second input gear synchronizing mechanism 131, and the third input gear 14 meshes with a third output gear 33 to establish a seven-speed gear ratio.
The third output gear 33 is movable left and right and is selectively connected to the reverse output gear 34 by a third output gear synchronizing mechanism 331, the reverse output gear 34 being meshed with the second intermediate gear 42, the second intermediate gear 42 being meshed with the reverse input gear 22 to establish a reverse gear ratio.
The basic technical solution and various preferred embodiments of the present invention are described above in a hierarchical progression, and a relatively comprehensive preferred embodiment of the present invention will be described below.
As shown in fig. 1, the multi-gear double-clutch speed change mechanism comprises a first input shaft 1, a hollow second input shaft 2, a first output shaft 3 and an intermediate shaft 4, wherein the second input shaft 2 is sleeved on the first input shaft 1 in a rotatable manner; the shaft heads of the intermediate shaft 4 are parallel to the shaft heads of the first input shaft 1 and the first output shaft 3, and the shaft heads of the intermediate shaft 4 are arranged in a triangular shape in space with the shaft heads of the first input shaft 1 and the first output shaft 3.
Specifically, the first input shaft 1 is provided with a first input gear 12, a second input gear 13, a third input gear 14 and a first input shaft clutch 11 in order from left to right; the first input gear 12 and the third input gear 14 are sleeved and rotatably supported on the first input shaft 1, the second input gear 13 is provided with a second input gear synchronization mechanism 131, and the second input gear 13 is in spline fit with the first input shaft 1 and can move left and right along the first input shaft 1;
the second input shaft 2 is sleeved between the third input gear 14 and the first input shaft clutch 11 on the first input shaft 1, and a reverse gear input gear 22, a fourth input gear 23, a fifth input gear 24, a sixth input gear 25 and a second input shaft clutch 21 are sequentially arranged on the second input shaft 2 from left to right; wherein the fifth input gear 24 is blank and rotatably supported on the second input shaft 2; the fourth input gear 23 is provided with a fourth input gear synchronization mechanism 231, is in spline fit with the second input shaft 2, and can move left and right along the second input shaft 2; the reverse gear input gear 22 and the sixth input gear 25 are fixed on the second input shaft 2;
the first output shaft 3 is provided with a first output gear 31, a second output gear 32, a third output gear 33, a reverse gear output gear 34, a fourth output gear 35, a fifth output gear 36, a sixth output gear 37 and a seventh output gear 38 from left to right; wherein the second output gear 32, the reverse gear output gear 34, the fourth output gear 35 and the sixth output gear 37 are blank and rotatably supported on the first output shaft 3; the third output gear 33 is provided with a third output gear synchronizing mechanism 331, and the third output gear 33 is in spline fit with the first output shaft 3 and can move left and right along the first output shaft 3; the fifth output gear 36 is provided with a fifth output gear synchronous mechanism 361, and the fifth output gear 36 is in spline fit with the first output shaft 3 and can move left and right along the first output shaft 3; the first output gear 31 and the seventh output gear 38 are fixed to the first output shaft 3;
a first intermediate gear 41 and a second intermediate gear 42 are provided on the intermediate shaft 4 from left to right, and the first intermediate gear 41 and the second intermediate gear 42 are formed as linked gears so as to be rotatable in synchronization.
In a normal state, the first output gear 31 is meshed with the first input gear 12, the second output gear 32 is meshed with the second input gear 13 and the first intermediate gear 41, the third output gear 33 is meshed with the third input gear 14, the fourth output gear 35 is meshed with the fourth input gear 23, the fifth output gear 36 is meshed with the fifth input gear 24, the sixth output gear 37 is meshed with the sixth input gear 25, the seventh output gear 38 is a torque output gear of the multi-gear double-clutch transmission mechanism, the torque output gear is connected with an external transmission mechanism, and the second intermediate gear 42 is meshed with the reverse gear input gear 22 and the reverse gear output gear 34.
The gear shifting process and the torque transmission path of the multi-gear double-clutch speed change mechanism are as follows:
when a gear is engaged, the first input shaft clutch 11 works, the second input gear 13 is shifted leftwards by the shifting fork and is connected with the first input gear 12 through the second input gear synchronizing mechanism 131, the first input gear 12 is meshed with the first output gear 31, and torque is output through the first input shaft 1, the second input gear 13, the first input gear 12, the first output gear 31 and the first output shaft 3 through the seventh output gear 38.
When the second gear is engaged, the second input shaft clutch 21 is operated, the fifth output gear 36 is shifted rightward by the shift fork and connected with the sixth output gear 37 through the fifth output gear synchronizing mechanism 361, the sixth output gear 37 is meshed with the sixth input gear 25, and torque is output through the second input shaft 2, the sixth input gear 25, the sixth output gear 37, the fifth output gear 36, and the first output shaft 3 through the seventh output gear 38.
When three gears are engaged, the first input shaft clutch 11 works, the shifting fork shifts the third output gear 33 rightward and is connected with the reverse gear output gear 34 through the third output gear synchronizing mechanism 331, the reverse gear output gear 34 is meshed with the second intermediate gear 42, the first intermediate gear 41 is meshed with the second output gear 32, the second output gear 32 is meshed with the second input gear 13, and torque is output through the first input shaft 1, the second input gear 13, the second output gear 32, the first intermediate gear 41, the second intermediate gear 42, the reverse gear output gear 34, the third output gear 33 and the first output shaft 3 through the seventh output gear 38.
When the fourth gear is engaged, the second input shaft clutch 21 is operated, the fourth input gear 23 is shifted rightward by the shift fork and connected with the fifth input gear 24 through the fourth input gear synchronizing mechanism 231, the fifth input gear 24 is meshed with the fifth output gear 36, and torque is output through the second input shaft 2, the fourth input gear 23, the fifth input gear 24, the fifth output gear 36, and the first output shaft 3 through the seventh output gear 38.
When the fifth gear is engaged, the first input shaft clutch 11 works, the third output gear 33 is shifted leftwards by the shifting fork and is connected with the second output gear 32 through the third output gear synchronizing mechanism 331, the second output gear 32 is meshed with the second input gear 13, and torque is output through the first input shaft 1, the second input gear 13, the second output gear 32, the third output gear 33 and the first output shaft 3 through the seventh output gear 38.
When six gears are engaged, the second input shaft clutch 21 works, the fifth output gear 36 is shifted leftwards by the shifting fork and is connected with the fourth output gear 35 through the fifth output gear synchronous mechanism 361, the fourth output gear 35 is meshed with the fourth input gear 23, and torque is output through the second input shaft 2, the fourth input gear 23, the fourth output gear 35, the fifth output gear 36 and the first output shaft 3 through the seventh output gear 38.
When the seventh gear is engaged, the first input shaft clutch 11 is operated, the second input gear 13 is shifted rightward by the shift fork, and is selectively connected with the third input gear 14 through the second input gear synchronizing mechanism 131, the third input gear 14 is meshed with the third output gear 33, and torque is output through the first input shaft 1, the second input gear 13, the third input gear 14, the third output gear 33, the first output shaft 3 and the seventh output gear 38.
When the reverse gear is shifted, the second input shaft clutch 21 is operated, the third output gear 33 is shifted rightward by the shift fork and selectively connected with the reverse gear output gear 34 through the third output gear synchronizing mechanism 331, the reverse gear output gear 34 is meshed with the second intermediate gear 42, the second intermediate gear 42 is meshed with the reverse gear input gear 22, and torque is output through the second input shaft 2, the reverse gear input gear 22, the second intermediate gear 42, the reverse gear output gear 34, the third output gear 33 and the first output shaft 3 through the seventh output gear 38.
As can be seen from the above description, the present invention has the advantages that by providing the intermediate shaft 4 and providing the first intermediate gear 41 and the second intermediate gear 42 in linkage on the intermediate shaft 4, three gears are engaged and gears of other gears are used when reverse gears are engaged, power output is realized, the number of gears arranged on the first input shaft 1 is reduced, the axial dimension is shortened, the speed change mechanism can realize multi-gear adjustment, and the torque requirement of the motor vehicle during high-speed running is satisfied; the number of gears on the input shaft is reduced, the axial length of the output shaft is shortened, the production cost of the speed change mechanism is reduced, the size of the speed change mechanism is reduced, and the speed change mechanism is light and small and is easy to install and carry.
In the specific embodiment of the multi-gear double-clutch speed change mechanism, the second input gear 13, the fourth input gear 23, the third output gear 33 and the fifth output gear 36 are all connected with the shafts where the second input gear, the fourth input gear and the third output gear are respectively arranged through splines, the spline connection mode has the advantages of high connection strength and good centering, and the spline connection guidance is good, so that when the gears are shifted left and right by a shifting fork, the gears cannot be damaged due to uneven stress when being connected with matched idler gears synchronously.
The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited thereto. Within the scope of the technical idea of the invention, a plurality of simple variants of the technical proposal of the invention can be carried out, comprising that each specific technical feature is combined in any suitable way, and in order to avoid unnecessary repetition, the invention does not need to be additionally described for various possible combinations. Such simple variations and combinations are likewise to be regarded as being within the scope of the present disclosure.
Claims (9)
1. A multi-gear double-clutch speed change mechanism, which is characterized by comprising a first input shaft (1), a hollow second input shaft (2), a first output shaft (3) and an intermediate shaft (4), wherein the second input shaft (2) is sleeved in a hollow way and can be rotatably supported on the first input shaft (1); the first input shaft (1), the second input shaft (2), the first output shaft (3) and the intermediate shaft (4) are provided with mutually matched speed change gear mechanisms, the first input shaft (1) is connected with a first input shaft clutch (11), the second input shaft (2) is connected with a second input shaft clutch, the speed change gear mechanisms comprise at least two gear transmission pairs with at least two sizes, so that torque can be selectively transmitted from the first input shaft (1) or the second input shaft (2) to the first output shaft (3) through different power transmission paths through meshing of different gear transmission pairs, at least one reverse gear transmission ratio and at least two forward gear transmission ratios are provided, and the first input shaft (1) is provided with a first input gear (12), a second input gear (13) and a third input gear (14); the first input gear (12) and the third input gear (14) are sleeved and rotatably supported on the first input shaft (1), a second input gear synchronization mechanism (131) is arranged on the second input gear (13), and the second input gear (13) is in spline fit with the first input shaft (1) and can move left and right along the first input shaft (1);
the second input shaft (2) is provided with a reverse gear input gear (22), a fourth input gear (23), a fifth input gear (24) and a sixth input gear (25); wherein the fifth input gear (24) is blank and rotatably supported on the second input shaft (2); a fourth input gear synchronizing mechanism (231) is arranged on the fourth input gear (23), is in spline fit with the second input shaft (2) and can move left and right along the second input shaft (2); the reverse gear input gear (22) and the sixth input gear (25) are fixed on the second input shaft (2);
the first output shaft (3) is provided with a first output gear (31), a second output gear (32), a third output gear (33), a reverse gear output gear (34), a fourth output gear (35), a fifth output gear (36), a sixth output gear (37) and a seventh output gear (38); the second output gear (32), the reverse gear output gear (34), the fourth output gear (35) and the sixth output gear (37) are sleeved and rotatably supported on the first output shaft (3); a third output gear synchronizing mechanism (331) is arranged on the third output gear (33), and the third output gear (33) is in spline fit with the first output shaft (3) and can move left and right along the first output shaft (3); a fifth output gear synchronous mechanism (361) is arranged on the fifth output gear (36), and the fifth output gear (36) is in spline fit with the first output shaft (3) and can move left and right along the first output shaft (3); the first output gear (31) and the seventh output gear (38) are fixed on the first output shaft (3);
the intermediate shaft (4) is provided with a first intermediate gear (41) and a second intermediate gear (42), and the first intermediate gear (41) and the second intermediate gear (42) are formed as linked gears so as to be capable of synchronously rotating.
2. A multi-speed, dual clutch transmission according to claim 1, wherein the second input gear (13) is movable into selective connection with the first input gear (12) by means of the second input gear synchronizing mechanism (131), the first input gear (12) being in mesh with the first output gear (31) to establish a first gear ratio.
3. The multiple speed, dual clutch transmission according to claim 1, characterized in that the fifth output gear (36) is movable to be selectively connected with the sixth output gear (37) by the fifth output gear synchronizing mechanism (361), the sixth output gear (37) being meshed with the sixth input gear (25) to establish a second gear ratio.
4. The multiple-gear double-clutch transmission according to claim 1, characterized in that the third output gear (33) is movable to be selectively connected with the reverse output gear (34) by the third output gear synchronizing mechanism (331), the reverse output gear (34) being meshed with the second intermediate gear (42), the first intermediate gear (41) being meshed with the second output gear (32), the second output gear (32) being meshed with the second input gear (13) to establish a three-gear transmission ratio.
5. The multiple speed, dual clutch transmission according to claim 1, characterized in that the fourth input gear (23) is movable to be selectively connected with the fifth input gear (24) by the fourth input gear synchronizing mechanism (231), the fifth input gear (24) being meshed with the fifth output gear (36) to establish a four speed gear ratio.
6. A multi-speed, dual clutch transmission according to claim 1, characterized in that the third output gear (33) is movable into selective connection with the second output gear (32) by means of the third output gear synchronizing mechanism (331), the second output gear (32) being in mesh with the second input gear (13) to establish a five speed ratio.
7. The multiple speed, dual clutch transmission according to claim 1, characterized in that the fifth output gear (36) is movable to be selectively connected with the fourth output gear (35) by the fifth output gear synchronizing mechanism (361), the fourth output gear (35) being meshed with the fourth input gear (23) to establish a six speed gear ratio.
8. A multi-speed, dual clutch transmission according to claim 1, characterized in that the second input gear (13) is movable into selective connection with the third input gear (14) by means of the second input gear synchronizing mechanism (131), the third input gear (14) being in mesh with the third output gear (33) to establish a seven speed gear ratio.
9. The multi-speed dual clutch transmission according to claim 1, characterized in that the third output gear (33) is movable to be selectively connected with the reverse output gear (34) by the third output gear synchronizing mechanism (331), the reverse output gear (34) being meshed with the second intermediate gear (42), the second intermediate gear (42) being meshed with the reverse input gear (22) to establish a reverse gear ratio.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010698156.7A CN113958667B (en) | 2020-07-20 | 2020-07-20 | Multi-gear double-clutch speed change mechanism |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010698156.7A CN113958667B (en) | 2020-07-20 | 2020-07-20 | Multi-gear double-clutch speed change mechanism |
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| CN113958667A CN113958667A (en) | 2022-01-21 |
| CN113958667B true CN113958667B (en) | 2023-05-05 |
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201851608U (en) * | 2010-09-28 | 2011-06-01 | 安徽江淮汽车股份有限公司 | Transmission device of dual-clutch transmission |
| CN103267090A (en) * | 2013-04-28 | 2013-08-28 | 河南科技大学 | Multi-clutch speed changer transmission device |
| CN207278797U (en) * | 2017-09-29 | 2018-04-27 | 吉泰车辆技术（苏州）有限公司 | A kind of longitudinal double-clutch speed changer of stable support |
| CN108361326A (en) * | 2018-02-24 | 2018-08-03 | 安徽江淮汽车集团股份有限公司 | More gear double-clutch speed changers |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8967009B2 (en) * | 2012-11-06 | 2015-03-03 | Gm Global Technology Operations, Llc | Six, seven, and eight speed layshaft automatic transmission |
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2020
- 2020-07-20 CN CN202010698156.7A patent/CN113958667B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201851608U (en) * | 2010-09-28 | 2011-06-01 | 安徽江淮汽车股份有限公司 | Transmission device of dual-clutch transmission |
| CN103267090A (en) * | 2013-04-28 | 2013-08-28 | 河南科技大学 | Multi-clutch speed changer transmission device |
| CN207278797U (en) * | 2017-09-29 | 2018-04-27 | 吉泰车辆技术（苏州）有限公司 | A kind of longitudinal double-clutch speed changer of stable support |
| CN108361326A (en) * | 2018-02-24 | 2018-08-03 | 安徽江淮汽车集团股份有限公司 | More gear double-clutch speed changers |
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| CN113958667A (en) | 2022-01-21 |
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