CN104132076B

CN104132076B - Coaxial separate opposed type double clutch and dual-clutch transmission

Info

Publication number: CN104132076B
Application number: CN201410347421.1A
Authority: CN
Inventors: 孙保群; 王琼; 汪韶杰; 卞锦; 罗冲; 陆军; 常佳男; 胡松华; 曲凯宁; 陶晓敏
Original assignee: Hefei University of Technology
Current assignee: Hefei University of Technology
Priority date: 2014-07-21
Filing date: 2014-07-21
Publication date: 2016-05-11
Anticipated expiration: 2034-07-21
Also published as: CN104132076A

Abstract

A kind of coaxial separate opposed type double clutch and dual-clutch transmission, described double clutch comprises power shaft, first clutch module, second clutch module, the first power transmission shaft and second driving shaft; Under confined state, taking power shaft as benchmark, the relative power shaft of the center of rotation of two clutch modules coaxially arranges, and two clutch modules segment distance of being separated by is face-to-face arranged; The first power transmission shaft and second driving shaft are quill, and power shaft is through quill, and the first power transmission shaft is by first clutch module one side, and second driving shaft is by second clutch module one side. Two clutch modules have frictional drive pair and actuation mechanism separately, by the oil cylinder in two actuation mechanism is replaced to oil-filled and draining, the combination that can make two clutch friction transmissions hockets with separating, thereby realizes the transmission agency of double clutch. Described dual-clutch transmission is made up of coaxial separate opposed type double clutch, gear and case of transmission.

Description

Coaxial separate opposed type double clutch and dual-clutch transmission

Technical field

The invention belongs to vehicle drive system, be specifically related to a kind of by two clutches lay respectively near power input shaft end positions carry out coaxially, the double clutch of positioned opposite and adopt the speed changer of this clutch.

Background technology

Speed changer is the important component part of vehicle driveline. dual-clutch transmission has two clutches, two clutches have output separately and pass through respectively two independently odd number gear and the even number gears of power transmission shaft connection speed changer, alternately separating and combination of two clutches, can carry out sequential control to the power interruption of the adjacent gear of speed changer and combination, and it is preset to carry out gear by the action of gear shifting actuating mechanism, the gear that need to change to next step realize and first putting into gear after in conjunction with power, the gear swapping out is realized and first interrupted plucking gear after power, the short power that even do not interrupt of time compole that can make the transmission of shift process medium power interrupt, effectively avoid gearshift to impact, make speed changer there is outstanding smooth gear shifting, also be more suitable for for Automated speed variation transmission system simultaneously. in addition, because dual-clutch transmission still adopts mechanical type step speed change mechanism, conventional manual mechanical transmission is had to good technique inheritance, can make production manufacturing cost be effectively controlled.

According to the structural configuration of two clutches, existing dual-clutch transmission mainly contains coaxial with end combined type and two kinds of structural shapes of the discrete block form of parallel axes.

Coaxial have two dry types or wet clutch with end combined type dual-clutch transmission, two clutch coaxials are arranged and are encapsulated in a clutch housing, an end of common power power shaft is as input (with holding), but two clutches have separately independently output; Coaxial have two independently speed changer power transmission shafts with end combined type dual-clutch transmission, connect respectively odd number gear and the even number gear of speed changer, one of them power transmission shaft is quill, another power transmission shaft is through quill coaxially arranged with quill, and two clutch output correspondences are in transmission connection with the end of two power transmission shafts of speed changer; In conjunction with the action of gear shifting actuating mechanism, by controlling alternately separating and combination of two clutches, can complete power interruption to the adjacent gear of speed changer and the sequential control of combination, the gear that realization need to change to next step is preset in conjunction with the gear of power after first putting into gear, the gear swapping out is first interrupted plucking gear after power, the short power that even do not interrupt of time compole that the transmission of shift process medium power is interrupted, reduces or eliminates gearshift and impact, optimize smooth gear shifting. Because coaxial two clutches with end combined type dual-clutch transmission are positioned at the same end of power input shaft and are encapsulated in same clutch housing, make speed changer compact overall structure, weight relatively light, but, two clutches are encapsulated in the interior mechanism's complexity, high to parts design and processing and manufacturing required precision that also caused of a clutch housing simultaneously, and in use for some time along with zero clutch component wear, easily produce the interference between parts, cause clutch to lose efficacy.

The discrete block form dual-clutch transmission of parallel axes has a power input shaft that is installed with one or two gear and two dry types or wet clutch, two clutches are encapsulated in clutch housing separately, and there is clutch power input shaft and output shaft separately, wherein: on two Clutch input shafts, be all installed with a gear and often engage with the gear on speed changer power input shaft, make the power of speed changer power input shaft input pass to two clutch power input shafts by corresponding gear pair respectively, and two clutch power output shafts connect respectively odd number gear and the even number of speed changer and keep off, equally, in conjunction with the action of gear shifting actuating mechanism, by controlling alternately separating and combination of two clutches, can complete power interruption to the adjacent gear of speed changer and the sequential control of combination, the gear that realization need to change to next step is preset in conjunction with the gear of power after realizing and first putting into gear, the gear swapping out is realized and first interrupted plucking gear after power, form with coaxial with the same gearshift effect of end combined type dual-clutch transmission. in the discrete block form dual-clutch transmission of parallel axes, because two clutch separation are arranged, can adopt the clutch of same size, clutch configuration is simpler with end combined type double clutch than coaxial, also relatively low to design and processing and manufacturing required precision. but, due to the input at two clutches, need to be in advance by the gear driving pair transferring power between speed changer power input shaft and two clutch power input shafts, can make drive system efficiency be affected, owing to having increased amount of parts, can make speed changer general structure size and weight increase all to some extent simultaneously.

Summary of the invention

The present invention's the first object is to provide a kind of coaxial separate opposed type double clutch designing for dual-clutch transmission specially; The present invention's the second object is to provide a kind of dual-clutch transmission that adopts coaxial separate opposed type structure. Be intended to effectively utilize and bring into play work characteristics and the characteristic of double clutch, in conjunction with also absorbing the coaxial advantage with end combined type dual-clutch transmission and the discrete block form dual-clutch transmission of parallel axes, overcome its deficiency, thereby promote the integral level of dual-clutch transmission.

For reaching above-mentioned the first object, the technical solution used in the present invention is: a kind of coaxial separate opposed type double clutch, comprise power shaft, first clutch module, second clutch module, the first power transmission shaft and second driving shaft, wherein: described power shaft is power input shaft and forms rotating support, described the first power transmission shaft is the output shaft of first clutch module, and described second driving shaft is the output shaft of second clutch module.

Under confined state, taking power shaft as benchmark, the relative power shaft of center of rotation of the center of rotation of first clutch module and second clutch module coaxially arranges, and first clutch module and the second clutch module faces opposite segment distance of being separated by is arranged.

Described the first power transmission shaft and second driving shaft are quill, power shaft is through the sleeve of the first power transmission shaft and second driving shaft, and coaxially arranged with the first power transmission shaft and second driving shaft, wherein: the first power transmission shaft rotates supporting with respect to power shaft and by first clutch module one side, second driving shaft is with respect to power shaft rotation supporting and by second clutch module one side.

Described first clutch module comprises first clutch frictional drive pair, first clutch input, first clutch output and first clutch actuation mechanism; Described first clutch input is fixedly connected with described power shaft, described first clutch output is fixedly connected with the first power transmission shaft, in the time of the secondary frictional engagement of first clutch frictional drive, the power of power shaft passes to the first power transmission shaft through first clutch input and first clutch output, in the time of the secondary separation of first clutch frictional drive, power shaft passes to the power interruption of the first power transmission shaft.

Described second clutch module comprises second clutch frictional drive pair, second clutch input, second clutch output and second clutch actuation mechanism; Described second clutch input is fixedly connected with described power shaft, described second clutch output is fixedly connected with second driving shaft, in the time of the secondary frictional engagement of second clutch frictional drive, the power of power shaft passes to second driving shaft through second clutch input and second clutch output, in the time of the secondary separation of second clutch frictional drive, power shaft passes to the power interruption of second driving shaft.

Related content in above-mentioned the first object technical scheme is explained as follows:

In such scheme, described first clutch actuation mechanism is the device that impels the combination of clutch friction transmission or separate with second clutch actuation mechanism. Structure and the form of this actuation mechanism are varied, all applicable to the present invention, but be wherein to adopt hydraulic press mechanism preferably, such as described first clutch actuation mechanism in the present invention comprises the first oil cylinder, first piston, the first release bearing and primary diaphragm spring; Described the first oil cylinder is annular cylinder, and described first piston is annular piston, and described the first release bearing is angular contact ball bearing, has the dish-like diaphragm spring of circular internal orifice centered by described primary diaphragm spring; Described the first oil cylinder, first piston, the first release bearing and primary diaphragm spring are all coaxially arranged with described power shaft, wherein: the first oil cylinder location arranges, first piston is placed in the first oil cylinder, the race ring of first release bearing one end is fixedly connected with first piston, the race ring of the first release bearing other end is fixedly connected with the internal orifice of primary diaphragm spring, and the collar extension of primary diaphragm spring acts on first clutch frictional drive pair.

In like manner, described second clutch actuation mechanism comprises the second oil cylinder, the second piston, the second release bearing and secondary diaphragm spring; Described the second oil cylinder is annular cylinder, and described the second piston is annular piston, and described the second release bearing is angular contact ball bearing, has the dish-like diaphragm spring of circular internal orifice centered by described secondary diaphragm spring; Described the second oil cylinder, the second piston, the second release bearing and secondary diaphragm spring are all coaxially arranged with described power shaft, wherein: the second oil cylinder location arranges, the second piston is placed in the second oil cylinder, the race ring of second release bearing one end is fixedly connected with the second piston, the race ring of the second release bearing other end is fixedly connected with the internal orifice of secondary diaphragm spring, and the collar extension of secondary diaphragm spring acts on second clutch frictional drive pair.

2. in such scheme, for the axial force between balance the first power transmission shaft and second driving shaft, avoid the frictional interference between the two end, can between adjacent end, be provided with axial thrust bearing at the first power transmission shaft and second driving shaft. The top, one end of axial thrust bearing is pressed on the first power transmission shaft, and press on second driving shaft on other end top.

3. in such scheme, for the frictional drive pair to clutch realizes hydraulic compression and separates, can near the center of rotation of first clutch module, be provided with the first space, in the first space, be provided with oil pump, oil pump is a gerotor pump, rotor and the power shaft of oil pump are in transmission connection, and the stator of oil pump is relatively fixing. But do not get rid of the oil pump that adopts other version yet, its objective is and provide pressure oil-source for oil cylinder. Can also near the center of rotation of second clutch module, be provided with second space, the power intake of power shaft is positioned on second space position.

4. in such scheme, described first clutch frictional drive pair is multiple-piece frictional drive pair, or has the one chip frictional drive pair of two rubbing surfaces; Described second clutch frictional drive pair is multiple-piece frictional drive pair, or has the one chip frictional drive pair of two rubbing surfaces; Described first clutch frictional drive pair is wet friction pair, or dry type friction pair; Described second clutch frictional drive pair is wet friction pair, or dry type friction pair.

5. in such scheme, described first clutch module and second clutch module can adopt the clutch module of same structure and size, also can adopt the clutch module of different structure and size. This makes the present invention more flexible aspect configuration, but under normal circumstances, adopts the clutch module of same structure and size more economically, is also convenient to its combination to control with separating effectively.

For reaching above-mentioned the second object, the technical solution used in the present invention is: a kind of coaxial separate opposed type dual-clutch transmission, comprises coaxial separate opposed type double clutch and gear.

Described coaxial separate opposed type double clutch is identical with the technical scheme that above-mentioned the first object adopts, and is no longer repeated in this description the technical scheme specifically adopting referring to above-mentioned the first object in order to save space here.

Described gear comprises forward gear gear, gear and the main deceleration driven gear for outputting power reverse gear.

Described forward gear gear comprises forward gear gear train, forward gear countershaft, forward gear synchronized and forward gear final gear, wherein: forward gear gear train keeps off the gear driving pair of gear from low to high by least two and forms, every grade of gear driving pair often engages formation by a driving gear and a driven gear, and all gear gear driving pairs are divided into odd number gear gear driving pair and even number gear gear driving pair by gear arrangement from low to high; Forward gear countershaft is arranged in juxtaposition with the first power transmission shaft is parallel with second driving shaft, forward gear countershaft rotating support; Driving gear in all odd numbers gear gear driving pairs all vertically interval be arranged on the first power transmission shaft, and be fixedly connected with the first power transmission shaft, driving gear in all even numbers gear gear driving pairs all vertically interval be arranged on second driving shaft, and be fixedly connected with second driving shaft; Driven gear in all gear gear driving pairs all vertically interval be arranged on forward gear countershaft, and form and be rotationally connected by sliding sleeve and forward gear countershaft, between the driven gear in all gear gear driving pairs and forward gear countershaft, all realize the annexation of synchronizeing or departing from by forward gear synchronized; Described forward gear final gear is fixedly connected with forward gear countershaft, and forward gear final gear often engages with main deceleration driven gear.

Related content in above-mentioned the second object technical scheme is explained as follows:

1. because the coaxial separate opposed type double clutch in such scheme is identical with the technical scheme that above-mentioned the first object adopts, be therefore equally applicable to the present invention's the second object technical scheme about the explanation of above-mentioned the first object technical scheme.

2. in such scheme, arrange and can be confirmed by actual conditions about the quantity of the gear that advances, be at least in theory two gears, the upper limit can arrive eight gears, nine gears, ten gears ... 40 gears are even more.

3. in such scheme, the quantity of described forward gear countershaft in theory can be from one to multiple, and concrete application can be determined according to actual conditions. Situation is to be divided into two countershafts to four countershaft scope preferably, and the best is two countershafts. Taking two to four countershafts explain as example below, and other can be by that analogy:

(1) forward gear countershaft is divided into two countershafts, i.e. the first countershaft and the second countershaft, and the first countershaft is positioned at the side with the first power transmission shaft and second driving shaft, and the second countershaft is positioned at the opposite side with the first power transmission shaft and second driving shaft; A driven gear part in all gear gear driving pairs is arranged on the first countershaft, and another part is arranged on the second countershaft; Described forward gear final gear is divided into two final gears, i.e. the first final gear and the second final gear, the first final gear is fixedly connected with the first countershaft, the first final gear often engages with main deceleration driven gear, the second final gear is fixedly connected with the second countershaft, and the second final gear often engages with main deceleration driven gear.

(2) forward gear countershaft is divided into three countershafts, three countershafts layout of being separated by the axial peripheral circumferential direction of the first power transmission shaft and second driving shaft; Driven gear in all gear gear driving pairs is divided into three parts, and the driven gear correspondence of these three parts is arranged on three countershafts; Described forward gear final gear is divided into three final gears, and three final gears and three countershafts form a fixed connection one to one, and three final gears often engage with main deceleration driven gear respectively.

(3) forward gear countershaft is divided into four countershafts, four countershafts layout of being separated by the axial peripheral circumferential direction of the first power transmission shaft and second driving shaft; Driven gear in all gear gear driving pairs is divided into four parts, and the driven gear correspondence of these four parts is arranged on four countershafts; Described forward gear final gear is divided into four final gears, and four final gears and four countershafts form a fixed connection one to one, and four final gears often engage with main deceleration driven gear respectively.

4. in such scheme, described in the gear that reverses gear be to provide the fall back gear of use of vehicle, it can be varied that its structure forms, and can be applicable under normal circumstances the present invention. But wherein scheme is as follows preferably:

The gear that reverses gear comprises reverse gear group, reverse gear shaft, reverse gear synchronizer and the final gear that reverses gear, wherein, reverse gear group is made up of the first gear driving pair and the second gear driving pair, and each gear driving pair often engages formation by a driving gear and a driven gear; Driving gear in the first gear driving pair is fixedly connected with the first power transmission shaft or second driving shaft, the driving gear in the first gear driving pair independently arrange or shared forward gear gear in any one driving gear; Driven gear in the first gear driving pair is fixedly connected with the driving gear in the second gear driving pair, and all relatively described forward gear countershaft is rotationally connected; Driven gear in the second gear driving pair is formed and is rotationally connected by sliding sleeve and reverse gear shaft, between the driven gear in the second gear driving pair and reverse gear shaft, realizes the annexation of synchronizeing or departing from by reverse gear synchronizer; The described final gear that reverses gear is fixedly connected with reverse gear shaft, and the final gear that reverses gear often engages with main deceleration driven gear.

5. in such scheme, forward gear synchronized or reverse gear synchronizer in described gear are the technology of well known to a person skilled in the art. In the work of dual-clutch transmission, how operating synchronized directly affects dual-clutch transmission form. Thereby dual-clutch transmission of the present invention can form automatic transmission, manual transmission and semi-automatic transmission by the different actuation means of configuration.

Owing to having used technique scheme, the present invention has following advantages and effect:

1. coaxial separate opposed type dual-clutch transmission involved in the present invention, except possessing common the realizing of existing other type dual-clutch transmission, to change to gear preset, outside the feature of smooth-going gearshift, with coaxially with compared with end combined type dual-clutch transmission, there is clutch module structure relatively simple, design and processing and manufacturing required precision are relatively low, be conducive to ensure speed changer quality, improve product reliability, and compared with the discrete block form dual-clutch transmission of parallel axes, there is transmission efficiency relatively high, the feature that physical dimension and weight are relatively little.

2. coaxial separate opposed type double clutch and dual-clutch transmission involved in the present invention, the frictional drive pair adopting in two clutch modules can be both multiple-piece frictional drive pair, also can be the one chip frictional drive pair with two rubbing surfaces, in like manner, the frictional drive pair that two clutches adopt can be both wet friction transmission, also can be dry type frictional drive pair, flexibility can greatly improve design speed changer time and the production transmissions adaptability that segmentation requires to vehicle performance, can effectively expand the range of application of dual-clutch transmission on dissimilar vehicle.

3. coaxial separate opposed type double clutch and dual-clutch transmission involved in the present invention, two clutch modules can have identical structure and size, also can be different structure and sizes, can realize better the matched well of clutch and speed changer mechanical speed change gearshift.

Brief description of the drawings

Fig. 1 is coaxial separate opposed type double clutch construction schematic diagram of the present invention;

Fig. 2 is the fast coaxial separate opposed type of the present invention 8 dual-clutch transmission transmission system schematic diagram;

Fig. 3 is the fast coaxial separate opposed type of the present invention 7 dual-clutch transmission transmission system schematic diagram;

Fig. 4 is the fast coaxial separate opposed type of the present invention 6 dual-clutch transmission transmission system schematic diagram.

Code name in figure: Z. power shaft; LH1. first clutch module; LH2. second clutch module; LR1. first clutch input; LR2. second clutch input; LC1. first clutch output; LC2. second clutch output; YG1. the first oil cylinder; YG2. the second oil cylinder; HS1. first piston; HS2. the second piston; MT1. primary diaphragm spring; MT2. secondary diaphragm spring; FZ1. the first release bearing; FZ2. the second release bearing; ZK1. first clutch cover; ZK2. second clutch cover; HB. oil pump; ZT1. the first power transmission shaft; ZT2. second driving shaft; ZF1. the first countershaft; ZF2. the second countershaft; ZR. reverse gear shaft; CZ1. I gear driving gear; CZ2. II gear driving gear; CZ3. III gear driving gear; CZ4. IV gear driving gear; CZ5. V gear driving gear; CZ6. VI gear driving gear; CZ7. VII gear driving gear; CZ8. VIII gear driving gear; CC1. I gear driven gear; CC2. II gear driven gear; CC3. III gear driven gear; CC4. IV gear driven gear; CC5. V gear driven gear; CC6. VI gear driven gear; CC7. VII gear driven gear; CC8. VIII gear driven gear; CR1. the first reverse gear; CR2. the second reverse gear; CR3. the 3rd reverse gear; C1. the first final gear; C2. the second final gear; C3. final gear reverses gear; C4. main deceleration driven gear; T1. I-III gear synchronized; T2. II-IV gear synchronized; T3. V-VII gear synchronized; T4. VI-VIII gear synchronized; TD4. VI gear synchronized; TD3. V gear synchronized; TR. reverse gear synchronizer; ZT. axial thrust bearing; CS. differential mechanism; KT. case of transmission; PI. power intake; PO. clutch end.

Detailed description of the invention

Below in conjunction with accompanying drawing, by embodiment, the invention will be further described:

Embodiment 1: a kind of 8 fast coaxial separate opposed type dual-clutch transmissions, this 8 speed dual-clutch transmission has 8 forward gears and 1 speed change of reversing gear. (owing to including the enforcement structure of coaxial separate opposed type double clutch in this embodiment, providing no longer separately the embodiment of coaxial separate opposed type double clutch in order to save space).

As depicted in figs. 1 and 2, this 8 speed dual-clutch transmission is made up of coaxial separate opposed type double clutch, 8 gear gears and case of transmission KT.

Described coaxial separate opposed type double clutch comprises that power shaft Z, first clutch module LH1, second clutch module LH2, the first power transmission shaft ZT1 and second driving shaft ZT2(are shown in Fig. 1), wherein: described power shaft Z is that power input shaft and relative case of transmission KT form rotating support, described the first power transmission shaft ZT1 is the output shaft of first clutch module LH1, and described second driving shaft ZT2 is the output shaft of second clutch module LH2.

Under confined state, taking power shaft Z as benchmark, the relative power shaft Z of center of rotation of the center of rotation of first clutch module LH1 and second clutch module LH2 coaxially arranges, and first clutch module LH1 and the second clutch module LH2 segment distance of being separated by is face-to-face arranged (see figure 1).

Described the first power transmission shaft ZT1 and second driving shaft ZT2 are quill, power shaft Z is through the sleeve of the first power transmission shaft ZT1 and second driving shaft ZT2, and coaxially arranged with the first power transmission shaft ZT1 and second driving shaft ZT2, wherein: the first power transmission shaft ZT1 is with respect to power shaft Z rotating support and by first clutch module LH1 mono-side, and second driving shaft ZT2 is with respect to power shaft Z rotating support and by second clutch module LH2 mono-side (see figure 1).

For the axial force between balance the first power transmission shaft and second driving shaft, avoid the frictional interference between the two end, between the first power transmission shaft ZT1 end adjacent with second driving shaft ZT2, be provided with axial thrust bearing ZT, it is upper that the top, one end of axial thrust bearing ZT is pressed in the first power transmission shaft ZT1, and other end top presses ZT2(on second driving shaft to see Fig. 1).

Described first clutch module LH1 is made up of first clutch frictional drive pair, first clutch input LR1, first clutch output LC1, first clutch actuation mechanism and first clutch cover ZK1. Described first clutch input LR1 is fixedly connected with described power shaft Z, described first clutch output LC1 is fixedly connected with the first power transmission shaft ZT1, in the time of the secondary frictional engagement of first clutch frictional drive, the power of power shaft Z passes to the first power transmission shaft ZT1 through first clutch input LR1 and first clutch output LC1, in the time of the secondary separation of first clutch frictional drive, power shaft Z passes to the power interruption (see figure 1) of the first power transmission shaft ZT1. Described first clutch actuation mechanism is arranged in first clutch module LH1 and faces a side of second clutch module LH2, and this first clutch actuation mechanism comprises the first oil cylinder YG1, first piston HS1, the first release bearing FZ1 and primary diaphragm spring MT1. Described the first oil cylinder YG1 is annular cylinder, and described first piston HS1 is annular piston, and described the first release bearing FZ1 is angular contact ball bearing, has the dish-like diaphragm spring of circular internal orifice centered by described primary diaphragm spring MT1. Described the first oil cylinder YG1, first piston HS1, the first release bearing FZ1 and primary diaphragm spring MT1 are all coaxially arranged with described power shaft Z, wherein: the relative first clutch cover of the first oil cylinder YG1 ZK1 locates setting, first piston HS1 is placed in the first oil cylinder YG1, the race ring of first release bearing FZ1 one end is fixedly connected with first piston HS1, the race ring of the first release bearing FZ1 other end is fixedly connected with the internal orifice of primary diaphragm spring MT1, and the collar extension of primary diaphragm spring MT1 acts on the secondary (see figure 1) of first clutch frictional drive. First clutch cover ZK1 is relative, and case of transmission KT is fixedly installed.

Described second clutch module LH2 is made up of second clutch frictional drive pair, second clutch input LR2, second clutch output LC2, second clutch actuation mechanism and second clutch cover ZK2. Described second clutch input LR2 is fixedly connected with described power shaft Z, described second clutch output LC2 is fixedly connected with second driving shaft ZT2, in the time of the secondary frictional engagement of second clutch frictional drive, the power of power shaft Z passes to second driving shaft ZT2 through second clutch input LR2 and second clutch output LC2, in the time of the secondary separation of second clutch frictional drive, power shaft Z passes to the power interruption (see figure 1) of second driving shaft ZT2. Described second clutch actuation mechanism is arranged in second clutch module LH2 and faces a side of first clutch module LH1, and this second clutch actuation mechanism comprises the second oil cylinder YG2, the second piston HS2, the second release bearing FZ2 and secondary diaphragm spring MT2; Described the second oil cylinder YG2 is annular cylinder, and described the second piston HS2 is annular piston, and described the second release bearing FZ2 is angular contact ball bearing, has the dish-like diaphragm spring of circular internal orifice centered by described secondary diaphragm spring MT2. Described the second oil cylinder YG2, the second piston HS2, the second release bearing FZ2 and secondary diaphragm spring MT2 are all coaxially arranged with described power shaft Z, wherein: the relative second clutch cover of the second oil cylinder YG2 ZK2 locates setting, the second piston HS2 is placed in the second oil cylinder YG2, the race ring of second release bearing FZ2 one end is fixedly connected with the second piston HS2, the race ring of the second release bearing FZ2 other end is fixedly connected with the internal orifice of secondary diaphragm spring MT2, and the collar extension of secondary diaphragm spring MT2 acts on the secondary (see figure 1) of second clutch frictional drive. Second clutch cover ZK2 is relative, and case of transmission KT is fixedly installed.

The internal orifice of the internal orifice of described primary diaphragm spring MT1 and described secondary diaphragm spring MT2 all refers to its round hole part position, center, the spring of this type has the characteristic that its elastic force can remain unchanged substantially in the time that its axial deflection changes within the specific limits, utilize this characteristic of dish-like diaphragm spring, can compensate the wear extent producing in the use procedure of clutch friction transmission.

Described the first release bearing FZ1 and the second release bearing FZ2 can bear the bearing of axial force and radial load simultaneously, it can be inner ring or the outer ring of the first release bearing FZ1 that the race ring of described first release bearing FZ1 one end is fixedly connected with the second piston HS1, equally, to be fixedly connected with the second piston HS2 can be inner ring or the outer ring of the second release bearing FZ2 to the race ring of described second release bearing FZ2 one end.

For the frictional drive pair to clutch realizes hydraulic compression and separates, near the center of rotation of described first clutch module LH1, be provided with the first space, in the first space, be provided with oil pump HB, oil pump HB is a gerotor pump, the rotor of oil pump HB and power shaft Z are in transmission connection, and the stator of oil pump HB is fixed on first clutch cover ZK1. But do not get rid of the oil pump that adopts other version yet, its objective is and provide pressure oil-source for oil cylinder. Near the center of rotation of described second clutch module LH2, be provided with second space, the power intake PI of power shaft Z is positioned on second space position. Such design can the compacter (see figure 1) of structure.

Described 8 gear gears comprise forward gear gear, the gear and see Fig. 2 for the main deceleration driven gear C4(of outputting power of reversing gear, 8 forward gears, 1 reverses gear).

Described forward gear gear comprises forward gear gear train, forward gear countershaft, forward gear synchronized and forward gear final gear, wherein:

(1) forward gear gear train keeps off the gear driving pair of gear from low to high by 8 and forms, and every grade of gear driving pair often engages formation by a driving gear and a driven gear. Shown in Figure 2:

I gear is often engaged and forms with I gear driven gear CC1 by I gear driving gear CZ1;

II gear is often engaged and forms with II gear driven gear CC2 by II gear driving gear CZ2;

III gear is often engaged and forms with III gear driven gear CC3 by III gear driving gear CZ3;

IV gear is often engaged and forms with IV gear driven gear CC4 by IV gear driving gear CZ4;

V gear is often engaged and forms with V gear driven gear CC5 by V gear driving gear CZ5;

VI gear is often engaged and forms with VI gear driven gear CC6 by VI gear driving gear CZ6;

VII gear is often engaged and forms with VII gear driven gear CC7 by VII gear driving gear CZ7;

VIII gear is often engaged and forms with VIII gear driven gear CC8 by VIII gear driving gear CZ8.

All gear gear driving pairs are divided into odd number gear gear driving pair and even number gear gear driving pair by gear arrangement from low to high, be that odd number gear gear driving pair has I gear, III gear, V gear and VII gear, even number gear gear driving pair has II gear, IV gear, VI gear and VII gear. Driving gear in all odd number gear gear driving pairs, be I gear driving gear CZ1, III gear driving gear CZ3, V gear driving gear CZ5 and VII gear driving gear CZ7, from first clutch module LH1 mono-side, arrange along the first power transmission shaft ZT1 axially spaced-apart according to I gear driving gear CZ1, V gear driving gear CZ5, III gear driving gear CZ3, VII gear driving gear CZ7 order, and these driving gears are fixedly connected with the first power transmission shaft ZT1 respectively. Driving gear in all even number gear gear driving pairs, be II gear driving gear CZ2, IV gear driving gear CZ4, VI gear driving gear CZ6 and VIII gear driving gear CZ8, from second clutch module LH2 mono-side, arrange along second driving shaft ZT2 axially spaced-apart according to II gear driving gear CZ2, VI gear driving gear CZ6, IV gear driving gear CZ4, VIII gear driving gear CZ8 order, and these driving gears are fixedly connected with second driving shaft ZT2 respectively.

(2) forward gear countershaft is divided into two countershafts, and the first countershaft ZF1 and the second countershaft ZF2(are shown in Fig. 2), the first countershaft ZF1 is arranged in juxtaposition with the first power transmission shaft ZT1 is parallel with second driving shaft ZT2, and relative case of transmission KT rotating support; The second countershaft ZF2 is arranged in juxtaposition with the first power transmission shaft ZT1 is parallel with second driving shaft ZT2, and relative case of transmission KT rotating support; The first countershaft ZF1 is positioned at the side with the first power transmission shaft ZT1 and second driving shaft ZT2, and the second countershaft ZF2 is positioned at the opposite side with the first power transmission shaft ZT1 and second driving shaft ZT2. Driven gear in all gear gear driving pairs is divided into two parts, and Part I has I gear driven gear CC1, II gear driven gear CC2, III gear driven gear CC3 and IV gear driven gear CC4; Part II has V gear driven gear CC5, VI gear driven gear CC6, VII gear driven gear CC7 and VIII gear driven gear CC8. It is upper that Part I is arranged in the first countershaft ZF1, and formed and be rotationally connected by sliding sleeve and the first countershaft ZF1; It is upper that Part II is arranged in the second countershaft ZF2, and formed and be rotationally connected by sliding sleeve and the second countershaft ZF2.

(3) forward gear synchronized forms (see figure 2) by I-III gear synchronized T1, II-IV gear synchronized T2, V-VII gear synchronized T3 and VI-VIII gear synchronized T4.

I-III gear synchronized T1 is located at the between centers of I gear driven gear CC1 and III gear driven gear CC3, and can make to realize the annexation of synchronizeing or departing between I gear driven gear CC1 and the first countershaft ZF1 and between III gear driven gear CC3 and the first countershaft ZF1. in other words, I-III gear synchronized T1 is positioned at I gear driven gear CC1 and the III gear driven gear CC3 between centers on the first countershaft ZF1, I-III gear synchronized T1 can rotate and can move axially along the first countershaft ZF1 with the first countershaft ZF1 is synchronous, in the time that moving to I gear driven gear CC1 mono-side, I-III gear synchronized T1 I can be kept off to driven gear CC1 and the first countershaft ZF1 locking, in the time that moving to III gear driven gear CC3 mono-side, I-III gear synchronized T1 III can be kept off to driven gear CC3 and the first countershaft ZF1 locking, in the time that moving to centre position, I-III gear synchronized T1 I can be kept off to driven gear CC1 and III gear driven gear CC3 while and the first countershaft ZF1 release.

II-IV gear synchronized T2 is located at the between centers of II gear driven gear CC2 and IV gear driven gear CC4, and can make to realize the annexation of synchronizeing or departing between II gear driven gear CC2 and the first countershaft ZF1 and between IV gear driven gear CC4 and the first countershaft ZF1. in other words, II-IV gear synchronized T2 is positioned at II gear driven gear CC2 and the IV gear driven gear CC4 between centers on the first countershaft ZF1, II-IV gear synchronized T2 can rotate and can move axially along the first countershaft ZF1 with the first countershaft ZF1 is synchronous, in the time that moving to II gear driven gear CC2 mono-side, II-IV gear synchronized T2 II can be kept off to driven gear CC2 and the first countershaft ZF1 locking, in the time that moving to IV gear driven gear CC4 mono-side, II-IV gear synchronized T2 IV can be kept off to driven gear CC4 and the first countershaft ZF1 locking, in the time that moving to centre position, II-IV gear synchronized T2 II can be kept off to driven gear CC2 and IV gear driven gear CC4 while and the first countershaft ZF1 release.

V-VII gear synchronized T3 is located at the between centers of V gear driven gear CC5 and VII gear driven gear CC7, and can make to realize the annexation of synchronizeing or departing between V gear driven gear CC5 and the second countershaft ZF2 and between VII gear driven gear CC7 and the second countershaft ZF2. in other words, V-VII gear synchronized T3 is positioned at VII gear driven gear CC7 and the V gear driven gear CC5 between centers on the second countershaft ZF2, when V-VII gear synchronized, T3 can rotate and can move axially along the second countershaft ZF2 with the second countershaft ZF2 is synchronous, in the time that moving to VII gear driven gear CC7 mono-side, V-VII gear synchronized T3 VII can be kept off to driven gear CC7 and the second countershaft ZF2 locking, in the time that moving to V gear driven gear CC5 mono-side, V-VII gear synchronized T3 V can be kept off to driven gear CC5 and the second countershaft ZF2 locking, in the time that moving to centre position, V-VII gear synchronized T3 VII can be kept off to driven gear CC7 and V gear driven gear CC5 while and the second countershaft ZF2 release.

VI-VIII gear synchronized T4 is located at the between centers of VI gear driven gear CC6 and VIII gear driven gear CC8, and can make to realize the annexation of synchronizeing or departing between VI gear driven gear CC6 and the second countershaft ZF2 and between VIII gear driven gear CC8 and the second countershaft ZF2. in other words, VI-VIII gear synchronized T4 is positioned at VI gear driven gear CC6 and the VIII gear driven gear CC8 between centers on the second countershaft ZF2, VI-VIII gear synchronized T4 can rotate and can move axially along the second countershaft ZF2 with the second countershaft ZF2 is synchronous, in the time that moving to VI gear driven gear CC6 mono-side, VI-VIII gear synchronized T4 VI can be kept off to driven gear CC6 and the second countershaft ZF2 locking, in the time that moving to VIII gear driven gear CC8 mono-side, VI-VIII gear synchronized T4 VIII can be kept off to driven gear CC8 and the second countershaft ZF2 locking, in the time that moving to centre position, VI-VIII gear synchronized T4 VI can be kept off to driven gear CC6 and VIII gear driven gear CC8 while and the second countershaft ZF2 release.

(4) forward gear final gear is divided into two final gears, i.e. the first final gear C1 and the second final gear C2, the first final gear C1 is fixedly connected with the first countershaft ZF1, the second final gear C2 is fixedly connected with the second countershaft ZF2, and the first final gear C1 and the second final gear C2 often engage with main deceleration driven gear C4 respectively. Main deceleration driven gear C4 is fixedly arranged on as the power output gear of dual-clutch transmission on the housing of differential mechanism CS, and differential mechanism CS is with respect to case of transmission KT rotating support, and from two clutch end PO to two driving wheel outputting powers.

The described gear that reverses gear comprises reverse gear group, reverse gear shaft ZR, reverse gear synchronizer TR and the final gear C3 that reverses gear, wherein, reverse gear group is made up of the first gear driving pair and the second gear driving pair, each gear driving pair often engages formation by a driving gear and a driven gear, shown in Figure 2, the first gear driving pair is made up of II gear driving gear CZ2 and the normal engagement of the first reverse gear CR1, and the second gear driving pair is made up of the second reverse gear CR2 and the normal engagement of the 3rd reverse gear CR3. II gear driving gear CZ2 is fixedly connected with second driving shaft ZT2, and the driving gear in the first gear driving pair can independently arrange, and also can share any one driving gear in forward gear gear. in the present embodiment, the driving gear in the first gear driving pair has shared II gear driving gear CZ2 exactly. the first reverse gear CR1 is fixedly connected with the second reverse gear CR2, and all relative the second countershaft ZF2 is rotationally connected. the 3rd reverse gear CR3 is formed and is rotationally connected by sliding sleeve and reverse gear shaft ZR, between the 3rd reverse gear CR3 and reverse gear shaft ZR, realize the annexation of synchronizeing or departing from by reverse gear synchronizer TR, be that reverse gear shaft ZR is upper is provided with reverse gear synchronizer TR between the 3rd reverse gear CR3 and case of transmission KT, reverse gear synchronizer TR can rotate and can move axially along reverse gear shaft ZR with reverse gear shaft ZR is synchronous, can be by the 3rd reverse gear CR3 and reverse gear shaft ZR locking in the time that reverse gear synchronizer TR moves to the 3rd reverse gear CR3 mono-side, can be by the 3rd reverse gear CR3 and reverse gear shaft ZR release in the time that reverse gear synchronizer TR moves to case of transmission KT mono-side. the final gear C3 that reverses gear is fixedly connected with reverse gear shaft ZR, and the final gear C3 that reverses gear often engages with main deceleration driven gear C4.

In the present embodiment, the operation principle of coaxial separate opposed type double clutch is as follows:

As shown in Figure 1, in the time that power shaft Z rotates, drive first clutch input LR1 and second clutch input LR2 synchronously to rotate, now can making first piston HS1 promote the first release bearing FZ1 and primary diaphragm spring MT1 to the first oil cylinder YG1 fuel feeding, to shift to first clutch frictional drive secondary and make its combination, thereby make the power of power shaft Z pass to the first power transmission shaft ZT1 through first clutch input LR1, first clutch output LC1. Can make first piston HS1, the first release bearing FZ1 and primary diaphragm spring MT1 to the first oil cylinder YG1 mono-side shifting and make that first clutch frictional drive is secondary to be separated the first oil cylinder YG1 draining, thereby make power shaft Z pass to the power interruption of the first power transmission shaft ZT1. In like manner, in the time that power shaft Z rotates, drive first clutch input LR1 and second clutch input LR2 synchronously to rotate, now can making the second piston HS2 promote the second release bearing FZ2 and secondary diaphragm spring MT2 to the second oil cylinder YG2 fuel feeding, to shift to second clutch frictional drive secondary and make its combination, thereby make the power of power shaft Z pass to second driving shaft ZT2 through second clutch input LR2, second clutch output LC2. Can make the second piston HS2, the second release bearing FZ2 and secondary diaphragm spring MT2 to the second oil cylinder YG2 mono-side shifting and make that second clutch frictional drive is secondary to be separated the second oil cylinder YG2 draining, thereby make power shaft Z pass to the power interruption of second driving shaft ZT2. By alternately fuel feeding and draining to the first oil cylinder YG1 and the second oil cylinder YG2, the combination that can control the secondary and second clutch frictional drive pair of first clutch frictional drive hockets with separating, make the power of power shaft Z can alternately pass to the first power transmission shaft ZT1 and second driving shaft ZT2, thereby realize the transmission agency that adopts double clutch.

The operation principle of the present embodiment dual-clutch transmission is as follows:

(1) speed changer neutral

All shifting elements are all in initial position, that is: power shaft Z drives first clutch input LR1 and second clutch input LR2 synchronously to rotate, the first oil cylinder YG1 is in draining state, first clutch input LR1 is separated with first clutch output LC1, the second oil cylinder YG2 is in draining state, second clutch input LR2 is separated with first clutch output LC2, I-III gear synchronized T1, II-IV gear synchronized T2, V-VII gear synchronized T3 and VI-VIII gear synchronized T4 all mediates, reverse gear synchronizer TR is in the position by case of transmission KT mono-side, now, the power transmission of all gears of speed changer is all interrupted.

(2) change to I gear by neutral

At speed changer, under neutral position state, I-III gear synchronized T1 moves to I gear driven gear CC1 mono-side and I is kept off to driven gear CC1 and the first countershaft ZF1 locking. Making first piston HS1 promote the first release bearing FZ1 and primary diaphragm spring MT1 to the first oil cylinder YG1 fuel feeding, to shift to first clutch frictional drive secondary and make its combination, the power of power shaft Z passes to differential mechanism CS through first clutch input LR1, first clutch output LC1, the first power transmission shaft ZT1, I gear driving gear CZ1, I gear driven gear CC1, I-III gear synchronized T1, the first countershaft ZF1, the first final gear C1 and main deceleration driven gear C4 successively, realizes the transmission of I gear. The operation contrary with aforementioned process can change to neutral by I gear.

(3) change to II gear by I gear

II-IV gear synchronized T2 moves to II gear driven gear CC2 mono-side and II is kept off to driven gear CC2 and the first countershaft ZF1 locking, and the gear of realizing II gear is preset. The first oil cylinder YG1 draining is made first piston HS1, the first release bearing FZ1 and primary diaphragm spring MT1 to the first oil cylinder YG1 mono-side shifting and makes that first clutch frictional drive is secondary to be separated, and interrupting input axle Z passes to the power of the first power transmission shaft ZT1. Subsequently, making the second piston HS2 promote the second release bearing FZ2 and secondary diaphragm spring MT2 to the second oil cylinder YG2 fuel feeding, to shift to second clutch frictional drive secondary and make its combination, the power of power shaft Z passes to differential mechanism CS through second clutch input LR2, second clutch output LC2, second driving shaft ZT2, II gear driving gear CZ2, II gear driven gear CC2, II-IV gear synchronized T2, the first countershaft ZF1, the first final gear C1 and main deceleration driven gear C4 successively, realizes the transmission of II gear. Afterwards, I-III gear synchronized T1 moves to centre position I is kept off to driven gear CC1 and the first countershaft ZF1 release, so far, has completed the shift process that is kept off II gear by I. The operation contrary with aforementioned process can change to I gear by II gear.

(4) change to III gear by II gear

I-III gear synchronized T1 moves to III gear driven gear CC3 mono-side and III is kept off to driven gear CC3 and the first countershaft ZF1 locking, and the gear of realizing III gear is preset. The second oil cylinder YG2 draining is made the second piston HS2, the second release bearing FZ2 and secondary diaphragm spring MT2 to the second oil cylinder YG2 mono-side shifting and makes that second clutch frictional drive is secondary to be separated, and interrupting input axle Z passes to the power of second driving shaft ZT2. Subsequently, making first piston HS1 promote the first release bearing FZ1 and primary diaphragm spring MT1 to the first oil cylinder YG1 fuel feeding, to shift to first clutch frictional drive secondary and make its combination, the power of power shaft Z passes to differential mechanism CS through first clutch input LR1, first clutch output LC1, the first power transmission shaft ZT1, III gear driving gear CZ3, III gear driven gear CC3, I-III gear synchronized T1, the first countershaft ZF1, the first final gear C1 and main deceleration driven gear C4 successively, realizes the transmission of III gear. Afterwards, II-IV gear synchronized T2 moves to centre position II is kept off to driven gear CC2 and the first countershaft ZF1 release, so far, has completed the shift process that is kept off III gear by II. The operation contrary with aforementioned process can change to II gear by III gear.

(5) change to IV gear by III gear

II-IV gear synchronized T2 moves to IV gear driven gear CC4 mono-side and IV is kept off to driven gear CC4 and the first countershaft ZF1 locking, and the gear of realizing IV gear is preset. The first oil cylinder YG1 draining is made first piston HS1, the first release bearing FZ1 and primary diaphragm spring MT1 to the first oil cylinder YG1 mono-side shifting and makes that first clutch frictional drive is secondary to be separated, and interrupting input axle Z passes to the power of the first power transmission shaft ZT1. Subsequently, making the second piston HS2 promote the second release bearing FZ2 and secondary diaphragm spring MT2 to the second oil cylinder YG2 fuel feeding, to shift to second clutch frictional drive secondary and make its combination, the power of power shaft Z passes to differential mechanism CS through second clutch input LR2, second clutch output LC2, second driving shaft ZT2, IV gear driving gear CZ4, IV gear driven gear CC4, II-IV gear synchronized T2, the first countershaft ZF1, the first final gear C1 and main deceleration driven gear C4 successively, realizes the transmission of IV gear.

Afterwards, I-III gear synchronized T1 moves to centre position III is kept off to driven gear CC3 and the first countershaft ZF1 release, so far, has completed the shift process that is kept off IV gear by III. The operation contrary with aforementioned process can change to III gear by IV gear.

(6) change to V gear by IV gear

V-VII gear synchronized T3 moves to V gear driven gear CC5 mono-side and V is kept off to driven gear CC5 and the second countershaft ZF2 locking, and the gear of realizing V gear is preset. The second oil cylinder YG2 draining is made the second piston HS2, the second release bearing FZ2 and secondary diaphragm spring MT2 to the second oil cylinder YG2 mono-side shifting and makes that second clutch frictional drive is secondary to be separated, and interrupting input axle Z passes to the power of second driving shaft ZT2. Subsequently, making first piston HS1 promote the first release bearing FZ1 and primary diaphragm spring MT1 to the first oil cylinder YG1 fuel feeding, to shift to first clutch frictional drive secondary and make its combination, the power of power shaft Z passes to differential mechanism CS through first clutch input LR1, first clutch output LC1, the first power transmission shaft ZT1, V gear driving gear CZ5, V gear driven gear CC5, V-VII gear synchronized T3, the second countershaft ZF2, the second final gear C2 and main deceleration driven gear C4 successively, realizes the transmission of V gear. Afterwards, II-IV gear synchronized T2 moves to centre position IV is kept off to driven gear CC4 and the first countershaft ZF1 release, so far, has completed the shift process that is kept off V gear by IV. The operation contrary with aforementioned process can change to IV gear by V gear.

(7) change to VI gear by V gear

VI-VIII gear synchronized T4 moves to VI gear driven gear CC6 mono-side and VI is kept off to driven gear CC6 and the second countershaft ZF2 locking, and the gear of realizing VI gear is preset. The first oil cylinder YG1 draining is made first piston HS1, the first release bearing FZ1 and primary diaphragm spring MT1 to the first oil cylinder YG1 mono-side shifting and makes that first clutch frictional drive is secondary to be separated, and interrupting input axle Z passes to the power of the first power transmission shaft ZT1. Subsequently, making the second piston HS2 promote the second release bearing FZ2 and secondary diaphragm spring MT2 to the second oil cylinder YG2 fuel feeding, to shift to second clutch frictional drive secondary and make its combination, the power of power shaft Z passes to differential mechanism CS through second clutch input LR2, second clutch output LC2, second driving shaft ZT2, VI gear driving gear CZ6, VI gear driven gear CC6, VI-VIII gear synchronized T4, the second countershaft ZF2, the second final gear C2 and main deceleration driven gear C4 successively, realizes the transmission of VI gear. Afterwards, V-VII gear synchronized T3 moves to centre position V is kept off to driven gear CC5 and the second countershaft ZF2 release, so far, has completed the shift process that is kept off VI gear by V. The operation contrary with aforementioned process can change to V gear by VI gear.

(8) change to VII gear by VI gear

V-VII gear synchronized T3 moves to VII gear driven gear CC7 mono-side and VII is kept off to driven gear CC7 and the second countershaft ZF2 locking, and the gear of realizing VII gear is preset. The second oil cylinder YG2 draining is made the second piston HS2, the second release bearing FZ2 and secondary diaphragm spring MT2 to the second oil cylinder YG2 mono-side shifting and makes that second clutch frictional drive is secondary to be separated, and interrupting input axle Z passes to the power of second driving shaft ZT2. Subsequently, making first piston HS1 promote the first release bearing FZ1 and primary diaphragm spring MT1 to the first oil cylinder YG1 fuel feeding, to shift to first clutch frictional drive secondary and make its combination, the power of power shaft Z passes to differential mechanism CS through first clutch input LR1, first clutch output LC1, the first power transmission shaft ZT1, VII gear driving gear CZ7, VII gear driven gear CC7, V-VII gear synchronized T3, the second countershaft ZF2, the second final gear C2 and main deceleration driven gear C4 successively, realizes the transmission of VII gear. Afterwards, VI-VIII gear synchronized T4 moves to centre position VI is kept off to driven gear CC6 and the second countershaft ZF2 release, so far, has completed the shift process that is kept off VII gear by VI. The operation contrary with aforementioned process can change to VI gear by VII gear.

(9) change to VIII gear by VII gear

VI-VIII gear synchronized T4 moves to VIII gear driven gear CC8 mono-side and VIII is kept off to driven gear CC8 and the second countershaft ZF2 locking, and the gear of realizing VIII gear is preset. The first oil cylinder YG1 draining is made first piston HS1, the first release bearing FZ1 and primary diaphragm spring MT1 to the first oil cylinder YG1 mono-side shifting and makes that first clutch frictional drive is secondary to be separated, and interrupting input axle Z passes to the power of the first power transmission shaft ZT1. Subsequently, making the second piston HS2 promote the second release bearing FZ2 and secondary diaphragm spring MT2 to the second oil cylinder YG2 fuel feeding, to shift to second clutch frictional drive secondary and make its combination, the power of power shaft Z passes to differential mechanism CS through second clutch input LR2, second clutch output LC2, second driving shaft ZT2, VIII gear driving gear CZ8, VIII gear driven gear CC8, VI-VIII gear synchronized T4, the second countershaft ZF2, the second final gear C2 and main deceleration driven gear C4 successively, realizes the transmission of VIII gear. Afterwards, V-VII gear synchronized T3 moves to centre position VII is kept off to driven gear CC7 and the second countershaft ZF2 release, so far, has completed the shift process that is kept off VIII gear by VII. The operation contrary with aforementioned process can change to VII gear by VIII gear.

(10) change to and reverse gear by neutral

At speed changer, under neutral position state, reverse gear synchronizer TR moves to the 3rd reverse gear CR3 mono-side and the 3rd reverse gear CR3 and reverse gear shaft ZR is locked. Making the second piston HS2 promote the second release bearing FZ2 and secondary diaphragm spring MT2 to the second oil cylinder YG2 fuel feeding, to shift to second clutch frictional drive secondary and make its combination, the power of power shaft Z passes to differential mechanism CS through second clutch input LR2, second clutch output LC2, second driving shaft ZT2, II gear driving gear CZ2, the first reverse gear CR1, the second reverse gear CR2, the 3rd reverse gear CR3, reverse gear final gear C3 and main deceleration driven gear C4 successively, realizes the transmission of reversing gear. The operation contrary with aforementioned process can be changed by reversing gearEnterNeutral.

Embodiment 2: a kind of 7 fast coaxial separate opposed type dual-clutch transmissions, this 7 speed dual-clutch transmission has 7 forward gears and 1 speed change of reversing gear.

As shown in Figure 3, this 7 speed dual-clutch transmission is made up of coaxial separate opposed type double clutch, 7 gear gears and case of transmission KT.

The 8 speed dual-clutch transmission differences of 7 speed dual-clutch transmissions of the present embodiment and embodiment 1 are: on the basis of embodiment 1, removed the VIII gear driving gear CZ8 and the VIII gear driven gear CC8 that form VIII gear. This difference can clearly obtain from the contrast of Fig. 2 and Fig. 3. Other structures and content are identical with embodiment 1, are no longer repeated in this description here.

Embodiment 3: a kind of 6 fast coaxial separate opposed type dual-clutch transmissions, this 6 speed dual-clutch transmission has 6 forward gears and 1 speed change of reversing gear.

As shown in Figure 4, this 6 speed dual-clutch transmission is made up of coaxial separate opposed type double clutch, 6 gear gears and case of transmission KT.

The 7 speed dual-clutch transmission differences of 6 speed dual-clutch transmissions of the present embodiment and embodiment 2 are: on the basis of embodiment 2, removed the VII gear driving gear CZ7 and the VII gear driven gear CC7 that form VII gear. This difference can clearly obtain from the contrast of Fig. 3 and Fig. 4. Other structures and content are identical with embodiment 2, are no longer repeated in this description here.

Above embodiment has just provided three kinds of exemplary embodiment of the present invention, and enforcement in fact of the present invention still exists other variation and extension on this basis, and existing variation and the extension that may occur for the present invention is described as follows:

1. above embodiment has only provided structure and the shift speed change principle of 8 gears, 7 gears and three kinds of dual-clutch transmissions of 6 gears, its objective is for coaxial separate opposed type double clutch involved in the present invention layout in speed changer structure is described, and coaxial separate opposed type double clutch and mechanical type have grade shift speed change systematic collaboration to carry out the operation principle of shift speed change, can not limit with this gear quantity of the applicable mechanical type You Ji shift speed change mechanism of the present invention. The gear quantity of dual-clutch transmission of the present invention is at least two gears in theory. Such conclusion can be extended and obtain from the embodiment of the present invention, such as removing VI gear driving gear CZ6, the VI gear driven gear CC6 and the VI gear synchronized that form VI gear on the basis at 6 gear dual-clutch transmissions, becomes 5 gear dual-clutch transmissions. By that analogy, on the basis of 8 gear dual-clutch transmissions, increase a gear driving pair and corresponding synchronized, become 9 gear dual-clutch transmissions.

2. above embodiment has only provided the situation of two countershafts (i.e. the first countershaft ZF1 and the second countershaft ZF2), but the countershaft in the present invention can be one or more, can understand three, four or five completely by above embodiment those skilled in the art and also can implement, and two countershafts are best.

3. above embodiment has only provided a kind of specific embodiments of first clutch actuation mechanism and second clutch actuation mechanism, but after having understood content of the present invention, those skilled in the art will know that except the scheme that embodiment provides, as long as meet service condition of the present invention, other schemes of the prior art also can be applied to the present invention.

4. above embodiment has only provided a kind of specific embodiments of the gear that reverses gear, but after having understood content of the present invention, those skilled in the art will know that except the scheme that embodiment provides, as long as meet service condition of the present invention, other schemes of the prior art also can be applied to the present invention.

Above-described embodiment is only explanation technical conceive of the present invention and feature, and its object is to allow person skilled in the art can understand content of the present invention and implement according to this, can not limit the scope of the invention with this. All equivalences that Spirit Essence is done according to the present invention change or modify, within all should being encompassed in protection scope of the present invention.

Claims

1. a coaxial separate opposed type double clutch, comprise power shaft (Z), first clutch module (LH1), second clutch module (LH2), the first power transmission shaft (ZT1) and second driving shaft (ZT2), wherein: described power shaft (Z) is power input shaft and forms rotating support, described the first power transmission shaft (ZT1) is the output shaft of first clutch module (LH1), described second driving shaft (ZT2) is the output shaft of second clutch module (LH2), it is characterized in that:

Under confined state, taking power shaft (Z) as benchmark, the relative power shaft of center of rotation (Z) of the center of rotation of first clutch module (LH1) and second clutch module (LH2) coaxially arranges, and first clutch module (LH1) and second clutch module (LH2) segment distance of being separated by is face-to-face arranged;

Described the first power transmission shaft (ZT1) and second driving shaft (ZT2) are quill, power shaft (Z) is through the sleeve of the first power transmission shaft (ZT1) and second driving shaft (ZT2), and coaxially arranged with the first power transmission shaft (ZT1) and second driving shaft (ZT2), wherein: the first power transmission shaft (ZT1) is with respect to power shaft (Z) rotating support and by first clutch module (LH1) side, and second driving shaft (ZT2) is with respect to power shaft (Z) rotating support and by second clutch module (LH2) side;

Described first clutch module (LH1) comprises first clutch frictional drive pair, first clutch input (LR1), first clutch output (LC1) and first clutch actuation mechanism; Described first clutch input (LR1) is fixedly connected with described power shaft (Z), described first clutch output (LC1) is fixedly connected with the first power transmission shaft (ZT1), in the time of the secondary frictional engagement of first clutch frictional drive, the power of power shaft (Z) passes to the first power transmission shaft (ZT1) through first clutch input (LR1) and first clutch output (LC1), in the time of the secondary separation of first clutch frictional drive, power shaft (Z) passes to the power interruption of the first power transmission shaft (ZT1);

Described second clutch module (LH2) comprises second clutch frictional drive pair, second clutch input (LR2), second clutch output (LC2) and second clutch actuation mechanism; Described second clutch input (LR2) is fixedly connected with described power shaft (Z), described second clutch output (LC2) is fixedly connected with second driving shaft (ZT2), in the time of the secondary frictional engagement of second clutch frictional drive, the power of power shaft (Z) passes to second driving shaft (ZT2) through second clutch input (LR2) and second clutch output (LC2), in the time of the secondary separation of second clutch frictional drive, power shaft (Z) passes to the power interruption of second driving shaft (ZT2).

2. coaxial separate opposed type double clutch according to claim 1, is characterized in that: described first clutch actuation mechanism comprises the first oil cylinder (YG1), first piston (HS1), the first release bearing (FZ1) and primary diaphragm spring (MT1), described the first oil cylinder (YG1) is annular cylinder, and described first piston (HS1) is annular piston, and described the first release bearing (FZ1) is angular contact ball bearing, has the dish-like diaphragm spring of circular internal orifice centered by described primary diaphragm spring (MT1), described the first oil cylinder (YG1), first piston (HS1), the first release bearing (FZ1) and primary diaphragm spring (MT1) are all coaxially arranged with described power shaft (Z), wherein: the first oil cylinder (YG1) location arranges, first piston (HS1) is placed in the first oil cylinder (YG1), the race ring of the first release bearing (FZ1) one end is fixedly connected with first piston (HS1), the race ring of the first release bearing (FZ1) other end is fixedly connected with the internal orifice of primary diaphragm spring (MT1), the collar extension of primary diaphragm spring (MT1) acts on first clutch frictional drive pair,

Described second clutch actuation mechanism comprises the second oil cylinder (YG2), the second piston (HS2), the second release bearing (FZ2) and secondary diaphragm spring (MT2), described the second oil cylinder (YG2) is annular cylinder, and described the second piston (HS2) is annular piston, and described the second release bearing (FZ2) is angular contact ball bearing, has the dish-like diaphragm spring of circular internal orifice centered by described secondary diaphragm spring (MT2), described the second oil cylinder (YG2), the second piston (HS2), the second release bearing (FZ2) and secondary diaphragm spring (MT2) are all coaxially arranged with described power shaft (Z), wherein: the second oil cylinder (YG2) location arranges, the second piston (HS2) is placed in the second oil cylinder (YG2), the race ring of the second release bearing (FZ2) one end is fixedly connected with the second piston (HS2), the race ring of the second release bearing (FZ2) other end is fixedly connected with the internal orifice of secondary diaphragm spring (MT2), the collar extension of secondary diaphragm spring (MT2) acts on second clutch frictional drive pair.

3. coaxial separate opposed type double clutch according to claim 1, is characterized in that: described the first power transmission shaft (ZT1) and second driving shaft (ZT2) are provided with axial thrust bearing (ZT) between adjacent end.

4. coaxial separate opposed type double clutch according to claim 1, it is characterized in that: near the center of rotation of described first clutch module (LH1), be provided with the first space, in the first space, be provided with oil pump (HB), oil pump (HB) is a gerotor pump, the rotor of oil pump (HB) and power shaft (Z) are in transmission connection, and the stator of oil pump (HB) is relatively fixing; Near the center of rotation of described second clutch module (LH2), be provided with second space, the power intake (PI) of power shaft (Z) is positioned on second space position.

5. a coaxial separate opposed type dual-clutch transmission, is characterized in that: comprise coaxial separate opposed type double clutch and gear;

Described coaxial separate opposed type double clutch comprises power shaft (Z), first clutch module (LH1), second clutch module (LH2), the first power transmission shaft (ZT1) and second driving shaft (ZT2), wherein: described power shaft (Z) is power input shaft and forms rotating support, described the first power transmission shaft (ZT1) is the output shaft of first clutch module (LH1), and described second driving shaft (ZT2) is the output shaft of second clutch module (LH2);

Described second clutch module (LH2) comprises second clutch frictional drive pair, second clutch input (LR2), second clutch output (LC2) and second clutch actuation mechanism; Described second clutch input (LR2) is fixedly connected with described power shaft (Z), described second clutch output (LC2) is fixedly connected with second driving shaft (ZT2), in the time of the secondary frictional engagement of second clutch frictional drive, the power of power shaft (Z) passes to second driving shaft (ZT2) through second clutch input (LR2) and second clutch output (LC2), in the time of the secondary separation of second clutch frictional drive, power shaft (Z) passes to the power interruption of second driving shaft (ZT2);

Described gear comprises forward gear gear, gear and the main deceleration driven gear (C4) for outputting power reverse gear;

Described forward gear gear comprises forward gear gear train, forward gear countershaft, forward gear synchronized and forward gear final gear, wherein: forward gear gear train keeps off the gear driving pair of gear from low to high by least two and forms, every grade of gear driving pair often engages formation by a driving gear and a driven gear, and all gear gear driving pairs are divided into odd number gear gear driving pair and even number gear gear driving pair by gear arrangement from low to high; Forward gear countershaft and the first power transmission shaft (ZT1) and parallel being arranged in juxtaposition of second driving shaft (ZT2), forward gear countershaft rotating support; Driving gear in all odd numbers gear gear driving pairs all vertically interval be arranged on the first power transmission shaft (ZT1), and be fixedly connected with the first power transmission shaft (ZT1), all to be arranged in second driving shaft (ZT2) upper at interval vertically for driving gear in all even numbers gear gear driving pairs, and be fixedly connected with second driving shaft (ZT2); Driven gear in all gear gear driving pairs all vertically interval be arranged on forward gear countershaft, and form and be rotationally connected by sliding sleeve and forward gear countershaft, between the driven gear in all gear gear driving pairs and forward gear countershaft, all realize the annexation of synchronizeing or departing from by forward gear synchronized; Described forward gear final gear is fixedly connected with forward gear countershaft, and forward gear final gear often engages with main deceleration driven gear (C4).

6. coaxial separate opposed type dual-clutch transmission according to claim 5, is characterized in that: described first clutch actuation mechanism comprises the first oil cylinder (YG1), first piston (HS1), the first release bearing (FZ1) and primary diaphragm spring (MT1), described the first oil cylinder (YG1) is annular cylinder, and described first piston (HS1) is annular piston, and described the first release bearing (FZ1) is angular contact ball bearing, has the dish-like diaphragm spring of circular internal orifice centered by described primary diaphragm spring (MT1), described the first oil cylinder (YG1), first piston (HS1), the first release bearing (FZ1) and primary diaphragm spring (MT1) are all coaxially arranged with described power shaft (Z), wherein: the first oil cylinder (YG1) location arranges, first piston (HS1) is placed in the first oil cylinder (YG1), the race ring of the first release bearing (FZ1) one end is fixedly connected with first piston (HS1), the race ring of the first release bearing (FZ1) other end is fixedly connected with the internal orifice of primary diaphragm spring (MT1), the collar extension of primary diaphragm spring (MT1) acts on first clutch frictional drive pair,

7. coaxial separate opposed type dual-clutch transmission according to claim 5, it is characterized in that: described forward gear countershaft is divided into two countershafts, i.e. the first countershaft (ZF1) and the second countershaft (ZF2), the first countershaft (ZF1) is positioned at a side of the first power transmission shaft (ZT1) and second driving shaft (ZT2), and the second countershaft (ZF2) is positioned at the opposite side of the first power transmission shaft (ZT1) and second driving shaft (ZT2); It is upper that a driven gear part in all gear gear driving pairs is arranged in the first countershaft (ZF1), and another part is arranged on the second countershaft (ZF2); Described forward gear final gear is divided into two final gears, i.e. the first final gear (C1) and the second final gear (C2), the first final gear (C1) is fixedly connected with the first countershaft (ZF1), the first final gear (C1) often engages with main deceleration driven gear (C4), the second final gear (C2) is fixedly connected with the second countershaft (ZF2), and the second final gear (C2) often engages with main deceleration driven gear (C4).

8. coaxial separate opposed type dual-clutch transmission according to claim 5, it is characterized in that: described forward gear countershaft is divided into three countershafts three countershafts layout of being separated by the axial peripheral circumferential direction of the first power transmission shaft (ZT1) and second driving shaft (ZT2); Driven gear in all gear gear driving pairs is divided into three parts, and the driven gear correspondence of these three parts is arranged on three countershafts; Described forward gear final gear is divided into three final gears, and three final gears and three countershafts form a fixed connection one to one, and three final gears often engage with main deceleration driven gear (C4) respectively.

9. coaxial separate opposed type dual-clutch transmission according to claim 5, it is characterized in that: described forward gear countershaft is divided into four countershafts four countershafts layout of being separated by the axial peripheral circumferential direction of the first power transmission shaft (ZT1) and second driving shaft (ZT2); Driven gear in all gear gear driving pairs is divided into four parts, and the driven gear correspondence of these four parts is arranged on four countershafts; Described forward gear final gear is divided into four final gears, and four final gears and four countershafts form a fixed connection one to one, and four final gears often engage with main deceleration driven gear (C4) respectively.

10. coaxial separate opposed type dual-clutch transmission according to claim 5, it is characterized in that: described in the gear that reverses gear comprise reverse gear group, reverse gear shaft (ZR), reverse gear synchronizer (TR) and the final gear that reverses gear (C3), wherein, reverse gear group is made up of the first gear driving pair and the second gear driving pair, and each gear driving pair often engages formation by a driving gear and a driven gear; Driving gear in the first gear driving pair is fixedly connected with the first power transmission shaft (ZT1) or second driving shaft (ZT2), the driving gear in the first gear driving pair independently arrange or shared forward gear gear in any one driving gear; Driven gear in the first gear driving pair is fixedly connected with the driving gear in the second gear driving pair, and all relatively described forward gear countershaft is rotationally connected; Driven gear in the second gear driving pair is formed and is rotationally connected by sliding sleeve and reverse gear shaft (ZR), between the driven gear in the second gear driving pair and reverse gear shaft (ZR), realizes the annexation of synchronizeing or departing from by reverse gear synchronizer (TR); The described final gear that reverses gear (C3) is fixedly connected with reverse gear shaft (ZR), and the final gear that reverses gear (C3) often engages with main deceleration driven gear (C4).