CN201502668U - Double-clutch variable-speed device - Google Patents
Double-clutch variable-speed device Download PDFInfo
- Publication number
- CN201502668U CN201502668U CN2009200750159U CN200920075015U CN201502668U CN 201502668 U CN201502668 U CN 201502668U CN 2009200750159 U CN2009200750159 U CN 2009200750159U CN 200920075015 U CN200920075015 U CN 200920075015U CN 201502668 U CN201502668 U CN 201502668U
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- Prior art keywords
- gear
- retaining
- gears
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- driven
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H2003/0931—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 each countershaft having an output gear meshing with a single common gear on the output shaft
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The utility model discloses a double-clutch variable-speed device which comprises two input shafts, two middle shafts and a reversing shaft, wherein the two input shafts are divided into an inner input shaft and an outer input shaft which are coaxially arranged, driving gears of each gear are arranged on the two input shafts, driven gears of each gear, which are engaged with the driving gears, are arranged on the two middle shafts, a first-gear driving gear and a second-gear driving gear are positioned at both sides of all the driving gears of other gears, both ends of the two middle shafts are provided with bearings, and the bearing at the front end of a first middle shaft is positioned between a main speed-reduction driving gear and a second-gear driven gear. The low-gear first-gear gears and the low-gear second-gear gears are respectively arranged at both ends of a shafting, the supporting rigidity is better, and the influence of the maximum load and the alternating torque can be borne. The damage rate caused by the deformation of the shafting to the gears can be reduced, and the service life of the low-gear gears under high load is enhanced. The bearings on the middle shafts are supported between two gears, so the axial length of the variable-speed device is reduced.
Description
Technical field
The utility model relates to dual-clutch transmission, is specifically related to the structural configuration of a kind of dual-clutch transmission middle gear and axle.
Background technique
Use at present the general car of traditional speed changer, under the road conditions more than 80%, can only utilize 40% of power potential, and can only utilize 25% of power potential in that the road conditions in urban district is next.Analysis expert shows: AT (traditional hydraulic machine automatic transmission) can carry out functions such as complicated acceleration, deceleration, gearshift automatically, have speed change level and smooth, drive advantages such as light, but its aspect oil consumption than the high 5%-15% of manual transmission; CVT (stepless speed variator) though have soft, the comfortable characteristics of speed ratio, the excessive not fuel-economizing of energy loss in the speed changer, bearing torque also has narrow limitation, the manufacture cost height; AMT (manual-automatic integral speed changer) is more energy-conservation than AT and MT (manual transmission), is the single clutch structure but its adopts, has impassable technology and hinders---the power interruption phenomenon, generally be applied on the large-scale passenger car and commercial car on.
The employing of DCT (dual-clutch transmission) not only can guarantee to improve most effectively toxic emission, improves transmission efficiency, reduces energy consumption, and only energy-conservation just high by 15% than 5 fast AT, if be complementary with mixed power, energy-saving effect can be more obvious.
DCT all has outstanding advantage on transmission efficiency and manufacture cost.DCT is made up of following major component: its body portion is made up of shift gear, main driven shaft, bearing, synchronizer, shift fork, housing etc., and the axle sleeve axle construction technology content that is adopted is very high; The information that electronic control unit is sent to according to each ECU on each sensor and the CAN bus, judge the gearshift demand, and calculate and select best gearshift opportunity according to setting program, send shifting commands, allow the gearshift performance element finish the gearshift action, its control program than traditional automatic transmission complexity many, whole process all automatically performs and finishes; The gearshift performance element is converted into the hydraulic machinery action to the instruction of TCU, promotes the clutch of double clutch and the slippage of selector fork and finally realizes self shifter and speed change.
Chinese invention patent application 200410070324.9 discloses a kind of double clutch gearbox, it has two coaxial input shafts, two output shafts that are arranged in parallel and a reverse gear shaft, be fixed with a retaining, three retaining driving gears in its input shaft on the axle, be fixed with two retainings, four retaining driving gears on its input shaft outer shaft, be furnished with a retaining, two retainings, three retainings and four retaining driven gears on first output shaft, be furnished with five retainings, six retaining and the driven gears that reverse gear on second output shaft.Wherein a retaining driving gear and a retaining driven gear, the driven gear that reverses gear mesh simultaneously; Two retaining driving gears are meshed with two retaining driven gears; Three retaining driving gears and three retaining driven gears, five retaining driven gears mesh simultaneously; Four retaining driving gears keep off driven gears with four retaining driven gears, six and mesh simultaneously, like this, on the input shaft only four driving gears just can realize that six forward gears and one reverses gear, can reduce the quantity of gear, the length of gearbox is shortened dramatically.But, in this double clutch gearbox, four driving gears are according to three retaining driving gears, one retaining driving gear, the order of two retaining driving gears and four retaining driving gears is arranged successively, that is to say, the driving gear of its high gear is arranged in the two ends of input shaft, and the driving gear of low gear is arranged in the centre of input shaft, the defective that this structure exists is: a retaining (reversing gear) that will bear maximum load, two retaining driving gears are arranged in the neutral position of input shaft, the rigidity of system is relatively poor, axle system distortion causes the damage of low gear gear easily, reduces the working life of low gear gear under high capacity.
The model utility content
It is good that the technical problems to be solved in the utility model provides a kind of system rigidity, the dual-clutch transmission that axial length is little.
In order to solve the problems of the technologies described above, the utility model adopts following technological scheme: a kind of dual-clutch transmission, comprise two input shafts, two jack shafts and a reverse gear shaft, two input shafts are divided into the interior input shaft and the outer input shaft of coaxial arrangement, two input shafts are provided with each gear driving gear, two jack shafts are provided with each the gear driven gear that is meshed with described driving gear, a described retaining driving gear and two retaining driving gears are positioned at the both sides of all other gear driving gears, the two ends of two jack shafts are equipped with bearing, and wherein the bearing of the first jack shaft front end is between main deceleration driving gear and two retaining driven gears.
Preferably, input shaft is provided with a described retaining driving gear and three retaining driving gears in described, described outer input shaft is provided with described two retaining driving gears and four retaining driving gears, described first jack shaft is provided with a retaining, two retainings, three retainings and four retaining driven gears, described second jack shaft is provided with five retainings, six retaining driven gears, described reverse gear shaft is provided with the driven gear that reverses gear, a described retaining driving gear and a retaining driven gear, the driven gear that reverses gear meshes simultaneously, described two retaining driving gears are meshed with two retaining driven gears, described three retaining driving gears and three retaining driven gears, five retaining driven gears mesh simultaneously, described four retaining driving gears and four retaining driven gears, six retaining driven gears mesh simultaneously.
Further, described each gear driving gear is fixedly mounted on the input shaft, and described each gear driven gear is installed in rotation on the jack shaft and can be synchronous by synchronizer and jack shaft.
Further, also be provided with the driving gear that reverses gear on the described reverse gear shaft, be rotatably mounted with second driven gear that reverses gear on described second jack shaft, second driven gear that reverses gear is meshed with the driving gear that reverses gear, and second reverses gear is provided with synchronizer between the driven gear and second jack shaft.
Further, the described driving gear that reverses gear axially is being in concordant position with two retaining driving gears.
Further, main deceleration driving gear on described two jack shafts and the main deceleration driven gear on the differential mechanism mesh simultaneously.
Further, on first jack shaft, described main deceleration driving gear, two retaining driven gears, four retaining driven gears, three retaining driven gears and a retaining driven gear are arranged in order from front to back.
Further, on second jack shaft, main deceleration driving gear, second reverses gear, and driven gear, six keeps off driven gears and five retaining driven gears are arranged in order from front to back, and reversing gear at main deceleration driving gear and second is provided with bearing between the driven gear.
The beneficial effects of the utility model are: the two ends that a retaining of bottom gear, second gear are arranged in axle system, the benefit of this layout are that axle is that the rigidity of support at two ends is better, can bear the maximum load and the influence of alternate torque.The shared retaining driving gear of a driven gear and a retaining driven gear that reverses gear equally drives heavy load and alternate torque are born in opposing when reversing gear influence.This structure can reduce the damage ratio that the distortion of axle system causes gear, improves the working life of low gear gear under high capacity.Bearings location arrangements on the jack shaft is in the inboard of main deceleration driving gear, can shorten the length of jack shaft in the speed changer, and the axial length of speed changer is reduced, thereby satisfies the car load arrangement requirement easilier.
Another advantage of the present utility model be adopted many to shared gear, wherein one the retaining driven gear with reverse gear driven gear shared one the retaining driving gear; The shared three retaining driving gears of three retaining driven gears and five retaining driven gears; The shared four retaining driving gears of four retaining driven gears and six retaining driven gears; Two shared main deceleration driven gears of main deceleration driving gear, such structure has been saved axial space greatly, for the horizontal speed changer of compact type, improve the flexibility of engine compartment layout, reduced part simultaneously, greatly reduced the cost of speed changer.The shortening of speed changer axial length has also improved the rigidity of axle system, and the minimizing axle ties up to the distortion under the big load, improves the transmission accuracy of gear.
Description of drawings
Below in conjunction with the drawings and specific embodiments the utility model is described in further detail.
Fig. 1 is the structural representation of the utility model dual-clutch transmission.
Fig. 2 shows a retaining driving gear, a retaining driven gear, the driven gear that reverses gear, the driving gear that reverses gear, main deceleration driving gear and main deceleration driven gear, and the correlation of each.
Fig. 3 is the sectional structure chart of a kind of dual-clutch transmission of the utility model.
Among the figure:
1, outer clutch 2, internal clutch 3, clutch driving shaft 4, interior input shaft
5, outer input shaft 6, a retaining driving gear 7, a retaining driven gear 8, two retaining driving gears
9, two retaining driven gears 10, three retaining driving gears 11, three retaining driven gears 12, four retaining driving gears
13, four retaining driven gears 14, five retaining driven gears 15, six keep off driven gears 16, driven gear reverses gear
17, reverse gear driving gear 18, second reverse gear driven gear 19, main deceleration driving gear
20, main deceleration driving gear 21, main deceleration driven gear 22, differential mechanism 23-26, synchronizer
27, first jack shaft 28, second jack shaft 29, reverse gear shaft 33, bearing
35, bearing G1-G6, one the retaining---six the retaining RG, reverse gear
Embodiment
As Fig. 1, shown in Figure 3, a kind of dual-clutch transmission of the utility model, the input shaft 4,5 of its two coaxial arrangement is connected with two clutches 1,2 respectively, the output shaft of motor is connected with clutch driving shaft 3, input shaft 4 or outer input shaft 5 in the moment of torsion of motor can optionally be delivered to by two clutches 1,2.Wherein, be installed with the rear end (away from an end of motor) that a retaining driving gear 6 and three retaining driving gears, 10, one retaining driving gears 6 are positioned at input shaft 4 on the interior input shaft 4; Be installed with two retaining driving gears 8 and four retaining driving gears 12 on the outer input shaft 5, two retaining driving gears 8 are positioned at the front end (near an end of motor) of outer input shaft 5, like this, from whole input shaft 4,5, two retaining driving gears 8 and a retaining driving gear 6 are positioned at forward and backward both sides, and three gear driving gears 10 and four retaining driving gears 12 are between them.
Two jack shafts 27,28 and reverse gear shaft 29 all parallel with input shaft 4,5, and wherein first jack shaft 27 is provided with one to four retaining driven gear, they respectively with input shaft on the driving gear of corresponding gear be meshed, constituted different gears.Therefore two retaining driven gears 9, four retaining driven gears 13, three retaining driven gears 11 and a retaining driven gear 7 are arranged in order from front to back on first jack shaft 27.These four driven gears all by bearings on first jack shaft 27, therefore can rotate with respect to first jack shaft 27.Between two retaining driven gears 9 and four retaining driven gears 13, be provided with synchronizer 24, between three retaining driven gears 11 and a retaining driven gear 7, be provided with synchronizer 23, by synchronizer 23,24, each driven gear can optionally rotate with first jack shaft 27 synchronously.First jack shaft 27 also fixedly mount a main deceleration driving gear 19 foremost, to export the moment of torsion of first jack shaft 27.The two ends of first jack shaft 27 are equipped with bearing, and wherein the bearing 33 of front end is between main deceleration driving gear 19 and two retaining driven gears 9.
Be installed with the driven gear 16 that reverses gear on the reverse gear shaft 29, reverse gear driven gear 16 also with one the retaining driving gear 6 be meshed, see shown in Figure 2, promptly reverse gear and one the retaining a shared driving gear 6.At the front end of reverse gear shaft 29, in axially concordant fixed-site the driving gear 17 that reverses gear is installed with two retaining driving gears 8.
Because bearing 33,35 Support Positions on two jack shafts 27,28 all are arranged in the inboard (rather than shaft end) of main deceleration driving gear, can shorten the length of jack shaft in the speed changer like this, the axial length of speed changer is reduced, thereby satisfy the car load arrangement requirement easilier.
The moment of torsion of two jack shafts 27,28 all outputs to differential mechanism 22, connect a main deceleration driven gear 21 on the differential mechanism 22, two main deceleration driving gears 19,20 on main deceleration driven gear 21 and two jack shafts 27,28 mesh simultaneously, as shown in Figure 2, like this, main deceleration driving gear 19,20 and main deceleration driven gear 21 just constitute a main gear down device, and this main gear down device couples together two jack shafts 27,28 and differential mechanism 22.
Synchronizer is in company with the jack shaft rotation and utilize free-sliding spline to move axially on axle.When shifting gears, by the shift fork in the gearshift actuator synchronizer is dialled vertically to the gear driven gear, tooth cover in the synchronizer carries out combination with the tooth that combines on the gear driven gear, make gear driven gear and jack shaft be combined as a whole, because driving gear and gear driven gear fixing on the input shaft are in normal engagement, and driving gear driven gear, thereby input shaft will drive jack shaft according to this speed ratio to the active/driven shift gear of engagement, finish the driving between the disalignment, the process of transmission power.Owing to adopted double clutch, dual input shaft structure in the dual-clutch transmission, have two power transfer path, therefore when carrying out the gear switching, a pair of gear on next gear (being positioned on another root input shaft) can be meshed in advance by synchronizer, carry out the clutch exchange then, finish gearshift, can avoid the power interruption phenomenon in the shift process like this.
In the utility model, double clutch is coaxial wet-type dual-clutch, and internal clutch 2 is even number gear clutches, combines with the outer input shaft 5 of speed changer by spline, outer clutch 1 is an odd number gear clutch, combines with the interior input shaft 4 of speed changer by spline.When gear switches, the target gear can be under the state of current shift combination, carry out combination in advance, in conjunction with principle be that the odd number gear replaces with the even number gear and combines, two odd number gears or two even number gear combinations simultaneously, be current shift when being the odd number gear, the target gear of pre-combination can only be the even number gear, can not be odd number gear (control of this function is controlled by the TCU of speed changer).Early stage in shift process, under the situation of current shift and target gear combination simultaneously, one on the odd number clutch of double clutch and even number clutch are the states of combination, another is the state that separates, continuation along with shift process, the clutch that separates carries out combination, the clutch of combination simultaneously separates, in conjunction with separating process in, between the active friction plate of clutch inside and the driven friction owing to the decline of combination force, the sliding phenomenon of rubbing can appear, like this, though the combination simultaneously of current shift and target gear can be because of the different phenomenon that interference occurs of rotating speed between the axle system in shift process yet.
Claims (8)
1. dual-clutch transmission, comprise two input shafts (4,5), two jack shafts (27,28) and a reverse gear shaft (29), two input shafts are divided into the interior input shaft (4) and the outer input shaft (5) of coaxial arrangement, two input shafts are provided with each gear driving gear (6,8,10,12), two each gear driven gears (7,9 that jack shaft is provided with main deceleration driving gear (19,20) and is meshed with described driving gear, 11,13,14,15), it is characterized in that: a described retaining driving gear (6) and two retaining driving gears (8) are positioned at all other gear driving gears (10,12) both sides, the two ends of two jack shafts are equipped with bearing, and wherein the bearing (33) of first jack shaft (27) front end is positioned between main deceleration driving gear (19) and the two retaining driven gears (9).
2. dual-clutch transmission according to claim 1, it is characterized in that: input shaft (4) is provided with a described retaining driving gear (6) and three retaining driving gears (10) in described, described outer input shaft (5) is provided with described two retaining driving gears (8) and four retaining driving gears (12), described first jack shaft (27) is provided with a retaining, two retainings, three retainings and four retaining driven gears (7,9,11,13), described second jack shaft (28) is provided with five retainings, six retaining driven gears (14,15), described reverse gear shaft (29) is provided with the driven gear that reverses gear (16), a described retaining driving gear (6) and a retaining driven gear (7), the driven gear (16) that reverses gear meshes simultaneously, described two retaining driving gears (8) are meshed with two retaining driven gears (9), described three retaining driving gears (10) and three retaining driven gears (11), five retaining driven gears (14) mesh simultaneously, described four retaining driving gears (12) and four retaining driven gears (13), six retaining driven gears (15) mesh simultaneously.
3. dual-clutch transmission according to claim 2 is characterized in that: described each gear driving gear (6,8,10,12) be fixedly mounted on the input shaft (4,5), described each gear driven gear (7,9,11,13,14,15) be installed in rotation on jack shaft (27,28) go up and can pass through synchronizer (23,24,25,26) synchronous with jack shaft.
4. dual-clutch transmission according to claim 2, it is characterized in that: also be provided with the driving gear that reverses gear (17) on the described reverse gear shaft (29), be rotatably mounted with second driven gear (18) that reverses gear on described second jack shaft (28), second driven gear (18) that reverses gear is meshed with the driving gear that reverses gear (17), and second reverses gear is provided with synchronizer (26) between the driven gear (18) and second jack shaft.
5. dual-clutch transmission according to claim 4 is characterized in that: the described driving gear that reverses gear (17) axially is being in concordant position with two retaining driving gears (8).
6. dual-clutch transmission according to claim 2 is characterized in that: the main deceleration driven gear (21) on main deceleration driving gear (19,20) on described two jack shafts (27,28) and the differential mechanism (22) meshes simultaneously.
7. dual-clutch transmission according to claim 2, it is characterized in that: on first jack shaft (27), described main deceleration driving gear (19), two retaining driven gears (9), four retaining driven gears (13), three retaining driven gears (11) and a retaining driven gear (7) are arranged in order from front to back.
8. dual-clutch transmission according to claim 2, it is characterized in that: on second jack shaft (28), described main deceleration driving gear (20), second reverses gear, and driven gear (18), six keeps off driven gears (15) and five retaining driven gears (14) are arranged in order from front to back, and reversing gear at main deceleration driving gear (20) and second is provided with bearing (35) between the driven gear (18).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009200750159U CN201502668U (en) | 2009-07-21 | 2009-07-21 | Double-clutch variable-speed device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009200750159U CN201502668U (en) | 2009-07-21 | 2009-07-21 | Double-clutch variable-speed device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201502668U true CN201502668U (en) | 2010-06-09 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2009200750159U Expired - Lifetime CN201502668U (en) | 2009-07-21 | 2009-07-21 | Double-clutch variable-speed device |
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| CN (1) | CN201502668U (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102278427A (en) * | 2010-06-13 | 2011-12-14 | 上海汽车集团股份有限公司 | Dual-clutch transmission gearbox |
| CN102562844A (en) * | 2010-11-02 | 2012-07-11 | 爱信精机株式会社 | Dual clutch transmission |
| WO2017186427A1 (en) * | 2016-04-28 | 2017-11-02 | Zf Friedrichshafen Ag | Dual clutch transmission of countershaft design |
| CN108779835A (en) * | 2016-04-28 | 2018-11-09 | Zf 腓德烈斯哈芬股份公司 | The double-clutch speed changer of countershaft structure type |
| CN111717018A (en) * | 2019-03-19 | 2020-09-29 | 上海汽车集团股份有限公司 | Transmission, indulge and put power assembly and vehicle |
-
2009
- 2009-07-21 CN CN2009200750159U patent/CN201502668U/en not_active Expired - Lifetime
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102278427A (en) * | 2010-06-13 | 2011-12-14 | 上海汽车集团股份有限公司 | Dual-clutch transmission gearbox |
| CN102562844A (en) * | 2010-11-02 | 2012-07-11 | 爱信精机株式会社 | Dual clutch transmission |
| CN102562844B (en) * | 2010-11-02 | 2015-12-09 | 爱信精机株式会社 | Dual-clutch transmission |
| WO2017186427A1 (en) * | 2016-04-28 | 2017-11-02 | Zf Friedrichshafen Ag | Dual clutch transmission of countershaft design |
| CN108779834A (en) * | 2016-04-28 | 2018-11-09 | Zf 腓德烈斯哈芬股份公司 | The double-clutch speed changer of countershaft form |
| CN108779835A (en) * | 2016-04-28 | 2018-11-09 | Zf 腓德烈斯哈芬股份公司 | The double-clutch speed changer of countershaft structure type |
| CN108779835B (en) * | 2016-04-28 | 2021-05-14 | Zf 腓德烈斯哈芬股份公司 | Dual clutch transmission with countershaft design |
| CN108779834B (en) * | 2016-04-28 | 2021-09-07 | Zf 腓德烈斯哈芬股份公司 | Dual clutch transmission in the form of a countershaft |
| CN111717018A (en) * | 2019-03-19 | 2020-09-29 | 上海汽车集团股份有限公司 | Transmission, indulge and put power assembly and vehicle |
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Legal Events
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| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
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| CX01 | Expiry of patent term |
Granted publication date: 20100609 |