CN201851608U - Transmission device of dual-clutch transmission - Google Patents
Transmission device of dual-clutch transmission Download PDFInfo
- Publication number
- CN201851608U CN201851608U CN2010205517562U CN201020551756U CN201851608U CN 201851608 U CN201851608 U CN 201851608U CN 2010205517562 U CN2010205517562 U CN 2010205517562U CN 201020551756 U CN201020551756 U CN 201020551756U CN 201851608 U CN201851608 U CN 201851608U
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- Prior art keywords
- retaining
- gear
- output shaft
- gears
- clutch
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The utility model relates to a transmission device of a dual-clutch transmission, which comprises an inner input shaft, an outer input shaft, a first output shaft, a second output shaft, gears arranged on the shafts, two clutches and four synchronizers, wherein the inner input shaft and the outer input shaft are arranged in a coaxial way; the inner input shaft is respectively provided with a first gear driving gear, a fifth gear driving gear and a third gear driving gear; the outer input shaft is provided with a fourth gear driving gear which also can be taken as a sixth gear driving gear, and a second gear driving gear that also can be taken as a reverse gear driving gear; the first synchronizer can be used for selectively transferring the torque of a first gear and a fifth gear into the first output shaft; the second synchronizer can be used for selectively transferring the torque of a fourth gear and a reverse gear into the first output shaft; the third synchronizer can be used for selectively transferring the torque of a sixth gear and a second gear into the second output shaft; and the fourth synchronizer can be used for selectively transferring the torque of a third gear into the second output shaft. Under the condition of appropriate torque, the axial length of the transmission can be reduced; the transmission device of the dual-clutch transmission is simple in structure, so that the number of parts can be reduced; and the cost is lowered.
Description
Technical field
The utility model belongs to the automotive transmission technical field, is specifically related to the double-clutch speed changer transmission device.
Background technique
Typical double-clutch speed changer transmission device refers to by two clutches and is connected with two input shafts respectively, transmits engine power.Double clutch transmissions is by two coaxial nested or clutches of being arranged in parallel, two input shafts of coaxial, inside and outside nested arrangement, two output shafts that are arranged in parallel are arranged in a plurality of synchromesh gears on the output shaft, a plurality of selector fork and 1 differential mechanism and form.Speed changer is strange, even number retaining input gear is arranged on two input shafts, and switching and the action of different synchronizer by two clutches realize torque conversion and output via different output shafts.Double-clutch speed changer is mainly used in passenger car, and the problem that existing dual-clutch transmission exists is that axial length is longer, can not adapt to the more and more higher compactedness requirement of passenger car, has reduced the car load flexible arrangement.Existing double-clutch speed changer all adopts the independent reverse gear shaft or the idle pulley that reverses gear to realize reversing gear of speed changer, has increased the processing of amount of parts and housing, has detected content, makes assembly process more complicated, has increased cost.In addition, existing double-clutch speed changer transmission device uses 1 retaining driving gear simultaneously as the driving gear that reverses gear, i.e. 1 retaining and the shared same clutch transmits power that reverses gear.Two problems have appearred in this layout: problem one is under the frequent operating mode of switching 1 retaining and reversing gear of needs, for example moves the storehouse, will increase the loss of 1 retaining, the place clutch that reverses gear, and reduces clutch working life; Problem two is to make car load increase when starting to walk from 2 retainings to fall 1 retaining process or direct 2 retaining startings that it is dangerous that this has sauntered after having caused the prolongation of gearshift time for acceleration and may having produced uphill starting.
The model utility content
The axial length that existing double-clutch speed changer exists is long, amount of parts is many in order to solve, assembly process complicated problems more, and the utility model provides a kind of new structure dual-clutch transmission transmission device.
The utility model realizes that the technical solution of above-mentioned purpose is as follows:
The double-clutch speed changer transmission device comprises the interior input shaft 1 and outer input shaft 2, first output shaft 3, second output shaft 4 of coaxial setting, describedly establish gear respectively on each, also comprise first clutch C1 and second clutch C2, one end of first clutch C1 and interior input shaft 1 is connected, one end of second clutch C2 and outer input shaft 2 is connected, and first clutch C1 and second clutch C2 are positioned at same input end.
Be fixed with a retaining driving gear 11, five retaining driving gears 15 and three retaining driving gears 13 in described on the input shaft 1 successively;
Be fixed with four retaining driving gears 24 on the described outer input shaft 2 successively and two retaining driving gears 22, four retaining driving gears also are used as six retaining driving gears simultaneously, two retaining driving gears also are used as the driving gear that reverses gear simultaneously;
Be provided with a retaining driven gear 31, five retaining driven gears 35, four retaining driven gears 34 on described first output shaft 3 successively, the driven gear 37 and first output gear 30 reverse gear; Wherein a retaining driven gear 31, five retaining driven gears 35, four retaining driven gears 34, driven gear 37 skies that reverse gear are enclosed within on first output shaft 3, and can rotate around first output shaft 3; First output gear 30 is fixedlyed connected with first output shaft 3, is used for exporting the moment of torsion of first output shaft 3; On first output shaft 3 between a retaining driven gear 31 and the five retaining driven gears 35, be fixed with the first synchronizer SC1, optionally the first retaining moment of torsion and the 5th retaining moment of torsion passed to first output shaft 3; On four retaining driven gears 34 and first output shaft 3 between the driven gear 37 of reversing gear, be fixed with the second synchronizer SC2, optionally the 4th retaining moment of torsion and the moment of torsion that reverses gear passed to first output shaft 3;
An one retaining driving gear 11 and a retaining driven gear 31 are normal engagement; Five retaining driving gears 15 and five retaining driven gears 35 are normal engagement;
Be provided with three retaining driven gears 43, six retaining driven gears 46, the two retaining driven gear 42 and second output gears 40 on described second output shaft 4 successively, wherein three retaining driven gears 43, six retaining driven gears 46 and two retaining driven gears, 42 skies are enclosed within on second output shaft 4, and can rotate around second output shaft 4; Second output gear 40 is fixedlyed connected with second output shaft 4, is used for exporting the moment of torsion of second output shaft 4; Be fixed with the 4th synchronizer SC4 and Parking ratchet 49, the four synchronizer SC4 on second output shaft 4 in three retaining driven gears 43 outsides and optionally the 3rd retaining moment of torsion passed to second output shaft 4; Be fixed with the 3rd synchronizer SC3 on second output shaft 4 between six retaining driven gears 46 and the two retaining driven gears 42, optionally the 6th retaining moment of torsion and the second retaining moment of torsion passed to second output shaft 4;
Second gear driving gear 22 and two retaining driven gears 42 are normal engagement; Three retaining driving gears 13 and three retaining driven gears 43 are normal engagement, and four retaining driving gears 24 are normal engagement with four retaining driven gears 34, six retaining driven gears 46 simultaneously.
Useful technique effect of the present utility model embodies in the following areas:
1, the utility model is shared four, six retaining driving gears, also shared two, driving gear reverses gear, make axial length shorter, can shorten more than the axial length 20mm, at certain vehicle transmitting torque is under the situation of 270Nm, the actual axial length of dual-clutch transmission transmission device reaches 235mm, and is highly beneficial to preceding horizontal passenger car layout, meets the passenger car demand for development.
2, the double clutch transmissions that provided of the utility model patent, two retaining driven gears 42 are used as the intermediate idler gear of reversing gear simultaneously, reverse gear shaft and extra reverse idle gear have been cancelled, reduced amount of parts, at least the main parts size of Jian Shaoing comprises 1 tapered roller bearing, 1 combination bearing, 1 reverse gear shaft and 2 gears, reduce gear box casing processing, detected content, reduced double clutch assembly installation step, reduced cost.
3, the double clutch transmissions that provided of the utility model patent, with a retaining with reverse gear arranged apartly on different clutches, improved the working life of clutch, improved pairing device speed changer starting performance and safety.
4, Parking ratchet 49 is arranged on second output shaft 4 near the high order end position of bearings, compares the Parking ratchet is arranged in structure on the differential mechanism, has reduced the requirement of strength and the boundary dimension of halting mechanism.
Description of drawings
Fig. 1 is the utility model structural representation,
Fig. 2 is the side view of Fig. 1,
Fig. 3 is the spatial relation schematic representation between each gear of realizing reversing gear.
Embodiment
Below in conjunction with accompanying drawing, the utility model is done to describe further by embodiment.
Embodiment:
Referring to Fig. 1, the double-clutch speed changer transmission device comprises the interior input shaft 1 and outer input shaft 2, first output shaft 3, second output shaft 4 of coaxial setting, describedly establish gear respectively on each, also comprise first clutch C1 and second clutch C2, one end of first clutch C1 and interior input shaft 1 is connected, one end of second clutch C2 and outer input shaft 2 is connected, and first clutch C1 and second clutch C2 are positioned at same input end;
Be installed with a retaining driving gear 11, five retaining driving gears 15 and three retaining driving gears 13 on the interior input shaft 1 successively.
Be installed with four retaining driving gears 24 on the outer input shaft 2 successively and two retaining driving gears 22, four retaining driving gears also are used as six retaining driving gears simultaneously, two retaining driving gears also are used as the driving gear that reverses gear simultaneously.
Be provided with a retaining driven gear 31, five retaining driven gears 35, four retaining driven gears 34 on first output shaft 3 successively, the driven gear 37 and first output gear 30 reverse gear; Wherein a retaining driven gear 31, five retaining driven gears 35, four retaining driven gears 34, driven gear 37 skies that reverse gear are enclosed within on first output shaft 3, and can rotate around first output shaft 3; First output gear 30 is fixedlyed connected with first output shaft 3, is used for exporting the moment of torsion of first output shaft 3; On first output shaft 3 between a retaining driven gear 31 and the five retaining driven gears 35, be installed with the first synchronizer SC1, optionally the first retaining moment of torsion and the 5th retaining moment of torsion passed to first output shaft 3; On four retaining driven gears 34 and first output shaft 3 between the driven gear 37 of reversing gear, be installed with the second synchronizer SC2, optionally the 4th retaining moment of torsion and the moment of torsion that reverses gear passed to first output shaft 3;
An one retaining driving gear 11 and a retaining driven gear 31 are normal engagement; Five retaining driving gears 15 and five retaining driven gears 35 are normal engagement.
Be provided with three retaining driven gears 43, six retaining driven gears 46, the two retaining driven gear 42 and second output gears 40 on second output shaft 4 successively, wherein three retaining driven gears 43, six retaining driven gears 46 and two retaining driven gears, 42 skies are enclosed within on first output shaft 3, and can rotate around second output shaft 4; Second output gear 40 is fixedlyed connected with second output shaft 4, is used for exporting the moment of torsion of second output shaft 4; Be installed with the 4th synchronizer SC4 and Parking ratchet 49, the four synchronizer SC4 on second output shaft 4 in three retaining driven gears 43 outsides and optionally the 3rd retaining moment of torsion passed to second output shaft 4; Be installed with the 3rd synchronizer SC3 on second output shaft 4 between six retaining driven gears 46 and the two retaining driven gears 42, optionally the 6th retaining moment of torsion and the second retaining moment of torsion passed to second output shaft 4;
Three retaining driving gears 13 and three retaining driven gears 43 are normal engagement, and four retaining driving gears 24 are normal engagement with four retaining driven gears 34, six retaining driven gears 46 simultaneously.
The differential mechanism master of differential mechanism 6 subtracts gear 60 and meshes with first output gear 30, second output gear 40 respectively, see Fig. 2, Fig. 2 has shown the spatial relation between the utility model double clutch transmissions first and second input shafts, first and second output shafts and the differential mechanism.
Six forward gears and a power transmission line that reverses gear of this device are as follows:
One retaining power transmission line: the first synchronizer SC1 and a retaining driven gear 31 combinations, first clutch C1 closure, input shaft 1 in Engine torque passes to by first clutch C1, retaining driving gear 11 and via normal engagement keeps off driven gear 31, the first synchronizer SC1, transfer torque to first output shaft 3, subtract gear 60 by first output gear 30 and differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Two retaining power transmission lines: the 3rd synchronizer SC3 and 42 combinations of two retaining driven gears, second clutch C2 closure, Engine torque passes to outer input shaft 2 by second clutch C2, two retaining driving gears 22 and two via normal engagement keep off driven gears 42, the 3rd synchronizer SC3, transfer torque to second output shaft 4, subtract gear 60 by second output gear 40 and differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Three retaining power transmission lines: the 4th synchronizer SC4 and 43 combinations of three retaining driven gears, first clutch C1 closure, input shaft 1 in Engine torque passes to by first clutch C1, three retaining driving gears 13 and three via normal engagement keep off driven gears 43, the 4th synchronizer SC4, transfer torque to second output shaft 4, subtract gear 60 by second output gear 40 and differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Four retaining power transmission lines: the second synchronizer SC2 and 34 combinations of four retaining driven gears, second clutch C2 closure, Engine torque passes to outer input shaft 2 by second clutch C2, four retaining driving gears 24 and four via normal engagement keep off driven gears 34, the second synchronizer SC2, transfer torque to first output shaft 3, subtract gear 60 by first output gear 30 and differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Five retaining power transmission lines: the first synchronizer SC1 and 35 combinations of five retaining driven gears, first clutch C1 closure, input shaft 1 in Engine torque passes to by first clutch C1, five retaining driving gears 15 and five via normal engagement keep off driven gears 35, the first synchronizer SC1, transfer torque to first output shaft 3, subtract gear 60 by first output gear 30 and differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Six retaining power transmission lines: the 3rd synchronizer SC3 and 46 combinations of six retaining driven gears, second clutch C2 closure, Engine torque passes to outer input shaft 2 by second clutch C2, six retaining driving gears 24 and six via normal engagement keep off driven gears 46, the 3rd synchronizer SC3, transfer torque to second output shaft 4, subtract gear 60 by second output gear 40 and differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Transfer route reverses gear: the second synchronizer SC2 and driven gear 37 combinations of reversing gear, second clutch C2 closure, Engine torque passes to outer input shaft 2 by second clutch C2, through two retaining driving gears 22 (simultaneously as reversing gear driving gear), two retaining driven gears 42 (changing the gear sense of rotation as the intermediate idler gear of reversing gear simultaneously), driven gear 37 reverses gear, the second synchronizer SC2, transfer torque to first output shaft 3, subtract gear 60 by first output gear 30 and differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers, see Fig. 3, Fig. 3 stresses the spatial relation between each gear of realizing reversing gear.
Shift process illustrates:
One keeps off the process that shifts into second: dual-clutch transmission is in a retaining, the first synchronizer SC1 and a retaining driven gear 31 combinations, and first clutch C1 closure, second clutch C2 opens; The dual-clutch transmission control system is sent one and is kept off the instruction that shifts into second, gearshift actuator is in advance with the 3rd synchronizer SC3 and 42 combinations of two retaining driven gears, this moment, second clutch C2 still was in open mode, i.e. the second clutch C2 and second output shaft 4 transferring power not; Along with shift process continues, first clutch C1 opens gradually, and meanwhile, second clutch C2 is closed gradually, and this process torque break can not occur; First clutch C1 opens fully, after the complete closure of second clutch C2, first synchronizer SC1 disengagement combines with a retaining driven gear 31, finish shift process, Engine torque subtracts gear 60, is finally exported by differential mechanism 6 via second clutch C2, outer input shaft 2, two retaining driving gears 22, two retaining driven gears 42, the 3rd synchronizer SC3, second output shaft 4, second output gear 40, differential mechanism master.
Claims (1)
1. double-clutch speed changer transmission device, comprise the interior input shaft (1) of coaxial setting and outer input shaft (2), first output shaft (3), second output shaft (4), describedly establish gear respectively on each, also comprise first clutch (C1) and second clutch (C2), first clutch (C1) is connected with an end of interior input shaft (1), second clutch (C2) is connected with an end of outer input shaft (2), and first clutch (C1) and second clutch (C2) are positioned at same input end, it is characterized in that:
Be fixed with a retaining driving gear (11), five retaining driving gears (15) and three retaining driving gears (13) in described on the input shaft (1) successively;
Be fixed with four retaining driving gears (24) and two retaining driving gears (22) on the described outer input shaft (2) successively, four retaining driving gears also are used as six retaining driving gears simultaneously, and two retaining driving gears also are used as the driving gear that reverses gear simultaneously;
Be provided with a retaining driven gear (31), five retaining driven gears (35), four retaining driven gear (34), the driven gear that reverses gear (37) and first output gears (30) on described first output shaft (3) successively; Wherein a retaining driven gear (31), five retaining driven gears (35), four retaining driven gears (34), the driven gear that reverses gear (37) sky are enclosed within on first output shaft (3), and can rotate around first output shaft (3); First output gear (30) is fixedlyed connected with first output shaft (3), is used for exporting the moment of torsion of first output shaft (3); On first output shaft (3) between a retaining driven gear (31) and the five retaining driven gears (35), be fixed with first synchronizer (SC1), optionally the first retaining moment of torsion and the 5th retaining moment of torsion passed to first output shaft (3); On first output shaft (3) between four retaining driven gears (34) and the driven gear that reverses gear (37), be fixed with second synchronizer (SC2), optionally the 4th retaining moment of torsion and the moment of torsion that reverses gear passed to first output shaft (3);
One retaining driving gear (11) is normal engagement with a retaining driven gear (31); Five retaining driving gears (15) and five retaining driven gears (35) are normal engagement;
Be provided with three retaining driven gears (43), six retaining driven gears (46), two retaining driven gear (42) and second output gears (40) on described second output shaft (4) successively, wherein three retaining driven gears (43), six retaining driven gears (46) and two retaining driven gear (42) skies are enclosed within on second output shaft (4), and can rotate around second output shaft (4); Second output gear (40) is fixedlyed connected with second output shaft (4), is used for exporting the moment of torsion of second output shaft (4); Be fixed with the 4th synchronizer (SC4) and Parking ratchet (49) on second output shaft (4) in three retaining driven gear (43) outsides, the 4th synchronizer (SC4) optionally passes to second output shaft (4) with the 3rd retaining moment of torsion; Be fixed with the 3rd synchronizer (SC3) on second output shaft (4) between six retaining driven gears (46) and the two retaining driven gears (42), optionally the 6th retaining moment of torsion and the second retaining moment of torsion passed to second output shaft (4);
Second gear driving gear (22) is normal engagement with two retaining driven gears (42); Three retaining driving gears (13) are normal engagement with three retaining driven gears (43), and four retaining driving gears (24) are normal engagement with four retaining driven gears (34), six retaining driven gears (46) simultaneously.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010205517562U CN201851608U (en) | 2010-09-28 | 2010-09-28 | Transmission device of dual-clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010205517562U CN201851608U (en) | 2010-09-28 | 2010-09-28 | Transmission device of dual-clutch transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201851608U true CN201851608U (en) | 2011-06-01 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2010205517562U Expired - Lifetime CN201851608U (en) | 2010-09-28 | 2010-09-28 | Transmission device of dual-clutch transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201851608U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101975251A (en) * | 2010-09-28 | 2011-02-16 | 安徽江淮汽车股份有限公司 | Gearing of dual clutch transmission |
| CN112443630A (en) * | 2019-08-30 | 2021-03-05 | 广州汽车集团股份有限公司 | Automatic transmission and vehicle with same |
| CN113958667A (en) * | 2020-07-20 | 2022-01-21 | 蜂巢传动科技河北有限公司 | Multi-gear double-clutch speed change mechanism |
-
2010
- 2010-09-28 CN CN2010205517562U patent/CN201851608U/en not_active Expired - Lifetime
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101975251A (en) * | 2010-09-28 | 2011-02-16 | 安徽江淮汽车股份有限公司 | Gearing of dual clutch transmission |
| CN101975251B (en) * | 2010-09-28 | 2012-05-23 | 安徽江淮汽车股份有限公司 | Transmission device of double-clutch transmission |
| CN112443630A (en) * | 2019-08-30 | 2021-03-05 | 广州汽车集团股份有限公司 | Automatic transmission and vehicle with same |
| CN113958667A (en) * | 2020-07-20 | 2022-01-21 | 蜂巢传动科技河北有限公司 | Multi-gear double-clutch speed change mechanism |
| CN113958667B (en) * | 2020-07-20 | 2023-05-05 | 蜂巢传动科技河北有限公司 | Multi-gear double-clutch speed change mechanism |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| AV01 | Patent right actively abandoned |
Granted publication date: 20110601 Effective date of abandoning: 20120523 |