Power flow configuration for dual clutch transmission mechanism

A technology of clutches and automobile transmissions, which is applied in the direction of vehicle gearboxes, transmissions, mechanical equipment, etc., can solve the problems of limited transmissions, large and expensive synchronizers, etc., and achieve the effect of reducing complexity and cost, and reducing pressure

Inactive Publication Date: 2008-04-02
BORGWARNER INC
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

For example, synchronizers for first gear are typically larger and more expensive than synchronizers for other gears, and can create additional durability and service issues for different more complex structures, such as multi-cone synchronizers
[0014] In addition, the pinion and gear arrangement limits the minimum diameter (perpendicular to the axis of the layshaft) and minimum length (parallel to the axis of the layshaft) of the variator

Method used

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  • Power flow configuration for dual clutch transmission mechanism
  • Power flow configuration for dual clutch transmission mechanism
  • Power flow configuration for dual clutch transmission mechanism

Examples

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example

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3.31

[0135] As shown in this example, using the sprocket, pinion and gear configuration assumed above, both the upstream and downstream ratios are much smaller than the effective ratio of the countershaft. Accordingly, some or all of the benefits detailed above can be realized. Similar reduced upstream and downstream transmission can be obtained using other sprocket or gear, pinion and countershaft gear configurations with similar benefits and at other gear ratios.

[0136] Additional aspects of the operation of the dual clutch transmission mechanisms disclosed herein can be illustrated by comparison with conventional dual clutch transmissions. For example, in a conventional dual clutch transmission, the relationship between the engine input speed and the speed of the first, odd layshaft when the first, odd clutch is engaged can be expressed as R L1 = R E , where R L1 is the rotational speed of the first layshaft, and R E is the engine inp...

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PUM

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Abstract

A transmission mechanism with a pair of selectively engageable clutch systems is disclosed that has an upstream gear ratio and a downstream gear ratio that combine to provide an effective gear ratio. A different clutch drive member (42,44) is associated with an input side of each of the pair of clutch systems. The clutch drive members are driven for rotation by an engine input member (26). The upstream gear ratio is determined by the gear ratio between the engine input member and one of the clutch drive members. Output sides of each of the clutch systems drive an associated one of a pair of non-coaxial layshafts (20,22). Pinions are located on and selectively driven by the layshafts. A countershaft (50) is spaced from both of the layshafts, and has a plurality of gears. Each of the gears is driven for rotation by one of the pinions of the layshafts. The downstream gear ratio is determined by the gear ratio between the selected pinion and the intermeshed gear.

Description

technical field [0001] The present disclosure relates to a dual clutch transmission, and more particularly to a dual clutch transmission with an improved mechanism and a method of using the power flow of a dual clutch transmission. Background technique [0002] A typical motor vehicle transmission utilizes a common input shaft from the engine to a series of gears (which may also be referred to as "pinions ( pinion)") to provide the driving force, the series of gears are aligned and mesh with corresponding gears on a parallel output shaft (which may also be referred to as a "countershaft"). Specific combinations of corresponding pinion gears on the layshaft and gears on the countershaft can be selected to provide different gear ratios for transmitting torque in different, typically overlapping speed ranges. [0003] Rather, the corresponding pinion and gear combination provides the gear ratio for transferring torque and rotation from the engine to downstream components of th...

Claims

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Application Information

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Patent Type & Authority Applications(China)
IPC IPC(8): F16H3/00
CPCF16H3/006F16H2200/0052F16H2200/0047F16H3/10F16H3/08F16H61/688F16H3/093F16H2003/0822Y10T74/19228Y10T74/19233Y10T74/19284F16H3/00
Inventor T·E·布拉福德
Owner BORGWARNER INC
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