Dual-Clutch Transmission Single Countershaft Design
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Solution Overview
Problem
Dual-clutch transmissions for motor vehicles have high structural complexity, limiting the number of powershiftable gears that can be obtained, which increases manufacturing costs and reduces operational efficiency.
Innovation Solution
A dual-clutch transmission design with at least two partial transmissions, each with an input shaft on an input shaft axis, an output shaft on a countershaft axis, and an intermediate gear system, utilizing four gear planes and six shifting elements to achieve multiple forward and reverse gears, including a direct gear, where all shifting elements can be disengaged to couple the intermediate gear system into the force flow, allowing for powershifting between adjacent gears.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If traditional dual-clutch transmission designs are used with multiple countershafts and complex gear arrangements, then the number of obtainable gears increases, but the structural complexity increases significantly
Solution Approach 1:
The patent extracts and eliminates the second countershaft from the traditional dual-clutch transmission design, retaining only one countershaft. This reduction removes unnecessary structural complexity while preserving the essential gear transmission functionality. The intermediate gear system is reconfigured to operate efficiently with a single countershaft, thereby simplifying the overall structure without significantly compromising the number of obtainable gears.
Solution Approach 2:
The single countershaft in the patent performs multiple functions that traditionally required separate components. It serves as both a support structure for transmission elements and an active participant in gear ratio generation through its interaction with the intermediate gear system. This multi-functionality allows the transmission to achieve diverse gear ratios with reduced structural complexity.
2Adaptability or versatility
If more shifting elements and wheel planes are added to achieve more powershiftable gears, then the transmission ratio series expands, but the manufacturing cost increases
Solution Approach 1:
The patent reduces the total number of shifting elements from the traditional six or more to exactly four shifting elements. This extraction of unnecessary components directly lowers manufacturing costs while maintaining the capability to achieve multiple powershiftable gears through the optimized intermediate gear system configuration.
Solution Approach 2:
The patent changes the operational parameters of the transmission system by utilizing the intermediate gear system on the single countershaft to generate multiple transmission ratios. Instead of adding more physical shifting elements, the system achieves expanded gear capabilities through optimized parameter combinations of the existing four shifting elements working with the intermediate gear arrangement.
3Adaptability or versatility
If multiple countershafts with transmission elements are used, then more gear ratios can be obtained, but the device complexity and space requirements increase
Solution Approach 1:
The patent extracts the second countershaft from the transmission architecture, retaining only one countershaft equipped with transmission elements. This removal reduces the transmission volume and spatial requirements while the intermediate gear system compensates by generating the necessary transmission ratio series through its configured arrangement on the single countershaft.
Solution Approach 2:
The patent merges the functions of multiple countershafts into a single countershaft by integrating the intermediate gear system. This consolidation combines the gear ratio generation capabilities that would traditionally require separate countershafts into one unified structure, thereby reducing transmission volume while maintaining the transmission ratio series.
Data Source
AI summary
A method of operating dual-clutch transmission for a vehicle which has two partial transmissions, each partial transmission having an input shaft arranged on an input shaft axis. An output shaft is arranged on the input shaft axis or a parallel countershaft axis. An intermediate gear system on the countershaft axis. At least one input shaft can be connected to the drive output shaft, as a direct drive, and only one countershaft is arranged on the countershaft axis and supports only fixed gears. One of the gears is a direct gear so that, when the direct gear is engaged, all the shifting elements, for coupling the intermediate gear system via the gear planes into the force flow, can be disengaged. Each gear plane can be coupled by a shifting element arranged on the input shaft axis to a shaft, and the gear next-lower than the direct gear is a coupling gear.