KR101765501B1 - Dual clutch transmission - Google Patents

Dual clutch transmission Download PDF

Info

Publication number
KR101765501B1
KR101765501B1 KR1020150168389A KR20150168389A KR101765501B1 KR 101765501 B1 KR101765501 B1 KR 101765501B1 KR 1020150168389 A KR1020150168389 A KR 1020150168389A KR 20150168389 A KR20150168389 A KR 20150168389A KR 101765501 B1 KR101765501 B1 KR 101765501B1
Authority
KR
South Korea
Prior art keywords
gear
power
section
synchro
input
Prior art date
Application number
KR1020150168389A
Other languages
Korean (ko)
Other versions
KR20170064033A (en
Inventor
이연태
Original Assignee
현대 파워텍 주식회사
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 현대 파워텍 주식회사 filed Critical 현대 파워텍 주식회사
Priority to KR1020150168389A priority Critical patent/KR101765501B1/en
Publication of KR20170064033A publication Critical patent/KR20170064033A/en
Application granted granted Critical
Publication of KR101765501B1 publication Critical patent/KR101765501B1/en

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0069—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising ten forward speeds
    • 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
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The present invention relates to a dual clutch transmission, which comprises a first input portion for selectively transmitting power from an engine by a first clutch, a second input portion for selectively transmitting power from the engine by a second clutch, A first output portion to which the 9th gear, the 5th gear, the R gear, the connecting gear, the 8th gear, and the 10th gear are mounted, and a first output portion that receives the power through the second input portion, A second output section to which the seventh gear, the third gear, the first gear, the fourth gear, the sixth gear and the second gear are mounted; A first synchronous portion selectively synchronized with the first gear, the fifth gear, the connecting gear, the eighth gear, and the tenth gear, and a second synchro portion mounted on the second output portion, wherein the seventh gear, the third gear, , The fourth gear, the sixth gear, the second gear that is selectively synchronized with the second gear And, it is possible to speed change in the forward end 10 1 reverse without increasing electric field comprising a a.

Description

DUAL CLUTCH TRANSMISSION < RTI ID = 0.0 >

The present invention relates to a dual clutch automatic transmission, and more particularly, to a dual clutch automatic transmission that minimizes the total length of a transmission gear by using a gear train to achieve multi-speed gearshifts, and is capable of advancing 10- To a dual clutch transmission.

In recent years, automotive transmissions have been making efforts to develop a new transmission system that aims to increase fuel efficiency and efficiency. Of these, dual clutch transmissions are attracting attention as new technologies.

Since the dual clutch transmission has the same input shaft for transmitting the power, the length of the transmission is reduced, and the transmission efficiency is particularly excellent because the transmission is shifted by using two clutches. That is, a transmission is provided which separates the input shaft for transmitting the power of the engine into two shafts, arranges a hole means gear on one shaft and an even shafting gear on the other shaft so as to achieve shifting by operating the two clutches alternately .

However, in order to increase the speed change stage, the number of gears is increased to increase the number of stages, which has a problem in that the total load of the transmission as well as the total length are increased. Therefore, there is a need to improve this.

BACKGROUND ART [0002] The background art of the present invention is disclosed in Korean Patent Laid-Open Publication No. 2013-0049308 (published on May 13, 2014, entitled "Shift System of Dual Clutch Transmission").

SUMMARY OF THE INVENTION It is an object of the present invention to provide a dual clutch transmission capable of forward 10-speed shifting and reverse 1-speed shifting while minimizing the total length.

A dual clutch transmission according to the present invention includes: a first input unit for selectively transmitting power from an engine by a first clutch; A second input portion for selectively transmitting power from the engine by a second clutch; A first output unit for receiving and outputting power through the first and second input units and having a 9th gear, a 5th gear, an R gear, a connecting gear, an 8th gear, and a 10th gear; A second output unit for receiving and outputting power through the first and second input units and including a seventh gear, a third gear, a first gear, a fourth gear, a sixth gear, and a second gear; A first synchro mounted on the first output unit and selectively synchronized with the 9th gear, the 5th gear, the connecting gear, the 8th gear, and the 10th gear; And a second synchronizing portion mounted on the second output portion and selectively synchronized with the seventh gear, the third gear, the first gear, the fourth gear, the sixth gear, and the second gear, , And is capable of shifting to the forward 10-speed and reverse 1-speed.

Wherein the first input portion is connected to the ninth gear, the fifth gear, the seventh gear, the third gear, and the first gear, and the second input portion is connected to the connecting gear, the eighth gear, Gear, the fourth gear, the sixth gear, and the second gear.

And the first input unit and the second input unit are disposed on a coaxial line in the form of a double pipe using a hollow shaft.

And a parking gear for fixing an output is mounted on the first output unit.

The first synchro part is disposed between the ninth gear and the fifth gear and synchronizes the power of the ninth gear and the fifth gear so as to selectively transmit power; A second-second synchronizer disposed between the R gear and the coupling gear, the second-S synchronizer being connected to the R gear to synchronize power transmission to the coupling gear; And a first to third synchro mechanism which is disposed between the eighth gear and the tenth gear to synchronize power transmission selectively to the eighth gear and the tenth gear.

The second synchro portion is disposed between the seventh gear and the third gear and synchronizes the seventh gear and the third gear to selectively transmit power; A second-second synchronizer disposed between the first gear and the fourth gear to synchronize power transmission selectively to the first gear and the fourth gear; And a second to third synchronizer disposed between the sixth gear and the second gear for synchronizing power transmission to the sixth gear and the second gear selectively.

The third gear and the fifth gear are arranged at the same position, and the power is transmitted through the first input portion.

The seventh gear and the gear train of the ninth gear are disposed at the same position, and the power is transmitted through the first input portion.

The gear trains of the sixth gear and the eighth gear are disposed at the same position and the power is transmitted through the second input portion.

Wherein the reverse single-speed shift is performed by the second input portion, the coupling gear, the R-stage gear connected to the coupling gear through the first synchro portion, the first input through the first input portion, 2 power unit.

The dual clutch transmission according to the present invention can minimize the shaft and the gear train without increasing the total length, thereby achieving the forward 10-speed and the reverse 1-speed.

Therefore, it is possible to suppress the increase in the weight of the transmission, thereby reducing the manufacturing cost and the number of parts, and improving the fuel consumption.

1 is a schematic diagram illustrating a dual clutch transmission according to an embodiment of the present invention.
2 is a view schematically showing an operating relationship between a speed change stage and a synchromesh of a dual clutch transmission according to an embodiment of the present invention.

Hereinafter, an embodiment of a dual clutch transmission according to the present invention will be described with reference to the accompanying drawings. In this process, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. Further, terms to be described below are terms defined in consideration of functions in the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

FIG. 1 is a schematic diagram illustrating a dual clutch transmission according to an embodiment of the present invention. FIG. 2 is a schematic diagram illustrating an operating relationship between a speed change stage and a synchromesh of a dual clutch transmission according to an embodiment of the present invention. Referring to FIGS. 1 and 2, a dual clutch transmission according to an embodiment of the present invention includes a first input unit ips1, a second input unit ips2, a first output unit ops1, a first synchro section S10, and a second synchro section S20.

The first input unit ips1 and the second input unit ips2 are connected to the engine 100 to receive power. At this time, the power is selectively transmitted or interrupted by the first clutch C1 and the second clutch C2. For example, power can be transmitted to the first input section ips1 by the first clutch C1, and power can be transmitted to the second input section ips2 by the second clutch C2.

The first input unit ips1 and the second input unit ips2 are arranged side by side so that the power can be stably transmitted. In the present invention, the first input unit ips1 and the second input unit ips2 are disposed on a coaxial line in the form of a double pipe by a hollow shaft. This can minimize installation space.

The first output unit ops1 and the second output unit ops2 receive power through the first input unit ips1 or the second input unit ips2 and output the power. For example, the first output unit ops1 and the second output unit ops2 may be positioned in parallel with the first input unit ips1 and the second input unit ips2.

The first output section ops1 is constituted by a nine gear stage 9, a fifth gear stage 5, an R stage gear R, a connecting gear 11, an eight gear stage 8, (10) is mounted. The 9th gear 9 and the 5th gear 5 are connected directly to the first input section ips1 and the connecting gear 11, the 8th gear 8 and the 10th gear 10 are connected to the 2nd And is directly connected to the input unit ips2.

The second output section ops2 is constituted by a seventh gear 7, a third gear 3, a first gear 1, a fourth gear 4, a sixth gear 6, The gear 2 is mounted. The seventh gear 7, the third gear 3 and the first gear 1 are directly connected to the first input section ips1 and are connected to the fourth gear 4, the sixth gear 6, The second gear (2) is directly connected to the second input (ips2).

The first synchronizing section S10 is mounted on the first output section ops1 and is connected to the first output section ops1 via the ninth gear 9, the fifth gear 5, the connecting gear 11, the eighth gear 8, 10). In this case, the 9th gear (9) is a gear that is driven when the forward 9-speed shift is performed, the 5th gear (5) is a gear that is driven when the forward 5-speed shift, and the Rth gear It is a gear. The connecting gear 11 is a gear that transmits the power of the second input section ips2 and the eighth gear 8 is a gear that is driven in the forward eight-speed shift. The tenth gear 10 is a gear .

The second synchro section S20 is mounted on the second output section ops2 and is connected to the second output section ops2 via the seventh gear 7, the third gear 3, the first gear 1, the fourth gear 4, (6) and the second gear (2). In this case, the seventh gear (7) is a gear driven in the forward 7-speed shift, and the third gear (3) is a gear driven in the forward three-speed gear. The first gear (1) is a gear that is driven in forward 1-speed shift, and the fourth gear (4) is a gear that is driven in forward 4-speed. The sixth gear (6) is a gear that is driven in forward six-speed shifting, and the second gear (2) is a gear that is driven in forward two-speed shifting.

The first input section ips1 is connected to the ninth gear 9 mounted on the first output section ops1 and the seventh gear section 5 directly connected to the fifth gear section 5 and mounted on the second output section ops2 7, the third gear 3, and the first gear 1 are directly connected.

The second input unit ips2 is connected directly to the connecting gear 11 mounted on the first output unit ops1, the eighth gear 8 and the tenth gear 10, and the second output unit ops2, Stage gear 4, the sixth gear 6, and the second gear 2, which are mounted on the first-stage gear 4, respectively.

On the other hand, the first output unit ops1 is equipped with a parking gear P for fixing the output. The parking gear P is connected to the second input unit ips2 to limit power transmission. The first transmission gear og1 and the second transmission gear og2 are mounted on the first output unit ops1 and the second output unit ops2 for outputting the final output to the differential unit DIFF.

Therefore, the first input unit ips1 and the second input unit ips2 are disposed on the same axis as the input of the engine 100, the first clutch C1 transmits power to the first input unit ips1, Power is transmitted to the second input section ips2 by the second clutch C2. The first clutch C1 engages the shifting of the hole means gear, and the second clutch C2 engages the shifting of the even-numbered gear. The first synchro part S10 and the second synchro part S20 mounted on the first output part ops1 and the second output part ops2 respectively transmit the power transmitted through the gears to the first output part ops1 ) And the second output unit (ops2), respectively.

The first synchronizing unit S10 includes a first-first synchronizing unit S11, a first-second synchronizing unit S12, and a 1-3 second synchronizing unit S13. One of them can be one-way synchronized and the other two can be two-way synchronized.

The first-first synchro section S11 is disposed between the ninth gear 9 and the fifth gear 5 and is mounted on the first output section ops1. The first-first synchro part (S11) synchronizes the 9th gear (9) and the fifth gear (5) so as to selectively transmit power. The first-first synchro portion S11 is shifted to the right to synchronize the fifth gear 5 and move to the left to synchronize the ninth gear 9. [

The first-second synchro portion S12 is disposed between the R gear (R) and the coupling gear (11). The first-second synchro portion S12 is connected to the R-stage gear R, and synchronizes the coupling gear 11 so as to selectively transmit power. The first-second synchro portion S12 can be moved to the right to synchronize the connecting gear 11 and the R-stage gear R. [

The 1st-1st synchro section S13 is disposed between the 8th gear 8 and the 10th gear 10 and mounted on the 1st output section ops1. The 1st-1st synchro section S13 synchronizes the 8th gear 8 and the 10th gear 10 so as to selectively transmit power. The first-third synchro 13 is shifted to the right to synchronize the tenth gear 10 and move to the left to synchronize the eighth gear 8.

The second synchronizing unit S20 includes a second-1 synchronizing unit S21, a second-second synchronizing unit S22, and a second-third synchronizing unit S23. Both of them are capable of bi-directional synchronization.

The second-first synchro section S21 is disposed between the seventh gear 7 and the third gear 3 and is mounted on the second output section ops2. The second-first synchro section (21) synchronizes power transmission selectively to the seventh gear (7) and the third gear (3). The 2 < nd > 1 synchro section S21 is moved to the right to synchronize the third gear 3 and move to the left to synchronize the seventh gear 7. [

The second-second synchro section S22 is disposed between the first gear stage 1 and the fourth gear stage 4 and is mounted on the second output section ops2. The second-second synchro-mechanism S22 synchronizes the first-stage gear 1 and the fourth-gear 4 so as to selectively transmit power. The 2 < 2 > synchro section S22 is moved to the right to synchronize the fourth gear 4 and move to the left to synchronize the first gear 1.

The 2-3 th synchronizer section S23 is disposed between the sixth gear 6 and the second gear 2 and is mounted on the second output section ops2. The second to third synchronizing section (S23) synchronizes power transmission to the sixth gear (6) and the second gear (2) selectively. The second to third synchronizing section S23 is moved to the right to synchronize the second gear 2 and move to the left to synchronize the sixth gear 6. [

On the other hand, the gear trains of the third gear 3 and the fifth gear 5 are disposed at the same position, and they are transmitted through the first input section ips1. The gear trains of the seventh gear 7 and the ninth gear 9 are arranged at the same position, and they are transmitted through the first input portion ips1. Further, the gear trains of the sixth gear 6 and the eighth gear 8 are arranged at the same position, and they are transmitted through the second input portion ips2. That is, the gear trains of the third gear 3 and the fifth gear 5, the gear trains of the seventh gear 7 and the ninth gear 9, and the gear trains of the sixth gear 6 and the eighth gear 8 The gear train can be aligned and the power can be transmitted through the same input gear, thus reducing the overall length and minimizing the parts.

In order to apply the R-stage gear (R) to perform reverse 1-speed shifting, a different idle shaft is usually applied to change the rotation direction of the gear. In the present invention, power is transmitted on the axis of the first output section ops1 through the R-stage gear R including the first-second synchro section S12, and is transmitted to the second output section ops2 The gear 1 can be connected to transmit the power. That is, without using a separate rotary shaft, the post-diagnosis is carried out on three axes.

The shift of the dual clutch transmission according to one embodiment of the present invention having the above-described configuration will be schematically described below.

First, during reverse 1-speed shifting, the second clutch C2 is driven to transmit the power of the engine 100 to the second input unit ips2. The second-second synchro section S22 is engaged with the first gear 1 and the second-second synchro section S12 connected to the R gear G is engaged with the coupling gear 11. [ That is, when the second clutch C2 is driven and power is transmitted to the second input section ips2, the connection gear 11 connected to the second input section ips2 and the R-stage gear R Is rotated. On the other hand, when the R gear (R) is rotated, the first gear (1) connected to the R gear (R) is rotated. At this time, when the second-second synchro section S22 is engaged with the first gear 1, the power of the first gear 1 is transmitted to the second output section ops2.

The first clutch C1 is driven to transmit the power of the engine 100 to the first input unit ips1. Then, the second-second synchro section S22 is engaged with the first gear 1. That is, when the first clutch C1 is driven and power is transmitted to the first input section ips1, the first-stage gear 1 is rotated. At this time, when the second-second synchro section S22 is engaged with the first gear 1, the power of the first gear 1 is transmitted to the second output section ops2.

During forward forward two-speed shifting, the second clutch C2 is driven to transmit the power of the engine 100 to the second input section ips2. Then, the second-third synchro portion (S23) is engaged with the second gear (2). That is, when the second clutch C2 is driven and power is transmitted to the second input section ips2, the second-stage gear 2 connected to the second input section ips2 is rotated. At this time, when the second-third synchro unit (S23) is engaged with the second gear (2), the power of the second gear (2) is transmitted to the second output (ops2).

During forward three-speed shifting, the first clutch C1 is driven to transmit the power of the engine 100 to the first input unit ips1. Then, the second-first synchro section S21 is engaged with the third-stage gear 3. That is, when the first clutch C1 is driven and power is transmitted to the first input section ips1, the third-stage gear 3 is rotated. At this time, when the second-first synchro section S21 is engaged with the third-stage gear 3, the power of the third-stage gear 3 is transmitted to the first output section ops1.

During forward four-speed shifting, the second clutch C2 is driven to transmit the power of the engine 100 to the second input section ips2. Then, the second-second synchro section S22 is engaged with the fourth gear 4. [ That is, when the second clutch C2 is driven and power is transmitted to the second input section ips2, the fourth gear 4 is rotated. At this time, when the second-second synchro section S22 is engaged with the fourth gear 4, the power of the fourth gear 4 is transmitted to the second output section ops2.

In forward five-speed shifting, the first clutch C1 is driven to transmit the power of the engine 100 to the first input unit ips1. Then, the first-first synchro section S11 is engaged with the fifth-stage gear 5. That is, when the first clutch C1 is driven and power is transmitted to the first input section ips1, the fifth-stage gear 5 is rotated. At this time, when the first-first synchro section S11 is engaged with the fifth-stage gear 5, the power of the fifth-stage gear 5 is transmitted to the second output section ops2.

During forward six-speed shifting, the second clutch C2 is driven to transmit the power of the engine 100 to the second input section ips2. Then, the 2nd-2nd synchro unit (S23) is engaged with the 6th gear (6). That is, when the second clutch C2 is driven and power is transmitted to the second input section ips2, the sixth gear 6 is rotated. At this time, when the second to third synchro section (S23) is engaged with the sixth gear (6), the power of the sixth gear (6) is transmitted to the second output section (ops2).

In the forward 7-speed shift, the first clutch C1 is driven to transmit the power of the engine 100 to the first input unit ips1. Then, the second-first synchro section S21 is engaged with the seventh gear 7. [ That is, when the first clutch C1 is driven and power is transmitted to the first input section ips1, the seventh gear 7 is rotated. At this time, when the second-first synchro section S21 is engaged with the seventh gear 7, the power of the seventh gear 7 is transmitted to the second output section ops2.

The second clutch C2 is driven to transmit the power of the engine 100 to the second input unit ips2. Then, the 1st-1st synchro section S13 is engaged with the 8th gear 8. As shown in Fig. That is, when the second clutch C2 is driven and power is transmitted to the second input section ips2, the eighth gear 8 is rotated. At this time, when the first-third synchro portion S13 is engaged with the eighth gear 8, the power of the eighth gear 8 is transmitted to the first output portion ops1.

During forward nine-speed shifting, the first clutch C1 is driven to transmit the power of the engine 100 to the first input section ips1. Then, the first-first synchro section S11 is engaged with the ninth gear 9. That is, when the first clutch C1 is driven and power is transmitted to the first input section ips1, the ninth gear 9 is rotated. At this time, when the first-first synchro section S11 is engaged with the ninth gear 9, the power of the ninth gear 9 is transmitted to the first output section ops1.

During forward 10-speed shifting, the second clutch C2 is driven to transmit the power of the engine 100 to the second input unit ips2. Then, the 1st-1st synchro section (S13) is engaged with the 10th gear (10). That is, when the second clutch C2 is driven and power is transmitted to the second input section ips2, the tenth gear 10 is rotated. At this time, when the 1st-1st synchro section S13 is engaged with the 10th gear 10, the power of the 10th gear 10 is transmitted to the first output section ops1.

The dual clutch transmission according to the embodiment of the present invention can minimize the shaft and the gear train without increasing the total length, thereby achieving the forward 10-speed and the reverse 1-speed. Therefore, the increase in weight of the transmission can be suppressed, the manufacturing cost and the number of parts can be reduced, and the fuel consumption can be improved.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. I will understand. Accordingly, the true scope of protection of the present invention should be defined by the following claims.

C1, C2: First and second clutches ips1, ips2: First and second input portions
ops1, ops2: first and second output units S10:
S11: 1st-1st synchro unit S12: 1st-2nd synchro unit
S13: 1st to 1st synchro section S20: 2nd synchro section
S21: 2-1 Synchro S22: 2-2 Synchro part
S23: 2nd to 3rd synchronous R: Rth gear
1: 1st gear 2: 2nd gear
3: 3rd gear 4: 4th gear
5: 5th gear 6: 6th gear
7: 7th gear 8: 8th gear
9: 9th gear 10: 10th gear
11: connecting gear 100: engine

Claims (10)

A first input portion for selectively transmitting power from the engine by the first clutch;
A second input portion for selectively transmitting power from the engine by a second clutch;
A first output unit for receiving and outputting power through the first and second input units and having a 9th gear, a 5th gear, an R gear, a connecting gear, an 8th gear, and a 10th gear;
A second output unit for receiving and outputting power through the first and second input units and including a seventh gear, a third gear, a first gear, a fourth gear, a sixth gear, and a second gear;
A first synchro mounted on the first output unit and selectively synchronized with the 9th gear, the 5th gear, the connecting gear, the 8th gear, and the 10th gear; And
And a second synchronous portion mounted on the second output portion and selectively synchronized with the seventh gear, the third gear, the first gear, the fourth gear, the sixth gear, and the second gear,
Dual clutch transmission capable of shifting forward 10 steps and reverse 1 step.
The method according to claim 1,
Wherein the first input portion is connected to the ninth gear, the fifth gear, the seventh gear, the third gear, and the first gear,
And the second input portion is connected to the connecting gear, the eighth gear, the tenth gear, the fourth gear, the sixth gear, and the second gear.
The method according to claim 1,
Wherein the first input portion and the second input portion are disposed on a coaxial line in the form of a double pipe using a hollow shaft.
The method according to claim 1,
And a parking gear for fixing an output is mounted on the first output portion.
The apparatus as claimed in claim 4, wherein the first synchronizing unit
A first-1 synchro mechanism arranged between the ninth gear and the fifth gear to synchronize power transmission selectively to the ninth gear and the fifth gear;
A second-second synchronizer disposed between the R gear and the coupling gear, the second-S synchronizer being connected to the R gear to synchronize power transmission to the coupling gear; And
And a first-third synchronizer disposed between the eighth gear and the tenth gear to synchronize power transmission selectively to the eighth gear and the tenth gear.
The apparatus according to claim 1, wherein the second synchronizing portion
A second-1 synchro arrangement disposed between the seventh gear and the third gear to synchronize power transmission selectively to the seventh gear and the third gear;
A second-second synchronizer disposed between the first gear and the fourth gear to synchronize power transmission selectively to the first gear and the fourth gear; And
And a second-third synchronizer disposed between the sixth gear and the second gear to synchronize power transmission selectively to the sixth gear and the second gear.
The method according to claim 1,
And the gear train of the third gear and the fifth gear is disposed at the same position, and the power is transmitted through the first input portion.
The method according to claim 1,
And the gear train of the seventh gear and the ninth gear are disposed at the same position, and the power is transmitted through the first input portion.
The method according to claim 1,
Wherein the gear train of the sixth gear and the gear of the eighth gear are disposed at the same position and the power is transmitted through the second input portion.
The method according to claim 1,
The reverse 1-speed
The second input portion, the connecting gear, the R gear connected to the connecting gear through the first synchronizer, the first gear connected to the R gear, the second synchronizer connected to the first gear, And power is sequentially transmitted to the second output unit.
KR1020150168389A 2015-11-30 2015-11-30 Dual clutch transmission KR101765501B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020150168389A KR101765501B1 (en) 2015-11-30 2015-11-30 Dual clutch transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020150168389A KR101765501B1 (en) 2015-11-30 2015-11-30 Dual clutch transmission

Publications (2)

Publication Number Publication Date
KR20170064033A KR20170064033A (en) 2017-06-09
KR101765501B1 true KR101765501B1 (en) 2017-08-08

Family

ID=59220117

Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020150168389A KR101765501B1 (en) 2015-11-30 2015-11-30 Dual clutch transmission

Country Status (1)

Country Link
KR (1) KR101765501B1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20200068403A (en) 2018-12-05 2020-06-15 현대 파워텍 주식회사 Two way clutch for multi speed transmission and control method thereof

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110836249B (en) * 2018-08-15 2021-09-21 上海汽车集团股份有限公司 Automobile and ten-speed transmission thereof

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120272760A1 (en) 2011-04-27 2012-11-01 GM Global Technology Operations LLC Dual clutch multi-speed transmission
JP2014098402A (en) 2012-11-13 2014-05-29 Aisin Ai Co Ltd Dual clutch type automatic transmission

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120272760A1 (en) 2011-04-27 2012-11-01 GM Global Technology Operations LLC Dual clutch multi-speed transmission
JP2014098402A (en) 2012-11-13 2014-05-29 Aisin Ai Co Ltd Dual clutch type automatic transmission

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20200068403A (en) 2018-12-05 2020-06-15 현대 파워텍 주식회사 Two way clutch for multi speed transmission and control method thereof

Also Published As

Publication number Publication date
KR20170064033A (en) 2017-06-09

Similar Documents

Publication Publication Date Title
CN210003756U (en) Nine-gear transmission
CN110985613B (en) Multi-gear double-clutch transmission
KR101679967B1 (en) Multi-speed transmission
KR101704203B1 (en) 10-stage dct for vehicle
KR101063654B1 (en) Powertrain of Double Clutch Transmission
KR101470203B1 (en) Eight speed transmission applyed double clutch
KR101765501B1 (en) Dual clutch transmission
KR101734827B1 (en) Dual clutch transmission
KR101765497B1 (en) Dual clutch transmission
JP2009108915A (en) Transmission
KR101765502B1 (en) Dual clutch transmission
KR101417667B1 (en) Double clutch eight speed transmission
KR101765499B1 (en) Dual clutch transmission
KR101765503B1 (en) Dual clutch transmission
KR101765498B1 (en) Dual clutch transmission
KR101550983B1 (en) Automated manual transmission for vehicle
KR101765500B1 (en) Dual clutch transmission
KR20100062642A (en) Power train of double clutch transmission
KR101637280B1 (en) Power transmission apparatus for hybrid electric vehicle
CN107299965B (en) Multi-gear double-clutch transmission for vehicle
KR101063616B1 (en) Double Clutch Transmission Powertrain
WO2015020201A1 (en) Twin-clutch-type transmission
KR101551005B1 (en) 8 speed dual clutch transmission
KR20170077963A (en) Dual clutch transmission
KR101755816B1 (en) Transmission for vehicles

Legal Events

Date Code Title Description
A201 Request for examination
E902 Notification of reason for refusal
E701 Decision to grant or registration of patent right
GRNT Written decision to grant