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WO2008018475A1 - Transmission à double embrayage - Google Patents

Transmission à double embrayage Download PDF

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Publication number
WO2008018475A1
WO2008018475A1 PCT/JP2007/065469 JP2007065469W WO2008018475A1 WO 2008018475 A1 WO2008018475 A1 WO 2008018475A1 JP 2007065469 W JP2007065469 W JP 2007065469W WO 2008018475 A1 WO2008018475 A1 WO 2008018475A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
clutch
transmission
input shaft
intermediate shaft
Prior art date
Application number
PCT/JP2007/065469
Other languages
English (en)
Japanese (ja)
Inventor
Kouhei Akashi
Tadashi Ikeda
Original Assignee
Isuzu Motors Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Isuzu Motors Limited filed Critical Isuzu Motors Limited
Publication of WO2008018475A1 publication Critical patent/WO2008018475A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

Definitions

  • the present invention relates to a transmission in a power transmission device for a vehicle. More specifically, the present invention includes two clutches and two transmission input shafts connected to the respective clutches, and these gears are changed when the gears are switched. The present invention relates to a transmission that automatically engages and disengages the clutch.
  • a typical example is an automatic transmission that combines a torque converter and a planetary gear mechanism, and is widely used as a power transmission device for so-called automatic vehicles (AT vehicles).
  • a parallel-shaft gear mechanism type transmission similar to a manual vehicle (MT vehicle) is used, and this is combined with an automatic operation clutch, and automatically controlled according to the running state of the vehicle by an electronic control unit.
  • the shift stage is switched by a shift command from a shift lever operated by the driver, instead of switching the shift stage by an electronic control unit.
  • the torque converter of an automatic transmission is a transmission device that uses a fluid, and there is a power transmission loss, and the planetary gear mechanism and its control device are complex and expensive. Since a parallel shaft gear mechanism type transmission does not have power transmission loss due to the intervention of a torque converter, an automatic power transmission device that uses this is superior to an automatic transmission in terms of fuel economy of the vehicle. The structure and control of the transmission mechanism are simpler and more reliable than the automatic transmission.
  • a parallel shaft gear mechanism type transmission a plurality of gear trains and meshing clutches are provided on a main shaft and a counter shaft arranged in parallel, and the gear shift sleep of the mesh clutch is one of the gear trains.
  • the engine power is transmitted to the output shaft in combination.
  • the synchronizer mechanism is operated for synchronization and injection with a new gear train is performed.
  • the clutch between the gin and the transmission is disconnected and the transmission of engine power is cut off for a short time.
  • a transmission referred to as a type transmission (or a twin clutch type transmission) is known, and is disclosed in, for example, Japanese Patent Laid-Open No. Hei 8-3200.
  • the dual clutch transmission includes a first input shaft S 1 and a second input shaft S 2 having a double pipe structure, and the second input shaft S 2 is a hollow first shaft.
  • a first clutch C 1 and a second clutch C 2 arranged concentrically on the inner side and the outer peripheral side are provided in front of the speed changer, and the input side of each clutch is connected to the engine output shaft.
  • These clutches are wet multi-plate clutches in this example, and the output shaft of the first clutch C 1 is integrally connected to the hollow first input shaft S 1, and the output shaft of the second clutch C 2 is the first one. 2 Connected integrally with input shaft S2.
  • the two clutches may be arranged in parallel in the axial direction instead of being arranged concentrically, and a dry single plate clutch may be used instead of the wet multi-plate clutch.
  • an intermediate shaft (force motor shaft) S 3 is installed in parallel with the first input shaft S 1 and the second input shaft S 2, and the vehicle propulsion shaft ( The output shaft S4 of the transmission connected to the propeller shaft is arranged.
  • the gear fixed to the rear end of the intermediate shaft S 3 lies with the gear fixed to the output shaft S 4 to form the output shaft drive gear train OG, and at the time of shifting, the first input shaft S 1 or the second Engine power from the input shaft S 2 is transmitted to the output shaft S 4 via the intermediate shaft S 3.
  • the transmission in this example is a so-called output reduction type transmission, and the output shaft drive gear train OG causes the rotational speed of the output shaft S 4 to be lower than the rotational speed of the intermediate shaft S 3. The shaft torque increases.
  • the transmission has 6 forward speeds and reverse speeds
  • the hollow first input shaft S 1 has an even number of 2nd speed gear train G 2 and 4th speed gear train G 4.
  • the 6th speed gear train G 6 fixed gear is arranged, while the second input shaft S 2 has an odd number of stages.
  • a first-speed gear train G 1 and a third-speed gear train G 3 and a fixed gear of the reverse gear train GRV are arranged, and these fixed gears are loosely fitted to the intermediate shaft S 3, that is, rotate. It meshes with the corresponding loosely fitted gear that is fitted.
  • every other shift stage gear train is arranged on each input shaft of the dual clutch transmission.
  • a clutch clutch type direct coupling clutch C3 that is directly connected to the output shaft S4 as the fifth gear of the transmission is arranged. This is a so-called overtop gear position where the output shaft is accelerated.
  • Each gear that is loosely fitted to the intermediate shaft S 3 has dog teeth (gasplines) that are integrally formed, and the intermediate shaft S 3 includes a second gear, a first gear, a fourth gear, and a sixth gear.
  • 1st stage 3rd speed switching device X2 and 1st speed-backward switching device X3 are installed. These switching devices are configured as an intermeshing clutch as shown in FIG.
  • the dual clutch transmission has a first input shaft S 1 and a second input shaft S 2 that are respectively coupled to the clutch, and these input shafts can rotate independently of each other. Therefore, when shifting from 2nd gear to 3rd gear, prior to disengagement of first clutch C1 and disengagement of 2nd gear 1st gear 4th gear switching device X1, 6th gear 1 It becomes possible to fit the 3rd gear stage switching device X2 to the 3rd gear stage gear train G3. In this way, after the 6-speed 1-speed 3-speed switching device X 2 is preliminarily engaged with the 3-speed gear, the second clutch is disconnected while disengaging the first clutch C 1. If the C2 is connected, the gear stage can be switched without substantially interrupting the transmission of engine power, and switching without shift shock can be realized.
  • the sink port kneader mechanism is operated.
  • the sink port in a normal parallel shaft gear mechanism type transmission is used.
  • the dual clutch transmission has two input shafts having a double-pipe structure, and an odd-numbered gear train and an even-numbered gear train are arranged in series on each input shaft.
  • the output shaft drive gear train is arranged in the.
  • the length of the input shaft and the intermediate shaft is long, and the distance between the bearings placed at both ends of each shaft becomes large, and the length of the entire transmission in the axial direction increases.
  • there are practical measures such as installing a bearing in the middle of the shaft. If necessary, the axial length of the transmission is further increased. In a vehicle, the space for mounting the transmission is limited, so it is difficult to mount the transmission in the axial direction.
  • the transmission is a dual reduction latch of the output reduction type
  • the output shaft is decelerated by the output shaft drive gear train at the rear end of the intermediate shaft, so the intermediate shaft is always the output shaft. It rotates at a rotational speed increased more than.
  • the rotational speed of the intermediate shaft reaches a considerably high rotational speed.
  • Lubricating oil is supplied inside the transmission housing, and the intermediate shaft and gears of the transmission rotate while immersed in the lubricating oil stored at the bottom of the housing to change the speed while stirring the lubricating oil. Lubricating oil is splashing on the internal parts of the machine.
  • An object of the present invention is to solve the above-mentioned problems by shortening the axial length of the dual clutch transmission and preventing high-speed rotation of the intermediate shaft during high-speed traveling. Disclosure of the invention
  • the present invention provides a dual clutch transmission having two input shafts.
  • a clutch that connects and disconnects the intermediate shaft and the output shaft, the intermediate shaft and the two input shafts are used to form a single gear stage and stop the rotation of the intermediate shaft.
  • the present invention as described in claim 1,
  • a transmission comprising a first input shaft and a second input shaft respectively coupled to a clutch, an intermediate shaft disposed in parallel with the first input shaft and the second input shaft, and an output shaft
  • the gear train provided on the input shaft has every other gear.
  • An output shaft drive gear train for transmitting power to the output shaft is provided at an end of the intermediate shaft, and power transmission is intermittently provided between the second input shaft and the output shaft.
  • a direct coupling clutch is installed, and
  • the output shaft drive gear train is provided with an intermediate shaft coupling clutch that interrupts transmission of power, and in one of the shift stages, the intermediate shaft coupling clutch is cut and the direct coupling clutch is connected. Power is transmitted from the first input shaft to the intermediate shaft via one gear train, and then from the intermediate shaft to the second input shaft via one gear train of the second input shaft. Power is transmitted, and power is transmitted to the output shaft by the direct clutch.
  • the transmission is characterized by this.
  • the output shaft drive gear train that connects between the intermediate shaft and the output shaft is provided with an intermediate shaft connection clutch that connects and disconnects the intermediate shaft connection clutch.
  • the intermediate shaft can be separated from the output shaft. Since the dual clutch transmission has two input shafts, when the intermediate shaft is disconnected from the output shaft, power is transmitted from the first input shaft to the second input shaft using the intermediate shaft. Power can be transmitted from the second input shaft to the output shaft by the direct clutch. At this time, by selecting a plurality of gear trains arranged between the intermediate shaft and the two input shafts as appropriate and performing power transmission, it is possible to obtain one gear stage set to a desired gear ratio. .
  • the output shaft drive gear train is preferably a gear train that decelerates from the intermediate shaft and transmits power to the output shaft.
  • the shaft diameter of the intermediate shaft can be reduced, and the gear thickness (axial length) can be reduced. Along with the shortening of the shaft by omitting the gear train, the transmission is further reduced in weight and made compact. Further, as in claim 3, when the direct coupling clutch is connected and power is transmitted from the second input shaft to the output shaft at the same speed, it is preferable to disconnect the intermediate shaft coupling clutch. That's right.
  • the intermediate shaft coupling clutch is installed in the output shaft drive gear train, and according to the configuration of claim 3, the transmission in which power is transmitted without going through the intermediate shaft In the direct coupling stage, the intermediate shaft coupling clutch can be disconnected to stop the rotation of the intermediate shaft.
  • the intermediate shaft is not driven from the output shaft and idles when the vehicle traveling in the direct connection stage is traveling at high speed. Therefore, vigorous agitation of the lubricating oil is prevented, the temperature rise and the transmission loss increase can be prevented, and the generation of noise due to the high speed rotation of the intermediate shaft can be prevented.
  • the final deceleration is generally performed so that the frequency of using a direct connection stage that directly transmits power from the input shaft to the output shaft is maximized.
  • Machine (final gear) etc. are designed. For this reason, preventing the idle rotation of the intermediate shaft in the direct coupling stage is very effective in practical use.
  • the direct coupling clutch and the intermediate shaft coupling clutch can be a squeezing clutch provided with a sink port kneader mechanism.
  • a friction clutch such as a wet multi-plate clutch may be used.
  • smooth transmission of power is possible.
  • reliable intermittent connection is possible, and the configuration of the operating device is simplified.
  • the first input shaft is hollow, the second input shaft is extended through the hollow portion of the first input shaft, and the output shaft is Input shaft and second It can be arranged concentrically with the input shaft. If such a configuration is adopted, the structure of the dual clutch transmission becomes compact, and in particular the width dimension is reduced. In addition, it
  • the structure can be made compact, including the clutch of each input shaft. Then, as in claim 7, in one of the shift stages that transmits power by connecting the direct clutch, the rotational speed of the output shaft is increased more than the rotational speed of the input shaft. It is preferable to have a one-part stage.
  • the rotational speed of the intermediate shaft connected to the output shaft by the output shaft drive gear train is the highest in the overtop stage where the rotational speed of the output shaft is increased more than the rotational speed of the input shaft.
  • a direct clutch is connected and the shift stage that transmits power from the first input shaft to the second input shaft using the intermediate shaft is an overtop stage, it is disconnected from the output shaft.
  • the rotation speed of the intermediate shaft is significantly lower than when it is connected to the output shaft by the output shaft drive gear train. Therefore, cutting the intermediate shaft coupling clutch while traveling in the overtop stage is the most effective in reducing the increase in the lubricating oil temperature caused by the high speed rotation of the intermediate shaft.
  • FIG. 1 is an overall schematic view of a dual clutch transmission of the present invention.
  • FIG. 2 is a detailed view of the vicinity of the output shaft drive gear train in the dual clutch transmission of the present invention.
  • FIG. 3 is a detailed view of the gear position changing device.
  • FIG. 4 is a diagram showing an operating state at the sixth speed of the dual clutch transmission of the present invention.
  • FIG. 5 is an overall schematic diagram of a conventional dual talatch transmission. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIG. 1 is an overall schematic diagram of the dual clutch transmission of the present invention
  • FIG. 2 is an intermediate shaft coupling clutch of the present invention.
  • FIG. 3 is a detailed view of the gear position changing device.
  • the same reference numerals are given to the components corresponding to the components of FIG. 5 showing a conventional dual clutch transmission.
  • the basic structure and operation of the dual clutch transmission of the present invention is the same as the conventional dual clutch transmission described with reference to FIG. That is, as shown in FIG.
  • the first clutch C 1 and the second clutch C 2 are arranged concentrically, and the first clutch C 1 is coupled to the hollow first input shaft S 1,
  • the two clutch C 2 is coupled to a second input shaft S 2 that extends rearward through the first input shaft S 1.
  • An intermediate shaft S3 is installed in parallel with the two input shafts, and an output shaft S4 of the transmission connected to the propulsion shaft of the vehicle is arranged behind the transmission.
  • a plurality of gear trains for shifting having different reduction ratios are arranged, and the second input shaft S
  • a direct coupling clutch C 3 that is directly coupled to the output shaft S 4 is provided at the rear end of 2.
  • the transmission of this embodiment is an output reduction type, and an output shaft driving gear train OG that transmits power from the intermediate shaft S 3 to the output shaft S 4 while decelerating is placed at the rear end of the intermediate shaft S 3. It ’s gone.
  • the intermediate shaft coupling clutch C 4 is provided in the output shaft drive gear train ⁇ G installed at the rear end of the intermediate shaft S 3, and the intermediate shaft S 3 and the output shaft S 4 are connected to each other. Connect in an intermittent manner. The intermediate shaft coupling clutch C 4 will be described with reference to FIG.
  • the small gear OG 1 of the output shaft drive gear train is loosely fitted to the intermediate shaft S 3 and meshes with the large gear OG 2 fixed to the output shaft S 4 by spline fitting.
  • a member having dog teeth (gear splines) 1 1 formed on the outer periphery thereof is press-fitted into the small gear O G 1 and integrally coupled.
  • the clutch hub 12 is fixed to the intermediate shaft S3 by spline fitting to the right side of the small gear OG1, and the spline that meshes with the dog teeth 11 on the outer periphery of the clutch hub 12 Sliding sleep 14 with 1 3 is fitted to be slidable in the axial direction.
  • a synchronizer ring 15 is arranged between the dog teeth 1 1 and the sliding sleep 14, and these constitute a meshing clutch with a synchronizer mechanism generally used in transmissions.
  • the small gear OG 1 is loosely fitted to the intermediate shaft S 3 to provide a meshing clutch, but the large gear OG 2 of the output shaft S 4 is the loosely fitted gear to form the II meshing clutch.
  • the sliding sleeve 14 is moved to the left by the synchronizer ring 15 until the rotation of the intermediate shaft S 3 and the small gear OG 1 is synchronized, as is well known as a synchronization mechanism in a transmission. Be blocked.
  • the direct coupling clutch C 3 installed between the second input shaft S 2 and the output shaft S 4 has the same structure as the intermediate shaft coupling clutch C 4 and is a squeezing clutch that performs the same operation. ing.
  • the fixed gears of the second gear stage G 2 and the fourth gear stage G 4 that are even stages are mounted on the hollow first input shaft S 1.
  • the gear of the 6th gear stage is not installed.
  • the gears of the first-speed gear train G1 and the third-speed gear train G3, which are odd-numbered gears, and the reverse gear train GRV are fixed. These gears mesh with the corresponding gears loosely fitted on the intermediate shaft S3 to form a gear train for each gear stage.
  • Each gear loosely fitted to the intermediate shaft S 3 has dog teeth formed integrally therewith, and the intermediate shaft S 3 includes a second gear to a fourth gear switching device XI, the first gear to the third gear.
  • Switching device X 4 and reverse stage coupling clutch C 5 are arranged.
  • the conventional dual clutch type speed changer in FIG. 5 has three switching devices, whereas in the present invention, one switching device replaces the rearward-stage coupling clutch C5. Therefore, the structure will be simplified.
  • the gear stage switching device is a meshing clutch type switching device that is generally used in a parallel shaft gear mechanism type transmission. This will be described with reference to FIG.
  • the fixed gear 21 of the second speed gear train G 2 and the fixed gear 41 of the fourth speed gear train G 4 are integrally processed, and each of them has a second speed gear. It is in mesh with the fitted gear 2 2 and the 4th-speed loosely fitted gear 4 2. Both loosely fitted gears have dog teeth 2 3 and 4 3 attached integrally, and a clutch hub 24 is fixed to the intermediate shaft S 3 therebetween.
  • FIG. 4 shows the power transmission state of the dual clutch type transmission of the present invention at the sixth speed which is the overtop stage.
  • the intermediate shaft coupling clutch C4 of the output shaft drive gear train OG When the vehicle is traveling at the first gear to the fourth gear, the intermediate shaft coupling clutch C4 of the output shaft drive gear train OG is connected, and the engine power is driven by the output shaft via the intermediate shaft S3. It is transmitted from the gear train OG to the output shaft S4.
  • the first clutch C 1 when traveling in the second gear, the first clutch C 1 is connected and the second clutch C 2 is disconnected, and the second gear—fourth gear switching device X 1 is in the second gear wheel train G.
  • the engine power from the first input shaft S1 drives the intermediate shaft S3 via the second speed gear train G2, and the output shaft S4 via the output shaft drive gear train OG. Drive.
  • the state of the transmission in the first to fourth speed stages to which the intermediate shaft coupling clutch C 4 is connected and the operation at the time of shifting are the same as the operation of the conventional dual latch type transmission of FIG. Therefore, even with the present invention, it is possible to switch the gear position without substantially interrupting transmission of engine power, and to reduce the load such as frictional force acting on the synchronizer mechanism. The effect of being able to be achieved is achieved.
  • the direct coupling clutch C 3 is connected to connect the second input shaft S 2 to the output shaft S 4 and the intermediate shaft coupling clutch C 4 is disconnected to make the intermediate shaft S 3 independent of the output shaft S 4. It can be rotated. Then, the 2nd speed 1st 4th speed switching device X1 is swung into the 4th speed gear train G4, and the 1st speed 1st 3rd speed switching device X4 is injected into the 3rd speed gear train G3 Connect the first clutch C1 in front of the transmission and disconnect the second clutch C2.
  • the engine power drives the first input shaft S 1 via the first clutch C 1 and drives the intermediate shaft S 3 by the fourth speed gear train G 4. Further, the rotation of the intermediate shaft S 3 is transmitted to the second input shaft S 2 by the third gear stage G 3 and transmitted to the output shaft S 4 via the direct coupling clutch C 3. Since the reduction ratio of the 3rd speed is set to be larger than the reduction ratio of the 4th speed, when the rotation is transmitted through this transmission path, the rotation speed of the 2nd input shaft S2 is the 1st input shaft S1. The speed ratio of the 6th speed, which is the over-top stage, can be obtained. In addition, the number of rotations of the intermediate shaft S 3 at this time is significantly lower than when driven through a 6th gear train as shown in FIG. 5, so that excessive stirring of the lubricating oil can be suppressed. It becomes.
  • the output shaft drive gear train OG is provided with the intermediate shaft coupling clutch C 4 so that the intermediate shaft S 3 can be disconnected from the output shaft S 4. It is possible to configure a single gear stage using two input shafts and an intermediate shaft without causing heavy meshing. For this reason, one of the gear trains in the conventional dual clutch transmission is omitted, the length of each shaft and the total length of the transmission are shortened, and the switching device is simplified. If the transmission is of the output reduction type, the torque acting on the intermediate shaft or the like is small, and an even smaller transmission can be configured.
  • the direct coupling clutch C 3 in the fifth gear, which is the direct coupling stage, the direct coupling clutch C 3 is connected and at the same time the intermediate shaft coupling clutch C 4 of the output shaft drive gear train OG is disconnected.
  • the Engine power is transmitted from the second clutch C2 to the second input shaft S2, and directly to the output shaft C4 via the direct coupling clutch C3.
  • the speed of the vehicle is high, and the rotational speed of the output shaft S 4 increases accordingly. Since the coupling clutch C 4 is disengaged, the intermediate shaft S 3 does not run idle.
  • the present invention includes two input shafts, and in a dual talatch type transmission that transmits power to the output shaft via the intermediate shaft, the connection between the intermediate shaft and the output shaft is intermittently connected.
  • An intermediate shaft coupling clutch is provided, and a single gear stage is configured using the intermediate shaft and two input shafts. Therefore, the present invention can be used for various vehicles as a transmission of a power transmission device.
  • the transmission of the above-described embodiment has an output shaft concentrically arranged behind the input shaft
  • the present invention is also applied to a transmission in which the output shaft is installed in parallel with the input shaft and the intermediate shaft.
  • the intermediate shaft coupling clutch a friction clutch such as a wet multi-plate clutch is used instead of the meshing clutch, or the gear stage configured using the intermediate shaft and the two input shafts is set to the 6th gear stage.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

Transmission à double embrayage comportant deux arbres d'entrée individuellement reliés aux embrayages, un arbre intermédiaire, et un arbre de sortie, la transmission comportant un embrayage capable de relier et de séparer l'arbre intermédiaire et l'arbre de sortie et la longueur axiale de la transmission étant réduite par élimination d'un train d'engrenage dans les étages de transmission. Dans la transmission, un embrayage (C3) de liaison directe est prévu entre l'un (S2) des arbres d'entrée et l'arbre (S4) de sortie et l'embrayage (C4) de liaison de l'arbre intermédiaire pour autoriser et interrompre la transmission de puissance est disposé entre l'arbre intermédiaire (S3) et l'arbre (S4) de sortie. Lorsque l'embrayage (C4) de liaison de l'arbre intermédiaire est débrayé, un étage de transmission entre l'arbre (S1) d'entrée et l'arbre (S4) de sortie, via l'arbre (S3) intermédiaire et l'arbre (S4) d'entrée, peut être fabriqué. Ceci permet l'élimination d'un train d'engrenage pour réduire la longueur de la transmission. De plus, lorsque la puissance est directement transmise depuis l'arbre d'entrée vers l'arbre de sortie, via l'embrayage (C3) de liaison directe, l'embrayage (C4) de liaison d'arbre intermédiaire est déconnecté pour arrêter la rotation de l'arbre (S3) intermédiaire, afin d'empêcher une utilisation excessive d'huile de lubrification entraînée par la rotation à vide de l'arbre intermédiaire (S3).
PCT/JP2007/065469 2006-08-08 2007-08-01 Transmission à double embrayage WO2008018475A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006-215742 2006-08-08
JP2006215742A JP4274209B2 (ja) 2006-08-08 2006-08-08 デュアルクラッチ式変速機

Publications (1)

Publication Number Publication Date
WO2008018475A1 true WO2008018475A1 (fr) 2008-02-14

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PCT/JP2007/065469 WO2008018475A1 (fr) 2006-08-08 2007-08-01 Transmission à double embrayage

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WO (1) WO2008018475A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016183710A (ja) * 2015-03-26 2016-10-20 本田技研工業株式会社 変速装置
WO2021254640A1 (fr) 2020-06-19 2021-12-23 Siemens Aktiengesellschaft Appareil électrique à découplage mécanique entre la partie active et la chaudière

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5890098B2 (ja) * 2011-01-07 2016-03-22 いすゞ自動車株式会社 デュアルクラッチ式変速機
US8983746B1 (en) * 2013-10-11 2015-03-17 GM Global Technology Operations LLC Method for determining dry dual clutch transmission temperatures following offline periods
JP6139400B2 (ja) * 2013-12-27 2017-05-31 本田技研工業株式会社 多段変速機
CN113685506B (zh) * 2020-05-18 2024-03-22 广州汽车集团股份有限公司 十挡双离合变速器及车辆

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0646061B2 (ja) * 1984-05-22 1994-06-15 マツダ株式会社 車輌の歯車式変速機
JP2005265143A (ja) * 2004-03-22 2005-09-29 Nissan Motor Co Ltd ツインクラッチ式マニュアルトランスミッション

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0646061B2 (ja) * 1984-05-22 1994-06-15 マツダ株式会社 車輌の歯車式変速機
JP2005265143A (ja) * 2004-03-22 2005-09-29 Nissan Motor Co Ltd ツインクラッチ式マニュアルトランスミッション

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016183710A (ja) * 2015-03-26 2016-10-20 本田技研工業株式会社 変速装置
WO2021254640A1 (fr) 2020-06-19 2021-12-23 Siemens Aktiengesellschaft Appareil électrique à découplage mécanique entre la partie active et la chaudière

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JP4274209B2 (ja) 2009-06-03
JP2008039102A (ja) 2008-02-21

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