CN201973185U - Three-shaft two-clutch transmission - Google Patents
Three-shaft two-clutch transmission Download PDFInfo
- Publication number
- CN201973185U CN201973185U CN 201120088548 CN201120088548U CN201973185U CN 201973185 U CN201973185 U CN 201973185U CN 201120088548 CN201120088548 CN 201120088548 CN 201120088548 U CN201120088548 U CN 201120088548U CN 201973185 U CN201973185 U CN 201973185U
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- China
- Prior art keywords
- gear
- retaining driving
- retaining
- driving gears
- driven gear
- 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.)
- Expired - Lifetime
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H3/097—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts the input and output shafts being aligned on the same axis
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The utility model belongs to transmissions, and particularly relates to a three-shaft two-clutch transmission, which is characterized by comprising two clutches, two input shafts and one output shaft, wherein the two clutches are driven by a motor through the power in gear drive or belt drive; the two clutches are connected with the corresponding input shafts; an odd-gear driving gear set is arranged on one input shaft, and an even-gear driving gear set is arranged on the other input shaft; a driven gear set is arranged on the output shaft, and the driving gear sets on the two input shafts share the corresponding driven gear set; a reverse gear driving gear is arranged on one input shaft, and a reverse gear driven gear is arranged on the other input shaft and meshed with the reverse gear driving gear; and the joining gear ring part of a parking mechanism is fixedly connected with a box body, is combined with an output shaft synchronizer, and plays the function of parking by pulling the shift fork through gear shifting and rope pulling. The three-shaft two-clutch transmission has compact structure and reduced cost; and as concentric shafts are eliminated, the axial length of the transmission is shortened, the systematic rigidity is improved, and the performance is reliable.
Description
Technical field
The utility model belongs to transmission-like, specifically is a kind of three dual-clutch transmissions.
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 purpose of this utility model is at the deficiencies in the prior art, provide a kind of dual input shaft, compact structure, nothing reverse gear idle pulley, adopt the synchronizer on the output shaft to cooperate three dual-clutch transmissions realizing Parking with the joint gear ring that casing is connected.
The utility model is realized by following technical proposal:
A kind of three dual-clutch transmissions, it is characterized in that: comprise two clutches, two input shafts, an output shaft, power by motor with gear transmission or the band transmission mode drive two clutches, two clutches are continuous with corresponding input shaft respectively, arrange odd number retaining driving tooth wheels on the input shaft, arrange even number retaining driving tooth wheels on another root input shaft; Arrange the driven tooth wheels on the output shaft, the shared corresponding driven gear of the driving gear of two input shafts, the driving gear that reverses gear are arranged on wherein on the input shaft, and the driven gear that reverses gear is arranged on another root input shaft, with the driving gear engagement of reversing gear.
The joint gear ring of the utility model halting mechanism and casing connect firmly or are designed to and can not rotate around output shaft, and it cooperates with the output shaft synchronizer, realize parking function by gearshift backguy pulling shift fork, replace traditional halting mechanism.
The gear corresponding with it on the shared output shaft of the gear of correspondence difference reduces the number of gears on the output shaft on two input shafts of the utility model, adopts gear repeatedly to mesh, and effectively reduced the axial length of speed changer, makes speed changer compacter, improves reliability; In the design of reversing gear, do not adopt traditional idler shaft, change sense of rotation and realize reversing gear, improved the efficient of reversing gear, the headspace of gearbox is reduced, be more conducive to vehicle design.
The utility model adopts dual input shaft to press certain distance and arranges, and uses two common clutches, has utilized existing equipment and technology to greatest extent, has effectively reduced development cost; Owing to do not adopt concentric shafts, the axial length of speed changer shortens simultaneously, and system stiffness improves.
Description of drawings
Fig. 1 is the utility model example structure schematic representation (driving gear that reverses gear is arranged on first input shaft).
Fig. 2 is another example structure schematic representation of the utility model (driving gear that reverses gear is arranged on second input shaft).
Embodiment
With reference to accompanying drawing embodiment of the present utility model is discussed in detail.
Embodiment one
As shown in Figure 1, a retaining driving gear 23 of odd number retaining driving tooth wheels, three retaining driving gears 20, five retaining driving gears 19, the seven retaining driving gear 22 and the driving gears 21 that reverse gear are arranged on first input shaft 24; Two retaining driving gears 6, four retaining driving gears 4, six retaining driving gears 9 and the driven gear 7 that reverses gear of even number retaining driving tooth wheels are arranged on second input shaft 10; Five retaining driving gears 19 are connected by first synchronizer 17 with three retaining driving gears 20, the driving gear 21 that reverses gear is connected by second synchronizer 18 with seven retaining driving gears 22, four retaining driving gears 4, two retaining driving gears 6 are connected by the 3rd synchronizer 5 with the driven gear 7 that reverses gear, six retaining driving gears 9 connect the 4th synchronizer 8, and first driven gear 11, second driven gear 15, the 3rd driven gear 14 and the 4th driven gear 16 of driven tooth wheels are arranged on the output shaft 13; First driven gear 11 and a retaining driving gear 23 engagements; Second driven gear 15 and two retaining driving gears 6,20 engagements of three retaining driving gears; The 3rd driven gear 14 and four retaining driving gears 4,19 engagements of five retaining driving gears; The 4th driven gear 16 and six retaining driving gears 9,22 engagements of seven retaining driving gears; The driven gear 7 that reverses gear meshes with the driving gear 21 that reverses gear, and reverse gear driven gear 7 and two retaining driving gears 6 are connected, and by second driven gear 15 transmission of power are arrived output shaft, and output shaft synchronizer 12 connects first driven gear 11.
The utility model is positioned at the master end/slave end of actuation gear 1 two clutches of driving (first clutch 3 and second clutch 2) on the engine spindle, and the slave end/master end of two clutches connects corresponding input shaft respectively.Two input shaft arrangements separated by a distance abreast, i.e. first input shaft 24 and second input shaft 10.
The power transmission line of each gear is as follows:
1 retaining: motor---actuation gear 1---first clutch 3---retaining driving gear 23---first driven gear a 11---output shaft 13 (power output)
2 retainings: motor---actuation gear 1---second clutch 2---two retaining driving gear 6---second driven gear 15---output shafts 13 (power output)
3 retainings: motor---actuation gear 1---first clutch 3---three retaining driving gear 20---second driven gear 15---output shafts 13 (power output)
4 retainings: motor---actuation gear 1---second clutch 2---four retaining driving gear 4---the 3rd driven gear 14---output shafts 13 (power output)
5 retainings: motor---actuation gear 1---first clutch 3---five retaining driving gear 19---the 3rd driven gear 14---output shafts 13 (power output)
6 retainings: motor---actuation gear 1---second clutch 2---six retaining driving gear 9---the 4th driven gear 16---output shafts 13 (power output)
7 retainings: motor---actuation gear 1---first clutch 3---seven retaining driving gear 22---the 4th driven gear 16---output shafts 13 (power output)
---------driving gear 21 reverses gear, and---driven gear 7 reverses gear, and---two keep off driving gear 6---second driven gear 15---output shafts 13 (power output) to first clutch 3 to actuation gear 1 to R retaining: motor
Embodiment two
The actuation gear 1 that is positioned on the engine spindle rotates with motor.Drive the master end/slave end of two clutches (first clutch 3 and second clutch 2), the slave end/master end of two clutches connects corresponding input shaft respectively.Two input shaft arrangements separated by a distance abreast, i.e. first input shaft 24 and second input shaft 10.
One retaining driving gear 23 of odd number retaining driving tooth wheels, three retaining driving gears 20, five retaining driving gears 19, the seven retaining driving gear 22 and the driven gears 7 that reverse gear are arranged on first input shaft 24; Two retaining driving gears 6, four retaining driving gears 4, six retaining driving gears 9 and the driving gear 21 that reverses gear of even number retaining driving tooth wheels are arranged on second input shaft 10; Five retaining driving gears 19 are connected by first synchronizer 17 with three retaining driving gears 20, seven retaining driving gears 22 are connected with second synchronizer 18, four retaining driving gears 4 are connected by the 3rd synchronizer 5 with two retaining driving gears 6, six retaining driving gears 9 are connected by the 4th synchronizer 8 with the driving gear 21 that reverses gear, and first driven gear 11, second driven gear 15, the 3rd driven gear 14 and the 4th driven gear 16 of driven tooth wheels are arranged on the output shaft 13; First driven gear 11 and a retaining driving gear 23 engagements; Second driven gear 15 and two retaining driving gears 6,20 engagements of three retaining driving gears; The 3rd driven gear 14 and four retaining driving gears 4,19 engagements of five retaining driving gears; The 4th driven gear 16 and six retaining driving gears 9,22 engagements of seven retaining driving gears; The driven gear 7 and three that reverses gear keeps off driving gears 20 and connects firmly, the reverse gear driven gear 7 and driving gear 21 engagements of reversing gear, and synchronizer 12 is arranged on the output shaft 13, connects first driven gear 11.
The actuation gear 1 that the utility model is positioned on the engine spindle rotates with motor.Drive the master end/slave end of two clutches (first clutch 3 and second clutch 2), the slave end/master end of two clutches connects corresponding input shaft respectively.Two input shaft arrangements separated by a distance abreast, i.e. first input shaft 24 and second input shaft 10.Joint gear ring 25 parts and the casing of halting mechanism connect firmly or are designed to and can not rotate around output shaft, and it cooperates with output shaft synchronizer 12, realize parking function by gearshift backguy pulling shift fork.
The power transmission line of each gear is as follows:
1 retaining: motor---actuation gear 1---first clutch 3---retaining driving gear 23---first driven gear a 11---output shaft 13 (power output)
2 retainings: motor---actuation gear 1---second clutch 2---two retaining driving gear 6---second driven gear 15---output shafts 13 (power output)
3 retainings: motor---actuation gear 1---first clutch 3---three retaining driving gear 20---second driven gear 15---output shafts 13 (power output)
4 retainings: motor---actuation gear 1---second clutch 2---four retaining driving gear 4---the 3rd driven gear 14---output shafts 13 (power output)
5 retainings: motor---actuation gear 1---first clutch 3---five retaining driving gear 19---the 3rd driven gear 14---output shafts (13)
6 retainings: motor---actuation gear 1---second clutch 2---six retaining driving gear 9---the 4th driven gear 16---output shafts 13 (power output)
7 retainings: motor---actuation gear 1---first clutch 3---seven retaining driving gear 22---the 4th driven gear 16---output shafts 13 (power output)
---------driving gear 21 reverses gear, and---driven gear 7 reverses gear, and---three keep off driving gear 20---second driven gear 15---output shafts 13 (power output) to second clutch 2 to actuation gear 1 to R retaining: motor.
Claims (4)
1. three dual-clutch transmissions, it is characterized in that: comprise two clutches, two input shafts, an output shaft, power by motor with gear transmission or the band transmission mode drive two clutches, two clutches are continuous with corresponding input shaft respectively, arrange odd number retaining driving tooth wheels on the input shaft, arrange even number retaining driving tooth wheels on another root input shaft; Arrange the driven tooth wheels on the output shaft, the shared corresponding driven gear of the driving gear of two input shafts, the driving gear that reverses gear are arranged on wherein on the input shaft, and the driven gear that reverses gear is arranged on another root input shaft, with the driving gear engagement of reversing gear.
2. three dual-clutch transmissions according to claim 1 is characterized in that: a retaining driving gear of odd number retaining driving tooth wheels, three retaining driving gears, five retaining driving gears, seven retaining driving gears and the driving gear that reverses gear are arranged on first input shaft; Two retaining driving gears of even number retaining driving tooth wheels, four retaining driving gears, six retaining driving gears and the driven gear that reverses gear are arranged on second input shaft; Five retaining driving gears are connected by first synchronizer with three retaining driving gears, the driving gear that reverses gear is connected by second synchronizer with seven retaining driving gears, four retaining driving gears, two retaining driving gears are connected by the 3rd synchronizer with the driven gear that reverses gear, six retaining driving gears connect the 4th synchronizer, and first driven gear of driven tooth wheels, second driven gear, the 3rd driven gear and the 4th driven gear are arranged on the output shaft; First driven gear and a retaining driving gear engagement; Second driven gear and two retaining driving gears, three retaining driving gear engagements; The 3rd driven gear and four retaining driving gears, five retaining driving gear engagements; The 4th driven gear and six retaining driving gears, seven retaining driving gear engagements; The driven gear that reverses gear meshes with the driving gear that reverses gear, and reverse gear driven gear and two retaining driving gears are connected, and by second driven gear transmission of power are arrived output shaft, and the output shaft synchronizer connects first driven gear.
3. three dual-clutch transmissions according to claim 1 is characterized in that: the odd number retaining
One retaining driving gear of driving tooth wheels, three retaining driving gears, five retaining driving gears, seven retaining driving gears and the driven gear that reverses gear are arranged on first input shaft; Two retaining driving gears of even number retaining driving tooth wheels, four retaining driving gears, six retaining driving gears and the driving gear that reverses gear are arranged on second input shaft; Five retaining driving gears are connected by first synchronizer with three retaining driving gears, seven retaining driving gears are connected with second synchronizer, four retaining driving gears are connected by the 3rd synchronizer with two retaining driving gears, six retaining driving gears are connected by the 4th synchronizer with the driving gear that reverses gear, and first driven gear of driven tooth wheels, second driven gear, the 3rd driven gear and the 4th driven gear are arranged on the output shaft; First driven gear and a retaining driving gear engagement; Second driven gear and two retaining driving gears, three retaining driving gear engagements; The 3rd driven gear and four retaining driving gears, five retaining driving gear engagements; The 4th driven gear and six retaining driving gears, seven retaining driving gear engagements; The driven gear and three that reverses gear keeps off driving gears and connects firmly, the reverse gear driven gear and the driving gear engagement of reversing gear, and the output shaft synchronizer connects first driven gear.
4. three dual-clutch transmissions according to claim 1 is characterized in that: the joint gear ring and the casing of halting mechanism connect firmly, and engage gear ring and cooperate with the output shaft synchronizer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201120088548 CN201973185U (en) | 2011-03-30 | 2011-03-30 | Three-shaft two-clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201120088548 CN201973185U (en) | 2011-03-30 | 2011-03-30 | Three-shaft two-clutch transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201973185U true CN201973185U (en) | 2011-09-14 |
Family
ID=44578288
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201120088548 Expired - Lifetime CN201973185U (en) | 2011-03-30 | 2011-03-30 | Three-shaft two-clutch transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201973185U (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102182795A (en) * | 2011-03-30 | 2011-09-14 | 浙江万里扬变速器股份有限公司 | Transmission with three shafts and two clutches |
| CN102966706A (en) * | 2011-03-30 | 2013-03-13 | 浙江万里扬变速器股份有限公司 | Three-shaft double-clutch speed changer |
| CN105202128A (en) * | 2015-08-10 | 2015-12-30 | 四川大学 | Tri-clutch transmission for vehicle |
| CN106051071A (en) * | 2015-04-08 | 2016-10-26 | 铃木株式会社 | Automatic transmission |
-
2011
- 2011-03-30 CN CN 201120088548 patent/CN201973185U/en not_active Expired - Lifetime
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102182795A (en) * | 2011-03-30 | 2011-09-14 | 浙江万里扬变速器股份有限公司 | Transmission with three shafts and two clutches |
| CN102966706A (en) * | 2011-03-30 | 2013-03-13 | 浙江万里扬变速器股份有限公司 | Three-shaft double-clutch speed changer |
| CN106051071A (en) * | 2015-04-08 | 2016-10-26 | 铃木株式会社 | Automatic transmission |
| CN106051071B (en) * | 2015-04-08 | 2019-03-19 | 铃木株式会社 | Automatic transmission |
| DE102016205708B4 (en) | 2015-04-08 | 2019-03-28 | Suzuki Motor Corporation | automatic transmission |
| CN105202128A (en) * | 2015-08-10 | 2015-12-30 | 四川大学 | Tri-clutch transmission for vehicle |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| AV01 | Patent right actively abandoned |
Granted publication date: 20110914 Effective date of abandoning: 20130612 |
|
| RGAV | Abandon patent right to avoid regrant |