CN210087936U - Double-clutch speed reducer and vehicle - Google Patents
Double-clutch speed reducer and vehicle Download PDFInfo
- Publication number
- CN210087936U CN210087936U CN201920696667.8U CN201920696667U CN210087936U CN 210087936 U CN210087936 U CN 210087936U CN 201920696667 U CN201920696667 U CN 201920696667U CN 210087936 U CN210087936 U CN 210087936U
- Authority
- CN
- China
- Prior art keywords
- shaft
- gear
- clutch
- transmission
- double
- 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.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
-
- 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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
-
- 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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The utility model provides a two separation and reunion reducers and vehicle relates to vehicle technical field. The utility model discloses a two separation and reunion reducers, it includes double-deck sleeve axle structure, first clutch and second clutch. The double-layer sleeve shaft structure comprises a first shaft, a second shaft and a third shaft, wherein the second shaft is sleeved on the outer side of the first shaft, the third shaft is sleeved on the outer side of the second shaft, each shaft in the three shafts can independently rotate, and every two shafts are mutually independent. Two of the three shafts are in transmission connection with an input shaft of the speed reducer to be used as a first-gear transmission shaft and a second-gear transmission shaft respectively, and the other shaft is in transmission connection with the differential to be used as an output shaft. The first clutch is configured to engage/disengage power transmission between the output shaft and the first-gear transmission shaft. The second clutch is configured to engage/disengage power transmission between the output shaft and the secondary drive shaft. The double-clutch speed reducer utilizes a double-layer sleeve shaft structure, so that the structure is simplified, and the dragging torque of the system is reduced.
Description
Technical Field
The utility model relates to a vehicle technical field especially relates to a two separation and reunion reducers and vehicle.
Background
With the requirements of energy conservation and environmental protection, electric vehicles have gradually occupied a certain vehicle market. In the prior art, the speed reducer of the electric vehicle mostly takes a single gear as a main part, and due to the single speed ratio, the performances of low-speed starting acceleration, high-speed cruising speed, gradient climbing and the like of the system cannot be effectively considered, and in addition, the performances of battery endurance, motor thermal management under high rotating speed, NVH (noise, vibration and harshness) and the like are also influenced, and the two-gear speed reducer can well solve the problems.
However, the existing two-gear speed reducer has the problems of increased cost, difficult space arrangement and the like due to the complicated structure.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a two separation and reunion reduction gears to simplify the structure of two fender reduction gears, thereby reduce cost and save space.
It is another further object of the present invention to provide a vehicle with a dual clutch transmission.
In one aspect, the utility model provides a two separation and reunion reducers, include:
the double-layer sleeve shaft structure comprises a first shaft, a second shaft sleeved outside the first shaft and a third shaft sleeved outside the second shaft, wherein each shaft in the three shafts can independently rotate; two shafts of the three shafts are in transmission connection with an input shaft of the speed reducer to be respectively used as a first-gear transmission shaft and a second-gear transmission shaft, and the other shaft is in transmission connection with the differential to be used as an output shaft;
a first clutch configured to engage/disengage power transmission between the output shaft and the first-gear transmission shaft;
a second clutch configured to engage/disengage power transmission between the output shaft and the secondary drive shaft.
Optionally, the first clutch and the second clutch are integrated into a double clutch, and the double clutch includes a first driven plate, a second driven plate and a driving plate, wherein the first driven plate is in transmission connection with the first gear transmission shaft; the second driven plate is in transmission connection with the second gear transmission shaft; the driving sheet is in transmission connection with the output shaft.
Optionally, the driving plate is disposed at a position between the first driven plate and the second driven plate.
Optionally, the device further comprises a front shell and a rear shell, and two ends of the input shaft are respectively fixed on the front shell and the rear shell.
Optionally, the first-gear transmission shaft is in transmission connection with the input shaft through a first-gear transmission mechanism, and the first-gear transmission mechanism includes a first-gear driving gear fixedly connected with the input shaft and a first-gear driven gear fixedly connected with the first-gear transmission shaft.
Optionally, the second gear transmission shaft is in transmission connection with the input shaft through a second gear transmission mechanism, and the second gear transmission mechanism includes a second gear driving gear fixedly connected with the input shaft and a second gear driven gear fixedly connected with the second gear transmission shaft.
Optionally, the output shaft is in transmission connection with the differential mechanism through a differential transmission mechanism, and the differential transmission mechanism includes an output gear fixedly connected with the output shaft and a differential gear ring fixedly connected with the differential mechanism.
Optionally, the dual clutch is disposed within the rear housing.
Optionally, the dual clutch reducer is further configured to: the first clutch and the second clutch may be engaged simultaneously.
On the other hand, the utility model provides a vehicle, install foretell two separation and reunion reducers in the vehicle for change power device's output power.
The utility model discloses a two separation and reunion reducers, it includes double-deck sleeve axle structure, first clutch and second clutch. The double-layer sleeve shaft structure comprises a first shaft, a second shaft and a third shaft, wherein the second shaft is sleeved on the outer side of the first shaft, the third shaft is sleeved on the outer side of the second shaft, each shaft in the three shafts can independently rotate, and every two shafts are mutually independent. Two of the three shafts are in transmission connection with an input shaft of the speed reducer to be used as a first-gear transmission shaft and a second-gear transmission shaft respectively, and the other shaft is in transmission connection with the differential to be used as an output shaft. The first clutch is configured to engage/disengage power transmission between the output shaft and the first-gear transmission shaft. The second clutch is configured to engage/disengage power transmission between the output shaft and the secondary drive shaft. The double-clutch speed reducer skillfully connects the first clutch and the second clutch by utilizing a double-layer sleeve shaft structure, so that the two clutches and the output shaft are coaxially arranged, the structure is simplified, and the dragging torque of the system is reduced.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the present invention will be described in detail hereinafter, by way of illustration and not by way of limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
fig. 1 is a schematic diagram of a dual clutch transmission according to an embodiment of the present invention.
Detailed Description
Fig. 1 is a schematic diagram of a dual clutch transmission according to an embodiment of the present invention. The double clutch transmission and the vehicle according to the embodiment of the present invention will be described with reference to fig. 1.
The utility model discloses a two separation and reunion reducers, it includes double-deck sleeve axle structure 100, first clutch and second clutch. The double-layer sleeve shaft structure 100 comprises a first shaft, a second shaft sleeved outside the first shaft and a third shaft sleeved outside the second shaft, each shaft in the three shafts can independently rotate, and every two shafts are mutually independent. Two of the three shafts are in transmission connection with the input shaft 1 of the speed reducer to respectively serve as a first-gear transmission shaft 103 and a second-gear transmission shaft 101, and the other shaft is in transmission connection with the differential 11 to serve as an output shaft 102. The first clutch is configured to engage/disengage power transmission between the output shaft 102 and the first-gear transmission shaft 103. The second clutch is configured to engage/disengage power transmission between the output shaft 102 and the secondary drive shaft 101. The double-clutch speed reducer skillfully connects the first clutch and the second clutch by using a double-layer sleeve shaft structure 100, so that the two clutches and the output shaft 102 are coaxially arranged, the structure is simplified, and the dragging torque of the system is reduced. The two clutches can also be simultaneously engaged to realize the parking function.
In a further embodiment, the first clutch and the second clutch may be grouped into one double clutch 4. Referring to fig. 1, the dual clutch 4 includes a first driven plate 43, a second driven plate 41 and a driving plate 42, wherein the first driven plate 43 is in transmission connection with a first gear transmission shaft 103; the second driven plate 41 is in transmission connection with the second gear transmission shaft 101; the driving plate 42 is in driving connection with the output shaft 102.
The positions of the first driven plate 43, the second driven plate 41 and the driving plate 42 correspond to three axes. For example: if the shaft at the outermost layer or the innermost layer is an output shaft, the two driven plates are arranged on one side of the driving plate; if the central shaft is used as the input shaft 1, the driving plate 42 is disposed at a position between the first driven plate 43 and the second driven plate 41. When the driving plate 42 is disposed between the two driven plates, the differential 11 is located between the two gear transmission mechanisms, and the forces are balanced.
With reference to fig. 1, in particular, the first gear transmission shaft 103 is in transmission connection with the input shaft 1 through a first gear transmission mechanism, and the first gear transmission mechanism includes a first gear driving gear 3 fixedly connected with the input shaft 1 and a first gear driven gear 6 fixedly connected with the first gear transmission shaft 103. The second gear transmission shaft 101 is in transmission connection with the input shaft 1 through a second gear transmission mechanism, and the second gear transmission mechanism comprises a second gear driving gear 2 fixedly connected with the input shaft 1 and a second gear driven gear 8 fixedly connected with the second gear transmission shaft 101. Because the rotating speed of the driving motor is twice or even more than that of the traditional engine, if the rotating speed is directly transmitted to the clutch, development difficulty of software and hardware equipment related to the transmission is increased, in the embodiment, the rotating speed of the driving motor is reduced through the first gear transmission mechanism and the second gear transmission mechanism and then is transmitted to the double clutch 4, and the reduced rotating speed and the rotating speed of the traditional engine are kept in a range, so that the development difficulty of the software and hardware can be effectively reduced. The first-gear driven gear 6 can be integrally formed with the first-gear driven shaft, and the second-gear driven gear 8 can be integrally formed with the second-gear driven shaft.
Further, the output shaft 102 is in transmission connection with the differential 11 through a differential transmission mechanism, and the differential transmission mechanism comprises an output gear 7 fixedly connected with the output shaft 102 and a differential ring gear 9 fixedly connected with the differential 11.
Further, the dual clutch reducer is further configured to: the first clutch and the second clutch may be engaged simultaneously. The parking function is realized by utilizing the characteristic that the double clutches 4 are combined simultaneously to cause the self-locking of the transmission system, the cost is effectively reduced, and the space utilization rate is improved.
The utility model also provides a vehicle, install the two separation and reunion reducers that are used for changing power device output in the above-mentioned arbitrary embodiment in the vehicle. Referring to fig. 1, the dual clutch reducer is constructed as follows:
the double-clutch two-gear speed reducer shell is divided into three sections: a front shell 12, a rear shell 13 and a rear end cover 5. The transmission shaft system of the double-clutch two-gear speed reducer is designed according to parallel shafts and mainly comprises an input shaft 1, a double-layer sleeve shaft structure 100 (comprising a first-gear transmission shaft 103, a second-gear transmission shaft 101 and an output shaft 102), a double clutch 4, a differential 11 and the like.
The input shaft 1 partially includes: the input shaft 1, the first gear driving gear 3 and the second gear driving gear 2 are fixedly connected together as shown in the figure, and bearings are arranged at two ends of the input shaft 1 and are respectively fixed on the front shell 12 and the rear shell 13.
The double-layer sleeve shaft structure 100 comprises: one keeps off driven gear 6, two keep off driven gear 8, double-deck sleeve axle structure 100, as shown in fig. 1, keep off driven gear 6 and one keep off driving gear 3 normal mesh, two keep off driven gear 8 and two keep off driving gear 2 normal meshes, output shaft 102 is on two keep off transmission shaft 101 outer lane, one keeps off transmission shaft 103 and overlaps on output shaft 102 outer lane, adopt bearing cooperation assembly between the triaxial, one keeps off transmission shaft 103 outer lane and sets up the bearing and fix on backshell 13, two keep off transmission shaft 101 right-hand members and set up the bearing and fix on preceding shell 12.
A driving plate 42 of the double clutch 4 is connected with a double-layer sleeve shaft structure 100, odd driven plates (first driven plates) are connected with a first gear transmission shaft 103, even driven plates (second driven plates) are connected with a second gear transmission shaft 101, and the whole double clutch 4 is positioned between a rear shell 13 and a cavity of a rear end cover 5;
the differential mechanism 11 comprises a differential mechanism 11 and a differential gear ring 9, an output wheel and the differential gear ring 9 are arranged on the double-layer sleeve shaft structure 100 and are normally meshed, the differential gear ring 9 is fixedly connected with the differential mechanism 11, and two ends of the differential mechanism 11 are connected with a left half shaft 14 and a right half shaft 10.
The working principle of the double-clutch speed reducer is as follows:
the double-clutch two-gear speed reducer can realize four working positions according to different combinations of combination and disconnection of odd and even driven plates, fully utilizes the double clutch to realize various functions required by the two-gear speed reducer, and is detailed in the following table:
1) the first gear working condition: the odd-numbered clutches (a first driven plate 43 and a driving plate 42) are combined, the even-numbered clutches (a second driven plate 41 and a driving plate 42) are disconnected, the driving motor inputs power from the input shaft 1, the power is transmitted to the first-gear driven gear 6 through the first-gear driving gear 3, the power can be directly transmitted to the output shaft 102 through the odd-numbered clutches at the moment, the power is transmitted to the differential 11 through the output gear 7 and the differential gear ring 9, and finally the power is output by the left half shaft 14 and the right half shaft 10.
2) The second working condition: the odd-numbered clutch is disconnected, the even-numbered clutch is combined, the driving motor inputs power from the input shaft 1, the power is transmitted to the second-numbered driven gear 8 through the second-numbered driving gear 2, the power can be directly transmitted to the output shaft 102 through the even-numbered clutch at the moment, the power is transmitted to the differential mechanism 11 through the output gear 7 and the differential gear ring 9, and finally the power is output through the left half shaft 14 and the right half shaft 10, and the gear is mainly used for high-speed cruising and other working conditions requiring high speed and low torque.
3) Parking working condition: the odd number clutch and the even number clutch are combined simultaneously, when the vehicle is stopped stably, wheel end torque is transmitted to the driving plate 42 of the double clutch 4 through the differential mechanism 11, the differential gear ring 9 and the double-layer sleeve shaft structure 100, because the odd number clutch and the even number clutch are combined simultaneously, the wheel end torque acts on the first gear driven gear 6 and the second gear driven gear 8 simultaneously, and because the first gear driving gear 3 and the second gear driving gear 2 are fixed on the input shaft 1 and cannot rotate freely respectively, self-locking of a transmission system is formed, and the characteristic is just used for parking;
4) neutral operating mode: the odd clutch is disconnected, the even clutch is disconnected, the odd clutch and the even clutch are disconnected simultaneously, the input and the output are completely disconnected, and therefore power interruption is achieved.
The double-clutch speed reducer has the advantages that:
1. the parking function is realized by utilizing the characteristic of transmission system self-locking caused by the simultaneous combination of the double clutches 4, the traditional parking parts are eliminated, and the part cost is greatly reduced on the premise of not increasing the parking mechanism;
2. the double clutches 4 are arranged on the double-layer sleeve shaft structure 100, and the working rotating speed of the double clutches 4 is reduced to the rotating speed of a traditional engine by utilizing a first-stage reduction ratio, so that the development difficulty of software and hardware is reduced;
3. compared with the traditional scheme, the double-layer sleeve shaft structure 100 is used for ingeniously connecting the gear gears, the output shaft 102 and the double clutches 4, the structure is simplified, the system dragging torque is reduced, the transmission efficiency is higher, the double-layer sleeve shaft structure 100 effectively compresses the axial space, and the reducer is more compact in structure;
4. the combination and the separation of the double clutches 4 are utilized to realize rapid gear shifting, and the power and the torque of the driving motor are fully utilized through the switching of the two speed ratios, so that the cruising ability is increased, and no power interruption is caused.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been shown and described in detail herein, many other variations and modifications can be made, consistent with the principles of the invention, which are directly determined or derived from the disclosure herein, without departing from the spirit and scope of the invention. Accordingly, the scope of the present invention should be understood and interpreted to cover all such other variations or modifications.
Claims (10)
1. A dual clutch transmission, comprising:
the double-layer sleeve shaft structure comprises a first shaft, a second shaft sleeved outside the first shaft and a third shaft sleeved outside the second shaft, wherein each shaft in the three shafts can independently rotate; two shafts of the three shafts are in transmission connection with an input shaft of the speed reducer to be respectively used as a first-gear transmission shaft and a second-gear transmission shaft, and the other shaft is in transmission connection with the differential to be used as an output shaft;
a first clutch configured to engage/disengage power transmission between the output shaft and the first-gear transmission shaft;
a second clutch configured to engage/disengage power transmission between the output shaft and the secondary drive shaft.
2. Dual clutch reducer according to claim 1,
the first clutch and the second clutch are integrated into a double clutch, the double clutch comprises a first driven plate, a second driven plate and a driving plate, and the first driven plate is in transmission connection with the first gear transmission shaft; the second driven plate is in transmission connection with the second gear transmission shaft; the driving sheet is in transmission connection with the output shaft.
3. Dual clutch reducer according to claim 2,
the driving plate is arranged between the first driven plate and the second driven plate.
4. Dual clutch reducer according to claim 2,
the input shaft is characterized by further comprising a front shell and a rear shell, and two ends of the input shaft are respectively fixed to the front shell and the rear shell.
5. Dual clutch reducer according to claim 1,
the first gear transmission shaft is in transmission connection with the input shaft through a first gear transmission mechanism, and the first gear transmission mechanism comprises a first gear driving gear fixedly connected with the input shaft and a first gear driven gear fixedly connected with the first gear transmission shaft.
6. Dual clutch reducer according to claim 1,
the two-gear transmission shaft is in transmission connection with the input shaft through a two-gear transmission mechanism, and the two-gear transmission mechanism comprises a two-gear driving gear fixedly connected with the input shaft and a two-gear driven gear fixedly connected with the two-gear transmission shaft.
7. Dual clutch reducer according to claim 1,
the output shaft is in transmission connection with the differential mechanism through a differential transmission mechanism, and the differential transmission mechanism comprises an output gear fixedly connected with the output shaft and a differential gear ring fixedly connected with the differential mechanism.
8. Dual clutch reducer according to claim 4,
the double clutch is arranged in the rear shell.
9. Dual clutch reducer according to claim 1,
the dual clutch reducer is further configured to: the first clutch and the second clutch may be engaged simultaneously.
10. A vehicle, characterized in that a dual clutch speed reducer according to any one of claims 1 to 9 is installed in the vehicle for changing the output power of a power plant.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920696667.8U CN210087936U (en) | 2019-05-15 | 2019-05-15 | Double-clutch speed reducer and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920696667.8U CN210087936U (en) | 2019-05-15 | 2019-05-15 | Double-clutch speed reducer and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210087936U true CN210087936U (en) | 2020-02-18 |
Family
ID=69478430
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920696667.8U Active CN210087936U (en) | 2019-05-15 | 2019-05-15 | Double-clutch speed reducer and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210087936U (en) |
-
2019
- 2019-05-15 CN CN201920696667.8U patent/CN210087936U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP3778283B1 (en) | Longitudinal multi-stage electrically driving power assembly | |
| CN101716880A (en) | Hybrid power drive system based on double-clutch transmission | |
| CN113059991B (en) | Hybrid transmission and automobile | |
| CN201250883Y (en) | Multi-speed mechanical transmission | |
| CN109578533B (en) | Three-gear electric assembly and speed ratio determination method thereof | |
| CN111791694A (en) | Coaxial two-gear driving system | |
| CN113459790A (en) | Transverse hybrid power transmission and automobile | |
| CN210970654U (en) | Hybrid power system and vehicle with same | |
| CN210566059U (en) | Tractor space parallel double-clutch power gear shifting assembly | |
| CN202531748U (en) | Double-clutch speed changer with synchronizer parking device and without reverse gear shaft | |
| CN201651182U (en) | Reverse gear arrangement structure of two-shaft type transmission | |
| CN210087936U (en) | Double-clutch speed reducer and vehicle | |
| CN111365420B (en) | Double-clutch automatic speed change device of hybrid system and automobile | |
| CN110725910A (en) | New energy commercial vehicle EAT derailleur gear drive structure | |
| CN110735888B (en) | Two-shaft integrated multi-gear gearbox | |
| CN201359059Y (en) | Multi-gear power shift planetary gearbox | |
| CN210126429U (en) | Series-parallel hybrid power system based on two gearboxes | |
| CN204921866U (en) | Be applied to electric vehicle's third gear derailleur | |
| CN210283891U (en) | Coaxial two-gear driving system | |
| CN110588324A (en) | Speed change gear, power assembly and vehicle | |
| CN220332455U (en) | Multi-gear speed-change hybrid assembly and hybrid automobile | |
| CN220037365U (en) | New energy automobile and multi-gear speed changer thereof | |
| CN220390965U (en) | Multi-gear hybrid transmission system and hybrid vehicle | |
| CN220314721U (en) | Electric drive axle and vehicle | |
| CN217022176U (en) | Vehicle power system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |