CN215444944U - Double-clutch parallel shaft transmission - Google Patents
Double-clutch parallel shaft transmission Download PDFInfo
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- CN215444944U CN215444944U CN202121011470.XU CN202121011470U CN215444944U CN 215444944 U CN215444944 U CN 215444944U CN 202121011470 U CN202121011470 U CN 202121011470U CN 215444944 U CN215444944 U CN 215444944U
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Abstract
The utility model discloses a double-clutch parallel shaft transmission which comprises a driving motor, an odd-numbered gear input shaft, an even-numbered gear input shaft and a power output shaft, wherein the odd-numbered gear input shaft, the even-numbered gear input shaft and the power output shaft are arranged in parallel in a V shape, and the output end of the driving motor and the power output shaft are arranged coaxially; the odd-gear input shaft and the even-gear input shaft are respectively provided with a clutch, and the driving motor is respectively connected with the odd-gear input shaft and the even-gear input shaft through the two clutches; the gear driving teeth on the odd-numbered gear input shaft and the even-numbered gear input shaft are meshed with the gear driven teeth on the power output shaft together. The utility model adopts a structure that the double-clutch input shaft and the power output shaft are arranged in parallel in a V shape, and the output end of the driving motor and the power output shaft are arranged coaxially, and has the characteristics of reasonable structural layout, high stability and coordination and space saving.
Description
Technical Field
The utility model relates to the field of automobile transmissions, in particular to a dual-clutch transmission.
Background
A transmission (transmission gear box) is a device for changing the running speed or tractive force of a vehicle and is composed of a plurality of gears with different diameters. The transmission is typically mounted between the driving and driven shafts of the engine. The transmission is a gear transmission device capable of changing the transmission ratio of an output shaft and an input shaft in a fixed or stepped manner. The speed variator consists of a transmission mechanism and a speed change mechanism, and can be made into a separate speed change mechanism or combined with the transmission mechanism in the same shell.
A Dual Clutch Transmission (DCT) differs from a general automatic Transmission system in that it has the flexibility of a manual Transmission and the comfort of an automatic Transmission, and can provide uninterrupted power output.
However, the existing dual-clutch transmission generally adopts the form that the dual clutches are arranged coaxially, and the output of the driving motor and the power output shaft are arranged coaxially, so that the stability and the coordination are to be improved.
SUMMERY OF THE UTILITY MODEL
In view of the above problems, it is an object of the present invention to provide a dual clutch parallel shaft transmission to solve the problems of the prior art.
In order to achieve the purpose, the technical scheme of the utility model is as follows:
a double-clutch parallel shaft transmission is characterized by comprising a driving motor, an odd-numbered gear input shaft, an even-numbered gear input shaft and a power output shaft, wherein the odd-numbered gear input shaft, the even-numbered gear input shaft and the power output shaft are arranged in parallel in a V shape, and the output end of the driving motor and the power output shaft are arranged coaxially;
the odd-gear input shaft and the even-gear input shaft are respectively provided with a clutch, and the driving motor is respectively connected with the odd-gear input shaft and the even-gear input shaft through the two clutches; the two clutches respectively control the power transmission or cut-off between the driving motor and the odd-numbered gear input shaft and between the driving motor and the even-numbered gear input shaft;
the gear driving teeth on the odd-numbered gear input shaft and the even-numbered gear input shaft are meshed with the gear driven teeth on the power output shaft; the odd-numbered gear input shaft and the even-numbered gear input shaft are also connected with a gear shifting mechanism which realizes the joint and synchronous rotation of the gear driving gear and the corresponding input shaft.
In a preferred embodiment of the present invention, the odd-numbered stage input shaft and the even-numbered stage input shaft are symmetrically disposed on both sides of the output shaft.
In a preferred aspect of the present invention, the clutch is a normally open clutch.
In a preferred aspect of the present invention, the clutch is a wet clutch.
In a preferred scheme of the utility model, the clutches are respectively provided with primary speed reduction driven teeth, and the two primary speed reduction driven teeth are simultaneously in transmission connection with the primary speed reduction driving teeth at the output end of the driving motor.
In a preferred embodiment of the present invention, the two shift mechanisms are connected to the odd-numbered stage input shaft and the even-numbered stage input shaft, respectively.
Furthermore, the gear shifting mechanism comprises a gear shifting motor, a gear shifting driving assembly, a gear shifting fork shaft, a gear shifting fork and a synchronizer, the synchronizer is installed on the input shaft, the gear shifting fork shaft is connected with the synchronizer through the gear shifting fork, the gear shifting fork shaft is connected with the gear shifting driving assembly through a screw mechanism, and the gear shifting driving assembly is in transmission connection with the gear shifting motor. The gear shifting motor rotates to drive the gear shifting driving assembly to rotate, the rotating motion of the gear shifting driving assembly is converted into axial linear motion of a gear shifting fork shaft through the screw mechanism, and then the synchronizer is driven to move axially through the gear shifting fork.
The utility model adopts a structure that the double-clutch input shaft and the power output shaft are arranged in parallel in a V shape, and the output end of the driving motor and the power output shaft are arranged coaxially, and has the characteristics of reasonable structural layout, high stability and coordination and space saving.
The features of the present invention will be apparent from the accompanying drawings and from the detailed description of the preferred embodiments which follows.
Drawings
FIG. 1 is a schematic diagram of a dual clutch parallel shaft transmission.
FIG. 2 is a schematic sectional view taken along line A-A in FIG. 1.
FIG. 3 is a schematic sectional view taken along line B-B in FIG. 1.
10, a driving motor, 11, a first-stage reduction driving tooth, 20, a first-third-gear input shaft, 21, a first-stage reduction driven tooth, 22, a clutch, 23, a third-gear driving tooth, 24, a first-gear driving tooth, 25, a synchronizer, 30, a second-fourth-gear input shaft, 31, a first-stage reduction driven tooth, 32, a clutch, 33, a second-gear driving tooth, 34, a fourth-gear driving tooth, 40, a power output shaft, 41, a first-gear driven tooth, 42, a second-gear driven tooth, 43, a third-gear driven tooth, 44, a fourth-gear driven tooth, 51, a gear shifting motor, 52, a gear shifting driving component, 53, a gear shifting fork shaft, 54, a gear shifting fork, 55 and a synchronizer.
Detailed Description
The technical solution of the present invention will be described below with reference to the accompanying drawings. It is to be understood that the described embodiments are merely a few embodiments and not all embodiments of the present application; and the structures shown in the drawings are merely schematic and do not represent actual objects. It should be noted that all other embodiments obtained by those skilled in the art based on the embodiments of the present invention belong to the protection scope of the present application.
It is to be noted that the term "comprises," "comprising," or any other variation thereof herein is intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical or equivalent elements in a process, method, article, or apparatus that comprises the element.
The terms "upper", "lower", "inner", "outer", and the like do not constitute absolute spatial relationship limitations, but merely constitute a concept of relative position. As will be appreciated by those skilled in the art.
Referring to fig. 1 and 2, a dual clutch parallel shaft transmission mainly comprises a driving motor 10, an odd-numbered gear input shaft 20, an even-numbered gear input shaft 30 and a power output shaft 40. The odd-numbered gear input shaft 20, the even-numbered gear input shaft 30 and the power output shaft 40 are arranged in parallel in a V shape, and the odd-numbered gear input shaft and the even-numbered gear input shaft are symmetrically arranged on two sides of the output shaft. The output of the drive motor 10 and the power take-off shaft 40 are arranged coaxially.
The driving motor 10 is arranged on the left end face of the gearbox body, and the output end of the driving motor 10 is arranged in a hole of the primary speed reduction driving tooth 11 through a spline. In the present embodiment, the odd-numbered stage input shaft 20 is a third-stage input shaft 20, and the even-numbered stage input shaft 30 is a second-fourth-stage input shaft 30.
The first-stage reduction driving teeth 11 are respectively and simultaneously meshed with first-stage reduction driven teeth (21, 31) on a third-gear input shaft 20 and a second-fourth-gear input shaft 30, the first-stage reduction driven teeth (21, 31) are respectively arranged on two clutches (22, 32), and the two clutches (22, 32) are respectively arranged on the third-gear input shaft 20 and the second-fourth-gear input shaft 30. The two clutches (22, 32) are both normally open wet clutches, and the two clutches (22, 32) respectively control the power transmission or cut-off between the driving motor 10 and the first three-gear input shaft 20 and between the driving motor 10 and the second four-gear input shaft 30; when the clutch is disengaged, the clutch and the input shaft idle, and the power of the driving motor 10 is not transmitted to the input shaft; when the clutch is engaged, the clutch rotates in synchronization with the input shaft, and the power of the drive motor 10 is transmitted to the input shaft through the clutch.
The power output shaft 40 is provided with a first gear driven tooth 41, a second gear driven tooth 42, a third gear driven tooth 43 and a fourth gear driven tooth 44.
The third-gear driving tooth 23 and the first-gear driving tooth 24 are sleeved on a third-gear input shaft 20 in an empty mode, the synchronizer 25 is mounted on the third-gear input shaft 20 through a spline, the third-gear driving tooth 23 is constantly meshed with the third-gear driven tooth 43, and the first-gear driving tooth 24 is constantly meshed with the first-gear driven tooth 41. The second-gear driving tooth 33 and the fourth-gear driving tooth 34 are sleeved on the second-fourth-gear input shaft 30 in an empty mode, the synchronizer 55 is installed on the second-fourth-gear input shaft 30 through a spline, the second-gear driving tooth 33 is in constant meshing with the second-gear driven tooth 42, and the fourth-gear driving tooth 34 is in constant meshing with the fourth-gear driven tooth 44.
The first three-gear input shaft 20 and the second four-gear input shaft 30 are also connected with a gear shifting mechanism, and gear driving teeth are engaged with the corresponding input shafts and synchronously rotate through the gear shifting mechanism. The gear shifting mechanism is arranged on the left end surface of the gearbox body.
The two groups of gear shifting mechanisms are respectively connected with a third-gear input shaft 20 and a second-fourth-gear input shaft 30. Referring to fig. 3, taking the shifting mechanisms on the second-fourth gear input shaft 30 as an example, each group of shifting mechanisms includes a shifting motor 51, a shifting driving assembly 52, a shifting fork shaft 53, a shifting fork 54 and a synchronizer 55, and the shifting motor 51 is mounted on the shifting driving assembly 52; the gear shifting fork shaft 53 is arranged on the gearbox body, and one end of the gear shifting fork shaft extends out of the gearbox body and is connected with the gear shifting driving component 52 through a screw mechanism; one end of the shift fork 54 is mounted on the shift fork shaft 53, and the other end is semicircular and is engaged in the ring groove of the synchronizer 55. The shift motor 51 rotates to drive the shift driving assembly 52 to rotate, and the rotation of the shift driving assembly 52 is converted into an axial linear motion of the shift fork shaft 53 by a screw mechanism (a screw nut structure), so that the shift fork drives the synchronizer to move axially.
The working principle is as follows:
initial state of transmission: both clutches (22, 32) are disengaged, both synchronizers (25, 55) are in neutral;
engaging a first gear: referring to fig. 2, the upper shift motor (a third shift motor) rotates to drive the synchronizer 25 on the third input shaft 20 to move axially to the right, so that the synchronizer 25 is simultaneously engaged with the first-gear driving tooth 24 and the third input shaft 20, the clutch 22 on the third input shaft 20 is engaged, and the power of the driving motor 10 is transmitted to the power output shaft 40 through the first-stage deceleration driving tooth 11, the first-stage deceleration driven tooth 21, the clutch 22, the third input shaft 20, the synchronizer 25, the first-gear driving tooth 24 and the first-gear driven tooth 41;
and (4) engaging a second gear: the lower gear shifting motor (second and fourth gear shifting motor) rotates to drive the synchronizer 55 on the second and fourth gear input shaft 30 to move axially leftwards, so that the synchronizer 55 is simultaneously combined with the second gear driving tooth 33 and the second and fourth gear input shaft 30, and the second gear driven tooth 42 drives the second gear driving tooth 33 and the second and fourth gear input shaft 30 to rotate; the clutch 22 on the first three-gear input shaft 20 is disengaged, the synchronizer 25 on the first three-gear input shaft is engaged in a neutral gear, the clutch 32 on the second four-gear input shaft 30 is engaged, and the power of the driving motor 10 is transmitted to the power output shaft 40 through the first-stage speed reduction driving tooth 11, the first-stage speed reduction driven tooth 31, the clutch 32, the second four-gear input shaft 30, the synchronizer 55, the second-stage driving tooth 33 and the second-stage driven tooth 42;
and the third gear and the fourth gear are engaged, and the rest can be done in the same way.
The foregoing shows and describes the general principles, essential features, and advantages of the utility model. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are merely illustrative of the principles of the utility model, but that various changes and modifications may be made without departing from the spirit and scope of the utility model, which fall within the scope of the utility model as claimed. The scope of the utility model is defined by the appended claims and equivalents thereof.
Claims (7)
1. A double-clutch parallel shaft transmission is characterized by comprising a driving motor, an odd-numbered gear input shaft, an even-numbered gear input shaft and a power output shaft, wherein the odd-numbered gear input shaft, the even-numbered gear input shaft and the power output shaft are arranged in parallel in a V shape, and the output end of the driving motor and the power output shaft are arranged coaxially;
the odd-gear input shaft and the even-gear input shaft are respectively provided with a clutch, and the driving motor is respectively connected with the odd-gear input shaft and the even-gear input shaft through the two clutches; the two clutches respectively control the power transmission or cut-off between the driving motor and the odd-numbered gear input shaft and between the driving motor and the even-numbered gear input shaft;
the gear driving teeth on the odd-numbered gear input shaft and the even-numbered gear input shaft are meshed with the gear driven teeth on the power output shaft; the odd-numbered gear input shaft and the even-numbered gear input shaft are also connected with a gear shifting mechanism which realizes the joint and synchronous rotation of the gear driving gear and the corresponding input shaft.
2. The dual clutch parallel shaft transmission of claim 1, wherein the odd and even gear input shafts are symmetrically disposed on opposite sides of the output shaft.
3. The dual clutch parallel shaft transmission of claim 1, wherein the clutch is a normally open clutch.
4. The dual clutch parallel shaft transmission of claim 1, wherein the clutch is a wet clutch.
5. A dual-clutch parallel shaft transmission as claimed in claim 1, wherein each clutch is provided with a primary speed reduction driven tooth, and two primary speed reduction driven teeth are simultaneously in transmission connection with a primary speed reduction driving tooth at the output end of the driving motor.
6. The dual clutch parallel shaft transmission of claim 1, wherein the shift mechanisms are connected to the odd and even gear input shafts in two sets.
7. The dual-clutch parallel shaft transmission of claim 6, wherein the shift mechanism comprises a shift motor, a shift driving assembly, a shift fork shaft, a shift fork and a synchronizer, the synchronizer is mounted on the input shaft, the shift fork shaft is connected with the synchronizer through the shift fork, the shift fork shaft is connected with the shift driving assembly through a screw mechanism, and the shift driving assembly is in transmission connection with the shift motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121011470.XU CN215444944U (en) | 2021-05-12 | 2021-05-12 | Double-clutch parallel shaft transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121011470.XU CN215444944U (en) | 2021-05-12 | 2021-05-12 | Double-clutch parallel shaft transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215444944U true CN215444944U (en) | 2022-01-07 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121011470.XU Active CN215444944U (en) | 2021-05-12 | 2021-05-12 | Double-clutch parallel shaft transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215444944U (en) |
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2021
- 2021-05-12 CN CN202121011470.XU patent/CN215444944U/en active Active
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