Dual-Clutch Transmission Layout With Shared Gear Trains
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Solution Overview
Problem
Existing dual clutch-type transmissions require additional gear trains to increase transmission stages, leading to increased length and weight, and suffer from stirring resistance, heat generation, and drag loss due to constant acceleration of gears.
Innovation Solution
A dual clutch-type transmission configuration that includes shared gear trains and synchronization mechanisms to achieve multiple speed stages without increasing the number of gear trains, using a hollow-shaft design to reduce gear train count and minimize constant acceleration of gears.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If additional gear trains are added to increase transmission stages from six speeds to eight speeds, then the transmission stage is increased, but the overall length and weight of the transmission increase
Solution Approach 1:
The patent makes the input gear train serve dual functions: as input gear train for odd-numbered stages and as output gear train for even-numbered stages. The first input main gear and first input counter gear are used in both input and output configurations, eliminating the need for separate additional gear trains when increasing from six to eight speeds.
Solution Approach 2:
The patent merges the input and output gear train functions into a single shared gear train structure. The first input gear train and first output gear train are combined such that the same physical gears serve both purposes depending on clutch engagement, reducing the total number of gear trains required.
2Device complexity
If the fourth-speed output main gear is constantly meshed with the fourth-speed counter gear, then the transmission structure is simplified, but stirring resistance is increased due to constant acceleration of the counter gear in lubricating oil
Solution Approach 1:
The patent makes the output main gears rotatable on the output shaft rather than fixed, allowing them to disengage from the counter gears when not in use. The fourth-speed output main gear is rotatably provided on the output shaft, enabling it to be positioned away from the fourth-speed counter gear to prevent constant acceleration and reduce stirring resistance in the lubricating oil.
3Device complexity
If the fourth-speed output main gear is constantly meshed with the fourth-speed counter gear, then the transmission structure is simplified, but heat generation and wear increase due to increased relative rotational speed between dog gear and synchronizer ring
Solution Approach 1:
The patent implements dynamic engagement and disengagement of gear trains through rotatable output main gears and synchronization mechanisms. The fourth-speed output main gear can be rotated to disengage from the fourth-speed counter gear when not needed, reducing relative rotational speed between meshing components and thereby decreasing heat generation and wear on friction surfaces.
4Adaptability or versatility
If additional gear trains are added to achieve more speed stages, then the transmission ratio range is expanded, but the number of parts and device complexity increase
Solution Approach 1:
The patent makes gear trains serve multiple functions across different operating modes. The first input gear train functions as both an input gear train for odd-numbered stages and an output gear train for even-numbered stages, doubling its utility and reducing the need for additional separate gear trains when expanding speed stages.
Solution Approach 2:
The patent combines input and output gear train functions into shared structures. The first input main gear, first input counter gear, and related components are merged into a single physical assembly that operates in both input and output configurations, reducing the total count of discrete gear trains.
Data Source
AI summary
A dual clutch-type transmission includes a first clutch, a second clutch, a first input shaft, a second input shaft, an output shaft, a first countershaft, a second countershaft, a first input gear train, a second input gear train, a first output gear train, a second output gear train, a third output gear train, a first synchronization mechanism, a second synchronization mechanism, and a third synchronization mechanism.