GB2544061A - Dual clutch transmission - Google Patents

Dual clutch transmission Download PDF

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Publication number
GB2544061A
GB2544061A GB1519441.8A GB201519441A GB2544061A GB 2544061 A GB2544061 A GB 2544061A GB 201519441 A GB201519441 A GB 201519441A GB 2544061 A GB2544061 A GB 2544061A
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GB
United Kingdom
Prior art keywords
gear
drive
transmission
gears
transmission according
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.)
Withdrawn
Application number
GB1519441.8A
Other versions
GB201519441D0 (en
Inventor
Guern Pierre
Attwood Marshall Howard
William Mark Robinson Robert
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ricardo UK Ltd
Original Assignee
Ricardo UK Ltd
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Filing date
Publication date
Application filed by Ricardo UK Ltd filed Critical Ricardo UK Ltd
Priority to GB1519441.8A priority Critical patent/GB2544061A/en
Publication of GB201519441D0 publication Critical patent/GB201519441D0/en
Publication of GB2544061A publication Critical patent/GB2544061A/en
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/266—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators with two coaxial motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
    • F16H2003/008—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 comprising means for selectively driving countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
    • F16H2003/0818—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 comprising means for power-shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
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    • 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
    • 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
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    • F16H2200/0013—Transmissions for multiple ratios specially adapted for rear-wheel-driven vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

A dual clutch transmission comprises first and second clutches 201, 202 having concentric output shafts 203, 204 which drive via, for example, bevel gears 205, 206, 207, 208 primary input shafts 220, 230 having axes of rotation perpendicular to axes of rotation of the clutch output shafts 203, 204. Primary input shaft 220 is associated with odd gears and comprises fixed gears 223-226 meshed with gears 263, 264, 273, 274 selectably mounted, via synchromesh clutches 265, 275, on layshafts 260, 270. Primary input shaft 230 is associated with even/reverse gears and comprises fixed gears 233, 234 meshed with gears 243, 244, 253, 254 selectably mounted, via synchromesh clutches 245, 255, on layshafts 240, 250. Layshafts 240, 250, 260, 270, have output pinions 246, 256, 266, 276 which mesh with output pinions 294, 295 that drive a differential 293. This configuration provides a dual clutch transmission with compact packaging since an overall length of the transmission with respect to the longitudinal input axis is reduced. Electric motors may be provided to create a hybrid power transmission.

Description

Dual Clutch Transmission
TECHNICAL FIELD
The present invention relates to a dual clutch transmission. In particular, the invention relates to a dual clutch transaxle assembly with compact packaging.
BACKGROUND
As is well known, transmissions are generally used in many applications to convert an input rotational speed and torque from a prime mover, such as an internal combustion engine, to a desired output torque and rotational speed. Transmissions can be equipped with a number of selectable gear ratios, which can be selected via engagement of synchromesh devices, to lock a selected gear wheel in synchronous rotation with a lay shaft to which it is mounted. Dual clutch transmissions have first and second clutches, generally, the first clutch is configured to selectively communicate drive from a drive input to odd gears in the transmission, i.e. gears 1, 3, 5 etc., while a second clutch is configured to selectively communicate a drive to even gears of the transmission. As is known in dual clutch transmissions, this enables, for example, an even gear to be pre-selected into engagement with the output of the transmission, while the first clutch is engaged and the second clutch is open. When the second clutch is closed to communicate drive from the input to the output shaft, the first clutch can be opened substantially simultaneously, so that there is negligible loss of drive to the output shaft during the transition from the odd gear to the even gear. It can be desirable to have an axis of rotation of an output of the transmission which is oriented in a different direction to the axis of rotation of the input to the transmission. A common arrangement in a vehicle is a transaxle assembly, which combines a transmission with an axle of a vehicle, for connection to a longitudinally mounted engine. In such an arrangement, it is necessary to convert the longitudinally-oriented drive from the engine to a transverse drive for the axle. In dual clutch transmissions, this is generally achieved by providing an engine, clutch and transmission which are all longitudinally-oriented, and then the conversion to a transverse drive for the axle is done via a right-angled gear arrangement at the output of the transmission. This can have drawbacks, since the right-angled gear arrangement, when arranged at the output of the transmission, is subject to high torque, and so must be of substantial proportions to resist the related forces. The present invention addresses problems in the prior art such as this.
STATEMENTS OF INVENTION A dual clutch transmission is disclosed, in which at least one primary input shaft, and/or at least one lay shaft of the transmission are arranged with their axis of rotation at a non-zero angle relative to an axis of rotation of a dual clutch module arranged at an input side of the transmission. Configurations are provided in which an overall length of the transmission with respect to the longitudinal input axis can be reduced relative to a longitudinally-arranged dual clutch transmission. Vertical and longitudinal positions of layshafts of the transmission can be selected according to desired length and height characteristics of the transmission, and according to desired relative arrangements of the gear sets of the transmission above, below, fore or aft of its output axis, according to in-vehicle packaging requirements and centre of gravity height preferences.
According to a first aspect of the invention a dual clutch transmission is provided, comprising: a drive input member; a first gear set and a second gear set; a first clutch, having a first axis of rotation, and configured to selectively connect the drive input member to the first gear set; and a second clutch, having a second axis of rotation, and configured to selectively connect the drive input member to the second gear set; wherein axes of rotation of the first and second gear sets are perpendicular to the axes of rotation of the first and second clutches.
Arranging the dual clutches to have axes of rotation which are non-parallel to the axes of rotation of the first and second gear sets can provide a number of advantages. Firstly, packaging of the transmission can be more efficient and so the transmission can be mounted in a vehicle where space constraints are tighter than for prior art dual clutch transmissions. Secondly, the mounting of the gear sets to have axes of rotation which are non-parallel to the clutches can allow a longitudinal drive from a longitudinally-mounted prime mover, such as an engine, to be converted to a transverse drive on the higher-speed, lower-torque output of the engine, which subjects the non-parallel drive arrangement to lower torques and so it can be made in smaller dimensions.
The first gear set may comprise a primary input shaft and at least one, or two or more layshafts. The second gear set may comprise a primary input shaft and at least one, or two, or more layshafts. The gears in the first gear set may all relate to odd gears of the transmission, such as gears 1, 3, 5, 7, etc., also known as first, third, fifth, seventh gears in a transmission. This can also be termed an odd bank of gears. The gears in the second gear set may all relate to even gears of the transmission, such as gears 2, 4, 6, 8, etc., also known as second, fourth, sixth, eighth gears in a transmission.
The first and second clutches may have a common axis of rotation.
The first and second gear sets may be arranged on opposing sides of an axis of rotation of the first and/or the second clutch.
An axis of rotation of gears of the first gear set may be arranged in a first direction; and an axis of rotation of gears of the second gear set may further be arranged in a second direction; and the first direction may be at a non-zero angle relative to the second direction.
One or more of the first and second directions may be substantially parallel to an output shaft of the transmission.
The first and second clutches may be arranged to drive the first and second gear sets, via respective first and second concentric shafts.
The first clutch may be drivingly connected to the first gear set via a first nonparallel drive arrangement.
The second clutch may be drivingly connected to the second gear set via a second non-parallel drive arrangement.
The first and/or second non-parallel drive arrangement may be a substantially perpendicular, or substantially right-angled drive arrangement.
The first and/or second non-parallel drive arrangement may be a bevel gear drive, or any variant thereof, such as a hypoid or spiral bevel gear, a hypoid, spiral or face gear.
The first and second clutches may be arranged to drive the respective first and second non-parallel gear arrangements, via the respective first and second concentric shafts.
The transmission may further comprise: a first driving gear attached to the first of the first and second concentric shafts; and a second driving gear attached to the second of the first and second concentric shafts; wherein the first driving gear is concentric with the second driving gear.
The first non-parallel gear arrangement may be longitudinally offset relative to the second perpendicular gear arrangement along an axis of rotation of the first and second concentric shafts, so as to avoid meshing of the first perpendicular gear drive arrangement with the second perpendicular gear drive arrangement.
The first non-parallel gear arrangement may be a non-parallel gear arrangement comprising gears having a greater diameter than a second non-parallel gear arrangement, such that teeth of gears of the second perpendicular gear arrangement can be located at a smaller radius than teeth of gears of the first perpendicular gear arrangement, to avoid meshing of the first perpendicular gear drive arrangement with the second perpendicular gear drive arrangement. The inverse arrangement may be provided, such that the second non-parallel gear arrangement comprises gears having a greater diameter than the first nonparallel gear arrangement. A primary input shaft of the first gear set may be is coaxial with a primary input shaft of the second gear set.
The first gear set may comprise odd gears of the transmission and the second gear set may comprise even gears of the transmission.
At least the first clutch and/or the second clutch may be disposed between the drive input member and the first and second gear sets.
At least one of the first and second gear sets may be disposed between the drive input member and at least the first and/or second clutch.
At least the first gear set may comprise a layshaft having an axis of rotation disposed between at least one of the first and second clutches and at least one of the perpendicular gear drive arrangements.
At least the first gear set may comprise a layshaft having an axis of rotation, at least one of the perpendicular gear arrangements being disposed between the layshaft and at least one of the first and second clutches.
The transmission may further comprise a first layshaft disposed between the first clutch and the first perpendicular drive arrangement, and a second layshaft, disposed on an opposite side of the first perpendicular drive arrangement from the first layshaft.
Gears of the first and second gear sets may be disposed on either transverse or lateral side of, and longitudinally fore and aft of, the first and second perpendicular drive arrangements.
Rotational axes of all layshafts in the gear sets may be all disposed within a distance, of less than 2 times the diameter of the largest gear wheel in the gear sets, from the output drive shaft. A primary input shaft of the odd bank gear set may comprise odd bank driving gears for the 1st, 3rd, 5th, and 7th gears of the transmission. The order of the odd bank driving gears on the odd bank primary input shaft may be 7, 1, 3, 5 when counted from an end of the shaft.
The order of the odd bank driving gears on the odd bank primary input shaft may be 7, 1, 3, 5 when counted from an end of the shaft disposed closest to the drive input end of the odd bank primary input shaft.
Therefore, the gear closest to an end of the odd bank primary input shaft may correspond to gear 7 of the transmission. The gear second closest to an end of the odd bank primary input shaft may correspond to gear 1 of the transmission. The gear third closest to an end of the odd bank primary input shaft may correspond to gear 3 of the transmission. The gear fourth closest to an end of the odd bank primary input shaft may correspond to gear 5 of the transmission. A primary input shaft of the first gear set may have an axis of rotation which is nonparallel with an axis of rotation of a primary input shaft of the second gear set.
The first gear set may comprise: a first primary input shaft, the first primary input shaft carrying a first set of driving gears; and a first layshaft carrying a first set of selectable driven gears; and wherein the second gear set comprises: a second primary input shaft, the second primary input shaft carrying a second set of driving gears; and a second layshaft carrying a second set of selectable driven gears; wherein the first primary input shaft and the first layshaft are configured to rotate about axes which are parallel to one another, and which are non-parallel with axes of rotation of the second primary input shaft and the second layshaft.
The transmission may further comprise one or more electric motors. An electric motor may be configured to drive one or more of the first and second clutch module output shafts. An electric motor may be configured to drive one or more of the primary input shafts. An electric motor may be configured to drive the output shaft.
In a further aspect, the invention provides a drive train for a vehicle, comprising a transmission according to any aspect of the transmission described herein.
In a further aspect, the invention provides a drive train, comprising: a transmission according to any aspect of the transmission described herein a transverse axle driven by the transmission; and an input axis for the drive input member; the input axis arranged substantially perpendicularly to the axes of rotation of the first and second gear sets and to the transverse axle.
In a further aspect, the invention provides a vehicle, comprising a transmission according to any of claims 1 to 27, or a drive train according to any of claims 28 or 29.
As will be apparent to the skilled reader, any or all of the above features can be used in combination as required by the particular implementation in question.
Others aspects and features of the invention will be apparent from the claims and following description of embodiments, made by way of example only, with reference to the following drawings, in which:
BRIEF DESCRIPTION OF THE FIGURES
Figure 1 shows a transmission according to an embodiment of the invention in schematic representation in plan view;
Figures 2A to 2D show side view representations of various configurations which can be used in transmissions configured according to the schematic representation of Figure l;
Figure 3 shows a schematic representation of an alternative embodiment of a transmission according to the invention;
Figure 4 shows a schematic representation of a further alternative embodiment of a transmission according to the invention;
Figure 5A shows a side view of a transmission according to an embodiment of the invention compared to a transmission of the prior art;
Figure 5B shows a side view of a transmission according to a further embodiment of the invention;
Figure 6A shows a schematic representation of a further alternative embodiment of a transmission according to the invention; and
Figure 6B shows a schematic end view representation of a possible arrangement of the schematic representation of Figure 6A.
DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION
The present invention provides a novel layout for gears of the transmission. In a broad sense, embodiments of the invention provide a dual clutch transmission in which at least some, or preferably all of the primary input shafts and/or layshafts carrying selectable driven gears are aligned non-parallel, and preferably substantially perpendicularly to an axis of rotation of the dual clutches of the transmission. The axes of rotation of those gears being aligned non-parallel, or substantially perpendicularly, to an axis of rotation of the dual clutches, provides improved packaging of the overall transmission. This is primarily because in this novel arrangement, a longitudinal length of the transmission, measured in a longitudinal direction of the axis of rotation of an input shaft to the dual clutches, is defined as a function of diameters of the gear wheels and their arrangement relative to one another, rather than being defined as a function of a face width of gears provided in the transmission and their relative spacing, required to accommodate the necessary synchromesh devices and mounting bearings for the various shafts. This will be described later in relation to Figure 5, while detailed embodiments of transmissions according to the invention are first described in relation to the earlier figures.
Figure 1 shows a transmission 10 according to an embodiment of the invention. Figure 1 shows a plan view schematic of the general transmission layout of the invention. However, when considered in conjunction with Figure 2, which shows a side view of the embodiment, it will be understood that Figure 1 is not a physical plan view of the transmission, but is rather a schematic representation of the transmission in a known 'stick diagram' for representing a transmission layout.
In the present specification, a detailed description of how to mount standard items, such as gear wheels and/or synchromesh mechanisms to shafts, bearings to shafts and bearings and shafts within a gearbox casing, are not described herein, since these can be achieved by standard known means by a skilled reader. Details of a casing layout and bearing mounting methods required to realise a transmission configured according to the diagrams described herein can be easily obtained and carried out by a skilled reader, guided by the schematic representations shown in the figures as described in the following.
The transmission 10 illustrated in Figure 1 is configured to receive a drive input via an input member 101. This takes the form of a standard drive shaft for receiving an input to a dual clutch module 20, and may be a splined shaft or may have any standard form of connection, configured to receive a drive input from a prime mover, such as an electric motor or an internal combustion engine. The dual clutch module 20 comprises a clutch module input member 200. The clutch module input member 200 comprises a plurality of input clutch plates. The dual clutch module 20 further includes a first clutch output member 201, and a second clutch output member 202. Clutch output member 201 can be configured to drive odd gears of the transmission and so can be considered and odd gear clutch output member. Similarly, clutch output member 202 can be configured to drive even gears of the transmission and so can be considered an even gear clutch output member. First clutch output member 201 comprises at least one clutch plate, and may comprise plural clutch plates 201a and 201b. The clutch plates 201a, 201b of the first clutch output member 201 are configured to engage one or more input clutch plates of the first clutch 201c, 201d and/or 20 le.
Similarly, second clutch output member 202 comprises clutch plates 202a and 202b, which are configured to engage in a known manner with one or more of input clutch member plates 202c, 202d and 202e.
The clutches and clutch plates described herein are configured in a standard manner as employed in known dual clutch transmissions, and are not described in any detail, since these are easily realised by a skilled person using known means.
First clutch input member 201 may be configured to drive a first clutch output shaft 203. Being located concentrically with, and within, second clutch output shaft 204, clutch output shaft 203 can be considered an inner clutch output shaft. As can be seen in the figure, the first clutch output shaft 203 can be configured to drive a first primary input shaft 220 of the transmission. Primary input shaft 220 carries one or more odd bank driving gears for the transmission, as can be seen as labelled as gears 7, 1, 3 and 5, in the form of gear wheels 223, 224, 225 and 226, respectively. Shaft 220 can therefore be considered an odd bank primary input shaft and is arranged to a first side of the transmission, as illustrated in the Figure. A second clutch module output shaft 204 is disposed around first clutch output shaft 203 and may be configured to drive one or more even bank driving gears of the transmission, illustrated on a second side of the transmission, to the left of the figure, and numbered 2, 6, 4 and R for reverse, as represented by gear wheels 244, 243, 254 and 253, respectively. Second, outer, clutch output shaft 204 can be configured to drive a second primary input shaft 230, which is configured to drive the even bank of gears to the left of the diagram. Second clutch output shaft 204 can therefore be considered an even bank clutch output shaft and/or an outer clutch output shaft. Shaft 230 can be considered an even bank primary input shaft, and may carry one or more primary input drive gears 233 and 234, which are configured to drive one or more selectable driven gears 2, 6, 4 and R, as provided by gear wheels 344, 243, 254 and 253, respectively, and disposed about layshafts 240 and 250.
As shown in the figure, odd bank primary input shaft 220 may be arranged substantially perpendicularly with respect to first clutch output shaft 203, and is driven by first clutch 201, via a non-parallel drive. In the figure, the non-parallel drive is provided via a pair of bevel gears 205 and 207. However, any non-parallel drive may be suitable for this function and may comprise any of a constant velocity joint (CV-joint), a spiral bevel gear, a hypoid bevel gear, a spiral face gear, a hypoid face gear, or any other suitable form of drive for providing a non-parallel drive to the odd bank primary input shaft 220. Although the shafts 203 and 220 are shown at right angles in the schematic drawing, it is not necessarily the case that in all embodiments those shafts 203 and 220 should be exactly perpendicular to one another. Primary input shaft 220 may be oriented at other non-zero angles relative to shaft 203 and a suitably configured non-parallel drive can be provided, either through bevel gears 205 and 207 with different face cone angles, selected to provide the necessary angular offset, or by any of the other arrangements as suggested above. The same range of optional configurations, apply to the non-parallel drive provided by bevel gears 206 and 208 as represented in Figure 1. This can allow the even bank primary input shaft 230 to be oriented at a range of non-parallel angles relative to the second clutch output shaft 204.
Odd bank primary input shaft 220, this is mounted to a casing for the transmission in a known manner, via bearings 221 and 222. Odd bank driving gears 223 to 226 may be provided on shaft 220 in any known manner, such as via spline connections, by being formed or machined directly onto the shaft, or by any other suitable fixing or bonding means as is known in the field for transmissions.
One or more odd hank driving gears 223 to 226 are provided on primary input shaft 220 and may be arranged in meshing engagement with one or more of selectable driven gears 274, 264, 273 and 263 respectively, as illustrated in the figure. Those latter gears may be mounted to layshafts 260 and 270 as shown. In this manner, odd bank driving gears 223 to 236 can drive the even bank driven gears 263, 264, 273 and 274 in a standard manner for a transmission. Layshaft 260 may be provide with a driving pinion 266, while layshaft 270 may be provided with a second odd bank driving pinion 276. Shaft 290, which carries differential 293 and the odd bank and even bank output wheels 294 and 295, is shown directly engaging only with output pinions 256 and 276. However, when considered in conjunction with Figure2A to 2B, it can be seen that, in a practical implementation, these output wheels can in fact mesh with all of the layshafts 240, 250, 260 and 270 to provide drive from any of those layshafts to the output shaft 290. This can be enabled by both of the odd bank driving pinions 266 and 276 meshing with odd-bank output wheel 295. Similarly, even bank output pinions 246 and 256 may both mesh with even bank output wheel 294.
Similarly to layshaft 260, layshaft 270 is mounted to bearings 271 and 272 by known means, while one or more of gear wheels 273 and 274 can be selectively engaged via synchromesh 275. By selective engagement of gear wheel 273 or 274 by synchromesh 275, gear wheel 7 may be drivingly connected to output wheel 295 via output pinion 276 and gear wheel 274, while third gear wheel 225 may be selectively engaged with output wheel 295 via gear wheel 273, synchromesh 275 and output pinion 276. In a similar manner, either of gear wheels 263 or 264 can be selectively engaged with output pinion 266 via synchromesh 265, to selectively provide drive to odd bank output wheel 295, via first or fifth gear wheels 224 or 226.
Therefore, as illustrated toward the right hand side of Figure 1, the invention may comprise a first gear set, which may comprise a set of odd gears, which odd gears may be selectively engaged with an odd bank output wheel, via one or more odd bank driving pinions, to selectively drive an output shaft 290, preferably by a differential 293.
Layshafts 240 and 250 can be mounted via bearings 241 and 242, and 251 and 252, in a known manner, as described for layshafts 260 and 270. Even bank primary input shaft 230 is also mounted via bearings 231 and 232, and carries one or more first and second even bank driving gears 233 and 234. These can be mounted to shaft 230 in any known manner for mounting gear wheels to a shaft, or by integrally forming the gear wheels with the shaft 230. One or more even gear wheels 2, 6 and 4 may be driven by even bank primary input shaft 230. As illustrated in Figure 1, this may include gears 2, 6 and 4, provided by gear wheels 244, 243 and 254, respectively. One or more of these even gear wheels 244, 243 and 254 may be selectively engaged with one or more of even bank driving pinions 246 and 256. Since even bank driving pinions 246 and 256 are permanently engaged within even bank output wheel 294, one or more of the even gear wheels can be selectively engaged with even bank output wheel 294 via operation of synchromesh devices 245 and 255 in a standard manner. Synchromesh devices 245, 255, 265 and 275 may be operated in any manual, electronic, hydraulic manner, by any known means as are known for transmissions. A reverse idler shaft 280 may be provided to engage with either the odd bank primary input shaft 220 or the even bank primary input shaft 230, which may depend upon how many odd and even gears have already been provided in either of those odd and even gear banks. As shown in the illustrated embodiment of Figures 1 and 2, a reverse idler shaft 280 may be provided in meshing engagement with a gear wheel 234 of the even bank primary input shaft 230. Reverse idler shaft 280 is again mounted to a casing of the transmission in a known manner via bearings 281 and 282. Reverse idler gear 283, provided on reverse idler shaft 280, engages with reverse driven gear 253. Reverse driven gear 253 can be selectively engaged with even bank output wheel 294, via driving pinion 256 and selective engagement of synchromesh 255.
Therefore, an even bank 21 can be provided as gear set which comprises one or more idler shafts 240, 250, which carry one or more even gears, 244, 243, 254, and which can be selectively drivingly engaged with an output wheel 294, via synchromesh devices 245, 255.
First clutch output member 201 can therefore be selectively engaged with clutch input member 200 to provide a drive from the input member 101 via the non-parallel drive 205, 207 to selectively engage one or more of the odd bank of gear wheels 223, 224, 225, 226 with an output wheel 295, via one or more odd bank driving pinions 266, 276, slecetive engagement of one or more odd bank synchromesh devices 265, 275.
Second clutch output member 202 can similarly be selectively engaged with clutch input member 200 to provide a drive from input member 101, via non-parallel drive 206, 208 to even bank output wheel 294, via one or more even bank selectable driven gears 244, 243, 254, and one or more even bank driving pinions 246, 256, by selective engagement of one or more even bank synchromesh devices 245, 255.
To create a hybrid power transmission, one or more electromotive devices such as an electric motor can be configured to drive one or more shafts of the transmission. As illustrated in Figure 1, this can be achieve by mounting an electric motor 211 around clutch module output shaft 204 to provide a rotational drive to shaft 204. Further, an electric motor 212 may be mounted to clutch module output shaft 203, optionally by mounting to a rear face of bevel gear 205, for example. Other configurations can be envisaged for providing drive, from an electric motor, to one or more shafts of the transmission. For example, drive may be provided, either by direct connection of an output shaft to one or both of primary input shafts 220 and/or 230, or by mounting an electric motor so as to drive one or both of shafts 220 and 230 by means of a gear wheel configured to drive any gear wheel mounted to those shafts, such as any of gear wheels 223 to 226, 233 or 234.
In order to drive the gear box as a hybrid system, single-motor, or dual motor configurations can be envisaged. In a single motor configuration, one or the other of motors 211 or 212 can be used to drive the transmission via shaft 203 or shaft 204. As will be apparent, in a single motor configuration, if only shaft 204 is driven by the motor 211, the transmission will only be engaged via (even) gears of the gear set of bank 21 when in electric mode. If motor 212 is provided in a single motor arrangement, then only (odd) gears of the gear set of bank 22 will be engaged. In a two-motor configuration, all gears of the transmission will be available. It is also possible to provide a direct drive from an electric motor to the output shaft 290 of the transmission for a further type of single-motor hybrid system. Where the motor or motors are connected to the primary input shafts, where no gear selection is made to engage the relevant motor with the output shaft, the motor 211 or 212 can be used to start the prime mover connected to input member 101, by closing the relevant clutch 201 or 202.
As set out above, Figure 2A illustrates a side view, in simplified form, to illustrate the relative arrangement of shafts in a transmission configured according to the schematic illustration of Figure 1.
To simplify the illustration of the view, driven bevel gears 207 and 208 are not shown. Similarly, in each of the primary input shafts 220 (VI) and 230 (II) and on each of the layshafts 240 (I), 250 (III), 260 (V) and 270 (VII), only a subset of up to two gear wheels on each shaft is shown and the gear wheels shown are represented by a single transparent circle to allow the relative arrangements to be illustrated. Odd bank input shaft 220 (VI) is shown carrying first gear gear wheel 224 and seventh gear gear wheel 223. Even hank primary input shaft 230 (II) is illustrated carrying each of its respective driving gear wheels 233 and 234. Layshaft 240 (I) is illustrated carrying 6th gear gear gear wheel 243 and output pinion 246. Layshaft 250 (ΙΠ) is illustrated carrying reverse gear gear wheel 253 and output pinion 256. Reverse idler shaft 280 (IV) is shown carrying its reverse idler gear 283. Layshaft 260 (V) is shown carrying output pinion 266 and selectable driven gear 264. Layshaft 270 (VII) is illustrated carrying output pinion 276 and selectable driven gear 274. In Figure 2A, it can be seen that layshafts VII and III are arranged on a substantially opposite side of the perpendicular gear arrangements 205,206, relative to the clutch module 200. Layshafts V and I are arranged toward a clutch-module-side of the non-parallel gear arrangements 205, 206.
Figures 2B to 2D show alternative arrangements for the various shafts around the transmission. The same sub-sets of the gear wheels as are shown in Figure 2A are illustrated, with the shafts shown in different optional arrangements around the output shaft 290.
In the arrangement of Figure 2B, the arrangement of the pairs of layshafts V and I and VII and II have been swapped relative to the arrangement of Figure 2A, so that the layshafts V and I are arranged on a substantially opposite side of the perpendicular gear arrangements 205, 206, relative to the clutch module 200. Layshafts VII and III, are arranged toward a clutch-module-side of the non-parallel gear arrangements 205, 206.
In each of the arrangements shown in Figures 2A and 2B, the layshafts and the output shaft are arranged below the clutch module output shafts 203 and 204.
Figures 2C and 2D show arrangements which are similar to the arrangements shown in Figures 2A and 2B, but with the layshafts and the output shaft arranged above the clutch module output shafts 203 and 204. In the arrangement of Figure 2C, it can be seen that layshafts VII and III are arranged on a substantially opposite side of the perpendicular gear arrangements 205, 206, relative to the clutch module 200. Layshafts V and I are arranged toward a clutch-module-side of the non-parallel gear arrangements 205, 206.
In the arrangement of Figure 2D, the arrangement of the pairs of layshafts V and I and VII and II have been swapped relative to the arrangement of Figure 2C, so that the layshafts V and I are arranged on a substantially opposite side of the perpendicular gear arrangements 205, 206, relative to the clutch module 200. Layshafts VII and ΠΙ, are arranged toward a clutch-module-side of the non-parallel gear arrangements 205, 206.
It can therefore be seen that the multiple layshafts provided in the arrangements according to the invention provide great flexibility of packaging of the layshafts and output shaft relative to the clutch module output shafts 203 and 204, with the gears of the gear sets being capable of being arranged above, below, fore or aft of the output shaft of the transmission.
Figure 3 shows an alternative embodiment 30 of a transmission according to the invention. In Figure 3, equivalent features to those described in Figure 1 are provided with equivalent reference numerals, but starting with digit 3, instead of digit 2. The configuration and operation of the transmission 30 is essentially equivalent to that described in relation to the transmission of Figure 1, with the exception of the following differences. It can be seen in Figure 3 that the two primary input shafts 320 and 330 can be aligned, having substantially parallel rotational axes. Their rotational axes may further be substantially coaxial. It is therefore possible to provide an arrangement in which the primary input shafts 320, 330 of the transmission are arranged co-axially and in which the first and second clutch module output shafts 303 and 304 are also arranged co-axially. To facilitate this, the nonparallel drives, 306, 308 and 305, 307 can be arranged such that each of their axes of rotation intersect substantially at a common point. To facilitate this, one of the first and second non-parallel drives is provided with gear wheels having a greater diameter than those of the other of the first and second non-parallel drives. As illustrated in the figure, this can be achieved by the illustrated odd bank bevel gear set 305 and 307 having a diameter which is greater than that of the even bank bevel gear set 306 and 308. Preferably, an inner tooth diameter the odd bank non-parallel drive is greater than an outer tooth diameter of the even bank non-parallel drive, or vice-versa. Therefore, in the illustrated example, an inner tooth diameter of bevel gears 305 and 307 illustrated in the figure can be greater than an outer tooth diameter of the bevel gears 306 and 308. In this way, the smaller of the non-parallel drives can be received substantially within an overall outer diameter of the larger of the two non-parallel drives. This facilitates a substantial co-location of the points of intersection of the two non-parallel drives respective rotational axes, while avoiding clashing of the non-parallel drives with one another when in rotation.
As shown in Figure 3, it will also be appreciated that, in this configuration, it is possible for the layshafts 340 and 350 to be on parallel and co-axial axes of rotation. Therefore, there is the possibility in this configuration, if desired, to mount selectable driven gears of both even and odd banks on a common layshaft. Selectable driven gears of the first gear set, or odd bank, may be provided on an opposite side of the primary axis of rotation of the clutch module 300 from selectable driven gears of the second gear set, or even bank. This can be illustrated by gears R and 4, i.e. selectable driven gears 353 and 354, being mounted on layshaft 350 to a first side of the rotational axis of clutch module 300, while selectable driven gears 373 and 374 can be mounted on a common layshaft 350, but on an opposite side of the primary axis of the clutch module 300. Similarly, an equivalent concept is illustrated by a common layshaft 340, which can carry selectable driven gears 344 and 343 of the second gear set, or even bank, mounted to a first side of an axis of rotation of the clutch module 300, while the same shaft 340 could also carry selectable driven gears 363 and 364 of the first gear set, or odd bank, located on an opposite side of the axis of rotation of clutch module 300. A further feature of the embodiment illustrated in Figure 3 is that, since only two common layshafts 340 and 350 may be required, then it is possible to provide only a single output wheel 394 to drive output shaft 390 and output differential 393, via a single driving pinion 346, 356, provided on each of the layshafts 340 and 350. This has the advantage that components for the layshafts can be more easily machined, due to the lower number of gears required to be provided on the layshaft. Similarly, the output shaft 390 and differential 393 can be more easily machined since only one gear wheel is required to be provided on the output shaft. Due to the non-parallel arrangement of the layshafts 340 and 350 with respect to the input axis of input member 101, and rotational axis of the clutch module 300, the same overall packaging advantages as are achieved with the arrangement of Figure 1 can be so achieved with the arrangement of Figure 3.
Figure 4 shows a further alternative embodiment 40 of a transmission. In Figure 4, equivalent features to those described in Figure 1 are provided with equivalent reference numerals, but starting with digit 4, instead of digit 2. As in the arrangement of Figure 1, in either of Figures 3 and 4, a reverse idler shaft 480 and idler gear 483 can be provided in an equivalent manner to drive the reverse selectable driven gear labelled R in each figure. Aspects of the odd and even banks and layshafts 440, 450 and output shaft 490 are essentially equivalent to the layshafts 340, 350 and 390 illustrated in Figure 3. As can be seen in Figure 4, differently to Figures 1 to 3, the clutch module 400 of the embodiment of Figure 4 is located at an opposite longitudinal end of the transmission 40 to the input portion of the input member 101. Input shaft 101a now extends through the non-parallel drive arrangement 405, 407 and 406, 408. To achieve this, input shaft 101a may be arranged coaxially, and to rotate about a common axis with, first clutch module output shaft 403 and second clutch module output shaft 404. This permits an alternative packaging arrangement, wherein the clutch module 400 is located at an opposite longitudinal end of the gear sets 41 and 42 relative to the drive input for the transmission. A longitudinal direction of the transmission is generally in the direction of the axis of rotation of the input member 101.
Figure 5A illustrates the packaging advantage of embodiments of the transmission described herein, by comparison to the packaging of a standard, longitudinally arranged, dual clutch transmission of the prior art. A transmission 500 according to an embodiment of the invention is compared with a layout of a longitudinal design dual clutch transmission 50. An axis of rotation of output drive shaft 590 of the embodiment 500 is aligned in the Figure with an axis of an output drive shaft 59 of the prior art embodiment 50. As can be seen, the overall length from the output drive shaft axis 59 to a rear-most extremity 51 of the prior art transmission is governed by the face widths of the gear wheels 61 to 67, combined with the necessary widths of the synchromesh arrangements 53, 53', 54 and 54', and supporting bearings 55 to 60, of the shafts of the prior art transmission. In practice, for this layout of a transmission, if for example, in a rear-wheel drive vehicle, a prime mover such as an engine is mounted forward of the transmission in the vehicle, and is connected to input member 52, then the transmission 50 extends behind the output drive shaft 59 by a significant distance. This can have numerous disadvantages. For example, a significant additional "overhang" is created, as indicated by distance Y, which may increase the overall length of the vehicle and moves a centre of gravity of the vehicle rearward. Further, where this rear part of the vehicle is required for impact absorption, the extension of a significantly rigid and non-compliant item such as a transmission and its casing into the rear of the vehicle as indicated by distance Z can hinder the compliant properties of a rear crash zone. This can potentially result in the vehicle needing to be lengthened to meet requirements of safety standards. A difference in mounting face 502 to output shaft axis 590 can also result, as shown by distance X, resulting in a more balanced transmission fore and aft of the output shaft 590. A dashed outline 510 shows an equivalent outer envelope section of a conventional differential. As can be seen, the arrangement of the transversely mounted layshafts about the output shaft 590 can result in relatively short length of the transmission in a direction of a longitudinal axis of the input member 501. This can reduce the extension of the transmission casing beyond the axis of the output shaft 590 on an opposite side from the input member 501. As can be seen in both Figure 2 and Figure 5, in embodiments of the invention, it is possible to package the transmission such that all gear wheels of the first and second gear sets, i.e. odd and even banks of gears, lie substantially within a radial distance of the output shaft 590, wherein this radial distance is substantially less than around two times the radius of the output wheel 594. The output wheel of a transmission is generally the largest gear wheel in a transmission, since it generally is subject to the greatest torque in a speed reducing transmission.
Figure 5B shows an alternative arrangement of a transmission according to a further embodiment of the invention. In this arrangement, the layshafts of the gear sets are located between the input 501 to the transmission 500 in a longitudinal direction of the axis of rotation of input member 501. As can be seen in the figure, this creates a relative increase in the distance X' between the mounting face 502 of the casing and the rotational axis of the output shaft 590. However, in this arrangement no layshafts are disposed on a side of the rotational axis of the main output shaft 590 which is opposite to the input member 501. Therefore, there is substantially no extension of the transmission envelope beyond the envelope of a conventional differential, illustrated by dashed line 510' in Figure 5A.
As will be understood by the skilled reader, the different arrangements of the layshafts in different positions around the main output shaft 590 can all be implemented according to the schematic 'stick diagrams' illustrated in Figures 1, 3 and 4. A particular arrangement is shown in Figure 5B in which the shafts are arranged so that the output shaft 590 of Figure 5B is substantially above the primary input shafts of the transmission. This can be beneficial where a low centre of gravity is preferred, for example in a performance car or a racing vehicle. Conversely, the orientation shown in Figure 5B allows the layshafts of the transmission to be located substantially above the main output shaft 590. With the layshafts mounted above the main output shaft 590, a higher centre of gravity can be provided, as can a greater ground clearance, which can be advantageous in, for example, an off-road or sports utility vehicle.
As will be appreciated when considering the separate layshafts provided in Figure 1, in particular, the separation of all of layshafts 240, 250, 260 and 270 permits those layshafts to be distributed about the output wheels 294 and 295 with a far greater degree of freedom than is possible when the layshafts are provided as one or more common shafts. Such common shaft arrangements are illustrated, for example, in Figure 3, by layshafts 340 and 350 or in Figure 4 by layshafts 440 and 450. However, it is still possible in the arrangements of Figures 3 and 4 to arrange the common layshafts 340 and 350 of Figure 3, or 440 and 450 of Figure 4, above or below the main output shaft 390 and 490 as desired, in a similar fashion to that illustrated in Figures 5A and 5B.
In Figures 6A and 6B, equivalent features to those described in Figure 1 are provided with equivalent reference numerals, but starting with digit 6, instead of digit 2. Figure 6A shows an alternative arrangement 60 in which a single layshaft 650, 670, is provided for each of gear sets 61 and 62. This is achieved by providing all of the selectable driven gears 664, 663, 674, 673, on a common layshaft 670 for the first gear set 61. Further, all of the selectable driven gears 643, 644, 653 and 654 for the second gear set can be provided on a common layshaft 630. In this configuration, the overall transverse width, in the direction of the axis of rotation of the output shaft 690, will be greater than as shown for the configurations of Figures 1 to 5. However, the longitudinal length in the longitudinal direction, i.e. that of the axis of rotation of the input shaft 101, can be minimised.
It should be noted that, although in the plan view schematic shown in Figure 6, the layshafts 650, and 670, as well as primary input shafts 620 and 630, all appear to have parallel axes of rotation, embodiments can be envisaged in which separate banks 61 and 62 of odd and even gears, have their respective primary input shafts and layshafts oriented in different, non-parallel directions. Such an arrangement is illustrated in Figure 6B. As such, the first, odd, bank 61, may have a primary input shaft 620 and layshaft 670 which are substantially parallel to one another and oriented in a first direction, while the second, even, bank 62 may comprise a primary input shaft 630 and one or more layshafts 670, which are also oriented parallel to one another, but aligned in a second direction, which is non-parallel to the direction of the parallel shafts 630, and 650 of the first bank 61. In Figure 6B, for clarity, the primary input shafts 620 and 630 are not shown. In Figure 6B, the primary input shafts 620 and 630 of Figure 6A can be disposed behind the illustrated layshafts 650 and 670 as seen in the Figure. A non-parallel drive arrangement can be provided to deliver drive to the output wheels 294 and/or 295. This can be achieved by a skewed axis gear drive for engaging drive from the output pinion 676 to output wheel 695. A further skewed axis gear drive can be provided to engage drive from the drive pinion 656 of the even bank, to connect that gear set to output shaft 690. Further, it will be appreciated that the non-parallel drives 205, 207 and 206, 208, can be provided as standard bevel gears where the axes of rotation of primary input shafts 620 and 630 intersect at a point which falls on the axis of rotation of the clutch 200. Gear wheel sizes of the output wheels 694 and 695, and output pinions 656 and 674 can be suitably selected to achieve this. However, if that is not possible or not desired for certain arrangements, then it is possible to provide an off-set bevel gear such as a hypoid bevel gear or similar, for the non-parallel gear drives 205, 207, 206, 208, to allow for the fact that the axes of rotation of the primary input shafts do not exactly coincide with the axes of rotation of the clutch module output shafts 203 and 204.
As can be appreciated from Figure 6B, in the arrangement shown, where the primary input shafts and layshafts of the respective odd and even banks of gears are not parallel, it is possible to provide an increased clearance between, for example, the gear wheels of the transmission and the axis of the output shaft 690. This can help to provide additional space for in-vehicle packaging of suspension or sub-frame components which may be arranged around the transmission. Although figure 6B shows each of the odd and even bank gear sets at a non-zero angle relative to the output axis 690, with the arrangement described, it is possible to choose any suitable zero or non-zero angle of orientation relative to output shaft 690 for either odd 61 or even 62 banks independently of one another.
As will therefore be appreciated from the foregoing, the provision of embodiments according to the invention permits a dual clutch transmission to be created with efficient overall packaging, and further permits an increased degree of flexibility of packaging, and improved compactness of the packaging, as compared to prior art dual clutch transmission arrangements.
Although certain of the implementations described herein relate to implementations in a road or off-road vehicle, the dual clutch transmission described herein can be utilised in any application in which a multi-ratio dual clutch transmission is desirable. As will be appreciated, although separate discrete embodiments are described in the above, it is possible to separate out and/or combine individual features described collectively in the above, whilst still achieving the benefits of the invention. Sub-features of the separate embodiments described can be separated and/or combined in a suitable configuration while achieving the overall benefits which are evident from a complete reading of the above description.

Claims (35)

1. A dual clutch transmission, comprising: a drive input member; a first gear set and a second gear set; a first clutch, having a first axis of rotation, and configured to selectively connect the drive input member to the first gear set; and a second clutch, having a second axis of rotation, and configured to selectively connect the drive input member to the second gear set; wherein axes of rotation of the first and second gear sets are perpendicular to the axes of rotation of the first and second clutches.
2. A transmission according to claim 1, wherein the first and second clutches have a common axis of rotation.
3. A transmission according to claim 1 or claim 2, wherein the first and second gear sets are arranged on opposing sides of an axis of rotation of the first and/or the second clutch.
4. A transmission according to any of the preceding claims, wherein: an axis of rotation of gears of the first gear set is arranged in a first direction; and an axis of rotation of gears of the second gear set is arranged in a second direction; wherein the first direction is at a non-zero angle relative to the second direction.
5. A transmission according to claim 4, wherein one or more of the first and second directions is substantially parallel to an output shaft of the transmission.
6. A transmission according to any of the preceding claims, wherein the first and second clutches are arranged to drive the first and second gear sets, via respective first and second concentric shafts.
7. A transmission according to any of the preceding claims, wherein the first clutch is connected to the first gear set via a first non-parallel drive arrangement.
8. A transmission according to any of the preceding claims, wherein the second clutch is connected to the second gear set via a second non-parallel drive arrangement.
9. A transmission according to any of claims 7 or 8, wherein the first and/or second non-parallel drive arrangement is a substantially perpendicular drive arrangement.
10. A transmission according to any of claims 7 to 9, wherein the first and/or second non-parallel drive arrangement is a bevel gear drive, or any variant thereof, such as a hypoid or spiral bevel gear, a hypoid, spiral or face gear.
11. A transmission according to any of claims 7 to 10, wherein the first and second clutches are arranged to drive the respective first and second non-parallel gear arrangements, via the respective first and second concentric shafts.
12. A transmission according to claim 11, further comprising: a first driving gear attached to the first of the first and second concentric shafts; and a second driving gear attached to the second of the first and second concentric shafts; wherein the first driving gear is concentric with the second driving gear.
13. A transmission according to claim 12, wherein the first non-parallel drive arrangement is longitudinally offset relative to the second non-parallel drive arrangement along an axis of rotation of the first and second concentric shafts, so as to avoid meshing of gears of the first non-parallel drive arrangement with the second non-parallel drive arrangement.
14. A transmission according to claim 12, wherein the first non-parallel drive arrangement comprises gears having a greater diameter than gears of the second nonparallel drive arrangement, such that teeth of gears of the second perpendicular gear arrangement can be located at a smaller radius than teeth of gears of the first perpendicular gear arrangement, to avoid meshing of the first perpendicular gear drive arrangement with the second perpendicular gear drive arrangement.
15. A transmission according to any of claims 12 to 14, wherein a primary input shaft of the first gear set is coaxial with a primary input shaft of the second gear set.
16. A transmission according to any of the preceding claims, wherein the first gear set comprises odd gears of the transmission and the second gear set comprises even gears of the transmission.
17. A transmission according to any of the preceding claims, wherein at least the first clutch and/or the second clutch is/are disposed between the drive input member and the first and second gear sets.
18. A transmission according to any of claims 1 to 17, wherein at least one of the first and second gear sets are disposed between the drive input member and at least the first and/or second clutch.
19. A transmission according to any of the preceding claims, wherein at least the first gear set comprises a layshaft having an axis of rotation disposed between at least one of the first and second clutches and at least one of the perpendicular gear drive arrangements.
20. A transmission according to any of the preceding claims, wherein at least the first gear set comprises a layshaft having an axis of rotation, at least one of the perpendicular gear arrangements being disposed between the layshaft and at least one of the first and second clutches.
21. A transmission according to any of the preceding claims, comprising a first layshaft disposed between the first clutch and the first perpendicular drive arrangement, and a second layshaft, disposed on an opposite side of the first perpendicular drive arrangement from the first layshaft.
22. A transmission according to any of the preceding claims, wherein gears of the first and second gear sets are disposed transversely on either side of, and longitudinally fore and/or aft of, the first and second perpendicular drive arrangements.
23. A transmission according to any of the preceding claims, wherein rotational axes of all layshafts in the gear sets are all disposed within a distance, of less than 2 times the diameter of the largest gear wheel in the gear sets, from the output drive shaft.
24. A transmission according to any of the preceding claims, wherein a primary input shaft of the odd bank gear set comprises odd bank driving gears for the 1st, 3rd, 5th, and 7th gears of the transmission and wherein the order of the odd bank driving gears on the odd bank primary input shaft is 7, 1,3,5 when counted from an end of the shaft.
25. A transmission according to claim 24, wherein the order of the odd bank driving gears on the odd bank primary input shaft is 7, 1, 3, 5 when counted from an end of the shaft disposed closest to the drive input end of the odd bank primary input shaft.
26. A transmission according to any of the preceding claims, further comprising one or more electric motors configured to drive one or more shafts of the transmission.
27. A transmission according to claim 26, wherein the electric motor is configured to provide drive to the transmission via one or more of the first and second clutch module output shafts.
28. A transmission according to claim 26, wherein the electric motor is configured to provide drive to the transmission via one or more of the primary input shafts.
29. A transmission according to claim 26, wherein a first electric motor is configured to provide drive to the transmission via the first gear set, and a second electric motor is configured to provide drive to the transmission via the second gear set.
30. A transmission according to claim 26, wherein the electric motor is configured to provide drive directly to the output shaft.
31. A transmission according to any of the preceding claims, wherein: a primary input shaft of the first gear set has an axis of rotation which is non-parallel with an axis of rotation of a primary input shaft of the second gear set.
32. A transmission according to claim 31, wherein: the first gear set comprises: a first primary input shaft, the first primary input shaft carrying a first set of driving gears; and a first layshaft carrying a first set of selectable driven gears; and wherein the second gear set comprises: a second primary input shaft, the second primary input shaft carrying a second set of driving gears; and a second layshaft carrying a second set of selectable driven gears; wherein the first primary input shaft and the first layshaft are configured to rotate about axes which are parallel to one another, and which are non-parallel with axes of rotation of the second primary input shaft and the second layshaft.
33. A drive train for a vehicle, comprising a transmission according to any of the preceding claims.
34. A drive train according to claim 33, further comprising: a transverse axle driven by the transmission; and an input axis for the drive input member; the input axis arranged substantially perpendicularly to the axes of rotation of the first and second gear sets and to the transverse axle.
35. A vehicle, comprising a transmission according to any of claims 1 to 32, or a drive train according to claim 33 or claim 34.
GB1519441.8A 2015-11-03 2015-11-03 Dual clutch transmission Withdrawn GB2544061A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT201800002430A1 (en) * 2018-02-06 2019-08-06 Dana Graziano Srl Double clutch transmission.
CN110341455A (en) * 2019-06-26 2019-10-18 浙江吉利控股集团有限公司 The mixed dynamic speed change gear of one kind
IT201900020450A1 (en) 2019-11-06 2021-05-06 Dana Graziano Srl Hybrid propulsion system including a double clutch transmission

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1285338B (en) * 1964-04-07 1968-12-12 Zahnradfabrik Friedrichshafen Drive block for an agricultural tractor, especially a device carrier
FR2841188A1 (en) * 2002-06-24 2003-12-26 Peugeot Citroen Automobiles Sa Double shaft architecture for motor vehicle gearbox has two primary shafts disposed on both sides of concentric shafts on same or parallel axes, so that gearbox output shaft is disposed parallel to primary arms
DE102009051465A1 (en) * 2009-10-30 2011-05-05 Audi Ag Dual clutch transmission for all-wheel driven motor vehicle, has gear wheels combed with fixed gear wheels on intermediate shaft, where fixed gear wheels work together with selector gear wheels of common output shaft

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1285338B (en) * 1964-04-07 1968-12-12 Zahnradfabrik Friedrichshafen Drive block for an agricultural tractor, especially a device carrier
FR2841188A1 (en) * 2002-06-24 2003-12-26 Peugeot Citroen Automobiles Sa Double shaft architecture for motor vehicle gearbox has two primary shafts disposed on both sides of concentric shafts on same or parallel axes, so that gearbox output shaft is disposed parallel to primary arms
DE102009051465A1 (en) * 2009-10-30 2011-05-05 Audi Ag Dual clutch transmission for all-wheel driven motor vehicle, has gear wheels combed with fixed gear wheels on intermediate shaft, where fixed gear wheels work together with selector gear wheels of common output shaft

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT201800002430A1 (en) * 2018-02-06 2019-08-06 Dana Graziano Srl Double clutch transmission.
CN110341455A (en) * 2019-06-26 2019-10-18 浙江吉利控股集团有限公司 The mixed dynamic speed change gear of one kind
IT201900020450A1 (en) 2019-11-06 2021-05-06 Dana Graziano Srl Hybrid propulsion system including a double clutch transmission

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