CN201982587U - Automobile dual-clutch transmission - Google Patents
Automobile dual-clutch transmission Download PDFInfo
- Publication number
- CN201982587U CN201982587U CN201120090654XU CN201120090654U CN201982587U CN 201982587 U CN201982587 U CN 201982587U CN 201120090654X U CN201120090654X U CN 201120090654XU CN 201120090654 U CN201120090654 U CN 201120090654U CN 201982587 U CN201982587 U CN 201982587U
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- CN
- China
- Prior art keywords
- gear
- retaining
- shaft
- input shaft
- clutch
- 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.)
- Expired - Fee Related
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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
- F16H2003/0933—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with coaxial countershafts
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- Structure Of Transmissions (AREA)
Abstract
The utility model relates to the technical field of automobile transmissions, particularly to an automobile dual-clutch transmission with front engine rear drive and vertical power assembly. The transmission comprises a first input shaft (4), a second input shaft (4), an intermediate shaft (6), an output shaft (7) and a reversing shaft (8) which are arranged in parallel, wherein shifting gears and synchronizers are combined on the shafts respectively; a first clutch (2) and a second clutch (3) which are capable of mutually transmitting power are mounted on the first input shaft (4) and the second input shaft (5) respectively; the first input shaft (4) and the output shaft (7) are coaxially arranged; and the intermediate shaft (6) is coaxially sleeved on the second input shaft (5). By adopting the technical scheme, the whole occupied space is reduced, and the structure becomes simpler and more compact.
Description
Technical field
The utility model relates to the automotive transmission technical field, relates in particular to a kind of preposition rear-guard, the vertical automobile double clutch type speed changer of putting of power assembly.
Background technique
Fast development along with automotive engineering, the vehicular automatic transmission device that various ways occurred, mainly contain: hydraulic mechanical type automatic transmission (AT), mechanical continuously-variable transmission (CVT) and electric control mechanical type automatic speed variator (AMT), because characteristics such as the desired high fuel economy of automobile industry development, low emission, to the requirement of speed changer also in further raising.
Two clutches of the recent double-clutch automatic transmission that occurs are delivery engine power optionally.General double-clutch speed changer has at least six stage gear ratios, and the used a plurality of gears of six stage gear ratios make the size of power train bigger, and the topology layout of speed changer takes up space greatly.
China's utility model patent (CN201561098U) discloses a kind of double-clutch transmission mechanism, it comprise layout parallel to each other and can be around a motor input shaft of self rotational, first countershaft, second countershaft, jack shaft, the axis of motor input shaft and jack shaft is positioned at the centre of two layshaft axis, mechanism has adopted a shift gear directly to link to each other with differential mechanism as carrier gear, the employing of this structure, effectively reduced the number of gears, make whole drive mechanism simpler, level of integration is higher, reduced cost, and adopt two clutch speed-changing mechanisms to adopt lower transmission progression at gear commonly used, effectively energy saving is raised the efficiency.But this technological scheme because the collocation of each and each shift gear is reasonable inadequately, makes whole speed changer structure size still bigger.
The model utility content
Be to solve the deficiencies in the prior art, the utility model provide structural design more rational, can further dwindle the automobile double clutch type speed changer of gearbox size, it has saved material in effective saving space, reduced cost.
For achieving the above object, automobile double clutch type speed changer of the present utility model, comprise first input shaft, second input shaft, jack shaft, output shaft and the reverse gear shaft that be arranged in parallel, described each shift gear and synchronizer are equipped with on each, on first input shaft and second input shaft, be separately installed with the first clutch and the second clutch of transferring power mutually, first input shaft and output shaft coaxial line are provided with, being sleeved on second input shaft of described jack shaft coaxial line.
As the qualification to aforesaid way, first clutch is provided with driving gear, and this driving gear and the engagement driving that is arranged on the driven gear on the second clutch realize the transmission of power between first clutch and the second clutch.
Further qualification as to aforesaid way is provided with carrier gear on first input shaft; Jack shaft is provided with the gap bridge driven gear with the engagement of carrier gear item; Second input shaft is provided with odd number shift gear and reverse gear; Reverse gear shaft is provided with the driving gear that reverses gear that is meshed with reverse gear; Be fixed with the driven gear and the gear synchronizer that link to each other with each gear driving gear engagement on the output shaft.
Specifically, above-mentioned carrier gear is four retaining driving gears.
As further qualification to aforesaid way, on the described jack shaft, from left to right be fixed with successively four the retaining driven gears, six grades of driving gears, second gear driving gear; Second input shaft is fixed with five grades of driving gears successively on the jack shaft right side, three retaining driving gears, a retaining driving gear and a reverse gear; Be fixed with four, six retaining synchronizers on the output shaft from left to right successively, six retaining driven gears, two retaining driven gears, two retaining synchronizers, five retaining driven gears, three, five retaining synchronizers, three retaining driven gears, one retaining driven gear, one, the synchronizer that reverses gear, the reverse gear driven gear.
Adopt technique scheme, because first input shaft and output shaft coaxial line are provided with, being sleeved on second input shaft of described jack shaft coaxial line, and second input shaft is set in parallel between reverse gear shaft and the output shaft, the integral body of whole speed changer only is made up of three layers of axle that is parallel to each other, and its overall dimensions reduces greatly; Adopt the carrier gear of one of them shift gear as the input of first input shaft, further reduce the number of gear, dwindle whole institute and take up space, its structure is more simple, compact.
Description of drawings
Below in conjunction with the drawings and the specific embodiments the utility model is done further to describe in detail:
Fig. 1 is an integral layout structure diagram of the present utility model;
Fig. 2 is that the position of the utility model between each concerns schematic representation.
Among the figure:
1, four, six retaining synchronizers; 2, first clutch; 3, second clutch; 4, first input shaft;
5, second input shaft; 6, jack shaft; 7, output shaft; 8, reverse gear shaft; 9, a retaining driven gear;
10, two retaining driven gears; 11, three retaining driven gears; 12, four retaining driving gears;
13, five retaining driven gears; 14, six retaining driven gears; 15, the driven gear that reverses gear;
16, the driving gear that reverses gear; 17, reverse gear; 18, a retaining driving gear;
19, two retaining driving gears; 20, three retaining driving gears; 21, four retaining driven gears;
22, five retaining driving gears; 23, six retaining driving gears; 24, driving gear; 25, driven gear;
26, one, synchronizer reverses gear; 27, two retaining synchronizers; 28, three, five retaining synchronizers.
Embodiment
By Fig. 1, as can be known shown in Figure 2, automobile double clutch type speed changer of the present utility model, comprise first input shaft 4, second input shaft 3, jack shaft 6, output shaft 7 and the reverse gear shaft 8 that be arranged in parallel, on first input shaft 4 and second input shaft 5, be separately installed with the first clutch 2 and the second clutch 3 of transferring power mutually, first input shaft 4 and output shaft 7 coaxial line settings, being sleeved on second input shaft 5 of jack shaft 6 coaxial lines.First clutch 2 left ends are provided with driving gear 24, this driving gear 24 by and the engagement driving that is arranged on the driven gear 25 of second clutch 3 left ends realize transmission of power between first clutch 2 and the second clutch 3.
On first input shaft 4, be provided with four retaining driving gears 12.On the jack shaft 6, be fixed with four retaining driven gears 21, six grades of driving gears 23, second gear driving gear 19 successively from left to right; Second input shaft 5 is fixed with five grades of driving gears, 22, three retaining driving gears, 20, one retaining driving gear 18 and reverse gears 17 successively on jack shaft 6 right sides; Be fixed with four, six retaining synchronizers 1 on the output shaft 7 from left to right successively, six retaining driven gears 14, two retaining driven gears 10, two retaining synchronizers, 27, five retaining driven gears 13, three, five retaining synchronizers 28, three retaining driven gears 11, one retaining driven gear 9,, the synchronizer 26 that reverses gear, reverse gear driven gear 15.
In use, be example with six retaining transmissions, the transmission of power of each retaining is as follows:
One retaining power transmission line: engine power is transferred to the first clutch 2 outer hubs of speed changer, pass to driven gear 25 by driving gear 24 again, promptly be delivered to second clutch 3 outer hubs, second clutch 3 combinations, power retaining driving gear 18 on second input shaft 5 passes to a retaining driven gear 9, one retaining driven gear 9 by one, the synchronizer 26 that reverses gear gives output shaft 7 transmission of power, power passes on the semiaxis the most at last.
Two retaining power transmission lines, engine power is transferred to the first clutch 2 outer hubs of speed changer, first clutch 2 combinations, power four retaining driving gears 12 on first input shaft 4 pass to four retaining driven gears 21, pass to two retaining driven gears 10 through two retaining driving gears 19 again, two retaining driven gears 10 are given output shaft 7 transmission of power by two retaining synchronizers 27, and power passes on the semiaxis the most at last.
Three retaining power transmission lines, engine power is transferred to the first clutch 2 outer hubs of speed changer, pass to driven gear 25 by driving gear 24 again, promptly be delivered to the outer hub of second clutch, second clutch 3 combinations, power three retaining driving gears 20 on second input shaft 5 pass to three retaining driven gears, 11, three retaining driven gears 11 and give output shaft 7 transmission of power by three, five retaining synchronizers 28, and power passes on the semiaxis the most at last.
Four retaining power transmission lines, engine power is transferred to the first clutch 2 outer hubs of speed changer, first clutch 2 combinations, transmission of power is to four retaining driving gears 12 of first input shaft 4, four retaining driving gears 12 are given output shaft 7 transmission of power by four, six retaining synchronizers 1, and power passes on the semiaxis the most at last.
Five retaining power transmission lines, engine power is transferred to the first clutch 2 outer hubs of speed changer, pass to driven gear 25 by driving gear 24 again, promptly be delivered to second clutch 3 outer hubs, second clutch 3 combinations, power five retaining driving gears 22 on second input shaft 5 pass to five retaining driven gears, 13, five retaining driven gears 13 and give output shaft 7 transmission of power by three, five retaining synchronizers 28, and power passes on the semiaxis the most at last.
Six retaining power transmission lines, engine power is transferred to the first clutch 2 outer hubs of speed changer, first clutch 2 combinations, power four retaining driving gears 12 on first input shaft 4 pass to four retaining driven gears 21, pass to six retaining driving gears 23 again, six retaining driving gears, 23 transferring power are given output shaft 7 transmission of power to six retaining driven gears, 14, six retaining driven gears 14 by four, six retaining synchronizers 1, and power passes on the semiaxis the most at last.
Power transmission line reverses gear, engine power is transferred to the first clutch 2 outer hubs of speed changer, pass to driven gear 25 by driving gear 24 again, promptly be delivered to second clutch 3 outer hubs, second clutch 3 combinations, power reverse gear 17 on second input shaft 5 passes to reverse driving gear 16, and reverse driving gear 16 is delivered to the driven gear 15 that reverses gear, again by one, the synchronizer 26 that reverses gear gives output shaft 7 transmission of power, power passes on the semiaxis the most at last.
Claims (5)
1. automobile double clutch type speed changer, comprise first input shaft (4) that be arranged in parallel, second input shaft (5), jack shaft (6), output shaft (7) and reverse gear shaft (8), described each shift gear and synchronizer are equipped with on each, on first input shaft (4) and second input shaft (5), be separately installed with first clutch of transferring power (2) and second clutch (3) mutually, it is characterized in that: first input shaft (4) and output shaft (7) coaxial line setting, being sleeved on second input shaft (5) of described jack shaft (6) coaxial line.
2. automobile double clutch type speed changer according to claim 1, it is characterized in that: first clutch (2) is provided with driving gear (24), this driving gear (24) by and the engagement driving that is arranged on the driven gear (25) on the second clutch (3) realize transmission of power between first clutch (2) and the second clutch (3).
3. automobile double clutch type speed changer according to claim 1 and 2 is characterized in that: be provided with carrier gear on first input shaft (4); Jack shaft (6) is provided with the gap bridge driven gear with the engagement of carrier gear item; Second input shaft (5) is provided with odd number shift gear and reverse gear (17); Reverse gear shaft (8) is provided with the driving gear that reverses gear (16) that is meshed with reverse gear (17); Be fixed with the driven gear and the gear synchronizer that link to each other with each gear driving gear engagement on the output shaft (7).
4. automobile double clutch type speed changer according to claim 3 is characterized in that: described carrier gear is four retaining driving gears (12).
5. automobile double clutch type speed changer according to claim 4 is characterized in that: four retaining driven gears (21), six grades of driving gears (23), second gear driving gear (19) are gone up, are fixed with successively from left to right to described jack shaft (6); Second input shaft (5) is fixed with five grades of driving gears (22) successively on jack shaft (6) right side, three retaining driving gears (20), a retaining driving gear (18) and a reverse gear (17); Be fixed with four, six retaining synchronizers (1) on the output shaft (7) from left to right successively, six retaining driven gears (14), two retaining driven gears (10), two retaining synchronizers (27), five retaining driven gears (13), three, five retaining synchronizers (28), three retaining driven gears (11), one retaining driven gear (9), one, the synchronizer that reverses gear (26), reverse gear driven gear (15).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201120090654XU CN201982587U (en) | 2011-03-31 | 2011-03-31 | Automobile dual-clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201120090654XU CN201982587U (en) | 2011-03-31 | 2011-03-31 | Automobile dual-clutch transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201982587U true CN201982587U (en) | 2011-09-21 |
Family
ID=44610049
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201120090654XU Expired - Fee Related CN201982587U (en) | 2011-03-31 | 2011-03-31 | Automobile dual-clutch transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201982587U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110091666A (en) * | 2018-01-29 | 2019-08-06 | 舍弗勒技术股份两合公司 | Electric axle for a motor vehicle |
-
2011
- 2011-03-31 CN CN201120090654XU patent/CN201982587U/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110091666A (en) * | 2018-01-29 | 2019-08-06 | 舍弗勒技术股份两合公司 | Electric axle for a motor vehicle |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20110921 Termination date: 20170331 |