US20110138944A1

US20110138944A1 - Double-clutch transmission for vehicles

Info

Publication number: US20110138944A1
Application number: US12/935,882
Authority: US
Inventors: Mikael B. Mohlin; Axel Geiberger; Mathias Remmler; Markus ROCKENBACH
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2008-03-31
Filing date: 2009-03-31
Publication date: 2011-06-16
Also published as: US20110154945A1; WO2009121568A1; US20110138943A1; US8104366B2; US20110023638A1; GB0905402D0; GB0905530D0; GB2458790A; US20110146444A1; GB2458794B; US20110048168A1; GB2458794A; GB2458799B; WO2009121569A1; GB0905535D0; GB2458796A; GB2458800A; GB2458797B; US20110146443A1; GB0905526D0

Abstract

A double-clutch transmission (DCT) includes, but is not limited to two input shafts that are connected to two clutches separately. Three layshafts of the DCT are spaced apart from the input shafts in parallel. One or more of the layshafts includes, but are not limited to a pinion. Gearwheels of eight gearwheel groups are arranged on the shafts for providing seven sequentially increasing forward gears and one reverse gear. Each one of the gearwheel groups comprises a fixed gearwheel on one of the input shaft, meshing with an idler gearwheel on one of the layshafts. A third fixed gearwheel meshes with a third gear idler gearwheel and a fifth gear idler gearwheel. Especially, a fourth fixed gearwheel meshes with a fourth gear idler gearwheel and a sixth gear idler gearwheel.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a U.S. National-Stage entry under 35 U.S.C. §371 based on International Application No. PCT/EP2009/002352, filed Mar. 31, 2009, which was published under PCT Article 21(2) and which claims priority to European Application No. 08006645.9, filed Mar. 31, 2008, and which claims priority to European Application No. 08006638.4, filed Mar. 31, 2008, and which claims priority to European Application No. 08006639.2, filed Mar. 31, 2008, and which claims priority to European Application No. 08006640.0, filed Mar. 31, 2008, and which claims priority to European Application No. 08006641.8, filed Mar. 31, 2008, and which claims priority to European Application No. 08006642.6, filed Mar. 31, 2008, and which claims priority to European Application No. 08006635.0, filed Mar. 31, 2008, and which claims priority to European Application No. 08006643.4, filed Mar. 31, 2008, and which claims priority to European Application No. 08006644.2, filed Mar. 31, 2008, and which claims priority to European Application No. 08006486.8, filed Mar. 31, 2008, and which claims priority to European Application No. 08006606.1, filed Mar. 31, 2008, and which claims priority to European Application No. 08006607.9, filed Mar. 31, 2008, and which claims priority to European Application No. 08006608.7, filed Mar. 31, 2008, and which claims priority to European Application No. 08006646.7, filed Mar. 31, 2008, and which claims priority to European Application No. 08006616.7, filed Mar. 31, 2008, and which claims priority to European Application No. 08006617.8, filed Mar. 31, 2008, and which claims priority to European Application No. 08006609.5, filed Mar. 31, 2008, and which claims priority to European Application No. 08006610.3, filed Mar. 31, 2008, and which claims priority to European Application No. 08006611.1, filed Mar. 31, 2008, and which claims priority to European Application No. 08006612.9, filed Mar. 31, 2008, and which claims priority to European Application No. 08006621.0, filed Mar. 31, 2008, and which claims priority to European Application No. 08006622.8, filed Mar. 31, 2008, and which claims priority to European Application No. 08006623.6, filed Mar. 31, 2008, and which claims priority to European Application No. 08006624.4, filed Mar. 31, 2008, and which claims priority to European Application No. 08006569.1, filed Mar. 31, 2008, and which claims priority to European Application No. 08006637.6, filed Mar. 31, 2008, and which claims priority to European Application No. 08006615.2, filed Mar. 31, 2008, and which claims priority to European Application No. 08006636.8, filed Mar. 31, 2008, and which claims priority to European Application No. 08006625.1, filed Mar. 31, 2008, and which claims priority to European Application No. 08006626.9, filed Mar. 31, 2008, and which claims priority to European Application No. 08006627.7, filed Mar. 31, 2008, and which claims priority to European Application No. 08006628.5, filed Mar. 31, 2008, and which claims priority to European Application No. 08006629.3, filed Mar. 31, 2008, and which claims priority to European Application No. 08006630.1, filed Mar. 31, 2008, and which claims priority to European Application No. 08006631.9, filed Mar. 31, 2008, and which claims priority to European Application No. 08006619.4, filed Mar. 31, 2008, and which claims priority to European Application No. 08006620.2, filed Mar. 31, 2008, and which claims priority to European Application No. 08006618.6, filed Mar. 31, 2008, and which claims priority to European Application No. 08006614.5, filed Mar. 31, 2008, and which claims priority to European Application No. 08006613.7, filed Mar. 31, 2008, and which claims priority to European Application No. 08006634.3, filed Mar. 31, 2008, and which claims priority to European Application No. 08006633.5, filed Mar. 31, 2008, and which claims priority to European Application No. 08006632.7, filed Mar. 31, 2008, and which claims priority to European Application No. 08006649.1, filed Mar. 31, 2008, and which claims priority to European Application No. 08006648.3, filed Mar. 31, 2008, and which claims priority to European Application No. 08006647.5, filed Mar. 31, 2008, which are all hereby incorporated in their entirety by reference.

TECHNICAL FIELD

The present application relates to a double-clutch transmission for vehicles, such as cars.

BACKGROUND

A double-clutch transmission comprises two input shafts that are connected to and actuated by two clutches separately. The two clutches are often combined into a single device that permits actuating any of the two clutches at a time. The two clutches transmit driving torque from an engine to the two input shafts of the double-clutch transmission.
U.S. Pat. No. 6,634,247 B2 discloses a six-gear double clutch transmission with an electric unit. The double clutch transmission has not been widely used in the cars for street driving. Problems that hinder the wide application of double clutch transmission comprise of providing a compact, reliable and fuel-efficient double clutch transmission. Therefore, there exists a need for providing such a double clutch transmission that is also affordable by consumers.

SUMMARY

The present application provides a double-clutch transmission that comprises an inner input shaft and an outer input shaft. The inner input shaft is partially enclosed by the outer input shaft. In the words, the outer input shaft surrounds the inner input shaft in a radial direction. The radial direction indicates regions that surround a longitudinal axis of the inner input shaft. The outer input shaft can be a hollow input shaft and the inner input shaft can be a solid input shaft. Alternatively, the inner input shaft can also be a hollow input shaft.
The DCT has a first clutch or a first clutch disc that is non-rotatably connected to the inner input shaft. The DCT also has a second clutch or a second clutch disc non-rotatably connected to the outer input shaft. The non-rotatable connections ensure that a connection between two joined shafts causes simultaneous rotation of the two shafts. For example, the two shafts can be fused together to make the non-rotatable connection. Alternatively, the non-rotatable connection can be provided by a universal joint.
There are a first layshaft, a second layshaft and a third layshaft in the DCT. These layshafts are spaced apart from the input shafts and arranged in parallel to the input shafts. That is, longitudinal axes of these shafts are parallel to each other, including overlapping axes. One or more of the layshafts comprise a pinion for outputting a drive torque to a drive train of a vehicle. The drive train can alternatively be referred as powertrain or powerplant that comprises the group of components for generating power and delivering it to the road surface, water, or air. The drive train can include an engine, a transmission, drive shafts, differentials, and final drive. The final drive can be drive wheels, continuous track like with tanks or caterpillar tractors, propeller, etc. Sometimes “drive train” refers simply to the engine and the transmission, including the other components only if they are integral to the transmission.
Gearwheels of the DCT are arranged on the first layshaft, on the second layshaft, on the third layshaft, on the inner input shaft and on the outer input shaft. These gearwheels comprises a first gearwheel group, a second gearwheel group, a third gearwheel group, a fourth gearwheel group, a fifth gearwheel group, a sixth gearwheel group, a seventh gearwheel group and a reverse gearwheel group for providing seven sequentially increasing gears and one reverse gear. The sequentially increasing gears describe an escalating order that members of the order follow each other. Gears of a car can be arranged in a sequentially increasing manner from first gear to seventh gears. For example, in a car having a DCT, a first gear has a gear ratio of 2.97:1; a second gear has a gear ratio of 2.07:1; a third gear has a gear ratio of 1.43:1; a fourth gear has a gear ratio of 1.00:1; a fifth gear has a gear ratio of 0.84:1; a sixth gear has a gear ratio of 0.56:1; and a seventh gear has a gear ratio of 0.32:1. The seven gears provide an increasing order of output speed of the transmission for driving a car with the DCT.
The first gearwheel group comprises a first fixed gearwheel on the outer input shaft, meshing with a first gear idler gearwheel on one of the layshafts. The third gearwheel group comprises a third fixed gearwheel on the outer input shaft, meshing with a third gear idler gearwheel on one of the layshafts. The fifth gearwheel group comprises a fifth fixed gearwheel on the outer input shaft, meshing with a fifth gear idler gearwheel on one of the layshafts. The seventh gearwheel group comprising a seventh fixed gearwheel on the outer input shaft, meshing with a seventh gear idler gearwheel on one of the layshafts. The second gearwheel group comprises a second fixed gearwheel on the inner input shafts, meshing with a second gear idler gearwheel on one of the layshafts. The fourth gearwheel group comprises a fourth fixed gearwheel on the inner input shafts, meshing with a fourth gear idler gearwheel on one of the layshafts. The sixth gearwheel group comprises a sixth fixed gearwheel on the inner input shafts, meshing with a sixth gear idler gearwheel on one of the layshafts. The reverse gearwheel group comprises a reverse driving gearwheel on one of the input shafts, meshing with a reverse gear idler gearwheel on one of the layshafts for providing a reverse gear. The driving gearwheel can be a fixed gearwheel on its carrying shaft or an idler gearwheel on its carrying shaft in cooperation with a coupling device. The driving gearwheel receives torque from its carrying shaft and transmits it further to a gearwheel on another shaft.
One or more of the gearwheel groups or each of the gearwheel groups comprises a coupling device which is arranged on one of the layshafts to selectively engage one of the idler gearwheels for selecting one of the seven gears. The third fixed gearwheel meshes with the fifth gear idler gearwheel, in addition to the meshing between the third fixed gearwheel and the third gear idler gearwheel. The coupling device on a shaft that carries the coupling device can engage a neighboring idler gearwheel to the carrying shaft. The carrying shaft typically bears the weight and transmits the torque of the idler gearwheel.
Especially, the fourth fixed gearwheel meshes with the sixth gear idler gearwheel, in addition to its meshing with the fourth gear idler gearwheel.
The DCT provides seven forward gears through a dual clutch. The DCT makes gear switching between odd and even ratios to be swift and efficient because the gearwheels of the odd and even gears are driven by different clutches respectively. One double meshing feature is provided by the third fixed gearwheel that meshes with the third gear idler gearwheel and the fifth gear idler gearwheel. Another double meshing feature is provided by the fourth fixed gearwheel that meshes with the fourth gear idler gearwheel and the sixth gear idler gearwheel. The two double meshing features make the DCT to be compact and lightweight at low cost because two fixed gearwheels are avoided on the input shafts. Since different input shafts provide the two double-meshing features, gear switching between the two double-meshing features is efficient.
Different input shafts can provide the first forward gear and the reverse gear. In other words, the first forward gear can be provided by one of the input shafts, while the reverse gear can be provided by the other input shaft. Alternating engagement of the two clutches of the DCT enables that the switching between the two input shafts can be achieved quickly. As a result, a driving scheme that the DCT engages the two input shafts alternatively can drive the vehicle back & forth rapidly. This scheme is useful for moving the vehicle out of a muddy puddle because the vehicle can simply be driven back & forth by alternating engagement to one of the two clutches to get out the puddle. Less loss of momentum of the DCT can be achieved. Alternatively, the second forward gear and the reverse gear can be provided on different input shafts for the similar effects.
The first forward gear and the reverse gear can also be provided the same input shaft. The same input shaft can be the solid input shaft or the hollow input shaft. This arrangement avoids engaging or disengaging one of the two clutches of the DCT.
The reverse gearwheel group can further provide a second reverse gear, in addition to the first reverse gear. The second reverse gear enables dual speeds for reversing a vehicle, which can be useful for a specialized vehicle with more maneuverability. For example, the first reverse gear can be used as a faster reverse operation, while the second reverse gear can be used as a slower reverse operation, or vice versa.
The first reverse gear and the second reverse gear can either be provided two different input shafts or by the same input shaft. The same input shaft can be the inner input shaft or the outer input shaft. The switching between the two reverse gears can be made fast and efficient if the first reverse gear and the second reverse gear are provided by the two different input shafts separately. Alternative engagement of the two clutches can achieve the switching swiftly.
The double-clutch transmission device can further comprise a park-lock gearwheel fixed onto one of the layshafts that carries a pinion. The layshaft with the park-lock comprises the final drive pinion for engaging and locking a differential of the DCT. The differential comprises an output gearwheel on the output shaft. The park-lock enables a vehicle with the park-lock to park at a place in a secure manner, even on a slope. The park-lock is easy to implement and beneficial for the vehicle and passengers' safety.
The double clutch transmission can provide two coupling devices that engage two of the idler gearwheels of the seven gears respectively at the same time. The process of multiple engagements of the two idler gearwheels on different layshafts is known as pre-selection of gears. Especially, the two idlers of two consecutive gears that are driven by different input shafts of the DCT can be both engaged for shifting from one of the two gears to the other. For example, idler gearwheels of the third gear and the fourth gear of the DCT are both engaged to their weight-carrying layshaft by their neighboring coupling devices when only one of the input shafts receives an input torque. Since incoming torque from any of the input shafts is constantly delivered to an idler gearwheel of the two consecutive gears, there is little or no interruption in torque flow during the gearshift. Therefore, the double-clutch transmission provides continuous and more efficient torque transmission, as compared to the gearshift process in single clutch transmissions.
The double-clutch transmission device can further comprise two pinions that are mounted on two of the layshafts respectively, instead of the one pinion. The two pinions can be fixed onto the first layshaft and the second layshaft separately. The two pinions on the layshafts can mesh or comb with one relatively big output gearwheel on an output shaft. The output gearwheel can be integrated into a transmission differential device without providing an intermediate output shaft of the transmission gearbox. This allows a very dense packaging situation for the DCT.
One or more of the layshafts can be mounted with a fixed gearwheel that meshes with one of the gearwheels on the other layshafts having the one pinion. The fixed gearwheel carrying layshaft can avoid having a pinion fixed to it so that the DCT can have less number of pinions for outputting a driving torque. This is because the fixed gearwheel can transmit torque of the carrying layshaft to other layshafts.
Two or more of the first idler gearwheel, the second idler gearwheel, the third gear idler gearwheel and the fourth gear idler gearwheel can be provided on the same layshaft. The same layshaft can be the first layshaft, the second layshaft or the third layshaft. Gearwheels of low gears (e.g. 1st gear, 2nd gear, 3rd, gear, & 4th gear) requires a carrying layshaft with larger size that transmits higher torque strength and heaver gearwheel load.
One thick layshaft of heavy weight can be maximized in usage by carrying more gearwheels of the low gears. If fact, one larger layshaft can be better utilized if the first idler gearwheel, the second idler gearwheel, the third gear idler gearwheel and the fourth gear idler gearwheel are installed on it.
One or more of the gearwheels can be mounted on the third layshaft. The one or more gearwheels can mesh with two or more gearwheels on the layshafts or the input shafts respectively. The meshing enables torque transmission between the third layshaft and other shafts. The third layshaft can thus avoid having a pinion on because torque of the third layshaft can be outputted other shafts. This arrangement can reduce weight, size and cost of the double-clutch transmission in relation to the pinion on the third layshaft.
Two or more of the fifth idler gearwheel, the sixth idler gearwheel, and the seventh gear idler gearwheel can be provided on the same layshaft. Gearwheels of high gears (e.g. 5th gear, 6th gear, & 7th gear) require a thin carrying layshaft that transmits lower torque strength and lighter gearwheel load. One thin layshaft of lightweight can be maximized in usage by carrying more gearwheels of the high gears.
Bearings can be provided for supporting the layshafts. One or more of the bearings may be provided next to one of the pinions. The pinions that outputs torque of its carrying layshaft is better supported by immediately adjacent bearing for reducing the deflection and load the layshaft. The supporting bearing thus can improve torque transmission efficiency and reduce cost of the DCT.
One or more of the bearings can be provided next to one of the driven gearwheels of low gears. Gearwheels of low gears transmit higher torques as compared to the gearwheels of high gears. Close support of the bearings help to reduce excessive deflection and weight related cost of their carrying shafts.
There can be a distance between one of the layshafts with gearwheels of higher gears and the inner input shaft that is lesser than a distance between the other layshaft with gearwheels of lower gears and the inner input shaft. The layshaft with gearwheels of lower speeds have larger diameters as compared to that of the layshaft with higher speeds. The DCT can be made more compact by bringing the layshaft with gearwheels of higher speeds closer to the inner input shaft.
There can be provided a gearbox that comprises the double-clutch transmission and an output gearwheel on an output shaft. The output gearwheel meshes with the pinions for outputting a drive torque to a torque drain. The output gearwheel provides a single source of torque output so that the construction of the DCT is made simple and neat.
There can be provided a power train device with the gearbox. The power train device can comprise one or more power source for generating a driving torque. The power train device usually has the gearbox and the power source onboard so that a vehicle with the power train device can be mobile without being physically attached to an external stationary power source.
The power source can comprise a combustion engine. The power train with the combustion engine and the DCT is easy to manufacture. The combustion engine can consume less petrol for environmental protection. Furthermore, a combustion engine usable for other types of fuel can have even less polluting emission, such as hydrogen fuel.
The power source can comprise an electric motor. Electric motor used in a hybrid car, or in an electrical car enables reduction of pollution, as compared to typical combustion using petrol. The electric motor can even recuperate brake energy in a generator mode.
There can be provided a vehicle that comprises the power train device. The vehicle having the power train device is efficient in energy usage by using the DCT.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and

FIG. 1 illustrates a front view of a first embodiment of a double clutch transmission of the application;

FIG. 2 illustrates the path of torque flow of a first gear transmission ratio;

FIG. 3 illustrates the path of torque flow of a second gear transmission ratio;

FIG. 4 illustrates the path of torque flow of a third gear transmission ratio;

FIG. 5 illustrates the path of torque flow of a fourth gear transmission ratio;

FIG. 6 illustrates the path of torque flow of a fifth gear transmission ratio;

FIG. 7 illustrates the path of torque flow of a sixth gear transmission ratio;

FIG. 8 illustrates the path of torque flow of a seventh gear transmission ratio;

FIG. 9 illustrates the path of torque flow of a reverse gear transmission ratio;

FIG. 10 illustrates an assembly of a double-sided coupling device with its neighboring gearwheels for engagement;

FIG. 11 illustrates an assembly of a single-sided coupling device with its neighboring gearwheel for engagement;

FIG. 12 illustrates an assembly of an idler gearwheel that is rotatably supported by a shaft on a bearing;

FIG. 13 illustrates an assembly of a fixed gearwheel that is supported on a shaft;

FIG. 14 illustrates a cross-section through a detail of a crankshaft of an internal combustion engine according to embodiment of the double-clutch transmission;

FIG. 15 illustrates a front view of a further embodiment of a double clutch transmission of the application;

FIG. 16 illustrates an expanded side view of the double clutch transmission of FIG. 15;

FIG. 17 illustrates a front view of a further embodiment of a double clutch transmission of the application;

FIG. 18 illustrates an expanded side view of the double clutch transmission of FIG. 17;

FIG. 19 illustrates a front view of a further embodiment of a double clutch transmission of the application;

FIG. 20 illustrates an expanded side view of the double clutch transmission of FIG. 19;

FIG. 21 illustrates a front view of a further embodiment of a double clutch transmission of the application;

FIG. 22 illustrates an expanded side view of the double clutch transmission of FIG. 21;

FIG. 23 illustrates a front view of a further embodiment of a double clutch transmission of the application;

FIG. 24 illustrates an expanded side view of the double clutch transmission of FIG. 23;

FIG. 25 illustrates a front view of a further embodiment of a double clutch transmission of the application;

FIG. 26 illustrates an expanded side view of the double clutch transmission of FIG. 25;

FIG. 27 illustrates an alternative front view of the expanded side view of the double clutch transmission in FIG. 2;

FIG. 28 illustrates an alternative front view of the expanded side view of the double clutch transmission in FIG. 16;

FIG. 29 illustrates an alternative front view of the expanded side view of the double clutch transmission in FIG. 18; and

FIG. 30 illustrates an alternative front view of the expanded side view of the double clutch transmission in FIG. 26.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and is not intended to limit application and uses. Furthermore, there is no intention to be bound by any theory presented in the preceding background or summary or the following detailed description.
In the following description, details are provided to describe the embodiments of the application. It shall be apparent to one skilled in the art, however, that the embodiments may be practiced without such details.
FIGS. 1-14 provide detailed description of an embodiment of a double clutch transmission (DCT) of the application. FIGS. 1 to 14 have similar parts. The similar parts have same reference number or the same name. The description of the similar parts is thus incorporated by reference.
FIG. 1 illustrates a front view of an embodiment of a double clutch transmission 1 of the application. The DCT 1 comprises a reverse gear idler shaft 38, a relatively large output gearwheel 12 on an output shaft 14, an upper pinion 41 on an upper layshaft 40, two input shafts 20, 22, and a lower pinion 51 on a lower layshaft 50. The two input shafts 20, 22 are a solid input shaft 20 (i.e. K1) and a hollow input shaft 22 (i.e. K2). The solid input shaft 20 and the hollow input shaft 22 share the same longitudinal axis of rotation and are non-rotatably connected to two clutches 8, 10 of a double clutch 6, separately. The two pinions 41, 51 are fixed to right ends of the upper layshaft 40 and the lower layshaft 50 following their longitudinal axes respectively. The output gearwheel 12 is also fixed to the output shaft 14 at its longitudinal axis. The two pinions 41, 51 mesh with the output gearwheel 12 separately at different positions of the output gearwheel 12.
The reverse gear idler shaft 38, the upper layshaft 40, the input shafts 20, 22, and the lower layshaft 50 are parallel to each other with predetermined distances in-between. The distances are provided in radial directions of these shafts, which are better seen in FIG. 2. Other gearwheels are mounted on these shafts that mesh with each other according to predetermined manners. The manners of these gearwheels' mounting and meshing are better seen in some of the following figures.
FIG. 1 further shows a cutting plane A-A for illustrating an expanded cross-section view through the DCT 1, which is shown in FIGS. 2 to 9. The cutting plane A-A passes through the rotational axes of the reverse gear idler shaft 38, the upper layshaft 40, the input shafts 20, 22, the lower layshaft 50, and the output shaft 14. One of the goals of FIGS. 2 to 9 is to further illustrate structure and torque flows of the DCT 1.
FIG. 2 illustrates the expanded view of the DCT that shows the manners of the gearwheels mounting, which corresponds to FIG. 1.
According to FIG. 2, the DCT 1 comprises the following shafts, from top to bottom, the reverse gear idler shaft 38, the upper layshaft 40, the hollow input shaft 22, the solid input shaft 20, the lower layshaft 50, and the output shaft 14. The solid input shaft 20 is partially disposed inside the hollow input shaft 22. The solid input shaft 20 also protrudes outside the hollow input shaft 22 at two ends. The hollow input shaft 22 is mounted onto the solid input shaft 20 by a pair of solid shaft bearings 71 that are disposed between the solid input shaft 20 and the hollow input shaft 22 at two ends of the hollow input shaft 22. As a result, the two input shafts 20, 22 are coupled together such that the solid input shaft 20 is free to rotate inside the hollow input shaft 22. The hollow input shaft 22 surrounds a right portion of the solid input shaft 20, and a left portion of the solid input shaft 20 is exposed outside the hollow input shaft 22. The assembly of the input shafts 20, 22 is supported by a solid shaft bearing 71 at a protruding end of the solid shaft 20 on the left and by a hollow shaft bearing 72 on the hollow input shaft 22 on the right.
According to FIG. 2, a portion of the solid input shaft 20 is surrounded by the outer input shaft 22 in a radial direction of the solid input shafts 20. The radial direction is perpendicular to the common longitudinal axes of the input shafts 20, 22. There are two gearwheels mounted on the left exposed portion of the solid input shaft 20. These two gearwheels are a fixed wheel second gear 30 and a fixed wheel fourth gear 31 from left to right sequentially. Each of the fixed wheel second gear 30 and the fixed wheel fourth gear 31 is mounted onto the solid input shaft 20 coaxially. On the hollow input shaft 22, which is mounted on the right portion of the solid input shaft 20, there is attached with a fixed wheel third gear 25, a fixed wheel seventh gear 27, and a fixed wheel first gear 24 from left to right. Each of the fixed wheel third gear 25, the fixed wheel seventh gear 27, and the fixed wheel first gear 24 is fixed onto the hollow input shaft 22 coaxially. The fixed wheel third gear 25 also serves as a fixed wheel fifth gear 26. The fixed wheel fourth gear 31 also serves as a fixed wheel sixth gear 32.
The upper layshaft 40 is provided above the input shafts 20, 22. There are gearwheels and coupling devices provided on the upper layshaft 40, which includes, from right to the left, an upper pinion 41, an idler seventh gear 66, a double-sided coupling device 80, a idler fifth gear 64, an idler sixth gear 65, a double-sided coupling device 81, and a reverse gear idler wheel 37. One layshaft bearing 73 is positioned at a left end of the upper layshaft 40 and another layshaft bearing 73 is positioned between the upper pinion 41 and the idler seventh gear 66. The idler seventh gear 66, the idler fifth gear 64, the idler sixth gear 65, and the reverse gear idler wheel 37 are mounted on the upper layshaft 40 by bearings respectively such that these gearwheels are free to rotate around the upper layshaft 40. The double-sided coupling device 80 is configured to move along the upper layshaft 40 to engage any of the idler seventh gear 66 and the idler fifth gear 64 to the upper layshaft 40. Similarly, the double-sided coupling device 81 is configured to move along the upper layshaft 40 to engage the idler sixth gear 65 or the reverse gear idler wheel 37 to the upper layshaft 40. The idler seventh gear 66 meshes with the fixed wheel seventh gear 27. The idler fifth gear 64 meshes with the fixed wheel fifth gear 26. The idler sixth gear 65 meshes with the fixed wheel sixth gear 32.
The reverse gear idler shaft 38 is provided further above the upper layshaft 40. A first reverse gear wheel 35 is fixed onto the reverse gear idler shaft 38. One idler shaft bearing 74 is mounted at each end of the reverse gear idler shaft 38 such that the reverse gear idler shaft 38 is free to rotate. The first reverse gear wheel 35 meshes with the fixed wheel first gear 24.
The DCT 1 with the park-lock is controlled by a gearshift lever located in a driving compartment and movable by a vehicle operator between positions corresponding to transmission gear ranges such as Park, Reverse, Neutral, Drive, and Low. A linear actuation cable is attached at its first end to the gearshift lever, and movement of the gearshift lever alternatively pushes or pulls on the cable to move a transmission mode select lever attached to the other end of the cable. The mode select lever is mechanically connected to a shift valve within a DCT housing, and movement of the shift valve effects shifting between different gears.
When the gearshift lever is placed in the Park position, two related mechanical actuations take place within the DCT 1. First, the mode select lever is moved to disengage the input shafts 20, 22 from an engine. Second, the park-lock pawl is moved into locking engagement with the ratchet device of the park-lock 39 on the lower layshaft 50 to thereby lock the output shaft 14 against rotation. A linear actuation cable that actuates the mode select lever moves the lock pawl.
The lower layshaft 50 is provided below the input shafts 20, 22. There are a number of gearwheels and coupling devices mounted on the lower layshaft 50, which include, from right to the left, the lower pinion 51, an idler first gear 60, a double-sided coupling device 83, an idler third gear 62, an idler fourth gear 63, a double-sided coupling device 82, an idler second gear 61 and a park-lock 39. One layshaft bearing 73 is provided between the lower pinion 51 and the idler first gear 60. Another layshaft bearing 73 is provided next to the idler second gear 61 at the left end of the lower layshaft 50. The lower pinion 51 is fixed onto the lower layshaft 50 at its longitudinal axis. The idler first gear 60, the idler third gear 62, the idler fourth gear 63, and the idler second gear 61 are mounted on the lower layshaft 50 by bearings separately such that these gearwheels become idlers, being free to rotate around the lower layshaft 50. The double-sided coupling devices 83 is configured to move along the lower layshaft 50 such that it can engage either the idler first gear 60 or the idler third gear 62. The double-sided coupling devices 82 is configured to move along the lower layshaft 50 such that it can engage either the idler fourth gear 63 or the idler second gear 61 to the lower layshaft 50 respectively. The idler first gear 60 meshes with the fixed wheel first gear 24. The idler third gear 62 meshes with the fixed wheel third gear 25. The idler fourth gear 63 meshes with the fixed wheel fourth gear 31. The idler second gear 61 meshes with the fixed wheel second gear 30.
In other words, there are three double-meshing features provided in the DCT 1. A first double-meshing feature comprises that the fixed wheel third gear 25 meshes with both the idler third gear 62 and the idler fifth gear 64. A second double meshing feature comprises that the fixed wheel fourth gear 31 meshes with both the idler sixth gear 65 and the idler fourth gear 63. A third double meshing feature comprises that the fixed wheel first gear 24 meshes with both the first reverse gear wheel 35 and the idler first gear 60.
A distance 56 between the input shafts 20, 22 and the upper layshaft 40 is smaller than a distance 58 between the input shafts 20, 22 and the lower layshaft 50. The distance 56 between the input shafts 20, 22 and the upper layshaft 40 is measured from a common longitudinal axis of the input shafts 20, 22 to a longitudinal axis of the upper layshaft 40. Similarly, the distance 58 between the input shafts 20, 22 and the lower layshafts 50 is measured from the common longitudinal axis of the input shafts 20, 22 to a longitudinal axis of the lower layshaft 50. The difference exists because the idler gearwheels 64, 65, 66 on the upper layshaft 40 is smaller than the idler gearwheels 60, 61, 62, 63 on the lower layshaft 50 so that the upper layshaft 40 is brought to be closer to the input shafts 20, 22 than the lower layshaft 50.
The output shaft 14 is further provided further below the lower layshaft 50. Two output shaft bearings 75 at two opposite ends of the output shaft 14 respectively for supporting. The output gearwheel 12 is fixed onto the output shaft 14 coaxially. The output gearwheel 12 meshes with the lower pinion 51 and the upper pinion 41.
In the present specification, the expressions “mesh” and “comb” with respect to geared wheels or engaged gearwheels are provided as synonyms. The solid input shaft 20 is alternatively termed as an inner input shaft 20, while the hollow input shaft 22 is alternatively termed as an outer input shaft 22. The solid input shaft 20 is alternatively replaced by a hollow shaft and disposed inside the hollow input shaft 22. The term “coupling device” is alternatively termed as “shifting mechanism” or “synchronizer” for engaging or disengaging gearwheels on its carrying shaft. The double-clutch transmission (DCT) is alternatively termed as twin-clutch DCT, double-clutch, double clutch transmission or dual clutch transmission (DCT).
The fixed wheel first gear 24 is also known as the first fixed gearwheel 24. The fixed wheel third gear 25 is also known as the third fixed gearwheel 25. The fixed wheel fifth gear 26 is also known as the fifth fixed gearwheel 26. The fixed wheel seventh gear 27 is also known as the seventh fixed gearwheel 27. The fixed wheel second gear 30 is also known the second fixed gearwheel 30. The fixed wheel fourth gear 31 is also known as the fourth fixed gearwheel 31. The fixed wheel sixth gear 32 is also known as the sixth fixed gearwheel 32. The first reverse gear wheel 35 is also known as a first reverse gear idler gearwheel 35. The second reverse gear wheel 36 is also known as a second reverse gear fixed gearwheel 36. The reverse gear idler wheel 37 is also known as a reverse gear idler gearwheel 37. The idler first gear 60 is also known as a first gear idler gearwheel 60. The idler second gear 61 is also known as a second gear idler gearwheel 61. The idler third gear 62 is also known as a third fixed gearwheel 62. The idler fourth gear 63 is also known as a fourth gear idler gearwheel 63. The idler fifth gear 64 is also known as a fifth gear idler gearwheel 64. The idler sixth gear 65 is also known as a sixth gear idler gearwheel 65. The idler seventh gear 66 is also known as a seventh gear idler gearwheel 66.
In the drawings of the present application, dash lines indicate either alternative positions of illustrated parts or combing relationship between gearwheels.
The application provides the DCT 1 that permits gear shift operations with less loss of driving torque. This is because the gear shift operations can be achieved by selectively connecting one of the two clutches 8, 10 of the DCT 1. Therefore, an associated additional main drive clutch can be avoided. Selective connections between the two clutches 8, 10 also enable the realization of an automatic transmission that can be operated without interruptions in propulsive power. The propulsive power comprises momentum derived from the rotating gearwheels and shafts inside the DCT 1. Such a transmission is similar in design to a mechanical manual transmission and it has correspondingly very low friction losses. The DCT 1 further provides a parallel manual transmission that can be used for transverse installation in a front-wheel drive vehicle.
The DCT 1 according to the application can be connected similar to a known manual transmission, such as a parallel manual transmission. In the know manual transmission, a drive shaft for the front axle of a vehicle extends outward from its DCT case, and parallel to the output shaft 14 of the main DCT 1. The arrangement of the known manual transmission provides little space left for actuation of the manual transmission and clutch, and also for an optional electric motor. The optional electric motor can act as a starter device for a combustion engine, as an energy recuperation device for brake operation or as an additional drive means in hybrid vehicles. Having such little space presents a number of difficulties that are solved or at least alleviated by the application. The application provides a DCT 1 that has two clutches for connecting to an electrical motor and the manual transmission in a compact manner.
The application provides a compact structure of a parallel transmission. The parallel transmission includes two input shafts 20, 22, each of which can be non-rotatably coupled via its own clutch to a shaft that is powered by a drive engine of a vehicle. The DCT 1 of the application further provides the output shaft 14 that is parallel to the input shafts 20, 22.
The DCT 1 according to the application is particularly well suited for transverse installation in front-wheel drive vehicles, in which the front differential, for example, is positioned below the pinions 41, 51. A short overall length of the power train for transmitting torques can be achieved.
The application provides at least two relatively small pinions 41, 51 on intermediately arranged layshafts 40, 50 that comb with one relatively big output gearwheel 12. The output gearwheel 12 in turn is fixed onto the output shaft 14. This arrangement provides a compact and lightweight DCT 1.
The application further allows a design in which the output gearwheel 12 is integrated into a transmission differential device without providing an intermediate output shaft of the DCT 1. This allows a very dense packaging situation for the DCT 1.
It is further not only of advantage to provide fixed wheels for the even gearwheels on one input shaft and fixed gearwheels for the odd gears on another input shaft. This arrangement provides the above-mentioned power-shift operation in a smooth and efficient manner when gear shift is performed sequentially. This is because the DCT 1 can alternatively engage one of the two clutches 8, 10 in the process of increasing or decreasing gear. For example, the power-shift operation from the third gear to the fourth gear causes the solid input shaft 20 and the hollow input shaft 22 being engaged alternatively, which is energy efficient and fast.
Some idler gearwheels of the low gears (e.g. 1st, 2nd, 3rd & 4th gears) provided on the same layshaft are advantageous. In FIG. 2, the idler first gear 60, the idler second gear 61, the idler third gear 62, and the idler fourth gear 63 are installed on the same lower layshaft 50. In contrast, idler gearwheels of high gears (e.g. 5th, 6th, & 7th gears) provided on another layshaft. According to FIG. 2, the idler fifth gear 64, the idler sixth gear 65, and the idler seventh gear 66 are provided on the upper layshaft 40. On the other hand, the idler first gear 60, the idler second gear 61, the idler third gear 62 and the idler fourth gear 63 are mounted on the lower layshaft 50. This is because the lower layshaft 50 has lower rotational speed with larger size for higher torque transmission, as compared to that of the upper layshaft 40. This arrangement eliminates the need of providing multiple layshafts with large size for carrying those heavily loaded idler gearwheels 60, 61, 62, 63 of the low gears (e.g. 1st, 2nd, 3rd, & 4th gears) on different shafts. These arrangements offer the feasibility of making the DCT 1 lightweight with less cost.
The layshaft bearings 73 of the DCT 1 are next to the pinions 41, 51. The layshaft bearings 73 offer strong support to the pinions carrying layshafts 40, 50 for reducing unwanted shaft deflection. Excessive shaft deflection can lower gear transmission efficiency or cause gearwheels' early worn out. The idler shaft bearings 74 next to the first reverse gear wheel 35 and the second reverse gear wheel 36 also provides strong support to the reverse gear idler shaft 38. In a like manner, the output shaft bearings 75 at two ends of the output shaft 14 offer sturdy support to the output shaft 14.
In fact, it is beneficial to provide the idler first gear 60, the idler second gear 61, the reverse gear idler wheel 37, the first reverse gear wheel 35, the second reverse gear wheel 36 and the pinions 41, 51 close to the bearings for supporting. The pinions 41, 51 and especially these gearwheels of low gears (e.g. 1st and 2nd gears) undergo heavier load than those of the higher gears (e.g. 6th & 7th gears) because the drive ratio is smaller for the lower gears and reverse gears. Therefore, a carrying shaft of low gears (e.g. lower layshaft 50) must take up higher driving torques and carrying larger gearwheels. If those forces are taken up close to the support points of the shafts, shafts' bending will be reduced.
FIG. 2 illustrates the path of torque flow of a first gear transmission ratio. In FIG. 2, an input torque of the first gear is received from a crankshaft 2 of a combustion engine (not shown). According to FIG. 2, the input torque of the first gear is received by the hollow input shaft 22 from the double-clutch 6 of the DCT 1. A torque of the first gear is transmitted from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the double-sided coupling device 83, via the lower layshaft 50, via lower pinion 51, via the output gearwheel 12, to the output shaft 14. The double-sided coupling device 83 is engaged to the idler first gear 60 when transmitting the torque of the first gear, which provides the first gear of the DCT 1. The number of tooth engagements or engaged gear pairs for the torque transfer of the first gear is two.
FIG. 3 illustrates the path of torque flow of a second gear transmission ratio. In FIG. 3, an input torque of the second gear is received from the crankshaft 2 of the combustion engine (not shown). According to FIG. 3, the input torque of the second gear is received by the solid input shaft 20 from the double-clutch 6 of the DCT 1. A torque of the second gear is transmitted from the solid input shaft 20, via the fixed wheel second gear 30, via the idler second gear 61, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gearwheel 12, to the output shaft 14. The double-sided coupling device 82 is engaged to the idler second gear 61 when transmitting the torque of the second gear, which provides the second gear of the DCT 1. The number of tooth engagements or engaged gear pairs for the torque transfer of the second gear is two.
FIG. 4 illustrates the path of torque flow of a third gear transmission ratio. In FIG. 4, an input torque of the third gear is received from the crankshaft 2 of the combustion engine (not shown). According to FIG. 4, the input torque of the third gear is received by the hollow input shaft 22 from the double-clutch of the DCT 1. A torque of the third gear is transmitted from the hollow input shaft 22, via the fixed wheel third gear 25, via the idler third gear 62, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gearwheel 12, to the output shaft 14. The double-sided coupling device 83 is engaged to the idler wheel third gear 62 when transmitting the torque of the third gear, which provides the third gear of the DCT 1. The number of tooth engagements or engaged gear pairs for the torque transfer of the third gear is two.
FIG. 5 illustrates the path of torque flow of a fourth gear transmission ratio. In FIG. 5, an input torque of the fourth gear is received from the crankshaft 2 of the combustion engine (not shown). According to FIG. 5, the input torque of the fourth gear is received by the solid input shaft 20 from the double-clutch 6 of the DCT 1. A torque of the fourth gear is transmitted from the solid input shaft 20, via the fixed wheel fourth gear 31, via the idler fourth gear 63, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gearwheel 12, to the output shaft 14. The double-sided coupling device 82 is engaged to the idler fourth gear 63 when transmitting the torque of the fourth gear, which provides the fourth gear of the DCT 1. The number of tooth engagements or engaged gear pairs for the torque transfer of the fourth gear is two.
FIG. 6 illustrates the path of torque flow of a fifth gear transmission ratio. In FIG. 6, an input torque of the fifth gear is received from the crankshaft 2 of a combustion engine (not shown). According to FIG. 6, the input torque of the fifth gear is received by the hollow input shaft 22 from the double-clutch 6 of the DCT 1. A torque of the fifth gear is transmitted from the hollow input shaft 22, via the fixed wheel fifth gear 26, via the idler fifth gear 64, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gearwheel 12, to the output shaft 14. The double-sided coupling device 80 is engaged to the idler fifth gear 64 when transmitting the torque of the fifth gear, which provides the fifth gear of the DCT 1. The number of tooth engagements or engaged gear pairs for the torque transfer of the fifth gear is two.
FIG. 7 illustrates the path of torque flow of a sixth gear transmission ratio. In FIG. 7, an input torque of the sixth gear is received from the crankshaft 2 of a combustion engine (not shown). According to FIG. 7, the input torque of the sixth gear is received by the solid input shaft 20 from the double-clutch 6 of the DCT 1. A torque of the sixth gear is transmitted from the solid input shaft 20, via the fixed wheel sixth gear 32, via the idler sixth gear 65, via the double-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gearwheel 12, to the output shaft 14. The double-sided coupling device 81 is engaged to the idler sixth gear 65 when transmitting the torque of the sixth gear, which provides the sixth gear of the DCT 1. The number of tooth engagements or engaged gear pairs for the torque transfer of the sixth gear is two.
FIG. 8 illustrates the path of torque flow of a seventh gear transmission ratio. In FIG. 8, an input torque of the seventh gear is received from the crankshaft 2 of a combustion engine (not shown). According to FIG. 8, the input torque of the seventh gear is received by the hollow input shaft 22 from the double-clutch 6 of the DCT 1. A torque of the seventh gear is transmitted from the hollow input shaft 22, via the fixed wheel seventh gear 27, via the idler seventh gear 66, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gearwheel 12, to the output shaft 14. The double-sided coupling device 80 is engaged to the idler seventh gear 66 when transmitting the torque of the seventh gear, which provides the seventh gear of the DCT 1. The number of tooth engagements or engaged gear pairs for the torque transfer of the seventh gear is two.
FIG. 9 illustrates the path of torque flow of a reverse gear transmission ratio. In FIG. 9, an input torque of the reverse gear is received from the crankshaft 2 of a combustion engine (not shown). According to FIG. 9, the input torque of the reverse gear is received by the hollow input shaft 22 from the double-clutch 6 of the DCT 1. A torque of the reverse gear is transmitted from the hollow input shaft 22, via the fixed wheel first gear 24, via the first reverse gear wheel 35, via the reverse gear idler shaft 38, via the second reverse gear wheel 36, via the reverse gear idler wheel 37, via the double-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gearwheel 12, to the output shaft 14. The double-sided coupling device 81 is engaged to the reverse gear idler wheel 37 when transmitting the torque of the reverse gear, which provides the reverse gear of the DCT 1. The number of tooth engagements or engaged gear pairs for the torque transfer of the reverse gear is three.
FIG. 10 illustrates an assembly 100 of a double-sided coupling device 102 with its neighboring gearwheels 101, 103 for engagement. The assembly 100 comprises a shaft 104 with the two coaxially mounted idler gears 101, 103 on two bearings respectively. The coupling device 102 is provided between the idler gear 101 on the left and the idler gear 103 on the right. The coupling device 102 is configured to move along the shaft 104 to selectively engage any of the idler gears 101, 103 at one time. In other words, the idler gears 101, 103 can alternatively be brought into non-rotating engagement with the shaft 104 by the coupling device 102. Symbols for showing the assembly 100 is provided at the right hand side of FIG. 10.
FIG. 11 illustrates an assembly 110 of a single-sided coupling device 112 with its neighboring gearwheel 113 for engagement. The assembly 110 comprises a shaft 114 with the one coaxially mounted idler gear 113 on a bearing. The coupling device 112 is provided next to the idler gear 113 on the left side. The coupling device 112 is configured to move along the shaft 114 to engage or disengage the idler gears 113. In other words, the idler gear 113 can be brought into non-rotating engagement with the shaft 114 by the single-sided coupling device 112. Symbols for showing the assembly 110 are provided at the right hand side of FIG. 11.
FIG. 12 illustrates an assembly 120 of an idler gearwheel 121 that is rotatably supported by a shaft 122 on a bearing 123. The idler gearwheel 121 is coaxially mounted onto the shaft 122 via the bearing 123. The bearing 123 enables the idler gearwheel 121 to be freely rotated around the shaft 122. Symbols that represent the assembly 120 are provided at the right hand side of the FIG. 12.
FIG. 13 illustrates an assembly 130 of a fixed gearwheel 132 that is supported on a shaft 131. The fixed gearwheel 132 is coaxially mounted onto the shaft 131 such that the gearwheel 132 is fixed to the shaft 132. The fixed gearwheel 132 and the shaft 131 are joined as one single body such that torque of the fixed gearwheel 132 is transmitted to the shaft 131 directly, and vice versa.
A number of fixed gearwheels are rigidly connected to the input shafts 20, 22 and other shafts 12, 38, 40, 50 in a manner that is similar to the assembly 130. A symbol as used in the previous figures for such a fixed gearwheel is provided on the left side in FIG. 13. The more commonly used symbol for such a fixed gearwheel is provided on the right side in FIG. 13.
FIG. 14 illustrates a cross-section through a detail of a crankshaft 2 of an internal combustion engine according to the embodiment of the DCT 1. According to FIG. 14, the crankshaft 2 of the internal combustion engine, which is not shown here, is non-rotatably connected to a housing 4 of a double clutch 6. The double clutch 6 includes an inner clutch disk 8 and an outer clutch disk 10, which can be brought into non-rotating engagement with the housing 4 via control elements that are not illustrated here. The solid input shaft 20 is non-rotatably connected to the inner clutch disk 8, and extends all the way through the hollow shaft 22. Similarly, the hollow input shaft 22 is non-rotatably connected to the other clutch disk 10.
The clutch housing 4 has a larger outer diameter around the inner clutch disc 8 than that around the outer clutch disc 10. Correspondingly, the inner clutch disc 8 has a larger outer diameter than that of the outer clutch disc 10 inside the clutch housing 4. The fact that the larger inner clutch disc 8 on the solid input shaft 20 drives the first gear makes the DCT 1 robust.
The above-mentioned nine torque flow paths not only provide viable solutions to generate nine gears of the DCT 1, but also offer possibilities of switching from one gear to the another efficiently. The gear switching can be achieved by switching between the two input shafts, between gearwheels of a double meshing feature, or in combination of both.
For example, the DCT 1 can provide odd gears (i.e. 1st, 3rd, 5th & 7th gears) by driving the gearwheels of the DCT 1 using the hollow input shaft 22. The DCT 1 also provides even gears (i.e. 2nd, 4th & 6th gears) by driving the gearwheels of the DCT 1 using the solid input shaft 20. Gear switching between the odd and even can simply be obtained by alternating between the two input shafts 20, 22.
One double meshing feature provides efficient and fast gear switching between gears of two driven gearwheels that comb with a shared driving gearwheel. For example, the DCT 1 provides the convenience of selecting the third gear or the fifth gear without stopping their shared driving gearwheel, namely the fixed wheel third gear 25. The selection can be achieved by engaging either the driven idler third gear 62 or the driven idler fifth gear 64.
The double-meshing feature of the fixed wheel third gear 25 reduces the number of driving gearwheels, which is commonly engaged by the driven gearwheels idler third gear 62 and the driven gearwheel idler fifth gear 64. For example, the driving fixed wheel third gear 25 and the driving fixed wheel fifth gear 26 become one single gearwheel that is shared by the idler third gear 62 and the idler fifth gear 64. As a result, the number of gearwheels on the hollow input shaft 22 has been reduced and less space is required on the hollow input shaft 22 so that the DCT 1 can be made cheaper and lighter.
The other double-meshing feature of the fixed wheel fourth gear 31 also reduces the number of driving gearwheels, which is commonly engaged by the driven gearwheels 63 and the driven idler sixth gear 65. For example, the driving fixed wheel fourth gear 31 and the driving fixed wheel sixth gear 32 become one single gearwheel that is shared by the idler fourth gear 63 and the idler sixth gear 65. As a result, the number of gearwheels on the solid input shaft 20 has been reduced and less space is required on the solid input shaft 20 so that the DCT 1 can be made cheaper and lighter.
The park-lock 39 gives a useful safety feature for a car with the DCT 1. As the park-lock 39 is placed on the lower shaft 50 that carries the final drive pinion 51, the park-lock 39 can easily keep the lower layshaft 50 and the output shaft 14 from rotating. A vehicle with the DCT 1 is then hindered from moving when the vehicle is in a park mode.
In providing gear meshing or combing for torque transmission, less number of gear tooth engagement (i.e. gear engagement) is preferred. The less number of gear tooth engagement provides lower noise and more efficient torque transmission. Examples of the less gear tooth engagement are provided in FIGS. 2-9.
The DCT 1 drives the gearwheel groups of the first gear and the second reverse gear by different input shafts 20, 22. This provides the ability to drive a vehicle change between a slow forward and a slow backward by engaging and disengaging the respective clutches 8, 10 that are connected to the two input shafts 20, 22 respectively. The DCT 1 enables the vehicle to move back and forth quickly with little loss of the transmission power or gearwheels momentum. This helps in many situations in which a wheel of a vehicle with the DCT 1 is stuck in a hostile environment such as a snow hole or a mud hole. The vehicle can then be swayed free just by switching between the two clutches 8, 10 of the DCT 1.
The DCT 1 provides two reveres gears so that a vehicle can be maximized in engine output capacity. The DCT 1 can also be more fuel efficient when having the options of two reverse gears. The DCT 1 with the two reverse gears is especially useful for maneuverability of some specialized vehicles, such as man battle tanks
Moreover, the two reverse gears that are provided by two different input shafts respectively are convenient to select because any of the two reverse gears can be swiftly chosen by alternatively engaging one of the clutches 8, 10 of the DCT 1.
FIGS. 15-16 illustrate a further embodiment of the application. The embodiment includes parts that are similar to the parts of previously described embodiment. The similar parts are labeled with the same or similar part reference number. Descriptions related to the similar parts are hereby incorporated by reference.
FIG. 15 shows a front view of the gearbox of the application. A relatively big output gearwheel 12 on an output shaft 14 meshes with a lower pinion 51 which is provided on a lower layshaft 50. The output gearwheel 12 further meshes with an upper pinion 41 which is provided on an upper layshaft 40. A reverse gear idler shaft 38, a solid input shaft 20, and a hollow output shaft 22 are provided in parallel with the layshafts 40, 50. In some variants of the application, at least one a further layshaft with a further pinion can be provided but this is not shown here. Such a further pinion would then also mesh or comb with the output gearwheel 12.
FIG. 15 further comprises a cutting plane A-A for illustrating the cross-section through the gearbox which is shown in FIG. 16. For an embodiment which has more than two layshafts or an additional idler shaft, a cutting plane which leads through all shafts is applied similarly.
FIG. 16 illustrates a simplified cross-section through the double clutch transmission gearbox 1 of FIG. 15. It illustrates structure and various torque flows for the several gears of the double clutch transmission gearbox 1.
The double clutch transmission gearbox 1 comprises the following shafts, from top to bottom, the reverse gear idler shaft 38, the upper layshaft 40, the solid input shaft 20, the hollow shaft 22, the lower layshaft 50 and the output shaft 14.
The above-mentioned shafts are provided parallel to each other at predetermined mutual distances inside the gearbox 1. The hollow shaft 22 is arranged concentrically around the solid shaft 20. The solid input shaft 20 protrudes outside the hollow input shaft 22 at both ends.
The solid input shaft 20 comprises, from the right end to the left end, a solid shaft bearing 71, a hollow shaft bearing 72, which serve also as solid shaft bearing 71, a fixed wheel sixth gear 32, which serves also as a fixed wheel fourth gear 31, a fixed wheel second gear 30, and a solid shaft bearing 71.
The hollow input shaft 22 comprises, from the right end to the left end, a hollow shaft bearing 72, a fixed wheel first gear 24, a fixed wheel seventh gear 27, and a fixed wheel third gear 25, which serves also as a fixed wheel fifth gear 26.
The upper layshaft 40 comprises, from the right end to the left end, an upper pinion 41, a layshaft bearing 73, an idler seventh gear 66, combing with the fixed wheel seventh gear 27, a double-sided coupling device 80, an idler fifth gear 64, combing with the fixed wheel fifth gear 26, an idler sixth gear 65, combing with the fixed wheel sixth gear 32, a double-sided coupling device 81, a reverse gear idler wheel 37, and a layshaft bearing 73.
The reverse gear idler shaft 38 comprises, from the right end to the left end, an idle shaft bearing 74, a first reverse gear wheel 35, a second reverse gear wheel 36, combing with the reverse gear idler wheel 37, and an idle shaft bearing 74.
The lower layshaft 50 comprises, from the right end to the left end, a lower pinion 51, a layshaft bearing 73, an idler first gear 60, combing with both the fixed wheel first gear 24 and the first reverse gear wheel 35, a double-sided coupling device 83, an idler third gear 62, combing with the fixed wheel third gear 25, an idler fourth gear 63, combing with the fixed wheel fourth gear 31, a double-sided coupling device 82, an idler second gear 61, combing with the fixed wheel second gear 30, a park-lock 39 and a layshaft bearing 73.
Torque flow of the first gear according to FIG. 16 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow of the second gear according to FIG. 16 starts from the solid input shaft 20, via the fixed wheel second gear 30, via the idler second gear 61, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow of the third gear according to FIG. 16 starts from the hollow input shaft 22, via the fixed wheel third gear 25, via the idler third gear 62, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow of the fourth gear according to FIG. 16 starts from the solid input shaft 20, via the fixed wheel fourth gear 31, via the idler fourth gear 63, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow of the fifth gear according to FIG. 16 starts from the hollow input shaft 22, via the fixed wheel fifth gear 26, via the idler fifth gear 64, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow of the sixth gear according to FIG. 16 starts from the solid input shaft 20, via the fixed wheel sixth gear 32, via the idler sixth gear 65, via the double-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow of the seventh gear according to FIG. 16 starts from the hollow input shaft 22, via the fixed wheel seventh gear 27, via the idler seventh gear 66, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow of the reverse gear according to FIG. 16 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the first reverse gear wheel 35, via the reverse gear idler shaft 38, via the second reverse gear wheel 36, via the reverse gear idler wheel 37, via the double-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
FIGS. 17-18 illustrate a further embodiment of the application. The embodiment includes parts that are similar to the parts of previously described embodiments. The similar parts are labeled with the same or similar part reference number. Descriptions related to the similar parts are hereby incorporated by reference.
FIG. 17 shows a front view of the gearbox of the application. A relatively big output gearwheel 12 on an output shaft 14 meshes with a lower pinion 51 which is provided on a lower layshaft 50. The output gearwheel 12 further meshes with an upper pinion 41 which is provided on an upper layshaft 40. A reverse gear idler shaft 38, a solid input shaft 20, and a hollow input shaft 22 are provided in parallel with the two layshafts 40, 50. In some variants of the application, at least one a further layshaft with a further pinion can be provided but this is not shown here. Such a further pinion would then also mesh or comb with the output gearwheel 12.
FIG. 17 further comprises a cutting plane A-A for illustrating the cross-section through the gearbox which is shown in FIG. 18. For an embodiment which has more than two layshafts or an additional idler shaft, a cutting plane which leads through all shafts is applied similarly.
FIG. 18 illustrates a simplified cross-section through the double clutch transmission gearbox 1 of FIG. 17. It illustrates structure and various torque flows for the several gears of the double clutch transmission gearbox 1.
The double clutch transmission gearbox 1 comprises the following shafts, from top to bottom, the upper layshaft 40, the solid input shaft 20, the hollow input shaft 22, the lower layshaft 50, the reverse gear idler shaft 38, and the output shaft 14.
The above-mentioned shafts are provided parallel to each other at predetermined mutual distances inside gearbox 1. The hollow shaft 22 is arranged concentrically around the solid input shaft 20. The solid input shaft 20 protrudes outside the hollow input shaft 22 at the right end.
The solid input shaft 20 comprises, from the right end to the left end, a solid shaft bearing 71, a hollow shaft bearing 72, which serves also as a solid shaft bearing 71, a fixed wheel fourth gear 31, which is at the same time a fixed wheel sixth gear 32, a fixed wheel second gear 30, a fixed wheel reverse gear 34, and a solid shaft bearing 71.
The hollow input shaft 20 comprises, from the right end to the left end, a hollow shaft bearing 72, a fixed wheel first gear 24, a fixed wheel seventh gear 27, and a fixed wheel third gear 25 which is at the same time a fixed wheel fifth gear 26.
The upper layshaft 40 comprises, from the right end to the left end, an upper pinion 41, a layshaft bearing 73, an idler first gear 60, combing with the fixed wheel first gear 24, a double-sided coupling device 80, an idler third gear 62, combing with the fixed wheel third gear 25, an idler fourth gear 63, combing with the fixed wheel fourth gear 31, a double-sided coupling device 81, an idler second gear 61, combing with the fixed wheel second gear 30, a park-lock 39 and a layshaft bearing 73.
The lower layshaft 50 comprises, from the right end to the left end, a lower pinion 51, a layshaft bearing 73, an idler seventh gear 66, combing with the fixed wheel seventh gear 27, a double-sided coupling device 83, an idler fifth gear 64, combing with the fixed wheel fifth gear 26, an idler sixth gear 65, combing with the fixed wheel sixth gear 32, a double-sided coupling device 82, a second reverse gear wheel 36, and a solid shaft bearing 71.
The reverse gear idler shaft 38 comprises, from the right end to the left end, an idle shaft bearing 74, a first reverse gear wheel 35, combing with the second reverse gear wheel 36 and also combing with the fixed wheel reverse gear 34, and an idle shaft bearing 74.
Torque flow first gear according to FIG. 18 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow second gear according to FIG. 18 starts from the solid input shaft 20, via the fixed wheel second gear 30, via the idler second gear 61, via the double-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow third gear according to FIG. 18 starts from the hollow input shaft 22, via the fixed wheel third gear 25, via the idler third gear 62, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow fourth gear according to FIG. 18 starts from the solid input shaft 20, via the fixed wheel fourth gear 31, via the idler fourth gear 63, via the double-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow fifth gear according to FIG. 18 starts from the hollow input shaft 22, via the fixed wheel fifth gear 26, via the idler fifth gear 64, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow sixth gear according to FIG. 18 starts from the solid input shaft 20, via the fixed wheel sixth gear 32, via the idler sixth gear 65, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow seventh gear according to FIG. 18 starts from the hollow input shaft 22, via the fixed wheel seventh gear 27, via the idler seventh gear 66, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow a reverse gear according to FIG. 18 starts from the solid input shaft 20, via the fixed wheel reverse gear 34, via the first reverse gear wheel 35, via the second reverse gear wheel 36, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
FIGS. 19-20 illustrate a further embodiment of the application. The embodiment includes parts that are similar to the parts of previously described embodiments. The similar parts are labeled with the same or similar part reference number. Descriptions related to the similar parts are hereby incorporated by reference.
FIG. 19 shows a front view of the gearbox 1 of the application. A relatively big output gear wheel 12 on an output shaft 14 meshes with a lower pinion 51 which is provided on a lower layshaft 50. The output gear wheel 12 further meshes with an upper pinion 41 which is provided on an upper layshaft 40. The output gear wheel 12 also meshes with a reverse pinion 55 which is provided on a reverse gear layshaft 38. A solid input shaft 20 and a hollow input shaft 22 are provided in parallel with the reverse gear layshaft 38, the upper layshaft 40, and the lower layshaft 50. In some variants of the application, at least one a further layshaft with a further pinion can be provided but this is not shown here. Such a further pinion would then also mesh or comb with the output gearwheel 12.
FIG. 19 further comprises a cutting plane A-A for illustrating the cross-section through the gearbox 1 which is shown in FIG. 20. For an embodiment which has more than two layshafts or an additional idler shaft, a cutting plane which leads through all shafts is applied similarly.
FIG. 20 illustrates a simplified cross-section through the double clutch transmission gearbox 1 of FIG. 19. It illustrates structure and various torque flows for the several gears of the double clutch transmission gearbox 1.
The double clutch transmission gearbox 1 comprises the following shafts, from top to bottom, the reverse gear idle shaft 38, the upper layshaft 40, the solid input shaft 20, the hollow input shaft 22, the lower layshaft 50, and the output shaft 14. The above-mentioned shafts are provided parallel to each other at predetermined mutual distances inside gearbox 1. The hollow shaft 22 is arranged concentrically around the solid input shaft 20. The solid input shaft 20 protrudes outside the hollow input shaft 22 at the right end.
The solid input shaft 20 comprises, from the right end to the left end, a solid shaft bearing 71, a hollow shaft bearing 72, which serves also as a solid shaft bearing 71, a fixed wheel fourth gear 31 which serves also as a fixed wheel sixth gear 32, a fixed wheel second gear 30, and a solid shaft bearing 71.
The hollow input shaft 20 comprises, from the right end to the left end, a hollow shaft bearing 72, a fixed wheel seventh gear 27, a fixed wheel first gear 24, and a fixed wheel third gear 25 which serves also as a fixed wheel fifth gear 26.
The upper layshaft 40 comprises, from the right end to the left end, the upper pinion 41, a layshaft bearing 73, an idler first gear 60, combing with the fixed wheel first gear 24, a double-sided coupling device 80, an idler third gear 62, combing with the fixed wheel third gear 25, an idler fourth gear 63, combing with the fixed wheel fourth gear 31, a single-sided coupling device 81, and a layshaft bearing 73.
The reverse gear layshaft 38 comprises, from the right end to the left end, the reverse pinion 55, an idler shaft bearing 74, a reverse gear idler wheel 37, combing with the idler first gear 60, a single-sided coupling device 85, and an idler shaft bearing 74.
The lower layshaft 50 comprises, from the right end to the left end, the lower pinion 51, a layshaft bearing 73, an idler seventh gear 66, combing with the fixed wheel seventh gear 27, a double-sided coupling device 83, an idler fifth gear 64, combing with the fixed wheel fifth gear 26, an idler sixth gear 65, combing with the fixed wheel sixth gear 32, a double-sided coupling device 82, an idler second gear 61, combing with the fixed wheel second gear 30, a park-lock 39 and a solid shaft bearing 71.
Torque flow first gear according to FIG. 20 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gearwheel 12, to the output shaft 14.
Torque flow second gear according to FIG. 20 starts from the solid input shaft 20, via the fixed wheel second gear 30, via the idler second gear 61, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gearwheel 12, to the output shaft 14.
Torque flow third gear according to FIG. 20 starts from the hollow input shaft 22, via the fixed wheel third gear 25, via the idler third gear 62, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gearwheel 12, to the output shaft 14.
Torque flow fourth gear according to FIG. 20 starts from the solid input shaft 20, via the fixed wheel fourth gear 31, via the idler fourth gear 63, via the single-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gearwheel 12, to the output shaft 14.
Torque flow fifth gear according to FIG. 20 starts from the hollow input shaft 22, via the fixed wheel fifth gear 26, via the idler fifth gear 64, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gearwheel 12, to the output shaft 14.
Torque flow sixth gear according to FIG. 20 starts from the solid input shaft 20, via the fixed wheel sixth gear 32, via the idler sixth gear 65, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gearwheel 12, to the output shaft 14.
Torque flow seventh gear according to FIG. 20 starts from the hollow input shaft 22, via the fixed wheel seventh gear 27, via the idler seventh gear 66, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gearwheel 12, to the output shaft 14.
Torque flow reverse gear according to FIG. 20 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the reverse gear idler wheel 37, via the single-sided coupling device 85, via the reverse gear layshaft 38, via the reverse pinion 55, via the output gearwheel 12, to the output shaft 14.
FIGS. 21-22 illustrate a further embodiment of the application. The embodiment includes parts that are similar to the parts of previously described embodiments. The similar parts are labeled with the same or similar part reference number. Descriptions related to the similar parts are hereby incorporated by reference.
FIG. 21 shows a front view of the gearbox 1 of the application. A relatively big output gear wheel 12 on an output shaft 14 meshes with a lower pinion 51 which is provided on a lower layshaft 50. The output gear wheel 12 further meshes with an upper pinion 41 which is provided on an upper layshaft 40. The output gear wheel 12 also meshes with a reverse pinion 55 which is provided on a reverse gear layshaft 38. A solid input shaft 20 and a hollow input shaft 22 are provided in parallel with the reverse gear layshaft 38, the upper layshaft 40, and the lower layshaft 50. In some variants of the application, at least one a further layshaft with a further pinion can be provided but this is not shown here. Such a further pinion would then also mesh or comb with the output gearwheel 12.
FIG. 21 further comprises a cutting plane A-A for illustrating the cross-section through the gearbox 1 which is shown in FIG. 22. For an embodiment which has more than two layshafts or an additional idler shaft, a cutting plane which leads through all shafts is applied similarly.
FIG. 22 illustrates a simplified cross-section through the double clutch transmission gearbox 1 of FIG. 21. It illustrates structure and various torque flows for the several gears of the double clutch transmission gearbox 1.
The double clutch transmission gearbox 1 comprises the following shafts, from top to bottom, the reverse gear idle shaft 38, the upper layshaft 40, the solid input shaft 20, the hollow input shaft 22, the lower layshaft 50 and the output shaft 14.
The above-mentioned shafts are provided parallel to each other at predetermined mutual distances inside gearbox 1. The hollow shaft 22 is arranged concentrically around the solid input shaft 20. The solid input shaft 20 protrudes outside the hollow input shaft 22 at the right end.
The solid input shaft 20 comprises, from the right end to the left end, a solid shaft bearing 71, a hollow shaft bearing 72, which serves also as a solid shaft bearing 71, a fixed wheel fourth gear 31 which is at the same time a fixed wheel sixth gear 32, a fixed wheel second gear 30, and a solid shaft bearing 71.
The hollow input shaft 20 comprises, from the right end to the left end, a hollow shaft bearing 72, a fixed wheel first gear 24, a fixed wheel seventh gear 27, and a fixed wheel third gear 25 which is at the same time a fixed wheel fifth gear 26.
The upper layshaft 40 comprises, from the right end to the left end, the upper pinion 41, a layshaft bearing 73, an idler first gear 60, combing with the fixed wheel first gear 24, a double-sided coupling device 80, an idler third gear 62, combing with the fixed wheel third gear 25, an idler fourth gear 63, combing with the fixed wheel fourth gear 31, a single-sided coupling device 81, and a layshaft bearing 73.
The reverse gear layshaft 38 comprises, from the right end to the left end, a reverse pinion 55, an idler shaft bearing 74, a reverse gear idler wheel 37, combing with the idler first gear 60, a single-sided coupling device 85, and an idler shaft bearing 74.
The lower layshaft 50 comprises, from the right end to the left end, the lower pinion 51, a layshaft bearing 73, an idler seventh gear 66, combing with the fixed wheel seventh gear 27, a double-sided coupling device 83, an idler fifth gear 64, combing with the fixed wheel fifth gear 26, an idler sixth gear 65, combing with the fixed wheel sixth gear 32, a double-sided coupling device 82, an idler second gear 61, combing with the fixed wheel second gear 30, a park-lock 39 and a solid shaft bearing 71.
Torque flow first gear according to FIG. 22 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow second gear according to FIG. 22 starts from the solid input shaft 20, via the fixed wheel second gear 30, via the idler second gear 61, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow third gear according to FIG. 22 starts from the hollow input shaft 22, via the fixed wheel third gear 25, via the idler third gear 62, via the double-sided coupling device 80, via the upper layshaft 40, via upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow fourth gear according to FIG. 22 starts from the solid input shaft 20, via the fixed wheel fourth gear 31, via the idler fourth gear 63, via the single-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow fifth gear according to FIG. 22 starts from the hollow input shaft 22, via the fixed wheel fifth gear 26, via the idler fifth gear 64, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow sixth gear according to FIG. 22 starts from the solid input shaft 20, via the fixed wheel sixth gear 32, via the idler sixth gear 65, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow seventh gear according to FIG. 22 starts from the hollow input shaft 22, via the fixed wheel seventh gear 27, via the idler seventh gear 66, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow reverse gear according to FIG. 22 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the reverse gear idler wheel 37, the via the single-sided coupling device 85, via the reverse gear layshaft 38, via the reverse pinion 55, via the output gear wheel 12, to the output shaft 14.
FIGS. 23-24 illustrate a further embodiment of the application. The embodiment includes parts that are similar to the parts of previously described embodiments. The similar parts are labeled with the same or similar part reference number. Descriptions related to the similar parts are hereby incorporated by reference.
FIG. 23 shows a front view of the gearbox 1 of the application. A relatively big output gear wheel 12 on an output shaft 14 meshes with a lower pinion 51 which is provided on a lower layshaft 50. The output gear wheel 12 further meshes with an upper pinion 41 which is provided on an upper layshaft 40. The output gear wheel 12 also meshes with a reverse pinion 55 which is provided on a reverse gear layshaft 38. A solid input shaft 20 and a hollow input shaft 22 are provided in parallel with the reverse gear layshaft 38, the upper layshaft 40, and the lower layshaft 50. In some variants of the application, at least one a further layshaft with a further pinion can be provided but this is not shown here. Such a further pinion would then also mesh or comb with the output gearwheel 12.
FIG. 23 further comprises a cutting plane A-A for illustrating the cross-section through the gearbox 1 which is shown in FIG. 24. For an embodiment which has more than two layshafts or an additional idler shaft, a cutting plane which leads through all shafts is applied similarly.
FIG. 24 illustrates a simplified cross-section through the double clutch transmission gearbox 1 of FIG. 23. It illustrates structure and various torque flows for the several gears of the double clutch transmission gearbox 1.
The double clutch transmission gearbox 1 comprises the following shafts, from top to bottom, the reverse gear idle shaft 38, the upper layshaft 40, the solid input shaft 20, the hollow input shaft 22, the lower layshaft 50 and the output shaft 14.
The above-mentioned shafts are provided parallel to each other at predetermined mutual distances inside gearbox 1. The hollow shaft 22 is arranged concentrically around the solid input shaft 20. The solid input shaft 20 protrudes outside the hollow input shaft 22 at the right end.
The solid input shaft 20 comprises, from the right end to the left end, a solid shaft bearing 71, a hollow shaft bearing 72, which serves also as a solid shaft bearing 71, a fixed wheel fourth gear 31 which is at the same time a fixed wheel sixth gear 32, a fixed wheel second gear 30, and a solid shaft bearing 71.
The hollow input shaft 20 comprises, from the right end to the left end, a hollow shaft bearing 72, a fixed wheel first gear 24, a fixed wheel seventh gear 27, and a fixed wheel third gear 25 which is at the same time a fixed wheel fifth gear 26.
The upper layshaft 40 comprises, from the right end to the left end, the upper pinion 41, a layshaft bearing 73, an idler first gear 60, combing with a fixed wheel first gear 24, an attached idler first gear 60′, a double-sided coupling device 80, an idler third gear 62, combing with fixed wheel third gear 25, an idler fourth gear 63, combing with fixed wheel fourth gear 31, a single-sided coupling device 81, and a layshaft bearing 73.
The reverse gear layshaft 38 comprises, from the right end to the left end, the reverse pinion 55, an idler shaft bearing 74, a reverse gear idler wheel 37, combing with the attached idler first gear 60′, a single-sided coupling device 85, and an idler shaft bearing 74.
The lower layshaft 50 comprises, from the right end to the left end, the lower pinion 51, a layshaft bearing 73, an idler seventh gear 66, combing with the fixed wheel seventh gear 27, a double-sided coupling device 83, an idler fifth gear 64, combing with fixed wheel fifth gear 26, an idler sixth gear 65, combing with the fixed wheel sixth gear 32, a double-sided coupling device 82, an idler second gear 61, combing with the fixed wheel second gear 30, a park-lock 39 and a solid shaft bearing 71.
Torque flow first gear according to FIG. 24 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the attached idler first gear 60′, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow second gear according to FIG. 24 starts from the solid input shaft 20, via the fixed wheel second gear 30, via the idler second gear 61, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow third gear according to FIG. 24 starts from the hollow input shaft 22, via the fixed wheel third gear 25, via the idler third gear 62, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow fourth gear according to FIG. 24 starts from the solid input shaft 20, via the fixed wheel fourth gear 31, via the idler fourth gear 63, via the single-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow fifth gear according to FIG. 24 starts from the hollow input shaft 22, via the fixed wheel fifth gear 26, via the idler fifth gear 64, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow sixth gear according to FIG. 24 starts from the solid input shaft 20, via the fixed wheel sixth gear 32, via the idler sixth gear 65, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow seventh gear according to FIG. 24 starts from the hollow input shaft 22, via the fixed wheel seventh gear 27, via the idler seventh gear 66, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow reverse gear according to FIG. 24 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the attached idler first gear 60′, via the reverse gear idler wheel 37, via the single-sided coupling device 85, via the reverse gear layshaft 38, via the reverse pinion 55, via the output gear wheel 12, to the output shaft 14.
FIGS. 25-26 illustrate a further embodiment of the application. The embodiment includes parts that are similar to the parts of previously described embodiments. The similar parts are labeled with the same or similar part reference number. Descriptions related to the similar parts are hereby incorporated by reference.
FIG. 25 shows a front view of the gearbox 1 of the application. A relatively big output gear wheel 12 on an output shaft 14 meshes with a lower pinion 51 which is provided on a lower layshaft 50. The output gear wheel 12 further meshes with an upper pinion 41 which is provided on an upper layshaft 40. A reverse gear idler shaft 38, a solid input shaft 20, and a hollow input shaft 22 are provided in parallel with the upper layshaft 40 and the lower layshaft 50. In some variants of the application, at least one a further layshaft with a further pinion can be provided but this is not shown here. Such a further pinion would then also mesh or comb with the output gearwheel 12.
FIG. 25 further comprises a cutting plane A-A for illustrating the cross-section through the gearbox 1 which is shown in FIG. 26. For an embodiment which has more than two layshafts or an additional idler shaft, a cutting plane which leads through all shafts is applied similarly.
FIG. 26 illustrates a simplified cross-section through the double clutch transmission gearbox 1 of FIG. 25. It illustrates structure and various torque flows for the several gears of the double clutch transmission gearbox 1.
The double clutch transmission gearbox 1 comprises the following shafts, from top to bottom, the reverse gear idle shaft 38, the upper layshaft 40, the solid input shaft 20, the hollow input shaft 22, the lower layshaft 50 and the output shaft 14.
The above-mentioned shafts are provided parallel to each other at predetermined mutual distances inside gearbox 1. The hollow shaft 22 is arranged concentrically around the solid input shaft 20. The solid input shaft 20 protrudes outside the hollow input shaft 22 at the right end.
The solid input shaft 20 comprises, from the right end to the left end, a solid shaft bearing 71, a hollow shaft bearing 72, which serves also as solid shaft bearing 71, a fixed wheel fourth gear 31 which serves also as a fixed wheel sixth gear 32, a first reverse gear fixed wheel 34, a fixed wheel second gear 30, and a solid shaft bearing 71.
The hollow input shaft 20 comprises, from the right end to the left end, a hollow shaft bearing 72, a fixed wheel first gear 24, a fixed wheel seventh gear 27, and a fixed wheel third gear 25 which serves also as a fixed wheel fifth gear 26.
The upper layshaft 40 comprises, from the right end to the left end, the upper pinion 41, a layshaft bearing 73, an idler first gear 60, combing with the fixed wheel first gear 24, an attached idler first gear 67, a double-sided coupling device 80, an idler third gear 62, combing with the fixed wheel third gear 25, an idler fourth gear 63, combing with the fixed wheel fourth gear 31, a single-sided coupling device 81, and a layshaft bearing 73.
The reverse gear idler shaft 38 comprises, from the right end to the left end, an idler shaft bearing 74, a reverse gear idler wheel 37, combing with the attached idler first gear 67, a single-sided coupling device 85, a second reverse gear fixed wheel 35, and an idler shaft bearing 74.
The lower layshaft 50 comprises, from the right end to the left end, the lower pinion 51, a layshaft bearing 73, an idler seventh gear 66, combing with a fixed wheel seventh gear 27, a double-sided coupling device 83, an idler fifth gear 64, combing with the fixed wheel fifth gear 26, an idler sixth gear 65, combing with the fixed wheel sixth gear 32, a double-sided coupling device 82, an idler second gear 61, combing with the fixed wheel second gear 30, a park-lock 39 and a layshaft bearing 73.
Torque flow first gear according to FIG. 26 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the attached idler first gear 67, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow second gear according to FIG. 26 starts from the solid input shaft 20, via the fixed wheel second gear 30, via the idler second gear 61, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow third gear according to FIG. 26 starts from the hollow input shaft 22, via the fixed wheel third gear 25, via the idler third gear 62, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow fourth gear according to FIG. 26 starts from the solid input shaft 20, via the fixed wheel fourth gear 31, via the idler fourth gear 63, via the single-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow fifth gear according to FIG. 26 starts from the hollow input shaft 22, via the fixed wheel fifth gear 26, via the idler fifth gear 64, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow sixth gear according to FIG. 26 starts from the solid input shaft 20, via the fixed wheel sixth gear 32, via the idler sixth gear 65, via the double-sided coupling device 82, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow seventh gear according to FIG. 26 starts from the hollow input shaft 22, via the fixed wheel seventh gear 27, via the idler seventh gear 66, via the double-sided coupling device 83, via the lower layshaft 50, via the lower pinion 51, via the output gear wheel 12, to the output shaft 14.
Torque flow reverse gear according to FIG. 26 starts from the solid input shaft 20, via the first reverse gear fixed wheel 34, via the second reverse gear fixed wheel 35, via the reverse gear idler shaft 38, via the single-sided coupling device 85, via the reverse gear idler wheel 37, via the attached idler first gear 67, via the double-sided coupling device 80, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
Torque flow second reverse gear according to FIG. 26 starts from the hollow input shaft 22, via the fixed wheel first gear 24, via the idler first gear 60, via the attached idler first gear 67, via the reverse gear idler wheel 37, via the single-sided coupling device 85, via the reverse gear idler shaft 38, via the second reverse gear fixed wheel 35, via the first reverse gear fixed wheel 34, via the solid input shaft 20, via the fixed wheel fourth gear 31, via the idler fourth gear 63, via the single-sided coupling device 81, via the upper layshaft 40, via the upper pinion 41, via the output gear wheel 12, to the output shaft 14.
FIG. 27 illustrates an alternative front view of the expanded side view of the double clutch transmission 1 in FIG. 2. FIG. 27 comprises parts that are similar to that of FIGS. 1 to 14. The similar parts have similar or same part reference numbers. Descriptions of the similar or the same parts are hereby incorporated.
FIG. 28 illustrates an alternative front view of the expanded side view of the double clutch transmission 1 in FIG. 16. FIG. 28 comprises parts that are similar to that of FIGS. 15 to 16. The similar parts have similar or same part reference numbers. Descriptions of the similar or the same parts are hereby incorporated.
FIG. 29 illustrates an alternative front view of the expanded side view of the double clutch transmission 1 in FIG. 18. FIG. 29 comprises parts that are similar to that of FIGS. 17 to 18. The similar parts have similar or same part reference numbers. Descriptions of the similar or the same parts are hereby incorporated.
FIG. 30 illustrates an alternative front view of the expanded side view of the double clutch transmission 1 in FIG. 26. FIG. 30 comprises parts that are similar to that of FIGS. 25 to 26. The similar parts have similar or same part reference numbers. Descriptions of the similar or the same parts are hereby incorporated.
Although the above description contains much specificity, these should not be construed as limiting the scope of the embodiments but merely providing illustration of the foreseeable embodiments. Especially the above stated advantages of the embodiments should not be construed as limiting the scope of the embodiments but merely to explain possible achievements if the described embodiments are put into practice. Thus, the scope of the embodiments should be determined by the claims and their equivalents, rather than by the examples given.
While at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and their legal equivalents.

Claims

1. A double-clutch transmission, comprising:

an inner input shaft and an outer input shaft, at least a portion of the inner input shaft surrounded by the outer input shaft;

a first clutch disc connected to the inner input shaft and a second clutch disc connected to the outer input shaft;

a first layshaft, a second layshaft and a third layshaft spaced apart from the input shafts and arranged in parallel to the input shafts;

at least one of the layshafts comprising a pinion;

gearwheels which are arranged on the first layshaft, on the second layshaft, on the third layshaft, on the inner input shaft and on the outer input shaft, the gearwheels comprising a first gearwheel group, a second gearwheel group, a third gearwheel group, a fourth gearwheel group, a fifth gearwheel group, a sixth gearwheel group, a seventh gearwheel group and a reverse gearwheel group for providing seven sequentially increasing gears and one reverse gear,

the first gearwheel group comprising a first fixed gearwheel on the outer input shaft, meshing with a first gear idler gearwheel on one of the layshafts,

the third gearwheel group comprising a third fixed gearwheel on the outer input shaft, meshing with a third gear idler gearwheel on one of the layshafts,

the fifth gearwheel group comprising a fifth fixed gearwheel on the outer input shaft, meshing with a fifth gear idler gearwheel on one of the layshafts,

the seventh gearwheel group comprising a seventh fixed gearwheel on the outer input shaft, meshing with a seventh gear idler gearwheel on one of the layshafts,

the second gearwheel group comprising a second fixed gearwheel on the inner input shafts, meshing with a second gear idler gearwheel on one of the layshafts,

the fourth gearwheel group comprising a fourth fixed gearwheel on the inner input shafts, meshing with a fourth gear idler gearwheel on one of the layshafts,

the sixth gearwheel group comprising a sixth fixed gearwheel on the inner input shafts, meshing with a sixth gear idler gearwheel on one of the layshafts,

the reverse gearwheel group comprising a reverse driving gearwheel on one of the input shafts, meshing with a reverse gear idler gearwheel on one of the layshafts for providing a reverse gear,

at least one of the eight gearwheel groups comprising a coupling device which is arranged on one of the layshafts to selectively engage one of the idler gearwheels for selecting one of the seven gears, and

the third fixed gearwheel further meshing with the fifth gear idler gearwheel,

wherein

the fourth fixed gearwheel further meshes with the sixth gear idler gearwheel.

2. The double-clutch transmission according to claim 1, wherein

the first forward gear and the reverse gear are provided by the different input shafts.

3. The double-clutch transmission according to claim 2, wherein

the second forward gear and the reverse gear are provided by the different input shafts.

4. The double-clutch transmission device according to claim 1, further comprising a park-lock gearwheel fixed onto one of the layshafts that carries a pinion for providing a park-lock.

5. The double-clutch transmission device according to claim 1, further comprising

two pinions that are mounted on two of the layshafts.

6. The double-clutch transmission device according to claim 1, wherein

at least two of the first idler gearwheel, the second idler gearwheel, the third gear idler gearwheel and the fourth gear idler gearwheel are provided on the same layshaft.

7. The double-clutch transmission device according to claim 1, wherein

at least two of the fifth idler gearwheel, the sixth idler gearwheel, and the seventh gear idler gearwheel are provided on the same layshaft.

8. The double-clutch transmission according to claim 1, further comprising

bearings for supporting the layshafts, at least one of the bearings being provided next to one of the pinions.

9. The double-clutch transmission according to claim 8, wherein

at least one of the bearings is provided next to one of the driven gearwheels of low gears.

10. The double-clutch transmission according to claim 1, wherein

a distance between one of the layshafts with gearwheels of higher gears and the inner input shaft is less than a distance between the other layshaft with gearwheels of lower gears and the inner input shaft.

11. A gearbox, comprising;

at least one of the layshafts comprising a pinion;

at least one of the eight gearwheel groups comprising a coupling device which is arranged on one of the layshafts to selectively engage one of the idler gearwheels for selecting one of the seven gears,

wherein the third fixed gearwheel further meshing with the fifth gear idler gearwheel,

wherein the fourth fixed gearwheel further meshes with the sixth gear idler gearwheel; and

an output gearwheel on an output shaft that meshes with the pinions for outputting a drive torque to a torque drain.

12. A power train device, comprising:

at least one of the layshafts comprising a pinion;

wherein the fourth fixed gearwheel further meshes with the sixth gear idler gearwheel;

an output gearwheel on an output shaft that meshes with the pinions for outputting a drive torque to a torque drain; and

at least one power source for generating a driving torque.

13. The power train device according to claim 12, wherein

the power source comprises a combustion engine.

14. The power train device of claim 12, wherein the power source comprises an electric motor.

15. (canceled)