CN102182800A - Double-clutch transmission - Google Patents
Double-clutch transmission Download PDFInfo
- Publication number
- CN102182800A CN102182800A CN2011100766445A CN201110076644A CN102182800A CN 102182800 A CN102182800 A CN 102182800A CN 2011100766445 A CN2011100766445 A CN 2011100766445A CN 201110076644 A CN201110076644 A CN 201110076644A CN 102182800 A CN102182800 A CN 102182800A
- Authority
- CN
- China
- Prior art keywords
- gear
- clutch
- output shaft
- driving gear
- synchronizer
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
- F16H63/3416—Parking lock mechanisms or brakes in the transmission
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention belongs to transmissions, in particular relates to a double-clutch transmission. The double-clutch transmission is characterized by comprising a double-clutch device formed by integrating two clutches and a double-transmission input shaft composed of an inner shaft and an outer sleeve shaft; a gear set with even gears and a gear set with odd gears are respectively connected with the two clutches by the outer sleeve shaft and the inner shaft and are arranged at the same side of the input shaft; and one output shaft is provided. The double-clutch transmission has the advantages of compact structure and small occupied space; and the drive gear and the driven gear of each gear are meshed with each other through the combination and the separation of the two clutches and the matching of a synchronous device, therefore, the power is transmitted to the output shaft selectively according to a certain conversion relationship, and the continuous power output is realized.
Description
Technical field
The invention belongs to transmission-like, specifically is a kind of dual-clutch transmission.
Background technique
Dual-clutch transmission switches by the coupling of two clutches realizes the gearshift action, and gearshift rapidly steadily.In shift process, the power of motor constantly is passed on the wheel all the time, realizes power gear shifting, guarantees that vehicle has good acceleration performance.Double-clutch speed changer comes based on parallel-axis type manual transmission development, and it has inherited many advantages such as manual transmission transmission efficiency height, installing space compactness, light weight, price are low.
The dual-clutch transmission structure mainly contains three kinds at present: the output of double clutch single shaft, the output of combined clutch single shaft and the output of combined clutch twin shaft.The output of double clutch single shaft has utilized existing equipment and technology to greatest extent, and is suitable with manual transmission component machining difficulty, effectively reduced development cost.Compare this structure with manual transmission and can make transmission shaft to shorten length, system stiffness improves, and still, the height of speed changer increases, and requires to reserve big relatively arrangement space into speed changer.
Combined clutch single shaft export structure compactness, footprint is little, is applicable to the speed changer that arrangement space is limited.But, also need solve technical problems such as the cooperation of combined assembly and heat radiation simultaneously to the accuracy of manufacturing and the life requirements height of combined clutch and driving-shaft assembly component.The basic utilization ratio of original MT component is restricted, so development cost is higher relatively.
Combined clutch twin shaft output shortening speed changer axial length, improve system stiffness effectively, be applicable to the complete machine structure that the axial dimension requirement is less, identical with double clutch single shaft export structure, also exist technological difficulties and the high development cost same with the coaxial output of double clutch.The same with double clutch single shaft export structure, require to reserve big relatively arrangement space into speed changer.
There are dry clutch and two kinds of forms of wet clutch in the double clutch system.Dry type diaphragm spring single plate clutch have the secondary part rotary inertia little, simple in structure, easy to adjust, separate thoroughly, torque overload protection, efficient height, cost are lower, do not need advantage such as auxiliary power.Dry clutch absorbs than big heat by pressing plate and flywheel, and the speed that sliding wear is produced heat is insensitive, but the air heat radiation is slower, and heat is difficult for distributing at short notice, so it is subjected to the total heat quantitative limitation of sliding wear generation.
Wet clutch has controllability and controlling performance preferably, and structure is more single, have pressure distribution evenly, wearing and tearing are little and even, the transmitting torque capacity big, need not adjust characteristics such as friction plate gap specially.Because it forces cooling with hydraulic oil, skid for a long time when allowing starting and high gear starting and can scaling loss lining face, be widely used on the clutch of Hyundai Motor automatic transmission.But be between the driving and driven friction plate of the multidisc clutch in the separated state because of trackslipping mutually, produce bigger surface friction drag, make the corresponding reduction of transmission efficiency of speed changer through lubricant oil.
Summary of the invention
The objective of the invention is at the deficiencies in the prior art, the dual-clutch transmission of a kind of compact structure, good economy performance, reliable performance is provided.
A kind of dual-clutch transmission of the present invention, it is characterized in that: adopt by two double clutch devices that clutch is integrated, two transmission input shafts that combined by interior axle and outside sleeve thereof are arranged simultaneously, its even number retaining gear train and odd number retaining gear train link with two clutches by outside sleeve and interior axle respectively, and output shaft adopts an output shaft.
Halting mechanism of the present invention adopts with casing connects firmly joint gear ring and output shaft synchronizer cooperate, thereby the locking output shaft is realized Parking, has saved special halting mechanism.
Compact structure of the present invention, footprint is little, the combination by two clutches with separate, cooperate synchronizer, the driving gear of each gear and driven gear engagement, realize that power optionally is transferred on the output shaft according to certain conversion relation, and realize the continual output of power.
Description of drawings
Fig. 1 is a structural representation of the present invention.
Embodiment
With reference to accompanying drawing embodiment of the present invention are discussed in detail.
As shown in Figure 1, a kind of dual-clutch transmission, adopt the integrated double clutch device of first clutch 1, second clutch 2, two transmission input shafts that combined by interior axle 4 and outside sleeve 3 thereof are arranged simultaneously, first clutch 1 links to each other with interior axle 4, arrange first driving gear 10, the 3rd driving gear 9, the 5th driving gear 8 and the driving gear 11 that reverses gear on it, second clutch 2 links to each other with sleeve 3, arrange second driving gear 5, the 4th driving gear 7, the 6th driving gear 6 on it, what the gear speed variator system adopted is that the odd even retaining is arranged with the limit.
Output shaft of the present invention adopts an output shaft, and the driven tooth wheels are arranged on the output shaft, respectively with corresponding driving gear engagement, the driven gear 20 that reverses gear, first driven gear, 13 shared first synchronizers 21; The 3rd driven gear 14, the 5th driven gear 15 shared second synchronizers 22; The 4th driven gear 16, the 6th driven gear 17 shared the 3rd synchronizers 23; The shared output shaft synchronizer 24 of second driven gear 18 and Parking gear.
Employing of the present invention cooperates the realization Parking with joint gear ring 19 and output shaft synchronizer 24 that casing connects firmly, saves special halting mechanism.
The power transmission line of each gear is as follows:
1 retaining: motor---first clutch 1---first driving gear 10---first driven gear 13---first synchronizer 21---output shaft (power output)
2 retainings: motor---second clutch 2---second driving gear 5---second driven gear 18---output shaft synchronizer 24---output shaft (power output)
3 retainings: motor---first clutch 1---the 3rd driving gear (9)---the 3rd driven gear 14---second synchronizer 22---output shaft (power output)
4 retainings: motor---second clutch 2---the 4th driving gear 7---the 4th driven gear 16---the 3rd synchronizer 23---output shaft (power output)
5 retainings: motor---first clutch (1)---the 5th driving gear 8---the 5th driven gear 15---second synchronizer 22---output shaft (power output)
6 retainings: motor---second clutch 2---the 6th driving gear 6---the 6th driven gear 17---the 3rd synchronizer 23---output shaft (power output)
R retaining: motor---first clutch 1---driving gear 11 reverses gear---idler shaft gear 20---driven gear 12 reverses gear---first synchronizer 21---output shaft (power output).
Claims (3)
1. dual-clutch transmission, it is characterized in that: adopt by two double clutch devices that clutch is integrated, two transmission input shafts that combined by interior axle and outside sleeve thereof are arranged simultaneously, its even number retaining gear train and odd number retaining gear train link with two clutches by outside sleeve and interior axle respectively, adopt an output shaft.
2. dual-clutch transmission according to claim 1, it is characterized in that: described double clutch device first clutch links to each other with interior axle, arrange first driving gear, the 3rd driving gear, the 5th driving gear and the driving gear that reverses gear on it, second clutch links to each other with sleeve, arrange second driving gear, the 4th driving gear, the 6th driving gear on it, what the gear speed variator system adopted is that the odd even retaining is arranged with the limit; Output shaft adopts an output shaft, and the driven tooth wheels are arranged on the output shaft, respectively with corresponding driving gear engagement, the driven gear that reverses gear, shared first synchronizer of first driven gear; The 3rd driven gear, shared second synchronizer of the 5th driven gear; The 4th driven gear, shared the 3rd synchronizer of the 6th driven gear; The shared output shaft synchronizer of second driven gear and Parking gear.
3. dual-clutch transmission according to claim 1 and 2 is characterized in that: halting mechanism adopts with casing connects firmly joint gear ring and output shaft synchronizer cooperate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2011100766445A CN102182800A (en) | 2011-03-29 | 2011-03-29 | Double-clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2011100766445A CN102182800A (en) | 2011-03-29 | 2011-03-29 | Double-clutch transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN102182800A true CN102182800A (en) | 2011-09-14 |
Family
ID=44569068
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2011100766445A Pending CN102182800A (en) | 2011-03-29 | 2011-03-29 | Double-clutch transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN102182800A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106662215A (en) * | 2014-08-12 | 2017-05-10 | 奥迪股份公司 | Speed-change gearbox for a motor vehicle |
| CN108016429A (en) * | 2016-10-31 | 2018-05-11 | 福特环球技术公司 | For engaging and departing from the method and system of vehicle stopped state |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3546454A1 (en) * | 1985-08-22 | 1987-02-26 | Porsche Ag | Manually shifted transmission for a motor vehicle with double clutch |
| EP0845618B1 (en) * | 1996-11-30 | 2003-05-14 | Volkswagen Aktiengesellschaft | Contiuously-variable multi-speed transmission |
| CN101772658A (en) * | 2007-08-09 | 2010-07-07 | 戴姆勒股份公司 | Twin clutch transmission |
| CN202023889U (en) * | 2011-03-29 | 2011-11-02 | 浙江万里扬变速器股份有限公司 | Double-clutch transmission |
-
2011
- 2011-03-29 CN CN2011100766445A patent/CN102182800A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3546454A1 (en) * | 1985-08-22 | 1987-02-26 | Porsche Ag | Manually shifted transmission for a motor vehicle with double clutch |
| EP0845618B1 (en) * | 1996-11-30 | 2003-05-14 | Volkswagen Aktiengesellschaft | Contiuously-variable multi-speed transmission |
| CN101772658A (en) * | 2007-08-09 | 2010-07-07 | 戴姆勒股份公司 | Twin clutch transmission |
| CN202023889U (en) * | 2011-03-29 | 2011-11-02 | 浙江万里扬变速器股份有限公司 | Double-clutch transmission |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106662215A (en) * | 2014-08-12 | 2017-05-10 | 奥迪股份公司 | Speed-change gearbox for a motor vehicle |
| CN108016429A (en) * | 2016-10-31 | 2018-05-11 | 福特环球技术公司 | For engaging and departing from the method and system of vehicle stopped state |
| CN108016429B (en) * | 2016-10-31 | 2023-01-17 | 福特环球技术公司 | Method and system for engaging and disengaging a vehicle park condition |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C02 | Deemed withdrawal of patent application after publication (patent law 2001) | ||
| WD01 | Invention patent application deemed withdrawn after publication |
Application publication date: 20110914 |