RU2565799C1 - Heptacyclic gearbox with dual clutch - Google Patents

Abstract

FIELD: motor car construction.

SUBSTANCE: gearbox first driven shaft supports the gears and 2^nd-to-6^th and 1^st-to-7^th gearshift clutch. Second driven shaft carries the gears and rear-to-4^th and 5^th-to-3^rd gearshift clutches. Hub of 1^st-to-7^th gearshift clutch is rigidly coupled via tubular shaft with 6^th gear driven wheel.

EFFECT: higher operating performances.

4 cl, 2 dwg

Description

The invention relates to transport machinery, in particular to automated transmissions.

A known gearbox with two multi-plate clutches, containing two coaxial drive shafts located one inside the other, with even and odd gears mounted on them, engaged with permanent gears of the corresponding gears, which can be rigidly connected using synchronizers with driven shafts ( Ivanov A.N., Solntsev A.N., Gaevsky V.V. et al. Fundamentals of the design of a car. - M.: “Book Publishing House” LLC “At the Wheel” ”, 2005. - 166 p.

In modern automotive gearboxes (KP) with two clutches with misaligned input and output shafts, mainly gears with constant gearing are used. With one input shaft, the total number of shafts reaches six (see patent EP 1593877 A1 of 7.11.2007). At the end of each secondary shaft is the final drive pinion gear. In most modern gearboxes with a misaligned scheme in all forward gears, the power flow is transmitted through a single gear engagement, and therefore a gear ratio exceeding u = 4 for the first gear is possible only with an increase in the size of the structure. And getting a gear ratio less than u = 0.6 for a higher gear leads to the small size and low strength of the driven gear of this gear. Thus, modern non-axial gearboxes, due to the use of forward gears of the power flow transmission on all gears with one gear mesh, have reached the limit of the gear ratios of the “extreme” gears. Moreover, the maximum traction on the drive wheels directly depends on the gear ratio of the first gear. The greater the traction force, the greater the resistance to movement able to overcome the car, or higher its dynamic performance in first gear, or lower speed in first gear. Depending on the intended purpose of the vehicle, the transmission must provide the required traction. Thus, to increase the operational capabilities and characteristics of a modern car, it is necessary to expand the range of gear ratios of the gearbox by increasing the gear ratio of the first gear, but not to the detriment of the mass-dimensional performance of the transmission.

The most suitable as a prototype is a 6 (7) -stage misaligned gearbox with two clutches with an increased gear ratio of the first gear Ford (see patent US 7597020 B2 from 6.10.2009, Fig. 4).

The gearbox consists of a housing with two coaxial input shafts parallel to it, located one inside the other, with three even gears rigidly mounted on one of them and two odd gears on the other. Seven gears, three three-position and one two-position synchronizer are freely mounted on two secondary shafts. At the ends of the secondary shafts, the main gears of the main gear are cut, engaged with a driven wheel fixed to the differential housing. The driven gear of the reverse gear is engaged with the driven gear of the second gear. The hub of the first gear clutch, through a tubular shaft, is connected by a rigid connection with the driven gear of the fourth gear, thereby ensuring the transmission of torque in the first gear with three pairs of gears. The driving gear of the first gear, at the same time, is the driving gear of the third gear.

The disadvantages of the gearbox is that switching from the sixth to the seventh gear occurs with a break in the power flow, because torque transmission in these gears is carried out by the same clutch. Moreover, during the switch, three of the four synchronizers change their positions. And also in the seventh gear, the torque is transmitted by three pairs of gears, which reduces the transmission efficiency in this gear.

The aim of the invention is to obtain a 7-speed off-axis gearbox with two clutches.

This goal is achieved by the fact that on the first driven shaft there are gears and a gearshift clutch of the second-sixth and first-seventh gears, on the second driven shaft are gears and a gearshift clutch of the rear-fourth and fifth-third gears, while the hub of the gearshift clutch is the first-seventh gears, through a tubular shaft, is connected by a rigid connection with the driven gear of the sixth gear.

It is also possible that the fifth gear drive gear is simultaneously the seventh gear drive gear, and the fourth gear drive gear is the sixth gear drive gear at the same time.

It is also possible that the fifth gear drive gear is, at the same time, the seventh gear drive gear.

It is also possible that the fourth gear drive gear is also the sixth gear drive gear.

The analysis of patents, scientific and technical literature did not reveal the fame of the claimed combination of existing features.

In FIG. 1 shows a kinematic diagram of a 7-speed dual clutch gearbox.

In FIG. 2 is a beam diagram of a 7-speed dual clutch gearbox. On the horizontal are the numbers of various gears. Logarithms and gear ratios are shown on the lower scale. A beam pointing to the right indicates a deceleration. The better the beam, the greater the gear ratio. A beam pointing to the left indicates an accelerating gear.

The composition shown in FIG. 1 of the kinematic scheme of a 7-speed gearbox with two clutches includes two coaxial input shafts 2 and 3 installed in the bearings of the housing 1, located one inside the other and two driven shafts 4 and 5 parallel to them installed. The gears 6, 7, 8, 9 are rigidly fixed on the input shaft 2. Gears 10 and 11 are freely mounted on the driven shaft 4 and pairwise engaged with gears 6 and 8, respectively. Gears 12 and 13 are rigidly mounted on the input shaft 3. Gears 14 and 15 are freely mounted on the driven shaft 5 and pairwise engaged with gears 12 and 13, respectively. Gears 16 and 17 are freely mounted on the driven shaft 4 and pairwise engaged with gears 14 and 13, respectively. A tubular shaft 18 is rigidly connected to the gear 15. The gears 19 and 20 are freely mounted on the tubular shaft 18 and the driven shaft 5 and pairwise engaged with gears 7 and 9, respectively. The driving gears of the main gear 21 and 22 are rigidly connected with the driven shafts 4 and 5, respectively, and are in constant engagement with the driven wheel 23 of the main gear. Clutch A (24) is located on the driven shaft 5 between the gears 14-15. Clutch B (25) is located at the end of the tubular shaft 18 between the gears 19-20. Clutches C (26) and D (27) are located on the driven shaft 4 between the gears 16-17 and 10-11, respectively.

The driven disk 28 of the left clutch (L) is mounted on the input shaft 2, and the driven disk 29 of the right clutch (P) is mounted on the input shaft 3. A pressure device pressing the drive and driven disks when the clutch is engaged is not shown.

The operation of the 7-speed dual clutch gearbox shown in FIG. 1 is carried out as follows.

1st gear.

We turn on the left clutch (L), we switch couplings A and B to the left position. The torque from the input shaft 2 through a pair of coupled gears 7-19, clutch B, a tubular shaft 18, a pair of gears 15-13, a shaft 3, a pair of gears 12-14 and a clutch A is transmitted to the driven shaft 5, the pinion gear rigidly connected to it 22 and the gear 23 of the main gear engaged with it. Further, according to the well-known prior art, the operation of the main gear.

In the radiation diagram (see Fig. 2), this transmission is reflected in series with beams 0-I, I-6 and 6-1.

2nd gear.

We turn on the right clutch (P), clutch A in the left position, turn off clutch B, switch D to the right position. Torque from the input shaft 3 through a pair of coupled gears 12-14 and clutch A is transmitted to the driven shaft 5 and the drive gear of the main gear rigidly connected to it 22. Further, according to the well-known state of the art, the main gear works.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 2.

3rd gear.

We turn on the left clutch (L), clutch D in the right position, turn off clutch A, switch clutch C to the right position. Torque from the input shaft 2 through a pair of coupled gears 8-11 and the clutch D is transmitted to the driven shaft 4 and the drive gear of the main gear rigidly connected to it 21. Next, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 3.

4th gear.

We turn on the right clutch (P), clutch C in the right position, switch clutch D to the left position. Torque from the input shaft 3 through a pair of coupled gears 13-17 and the clutch C is transmitted to the driven shaft 4 and the drive gear of the main gear rigidly connected to it 21. Next, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 4.

5th gear.

We turn on the left clutch (L), clutch D in the left position, turn off clutch C, switch clutch A to the right position. The torque from the input shaft 2 through a pair of coupled gears 6-10 and the clutch D is transmitted to the driven shaft 4 and the drive gear of the main gear rigidly connected to it 21. Next, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 5.

6th gear.

We turn on the right clutch (P), clutch A in the right position, turn off clutch D, switch clutch B to the right position. Torque from the input shaft 3 through a pair of coupled gears 13-15 and clutch A is transmitted to the driven shaft 5 and the drive gear of the main gear rigidly connected to it 22. Further, according to the well-known state of the art, the main gear works.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 6.

7th gear.

We turn on the left clutch (L), clutches A and B in the right position. Torque from the input shaft 2 through a couple of coupled gears 9-20, clutch B, tubular shaft 18 and clutch A is transmitted to the driven shaft 5 and the drive gear of the main gear rigidly connected to it 22. Further, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 7.

Reverse 1.

We turn on the left clutch (L), we switch clutches B and C to the left position. Torque from the input shaft 2 through a pair of coupled gears 7-19, clutch B, a tubular shaft 18, a pair of gears 15-13, a shaft 3, coupled gears 12-14-16 and a clutch C is transmitted to the driven shaft 4 and rigidly connected to it the leading gear of the main gear 21. Further, according to the well-known level of technology, the operation of the main gear.

On the radiation diagram (see Fig. 2) this transmission is reflected in series connected beams connecting the points 0-I, I-6 and 6-ZX 1.

Reverse 2.

We turn on the right clutch (P), clutch C in the left position, switch clutch B to the right position. Torque from the input shaft 3 through the coupled gears 12-14-16 and the clutch C is transmitted to the driven shaft 4 and the pinion gear 21 rigidly connected to it. Next, according to the well-known state of the art of the main gear.

On the beam diagram (see Fig. 2), this transmission is reflected in series by beams 0-ZX 2.

Reverse 3.

We turn on the left clutch (L), clutch With the left position, clutch B in the right position. The torque from the input shaft 2 through a pair of coupled gears 9-20, clutch B, a tubular shaft 18, a pair of gears 15-13, a shaft 3, coupled gears 12-14-16 and a clutch C is transmitted to the driven shaft 4 and rigidly connected to it the leading gear of the main gear 21. Further, according to the well-known level of technology, the operation of the main gear.

On the radiation diagram (see Fig. 2) this transmission is reflected in series connected beams connecting the points 0-7, 7-6 and 6-ZX 3.

The technical result of using the gearbox proposed by this invention is to increase the operational capabilities and characteristics of the car by increasing the number of gears to 7 and expanding the range of gear ratios.

Information sources

1. Ivanov A.N., Solntsev A.N., Gaevsky V.V. and others. The basics of car design. - M .: Book Publishing House LLC “Behind the Wheel”, 2005. - 166 p.: Ill.

2. Patent US 7597020 B2 dated 6.10.2009

3. Patent EP 1593877 A1 of 11.11.2007

4. Patent RU 2481510.

5. Patent RU 2312031.

6. Cars: Design, construction and calculation. Transmission. Ed. A.I. Grishkevich. - Mn .: Vysh. school, 1985 .-- 240 p.

Claims (4)

1. A seven-speed gearbox with two clutches, comprising a double clutch assembly, a housing with two driven shafts parallel to it, two coaxial input shafts located one inside the other, with even gears rigidly mounted on one of them, and a tubular shaft on the other - odd gear gears meshed with the constant gear gears of the respective gears, with the possibility of hard connection with the help of switching clutches with driven shafts, the ends of which are driven the main gear gear is engaged with the driven wheel mounted on the differential case, with the gears and the second and sixth gear shifting clutches located on the first driven shaft, and the gears and the rear and fourth gear shifting clutches located on the second driven shaft, the rear gear being the rear gear the gear is engaged with the driven gear of the second gear, characterized in that on the first driven shaft there are gears and a clutch for switching the second-sixth and first-seventh gears, on the second driven shaft located in gear and the clutch-switching back and fourth-fifth to third gear, the first clutch hub shift to seventh gear through the tubular shaft is connected a rigid coupling with the sixth speed driven gear. 2. A seven-speed gearbox with two clutches according to claim 1, characterized in that the fifth gear drive gear is at the same time the seventh gear drive gear. 3. A seven-speed gearbox with two clutches according to claim 1, characterized in that the driving gear of the fourth gear is simultaneously the driving gear of the sixth gear. 4. The seven-speed gearbox with two clutches according to claim 1, characterized in that the fifth gear drive is simultaneously the seventh gear and the fourth gear is the sixth gear.

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