CN2924171Y - Dual-clutch type automatic transmission for preventing two-gear from being locked - Google Patents
Dual-clutch type automatic transmission for preventing two-gear from being locked Download PDFInfo
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- CN2924171Y CN2924171Y CNU2006200597530U CN200620059753U CN2924171Y CN 2924171 Y CN2924171 Y CN 2924171Y CN U2006200597530 U CNU2006200597530 U CN U2006200597530U CN 200620059753 U CN200620059753 U CN 200620059753U CN 2924171 Y CN2924171 Y CN 2924171Y
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- synchronizer
- retaining
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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
- 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
- F16H3/10—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 with one or more one-way clutches as an essential feature
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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
- F16H2003/0931—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 each countershaft having an output gear meshing with a single common gear on the output shaft
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The utility model provides a double-clutch-type automatic transmission which can prevent locking when a double-gear is engaged and includes a first clutch and a second clutch, an input shaft, an output shaft, a transmission shaft, each shifting gear pair, each shifting synchronizer and a shift control mechanism which is connected with the first cutch, the second clutch and each shifting synchronizer; the input shaft, the output shaft and the transmission shaft are parallel to one another; the two clutches are connected with the input shaft or separately connected with the input shaft and the output shaft; each shifting gear pair is arranged on the input shaft, the output shaft and the transmission shaft by the odd and even number and is appropriately connected or disconnected with the input shaft, the output shaft and the transmission shaft by each shifting synchronizer; the first clutch, the second clutch and the transmission shaft are correspondingly connected with a first one-way clutch and a second one-way clutch in series. The utility model solves the problems of locking when the double-gear is engaged, internal friction of power, blocking and flameout of the engine, etc; the unidirectional cutch has a simple structure, low cost, low energy consumption, can simplify shifting oil pressure control strategy of double-clutch, and improves the reliability of the operation of the vehicles.
Description
Technical field
The utility model relates to the double-clutch automatic transmission device, specifically is meant the anti-locked double-clutch automatic transmission of two retainings of hanging.
Background technique
Fast development along with automotive engineering, vehicle performance automation, the automatic gear for vehicle of various ways occurred, mainly contained: hydraulic mechanical type automatic transmission (AT), mechanical continuously-variable transmission (CVT) and electric control mechanical type automatic speed variator (AMT), double-clutch automatic transmission etc.
Wherein, electric control mechanical type automatic speed variator (AMT) is based on the development of traditional parallel-axis type manual transmission and comes; have advantages such as the existing manual transmission production investment of high fuel economy, low emission and protection; but; its working principle has determined it at first to want cut-off clutch in shift process; then speed changer is hung neutral; block selecting again, gearshift; last engaging clutch; therefore there is power interruption inevitably in its shift process, brings adverse effect for acceleration, the travelling comfort of vehicle ground vehicle.For solving the shortcoming of AMT power interruption, improve shift quality, double-clutch automatic transmission arises at the historic moment.The dual clutch transmission gear by strange, even number arranged apart with the transmission shaft of two clutch couplings on, finish gearshift by the alternately transferring power of two clutches and switch.Dual clutch transmission is equivalent to have two cover gears to cooperatively interact, and therefore can guarantee that power does not interrupt, and makes transmission of power continuous, greatly improves fuel economy and shifting comfort.
But double-clutch automatic transmission has a problem to need to be resolved hurrily at present: in shift process, do not interrupt for making power, two clutches certainly exist the overlapping part of work, and lap is too small, then still can have power interruption; If lap is excessive or the clutch oil press fit control improper, two retainings then can occur hanging and interfere locked situation, promptly two gear power transmission machines are configured to end to end closed loop, this moment, the gear degrees of freedom was 0, gear is stuck, thereby very easily cause engine misses, or two clutch harmful sliding rubbing appears under very high impacting force, the clutch friction plate temperature sharply raises, produce distortion even ablative degradation, cause the additional engagement loss of gear simultaneously, reduce transmission efficiency, even damage power-transmitting unit.Therefore its joint to clutch of existing double-clutch automatic transmission, separating controlling time sequence precision have very high requirement.
Summary of the invention
The purpose of this utility model is to overcome the shortcoming and defect of above-mentioned prior art, the anti-locked double-clutch automatic transmission of two retainings of hanging is provided, it can better solve to control because of clutch and improperly cause double-clutch automatic transmission to hang two retainings interfering locked problems, with fuel economy and the smooth gear shifting of improving automobilism.
The purpose of this utility model realizes by following proposal: this anti-locked double-clutch automatic transmission of two retainings of hanging, comprise first, second clutch and input shaft, output shaft, transmission shaft, each shift gear pair, each gear synchronizer, gear shift control mechanism, gear shift control mechanism is connected with first and second clutch and each gear synchronizer; Described input shaft, output shaft, transmission shaft are parallel to each other, described two clutches are connected with input shaft or are connected with input shaft, output shaft respectively, each shift gear pair is arranged on input shaft, output shaft, the transmission shaft by strange, even number gear, and in time engage or separate corresponding first and second overrunning clutch that is connected with between described first and second clutch and transmission shaft with input shaft, output shaft, transmission shaft by each gear synchronizer.
For realizing the utility model better, above-mentioned gear comprises five forward I, II, III, IV, V and the R that reverses gear.Certainly, also can be other forms of gear setting.
When adopting above-mentioned five forward gearss and a gear that reverses gear to be provided with, as first kind of preferred scheme, described first, two clutches and input shaft are affixed, described transmission shaft comprises jack shaft, concentric shafts, each gear synchronizer comprises first, two, three synchronizers, the arrangement of described each shift gear pair is: I, III, V retaining driving gear and jack shaft socket, R retaining driving gear and jack shaft are affixed, and jack shaft is connected with first overrunning clutch, II, IV retaining driving gear is connected with second overrunning clutch by concentric shafts, first, second synchronizer and jack shaft are affixed, and first synchronizer and I, III retaining driving gear connects, second synchronizer is connected with V retaining driving gear, I, III, V, R retaining driven gear and the 3rd synchronizer and output shaft are affixed, II, IV retaining driven gear and output shaft socket, and II, IV retaining driven gear is connected with the 3rd synchronizer respectively.
When adopting above-mentioned five forward gearss and a gear that reverses gear to be provided with, as second kind of preferred scheme, described first clutch and input shaft are affixed, second clutch and output shaft are affixed, described transmission shaft comprises first, second concentric shafts, each gear synchronizer comprises first, two, three synchronizers, the arrangement of described each shift gear pair is: I, III, V, R retaining driving gear is connected with first overrunning clutch by first concentric shafts, II, IV retaining driving gear and input shaft socket, first synchronizer and input shaft are affixed, and with II, IV retaining driving gear connects respectively, second, three synchronizers and R retaining driven gear and output shaft are affixed, I, III, V retaining driven gear and output shaft socket, and second synchronizer and I, III retaining driven gear connects respectively, the 3rd synchronizer is connected II with V retaining driven gear, IV retaining driven gear is connected with second overrunning clutch by second concentric shafts.
When adopting above-mentioned five forward gearss and a gear that reverses gear to be provided with, as the third preferred scheme, this anti-locked double-clutch automatic transmission of two retainings of hanging, also comprise by output gear and first, the gear train that two intermediate gears are formed, described transmission shaft comprises concentric shafts and first, two, three jack shafts, output gear and output shaft are affixed, first, two intermediate gears are corresponding to be fixed in first, on two jack shafts, and first, two intermediate gears and output gear engagement, described first, two clutches and input shaft are affixed, each gear synchronizer comprises first, two, three, four synchronizers, the arrangement of described each shift gear pair is: I, III, V retaining driving gear is connected with first overrunning clutch by first concentric shafts, II, the R retaining driving gear and first jack shaft are affixed, the IV retaining driving gear and the first jack shaft socket, I, the V retaining driven gear and the second jack shaft socket, the 3rd, four synchronizers and II retaining driven gear and second jack shaft are affixed, the 3rd synchronizer and I, V retaining driven gear connects respectively, the 4th synchronizer is connected with II retaining driven gear, III, IV, R retaining driven gear and the 3rd jack shaft socket, first, two synchronizers and the 3rd jack shaft are affixed, and first synchronizer is connected second synchronizer and IV with III retaining driven gear, R retaining driven gear connects respectively.
Working principle of the present utility model is: when vehicle engages a certain clutch with the operation of a certain gear, control system is prejudged next gear that is connected with another clutch that is about to the work of entering, because this gear is transferring power not also, so can instruct self shifter mechanism very easily the respective teeth wheel set to be cut gear in advance, when vehicle operating reaches shifting points, with the clutch separation of working, engage another clutch simultaneously, switch thereby finish gear.The utility model has adopted overrunning clutch, and it act as:
(1) when vehicle was in that a certain gear is stable to travel, with the overrunning clutch locking that this gear connects, power sent out through respective clutch, overrunning clutch.This moment, this overrunning clutch played transferring power on year-on-year basis.
(2) speed changer is in shift process, switching to the IV retaining with speed changer from the III retaining is example: speed changer rubs again to separated state by joining to slide with the clutch C1 that the III retaining connects mutually, rub again to jointing state by being separated to slide with the clutch C2 that the IV retaining connects mutually, for power is not interrupted, must there be the work overlap region in two clutches.If this moment, two clutches are fluid-tight engagement simultaneously owing to controlling improper or certain reason, and the respective synchronization device meshes III, IV retaining gear simultaneously, and promptly this moment, speed changer hung up III, IV two retainings simultaneously.Because two gear velocity ratio differences, will there be speed discrepancy inevitably in two transmission shafts that connect with clutch C1, C2, the rotating speed that connects transmission shaft with low gear gear pair greater than with high gear gear pair transmission shaft, the overrunning clutch that then connects low gear will skid, the overrunning clutch locking of high gear, power is sent out by high gear.The overrunning clutch if this moment clutch C1, C2 do not connect, two gear power transmission mechanisms will form end to end closed loop, this moment, the gear degrees of freedom was 0, and gear is stuck, thereby very easily causes engine misses, or two clutch harmful sliding rubbing appears under very high impacting force, the clutch friction plate temperature sharply raises, and produces distortion even ablative degradation, causes the additional engagement loss of gear simultaneously, reduce transmission efficiency, even damage power-transmitting unit.
The relative prior art of the utility model has following advantage and beneficial effect:
(1) this anti-locked double-clutch automatic transmission of two retainings of hanging is equivalent to have two cover speed variator systems, alternation in speed-change process, there is not power interruption during gearshift, make smooth gear shifting, significantly do not slow down during gearshift and produce, and the switching time of two clutches is short, thereby has shortened the gearshift time, has greatly improved shifting comfort;
(2), solved double-clutch automatic transmission and hung the locked problem of two retainings because two clutches respectively are in series with an overrunning clutch.Even two clutches are because the simultaneously complete fluid-tight engagement of misoperation (promptly hanging two retainings), speed variator system can automatically select corresponding shift gear pair to export as power in good time, the second shift gear pair and associated clutch thereof are by built on stilts, kinetic force is spread out of smoothly, can not produce when hanging two retaining because the stuck problem such as flame-out of interference power in-fighting, the motor locked and that cause that two gear velocity ratio differences are caused;
(3) because the employing of overrunning clutch, utilize its sensitivity to react and limit negative generation of torque in the other direction torque direction, automatically in time send simultaneously positive torque again, guaranteed that gearshift moment neither power interruption can take place, two retainings also can not occur hanging and interfere locked problem, it is minimum that torque disturbance reduces to, thereby can simplify dual-clutch gear-shifting oil pressure piloting strategies, improve the fault-tolerant ability of choosing, gearshift and clutch operating-controlling mechanism, improve the operational reliability of vehicle;
(4) overrunning clutch of Zeng Jiaing is simple in structure, and cost is low, and does not almost have any energy loss in the using process.
Description of drawings
Fig. 1 is the anti-a kind of structural representation of hanging the locked double-clutch type automatic gear shifting mechanism of two retainings of the utility model;
Fig. 2 is the anti-second kind of structural representation hanging the locked double-clutch type automatic gear shifting mechanism of two retainings of the utility model;
Fig. 3 is anti-the third structural representation of hanging the locked double-clutch type automatic gear shifting mechanism of two retainings of the utility model.
Embodiment
Below in conjunction with embodiment and accompanying drawing, the utility model is described in further detail, but mode of execution of the present utility model is not limited thereto.
Embodiment one
As shown in Figure 1, this anti-locked double-clutch automatic transmission of two retainings of hanging, comprise first and second clutch C1, C2, first and second overrunning clutch F1, F2 and input shaft 4, output shaft 2, transmission shaft, each shift gear pair, each gear synchronizer, gear shift control mechanism, gear shift control mechanism is connected with first and second clutch and each gear synchronizer; Input shaft 1, output shaft 2, transmission shaft is parallel to each other, gear comprises five forward I, II, III, IV, V and the R that reverses gear, first, two clutch C1, C2 and input shaft 4 are affixed, transmission shaft comprises jack shaft 1, concentric shafts 3, each gear synchronizer comprises A1, A2, A3, the arrangement of each shift gear pair is: I, III, V retaining driving gear Z1, Z3, Z5 and jack shaft 1 socket, R retaining driving gear ZR and jack shaft 1 are affixed, and jack shaft 1 is connected with the first overrunning clutch F1, II, IV retaining driving gear Z2, Z4 is connected with the second overrunning clutch F2 by concentric shafts 3, first, two synchronizer A1, A2 and jack shaft 1 are affixed, and first synchronizer A1 and the I, III retaining driving gear Z1, Z3 connects, the second synchronizer A2 is connected with V retaining driving gear Z5, I, III, V, R retaining driven gear Z1 ', Z3 ', Z5 ', ZR ' and the 3rd synchronizer and output shaft 2 are affixed, II, IV retaining driven gear Z2 ', Z4 ' and output shaft 2 sockets, and II, IV retaining driven gear Z2 ', Z4 ' is connected with the 3rd synchronizer A3 respectively.
To hang the III retaining is example, illustrate that this double-clutch type automatic gear shifting working process of mechanism is as follows: the power of power source is imported into by input shaft 4, when clutch C1 engages, when clutch C2 separates, power passes to axle 1 through overrunning clutch F1 again by clutch C1, and axle fixedly connected two synchronizer A1, A2 on 1.III on synchronizer A1 and concentric shafts 1 retaining driving gear Z3 engagement, and synchronizer A2 is when being in neutral gear position, power are passed to by III retaining driving gear Z3 and III retaining driven gear Z3 ' of its normal engagement, spread out of through output shaft 2 again.Power spreads out of via input shaft 4 → clutch C1 → synchronizer A1 → III retaining driving gear Z3 → III retaining driven gear Z3 ' → output shaft 2.Promptly this moment, this speed changer hung up the III retaining.Engage when hanging other gear or separate corresponding clutch, synchronizer gets final product, the rest may be inferred.
To hang up the IV retaining from III retaining is example, and shift process be described: at this moment separate with the clutch C2 that IV retaining gear pair connects mutually, this gear is transferring power not also, but predetermine order gear shift control mechanism changes to gear, meshes even synchronizer A3 keeps off driven gear Z4 ' with IV.When shifting points is arrived in vehicle operating, clutch C1 is separated, simultaneously engaging clutch C2.Thereby finish the gear switching that keeps off the IV retaining from III.Do not have power interruption in the shift process, the power of motor is sent out all the time continuously.
Speed changer is the above-mentioned gear handoff procedure that keeps off IV retaining from III, and clutch C1 is by joining sliding rubbing again to separating to, and clutch C2 does not interrupt for making power by being separated to sliding rubbing again to joint, and must there be the work overlap region in two clutches.If clutch C1, C2 are owing to controlling improper or other certain reason at this moment, the engagement of fluid-tight engagement, and synchronizer A1 simultaneously III keeps off driving gear Z3, and synchronizer A3 engagement IV keeps off driven gear Z4 ', and promptly this moment, speed changer hung up III, III two retainings simultaneously.Because two gear gear ratio differences, there is speed discrepancy in transmission shaft 1 with transmission shaft 3, and the rotating speed of transmission shaft 1 is greater than transmission shaft 2, then will skid with the overrunning clutch F1 that transmission shaft 1 connects mutually, overrunning clutch F2 locking with transmission shaft 1 connection, transmission shaft 2 is synchronous with input shaft 1, and power is by only being passed by IV retaining gear pair through clutch C2, overrunning clutch F2.
Embodiment two
As shown in Figure 2, this anti-locked double-clutch automatic transmission of two retainings of hanging, comprise first, second clutch C1, C2, first and second overrunning clutch F1, F2 and input shaft 1, output shaft 4, transmission shaft, each shift gear pair, each gear synchronizer, gear shift control mechanism, gear shift control mechanism is connected with first and second clutch and each gear synchronizer; Input shaft 1, output shaft 4, transmission shaft are parallel to each other, gear comprises five forward I, II, III, IV, V and the R that reverses gear, first clutch C1 and input shaft 1 are affixed, play joining shaft 1, axle 2 effects, second clutch C2 and output shaft 4 are affixed, transmission shaft comprises concentric shafts 2,3, and each gear synchronizer comprises first, second and third synchronizer A1, A2, A3.The arrangement of each shift gear pair is: I, III, V, R retaining driving gear Z1, Z3, Z5, ZR are connected with overrunning clutch F1, clutch C1 by concentric shafts 2, II, IV retaining driving gear Z2, Z4 sky are enclosed within on the input shaft 1, in time engage with input shaft 1 or separate by synchronizer A1.Synchronizer A1 and input shaft 1 are affixed, and synchronizer A2, A3 and R retaining driven gear ZR ' are affixed with output shaft 4.I, III retaining driven gear Z1 ', Z3 ' sky are enclosed within on the output shaft 4, and in time engage synchronously with output shaft 4 by synchronizer A2.II, IV retaining driven gear Z2 ', Z4 ' are connected with overrunning clutch F2, clutch C2 by concentric shafts 3.Synchronizer A3 is fixed on the output shaft 4, and cooperates with V retaining driven gear Z5 '.
Its working procedure is similar to embodiment one.
Embodiment three
As shown in Figure 3, this anti-locked double-clutch automatic transmission of two retainings of hanging, comprise first, second clutch C1, C2, first and second overrunning clutch F1, F2 and input shaft 1, output shaft 2, transmission shaft, each shift gear pair, each gear synchronizer, gear shift control mechanism, gear shift control mechanism is connected with first and second clutch and each gear synchronizer; Input shaft, output shaft, transmission shaft are parallel to each other, and gear comprises five forward I, II, III, IV, V and the R that reverses gear.This anti-locked double-clutch automatic transmission of two retainings of hanging, also comprise by output gear Z0 " and the gear train formed of first and second intermediate gear Z0, Z0 '; transmission shaft comprises jack shaft 3,5,6 and concentric shafts 4; output shaft gear Z0 " affixed with output shaft 2, first and second intermediate gear Z0, Z0 ' are corresponding to be fixed on the jack shaft 3,5, first and second clutch C1, C2 and input shaft 1 are affixed, and each gear synchronizer comprises first, second, third and fourth synchronizer A1, A2, A3, A4.The arrangement of each shift gear pair is: I, III, V retaining driving gear Z1, Z3, Z5 are fixed on the concentric shafts 4; II, IV, R retaining driving gear Z2, Z4, ZR and jack shaft 6 are affixed; I, II, V retaining driven gear Z1 ', Z2 ', Z5 ' sky are enclosed within on the jack shaft 5, and in time engage synchronously with axle 5 by synchronizer A3, A4; III, IV, R retaining driven gear Z3 ', Z4 ', ZR ' sky are enclosed within on the jack shaft 3, and in time engage with axle 3 or separate by synchronizer A1, A2.
Present embodiment is two middle shaft type double-clutch automatic transmission mechanisms.It is compared with preceding two embodiments, and difference is to have adopted two jack shafts, and power can be via two different route transmission between input shaft and output shaft.Its advantage is that the axial dimension of speed changer shortens for more preceding two kinds greatly, and function is the same with preceding two kinds of setting types with shift process.
Below only just in conjunction with having I; II; III; IV; the V retaining and R three specific embodiments of the dual clutch transmission of totally six gears that reverse gear; the working principle of present technique model utility has been done to specify; can realize the gear that five gears or other gear are arranged fully according to this design; but so long as parallel-axis type gear shift to form by two clutches; and the two clutches overrunning clutch of respectively connecting; each shift gear is secondary by strange; even number is arranged and is connect two clutches step by step; realize alternately switching of gear, all belong to the rights protection scope of the utility model technical conceive.
As mentioned above, just can realize the utility model preferably.
Claims (5)
1, the anti-locked double-clutch automatic transmission of two retainings of hanging, this anti-locked double-clutch automatic transmission of two retainings of hanging, comprise first and second clutch and input shaft, output shaft, transmission shaft, each shift gear pair, each gear synchronizer, gear shift control mechanism, gear shift control mechanism is connected with first and second clutch and each gear synchronizer; Described input shaft, output shaft, transmission shaft are parallel to each other, described two clutches are connected with input shaft or are connected with input shaft, output shaft respectively, each shift gear pair is arranged on input shaft, output shaft, the transmission shaft by strange, even number gear, and be connected with input shaft, output shaft, transmission shaft by each gear synchronizer, it is characterized in that: also corresponding first and second overrunning clutch that is connected with between described first and second clutch and transmission shaft.
2, by the locked double-clutch automatic transmission of the two retainings of the described anti-extension of claim 1, it is characterized in that: described gear comprises five forward I, II, III, IV, V and the R that reverses gear.
3, by the locked double-clutch automatic transmission of the two retainings of the described anti-extension of claim 2, it is characterized in that: described first, two clutches and input shaft are affixed, described transmission shaft comprises jack shaft, concentric shafts, each gear synchronizer comprises first, two, three synchronizers, the arrangement of described each shift gear pair is: I, III, V retaining driving gear and jack shaft socket, R retaining driving gear and jack shaft are affixed, and jack shaft is connected with first overrunning clutch, II, IV retaining driving gear is connected with second overrunning clutch by concentric shafts, first, second synchronizer and jack shaft are affixed, and first synchronizer and I, III retaining driving gear connects, second synchronizer is connected with V retaining driving gear, I, III, V, R retaining driven gear and the 3rd synchronizer and output shaft are affixed, II, IV retaining driven gear and output shaft socket, and II, IV retaining driven gear is connected with the 3rd synchronizer respectively.
4, by the locked double-clutch automatic transmission of the two retainings of the described anti-extension of claim 2, it is characterized in that: described first clutch and input shaft are affixed, second clutch and output shaft are affixed, described transmission shaft comprises first, second concentric shafts, each gear synchronizer comprises first, two, three synchronizers, the arrangement of described each shift gear pair is: I, III, V, R retaining driving gear is connected with first overrunning clutch by first concentric shafts, II, IV retaining driving gear and input shaft socket, first synchronizer and input shaft are affixed, and with II, IV retaining driving gear connects respectively, second, three synchronizers and R retaining driven gear and output shaft are affixed, I, III, V retaining driven gear and output shaft socket, and second synchronizer and I, III retaining driven gear connects respectively, the 3rd synchronizer is connected II with V retaining driven gear, IV retaining driven gear is connected with second overrunning clutch by second concentric shafts.
5, by the locked double-clutch automatic transmission of the two retainings of the described anti-extension of claim 2, it is characterized in that: also comprise by output gear and first, the gear train that two intermediate gears are formed, described transmission shaft comprises concentric shafts and first, two, three jack shafts, output gear and output shaft are affixed, first, two intermediate gears are corresponding to be fixed in first, on two jack shafts, and first, two intermediate gears and output gear engagement, described first, two clutches and input shaft are affixed, each gear synchronizer comprises first, two, three, four synchronizers, the arrangement of described each shift gear pair is: I, III, V retaining driving gear is connected with first overrunning clutch by first concentric shafts, II, the R retaining driving gear and first jack shaft are affixed, the IV retaining driving gear and the first jack shaft socket, I, the V retaining driven gear and the second jack shaft socket, the 3rd, four synchronizers and II retaining driven gear and second jack shaft are affixed, the 3rd synchronizer and I, V retaining driven gear connects respectively, the 4th synchronizer is connected with II retaining driven gear, III, IV, R retaining driven gear and the 3rd jack shaft socket, first, two synchronizers and the 3rd jack shaft are affixed, and first synchronizer is connected second synchronizer and IV with III retaining driven gear, R retaining driven gear connects respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2006200597530U CN2924171Y (en) | 2006-05-31 | 2006-05-31 | Dual-clutch type automatic transmission for preventing two-gear from being locked |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2006200597530U CN2924171Y (en) | 2006-05-31 | 2006-05-31 | Dual-clutch type automatic transmission for preventing two-gear from being locked |
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| Publication Number | Publication Date |
|---|---|
| CN2924171Y true CN2924171Y (en) | 2007-07-18 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU2006200597530U Expired - Fee Related CN2924171Y (en) | 2006-05-31 | 2006-05-31 | Dual-clutch type automatic transmission for preventing two-gear from being locked |
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| CN (1) | CN2924171Y (en) |
Cited By (25)
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| CN100532880C (en) * | 2008-05-13 | 2009-08-26 | 华南理工大学 | Power shift type automatic transmission system |
| CN101865259A (en) * | 2009-04-14 | 2010-10-20 | 腓特烈斯港齿轮工厂股份公司 | Dual-clutch transmission |
| CN102003503A (en) * | 2010-11-19 | 2011-04-06 | 重庆理工大学 | Overrunning type double-clutch transmission |
| CN102192284A (en) * | 2010-03-01 | 2011-09-21 | 胡少旺 | Transmission |
| CN102213296A (en) * | 2010-03-19 | 2011-10-12 | 马涅蒂-马瑞利公司 | Automatic manual transmission provided with parking lock device |
| WO2012049402A1 (en) * | 2010-10-11 | 2012-04-19 | Renault S.A.S. | Compact six-pinion double-clutch gearbox |
| CN102537318A (en) * | 2012-02-29 | 2012-07-04 | 鲁伟 | AMT automobile gearbox with gear shifting control shaft and gear shifting method thereof |
| CN101802447B (en) * | 2007-10-15 | 2012-07-25 | 腓特烈斯港齿轮工厂股份公司 | Dual clutch transmission |
| CN102678893A (en) * | 2012-05-29 | 2012-09-19 | 长城汽车股份有限公司 | Manual transmission |
| CN102720805A (en) * | 2011-03-30 | 2012-10-10 | 比亚迪股份有限公司 | Automatic transmission and vehicle including the automatic transmission |
| CN102720818A (en) * | 2012-06-18 | 2012-10-10 | 西南大学 | Mechanical, intelligent, adaptive, two-speed and multi-cam automatic transmission |
| CN102808904A (en) * | 2011-05-31 | 2012-12-05 | 北京理工大学 | Double-wet type dead axle and planet compound type mechanical speed change mechanism used for high-speed vehicle |
| CN103115115A (en) * | 2013-02-18 | 2013-05-22 | 安徽江淮汽车股份有限公司 | Transmission device of dual clutch transmission gearbox |
| CN103415411A (en) * | 2011-03-15 | 2013-11-27 | 腓特烈斯港齿轮工厂股份公司 | Hybrid drive of a motor vehicle |
| CN104088971A (en) * | 2014-05-09 | 2014-10-08 | 天津内燃机研究所 | Automobile and transmission and clutch for automobile |
| CN104308540A (en) * | 2014-10-16 | 2015-01-28 | 深圳市京田精密五金有限公司 | Integrated gear/worm wheel machining device and integrated machining method for gears/worm wheels |
| CN107002829A (en) * | 2014-11-20 | 2017-08-01 | 沃尔沃卡车集团 | For computer program, computer-readable medium and the control unit for controlling the methods of many clutch speed changers, running on computer |
| CN107917155A (en) * | 2016-10-10 | 2018-04-17 | 通用汽车环球科技运作有限责任公司 | Clutch control in buncher |
| CN108350995A (en) * | 2015-11-12 | 2018-07-31 | 五十铃自动车株式会社 | Dual clutch transmission |
| CN109356980A (en) * | 2018-11-07 | 2019-02-19 | 柳州惠林科技有限责任公司 | A kind of no reverse gear third gear single-direction transmission two-shift automatic variable speed device |
| CN109356981A (en) * | 2018-11-07 | 2019-02-19 | 柳州惠林科技有限责任公司 | One kind having reverse gear third gear single-direction transmission two-shift automatic variable speed device |
| CN109869449A (en) * | 2017-12-04 | 2019-06-11 | 现代自动车株式会社 | More gear double-clutch speed changers for hybrid vehicle |
| CN110319127A (en) * | 2019-04-11 | 2019-10-11 | 汉腾汽车有限公司 | A kind of algorithm that clutch limit voltage is read |
| EP3726095A1 (en) * | 2019-04-18 | 2020-10-21 | Hamilton Sundstrand Corporation | Multispeed transmission |
| CN113696722A (en) * | 2021-09-13 | 2021-11-26 | 凯博易控车辆科技(苏州)股份有限公司 | Pure electric multi-gear speed change system |
-
2006
- 2006-05-31 CN CNU2006200597530U patent/CN2924171Y/en not_active Expired - Fee Related
Cited By (39)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101802447B (en) * | 2007-10-15 | 2012-07-25 | 腓特烈斯港齿轮工厂股份公司 | Dual clutch transmission |
| CN100532880C (en) * | 2008-05-13 | 2009-08-26 | 华南理工大学 | Power shift type automatic transmission system |
| CN101865259A (en) * | 2009-04-14 | 2010-10-20 | 腓特烈斯港齿轮工厂股份公司 | Dual-clutch transmission |
| CN101865259B (en) * | 2009-04-14 | 2013-03-27 | 腓特烈斯港齿轮工厂股份公司 | Double clutch transmission |
| CN102192284A (en) * | 2010-03-01 | 2011-09-21 | 胡少旺 | Transmission |
| CN102213296A (en) * | 2010-03-19 | 2011-10-12 | 马涅蒂-马瑞利公司 | Automatic manual transmission provided with parking lock device |
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| WO2012049402A1 (en) * | 2010-10-11 | 2012-04-19 | Renault S.A.S. | Compact six-pinion double-clutch gearbox |
| CN102003503A (en) * | 2010-11-19 | 2011-04-06 | 重庆理工大学 | Overrunning type double-clutch transmission |
| CN103415411B (en) * | 2011-03-15 | 2016-09-21 | 腓特烈斯港齿轮工厂股份公司 | The hybrid drive of motor vehicles |
| CN103415411A (en) * | 2011-03-15 | 2013-11-27 | 腓特烈斯港齿轮工厂股份公司 | Hybrid drive of a motor vehicle |
| CN102720805A (en) * | 2011-03-30 | 2012-10-10 | 比亚迪股份有限公司 | Automatic transmission and vehicle including the automatic transmission |
| CN102720805B (en) * | 2011-03-30 | 2016-03-02 | 比亚迪股份有限公司 | A kind of automatic transmission and comprise the vehicle of this automatic transmission |
| CN102808904A (en) * | 2011-05-31 | 2012-12-05 | 北京理工大学 | Double-wet type dead axle and planet compound type mechanical speed change mechanism used for high-speed vehicle |
| CN102808904B (en) * | 2011-05-31 | 2014-12-24 | 北京理工大学 | Double-wet type dead axle and planet compound type mechanical speed change mechanism used for high-speed vehicle |
| CN102537318A (en) * | 2012-02-29 | 2012-07-04 | 鲁伟 | AMT automobile gearbox with gear shifting control shaft and gear shifting method thereof |
| CN102678893B (en) * | 2012-05-29 | 2015-04-22 | 长城汽车股份有限公司 | Manual transmission |
| CN102678893A (en) * | 2012-05-29 | 2012-09-19 | 长城汽车股份有限公司 | Manual transmission |
| CN102720818B (en) * | 2012-06-18 | 2015-07-15 | 西南大学 | Mechanical, intelligent, adaptive, two-speed and multi-cam automatic transmission |
| CN102720818A (en) * | 2012-06-18 | 2012-10-10 | 西南大学 | Mechanical, intelligent, adaptive, two-speed and multi-cam automatic transmission |
| CN103115115B (en) * | 2013-02-18 | 2015-07-22 | 安徽江淮汽车股份有限公司 | Transmission device of dual clutch transmission gearbox |
| CN103115115A (en) * | 2013-02-18 | 2013-05-22 | 安徽江淮汽车股份有限公司 | Transmission device of dual clutch transmission gearbox |
| CN104088971A (en) * | 2014-05-09 | 2014-10-08 | 天津内燃机研究所 | Automobile and transmission and clutch for automobile |
| CN104308540B (en) * | 2014-10-16 | 2016-08-24 | 深圳市京田精密科技有限公司 | Integral type tooth/spiral case making device and the integral type processing method of tooth/worm gear |
| CN104308540A (en) * | 2014-10-16 | 2015-01-28 | 深圳市京田精密五金有限公司 | Integrated gear/worm wheel machining device and integrated machining method for gears/worm wheels |
| US10400892B2 (en) | 2014-11-20 | 2019-09-03 | Volvo Truck Corporation | Method, computer program when run on a computer, computer readable medium and control unit for controlling a multi-clutch transmission |
| CN107002829A (en) * | 2014-11-20 | 2017-08-01 | 沃尔沃卡车集团 | For computer program, computer-readable medium and the control unit for controlling the methods of many clutch speed changers, running on computer |
| CN107002829B (en) * | 2014-11-20 | 2019-10-25 | 沃尔沃卡车集团 | Computer program, computer-readable medium and control unit for controlling the methods of more clutch speed changers, running on computer |
| CN108350995A (en) * | 2015-11-12 | 2018-07-31 | 五十铃自动车株式会社 | Dual clutch transmission |
| CN107917155A (en) * | 2016-10-10 | 2018-04-17 | 通用汽车环球科技运作有限责任公司 | Clutch control in buncher |
| CN107917155B (en) * | 2016-10-10 | 2020-04-10 | 通用汽车环球科技运作有限责任公司 | Clutch control in a continuously variable transmission |
| CN109869449A (en) * | 2017-12-04 | 2019-06-11 | 现代自动车株式会社 | More gear double-clutch speed changers for hybrid vehicle |
| CN109869449B (en) * | 2017-12-04 | 2024-01-26 | 现代自动车株式会社 | Multi-speed dual clutch transmission for hybrid vehicle |
| CN109356981A (en) * | 2018-11-07 | 2019-02-19 | 柳州惠林科技有限责任公司 | One kind having reverse gear third gear single-direction transmission two-shift automatic variable speed device |
| CN109356980A (en) * | 2018-11-07 | 2019-02-19 | 柳州惠林科技有限责任公司 | A kind of no reverse gear third gear single-direction transmission two-shift automatic variable speed device |
| CN110319127A (en) * | 2019-04-11 | 2019-10-11 | 汉腾汽车有限公司 | A kind of algorithm that clutch limit voltage is read |
| EP3726095A1 (en) * | 2019-04-18 | 2020-10-21 | Hamilton Sundstrand Corporation | Multispeed transmission |
| US11226026B2 (en) | 2019-04-18 | 2022-01-18 | Hamilton Sundstrand Corporation | Multispeed transmission |
| CN113696722A (en) * | 2021-09-13 | 2021-11-26 | 凯博易控车辆科技(苏州)股份有限公司 | Pure electric multi-gear speed change system |
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Granted publication date: 20070718 Termination date: 20100531 |