Six-speed front-transverse double-clutch transmission with third counter shaft
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Solution Overview
Problem
Existing dual clutch transmissions require significant axial installation space, limiting their suitability for compact applications such as front-transverse motor vehicle arrangements.
Innovation Solution
A transmission design featuring six shafts with coaxial and axially offset arrangements, along with nine switching elements, including frictional starting clutches and gear connections, allows for a compact axial layout by utilizing an additional shaft with an idler gear to maintain unchanged axial dimensions while reducing space requirements.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Volume of moving object
If a dual-clutch transmission with six forward gears is implemented using conventional two-countershaft designs, then the gear functionality is achieved, but the axial installation space becomes excessively large
Solution Approach 1:
The patent implements a nested shaft arrangement where the third shaft is positioned coaxially inside the hollow second shaft, and the fourth shaft is positioned inside the fifth shaft. This nesting of shafts within shafts dramatically reduces the axial footprint of the transmission while maintaining all necessary gear pathways for six forward gears and reverse functionality.
Solution Approach 2:
The patent transitions from a conventional two-countershaft layout to a six-shaft arrangement that utilizes both axial and radial dimensions more efficiently. By distributing gears and shafts across multiple dimensions (coaxial arrangements, offset positions), the design achieves compact axial packaging while preserving all gear engagement pathways.
2Length of stationary object
If the number of shafts is increased to six shafts with coaxial and offset arrangements, then the axial space is reduced, but the structural complexity increases
Solution Approach 1:
The transmission is segmented into six distinct shafts, each with specific functions and gear arrangements. The shafts are divided into coaxial groups (first, second, and third shafts share a common axis; fourth and fifth shafts are offset from each other) which modularizes the complexity and allows for systematic gear engagement control through nine dedicated switching elements.
Solution Approach 2:
The third shaft acts as an intermediary component that provides additional gear engagement pathways without significantly increasing axial space. By positioning the third shaft coaxially within the hollow second shaft, it serves as a mediator that enables additional forward gears while maintaining compact axial dimensions.
3Adaptability or versatility
If nine switching elements are implemented to control gear engagements, then all gear ratios and reverse functions are achieved, but the device complexity increases
Solution Approach 1:
Each switching element is designed to perform multiple functions: controlling engagement between different shafts, enabling various gear ratios, and facilitating reverse gear operation. The switching elements act as universal connectors that can establish rotational fixed connections between any combination of shafts, providing versatile gear control without requiring dedicated mechanisms for each function.
Data Source
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AI summary
The invention relates to a transmission (101, 201, 301) with a first shaft (W1), a second shaft (W2), a third shaft (W3), a fourth shaft (W4), a fifth shaft (W5), a sixth shaft (W6), a first shift element (K1), a second shift element (K2), a third shift element (A), a fourth shift element (B), a fifth shift element (C), a sixth shift element (D), a seventh shift element (E), an eighth shift element (F), a ninth shift element (G), and an output. The first shaft (W1) and the third shaft (W3) can be rotationally fixed to each other via the first shift element (K1); the first shaft (W1) and the second shaft (W2) can be rotationally fixed to each other via the second shift element (K2); the second shaft (W2) and the fourth shaft (W4) can be operatively connected together in a rotational manner via the third shift element (A); the third shaft (W3) and the fourth shaft (W4) can be rotationally fixed to each other via the fourth shift element (B) and the fifth shift element (C); the second shaft (W2) and the fifth shaft (W5) can be operatively connected together in a rotational manner via the sixth shift element (D); the fourth shaft (W4) and the fifth shaft (W5) can be operatively connected together in a rotational manner via the seventh shift element (E); the third shaft (W3) and the fifth shaft (W5) can be operatively connected together in a rotational manner via the eighth shift element (F); and a fixed gear (F4) of the fourth shaft (W4) and a fixed gear (F5) of the fifth shaft (W5) are each operatively connected to the output in a rotational manner. A first gear of the sixth shaft (W6) and a fixed gear of the second shaft (W2) mesh together; a second gear of the sixth shaft (W6) and a fixed gear of the third shaft (W3) mesh together; wherein the first gear is a movable gear (L6) of the sixth shaft (W6), the second gear is a fixed gear (F6) of the sixth shaft (W6) or the first gear is the fixed gear (F6) of the sixth shaft (W6), and the second gear is the movable gear (L6) of the sixth shaft (W6); and the movable gear (L6) of the sixth shaft (W6) and the sixth shaft (W6) can be rotationally fixed to each other via the ninth shift element (G).