CN111365419A - Double-clutch transmission system - Google Patents

Abstract

The invention discloses a double-clutch transmission system, comprising a double-clutch transmission assembly and a power-coupling rear axle assembly; the double-clutch transmission assembly includes a double-clutch assembly and a transmission assembly; the power-coupling rear axle assembly It includes an axle housing, a coupling differential located in the axle housing, a driving differential and a final gear; the final gear is used to transmit the power of the power take-off shaft to one half shaft of the coupled differential, and the differential coupling The other half shaft of the transmission is used to input the second power; the coupling differential transmits the power to the driving differential through the power take-off gear, and the driving differential distributes the power to the two axles of the vehicle; this The dual-clutch transmission system of the invention has the advantages of quick shifting and high transmission efficiency, and can compactly integrate the power coupling device, the main reducer and the differential into the rear axle of the vehicle, which greatly improves the compactness of the transmission system.

Description

A double clutch transmission system

technical field

The invention relates to the field of vehicle chassis components, in particular to a dual-clutch transmission system.

Background technique

Comfort, handling and high efficiency and economy are all very important vehicle and transmission performance indicators. In the application of traditional manual transmissions and automatic transmissions, the above performances are only concerned with the other. Choosing high handling and high efficiency and economy means low comfort; choosing high comfort means making some concessions in handling and economy. However, the adoption of the new dual-clutch transmission can satisfy the maximum People's comprehensive demand for the above performance. The dual-clutch transmission can provide high efficiency and higher controllability comparable to the manual transmission, and can meet people's needs for vehicle economy and driving entertainment; the dual-clutch transmission also has the same high comfort as the automatic transmission. The power in the process is not interrupted.

The invention proposes a dual clutch transmission system with fast shifting speed and dual power drive, which can compactly integrate the power coupling device and the main reducer in the rear axle of the vehicle, greatly improving the compactness of the transmission system.

SUMMARY OF THE INVENTION

The dual-clutch transmission system of the present invention includes a dual-clutch transmission assembly and a power-coupling rear axle assembly;

The dual-clutch transmission assembly includes a dual-clutch assembly and a transmission assembly; the dual-clutch assembly includes a clutch housing, two driving discs coaxially fixed with the housing, and a first slave disc located between the two driving discs. A driven plate and a second driven plate and a pressure plate located between the first driven plate and the second driven plate; the pressure plate can be moved axially to make the first driven plate or the second driven plate the disk is engaged with the active disk;

The transmission assembly includes a power input shaft, a power input shaft sleeve sleeved on the power input shaft, and a power output shaft parallel to the power input shaft; the first driven disk and the second driven disk are respectively connected to the power input shaft. The input shaft and the power input shaft sleeve are fixedly connected; the power input shaft sleeve and the power output shaft transmit power through the first-speed gear pair or the second-speed gear pair, and a second-speed gear pair is provided between the first-speed gear pair and the second-speed gear pair. a synchronizer; between the power input shaft and the power output shaft, power is transmitted through a third-speed gear pair or a fourth-speed gear pair, and a second synchronizer is arranged between the third-speed gear pair and the fourth-speed gear pair;

The power coupling type rear axle assembly includes an axle housing, a coupling differential located in the axle housing, a driving differential and a final drive; the final drive is used to transmit the power of the power take-off shaft to the coupling differential One half shaft of the differential, the other half shaft of the coupling differential is used to input the second power; the coupling differential transmits the power to the driving differential through the power output gear, and the driving differential transmits the power. Assigned to both axles of the vehicle.

Further, the first synchronizer and/or the second synchronizer is driven by a shift control mechanism to realize the shift action; the shift control mechanism includes a shift fork shaft, a shift fork, a shift motor and a lock assembly; The shifting fork shaft is rotatably supported on the transmission housing; the output shaft of the shifting motor is drivingly connected to the shifting fork shaft, and the shifting fork shaft comprises a sleeve body and a shifting fork fixed on the sleeve body The shifting fork is externally clamped to the synchronizer; the sleeve body is provided with a threaded hole, and the shifting fork shaft is provided with an external thread matched with the threaded hole; There are three ring grooves on the outer circle of the fork shaft, and a locking ball located in the side wall of the sleeve body and can be ejected and embedded in the ring groove; a locking section between the guide section and the external thread section; the annular groove is opened in the locking section, and the outer diameter of the locking section is smaller than the outer diameter of the guiding section and the external thread section; the sleeve body The center hole includes an inner thread segment matched with the outer thread segment and a light hole segment with the same diameter as the guide segment of the shift fork shaft; the outer wall of the sleeve is fixedly mounted with a magnetic element; The inner wall is provided with three magnetic proximity switches for detecting the position of the magnetic element.

Further, the coupled differential includes a differential housing, a left half shaft, a right half shaft, a planetary shaft, a planetary gear, a side gear and a differential output gear; the planetary shaft is fixed in the differential housing and are perpendicular to the half shafts, the differential output gear is fixedly sheathed outside the differential casing; the two half shaft gears are respectively fixed on the inner ends of the left half shaft and the right half shaft; The planetary shaft meshes with the two side gears simultaneously.

Further, the main reducer includes a bevel gear fixed on the right half shaft and a bevel gear fixed on the power output shaft; the bevel gear and the bevel gear mesh with each other.

Further, the clutch housing is fixedly sleeved with a toothed disc for receiving the power of the engine; an inner gear ring is fixed in the clutch housing, and an outer gear meshed with the inner gear is fixed on the driving disc.

Beneficial effects of the present invention: In the dual-clutch transmission system of the present invention, the power of the engine can be transferred to the rear axle assembly of the vehicle after shifting through the dual-clutch transmission; The power input is finally distributed to the two axles of the vehicle through the drive differential.

Description of drawings

The present invention will be further described below with reference to the accompanying drawings and embodiments.

Fig. 1 is the structural representation of the present invention;

FIG. 2 is a schematic structural diagram of the dual clutch transmission of the present invention;

3 is a schematic structural diagram of a rear axle assembly of the present invention;

FIG. 4 is a schematic diagram of the shift operating mechanism of the present invention;

FIG. 5 is an enlarged view of A in FIG. 4 .

Detailed ways

Example 1:

As shown in Figure 1, the dual-clutch transmission system of the present invention includes a dual-clutch transmission assembly and a power-coupling rear axle assembly;

As shown in FIG. 2 , the dual-clutch transmission assembly includes a dual-clutch assembly 1 and a transmission assembly 2; the dual-clutch assembly 1 includes a clutch housing, two driving discs 112 coaxially fixed with the housing, located at two The first driven disk 113 and the second driven disk 111 between the driving disks 112 and the pressure disk located between the first driven disk 113 and the second driven disk 111; the pressure disk can be pivoted moving the first driven disk 113 or the second driven disk 111 into engagement with the driving disk 112;

The transmission assembly 2 includes a power input shaft 19, a power input shaft sleeve 110 sleeved on the power input shaft 19, and a power output shaft parallel to the power input shaft 19; the first driven disc 113 and the second driven The disc 111 is fixedly connected to the power input shaft 19 and the power input shaft sleeve 110 respectively; the power input shaft sleeve 110 and the power output shaft transmit power through the first gear pair 13 or the second gear pair 15, and the first gear A first synchronizer 14 is arranged between the gear pair 13 and the second gear pair 15; the power input shaft 19 and the power output shaft transmit power through the third gear pair 16 or the fourth gear pair 17 and the third gear pair A second synchronizer 18 is provided between 16 and the fourth gear pair 17;

The clutch housing 12 is fixedly covered with a gear plate 11 for receiving engine power; an inner gear ring 115 is fixed inside the clutch housing 12 , and the drive plate 112 is fixed with an outer gear ring meshing with the inner gear ring 115 . 114; the flywheel of the engine is provided with a gear that is fixedly meshed with the toothed plate, so as to transmit the power of the engine to the clutch housing 12 and the two driving plates 112; the pressure plate can be driven to move in the axial direction by the existing operating mechanism. The first driven disk 113 or the second driven disk 111 presses the driving disk 112 to transmit power to the driven disk and the power input shaft 19 or the power input shaft sleeve 110 fixedly connected to the driven disk; When the disc 113 is combined with the driving disc 112, the first synchronizer 14 can be used to switch between the first gear and the second gear; when the second driven disc 111 is combined with the driving disc 112, the second synchronizer 18 can be used in the third gear. Switch between the four gears;

The first synchronizer and/or the second synchronizer are respectively driven by a shift control mechanism to realize the shift action; as shown in FIG. 4 , the shift control mechanism includes a shift fork shaft 41 , a shift fork 42 , a shift fork Block motor 43 and lock block assembly; the shift fork shaft 41 is rotatably supported on the gearbox case, the transmission case is machined with support holes for rotatably supporting the shift fork shaft 41, and sliding bearings can be arranged at the support holes to reduce Resistance when the shift fork shaft 41 rotates; the shift motor can be a stepper motor, and its output shaft is connected to the shift fork shaft 41 through a coupling; one end of the shift shaft passes through the side wall of the transmission case The support hole extends out of the transmission case and is connected to the output shaft of the shift motor 3 in a driving connection; the support hole is provided with a sealing ring; the sealing ring is used to prevent impurities from entering the transmission case, and the shifting fork shaft 41 includes a sleeve The cylinder body 413 and the shifting fork body 48 fixed on the sleeve body 413, the shifting fork body 48 is externally clamped to the synchronizer, and its structure adopts the fork body structure of the existing shifting fork; There are three ring grooves 410 on the outer circumference of the fork shaft 41, and a lock ball located in the side wall of the sleeve body 413 and can be ejected and embedded in the ring groove 410; the lock block assembly also includes radially opening The mounting hole on the inner side wall of the sleeve body 413, the adjusting screw 415 connected in the mounting hole by the thread, and the compression spring 414 located between the adjusting screw 415 and the locking steel ball 412; by rotating the adjusting screw 415, the Adjust the compression amount of the spring 414 to adjust the locking force; the fork shaft 41 includes a guide segment 411, an external thread segment 47 and a locking segment located between the guide segment 411 and the external thread segment 47; the ring groove 410 is opened in the locking section, and the outer diameter of the locking section is smaller than the outer diameter of the guide section 411 and the outer thread section 47, and the outer diameter of the thread of the outer thread section 47 is the same as the outer diameter of the guide section 411 (optical axis section). The central hole of the sleeve body 413 includes an internal thread segment 46 matched with the external thread segment 47 and a smooth hole segment 49 with the same diameter as the guide shaft of the fork shaft 41. The thread of the internal thread segment 46 The length should be greater than the axial stroke of the shift fork from left to right; when shifting is required, the shift motor 43 drives the shift fork shaft 41 to rotate, and a screw nut mechanism is formed between the shift fork shaft 41 and the sleeve body 413, and the shift The rotation of the fork shaft 41 is converted into the axial movement of the shift fork, thereby driving the synchronizer to move axially to realize shifting; during the shifting process of the shift mechanism, the shift fork shaft 41 will not move along the axial direction, thereby reducing the Small space for the axial arrangement of the shifting mechanism; in addition, after the shifting fork moves in place, the locking steel ball 412 will be embedded in the ring groove 410, which further improves the stability of the shifting fork after shifting into gear, and avoids the shifting fork during the vibration process. , relative to the shift fork shaft 41 to move in the axial direction; in addition, in this embodiment, the lock block assembly is integrated into the sleeve body 413 of the shift fork, which greatly improves the compactness of the entire mechanism;

In this embodiment, a magnetic element 45 is fixedly installed on the outer wall of the sleeve body 413 ; the inner wall of the transmission case is provided with three magnetic proximity switches 416 for detecting the position of the magnetic element 45 ; three proximity switches 416 Corresponding to the left position, the middle position and the right position of the shift fork, the shift motor 43 adopts a servo motor. When the shift fork moves to the left position, the middle position or the right position, the proximity switch 416 senses the magnetic element 45 to control the servo motor. stop, thereby improving the accuracy of the fork movement position.

In this embodiment, the power-coupling rear axle assembly includes an axle housing, a coupled differential 3 located in the axle housing, a coupled differential 4 and a main reducer; the main reducer is used to output the power The power of the shaft is transmitted to the right half shaft of the coupled differential 3, and the left half shaft of the coupled differential 3 is used to input the second power; for example, a motor can be set at the rear axle to connect with the left half shaft to realize dual power drive; coupling The differential 3 transmits power to the coupled differential 4 through the power take-off gear, and the coupled differential 4 distributes the power to the two axles of the vehicle.

In this embodiment, the coupled differential 3 includes a differential housing 27 , a left half shaft 28 , a right half shaft 22 , a planetary shaft 25 , a planetary gear 24 , a half shaft gear 28 and a differential output gear 26 ; The planetary shaft 25 is fixed in the differential housing 27 and is perpendicular to the half shafts, the differential output gear 26 is fixedly sleeved outside the differential housing 27; the two side gears 28 are respectively fixed on The inner ends of the left half shaft 28 and the right half shaft 22; the planetary gear 24 is idle on the planet shaft 25 and meshes with the two half shaft gears 28 at the same time; the left and right half shafts 22 of the coupling differential 3 are used for Input power, the differential output gear 26 of the differential housing 27 is used to output power to the coupled differential 4. The structure of the coupled differential 4 is the same as that of the coupled differential 3, and the gears on the housing are used for Input power; its two half shafts act as axles to drive the wheels.

In this embodiment, the main reducer includes a bevel gear 21 fixed on the right half shaft 22 and a bevel gear 23 fixed on the power output shaft; the bevel gear 21 and the bevel gear 23 mesh with each other; the present invention The power coupling, final gear and differential are all arranged in the rear axle of the vehicle, improving the compactness of the transmission system.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be Modifications or equivalent replacements without departing from the spirit and scope of the technical solutions of the present invention should be included in the scope of the claims of the present invention.

Claims (5)

1. A dual-clutch transmission system, characterized in that: comprising a dual-clutch transmission assembly and a power-coupling rear axle assembly; The dual-clutch transmission assembly includes a dual-clutch assembly and a transmission assembly; the dual-clutch assembly includes a clutch housing, two driving discs coaxially fixed with the housing, and a first slave disc located between the two driving discs. A driven plate and a second driven plate and a pressure plate located between the first driven plate and the second driven plate; the pressure plate can be moved axially to make the first driven plate or the second driven plate the disk is engaged with the active disk; The transmission assembly includes a power input shaft, a power input shaft sleeve sleeved on the power input shaft, and a power output shaft parallel to the power input shaft; the first driven disk and the second driven disk are respectively connected to the power input shaft. The input shaft and the power input shaft sleeve are fixedly connected; the power input shaft sleeve and the power output shaft transmit power through the first-speed gear pair or the second-speed gear pair, and a second-speed gear pair is provided between the first-speed gear pair and the second-speed gear pair. a synchronizer; between the power input shaft and the power output shaft, power is transmitted through a third-speed gear pair or a fourth-speed gear pair, and a second synchronizer is arranged between the third-speed gear pair and the fourth-speed gear pair; The power coupling type rear axle assembly includes an axle housing, a coupling differential located in the axle housing, a driving differential and a final drive; the final drive is used to transmit the power of the power take-off shaft to the coupling differential One half shaft of the differential, the other half shaft of the coupling differential is used to input the second power; the coupling differential transmits the power to the driving differential through the power output gear, and the driving differential transmits the power. Assigned to both axles of the vehicle. 2 . The dual-clutch transmission system according to claim 1 , wherein: the first synchronizer and/or the second synchronizer is driven by a shift control mechanism to realize shifting action; the shift control mechanism includes a dial a fork shaft, a shift fork, a shift motor and a lock-stop assembly; the shift fork shaft is rotatably supported on the transmission housing; the output shaft of the shift motor is drive-connected to the shift fork shaft, and the shift fork The shaft includes a sleeve body and a shift fork body fixed on the sleeve body; the shift fork is externally clamped to the synchronizer; the sleeve body is provided with a threaded hole, and the shift fork shaft is provided with the threaded hole a matching external thread; the lock block assembly includes three ring grooves formed on the outer circumference of the shift fork shaft, and a lock block ball located in the side wall of the sleeve body and can be ejected and embedded in the ring groove; The shifting fork shaft includes a guide segment, an external thread segment and a locking segment located between the guide segment and the external thread segment; the annular groove is opened in the locking segment, and the outer diameter of the locking segment is smaller than the outer diameter of the locking segment. the outer diameter of the guide segment and the external thread segment; the central hole of the sleeve body includes an internal thread segment matched with the external thread segment and a light hole segment with the same diameter as the guide segment of the fork shaft; the Magnetic elements are fixedly installed on the outer wall of the sleeve; the inner wall of the transmission case is provided with three magnetic proximity switches for detecting the position of the magnetic elements. 3. The dual-clutch transmission system according to claim 2, wherein the coupled differential comprises a differential housing, a left half shaft, a right half shaft, a planetary shaft, a planetary gear, a half shaft gear and a differential The output gear of the differential gear; the planetary shaft is fixed in the differential casing and is perpendicular to the half shaft, the differential output gear is fixed outside the differential casing; the two half shaft gears are respectively fixed on the left half shaft The inner end of the shaft and the right half shaft; the planetary gear is idly sleeved on the planetary shaft and meshes with the two side gears at the same time. 4. The dual-clutch transmission system according to claim 3, wherein the main reducer comprises a bevel gear fixed on the right half shaft and a bevel gear fixed on the power output shaft; the bevel gear mesh with the bevel gear. 5. The dual-clutch transmission system according to claim 4, characterized in that: the fixed outer casing of the clutch housing is provided with a toothed disc for receiving the power of the engine; the inner gear ring is fixed in the clutch housing, and the driving disc is fixed with a toothed disc. an outer ring gear meshing with the inner ring gear.

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