Dual-clutch transmission

Abstract

The present invention discloses a dual-clutch transmission, which relates to the field of transmissions. The technical solution of the present invention includes a dual-clutch assembly, a first input shaft assembly, a second input shaft, a first output shaft assembly, a second output shaft assembly, and a differential assembly; the differential assembly includes a first side gear, a second side gear, a planetary gear, and a gear carrier; the first side gear of the differential assembly is in transmission connection with the first output shaft assembly; the second side gear of the differential assembly is in transmission connection with the second output shaft assembly, and the gear carrier is an externally output component. The differential of the solution can well neutralize the speed difference when the two clutches simultaneously input power outwards, and the clutches will not have the situation of excessive running-in and heating. The differential can add one gear respectively on the basis of the existing adjacent gears, with more gears, smoother gear shifting, and at the same time, it will not affect the efficiency of gear shifting.

Description

Technical Field

[0001] The present invention relates to the field of transmissions, and particularly to dual-clutch transmissions. Background Art

[0002] Dual-clutch transmissions are different from general automatic transmissions. They adopt two independently controlled clutches, and control two groups of output shafts through different input shafts respectively. The two output shafts are rigidly connected and transmit power outward. During the shifting process, when the gears of the current gear are still in the coupled state, the gears to be shifted are already in the pre-coupled state. While the clutch corresponding to the previous gear is slowly disengaged, the clutch corresponding to the shifting gear is slowly coupled until the clutch corresponding to the previous gear is completely disengaged and the clutch corresponding to the shifting gear is coupled, so as to ensure that the torques transmitted by the two clutches are close to the output torque of the engine. However, there are the following problems in this process. During the shifting process, a state where the two clutches are simultaneously coupled will occur. Since the two output shafts are connected to the same external output component, that is, when one output shaft rotates, the other output shaft will also rotate synchronously. Due to the pre-coupling of the shifting gears, the clutches corresponding to the shifting gears will also rotate. In this state, although both clutches rotate, there is a difference in rotational speed, and there will be a situation of mutual friction, thereby resulting in the heating and wear of the clutches. In addition, when shifting gears, in order to balance the shifting efficiency, the gear settings are limited, and each gear corresponds to a specific speed range. When changing from one gear to another, there will be a feeling of discontinuous and uneven speed change.

[0003] In addition, another related background technology of this application manuscript: differential. The differential is widely used in current automobiles and is a mechanism that can enable the left and right (or front and rear) drive wheels to rotate at different speeds. It mainly consists of left and right half-axle gears, two planetary gears, a gear carrier and a differential lock. The differential lock is to forcibly change the unequal-speed rotation of the two half-axles into equal-speed rotation, which can enable the vehicle to maintain power output when one side wheel slips, so as to get out of trouble. Summary of the Invention

[0004] To solve the above technical problems, the present invention provides a dual-clutch transmission. The differential can well neutralize the speed difference when the two clutches simultaneously input power outward, and the clutches will not show the situation of excessive wear and heating. The differential can add one gear respectively on the basis of the existing adjacent gears, with more gears, smoother shifting, and at the same time, it will not affect the shifting efficiency.

[0005] The technical solution adopted by the present invention to solve its technical problems is: including a dual-clutch assembly, a first input shaft assembly, a second input shaft assembly, a first output shaft assembly, a second output shaft assembly and a differential assembly with a differential lock;

[0006] The dual clutch assembly includes a first clutch and a second clutch;

[0007] The first clutch is drivingly connected to the first input shaft assembly, and the first input shaft assembly is drivingly connected to the first output shaft assembly;

[0008] The second clutch is drivingly connected to the second input shaft assembly, and the second input shaft assembly is drivingly connected to the second output shaft assembly;

[0009] The differential assembly includes a first side gear, a second side gear, a planetary gear and a gear carrier;

[0010] The first half-shaft gear of the differential assembly is drivingly connected to the first output shaft assembly; the second half-shaft gear of the differential assembly is drivingly connected to the second output shaft assembly, and the gear rack is an external output component.

[0011] The differential assembly in this solution is a differential with a differential lock used in existing automobiles.

[0012] When the vehicle starts, the first clutch and the second clutch are both in a disengaged state. At this time, the first gear is engaged through the synchronizer and the differential lock is locked. When the vehicle starts, the first clutch is coupled and the vehicle moves forward through the first gear; when it is necessary to shift up, the second clutch is coupled and the differential lock is disconnected. At this time, the first clutch drives the first gear to work, and the second clutch drives the second gear to work, that is, the first output shaft assembly and the second output shaft assembly respectively input different speeds through the first half-shaft gear and the second half-shaft gear. Due to the characteristics of the differential itself, the speed obtained by the external output component will be the speed after the first half-shaft body and the second half-shaft body are neutralized, that is, the speed between the first gear and the second gear. When it is necessary to shift up again, the first clutch is disconnected, the differential lock is locked, and the third gear is engaged through the synchronizer and waits for it. At this time, the second gear works alone and the vehicle moves forward at the second gear speed. When the shift up command is received, the first clutch is coupled and the third gear is engaged. Subsequent gear shifting is based on the same principle as above. Due to the existence of the differential, a new gear is formed between traditional adjacent gears. If there are five gears now, plus the new gear between adjacent gears, there will be nine gears. The increase in gears can directly make the shifting process smoother. At the same time, the differential can make the new adjacent gears switch more smoothly. When the first clutch and the second clutch are coupled at the same time, the differential can make a good transition to avoid mutual wear and heat.

[0013] Preferably, the first input shaft assembly includes a first input shaft body and a plurality of odd-numbered gear input gears arranged on the first input shaft body, the first output shaft assembly includes a first output shaft body and a plurality of odd-numbered gear output gears adapted to the first output shaft body, the odd-numbered gear output gears mesh with the odd-numbered gear input gears one by one, and a synchronizer is respectively arranged between the first output shaft body and each of the odd-numbered gear output gears;

[0014] The second input shaft assembly includes a second input shaft body and a plurality of even-numbered gear input gears arranged on the second input shaft body, the second output shaft assembly includes a second output shaft body and a plurality of even-numbered gear output gears adapted for the second output shaft body, the even-numbered gear output gears are meshed with the even-numbered gear input gears one by one, and synchronizers are respectively arranged between the second output shaft body and each of the even-numbered gear output gears.

[0015] By arranging the odd gears and the even gears on different input shaft components, the gears can be alternately raised and lowered.

[0016] Preferably, a reverse gear input gear is arranged on the first input shaft or the second input shaft, a reverse gear output gear is adapted to the first output shaft or the second output shaft corresponding to the reverse gear input gear, a synchronizer is arranged corresponding to the reverse gear output gear, and the reverse gear input gear is connected to the reverse gear output gear through a reverse gear transmission, so as to facilitate reverse gearing.

[0017] Preferably, the first side gear and the second side gear are coaxially arranged opposite to each other, a plurality of the planetary gears are simultaneously meshed with the first side gear and the second side gear, and each of the planetary gears is rotationally matched with the gear frame. After the first side gear and the second side gear have different speeds, after the planetary gears neutralize, twice the speed of the external output component will be the sum of the speed of the first side gear and the speed of the second side gear.

[0018] Preferably, the first half-shaft gear is provided with a first half-shaft body externally, the outer end of the first half-shaft body is provided with a first outer bevel gear, and the first output shaft body is provided with a second outer bevel gear meshing with the first outer bevel gear;

[0019] The second half-shaft gear is arranged at the outer end of the first half-shaft body. The second half-shaft body is arranged externally. The third outer bevel gear is arranged at the outer end of the second half-shaft body. The second output shaft body is provided with a fourth outer bevel gear meshing with the third outer bevel gear.

[0020] The power of the first output shaft and the second output shaft can be well transmitted to the differential assembly, and the relative positions of the two can be better arranged.

[0021] Preferably, the first half shaft gear is fixed to the first output shaft body, the second half shaft gear is provided with a third half shaft body outward, and the third half shaft body is in transmission connection with the second output shaft body. The structure is more concise, and the power loss caused by excessive components can be avoided.

[0022] Preferably, the gear rack is provided with an externally output gear, and the externally output gear is coaxially arranged with the first half shaft gear. It is convenient to output power externally.

[0023] Preferably, the externally output gear is a bevel gear, and an externally output shaft is further included. The externally output shaft is provided with a fifth external bevel gear meshing with the externally output gear. The power can be better guided to the wheel through the externally output shaft.

[0024] Preferably, a shaft hole adapted to the first input shaft body is arranged in the second input shaft body.

[0025] Advantages of the present invention:

[0026] In this solution, when shifting up or down, there is always one set of clutches working alone or two sets of clutches working simultaneously. The existence of the differential makes there be no power interruption during the gear shifting process, and the differential can well neutralize the speed difference when the two clutches input power externally at the same time. The clutches will not have the situation of excessive wear and heat generation. The differential can add one gear respectively on the basis of the existing adjacent gears. There are more gears, the gear shifting is smoother, and at the same time, the gear shifting efficiency is not affected. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only three of the present invention. For those of ordinary skill in the art, other drawings can be obtained according to these drawings without creative efforts.

[0028] Figure 1 It is a schematic diagram of Embodiments 1, 2 and 5 of the present invention;

[0029] Figure 2 It is a schematic diagram of Embodiment 3 of the present invention;

[0030] Figure 3 It is a schematic diagram of Embodiment 4 of the present invention;

[0031] Among them, the first clutch 1, the second clutch 2, the first half shaft body 3, the second half shaft body 4, the differential lock 5, the first input shaft body 6, the odd gear input gear 7, the odd gear output gear 8, the synchronizer 9, the second input shaft body 10, the even gear input gear 11, the even gear output gear 12, the first output shaft body 13, the second output shaft body 14, the reverse gear 15, the reverse gear input gear 16, the reverse gear output gear 17, the external output gear 18, the planetary gear 19, the first half shaft gear 20, the second half shaft gear 21, the external output shaft 22, the fifth external bevel gear 23, the first external bevel gear 24, the second external bevel gear 25, the third external bevel gear 26, the fourth external bevel gear 27, the third half shaft body 28, and the gear carrier 29. Detailed implementation manners

[0032] To deepen the understanding of the present invention, the present invention will be further described in detail below in conjunction with the drawings and embodiments. The embodiments are only used to explain the present invention and do not limit the protection scope of the present invention.

[0033] Embodiment 1

[0034] As Figure 1 shown, it includes a dual clutch assembly, a first input shaft assembly, a second input shaft assembly, a first output shaft assembly, a second output shaft assembly, and a differential assembly with a differential lock 5.

[0035] The dual clutch assembly includes a first clutch 1 and a second clutch 2. The first clutch 1 is in transmission connection with the first input shaft assembly, and the first input shaft assembly is in transmission connection with the first output shaft assembly. The second clutch 2 is in transmission connection with the second input shaft assembly, and the second input shaft assembly is in transmission connection with the second output shaft assembly.

[0036] The differential assembly includes a first half shaft gear 20, a second half shaft gear 21, a planetary gear 19, and a gear carrier 29. The first half shaft gear 20 of the differential assembly is in transmission connection with the first output shaft assembly; the second half shaft gear 21 of the differential assembly is in transmission connection with the second output shaft assembly, and the gear carrier 29 is an external output component.

[0037] In this solution, the differential assembly is the differential with a differential lock used in existing automobiles.

[0038] The main difference between the present scheme and the existing dual-clutch transmission lies in the connection method between the two output shafts of the dual-clutch transmission and the differential. Except for the different external connection structures of the two output shafts, the other parts of the dual-clutch transmission can adopt the existing dual-clutch transmission. The differential lock 5 is used to enable the first half-shaft body 3 and the second half-shaft body 4 to achieve synchronous rotation. The differential lock 5 is also a conventional technology in the existing differential. Therefore, the structure of the above existing technology is not described in detail in this embodiment. It is only for the convenience of understanding the technical principle of this scheme, and examples are given.

[0039] When the vehicle starts, the first clutch 1 and the second clutch 2 are both in a disengaged state. At this time, the first gear is engaged through the synchronizer 9 and the differential lock 5 is locked. When the vehicle starts, the first clutch 1 is coupled and the vehicle moves forward through the first gear; when it is necessary to shift up, the second clutch 2 is coupled and the differential lock 5 is disconnected. At this time, the first clutch 1 drives the first gear to work, and the second clutch 2 drives the second gear to work, that is, the first output shaft assembly and the second output shaft assembly input different speeds through the first half-shaft gear 20 and the second half-shaft gear 21 respectively. Due to the characteristics of the differential itself, the speed obtained by the external output component will be the speed after the first half-shaft body 3 and the second half-shaft body 4 are neutralized, that is, the speed between the first gear and the second gear. When it is necessary to shift up again, the first clutch 1 is disconnected, the differential lock 5 is locked, and the third gear is engaged through the synchronizer 9 and waits for it. At this time, the second gear works alone and the vehicle moves forward at the second gear speed. When the shift up command is received, the first clutch 1 is coupled and the third gear is engaged. Subsequent gear shifting is based on the same principle as above. Due to the existence of the differential, a new gear is formed between traditional adjacent gears. If there are five existing gears, plus the new gear between adjacent gears, nine gears will be obtained. The increase in gears can directly make the shifting process smoother. At the same time, the differential can make the new adjacent gears switch more smoothly. When the first clutch 1 and the second clutch 2 are coupled at the same time, the differential can make a good transition to avoid mutual wear and heat.

[0040] The first input shaft assembly includes a first input shaft body 6 and a plurality of odd-numbered gear input gears 7 arranged on the first input shaft body 6, the first output shaft assembly includes a first output shaft body 13 and a plurality of odd-numbered gear output gears 8 adapted to the first output shaft body 13, the odd-numbered gear output gears 8 are meshed with the odd-numbered gear input gears 7 one by one, and a synchronizer 9 is respectively arranged between the first output shaft body 13 and each of the odd-numbered gear output gears 8.

[0041] The second input shaft assembly includes a second input shaft body 10 and a plurality of even-numbered gear input gears 11 arranged on the second input shaft body 10, and the second output shaft assembly includes a second output shaft body 14 and a plurality of even-numbered gear output gears 12 adapted to the second output shaft body 14, the even-numbered gear output gears 12 are meshed with the even-numbered gear input gears 11 one by one, and a synchronizer 9 is respectively arranged between the second output shaft body 14 and each of the even-numbered gear output gears 12.

[0042] By arranging the odd gears and the even gears on different input shaft components, the gears can be alternately raised and lowered.

[0043] The second input shaft 10 is provided with a reverse gear input gear 16, the second output shaft 14 is adapted with a reverse gear output gear 17 corresponding to the reverse gear input gear 16, the reverse gear output gear 17 is provided with a synchronizer 9 correspondingly, and the reverse gear input gear 16 is connected to the reverse gear output gear 17 through a reverse gear 15, so as to facilitate reverse gearing.

[0044] The first side gear 20 and the second side gear 21 are coaxially arranged opposite to each other, and a plurality of the planetary gears 19 are simultaneously meshed with the first side gear 20 and the second side gear 21, and each of the planetary gears 19 is rotatably matched with the gear frame 29. After the first side gear 20 and the second side gear 21 have different rotation speeds, after being neutralized by the planetary gear 19, twice the rotation speed of the external output component will be the sum of the rotation speed of the first side gear 20 and the rotation speed of the second side gear 21. The second input shaft body 10 is provided with an axial hole adapted to the first input shaft body 6. In this embodiment, the first side gear 20, the second side gear 21 and the planetary gear 19 are all external bevel gears.

[0045] Example 2

[0046] Combination Figure 1 As shown, compared with Example 1, the difference of this embodiment is that: the first half-shaft gear 20 is provided with a first half-shaft body 3 externally, the outer end of the first half-shaft body 3 is provided with a first outer bevel gear 24, and the first output shaft body 13 is provided with a second outer bevel gear 25 meshing with the first outer bevel gear 24; the outer end of the first half-shaft body 3 is provided with the second half-shaft gear 21 externally provided with a second half-shaft body 4, the outer end of the second half-shaft body 4 is provided with a third outer bevel gear 26, and the second output shaft body 14 is provided with a fourth outer bevel gear 27 meshing with the third outer bevel gear 26.

[0047] The power of the first output shaft 13 and the second output shaft 14 can be well transmitted to the differential assembly, and the relative positions of the two can be better arranged.

[0048] Example 3

[0049] Combination Figure 2 As shown, compared with embodiment 1, the difference of this embodiment is that: the first half-shaft gear 20 is fixed to the first output shaft body 13, the second half-shaft gear 21 is provided with a third half-shaft body 28 outwardly, the third half-shaft body 28 is transmission-connected with the second output shaft body 14, and the third half-shaft body 28 and the second output shaft body 14 can be connected by a gear set. The structure is more streamlined, and the power loss caused by excessive component transmission can be avoided.

[0050] Example 4

[0051] Combination Figure 3 As shown, compared with the embodiment 1, the difference of this embodiment is that the gear frame 29 is provided with an external output gear 18, and the external output gear 18 is coaxially arranged with the first half-shaft gear 20. It is convenient to output power externally. That is, the external output gear 18 can be transmitted to the transmission arranged in the positive direction at the wheel through the gear set or other components.

[0052] Example 5

[0053] Combination Figure 1 As shown, compared with embodiment 1, the difference of this embodiment is that the external output gear 18 is a bevel gear, and also includes an external output shaft 22, and the external output shaft 22 is provided with a fifth external bevel gear 23 meshing with the external output gear 18. The power can be better directed to the wheels through the external output shaft 22. The external output shaft 22 is the input shaft in the existing automotive differential.

[0054] In this solution, when shifting up or down, there is always one set of clutches working alone or two sets of clutches working at the same time. The existence of the differential ensures that there is no power interruption during the gear shifting process, and the differential can well neutralize the speed difference when the two clutches input power to the outside at the same time, and the clutch will not have excessive running-in and heating. The differential can add a gear on the basis of the existing adjacent gears, so that there are more gears and the gear shifting is smoother, and at the same time, the gear shifting efficiency will not be affected.

[0055] The inner outer diameter of the differential needs to be changed to a 1:1:1 output. That is, the planet gear 19 inside the differential being 1 / 2 of the outer diameter of the first half shaft gear 20 and the second half shaft gear 21 can achieve this. For example, if the first half shaft body 3 or the second half shaft body 4 of the differential inputs 600 revolutions per minute, the output shaft 22 also outputs 600 revolutions per minute. In this way, when the two ends of the first half shaft body 3 and the second half shaft body 4 have different rotation speeds. The output will obtain the number of revolutions obtained by dividing the sum of the rotation speeds of the first half shaft body 3 and the second half shaft body 4 by two. This inverted differential can also be used in hybrid vehicles. The two ends of the first half shaft body 3 or the second half shaft body 4 are respectively connected to the engine and the motor, and hybrid output is achieved with the cooperation of the vehicle computer.

[0056] The above embodiments should not limit the present invention in any way. Any technical solutions obtained by means of equivalent substitution or equivalent conversion fall within the protection scope of the present invention.

Claims

1. Dual-clutch transmission, Characterized in that: It includes a dual-clutch assembly, a first input shaft assembly, a second input shaft assembly, a first output shaft assembly, a second output shaft assembly, and a differential assembly with a differential lock (5); The dual-clutch assembly includes a first clutch (1) and a second clutch (2); The first clutch (1) is drivingly connected to the first input shaft assembly, and the first input shaft assembly is drivingly connected to the first output shaft assembly; The second clutch (2) is drivingly connected to the second input shaft assembly, and the second input shaft assembly is drivingly connected to the second output shaft assembly; The differential assembly includes a first side gear (20), a second side gear (21), a planetary gear (19), and a gear carrier (29); The first side gear (20) of the differential assembly is drivingly connected to the first output shaft assembly; the second side gear (21) of the differential assembly is drivingly connected to the second output shaft assembly, and the gear carrier (29) is an externally output component.

2. The dual-clutch transmission according to claim 1, Characterized in that: The first input shaft assembly includes a first input shaft body (6) and a number of odd-gear input gears (7) arranged on the first input shaft body (6). The first output shaft assembly includes a first output shaft body (13) and a number of odd-gear output gears (8) adapted to the first output shaft body (13). The odd-gear output gears (8) are in one-to-one correspondence and meshed with the odd-gear input gears (7). Synchronizers (9) are respectively arranged between the first output shaft body (13) and each of the odd-gear output gears (8); The second input shaft assembly includes a second input shaft body (10) and a number of even-gear input gears (11) arranged on the second input shaft body (10). The second output shaft assembly includes a second output shaft body (14) and a number of even-gear output gears (12) adapted to the second output shaft body (14). The even-gear output gears (12) are in one-to-one correspondence and meshed with the even-gear input gears (11). Synchronizers (9) are respectively arranged between the second output shaft body (14) and each of the even-gear output gears (12).

3. The dual-clutch transmission according to claim 2, Characterized in that: A reverse-gear input gear (16) is arranged on the first input shaft body (6) or the second input shaft body (10). A reverse-gear output gear (17) is adapted to the first output shaft body (13) or the second output shaft body (14) corresponding to the reverse-gear input gear (16). A synchronizer (9) is correspondingly arranged for the reverse-gear output gear (17). The reverse-gear input gear (16) is drivingly connected to the reverse-gear output gear (17) through a reverse gear (15).

4. The dual-clutch transmission according to claim 2, Characterized in that: The first half shaft gear (20) and the second half shaft gear (21) are arranged coaxially and oppositely, and a plurality of the planetary gears (19) are all meshed with the first half shaft gear (20) and the second half shaft gear (21) simultaneously, and each of the planetary gears (19) is rotatably fitted to the gear carrier (29).

5. The dual clutch transmission according to claim 4, wherein: A first half shaft body (3) is arranged outside the first half shaft gear (20), a first external bevel gear (24) is arranged at the outer end of the first half shaft body (3), and a second external bevel gear (25) meshing with the first external bevel gear (24) is arranged on the first output shaft body (13); A second half shaft body (4) is arranged outside the second half shaft gear (21) at the outer end of the first half shaft body (3), a third external bevel gear (26) is arranged at the outer end of the second half shaft body (4), and a fourth external bevel gear (27) meshing with the third external bevel gear (26) is arranged on the second output shaft body (14).

6. The dual clutch transmission according to claim 4, wherein: The first half shaft gear (20) is fixed to the first output shaft body (13), a third half shaft body (28) is arranged outside the second half shaft gear (21), and the third half shaft body (28) is in transmission connection with the second output shaft body (14).

7. The dual clutch transmission according to claim 1, wherein: An external output gear (18) is arranged on the gear carrier (29), and the external output gear (18) is arranged coaxially with the first half shaft gear (20).

8. The dual clutch transmission according to claim 7, wherein: The external output gear (18) is a bevel gear, and an external output shaft (22) is further included, and a fifth external bevel gear (23) meshing with the external output gear (18) is arranged on the external output shaft (22).

9. The dual clutch transmission according to claim 2, wherein: A shaft hole adapted to the first input shaft body (6) is arranged inside the second input shaft body (10).

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