CN202023889U - Double-clutch transmission - Google Patents
Double-clutch transmission Download PDFInfo
- Publication number
- CN202023889U CN202023889U CN2011200868641U CN201120086864U CN202023889U CN 202023889 U CN202023889 U CN 202023889U CN 2011200868641 U CN2011200868641 U CN 2011200868641U CN 201120086864 U CN201120086864 U CN 201120086864U CN 202023889 U CN202023889 U CN 202023889U
- Authority
- CN
- China
- Prior art keywords
- gear
- clutch
- output shaft
- double
- driving 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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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
- F16H63/3416—Parking lock mechanisms or brakes in the transmission
- F16H63/3441—Parking locks engaging axially
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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 the field of transmissions, in particular to a double-clutch transmission, which is characterized by adopting a double-clutch device. The double-clutch device is formed by integrating two clutches. Simultaneously, the transmission comprises a double-driving input shaft formed by combining an inner shaft and an outer sleeve shaft of the inner shaft. An even number gear gear group and an odd number gear gear group are connected with the two clutches through the outer sleeve shaft and the inner shaft respectively. The even number gear and the odd number gear are arranged at the same side of the input shaft. The double-clutch transmission is provided with one output shaft. The double-clutch transmission has compact structure, covers small space, and matches with a synchronizer through combination and separation of the two clutches. A driving gear and a driven gear of each gear are meshed with each other, thereby realizing the fact that power is optionally transmitted to the output shaft according to certain conversion and realizing uninterrupted power output.
Description
Technical field
The utility model belongs to transmission-like, specifically is a kind of dual-clutch transmission.
Background technique
Dual-clutch transmission switches by the coupling of two clutches realizes the gearshift action, and gearshift rapidly steadily.In shift process, the power of motor constantly is passed on the wheel all the time, realizes power gear shifting, guarantees that vehicle has good acceleration performance.Double-clutch speed changer comes based on parallel-axis type manual transmission development, and it has inherited many advantages such as manual transmission transmission efficiency height, installing space compactness, light weight, price are low.
The dual-clutch transmission structure mainly contains three kinds at present: the output of double clutch single shaft, the output of combined clutch single shaft and the output of combined clutch twin shaft.The output of double clutch single shaft has utilized existing equipment and technology to greatest extent, and is suitable with manual transmission component machining difficulty, effectively reduced development cost.Compare this structure with manual transmission and can make transmission shaft to shorten length, system stiffness improves, and still, the height of speed changer increases, and requires to reserve big relatively arrangement space into speed changer.
Combined clutch single shaft export structure compactness, footprint is little, is applicable to the speed changer that arrangement space is limited.But, also need solve technical problems such as the cooperation of combined assembly and heat radiation simultaneously to the accuracy of manufacturing and the life requirements height of combined clutch and driving-shaft assembly component.The basic utilization ratio of original MT component is restricted, so development cost is higher relatively.
Combined clutch twin shaft output shortening speed changer axial length, improve system stiffness effectively, be applicable to the complete machine structure that the axial dimension requirement is less, identical with double clutch single shaft export structure, also exist technological difficulties and the high development cost same with the coaxial output of double clutch.The same with double clutch single shaft export structure, require to reserve big relatively arrangement space into speed changer.
There are dry clutch and two kinds of forms of wet clutch in the double clutch system.Dry type diaphragm spring single plate clutch have the secondary part rotary inertia little, simple in structure, easy to adjust, separate thoroughly, torque overload protection, efficient height, cost are lower, do not need advantage such as auxiliary power.Dry clutch absorbs than big heat by pressing plate and flywheel, and the speed that sliding wear is produced heat is insensitive, but the air heat radiation is slower, and heat is difficult for distributing at short notice, so it is subjected to the total heat quantitative limitation of sliding wear generation.
Wet clutch has controllability and controlling performance preferably, and structure is more single, have pressure distribution evenly, wearing and tearing are little and even, the transmitting torque capacity big, need not adjust characteristics such as friction plate gap specially.Because it forces cooling with hydraulic oil, skid for a long time when allowing starting and high gear starting and can scaling loss lining face, be widely used on the clutch of Hyundai Motor automatic transmission.But be between the driving and driven friction plate of the multidisc clutch in the separated state because of trackslipping mutually, produce bigger surface friction drag, make the corresponding reduction of transmission efficiency of speed changer through lubricant oil.
Summary of the invention
The purpose of this utility model is at the deficiencies in the prior art, and the dual-clutch transmission of a kind of compact structure, good economy performance, reliable performance is provided.
A kind of dual-clutch transmission of the utility model, it is characterized in that: adopt by two double clutch devices that clutch is integrated, two transmission input shafts that combined by interior axle and outside sleeve thereof are arranged simultaneously, its even number retaining gear train and odd number retaining gear train link with two clutches by outside sleeve and interior axle respectively, and output shaft adopts an output shaft.
The utility model halting mechanism adopts with casing connects firmly joint gear ring and output shaft synchronizer cooperate, thereby the locking output shaft is realized Parking, has saved special halting mechanism.
The utility model compact structure, footprint is little, the combination by two clutches with separate, cooperate synchronizer, the driving gear of each gear and driven gear engagement, realize that power optionally is transferred on the output shaft according to certain conversion relation, and realize the continual output of power.
Description of drawings
Fig. 1 is the utility model structural representation.
Embodiment
With reference to accompanying drawing embodiment of the present utility model is discussed in detail.
As shown in Figure 1, a kind of dual-clutch transmission, adopt the integrated double clutch device of first clutch 1, second clutch 2, two transmission input shafts that combined by interior axle 4 and outside sleeve 3 thereof are arranged simultaneously, first clutch 1 links to each other with interior axle 4, arrange first driving gear 10, the 3rd driving gear 9, the 5th driving gear 8 and the driving gear 11 that reverses gear on it, second clutch 2 links to each other with sleeve 3, arrange second driving gear 5, the 4th driving gear 7, the 6th driving gear 6 on it, what the gear speed variator system adopted is that the odd even retaining is arranged with the limit.
The utility model output shaft adopts an output shaft, and the driven tooth wheels are arranged on the output shaft, respectively with corresponding driving gear engagement, the driven gear 20 that reverses gear, first driven gear, 13 shared first synchronizers 21; The 3rd driven gear 14, the 5th driven gear 15 shared second synchronizers 22; The 4th driven gear 16, the 6th driven gear 17 shared the 3rd synchronizers 23; The shared output shaft synchronizer 24 of second driven gear 18 and Parking gear.
The utility model adopts the joint gear ring 19 and the output shaft synchronizer 24 that connect firmly with casing to cooperate the realization Parking, saves special halting mechanism.
The power transmission line of each gear is as follows:
1 retaining: motor---first clutch 1---first driving gear 10---first driven gear 13---first synchronizer 21---output shaft (power output)
2 retainings: motor---second clutch 2---second driving gear 5---second driven gear 18---output shaft synchronizer 24---output shaft (power output)
3 retainings: motor---first clutch 1---the 3rd driving gear (9)---the 3rd driven gear 14---second synchronizer 22---output shaft (power output)
4 retainings: motor---second clutch 2---the 4th driving gear 7---the 4th driven gear 16---the 3rd synchronizer 23---output shaft (power output)
5 retainings: motor---first clutch (1)---the 5th driving gear 8---the 5th driven gear 15---second synchronizer 22---output shaft (power output)
6 retainings: motor---second clutch 2---the 6th driving gear 6---the 6th driven gear 17---the 3rd synchronizer 23---output shaft (power output)
R retaining: motor---first clutch 1---driving gear 11 reverses gear---idler shaft gear 20---driven gear 12 reverses gear---first synchronizer 21---output shaft (power output).
Claims (3)
1. dual-clutch transmission, it is characterized in that: adopt by two double clutch devices that clutch is integrated, two transmission input shafts that combined by interior axle and outside sleeve thereof are arranged simultaneously, its even number retaining gear train and odd number retaining gear train link with two clutches by outside sleeve and interior axle respectively, adopt an output shaft.
2. dual-clutch transmission according to claim 1, it is characterized in that: described double clutch device first clutch links to each other with interior axle, arrange first driving gear, the 3rd driving gear, the 5th driving gear and the driving gear that reverses gear on it, second clutch links to each other with sleeve, arrange second driving gear, the 4th driving gear, the 6th driving gear on it, what the gear speed variator system adopted is that the odd even retaining is arranged with the limit; Output shaft adopts an output shaft, and the driven tooth wheels are arranged on the output shaft, respectively with corresponding driving gear engagement, the driven gear that reverses gear, shared first synchronizer of first driven gear; The 3rd driven gear, shared second synchronizer of the 5th driven gear; The 4th driven gear, shared the 3rd synchronizer of the 6th driven gear; The shared output shaft synchronizer of second driven gear and Parking gear.
3. dual-clutch transmission according to claim 1 and 2 is characterized in that: halting mechanism adopts with casing connects firmly joint gear ring and output shaft synchronizer cooperate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2011200868641U CN202023889U (en) | 2011-03-29 | 2011-03-29 | Double-clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2011200868641U CN202023889U (en) | 2011-03-29 | 2011-03-29 | Double-clutch transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN202023889U true CN202023889U (en) | 2011-11-02 |
Family
ID=44848839
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2011200868641U Expired - Lifetime CN202023889U (en) | 2011-03-29 | 2011-03-29 | Double-clutch transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN202023889U (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102182800A (en) * | 2011-03-29 | 2011-09-14 | 浙江万里扬变速器股份有限公司 | Double-clutch transmission |
| CN102644696A (en) * | 2012-04-16 | 2012-08-22 | 浙江万里扬变速器股份有限公司 | Double-clutch transmission with synchronizer parking device and without reversing shaft |
| DE102017204398A1 (en) | 2017-03-16 | 2018-09-20 | Zf Friedrichshafen Ag | Transmission and motor vehicle |
| CN111379832A (en) * | 2018-12-27 | 2020-07-07 | 长城汽车股份有限公司 | Single output shaft transmission |
-
2011
- 2011-03-29 CN CN2011200868641U patent/CN202023889U/en not_active Expired - Lifetime
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102182800A (en) * | 2011-03-29 | 2011-09-14 | 浙江万里扬变速器股份有限公司 | Double-clutch transmission |
| CN102644696A (en) * | 2012-04-16 | 2012-08-22 | 浙江万里扬变速器股份有限公司 | Double-clutch transmission with synchronizer parking device and without reversing shaft |
| DE102017204398A1 (en) | 2017-03-16 | 2018-09-20 | Zf Friedrichshafen Ag | Transmission and motor vehicle |
| CN111379832A (en) * | 2018-12-27 | 2020-07-07 | 长城汽车股份有限公司 | Single output shaft transmission |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C56 | Change in the name or address of the patentee | ||
| CP01 | Change in the name or title of a patent holder |
Address after: 321000 Linjiang Industrial Zone, Wucheng New District, Zhejiang, Jinhua Patentee after: ZHEJIANG WANLIYANG TRANSMISSION CO., LTD. Address before: 321000 Linjiang Industrial Zone, Wucheng New District, Zhejiang, Jinhua Patentee before: Zhejiang Wanier Transmission Co., Ltd. |
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| CX01 | Expiry of patent term |
Granted publication date: 20111102 |
|
| CX01 | Expiry of patent term |