CN116398591A - Dual clutch transmission - Google Patents
Dual clutch transmission Download PDFInfo
- Publication number
- CN116398591A CN116398591A CN202310669347.4A CN202310669347A CN116398591A CN 116398591 A CN116398591 A CN 116398591A CN 202310669347 A CN202310669347 A CN 202310669347A CN 116398591 A CN116398591 A CN 116398591A
- Authority
- CN
- China
- Prior art keywords
- gear
- gears
- driving
- driven
- input 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 112
- 230000009977 dual effect Effects 0.000 title claims abstract description 28
- 230000009467 reduction Effects 0.000 claims abstract description 34
- 230000008719 thickening Effects 0.000 claims description 18
- 229910000831 Steel Inorganic materials 0.000 claims description 17
- 239000010959 steel Substances 0.000 claims description 17
- 230000008878 coupling Effects 0.000 claims description 2
- 238000010168 coupling process Methods 0.000 claims description 2
- 238000005859 coupling reaction Methods 0.000 claims description 2
- 230000006978 adaptation Effects 0.000 abstract description 4
- 238000000034 method Methods 0.000 description 6
- 238000001816 cooling Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 239000011230 binding agent Substances 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000004323 axial length Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002035 prolonged effect Effects 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
- F16H3/087—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
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D21/00—Systems comprising a plurality of actuated 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
- F16H3/02—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
- F16H3/085—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 more than one output shaft
-
- 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
-
- 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
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0467—Elements of gearings to be lubricated, cooled or heated
- F16H57/0473—Friction devices, e.g. clutches or brakes
-
- 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
- F16H2003/0811—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 using unsynchronised 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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02039—Gearboxes for particular applications
- F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The disclosure relates to the technical field of transmissions, and in particular relates to a dual clutch transmission. The dual clutch transmission includes: the device comprises a first input shaft, a second input shaft, a first output shaft, a second output shaft, a first clutch, a second clutch, a first input shaft driving gear, a second input shaft driving gear, an output shaft first driven gear, an output shaft second driven gear and a reduction gear set; the first clutch, the second input shaft and the first input shaft driving gear are coaxially sleeved on the first input shaft, and the inner hub of the first clutch and the first input shaft driving gear are in transmission connection with the first input shaft. According to the double-clutch transmission, through the arrangement of the reduction gear sets, when the double-clutch transmission is applied to different vehicle types, the power adaptation with the different vehicle types can be realized only by changing the transmission ratio of the first reduction gear to the second reduction gear; the number of teeth of other transmission gears does not need to be adjusted.
Description
Technical Field
The disclosure relates to the technical field of transmissions, and in particular relates to a dual clutch transmission.
Background
The dual clutch transmission (Dual Clutch Transmission) DCT is distinguished from a typical automatic transmission system, which is based on a manual transmission rather than an automatic transmission, and provides uninterrupted power output in addition to the flexibility of the manual transmission and the comfort of the automatic transmission.
Because the automobile manufacturer often carries the same double-clutch transmission on different automobile types, and the power parameters of the different automobile types are different, the transmission ratio of each gear, namely the gear parameters, of the same double-clutch transmission needs to be adjusted when the same double-clutch transmission is carried on different automobile types; in order to ensure the rationality of the gear ratio, the rotating speed and the torque of the output shaft can meet the requirements of the vehicle, and the overall working cost is very high.
Disclosure of Invention
In order to solve the technical problems, the present disclosure provides a dual clutch transmission.
The present disclosure provides a dual clutch transmission, comprising: the device comprises a first input shaft, a second input shaft, a first output shaft, a second output shaft, a first clutch, a second clutch, a first input shaft driving gear, a second input shaft driving gear, an output shaft first driven gear, an output shaft second driven gear and a reduction gear set;
the first clutch, the second input shaft and the first input shaft driving gear are coaxially sleeved on the first input shaft, and an inner hub of the first clutch and the first input shaft driving gear are in transmission connection with the first input shaft;
the second input shaft driving gear is coaxially sleeved on the second input shaft, and the inner hub of the second clutch and the second input shaft driving gear are in transmission connection with the second input shaft;
the outer hub of the first clutch and the outer hub of the second clutch are connected with the output end of the engine;
the first driven gear of the output shaft and the second driven gear of the output shaft are coaxially sleeved on the first output shaft and are in transmission connection with the first output shaft; the output shaft first driven gear is in constant mesh with the first input shaft driving gear, and the output shaft second driven gear is in constant mesh with the second input shaft driving gear;
the reduction gear set comprises a first reduction gear and a second reduction gear which are arranged in constant mesh; the first reduction gear is in transmission connection with the first output shaft, and the second reduction gear is in transmission connection with the second output shaft.
Optionally, the axis of the second output shaft coincides with the axis of the first input shaft.
Optionally, the first clutch and the second clutch are axially arranged on the first input shaft, and the projections of the first clutch and the second clutch in the axial direction are coincident; the outer hub of the first clutch is connected with the outer hub of the second clutch to form an outer hub barrel, and the outer hub barrel is connected with the output end of the engine.
Optionally, the friction plate and the steel sheet in the first clutch and the friction plate and the steel sheet in the second clutch have the same size.
Optionally, the number of friction plates and steel plates in the first clutch is greater than or less than the number of friction plates and steel plates in the second clutch.
Optionally, the first input shaft driving gears include a plurality of groups of first driving gears, each group of first driving gears includes two adjacent first driving gears; the output shaft first driven gears comprise a plurality of groups of first driven gears, and each group of first driven gears comprises two adjacent first driven gears; the number of the first driven gears is the same as that of the first driving gears, and each first driving gear is provided with a corresponding first driven gear which is in constant mesh with the corresponding first driven gear;
the two first driving gears positioned in the same group are rotationally connected with the first input shaft, a combiner is arranged between the two first driving gears, the combiner is used for connecting the first input shaft and one of the first driving gears in a transmission mode, and two first driven gears meshed with the two first driving gears are connected with the first output shaft in a transmission mode;
or two first driving gears positioned in the same group are in transmission connection with the first input shaft, two first driven gears meshed with the two first driving gears are in rotation connection with the first output shaft, and the combiner is arranged between the two first driving gears and is used for in transmission connection with the first output shaft and one of the first driven gears;
the second input shaft driving gears comprise a plurality of groups of second driving gears, and each group of second driving gears comprises two adjacent second driving gears; the output shaft second driven gears comprise a plurality of groups of second driven gears, and each group of second driven gears comprises two adjacent second driven gears; the number of the second driven gears is the same as that of the second driving gears, and each second driving gear is provided with a corresponding second driven gear which is in constant mesh with the corresponding second driven gear;
the two second driving gears positioned in the same group are rotationally connected with the second input shaft, the combiner is arranged between the two second driving gears and is used for connecting the second input shaft and one of the second driving gears in a transmission way, and the two second driven gears meshed with the two second driving gears are both in transmission connection with the first output shaft;
or two second driving gears positioned in the same group are in transmission connection with the second input shaft, two second driven gears meshed with the two second driving gears are in rotation connection with the first output shaft, the combiner is arranged between the two second driving gears, and the combiner is used for in transmission connection with the first output shaft and one of the second driven gears.
Optionally, the plurality of the couplers are staggered on the first input shaft and the first output shaft in the axial direction;
or a plurality of the couplers are staggered on the second input shaft and the first output shaft in the axial direction.
Optionally, one of the first driving gears is meshed with the first driven gear through an idler gear; or one of the second driving gears is meshed with the second driven gear through the idler gear.
Optionally, the second input shaft drive gear is located between the first clutch and the first input shaft drive gear.
Optionally, the first input shaft driving gear includes four first driving gears, and the four first driving gears are a first forward gear driving gear, a third forward gear driving gear, a seventh forward gear driving gear and a fifth forward gear driving gear in sequence along a first direction, where the first forward gear driving gear and the third forward gear driving gear are the same group of first driving gears, and the seventh forward gear driving gear and the fifth forward gear driving gear are the same group of first driving gears;
the second input shaft driving gear comprises four second driving gears, wherein the four second driving gears are a fourth forward gear driving gear, a sixth forward gear driving gear, a second forward gear driving gear and a reverse gear driving gear in sequence along the first direction, and the reverse gear driving gear is meshed with the idler gear; the fourth forward gear driving gear and the sixth forward gear driving gear are the same group of second driving gears, and the second forward gear driving gear and the reverse gear driving gear are the same group of second driving gears;
the output shaft first driven gears comprise four first driven gears, and the four first driven gears are a first forward gear driven gear, a third forward gear driven gear, a seventh forward gear driven gear and a fifth forward gear driven gear in sequence along a first direction; the first forward gear driven gear, the third forward gear driven gear, the seventh forward gear driven gear and the fifth forward gear driven gear are meshed with the first forward gear driving gear, the third forward gear driving gear, the seventh forward gear driving gear and the fifth forward gear driving gear;
the output shaft second driven gears comprise four second driven gears, and the four second driven gears are a fourth forward gear driven gear, a sixth forward gear driven gear, a second forward gear driven gear and a reverse gear driven gear in sequence along the first direction; the fourth forward gear driven gear, the sixth forward gear driven gear, the second forward gear driven gear and the reverse gear driven gear are meshed with the fourth forward gear driving gear, the sixth forward gear driving gear, the second forward gear driving gear and the idle gear.
Optionally, a first thickening part is arranged at the connection part between the first input shaft and the first forward gear driving gear, and a second thickening part is arranged at the connection part between the first output shaft and the first forward gear driven gear;
and/or a third thickening part is arranged at the joint of the second input shaft and the second forward gear driving gear, and a fourth thickening part is arranged at the joint of the first output shaft and the second forward gear driven gear.
Compared with the prior art, the technical scheme provided by the embodiment of the disclosure has the following advantages:
according to the double-clutch transmission provided by the disclosure, through the arrangement of the reduction gear set, when the double-clutch transmission is applied to different vehicle types, the power adaptation with the different vehicle types can be realized only by changing the transmission ratio of the first reduction gear to the second reduction gear; the number of teeth of other transmission gears is not required to be adjusted, that is, the original gear ratio and transmission ratio can be reserved, and the working cost for adapting the transmission to different vehicle types is obviously reduced.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.
In order to more clearly illustrate the embodiments of the present disclosure or the solutions in the prior art, the drawings that are required for the description of the embodiments or the prior art will be briefly described below, and it will be obvious to those skilled in the art that other drawings can be obtained from these drawings without inventive effort.
FIG. 1 is a schematic structural view of a dual clutch transmission according to an embodiment of the present disclosure.
11, a first input shaft; 12. a second input shaft; 21. a first output shaft; 22. a second output shaft; 31. a first clutch; 32. a second clutch; 33. an outer hub; 41. a first input shaft drive gear; 411. a first forward drive gear; 412. a third forward drive gear; 413. a seventh forward drive gear; 414. a fifth forward drive gear; 42. a second input shaft drive gear; 421. a fourth forward drive gear; 422. a sixth forward drive gear; 423. a second forward drive gear; 424. a reverse gear driving gear; 43. an idler; 51. a first driven gear of the output shaft; 511. a first forward gear driven gear; 512. a third forward drive driven gear; 513. a seventh forward-gear driven gear; 514. a fifth forward-gear driven gear; 52. a second driven gear of the output shaft; 521. a fourth forward-gear driven gear; 522. a sixth forward-gear driven gear; 523. a second forward gear driven gear; 524. a reverse driven gear; 6. an engine output; 7. a combiner; 81. a first reduction gear; 82. a second reduction gear; 91. a first thickening section; 92. a second thickening section; 93. a third thickening section; 94. and a fourth thickening section.
Detailed Description
In order that the above objects, features and advantages of the present disclosure may be more clearly understood, a further description of aspects of the present disclosure will be provided below. It should be noted that, without conflict, the embodiments of the present disclosure and features in the embodiments may be combined with each other.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure, but the present disclosure may be practiced otherwise than as described herein; it will be apparent that the embodiments in the specification are only some, but not all, embodiments of the disclosure.
The dual clutch transmission (Dual Clutch Transmission) DCT is distinguished from a typical automatic transmission system, which is based on a manual transmission rather than an automatic transmission, and provides uninterrupted power output in addition to the flexibility of the manual transmission and the comfort of the automatic transmission.
Because the automobile manufacturer often carries the same double-clutch transmission on different automobile types, and the power parameters of the different automobile types are different, the transmission ratio of each gear, namely the gear parameters, of the same double-clutch transmission needs to be adjusted when the same double-clutch transmission is carried on different automobile types; in order to ensure the rationality of the gear ratio, the rotating speed and the torque of the output shaft can meet the requirements of the vehicle, and the overall working cost is very high.
Based on the above, the embodiment provides a dual clutch transmission, and by setting a reduction gear set, when the dual clutch transmission is applied to different vehicle types, the power adaptation with the different vehicle types can be realized only by changing the transmission ratio of a first reduction gear and a second reduction gear; the number of teeth of other transmission gears is not required to be adjusted, that is, the original gear ratio and transmission ratio can be reserved, and the working cost for adapting the transmission to different vehicle types is obviously reduced. The following is a detailed description of the present invention by way of specific examples:
referring to fig. 1, a dual clutch transmission provided in this embodiment includes: the first input shaft 11, the second input shaft 12, the first output shaft 21, the second output shaft 22, the first clutch 31, the second clutch 32, the first input shaft driving gear 41, the second input shaft driving gear 42, the output shaft first driven gear 51, the output shaft second driven gear 52, and the reduction gear set; the first clutch 31, the second clutch 32, the second input shaft 12 and the first input shaft driving gear 41 are coaxially sleeved on the first input shaft 11, and an inner hub of the first clutch 31 and the first input shaft driving gear 41 are in transmission connection with the first input shaft 11; the second input shaft driving gear 42 is coaxially sleeved on the second input shaft 12, and the inner hub of the second clutch 32 and the second input shaft driving gear 42 are in transmission connection with the second input shaft 12; the outer hub of the first clutch 31 and the outer hub of the second clutch 32 are both connected to the engine output 6; the output shaft first driven gear 51 and the output shaft second driven gear 52 are coaxially sleeved on the first output shaft 21, and are in transmission connection with the first output shaft 21; the output shaft first driven gear 51 is normally meshed with the first input shaft driving gear 41, and the output shaft second driven gear 52 is normally meshed with the second input shaft driving gear 42; the reduction gear set comprises a first reduction gear 81 and a second reduction gear 82 which are arranged in constant mesh; the first reduction gear 81 is in driving connection with the first output shaft 21 and the second reduction gear 82 is in driving connection with the second output shaft 22.
Through the arrangement of the reduction gear sets, when the double-clutch transmission is applied to different vehicle types, the power adaptation with the different vehicle types can be realized only by changing the transmission ratio of the first reduction gear 81 and the second reduction gear 82; the number of teeth of other transmission gears is not required to be adjusted, that is, the original gear ratio and transmission ratio can be reserved, and the working cost for adapting the transmission to different vehicle types is obviously reduced.
In a further embodiment, the axis of the second output shaft 22 coincides with the axis of the first input shaft 11; this arrangement enables the engine output 6 to be coaxial with the output shaft of the transmission, i.e. the second output shaft 22, thereby facilitating the overall transmission layout; meanwhile, the negative influence caused by a pair of newly added reduction gears can be reduced to the minimum; it should be noted that, the axis of the second output shaft 22 may deviate from the axis of the first input shaft 11, and may be adjusted according to the structure of a specific vehicle type, so as to improve the applicability of the entire dual clutch transmission.
In some embodiments, the first clutch 31 and the second clutch 32 are axially arranged on the first input shaft 11, and the projections of the two in the axial direction coincide; particularly in a longitudinal gearbox, the occupation space of the first clutch 31 and the second clutch 32 in the axial direction does not influence the overall layout, and the two clutches are relatively independent and have no nested relation, so that the two clutches can be cooled respectively, namely two sets of cooling systems are used, and the condition that the first clutch 31 and the second clutch 32 cannot have too high temperature to influence the operation is ensured; in a further embodiment, the first clutch 31 and the second clutch 32 are arranged in series in the axial direction, so that the arrangement of the cooling oil paths can be more convenient, the two clutches do not interfere with each other's cooling oil paths, and the intermediate shaft, namely the first input shaft 11, can be provided with oil holes, so that oil throwing cooling can be directly performed on the first clutch 31 and the second clutch 32.
With continued reference to fig. 1, the outer hub of the first clutch 31 and the outer hub of the second clutch 32 are connected to form an outer hub barrel 33, the outer hub barrel 33 being connected to the engine output 6; by arranging the first clutch 31 and the second clutch 32 with the same radial dimension, the first clutch 31 and the second clutch 32 can share the outer hub 33 with the same cylinder structure as an outer hub to be connected with the engine output end 6, that is, the structures of the first clutch 31 and the second clutch 32 can be completely the same, so that the production and processing cost of the whole transmission is reduced, and it can be understood that a key groove on the outer hub 33 can be simultaneously in spline fit with a combination steel sheet on two clutches by processing only one circle, and the axial dimension of the key groove on the outer hub 33 is only required to be prolonged; by means of the arrangement mode of the two clutches which are axially arranged, the radial size of the whole transmission can be reduced, and the whole transmission can be more favorably applied to a four-wheel drive vehicle chassis.
In some embodiments, the friction plates and steel plates in the first clutch 31 and the friction plates and steel plates in the second clutch 32 are the same size, further ensuring that the parts between the two clutches are fully common, thereby reducing cost.
In a further embodiment, the number of friction plates and steel plates in the first clutch 31 is greater or less than the number of friction plates and steel plates in the second clutch 32; that is, the number of friction plates and steel plates can be increased or reduced to adapt to the torque born by the first clutch 31 or the second clutch 32, the radial dimensions of the two clutches do not need to be changed, and the part universality rate of the two clutches is ensured as much as possible; the capacity of bearing large torque of the clutch is improved by increasing the number of the friction plates and the steel plates, the radial size of the clutch can be reduced, and meanwhile, the linear speed of the outer edge of the friction plate when the friction plate is combined with the steel plates can be reduced, namely, the rotational inertia of the whole clutch is reduced, and the NVH and the sliding friction work can be greatly improved; because the linear velocity of the outer edge of the friction plate in the two clutches which are arranged along the axial direction is smaller than the linear velocity of the outer edge of the friction plate in the large-diameter clutch when being combined with the steel plate, the drag resistance of the clutch when being separated can be greatly reduced, and then the NVH is further greatly improved.
In some embodiments, the first input shaft 11 has a stepped structure formed thereon to form an axial stop structure with the inner hub of the first clutch 31; and/or the second input shaft 12 has a stepped structure formed thereon to form an axial limit structure with the inner hub of the second clutch 32; through directly processing out the step shaft structure and carrying out the axial spacing with the interior hub of clutch on first input shaft 11 and second input shaft 12, can also guarantee the reliability of axial limit structure when reducing part quantity, and then improve the reliability and the stability of whole derailleur.
With continued reference to fig. 1, the piston of the first clutch 31 is coaxially sleeved on the first input shaft 11 and is rotatably connected with the first input shaft 11; and/or the piston of the second clutch 32 is coaxially sleeved on the first input shaft 11 and is rotationally connected with the first input shaft 11; the pistons of the two clutches may be directly or indirectly supported to the first input shaft 11, so that the stability of the interiors of the first clutch 31 and the second clutch 32 is further improved, and at the same time, the pistons may be further prevented from being largely rocked on the first input shaft 11 by the socket-joint relationship.
In some embodiments, the first input shaft drive gear 41 comprises a plurality of sets of first drive gears, each set of first drive gears comprising two adjacent first drive gears; the output shaft first driven gears 51 include a plurality of sets of first driven gears, each set of first driven gears including two adjacent first driven gears; the number of the first driven gears is the same as that of the first driving gears, and each first driving gear is provided with a corresponding first driven gear which is in constant mesh with the corresponding first driven gear.
Wherein, two first driving gears positioned in the same group are rotationally connected with the first input shaft 11, a combiner 7 is arranged between the two first driving gears, the combiner 7 is used for connecting the first input shaft 11 and one of the first driving gears in a transmission way, and two first driven gears meshed with the two first driving gears are connected with the first output shaft 21 in a transmission way; or two first driving gears positioned in the same group are in transmission connection with the first input shaft 11, two first driven gears meshed with the two first driving gears are in rotation connection with the first output shaft 21, and a combiner 7 is arranged between the two first driving gears, and the combiner 7 is used for in transmission connection with the first output shaft 21 and one of the first driven gears; it should be understood that the coupler 7 may be a synchronizer or a sliding sleeve, so long as one of the gears adjacent thereto can be selectively connected or disconnected by axial sliding of the coupler 7.
With continued reference to FIG. 1, the second input shaft drive gear 42 includes a plurality of sets of second drive gears, each set of second drive gears including two adjacent second drive gears; the output shaft second driven gears 52 include a plurality of sets of second driven gears, each set of second driven gears including two adjacent second driven gears; the number of the second driven gears is the same as that of the second driving gears, and each second driving gear is provided with a corresponding second driven gear which is in constant mesh with the corresponding second driven gear; the two second driving gears positioned in the same group are rotationally connected with the second input shaft 12, a combiner 7 is arranged between the two driving gears, the combiner 7 is used for connecting the second input shaft 12 and one of the second driving gears in a transmission way, and two second driven gears meshed with the two second driving gears are connected with the first output shaft 21 in a transmission way; or two second driving gears positioned in the same group are in transmission connection with the second input shaft 12, two second driven gears meshed with the two second driving gears are in rotation connection with the first output shaft 21, and a combiner 7 is arranged between the two second driving gears, and the combiner 7 is used for in transmission connection with the first output shaft 21 and one of the second driven gears.
In some embodiments, the plurality of couplers 7 are staggered on the first input shaft 11 and the first output shaft 21 in the axial direction; or a plurality of couplings 7 are staggered in the axial direction on the second input shaft 12 and the first output shaft 21; that is, avoid connecting two binders 7 and all being located same axis body to can be more even to the part quality distribution on the axis body, prevent that the part quality on the axis body from appearing too big, influence the use experience and the life scheduling problem of derailleur, moreover, arrange a plurality of binders 7 like this, also can obviously reduce the degree of difficulty of whole derailleur later maintenance work, guarantee that the binder 7 between two adjacent first driving gears of group or between the second driving gear can stagger and arrange, can not appear the too tight scheduling problem of part in the axial on same axis.
In some embodiments, one of the first drive gears meshes with a first driven gear via idler gear 43; or one of the second driving gears is meshed with the second driven gear through the idler gear 43; it should be appreciated that the idler 43 may be rotatably mounted to the transmission housing, with the idler 43 being provided to effect a change in the direction of rotation of the output shaft and thus reverse gear.
With continued reference to FIG. 1, a second input shaft drive gear 42 is located between the first clutch 31 and the first input shaft drive gear 41; because the second input shaft 12 is of a hollow structure, the structural strength is low, deformation is easy to occur when the second input shaft is subjected to larger torque, and the phenomenon is more obvious along with the gradual increase of the axial lengths of the two stress points on the second input shaft 12, therefore, the second input shaft driving gear 42 is arranged at a position close to the second clutch 32, the self structure of the second input shaft 12 can be better protected, and the probability of deformation due to overlarge torque is reduced.
In some embodiments, the first input shaft drive gear 41 includes four first drive gears, which are in turn a first forward drive gear 411, a third forward drive gear 412, a seventh forward drive gear 413, and a fifth forward drive gear 414 along a first direction, wherein the first forward drive gear 411 and the third forward drive gear 412 are the same set of first drive gears, and the seventh forward drive gear 413 and the fifth forward drive gear 414 are the same set of first drive gears.
The second input shaft driving gear 42 includes four second driving gears, which are a fourth forward driving gear 421, a sixth forward driving gear 422, a second forward driving gear 423, and a reverse driving gear 424 in this order along the first direction, and the reverse driving gear 424 is meshed with the idler gear 43; the fourth forward driving gear 421 and the sixth forward driving gear 422 are the same set of second driving gears, and the second forward driving gear 423 and the reverse driving gear 424 are the same set of second driving gears.
The output shaft first driven gear 51 includes four first driven gears, which are a first forward-gear driven gear 511, a third forward-gear driven gear 512, a seventh forward-gear driven gear 513, and a fifth forward-gear driven gear 514 in this order along the first direction; the first, third, seventh and fifth forward driven gears 511, 512, 513 and 514 are engaged with the first, third, seventh and fifth forward driving gears 411, 412, 413 and 414, respectively.
The output shaft second driven gear 52 includes four second driven gears, which are a fourth forward driven gear 521, a sixth forward driven gear 522, a second forward driven gear 523, and a reverse driven gear 524 in this order along the first direction; the fourth forward driven gear 521, the sixth forward driven gear 522, the second forward driven gear 523, and the reverse driven gear 524, which correspond to the fourth forward driving gear 421, the sixth forward driving gear 422, the second forward driving gear 423, and the idler gear 43, mesh.
With continued reference to fig. 1, the first direction refers to a direction extending from the engine output 6 toward the transmission output along the axis of the first input shaft 11.
In some embodiments, a first thickening 91 is provided at the connection between the first input shaft 11 and the first forward driving gear 411, and a second thickening 92 is provided at the connection between the first output shaft 21 and the first forward driven gear 511; and/or the connection part of the second input shaft 12 and the second forward gear driving gear 423 is provided with a third thickening part 93, and the connection part of the first output shaft 21 and the second forward gear driven gear 523 is provided with a fourth thickening part 94; by providing four thickened portions, it is ensured that the first input shaft 11 and the second input shaft 12 and the first output shaft 21 can reliably transmit torque without being twisted by excessive torque in the low gear, that is, in the first forward gear and the second forward gear; in a further embodiment, a fifth thickening may be provided at the connection between the second input shaft 12 and the reverse driving gear 424, and a sixth thickening may be provided at the connection between the first output shaft 21 and the reverse driven gear 524, so as to ensure the reliability of the second input shaft 12 and the first output shaft 21 in reverse.
The specific implementation manner and implementation principle are the same as those of the above embodiment, and the same or similar technical effects can be brought about, and will not be described in detail herein, and specific reference may be made to the description of the above dual clutch transmission embodiment.
It should be noted that in this document, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The foregoing is merely a specific embodiment of the disclosure to enable one skilled in the art to understand or practice the disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown and described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (11)
1. A dual clutch transmission, comprising: a first input shaft (11), a second input shaft (12), a first output shaft (21), a second output shaft (22), a first clutch (31), a second clutch (32), a first input shaft driving gear (41), a second input shaft driving gear (42), an output shaft first driven gear (51), an output shaft second driven gear (52) and a reduction gear set;
the first clutch (31), the second clutch (32), the second input shaft (12) and the first input shaft driving gear (41) are coaxially sleeved on the first input shaft (11), and an inner hub of the first clutch (31) and the first input shaft driving gear (41) are in transmission connection with the first input shaft (11);
the second input shaft driving gear (42) is coaxially sleeved on the second input shaft (12), and the inner hub of the second clutch (32) and the second input shaft driving gear (42) are in transmission connection with the second input shaft (12);
the outer hub of the first clutch (31) and the outer hub of the second clutch (32) are connected with an engine output end (6);
the output shaft first driven gear (51) and the output shaft second driven gear (52) are coaxially sleeved on the first output shaft (21) and are in transmission connection with the first output shaft (21); the output shaft first driven gear (51) is in constant mesh with the first input shaft driving gear (41), and the output shaft second driven gear (52) is in constant mesh with the second input shaft driving gear (42);
the reduction gear set comprises a first reduction gear (81) and a second reduction gear (82) which are arranged in constant mesh; the first reduction gear (81) is in transmission connection with the first output shaft (21), and the second reduction gear (82) is in transmission connection with the second output shaft (22).
2. A dual clutch transmission according to claim 1, characterized in that the axis of the second output shaft (22) coincides with the axis of the first input shaft (11).
3. The dual clutch transmission according to claim 1, characterized in that the first clutch (31) and the second clutch (32) are axially arranged on the first input shaft (11) with their projections in the axial direction coinciding; the outer hub of the first clutch (31) and the outer hub of the second clutch (32) are connected to form an outer hub (33), and the outer hub (33) is connected to the engine output (6).
4. A dual clutch transmission according to claim 3, characterized in that the friction plates and steel plates in the first clutch (31) and the friction plates and steel plates in the second clutch (32) are of the same size.
5. The dual clutch transmission as claimed in claim 4, wherein the number of friction plates and steel plates in the first clutch (31) is greater or less than the number of friction plates and steel plates in the second clutch (32).
6. The dual clutch transmission as claimed in any one of claims 1 to 5, characterized in that the first input shaft driving gear (41) comprises a plurality of sets of first driving gears, each set of first driving gears comprising two adjacent first driving gears; the output shaft first driven gears (51) comprise a plurality of groups of first driven gears, and each group of first driven gears comprises two adjacent first driven gears; the number of the first driven gears is the same as that of the first driving gears, and each first driving gear is provided with a corresponding first driven gear which is in constant mesh with the corresponding first driven gear;
the two first driving gears positioned in the same group are rotationally connected with the first input shaft (11), a combiner (7) is arranged between the two first driving gears, the combiner (7) is used for connecting the first input shaft (11) and one of the first driving gears in a transmission way, and two first driven gears meshed with the two first driving gears are both connected with the first output shaft (21) in a transmission way;
or two first driving gears positioned in the same group are in transmission connection with the first input shaft (11), two first driven gears meshed with the two first driving gears are in rotation connection with the first output shaft (21), the coupler (7) is arranged between the two first driving gears, and the coupler (7) is used for in transmission connection with the first output shaft (21) and one of the first driven gears;
the second input shaft drive gears (42) include a plurality of sets of second drive gears, each set of second drive gears including two adjacent second drive gears; the output shaft second driven gears (52) comprise a plurality of groups of second driven gears, each group of second driven gears comprises two adjacent second driven gears; the number of the second driven gears is the same as that of the second driving gears, and each second driving gear is provided with a corresponding second driven gear which is in constant mesh with the corresponding second driven gear;
the two second driving gears positioned in the same group are rotationally connected with the second input shaft (12), the coupler (7) is arranged between the two second driving gears, the coupler (7) is used for connecting the second input shaft (12) and one of the second driving gears in a transmission way, and two second driven gears meshed with the two second driving gears are both in transmission connection with the first output shaft (21);
or two second driving gears positioned in the same group are in transmission connection with the second input shaft (12), two second driven gears meshed with the two second driving gears are in rotation connection with the first output shaft (21), the coupler (7) is arranged between the two second driving gears, and the coupler (7) is used for in transmission connection with the first output shaft (21) and one of the second driven gears.
7. The dual clutch transmission according to claim 6, wherein a plurality of the couplings (7) are arranged alternately in the axial direction on the first input shaft (11) and the first output shaft (21);
or a plurality of the couplers (7) are staggered on the second input shaft (12) and the first output shaft (21) in the axial direction.
8. The dual clutch transmission set forth in claim 6 wherein one of said first drive gears is meshed with said first driven gear by an idler gear (43); or one of the second driving gears is meshed with the second driven gear through the idler gear (43).
9. The dual clutch transmission as claimed in claim 8, characterized in that the second input shaft drive gear (42) is located between the first clutch (31) and the first input shaft drive gear (41).
10. The dual clutch transmission set forth in claim 9, wherein the first input shaft drive gear (41) includes four first drive gears, the four first drive gears being a first forward drive gear (411), a third forward drive gear (412), a seventh forward drive gear (413) and a fifth forward drive gear (414) in that order along a first direction, wherein the first forward drive gear (411) and the third forward drive gear (412) are the same set of first drive gears, and the seventh forward drive gear (413) and the fifth forward drive gear (414) are the same set of first drive gears;
the second input shaft driving gear (42) comprises four second driving gears, the four second driving gears are a fourth forward gear driving gear (421), a sixth forward gear driving gear (422), a second forward gear driving gear (423) and a reverse gear driving gear (424) in sequence along the first direction, and the reverse gear driving gear (424) is meshed with the idler gear (43); the fourth forward gear driving gear (421) and the sixth forward gear driving gear (422) are the same group of second driving gears, and the second forward gear driving gear (423) and the reverse gear driving gear (424) are the same group of second driving gears;
the output shaft first driven gear (51) comprises four first driven gears, and the four first driven gears are a first forward gear driven gear (511), a third forward gear driven gear (512), a seventh forward gear driven gear (513) and a fifth forward gear driven gear (514) in sequence along a first direction; the first forward driven gear (511), the third forward driven gear (512), the seventh forward driven gear (513) and the fifth forward driven gear (514) are meshed with the first forward driving gear (411), the third forward driving gear (412), the seventh forward driving gear (413) and the fifth forward driving gear (414);
the output shaft second driven gear (52) comprises four second driven gears, and the four second driven gears are a fourth forward gear driven gear (521), a sixth forward gear driven gear (522), a second forward gear driven gear (523) and a reverse gear driven gear (524) in sequence along the first direction; the fourth forward driven gear (521), the sixth forward driven gear (522), the second forward driven gear (523), and the reverse driven gear (524) are engaged with the fourth forward driving gear (421), the sixth forward driving gear (422), the second forward driving gear (423), and the idler gear (43).
11. The dual clutch transmission according to claim 10, wherein a first thickening portion (91) is provided at a connection portion between the first input shaft (11) and the first forward drive gear (411), and a second thickening portion (92) is provided at a connection portion between the first output shaft (21) and the first forward driven gear (511);
and/or a third thickening part (93) is arranged at the joint of the second input shaft (12) and the second forward gear driving gear (423), and a fourth thickening part (94) is arranged at the joint of the first output shaft (21) and the second forward gear driven gear (523).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310669347.4A CN116398591A (en) | 2023-06-07 | 2023-06-07 | Dual clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310669347.4A CN116398591A (en) | 2023-06-07 | 2023-06-07 | Dual clutch transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116398591A true CN116398591A (en) | 2023-07-07 |
Family
ID=87016470
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310669347.4A Pending CN116398591A (en) | 2023-06-07 | 2023-06-07 | Dual clutch transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116398591A (en) |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5890392A (en) * | 1996-08-08 | 1999-04-06 | Volkswagen Ag | Method for shifting a twin-clutch transmission and twin-clutch transmission arrangement |
| US20040149080A1 (en) * | 2003-01-09 | 2004-08-05 | Luk Lamellen Und Kupplungsbau | Parallel manual transmission for four-wheel drive and parallel manual transmission for transverse installation in a front-wheel drive vehicle |
| US20050211007A1 (en) * | 2004-03-25 | 2005-09-29 | Honda Motor Co., Ltd. | Twin-clutch transmission |
| CN1906049A (en) * | 2003-12-30 | 2007-01-31 | 易通公司 | Hybrid powertrain system |
| DE102010007639A1 (en) * | 2010-02-05 | 2011-08-11 | Dr. Ing. h.c. F. Porsche Aktiengesellschaft, 70435 | Dual clutch transmission for use in passenger car, has six gear wheel sets arranged axially parallel to each other, where power transmission is taken place over winding in transmission by ten forward gears of gear wheel sets |
| CN105465290A (en) * | 2014-09-04 | 2016-04-06 | 上海汽车集团股份有限公司 | Eight-speed dual clutch transmission (DCT) and gear-shifting control method thereof |
| US20180058577A1 (en) * | 2015-03-10 | 2018-03-01 | Audi Ag | Motor vehicle having a dual clutch transmission |
| CN207278799U (en) * | 2017-09-29 | 2018-04-27 | 吉泰车辆技术（苏州）有限公司 | A kind of uniformly distributed longitudinal double-clutch speed changer of synchronizer |
| CN207278796U (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 symmetry |
-
2023
- 2023-06-07 CN CN202310669347.4A patent/CN116398591A/en active Pending
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5890392A (en) * | 1996-08-08 | 1999-04-06 | Volkswagen Ag | Method for shifting a twin-clutch transmission and twin-clutch transmission arrangement |
| US20040149080A1 (en) * | 2003-01-09 | 2004-08-05 | Luk Lamellen Und Kupplungsbau | Parallel manual transmission for four-wheel drive and parallel manual transmission for transverse installation in a front-wheel drive vehicle |
| CN1906049A (en) * | 2003-12-30 | 2007-01-31 | 易通公司 | Hybrid powertrain system |
| US20050211007A1 (en) * | 2004-03-25 | 2005-09-29 | Honda Motor Co., Ltd. | Twin-clutch transmission |
| DE102010007639A1 (en) * | 2010-02-05 | 2011-08-11 | Dr. Ing. h.c. F. Porsche Aktiengesellschaft, 70435 | Dual clutch transmission for use in passenger car, has six gear wheel sets arranged axially parallel to each other, where power transmission is taken place over winding in transmission by ten forward gears of gear wheel sets |
| CN105465290A (en) * | 2014-09-04 | 2016-04-06 | 上海汽车集团股份有限公司 | Eight-speed dual clutch transmission (DCT) and gear-shifting control method thereof |
| US20180058577A1 (en) * | 2015-03-10 | 2018-03-01 | Audi Ag | Motor vehicle having a dual clutch transmission |
| CN207278799U (en) * | 2017-09-29 | 2018-04-27 | 吉泰车辆技术（苏州）有限公司 | A kind of uniformly distributed longitudinal double-clutch speed changer of synchronizer |
| CN207278796U (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 symmetry |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8201469B2 (en) | Output shaft reduction-type dual clutch transmission | |
| US8307729B2 (en) | Dual clutch transmission with modifiable gear speeds and use of the transmission for at least two transmission variations | |
| US7313981B2 (en) | Reverse gear arrangement in a countershaft transmission | |
| US7340973B2 (en) | Twin-clutch transmission | |
| US8070649B2 (en) | Hybrid powertrain and dual clutch transmission | |
| EP2510259B1 (en) | Powershift transmission for a motor vehicle | |
| US20060123940A1 (en) | Dual clutch automatic transaxle | |
| CN101096990A (en) | Output reduction dual clutch transmission with clutch coupler | |
| US20220185095A1 (en) | Transmission Assembly for a Motor Vehicle Powertrain, Powertrain, and Method for Controlling Same | |
| CN103557322A (en) | Double-clutch automatic transmission | |
| US9145928B2 (en) | Transmission with rear torque converter | |
| CN105370814A (en) | Multi-gear double-clutch transmission and vehicle | |
| US20100269613A1 (en) | Multi-clutch transmission having dual front-positioned gears and method of operating the same | |
| CN105782362A (en) | Automatic transmission with two-gear dual clutches concentrically arranged on output shaft | |
| CN103148175A (en) | Dual-clutch automatic transmission of automobile | |
| US8967008B2 (en) | Layshaft automatic transmission | |
| CN110733332B (en) | Hybrid power system based on AMT and control method | |
| CN109027144A (en) | One kind 9 keeps off dual-clutch transmission | |
| CN106931089A (en) | A kind of pair of speed transmission of clutch two | |
| CN116398591A (en) | Dual clutch transmission | |
| US9097312B2 (en) | Multi-clutch transmission for a motor vehicle | |
| CN208982612U (en) | One kind 9 keeps off dual-clutch transmission | |
| CN116379110A (en) | Dual clutch transmission | |
| US20170167545A1 (en) | Clutch system for a vehicle powertrain | |
| CN204114024U (en) | Many gears double-clutch speed changer 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 | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20230707 |