U.S. patent application number 12/935550 was filed with the patent office on 2011-06-23 for double-clutch transmission for vehicles.
This patent application is currently assigned to GM GLOBAL TECHNOLOGY OPERATIONS, INC.. Invention is credited to Axel Geiberger, Mikael B. Mohlin, Mathias Remmler, Markus Rockenbach.
Application Number | 20110146444 12/935550 |
Document ID | / |
Family ID | 40671915 |
Filed Date | 2011-06-23 |
United States Patent
Application |
20110146444 |
Kind Code |
A1 |
Mohlin; Mikael B. ; et
al. |
June 23, 2011 |
DOUBLE-CLUTCH TRANSMISSION FOR VEHICLES
Abstract
A double-clutch transmission includes, but is not limited to an
inner input shaft and an outer input shaft that are connected to a
first clutch and a second clutch respectively. A first layshaft and
a second layshaft of the DCT are spaced apart and arranged in
parallel to the input shafts. Gearwheels of the DCT are arranged on
the first layshaft, on the second layshaft, on the inner input
shaft and on the outer input shaft. The gearwheels include, but are
not limited to seven gearwheel groups for providing seven
sequentially increasing gears. Each of the gearwheel groups
includes, but is not limited to a fixed gearwheel on one of the
input shafts that meshes with an idler gearwheel on one of the
layshafts. A fourth fixed gearwheel meshes with a fourth gear idler
gearwheel and a sixth gear idler gearwheel. A third fixed gearwheel
meshes with a third gear idler gearwheel and a fifth gear idler
gearwheel.
Inventors: |
Mohlin; Mikael B.; (Kungalv,
SE) ; Geiberger; Axel; (Mainz, DE) ; Remmler;
Mathias; (Mauchenheim, DE) ; Rockenbach; Markus;
(Schweppenhausen, DE) |
Assignee: |
GM GLOBAL TECHNOLOGY OPERATIONS,
INC.
Detroit
MI
|
Family ID: |
40671915 |
Appl. No.: |
12/935550 |
Filed: |
March 30, 2009 |
PCT Filed: |
March 30, 2009 |
PCT NO: |
PCT/EP09/02304 |
371 Date: |
February 25, 2011 |
Current U.S.
Class: |
74/665D |
Current CPC
Class: |
F16H 2003/0822 20130101;
Y10T 74/19228 20150115; F16H 2003/0931 20130101; F16H 3/093
20130101; F16H 3/006 20130101; Y10T 74/19233 20150115; F16H
2200/0086 20130101; Y10T 74/1907 20150115; F16H 2003/0826 20130101;
F16H 2200/0056 20130101; Y10T 74/19065 20150115; Y10T 74/19112
20150115 |
Class at
Publication: |
74/665.D |
International
Class: |
F16H 37/06 20060101
F16H037/06; F16H 3/093 20060101 F16H003/093; F16H 3/08 20060101
F16H003/08 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 31, 2008 |
EP |
08006486.8 |
Mar 31, 2008 |
EP |
08006569.1 |
Mar 31, 2008 |
EP |
08006606.1 |
Mar 31, 2008 |
EP |
08006607.9 |
Mar 31, 2008 |
EP |
08006608.7 |
Mar 31, 2008 |
EP |
08006609.5 |
Mar 31, 2008 |
EP |
08006610.3 |
Mar 31, 2008 |
EP |
08006611.1 |
Mar 31, 2008 |
EP |
08006612.9 |
Mar 31, 2008 |
EP |
08006613.7 |
Mar 31, 2008 |
EP |
08006614.5 |
Mar 31, 2008 |
EP |
08006615.2 |
Mar 31, 2008 |
EP |
08006616.7 |
Mar 31, 2008 |
EP |
08006617.8 |
Mar 31, 2008 |
EP |
08006618.6 |
Mar 31, 2008 |
EP |
08006619.4 |
Mar 31, 2008 |
EP |
08006620.2 |
Mar 31, 2008 |
EP |
08006621.0 |
Mar 31, 2008 |
EP |
08006622.8 |
Mar 31, 2008 |
EP |
08006623.6 |
Mar 31, 2008 |
EP |
08006624.4 |
Mar 31, 2008 |
EP |
08006625.1 |
Mar 31, 2008 |
EP |
08006626.9 |
Mar 31, 2008 |
EP |
08006627.7 |
Mar 31, 2008 |
EP |
08006628.5 |
Mar 31, 2008 |
EP |
08006629.3 |
Mar 31, 2008 |
EP |
08006630.1 |
Mar 31, 2008 |
EP |
08006631.9 |
Mar 31, 2008 |
EP |
08006632.7 |
Mar 31, 2008 |
EP |
08006633.5 |
Mar 31, 2008 |
EP |
08006634.3 |
Mar 31, 2008 |
EP |
08006635.0 |
Mar 31, 2008 |
EP |
08006636.8 |
Mar 31, 2008 |
EP |
08006637.6 |
Mar 31, 2008 |
EP |
08006638.4 |
Mar 31, 2008 |
EP |
08006639.2 |
Mar 31, 2008 |
EP |
08006640.0 |
Mar 31, 2008 |
EP |
08006641.8 |
Mar 31, 2008 |
EP |
08006642.6 |
Mar 31, 2008 |
EP |
08006643.4 |
Mar 31, 2008 |
EP |
08006644.2 |
Mar 31, 2008 |
EP |
08006645.9 |
Mar 31, 2008 |
EP |
08006646.7 |
Mar 31, 2008 |
EP |
08006647.5 |
Mar 31, 2008 |
EP |
08006648.3 |
Mar 31, 2008 |
EP |
08006649.1 |
Claims
1. A double-clutch transmission, comprising: an inner input shaft
and an outer input shaft, at least a portion of the inner input
shaft surrounded by the outer input shaft; a first clutch connected
to the inner input shaft and a second clutch connected to the outer
input shaft; a first layshaft and a second layshaft spaced apart
from the inner input shaft and outer input shaft and arranged in
parallel to the inner input shaft and outer input shaft; gearwheels
arranged on the first layshaft, on the second layshaft, on the
inner input shaft and on the outer input shaft, the gearwheels
comprising a first gearwheel group, a second gearwheel group, a
third gearwheel group, a fourth gearwheel group, a fifth gearwheel
group, a sixth gearwheel group and a seventh gearwheel group for
providing seven sequentially increasing forward gear output speeds,
the first gearwheel group comprising a first fixed gearwheel on the
inner input shaft, meshing with a first gear idler gearwheel on one
of the first layshaft or the second layshaft, the third gearwheel
group comprising a third fixed gearwheel on the inner input shaft,
meshing with a third gear idler gearwheel on one of the first
layshaft or the second layshaft, the fifth gearwheel group
comprising a fifth fixed gearwheel on the inner input shaft,
meshing with a fifth gear idler gearwheel on one of the first
layshaft or the second layshaft, the seventh gearwheel group
comprising a seventh fixed gearwheel on the inner input shaft,
meshing with a seventh gear idler gearwheel on one of the first
layshaft or the second layshaft, the second gearwheel group
comprising a second fixed gearwheel on the outer input shafts,
meshing with a second gear idler gearwheel on one of the first
layshaft or the second layshaft, the fourth gearwheel group
comprising a fourth fixed gearwheel on the outer input shafts,
meshing with a fourth gear idler gearwheel on one of the first
layshaft or the second layshaft, the sixth gearwheel group
comprising a sixth fixed gearwheel on the outer input shafts,
meshing with a sixth gear idler gearwheel on one of the first
layshaft or the second layshaft, and each one of the gearwheel
groups comprising a coupling device arranged on one of the first
layshaft or the second layshaft to selectively engage one of the
idler gearwheels for selecting one of the seven gears, and the
fourth fixed gearwheel further meshing with the sixth gear idler
gearwheel, wherein the third fixed gearwheel further meshes with
the fifth gear idler gearwheel.
2. The double clutch transmission according to claim 1, further
comprising a reverse gear idler shaft and a reverse gearwheel
mounted on the reverse gear idler shaft, the reverse gearwheel
meshing with one of the gearwheels on one of the layshafts for
providing a reverse gear.
3. The double-clutch transmission according to claim 2, wherein the
first gear and the reverse gear are driven by different input
shafts.
4. The double-clutch transmission according to claim 1, further
comprising a second reverse gearwheel on the reverse gear idler
shaft, the two reverse gearwheels meshing with two of the
gearwheels on the layshafts.
5. The double-clutch transmission according to claim 1, wherein a
distance between one of the layshafts with idler gearwheels of low
gear ratios and the inner input shaft is greater than a distance
between another one of the layshafts with the idler gearwheels of
high gear ratios and the inner input shaft.
6. The double-clutch transmission according to claim 1 further
comprising a park-lock gearwheel fixed onto one of the layshafts
that has a pinion for providing a park-lock.
7. The double-clutch transmission according to claim 1, wherein at
least two of the first gear idler gearwheel, the second gear idler
gearwheel, the third gear idler gearwheel and the fourth gear idler
gearwheel are mounted on the same layshaft.
8. The double-clutch transmission according to claim 7, wherein the
first gear idler gearwheel, the second gear idler gearwheel, the
third gear idler gearwheel and the fourth gear idler gearwheel are
mounted on the same layshaft.
9. The double-clutch transmission according to claim 1, wherein at
least two of the fifth gear idler gearwheel, the sixth gear idler
gearwheel and the seventh gear idler gearwheel are mounted on the
same layshaft.
10. The double-clutch transmission according to claim 9, wherein
the fifth gear idler gearwheel, the sixth gear idler gearwheel and
the seventh gear idler gearwheel are mounted on the same
layshaft.
11. The double-clutch transmission according to claim 8, wherein
the first gear idler gearwheel, the second gear idler gearwheel,
the third gear idler gearwheel and the fourth gear idler gearwheel
are mounted on one of the layshafts, and wherein the fifth gear
idler gearwheel, the sixth gear idler gearwheel and the seventh
gear idler gearwheel are mounted on the other layshaft.
12. The double-clutch transmission according to claim 1, further
comprising bearings for supporting the layshafts, at least two of
the bearings being provided next to the first gear idler gearwheel
and the second gear idler gearwheel.
13. The double-clutch transmission according to claim 1, wherein
the third gearwheel group and the fifth gearwheel group are driven
by the inner input shaft, and the fourth gearwheel group and the
sixth gearwheel groups are driven by the outer input shaft.
14. The double-clutch transmission according to claim 8, wherein
the third gear idler gearwheel and the fourth gear idler gearwheel
are provided between the first gear idler gearwheel and the second
gear idler gearwheel.
15. The double-clutch transmission according to claim 1, further
comprising at least two pinions that are provided on the two
layshafts respectively, each of the two pinions being next to a
bearing for support.
16. A gearbox, comprising: an inner input shaft and an outer input
shaft, at least a portion of the inner input shaft surrounded by
the outer input shaft; a first clutch connected to the inner input
shaft and a second clutch connected to the outer input shaft; a
first layshaft and a second layshaft spaced apart from the inner
input shaft and outer input shaft and arranged in parallel to the
inner input shaft and outer input shaft; gearwheels arranged on the
first layshaft, on the second layshaft, on the inner input shaft
and on the outer input shaft, the gearwheels comprising a first
gearwheel group, a second gearwheel group, a third gearwheel group,
a fourth gearwheel group, a fifth gearwheel group, a sixth
gearwheel group and a seventh gearwheel group for providing seven
sequentially increasing forward gear output speeds, the first
gearwheel group comprising a first fixed gearwheel on the inner
input shaft, meshing with a first gear idler gearwheel on one of
the first layshaft or the second layshaft, the third gearwheel
group comprising a third fixed gearwheel on the inner input shaft,
meshing with a third gear idler gearwheel on one of the first
layshaft or the second layshaft, the fifth gearwheel group
comprising a fifth fixed gearwheel on the inner input shaft,
meshing with a fifth gear idler gearwheel on one of the first
layshaft or the second layshaft, the seventh gearwheel group
comprising a seventh fixed gearwheel on the inner input shaft,
meshing with a seventh gear idler gearwheel on one of the first
layshaft or the second layshaft, the second gearwheel group
comprising a second fixed gearwheel on the outer input shafts,
meshing with a second gear idler gearwheel on one of the first
layshaft or the second layshaft, the fourth gearwheel group
comprising a fourth fixed gearwheel on the outer input shafts,
meshing with a fourth gear idler gearwheel on one of the first
layshaft or the second layshaft, the sixth gearwheel group
comprising a sixth fixed gearwheel on the outer input shafts,
meshing with a sixth gear idler gearwheel on one of the first
layshaft or the second layshaft, and each one of the gearwheel
groups comprising a coupling device arranged on one of the first
layshaft or the second layshaft to selectively engage one of the
idler gearwheels for selecting one of the seven gears, and the
fourth fixed gearwheel further meshing with the sixth gear idler
gearwheel, wherein the third fixed gearwheel further meshes with
the fifth gear idler gearwheel; and an output gearwheel that is
adapted to separately mesh with the two pinions for providing an
output torque.
17. The power train device according to claim 16, the power train
device comprising at least one power source for generating a
driving torque.
18. The power train device of claim 17, wherein the power source
comprises a combustion engine.
19. The power train device of claim 17, wherein the power source
comprises an electric motor.
20. (canceled)
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a U.S. National-Stage entry under 35
U.S.C. .sctn.371 based on International Application No.
PCT/EP2009/002304, filed Mar. 31, 2009, which was published under
PCT Article 21(2) and which claims priority to European Application
No. 08006645.9, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006638.4, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006639.2, filed Mar.
31, 2008, and which claims priority to European Application No.
08006640.0, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006641.8, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006642.6, filed Mar.
31, 2008, and which claims priority to European Application No.
08006635.0, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006643.4, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006644.2, filed Mar.
31, 2008, and which claims priority to European Application No.
08006486.8, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006606.1, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006607.9, filed Mar.
31, 2008, and which claims priority to European Application No.
08006608.7, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006646.7, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006616.7, filed Mar.
31, 2008, and which claims priority to European Application No.
08006617.8, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006609.5, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006610.3, filed Mar.
31, 2008, and which claims priority to European Application No.
08006611.1, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006612.9, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006621.0, filed Mar.
31, 2008, and which claims priority to European Application No.
08006622.8, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006623.6, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006624.4, filed Mar.
31, 2008, and which claims priority to European Application No.
08006569.1, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006637.6, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006615.2, filed Mar.
31, 2008, and which claims priority to European Application No.
08006636.8, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006625.1, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006626.9, filed Mar.
31, 2008, and which claims priority to European Application No.
08006627.7, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006628.5, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006629.3, filed Mar.
31, 2008, and which claims priority to European Application No.
08006630.1, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006631.9, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006619.4, filed Mar.
31, 2008, and which claims priority to European Application No.
08006620.2, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006618.6, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006614.5, filed Mar.
31, 2008, and which claims priority to European Application No.
08006613.7, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006634.3, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006633.5, filed Mar.
31, 2008, and which claims priority to European Application No.
08006632.7, filed Mar. 31, 2008, and which claims priority to
European Application No. 08006649.1, filed Mar. 31, 2008, and which
claims priority to European Application No. 08006648.3, filed Mar.
31, 2008, and which claims priority to European Application No.
08006647.5, filed Mar. 31, 2008, which are all hereby incorporated
in their entirety by reference.
TECHNICAL FIELD
[0002] The present application relates to a double-clutch
transmission for vehicles.
BACKGROUND
[0003] The double-clutch transmission (DCT) comprises two input
shafts that are connected to two clutches separately for providing
driving torques. The two input shafts are also actuated by the two
clutches. The two clutches are often combined into a single device
that permits actuating any of the two clutches at a time.
[0004] Volkswagen has provided a 7-speed dual clutch gearbox
(DSG.RTM.), namely DQ200. The DSG.RTM. DQ200 provides an attempt of
having a 7-speed dual clutch gearbox in the cars for street
driving.
[0005] The DCT has not yet been widely used in cars for street
driving. Problems that hinder the application of DCT for street
driving comprise of providing a compact, reliable and
fuel-efficient DCT. Therefore, there exists a need for providing
such a DCT that is also affordable by consumers.
SUMMARY
[0006] The application provides a double-clutch transmission with
an inner input shaft and an outer input shaft. The inner input
shaft can be hollow or solid. A portion of the inner input shaft is
surrounded by the outer input shaft in a radial direction. The
radial direction of a shaft indicates a direction pointing away
from a central axis of the shaft following a radius of the
shaft.
[0007] There is provided a first clutch and a second clutch which
are non-rotatably connected to the inner input shaft and to the
outer input shaft respectively. For example, the first clutch is
fixed to the inner input shaft and the second the clutch is fixed
to the outer input shaft. Alternatively, the non-rotatable
connection can be provided by a universal joint.
[0008] The transmission further comprises a first layshaft and a
second layshaft that are both radially spaced apart from the input
shafts. The first layshaft and the second layshaft are essentially
parallel to the input shafts.
[0009] Gearwheels are arranged on the first layshaft, on the second
layshaft, on the inner input shaft and on the outer input shaft. A
gearwheel can be a fixed wheel or an idler. The gearwheels comprise
a first gearwheel group, a second gearwheel group, a third
gearwheel group, a fourth gearwheel group, a fifth gearwheel group,
a sixth gearwheel group and a seventh gearwheel group for providing
seven sequentially increasing forward gear output speeds, which are
inverse to their gear ratios. The increasing gears describe an
escalating order that members of the order follow each other. Gear
ratios of a car according to the application are arranged in a
sequentially decreasing manner, which is in an inverse order of
gear output speeds. For example, in a vehicle having a
transmission, a first gear has the ratio of 3:1, a second gear has
the ratio of 2:1, a third gear has the ratio of 1.45:1, a fourth
gear has the ratio of 1:1, a fifth gear has the ratio of 0.9:1, a
sixth gear ratio has the ratio of 0.7:1 and a seventh gear has the
ratio of 0.55:1. The seven gears provide an increasing order of
output speed of the transmission for driving the vehicle.
[0010] The first gearwheel group comprises a first fixed gearwheel
on the inner input shaft, meshing with a first gear idler gearwheel
on one of the layshafts. The third gearwheel group comprising a
third fixed gearwheel on the inner input shaft, meshing with a
third gear idler gearwheel on one of the layshafts. The fifth
gearwheel group comprising a fifth fixed gearwheel on the inner
input shaft, meshing with a fifth gear idler gearwheel on one of
the layshafts. The seventh gearwheel group comprising a seventh
fixed gearwheel on the inner input shaft, meshing with a seventh
gear idler gearwheel on one of the layshafts. The second gearwheel
group comprising a second fixed gearwheel on the outer input
shafts, meshing with a second gear idler gearwheel on one of the
layshafts. The fourth gearwheel group comprising a fourth fixed
gearwheel on the outer input shafts, meshing with a fourth gear
idler gearwheel on one of the layshafts. The sixth gearwheel group
comprising a sixth fixed gearwheel on the outer input shafts,
meshing with a sixth gear idler gearwheel on one of the layshafts.
Each one of the gearwheel groups comprises a coupling device, which
is arranged on one of the layshafts to selectively engage one of
the idler gearwheels for selecting one of the seven gear
ratios.
[0011] The fourth fixed gearwheel on the outer input shaft meshes
with the fourth gear idler gearwheel and the sixth gear idler
gearwheel. The third fixed gearwheel on the inner input shaft
meshes with the third gear idler gearwheel and the fifth gear idler
gearwheel.
[0012] The double-clutch transmission provides seven forward gear
ratios through the double-clutch. The double-clutch enables gear
ratio switching between odd and even ratios to be swift and
efficient because the gearwheels for the odd gear ratio and even
gear ratio are distributed to different clutches respectively. Two
double-meshing features are provided by the third and fourth fixed
gearwheels respectively. A first double meshing feature comprises
that the third fixed gearwheel meshes with both the third gear
idler gearwheel and the fifth gear idler gearwheel. A second
double-meshing feature comprises that the fourth fixed gearwheel
meshes with both the fourth gear idler gearwheel and the sixth gear
idler gearwheel. These two double-meshing features make the
double-clutch transmission to be compact, lightweight at low cost
because fixed gearwheels are avoided on the input shafts.
Furthermore, since the two double-meshing features are provided on
the inner input shaft and the outer input shaft respectively, gear
ratio jumping between the idler gearwheels of these double-meshing
features can be performed efficiently by engaging any of the input
shafts using the double clutch.
[0013] The double clutch transmission can provide two coupling
devices that engage two of the idler gearwheels of the seven gears
respectively at the same time. The process of multiple engagements
of the two idler gearwheels on different layshafts is known as
pre-selection of gears. Especially, the two idlers of two
consecutive gears that are driven by different input shafts of the
DCT can be both engaged for shifting from one of the two gears to
the other. For example, idler gearwheels of the third gear and the
fourth gear of the DCT are both engaged to their weight-carrying
layshaft by their neighboring coupling devices when only one of the
input shafts receives an input torque. Since incoming torque from
any of the input shafts is constantly delivered to an idler
gearwheel of the two consecutive gears, there is little or no
interruption in torque flow during the gearshift. Therefore, the
double-clutch transmission provides continuous and more efficient
torque transmission, as compared to the gearshift process in Manual
Transmissions.
[0014] According to the application, the DCT may further comprise a
reverse gear idler shaft and a reverse gearwheel mounted on the
reverse gear idler shaft, the reverse gearwheel meshing with one of
the gearwheels on one of the layshafts for providing a reverse gear
ratio. The reverse gear ratio is useful for maneuvering the
vehicle, such as for parking
[0015] In the application, the first gear ratio and the reverse
gear ratio may be provided by different input shafts respectively.
If the first forward gear and the reverse gear are provided on two
different input shafts, the double clutches of the DCT can enable
efficient switching between the two input shafts. As a result, a
driving scheme that the DCT engages the two input shafts
alternatively can drive the vehicle back and forth rapidly. This
scheme is useful for moving the vehicle out of a muddy puddle
because the vehicle can simply be driven back and forth to get out
the puddle without a time-consuming switching of the gears of the
transmission. An embodiment of the application provides that the
first gear ratio is driven by the inner input shaft and the reverse
gear ratio is driven by the outer input shaft. Some other
embodiments of the application provide that the first gear ratio
and the reverse gear ratio are both driven by the inner input
shaft.
[0016] In the application, the DCT may comprise another reverse
gearwheel on the reverse gear idler shaft, the two or more reverse
gearwheels meshing with two of the gearwheels respectively.
[0017] According to the application, the double-clutch transmission
device may further comprise a reverse pinion mounted on the reverse
gear idler shaft. The reverse pinion provides direct torque
transmission to a fixed output gearwheel with less loss in torque
transmission.
[0018] The double-clutch transmission can further comprise a
park-lock gearwheel that is fixed onto one of the layshafts for
providing a park-lock. The layshaft with the park-lock comprises a
final drive pinion for locking a differential of the DCT. The
differential comprises the output gearwheel on the output shaft.
The park-lock enables the vehicle to park at a place in a secure
manner, even on a slope. The park-lock is easy to implement and
beneficial for vehicle and passengers' safety.
[0019] The DCT can have a distance between one of the layshafts
with idler gearwheels of low gear ratios (e.g. 1st, 2nd, 3rd gears)
and the inner input shaft is greater than a distance between
another one of the layshafts with the idler gearwheels of high gear
ratios (e.g. 5th, 6th, 7th gears) and the inner input shaft. Idler
gearwheels of high gears are smaller than that of the low gears so
that the layshaft with idler gearwheels of high gears can be
brought closer to the inner input shaft for making the DCT more
compact. The distance is measured between longitudinal axes of the
shafts.
[0020] In the application, two or more the first gear idler
gearwheel, the second gear idler gearwheel, the third gear idler
gearwheel and the fourth gear idler gearwheel may be mounted on the
same layshaft. Gearwheels of high gear ratios (e.g. 2nd, 3rd &
4th gears) are desired to be installed on the same shaft because
the shaft can be made thick so that the other layshaft with
gearwheels of lower gear ratios can be made slim at low cost.
[0021] In the application, the first gear idler gearwheel, the
second gear idler gearwheel, the third gear idler gearwheel and the
fourth gear idler gearwheel may be mounted on the same
layshaft.
[0022] In the application, two or more of the fifth gear idler
gearwheel, the sixth gear idler gearwheel and the seventh gear
idler gearwheel may be mounted on the same layshaft. Gearwheels of
high gears (e.g. 5th, 6th & 7th gears) are desired to be
installed on the same shaft because the shaft can be made slim for
the reduction of cost and size of the double-clutch
transmission.
[0023] In the application, the fifth gear idler gearwheel, the
sixth gear idler gearwheel and the seventh gear idler gearwheel may
be mounted on the same layshaft.
[0024] In the application, the first gear idler gearwheel, the
second gear idler gearwheel, the third gear idler gearwheel and the
fourth gear idler gearwheel may be mounted on one of the layshafts.
The fifth gear idler gearwheel, the sixth gear idler gearwheel and
the seventh gear idler gearwheel may be mounted on the other
layshaft. Idler gearwheels of high and low gear ratios are
separated into two groups that are mounted on different layshafts.
This arrangement enables one of the layshaft that carries idler
gearwheels of high gear ratio (e.g. 5th, 6th & 7th) to be made
slim for reducing weight, size and cost. The other layshaft that
carries the idler gearwheels of low gear ratios (e.g. 1st, 2nd, 3rd
& 4th) is better used for its larger size to carry more idler
gearwheels of heavy duty.
[0025] According to the application, the DCT may further comprise
bearings for supporting the layshafts, two or more of the bearings
being provided next to the first gear idler gearwheel and the
second gear idler gearwheel respectively. The bearings that support
a shaft are more advantageously provided next to gearwheels of low
gear ratios. The supporting shaft can be made slim and have less
deflection when the bearings are next to the gearwheels of low gear
ratios.
[0026] In the application, the third and the fifth gearwheel groups
may be driven by the inner input shaft, and the fourth and sixth
gearwheel groups may be driven by the outer input shaft. Any gear
ratio change between the two input shafts can be easily achieved by
connecting any of the two input shafts. For example, gear ratio can
jump from the third gear to any of the fourth or sixth gear
efficiently.
[0027] In the application, the third gear idler gearwheel and the
fourth gear idler gearwheel may be provided between the first gear
idler gearwheel and the second gear idler gearwheel. Idler
gearwheels of the lowest gear ratios are provided at opposite ends
of their supporting layshaft so that these idler gearwheels of the
heaviest duty are supported by bearings immediately adjacent to
them respectively. The supporting layshaft can be reduced in size,
cost and weight.
[0028] In the application, there may be further provided two or
more pinions that are mounted on the two layshafts respectively,
each of the two pinions being next to a bearing for supporting. The
pinions transmit torques for driving the vehicle. Bearings that are
next to the pinions give strong support to the layshafts that carry
the pinions. Consequently, the layshafts can be minimized in size
for reducing cost and weight of the DCT.
[0029] In the application, there may be further provided an output
gearwheel that meshes with the two pinions on the layshafts for
providing an output torque. The output gearwheels receive driving
torques from pinions and offer a single output to the exterior of
the double-clutch transmission. No multiple external connections
that are associated to the layshafts are required. Connection to
the double-clutch transmission is thus made simple.
[0030] The output gearwheel provides drive torque to a torque drain
such as a differential gear box of a vehicle. Examples of the
vehicle include a car or a motorcycle. The pinions of the DCT comb
with an output gearwheel respectively such that the output
gearwheel transmits torques from the pinions to an output shaft for
driving the vehicle.
[0031] The application may provide a power train device with the
gearbox. The power train device may comprise one or more power
source for generating a driving torque. The power train device is
alternatively known as power train.
[0032] In the application, the power source may comprise a
combustion engine. The vehicle having the combustion engine and the
double-clutch transmission is easy to manufacture. The combustion
engine can consume less petrol for environmental protection.
Furthermore, a combustion engine for other types of fuel can have
even less polluting emission, such as hydrogen fuel.
[0033] In the application, the power source may comprise an
electric motor. Electric motor used in as hybrid car, or in an
electrical car enables reduction of pollution, as compared to
typical combustion using petrol. The electric motor can even
recuperate brake energy in a generator mode.
[0034] In the application, there is also provided a vehicle that
may comprise a power train device. The vehicle having the power
train device is efficient in energy usage by using the
double-clutch transmission.
BRIEF DESCRIPTION OF THE DRAWINGS
[0035] The present invention will hereinafter be described in
conjunction with the following drawing figures, wherein like
numerals denote like elements, and
[0036] FIG. 1 illustrates a front view of a first embodiment of a
double clutch transmission of the application;
[0037] FIG. 2 illustrates the path of torque flow of a first gear
transmission ratio;
[0038] FIG. 3 illustrates the path of torque flow of a second gear
transmission ratio;
[0039] FIG. 4 illustrates the path of torque flow of a third gear
transmission ratio;
[0040] FIG. 5 illustrates the path of torque flow of a fourth gear
transmission ratio;
[0041] FIG. 6 illustrates the path of torque flow of a fifth gear
transmission ratio;
[0042] FIG. 7 illustrates the path of torque flow of a sixth gear
transmission ratio;
[0043] FIG. 8 illustrates the path of torque flow of a seventh gear
transmission ratio;
[0044] FIG. 9 illustrates the path of torque flow of a reverse gear
transmission ratio;
[0045] FIG. 10 illustrates an assembly of a double-sided coupling
device with its neighboring gearwheels for engagement;
[0046] FIG. 11 illustrates an assembly of a single-sided coupling
device with its neighboring gearwheel for engagement;
[0047] FIG. 12 illustrates an assembly of an idler gearwheel that
is rotatably supported by a shaft on a bearing;
[0048] FIG. 13 illustrates an assembly of a fixed gearwheel that is
supported on a shaft;
[0049] FIG. 14 illustrates a cross-section through a crankshaft of
an internal combustion engine according to embodiment of the
DCT;
[0050] FIG. 15 illustrates a front view of a further embodiment of
a double clutch transmission of the application;
[0051] FIG. 16 illustrates an expanded side view of the double
clutch transmission of FIG. 15;
[0052] FIG. 17 illustrates a front view of a further embodiment of
a double clutch transmission of the application;
[0053] FIG. 18 illustrates an expanded side view of the double
clutch transmission of FIG. 17;
[0054] FIG. 19 illustrates a front view of a further embodiment of
a double clutch transmission of the application;
[0055] FIG. 20 illustrates an expanded side view of the double
clutch transmission of FIG. 19;
[0056] FIG. 21 illustrates a front view of a further embodiment of
a double clutch transmission of the application;
[0057] FIG. 22 illustrates an expanded side view of the double
clutch transmission of FIG. 21;
[0058] FIG. 23 illustrates a front view of a further embodiment of
a double clutch transmission of the application;
[0059] FIG. 24 illustrates an expanded side view of the double
clutch transmission of FIG. 23;
[0060] FIG. 25 illustrates a front view of a further embodiment of
a double clutch transmission of the application;
[0061] FIG. 26 illustrates an expanded side view of the double
clutch transmission of FIG. 25;
[0062] FIG. 27 illustrates a front view of a further embodiment of
a double clutch transmission of the application;
[0063] FIG. 28 illustrates an expanded side view of the double
clutch transmission of FIG. 27;
[0064] FIG. 29 illustrates a front view of a further embodiment of
a double clutch transmission of the application; and
[0065] FIG. 30 illustrates an expanded side view of the double
clutch transmission of FIG. 29.
DETAILED DESCRIPTION
[0066] The following detailed description is merely exemplary in
nature and is not intended to limit application and uses.
Furthermore, there is no intention to be bound by any theory
presented in the preceding background or summary or the following
detailed description.
[0067] In the following description, details are provided to
describe the embodiments of the application. It shall be apparent
to one skilled in the art, however, that the embodiments may be
practiced without such details.
[0068] FIGS. 1-14 provide detailed description of an embodiment of
a double clutch transmission (DCT) of the application.
[0069] FIG. 1 illustrates a front view of an embodiment of a double
clutch transmission 1 of the application. The DCT 1 comprises a
relatively large output gearwheel 12, two input shafts 20, 22, two
pinions 41, 51 and a reverse gear idler shaft 38. The two input
shafts 20, 22 are a solid input shaft 20 (e.g. K1) and a hollow
input shaft 22 (e.g. K2). The solid input shaft 20 and the hollow
input shaft 22 share the same rotational axis and are non-rotatably
connected to two clutch discs 8, 10 of a double clutch 6,
separately. The two pinions are the upper pinion 41 and the lower
pinion 51. The two pinions are fixed to an upper layshaft 40 and a
lower layshaft 50 at their rotational axes respectively. The output
gearwheel 12 is fixed to an output shaft 14 at its rotation axis.
The two pinions 41, 51 mesh with the output gearwheel 12 separately
at different positions of the output gearwheel 12.
[0070] The input shafts 20, 22, the upper layshaft 40, the lower
layshaft 50 and the reverse gear idler shaft 38 are parallel to
each other at predetermined distances. The distances are provided
in radial directions of these shafts, which are better seen in FIG.
2. Other gearwheels are mounted on these shafts respectively
meshing with each other according to predetermined manners. The
manners of these gearwheels' mounting and meshing are better seen
in some of the following figures.
[0071] FIG. 1 further shows a cutting plane A-A for illustrating an
expanded cross-section view through the DCT 1, which is shown in
FIGS. 2 to 9. The cutting plane A-A passes through the rotational
axes of the output gearwheel 12, the lower pinion 51, the input
shafts 20, 22, the upper pinion 41 and the reverse gear idler shaft
38. One of the goals of FIGS. 2 to 9 is to further illustrate
structure and torque flows of the DCT 1.
[0072] FIG. 2 illustrates the expanded view of the DCT that shows
the manners of the gearwheels mounting, which corresponds to FIG.
1.
[0073] According to FIG. 2, the DCT 1 comprises the following
shafts, from top to bottom, the reverse gear idler shaft 38, the
upper layshaft 40, the hollow input shaft 22, the solid input shaft
20, the lower layshaft 50 and the output shaft 14. The solid input
shaft 20 is partially disposed inside the hollow input shaft 22,
while the solid input shaft 20 protrudes outside the hollow input
shaft 22 at its two ends. The hollow input shaft 22 is mounted onto
the solid input shaft 20 by a pair of solid shaft bearings 71 that
are disposed between the solid input shaft 20 and the hollow input
shaft 22 at two ends of the hollow input shaft 22. As a result, the
two input shafts 20, 22 are coupled together such that the solid
input shaft 20 is free to rotate inside the hollow input shaft 22.
The hollow input shaft 22 surrounds a right portion of the solid
input shaft 20, while a left portion of the solid input shaft 20 is
exposed outside the hollow input shaft 22. The assembly of the
input shafts 20, 22 is supported by a solid shaft bearing 71 at a
protruding end of the solid shaft 20 on the left and by a hollow
shaft bearing 72 on the right.
[0074] As shown in FIG. 2, a right portion of the solid input shaft
20 is surrounded by the outer input shaft 22 in a radial direction
of the input shafts 20, 22. There are three gearwheels mounted on
the left exposed portion of the solid input shaft 20. These
gearwheels are a fixed wheel fifth gear 26, a fixed wheel seventh
gear 27 and a fixed wheel first gear 24. The fixed wheel fifth gear
26, the fixed wheel seventh gear 27 and the fixed wheel first gear
24 are disposed on the exposed portion of the solid shaft 20 from
right to left sequentially. The fixed wheel fifth gear 26, the
fixed wheel seventh gear 27 and the fixed wheel first gear 24 are
fixed to the solid input shaft 20 coaxially. The fixed wheel fifth
gear 26 also serves as a fixed wheel third gear 25. On the hollow
input shaft 22, there is mounted with a fixed wheel second gear 30
and a fixed wheel fourth gear 32 from the right to the left. The
fixed wheel second gear 30 also serves as a fixed wheel reverse
gear 34. The fixed wheel sixth gear 32 also serves as a fixed wheel
fourth gear 31. Both the fixed wheel second gear 30 and a fixed
wheel fourth gear 32 are fixed to the hollow input shaft 22
coaxially.
[0075] The lower layshaft 50 is provided below the solid input
shaft 20 and the hollow input shaft 22. There are a number of
gearwheels and coupling devices mounted on the lower layshaft 50,
which include, from right to the left, the lower pinion 51, an
idler second gear 61, a double-sided coupling device 83, an idler
fourth gear 63, an idler third gear 62, a double-sided coupling
device 82, an idler seventh gear 66, an idler first gear 60 and a
single-sided coupling device 84. One layshaft bearing 73 is
provided next to both the lower pinion 51 and the idler second gear
61. The other layshaft bearing 73 is provided next to the
single-sided coupling device 84 at the left end of the lower
layshaft 50. The lower pinion 51 is fixed to the lower layshaft 50
at its rotational axis. The idler second gear 61, the idler fourth
gear 63, the idler third gear 62, the idler seventh gear 66 and the
idler first gear 60 are mounted on the lower layshaft 50 by
bearings separately such that these gearwheels are idlers, being
free to rotate around the lower layshaft 50. Both the two
double-sided coupling devices 82, 83 are configured to move along
the lower layshaft 50 such that they can either engage a gearwheel
on their left or right to the lower layshaft 50 respectively. The
single-sided coupling device 84 is configured to move along the
lower layshaft 50 to engage or disengage the idler first gear 60.
The idler second gear 61 meshes with the fixed wheel second gear
30. The idler fourth gear 63 meshes with the fixed wheel fourth
gear 31. The idler third gear 62 meshes with the fixed wheel third
gear 25. The idler seventh gear 66 meshes with the fixed wheel
seventh gear 27.
[0076] The upper layshaft 40 is provided above the input shafts 20,
22. There is provided gearwheels and coupling devices on the upper
layshaft 40, which includes, from right to the left, the upper
pinion 41, a reverse gear idler wheel 37, a double-sided coupling
device 80, an idler sixth gear 65, a idler fifth gear 64, a
single-sided coupling device 81 and a park-lock gearwheel 39. One
layshaft bearing 73 is positioned between the upper pinion 41 and
the reverse gear idler wheel 37. Another layshaft bearing 73 is
positioned at the left end of the upper layshaft 40, next to the
single-sided coupling device 81. The reverse gear idler wheel 37,
the idler sixth gear 65 and the idler fifth gear 64 are mounted on
the upper layshaft 40 by bearings respectively such that these
gearwheels are free to rotate around the upper layshaft 40. The
single-sided coupling device 81 is configured to move along the
upper layshaft 40 to engage or disengage the idler fifth gear 64 to
the upper layshaft 40. The double-sided coupling device 80 is
configured to move along the upper layshaft 40 to engage or
disengage any of the reverse gear idler wheel 37 and the idler
sixth gear 65 to the upper layshaft 40. The idler sixth gear 65
meshes with the fixed wheel sixth gear 32, while the idler fifth
gear 64 meshes with the fixed wheel third gear 25.
[0077] In other words, there are two double-meshing features
provided. The first double-meshing feature comprises the idler
fifth gear 64 that meshes with the idler third gear 62 via the
fixed wheel third gear 25. The second double-meshing feature
comprises the idler sixth gear 65 that meshes with the idler fourth
gear 63 via the fixed wheel fourth gear 31. A distance 56 between a
longitudinal axis of the upper layshaft 40 and a common
longitudinal axis of the input shafts 20, 22 is smaller than a
distance 58 between the longitudinal axis of the lower layshaft 50
and the common longitudinal axis of the input shafts 20, 22. The
upper layshaft 40 carries idler gearwheels 64, 65 of high gear
ratios (e.g. 5th & 6th gears). In contrast, the lower layshaft
50 carries idler gearwheels 60, 61, 62, 63 of low gear ratios (e.g.
1st, 2nd, 3rd, & 4th gears). The distances are measured in
radial directions of these shafts 20, 22, 40, 50.
[0078] The park-lock gearwheel 39 is a gearwheel fixed onto the
upper layshaft 40 for providing a park-lock. The park-lock is a
wheel which is provided with a ratchet device, with a click device
having a rack element, a claw or similar. The park-lock keeps the
upper layshaft 40 and the output shaft 14 from rotating, which stop
a vehicle with the DCT 1 from running when the vehicle is parked.
When using the park-lock, the park-lock gearwheel 39 on the upper
layshaft 40 can be easily engaged to lock the output shaft 14, via
the upper pinion 41, via the output gearwheel 12 and stopping the
output shaft 14 from rotating.
[0079] The reverse gear idler shaft 38 is provided further above
the upper layshaft 40. There is provided gearwheels on the reverse
gear idler shaft 38, which includes, from right to the left, the
first reverse gearwheel 35 and the second reverse gearwheel 36. Two
idler shaft bearings 74 are provided at opposite ends of the
reverse gear idler shaft 38. The first reverse gearwheel 35 and the
second reverse gearwheel 36 are fixed to the reverse gear idler
shaft 38 between the two idler shaft bearings 74. The first reverse
gearwheel 35 meshes with the fixed wheel reverse gear 34, while the
second reverse gearwheel 36 meshes with the reverse gear idler
wheel 37.
[0080] The output shaft 14 is provided below the lower layshaft 50.
A pair of output shaft bearings 75 at two opposite ends of the
output shaft 14 for supporting. The output gearwheel 12 is mounted
on the output shaft 14 coaxially. The output gearwheel 12 is also
fixed on the output shaft 14 and meshes with the lower pinion 51
and the upper pinion 41.
[0081] In the present specification, the expressions "mesh" and
"comb" with respect to geared wheels or engaged gearwheels are
provided as synonyms. The solid input shaft 20 is alternatively
termed as an inner input shaft 20, while the hollow input shaft 22
is alternatively termed as an outer input shaft 22. The solid input
shaft 20 is alternatively replaced by a hollow shaft and disposed
inside the hollow input shaft 22. The term "coupling device" is
alternatively termed as "shifting mechanism" for engaging or
disengaging gearwheels on a shaft. The double-clutch transmission
(DCT) is alternatively termed as double-clutch, double clutch
transmission or dual clutch transmission (DCT).
[0082] The fixed wheel first gear 24 is also known as the first
fixed gearwheel 24. The fixed wheel third gear 25 is also known as
the third fixed gearwheel 25. The fixed wheel fifth gear 26 is also
known as the fifth fixed gearwheel 26. The fixed wheel seventh gear
27 is also known as the seventh fixed gearwheel 27. The fixed wheel
second gear 30 is also known the second fixed gearwheel 30. The
fixed wheel fourth gear 31 is also known as the fourth fixed
gearwheel 31. The fixed wheel sixth gear 32 is also known as the
sixth fixed gearwheel 32. The fixed wheel reverse gear 34 is also
known as the reverse fixed gearwheel 34. The idler first gear 60 is
also known as the first gear idler gearwheel 60. The idler second
gear 61 is also known as the second gear idler gearwheel 61. The
idler third gear 62 is also known as the third gear idler gearwheel
62. The idler fourth gear 63 is also known as the fourth gear idler
gearwheel 63. The idler fifth gear 64 is also known as the fifth
gear idler gearwheel 64. The idler sixth gear 65 is also known as
the sixth gear idler gearwheel 65. The idler seventh gear 66 is
also known as the seventh gear idler gearwheel 66. The coupling
devices are alternatively known as synchronizers.
[0083] Any one of the input shafts 20, 22 and layshafts 38, 40, 50,
can be held by more bearings for better support.
[0084] In figures of the present application, dash lines indicate
either alternative positions of the illustrated parts or combing
relationship between the gearwheels.
[0085] The application provides the DCT 1 that permits gear ratio
shift operations with less loss of driving torque. This is because
the gear ratio shift operations can be achieved by selectively
connecting one of the two clutch discs 8, 10 of the DCT 1.
Therefore, an associated additional main drive clutch can be
avoided. The selective connection between the two clutch discs 8,
10 also enables the realization of an automatic transmission that
can be operated without interruptions in propulsive power. The
propulsive power comprises momentum derived from the rotating
gearwheels and shafts inside the DCT 1. Such a transmission is
similar in design to a mechanical manual transmission and it has
correspondingly very low friction losses. The DCT 1 further
provides a parallel manual transmission that can be used for
transverse installation in a front-wheel drive vehicle.
[0086] The DCT 1 according to the application can be connected
similar to a known manual transmission, such as a parallel manual
transmission. In the know manual transmission, a drive shaft for
the front axle of a vehicle extends outward from its DCT case, and
parallel to the output shaft 14 of the main DCT 1. The arrangement
of the known manual transmission provides little space left for
actuation of the manual transmission and clutch, and also for an
optional electric motor. The optional electric motor can act as a
starter device for a combustion engine, as an energy recuperation
device for brake operation or as an additional drive means in
hybrid vehicles. Having such little space presents a number of
difficulties that are solved or at least alleviated by the
application. The application provides a DCT 1 that has two clutches
or two clutch discs for connecting to an electrical motor and the
manual transmission in a compact manner.
[0087] The application provides a compact structure of a parallel
transmission. The parallel transmission includes two input shafts,
each of which can be non-rotatably coupled via its own clutch to a
shaft that is powered by a drive engine of a vehicle. The DCT 1 of
the application further provides the output shaft 14 that is
parallel to the input shafts 20, 22.
[0088] The DCT 1 according to the application is particularly well
suited for transverse installation in front-wheel drive vehicles,
in which the front differential, for example, is positioned below
the pinions 41, 51. A short overall length of the power train for
transmitting torques can be achieved.
[0089] The application provides two or more relatively small
pinions 41, 51 on intermediately arranged layshafts 40, 50 that
comb with one relatively big output gearwheel 12. The output
gearwheel 12 in turn is fixed onto the output shaft 14. This
arrangement provides a compact and lightweight DCT 1.
[0090] The application further allows a design in which the output
gearwheel 12 is integrated into a transmission differential device
without providing an intermediate output shaft of the DCT 1. This
allows a very dense packaging situation for the DCT 1.
[0091] It is further advantageous to provide fixed wheels for the
even gearwheels on one input shaft and fixed gearwheels for the odd
gears on another input shaft. This arrangement provides the
above-mentioned power-shift operation in a smooth and efficient
manner when gear ratio shift is performed sequentially. This is
because the DCT 1 can alternatively engage one of the two clutch
discs 8, 10. For example, the power-shift operation from the first
gear to the fourth gear causes the solid input shaft 20 and the
hollow input shaft 22 being engaged alternatively, which is energy
efficient and fast.
[0092] The idler gearwheels 60, 61, 62, 63 of the low gear ratios
(e.g. 1st, 2nd, 3rd & 4th) are provided on the same lower
layshaft 50, which is advantageous. This is because the lower
layshaft 50 has lower rotational speed with larger size for
stronger torque, as compared to that of the upper layshaft 40. This
arrangement eliminates the need of providing multiple layshafts
with larger size for carrying those heavy-load gearwheels 60, 61,
62, 63 of the low gear ratios on different shafts. Therefore, the
DCT 1 can be made light with less cost.
[0093] Bearings 73 of the DCT 1 are mounted on the lower layshaft
50 next to the pinion 51 and the gearwheels 61, 60 of lowest gear
ratios (e.g. 1st & 2nd gears). This arrangement provides
stronger mechanical support to the lower layshaft 50 for less shaft
deflection. Similarly, the other bearing 73 is mounted on the upper
layshaft 40 next to the upper pinion 41. As a result, the layshafts
40, 50 can be reduced in weight and cost.
[0094] There are only two pinions 41, 51 provided for seven forward
gear ratios and one reverse gear ratio. The reduced number of
pinions enables reduction in size, cost and weight of the DCT
1.
[0095] A variant of the first embodiment with only four
double-shared gearwheels on both of the input shafts 20, 22 has the
advantage of providing a better ratio-flexibility and of fewer
dependencies. It is beneficial to provide the gearwheels of the
first gear, of the second gear and of the pinions 41, 51 close to
the bearings for supporting. The gearwheels of these gearwheels of
low gears (e.g. 1st gear, 2nd gear, etc) undergo bigger forces than
those of the high gears because the drive ratio is higher for the
lower gears and reverse gears. Therefore, shafts of low gears must
take up stronger driving forces. If those forces are taken up close
to the support points of the shafts a reduced shaft bending will
occur.
[0096] FIG. 2 illustrates the path of torque flow of a first gear
transmission ratio. In FIG. 2, an input torque of the first gear is
received from a crankshaft 2 of a combustion engine (not shown).
According to FIG. 2, the input torque of the first gear is received
by the solid input shaft 20 from the double-clutch 6 of the DCT 1.
A torque of the first gear is transmitted from the solid input
shaft 20, via the fixed wheel first gear 24, via the idler first
gear 60, via the single-sided coupling device 84, via the lower
layshaft 50, via the lower pinion 51, via the output gearwheel 12,
to the output shaft 14. The single-sided coupling device 84 is
engaged to the idler first gear 60 when transmitting the torque of
the first gear, which provides the first gear ratio of the DCT 1.
The number of tooth engagements or engaged gear pairs for the
torque transfer of the first gear is two.
[0097] FIG. 3 illustrates the path of torque flow of a second gear
transmission ratio. In FIG. 3, an input torque of the second gear
is received from the crankshaft 2 of the combustion engine (not
shown). According to FIG. 3, the input torque of the second gear is
received by the hollow input shaft 22 from the double-clutch 6 of
the DCT 1. A torque of the second gear is transmitted from the
hollow input shaft 22, via the fixed wheel second gear 30, via the
idler second gear 61, via the double-sided coupling device 83, via
the lower layshaft 50, via the lower pinion 51, via the output
gearwheel 12, to the output shaft 14. The double-sided coupling
device 83 is engaged to the idler second gear 61 when transmitting
the torque of the second gear, which provides the second gear ratio
of the DCT 1. The number of tooth engagements or engaged gear pairs
for the torque transfer of the second gear is two.
[0098] FIG. 4 illustrates the path of torque flow of a third gear
transmission ratio. In FIG. 4, an input torque of the third gear is
received from the crankshaft 2 of the combustion engine (not
shown). According to FIG. 4, the input torque of the third gear is
received by the solid input shaft 20 from the double-clutch of the
DCT 1. A torque of the third gear is transmitted from the solid
input shaft 20, via the fixed wheel third gear 25, via the idler
third gear 62, via the double-sided coupling device 82, via the
lower layshaft 50, via the lower pinion 51, via the output
gearwheel 12, to the output shaft 14. The double-sided coupling
device 82 is engaged to the idler third gear 62 when transmitting
the torque of the third gear, which provides the third gear ratio
of the DCT 1. The number of tooth engagements or engaged gear pairs
for the torque transfer of the third gear is two.
[0099] FIG. 5 illustrates the path of torque flow of a fourth gear
transmission ratio. In FIG. 5, an input torque of the fourth gear
is received from the crankshaft 2 of the combustion engine (not
shown). According to FIG. 5, the input torque of the fourth gear is
received by the hollow input shaft 22 from the double-clutch 6 of
the DCT 1. A torque of the fourth gear is transmitted from the
hollow input shaft 22, via the fixed wheel fourth gear 31, via the
idler fourth gear 63, via the double-sided coupling device 83, via
the lower layshaft 50, via the lower pinion 51, via the output
gearwheel 12, to the output shaft 14. The double-sided coupling
device 83 is engaged to the idler fourth gear 63 when transmitting
the torque of the fourth gear, which provides the fourth gear ratio
of the DCT 1. The number of tooth engagements or engaged gear pairs
for the torque transfer of the fourth gear is two.
[0100] FIG. 6 illustrates the path of torque flow of a fifth gear
transmission ratio. In FIG. 6, an input torque of the fifth gear is
received from the crankshaft 2 of a combustion engine (not shown).
According to FIG. 6, the input torque of the fifth gear is received
by the solid input shaft 20 from the double-clutch 6 of the DCT 1.
A torque of the fifth gear is transmitted from the solid input
shaft 20, via the fixed wheel fifth gear 26, via the idler fifth
gear 64, via the single-sided coupling device 81, via the upper
layshaft 40, via the upper pinion 41, via the output gearwheel 12,
to the output shaft 14. The single-sided coupling device 81 is
engaged to the idler fifth gear 64 when transmitting the torque of
the fifth gear, which provides the fifth gear ratio of the DCT 1.
The number of tooth engagements or engaged gear pairs for the
torque transfer of the fifth gear is two.
[0101] FIG. 7 illustrates the path of torque flow of a sixth gear
transmission ratio. In FIG. 7, an input torque of the sixth gear is
received from the crankshaft 2 of a combustion engine (not shown).
According to FIG. 7, the input torque of the sixth gear is received
by the hollow input shaft 22 from the double-clutch 6 of the DCT 1.
A torque of the sixth gear is transmitted from the hollow input
shaft 22, via the fixed wheel sixth gear 32, via the idler sixth
gear 65, via the double-sided coupling device 80, via the upper
layshaft 40, via the upper pinion 41, via the output gearwheel 12,
to the output shaft 14. The double-sided coupling device 80 is
engaged to the idler sixth gear 65 when transmitting the torque of
the sixth gear, which provides the sixth gear ratio of the DCT 1.
The number of tooth engagements or engaged gear pairs for the
torque transfer of the sixth gear is two.
[0102] FIG. 8 illustrates the path of torque flow of a seventh gear
transmission ratio. In FIG. 8, an input torque of the seventh gear
is received from the crankshaft 2 of a combustion engine (not
shown). According to FIG. 8, the input torque of the seventh gear
is received by the solid input shaft 20 from the double-clutch 6 of
the DCT 1. A torque of the seventh gear is transmitted from the
solid input shaft 20, via the fixed wheel seventh gear 27, via the
idler seventh gear 66, via the double-sided coupling device 82, via
the lower layshaft 50, via the lower pinion 51, via the output
gearwheel 12, to the output shaft 14. The double-sided coupling
device 82 is engaged to the idler seventh gear 66 when transmitting
the torque of the seventh gear, which provides the seventh gear
ratio of the DCT 1. The number of tooth engagements or engaged gear
pairs for the torque transfer of the seventh gear is two.
[0103] FIG. 9 illustrates the path of torque flow of a reverse gear
transmission ratio. In FIG. 9, an input torque of the reverse gear
is received from the crankshaft 2 of a combustion engine (not
shown). According to FIG. 9, the input torque of the reverse gear
is received by the hollow input shaft 22 from the double-clutch 6
of the DCT 1. A torque of the reverse gear is transmitted from the
hollow input shaft 22, via the fixed wheel reverse gear 34, via the
first reverse gearwheel 35 (e.g. R1), via the reverse gear idler
shaft 38, via the second reverse gearwheel 36 (e.g. R2), via the
reverse gear idler wheel 37, via the double-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14. The double-sided
coupling device 80 is engaged to the reverse gear idler wheel 37
when transmitting the torque of the reverse gear, which provides
the reverse gear ratio of the DCT 1. The number of tooth
engagements or engaged gear pairs for the torque transfer of the
reverse gear is three.
[0104] Alternative paths for transmitting some of the
above-mentioned torque flow paths of the DCT 1 are possible to be
provided.
[0105] FIG. 10 illustrates an assembly 100 of a double-sided
coupling device 102 with its neighboring gearwheels 101, 103 for
engagement. The assembly 100 comprises a shaft 104 with the two
coaxially mounted idler gears 101, 103 on two bearings
respectively. The coupling device 102 is provided between the idler
gear 101 on the left and the idler gear 103 on the right. The
coupling device 102 is configured to move along the shaft 104 to
selectively engage any of the idler gears 101, 103 at one time. In
other words, the idler gears 101, 103 can alternatively be brought
into non-rotating engagement with the shaft 104 by the coupling
device 102. Symbols for showing the assembly 100 is provided at the
right hand side of FIG. 10.
[0106] FIG. 11 illustrates an assembly 110 of a single-sided
coupling device 112 with its neighboring gearwheel 113 for
engagement. The assembly 110 comprises a shaft 114 with the one
coaxially mounted idler gear 113 on a bearing. The coupling device
112 is provided next to the idler gear 113 on the left side. The
coupling device 112 is configured to move along the shaft 114 to
engage or disengage the idler gears 113. In other words, the idler
gear 113 can be brought into non-rotating engagement with the shaft
114 by the single-sided coupling device 112. Symbols for showing
the assembly 110 are provided at the right hand side of FIG.
11.
[0107] FIG. 12 illustrates an assembly 120 of an idler gearwheel
121 that is rotatably supported by a shaft 122 on a bearing 123.
The idler gearwheel 121 is coaxially mounted onto the shaft 122 via
the bearing 123. The bearing 123 enables the idler gearwheel 121 to
be freely rotated around the shaft 122. Symbols that represent the
assembly 120 are provided at the right hand side of the FIG.
12.
[0108] FIG. 13 illustrates an assembly 130 of a fixed gearwheel 132
that is supported on a shaft 131. The fixed gearwheel 132 is
coaxially mounted onto the shaft 131 such that the gearwheel 132 is
fixed to the shaft 132. The fixed gearwheel 132 and the shaft 131
are joined as one single body such that torque of the fixed
gearwheel 132 is transmitted to the shaft 131 directly, and vice
versa.
[0109] A number of fixed gearwheels are rigidly connected to the
input shafts 20, 22 and other shafts 14, 38, 40, 50. A symbol as
used in the previous figures for such a fixed gearwheel is provided
on the left side in FIG. 13. The more commonly used symbol for such
a fixed gearwheel is provided on the right side in FIG. 13.
[0110] FIG. 14 illustrates a cross-section through a crankshaft 2
of an internal combustion engine according to the embodiment of the
DCT 1. According to FIG. 14, a crankshaft 2 of an internal
combustion engine, which is not shown here, is non-rotatably
connected to the housing 4 of a double clutch 6. The double clutch
6 includes an inner clutch disc 8 and an outer clutch disc 10,
which can be brought into non-rotating engagement with the housing
4 via control elements that are not illustrated here. The solid
input shaft 20 is non-rotatably connected to the clutch disc 8, and
extends all the way through the hollow shaft 22. Similarly, the
hollow input shaft 22 is non-rotatably connected to the other
clutch disc 10.
[0111] The clutch housing 4 has a larger outer diameter around the
inner clutch disc 8 than that around the outer clutch disc 10.
Correspondingly, the inner clutch disc 8 has a larger outer
diameter than that of the outer clutch disc 10 inside the clutch
housing 4. The fact that the larger inner clutch disc 8 on the
solid input shaft 20 drives the first gear makes the DCT 1
robust.
[0112] The above-mentioned eight torque flow paths not only provide
viable solutions to generate eight gear ratio of the DCT 1, but
also offer possibilities of switching from one gear ratio to the
other efficiently. For example, gear ratio jumps from the sixth
gear to the fourth gear is efficiently provided by the
double-meshing of the idler sixth gear 65 and the idler fourth gear
63, via an intermediate gearwheel, namely the fixed wheel fourth
gear 31. The gear ratio jump from the sixth gear to the fourth gear
does not require stopping the hollow input shaft 22. Furthermore,
the double-meshing of the idler sixth gear 65 and the idler fourth
gear 63 avoids the need of providing two separate fixed gearwheels
on an input shaft. In other words, less space is required on the
hollow input shaft 22 because two fixed gearwheels 31, 32 are
combined into a single one. The DCT 1 can thus be made lighter and
cheaper by the reduction of one gearwheel. The other double-meshing
of the idler fifth gear 64 and the idler third gear 62 via the
fixed wheel third gear 25 also possesses similar advantages.
[0113] Gearwheels of the two double-meshing are driven by the solid
input shaft 20 and the hollow input shaft 22 respectively. This
arrangement provides the convenience of gear ratio jumping from
third to fourth or sixth efficiently by alternative engagement
between the two input shafts 20, 22. Similarly, the gear ratio
jumping from fourth to third or fifth is also made efficient. In a
like manner, the gear ratio jumping from fifth to fourth or sixth
is fast too. Following the same manner, the gear ratio jumping from
sixth to third or fifth is very efficient. These gear ratio jumping
arrangements provides better control ability to the vehicle with
the DCT 1.
[0114] In providing gear meshing or combing for torque
transmission, less number of gear tooth engagement (e.g. gear
engagement) is preferred. The less number of gear tooth engagement
provides lower noise and more efficient torque transmission.
[0115] The DCT 1 drives the gearwheel groups of the first gear and
the reverse gear by different input shafts 20, 22. This provides
the ability to drive a vehicle change between a slow forward and a
slow backward without engaging and disengaging the same group of
gearwheels. Just by engaging and disengaging the respective
clutches 8, 10 of the two input shafts 20, 22, the DCT 1 enables
the vehicle to move back and forth quickly with little loss of the
transmission power or gearwheels momentum. This helps in many
situations in which a wheel of a vehicle is stuck in a hostile
environment such as a snow hole or a mud hole. The vehicle can then
be swayed free just by switching between the two clutch discs 8, 10
of the DCT 1.
[0116] FIG. 15-16 illustrates a further embodiment of the
application. The embodiment includes parts that are similar to the
parts of previously described embodiment.
[0117] FIG. 15 shows a front view of the gearbox 1 of the
application. A relatively big output gearwheel 12 meshes with a
lower pinion 51 that is provided on a lower layshaft 50. The output
gearwheel 12 is fixed onto an output shaft 14. The output gearwheel
12 further meshes with an upper pinion 41 that is provided on an
upper layshaft 40. There is also shown a solid input shaft 20, a
hollow input shaft 22 and a reverse gear idler shaft 38.
[0118] FIG. 15 further comprises a cutting plane A-A for
illustrating the cross-section through the gearbox 1, which is
shown in FIG. 16. One of the goals of FIG. 16 is to further
illustrate the structure and the torque flows through the
embodiment of the gearbox 1. FIG. 16 illustrates a simplified
cross-section through the double clutch transmission gearbox 1 of
FIG. 15. Structure and various torque flows for the several gears
of the double clutch transmission gearbox 1 are explained based on
FIG. 16.
[0119] Referring to FIG. 16, the double clutch transmission gearbox
1 comprises the following shafts, from top to bottom, a reverse
gear idler shaft 38, an upper layshaft 40, a solid input shaft 20,
a hollow shaft 22, a lower layshaft 50 and an output shaft 14.
These shafts are provided parallel to each other at predetermined
mutual distances inside the gearbox 1. The hollow shaft 22 is
arranged concentrically around the solid shaft 20. The solid input
shaft 20 protrudes outside the hollow input shaft 22 at a right
end.
[0120] The solid input shaft 20 comprises, from the right end to
the left end, a solid shaft bearing 71, a hollow shaft bearing 72,
which serves also as a solid shaft bearing 71, a fixed wheel third
gear 25, which serves also as a fixed wheel fifth gear 26, a fixed
wheel seventh gear 27, a fixed wheel first gear 24 and a solid
shaft bearing 71.
[0121] The hollow input shaft 22 comprises, from the right end to
the left end, a hollow shaft bearing 72, a fixed wheel second gear
30, and a fixed wheel fourth gear 31, which serves also a fixed
wheel sixth gear 32.
[0122] The upper layshaft 40 comprises, from the right end to the
left end, an upper pinion 41, a layshaft bearing 73, a reverse gear
idler wheel 37, a double-sided coupling device 81, an idler sixth
gear 65, combing with the fixed wheel fourth gear 31, an idler
fifth gear 64, combing with the fixed wheel fifth gear 26, a
double-sided coupling device 82, an idler first gear 60, and a
layshaft bearing 73.
[0123] The reverse gear idler shaft 38 comprises, from the right
end to the left end, an idle shaft bearing 74, a first reverse gear
wheel 35, combing with the fixed wheel second gear 30, a second
reverse gear wheel 36, combing with the reverse gear idler wheel
37, and an idle shaft bearing 74.
[0124] The lower layshaft 50 comprises, from the right end to the
left end, a lower pinion 51, a layshaft bearing 73, an idler second
gear 61, combing with fixed wheel second gear 30, a double-sided
coupling device 84, an idler fourth gear 63, combing with fixed
wheel fourth gear 31, an idler third gear 62, combing with the
fixed wheel third gear 25, a double-sided coupling device 83, an
idler seventh gear 66, combing with the fixed wheel seventh gear
27, a park-lock gearwheel 39 and a layshaft bearing 73. The
park-lock gearwheel 39 is a gearwheel fixed onto the lower layshaft
40 for providing a park-lock.
[0125] The output shaft 14 comprises, from the right end to the
left end, an output shaft bearing 75, an output gearwheel 12 and an
output shaft bearing 75.
[0126] Torque flow of the first gear according to FIG. 16 starts
from the solid input shaft 20, via the fixed wheel first gear 24,
via the idler first gear 60, via the double-sided coupling device
82, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0127] Torque flow of the second gear according to FIG. 16 starts
from the hollow input shaft 22, via the fixed wheel second gear 30,
via the idler second gear 61, via the double-sided coupling device
84, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0128] Torque flow of the third gear as according to FIG. 16 starts
from the solid input shaft 20, via the fixed wheel third gear 25,
via the idler third gear 62, via the double-sided coupling device
83, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0129] Torque flow of the fourth gear according to FIG. 16 starts
from the hollow input shaft 22, via the fixed wheel fourth gear 31,
via the idler fourth gear 63, via the double-sided coupling device
84, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0130] Torque flow of the fifth gear according to FIG. 16 starts
from the solid input shaft 20, via the fixed wheel fifth gear 26,
via the idler fifth gear 64, via the double-sided coupling device
82, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0131] Torque flow of the sixth gear according to FIG. 16 starts
from the hollow input shaft 22, via the fixed wheel sixth gear 32,
via the idler sixth gear 65, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0132] Torque flow of the seventh gear according to FIG. 16 starts
from the solid input shaft 20, via the fixed wheel seventh gear 27,
via the idler seventh gear 66, via the double-sided coupling device
83, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0133] Torque flow of the reverse gear according to FIG. 16 starts
from the hollow input shaft 22, via the fixed wheel second gear 30,
via the first reverse gear wheel 35, via the reverse gear idler
shaft 38, via the second reverse gear wheel 36, via the reverse
gear idler wheel 37, via the double-sided coupling device 81, via
the upper layshaft 40, via the upper pinion 41, via the output
gearwheel 12, to the output shaft 14.
[0134] FIG. 17-18 illustrates a further embodiment of the
application. The embodiment includes parts that are similar to the
parts of previously described embodiments.
[0135] FIG. 17 shows a front view of the gearbox 1 of the
application. A relatively big output gearwheel 12 meshes with a
lower pinion 51 that is provided on a lower layshaft 50. The output
gearwheel 12 is fixed onto an output shaft 14. The output gearwheel
12 further meshes with an upper pinion 41 that is provided on an
upper layshaft 40. There is also shown a solid input shaft 20, a
hollow input shaft 22 and a reverse gear idler shaft 38.
[0136] FIG. 17 further comprises a cutting plane A-A for
illustrating the cross-section through the gearbox 1, which is
shown in FIG. 18. One of the goals of FIG. 18 is to further
illustrate the structure and the torque flows through the
embodiment of the gearbox 1. FIG. 18 illustrates a simplified
cross-section through the double clutch transmission gearbox 1 of
FIG. 17. FIG. 18 illustrates the structure and various torque flows
for the several gears of the double clutch transmission gearbox
1.
[0137] Referring to FIG. 18, the double clutch transmission gearbox
1 comprises the following shafts, from top to bottom, the reverse
gear idler shaft 38, the upper layshaft 40, the solid input shaft
20, the hollow shaft 22, the lower layshaft 50 and the output shaft
14. These shafts are provided parallel to each other at
predetermined mutual distances inside the gearbox 1. The hollow
shaft 22 is arranged concentrically around the solid shaft 20. The
solid input shaft 20 protrudes outside the hollow input shaft 22 at
a right end.
[0138] The solid input shaft 20 comprises, from the right end to
the left end, a solid shaft bearing 71, a hollow shaft bearing 72,
which serves also as a solid shaft bearing 71, a fixed wheel third
gear 25, which also servers as fixed wheel fifth gear 26, a fixed
wheel seventh gear 27, a fixed wheel first gear 24 and a solid
shaft bearing 71.
[0139] The hollow input shaft 22 comprises, from the right end to
the left end, a hollow shaft bearing 72, a fixed wheel second gear
30, which serves also as a fixed wheel reverse gear 34, and a fixed
wheel fourth gear 31, which serves also as a fixed wheel sixth gear
32, a hollow shaft bearing 72.
[0140] The upper layshaft 40 comprises, from the right end to the
left end, an upper pinion 41, a layshaft bearing 73, a reverse gear
idler wheel 37, a double-sided coupling device 80, an idler sixth
gear 65, combing with the fixed wheel sixth gear 32, an idler fifth
gear 64, combing with the fixed wheel fifth gear 26, a double-sided
coupling device 81, and an idler seventh gear 66, combing with the
fixed wheel seventh gear 27, a layshaft bearing 73.
[0141] The reverse gear idler shaft 38 comprises, from the right
end to the left end, an idle shaft bearing 74, a first reverse gear
wheel 35, combing with the fixed wheel reverse gear 34, a second
reverse gear wheel 36, combing with the reverse gear idler wheel
37, and an idle shaft bearing 74.
[0142] The lower layshaft 50 comprises, from the right end to the
left end, a lower pinion 51, a layshaft bearing 73, an idler second
gear 61, combing with the fixed wheel second gear 30, a
double-sided coupling device 83, an idler fourth gear 63, combing
with the fixed wheel fourth gear 31, an idler third gear 62,
combing with the fixed wheel third gear 25, a double-sided coupling
device 82, an idler first gear 60, combing with the fixed wheel
first gear 24, a park-lock gearwheel 39 and a layshaft bearing 73.
The park-lock gearwheel 39 is a gearwheel fixed onto the lower
layshaft 50 for providing a park-lock.
[0143] The output shaft 14 comprises, from the right end to the
left end, an output shaft bearing 75, an output gearwheel 12 and an
output shaft bearing 75.
[0144] Torque flow of the first gear according to FIG. 18 starts
from the solid input shaft 20, via the fixed wheel first gear 24,
via the idler first gear 60, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0145] Torque flow of the second gear as according to FIG. 18
starts from the hollow input shaft 22, via the fixed wheel second
gear 30, via the idler second gear 61, via the double-sided
coupling device 83, via the lower layshaft 50, via the lower pinion
51, via the output gearwheel 12, to the output shaft 14.
[0146] Torque flow of the third gear according to FIG. 18 starts
from the solid input shaft 20, via the fixed wheel third gear 25,
via the idler third gear 62, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0147] Torque flow of the fourth gear according to FIG. 18 starts
from the hollow input shaft 22, via fixed wheel fourth gear 31, via
the idler fourth gear 63, via the double-sided coupling device 83,
via the lower layshaft 50, via the lower pinion 51, via the output
gearwheel 12, to the output shaft 14.
[0148] Torque flow of the fifth gear according to FIG. 18 starts
from the solid input shaft 20, via the fixed wheel fifth gear 26,
via the idler fifth gear 64, via the double-sided coupling device
81, via the upper layshaft 40, to upper pinion 41, via the output
gearwheel 12, to the output shaft 14.
[0149] Torque flow of the sixth gear according to FIG. 18 starts
from the hollow input shaft 22, via the fixed wheel sixth gear 32,
via the idler sixth gear 65, via the double-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0150] Torque flow of the seventh gear according to FIG. 18 starts
from the solid input shaft 20, via the fixed wheel seventh gear 27,
via the idler seventh gear 66, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0151] Torque flow of the reverse gear according to FIG. 18 starts
from the hollow input shaft 22, via the fixed wheel reverse gear
34, via the first reverse gear wheel 35, via the reverse gear idler
shaft 38, via the second reverse gear wheel 36, via the reverse
gear idler wheel 37, via the double-sided coupling device 80, via
the upper layshaft 40, via the upper pinion 41, via the output
gearwheel 12, to the output shaft 14.
[0152] FIG. 19-20 illustrates a further embodiment of the
application. The embodiment includes parts that are similar to the
parts of previously described embodiments.
[0153] FIG. 19 shows a front view of the gearbox 1 of the
application. A relatively big output gearwheel 12 meshes with a
lower pinion 51 that is provided on a lower layshaft 50. The output
gearwheel 12 further meshes with an upper pinion 41 that is
provided on an upper layshaft 40. In some variants of the
application, one or more layshafts with further pinions can be
provided but this is not shown here. Such a further pinion would
then also mesh or comb with the output gearwheel 12. There is also
shown a solid input shaft 20, a hollow input shaft 22 and a reverse
gear idler shaft 38.
[0154] FIG. 19 further comprises a cutting plane A-A for
illustrating the cross-section through the gearbox 1, which is
shown in FIG. 20. For an embodiment, which has more than two
layshafts or an additional idler shaft, a cutting plane that leads
through all shafts is applied similarly. One of the goals of FIG.
20 is to further illustrate the structure and the torque flows
through the embodiment of the gearbox 1. FIG. 20 illustrate a
simplified cross-section through the double clutch transmission
gearbox 1 of FIG. 19. Structure and various torque flows for the
several gears of the double clutch transmission gearbox 1 are
explained based on FIG. 20.
[0155] Referring to FIG. 20, the double clutch transmission gearbox
1 comprises the following shafts, from top to bottom, an output
shaft 14, an upper layshaft 40, a solid input shaft 20, a hollow
shaft 22, a lower layshaft 50 and a reverse gear idler shaft 38.
The above-mentioned shafts are provided parallel to each other at
predetermined mutual distances inside the gearbox 1. The hollow
shaft 22 is arranged concentrically around the solid shaft 20. The
solid input shaft 20 protrudes outside the hollow input shaft 22 at
a right end.
[0156] The solid input shaft 20 comprises, from the right end to
the left end, a solid shaft bearing 71, a hollow shaft bearing 72,
which serves also as solid shaft bearing 71, a fixed wheel third
gear 25, which also serves as a fixed wheel fifth gear 26, a fixed
wheel first gear 24, a fixed wheel seventh gear 27, and a solid
shaft bearing 71.
[0157] The hollow input shaft 22 comprises, from the right end to
the left end, a solid shaft bearing 71, a hollow shaft bearing 72,
a fixed wheel second gear 30, and a fixed wheel fourth gear 31,
which serves also as fixed wheel sixth gear 32.
[0158] The upper layshaft 40 comprises, from the right end to the
left end, an upper pinion 41, a layshaft bearing 73, an idler
second gear 61, combing with the fixed wheel second gear 30, a
double-sided coupling device 80, an idler fourth gear 63, combing
with fixed wheel fourth gear 31, an idler third gear 62, combing
with the fixed wheel third gear 25, a double-sided coupling device
81, an idler first gear 60, a park-lock gearwheel 39 and a layshaft
bearing 73. The park-lock gearwheel 39 is a gearwheel fixed onto
the upper layshaft 40 for providing a park-lock.
[0159] The lower layshaft 50 comprises, from the right end to the
left end, a lower pinion 51, a layshaft bearing 73, a reverse gear
idler wheel 37, a double-sided coupling device 83, an idler sixth
gear 65, combing with fixed wheel fourth gear 31, an idler fifth
gear 64, combing with the fixed wheel fifth gear 26, a double-sided
coupling device 82, an idler seventh gear 66, combing with the
fixed wheel seventh gear 27, and a layshaft bearing 73.
[0160] The reverse gear idler shaft 38 comprises, from the right
end to the left end, an idler shaft bearing 74, a first reverse
gear wheel 35, combing with fixed wheel second gear 30, a second
reverse gear wheel 36, combing with the reverse gear idler wheel
37, and an idler shaft bearing 74.
[0161] The output shaft 14 comprises, from the right end to the
left end, an output shaft bearing 75, an output gearwheel 12 and an
output shaft bearing 75.
[0162] Torque flow of the first gear according to FIG. 20 starts
from the solid input shaft 20, via the fixed wheel first gear 24,
via the idler first gear 60, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0163] Torque flow of the second gear according to FIG. 20 starts
from the hollow input shaft 22, via the fixed wheel second gear 30,
via the idler second gear 61, via the double-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0164] Torque flow of the third gear according to FIG. 20 starts
from the solid input shaft 20, via the fixed wheel third gear 25,
via the idler third gear 62, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0165] Torque flow of the fourth gear according to FIG. 20 starts
from the hollow input shaft 22, via the fixed wheel fourth gear 31,
via the idler fourth gear 63, via the double-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0166] Torque flow of the fifth gear according to FIG. 20 starts
from the solid input shaft 20, via the fixed wheel fifth gear 26,
via the idler fifth gear 64, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0167] Torque flow of the sixth gear according to FIG. 20 starts
from the hollow input shaft 22, via the fixed wheel sixth gear 32,
via the idler sixth gear 65, via the double-sided coupling device
83, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0168] Torque flow of the seventh gear according to FIG. 20 starts
from the solid input shaft 20, via the fixed wheel seventh gear 27,
via the idler seventh gear 66, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0169] Torque flow of the reverse gear according to FIG. 20 starts
from the hollow input shaft 22, via the fixed wheel second gear 30,
via the first reverse gear wheel 35, via the reverse gear idler
shaft 38, via the second reverse gear wheel 36, via the reverse
gear idler wheel 37, via the double-sided coupling device 83, via
the lower layshaft 50, via the lower pinion 51, via the output
gearwheel 12, to the output shaft 14.
[0170] FIG. 21-22 illustrates a further embodiment of the
application. The embodiment includes parts that are similar to the
parts of previously described embodiments.
[0171] FIG. 21 shows a front view of the gearbox 1 of the
application. A relatively big output gearwheel 12 meshes with a
lower pinion 51 that is provided on a lower layshaft 50. The output
gearwheel 12 further meshes with an upper pinion 41 that is
provided on an upper layshaft 40. In some variants of the
application, one or more layshaft with further pinions can be
provided but this is not shown here. Such a further pinion would
then also mesh or comb with the output gearwheel 12. FIG. 21 also
shows a solid input shaft 20, a hollow input shaft 22 and an output
shaft 14 that is mounted with the output gearwheel 12.
[0172] FIG. 21 further comprises a cutting plane A-A for
illustrating the cross-section through the gearbox 1, which is
shown in FIG. 22. For an embodiment that has more than two
layshafts or an additional idler shaft, a cutting plane that leads
through all shafts is applied similarly. One of the goals of FIG.
22 is to further illustrate the structure and the torque flows
through the embodiment of the gearbox 1. FIG. 22 illustrate a
simplified cross-section through the double clutch transmission
gearbox 1 of FIG. 21. Structure and various torque flows for the
several gears of the double clutch transmission gearbox 1 are
explained later based on FIG. 22.
[0173] Referring to FIG. 22, the double clutch transmission gearbox
1 comprises the following shafts, from top to bottom, the upper
layshaft 40, and the solid input shaft 20, the hollow shaft 22, a
lower layshaft 50 and the output shaft 14. These shafts are
provided parallel to each other at predetermined mutual distances
inside the gearbox 1. The hollow shaft 22 is arranged
concentrically around the solid shaft 20. The solid input shaft 20
protrudes outside the hollow input shaft 22 at a right end.
[0174] The solid input shaft 20 comprises, from the right end to
the left end, a solid shaft bearing 71, a hollow shaft bearing 72,
which serves also as a solid shaft bearing 71, a fixed wheel third
gear 25, which serves also as a fixed wheel fifth gear 26, a fixed
wheel first gear 24, a fixed wheel seventh gear 27 and a solid
shaft bearing 71.
[0175] The hollow input shaft 22 comprises, from the right end to
the left end, a hollow shaft bearing 72, a fixed wheel second gear
30 and a fixed wheel fourth gear 31, which serves also as a fixed
wheel sixth gear 32.
[0176] The upper layshaft 40 comprises, from the right end to the
left end, an upper pinion 41, a layshaft bearing 73, an idler
second gear 61, combing with the fixed wheel second gear 30, a
double-sided coupling device 80, an idler fourth gear 63, combing
with fixed wheel fourth gear 31, an idler third gear 62, combing
with the fixed wheel third gear 25, a double-sided coupling device
81, an idler first gear 60, combing with fixed wheel first gear 24
and a layshaft bearing 73.
[0177] The lower layshaft 50 comprises, from the right end to the
left end, a lower pinion 51, a layshaft bearing 73, a park-lock
gearwheel 39. a double-sided coupling device 83, an idler sixth
gear 65, combing with the fixed wheel sixth gear 32, an idler fifth
gear 64, combing with the fixed wheel fifth gear 26, a double-sided
coupling device 82, an idler seventh gear 66, combing with the
fixed wheel seventh gear 27 and a layshaft bearing 73. The
park-lock gearwheel 39 is a gearwheel fixed onto the upper layshaft
40 for providing a park-lock.
[0178] The output shaft 14 comprises, from the right end to the
left end, an output shaft bearing 75, the output gearwheel 12 and
an output shaft bearing 75.
[0179] Torque flow of the first gear according to FIG. 22 starts
from the solid input shaft 20, via the fixed wheel first gear 24,
via the idler first gear 60, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0180] Torque flow of the second gear according to FIG. 22 starts
from the hollow input shaft 22, via the fixed wheel second gear 30,
via the idler second gear 61, via the double-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0181] Torque flow of the third gear according to FIG. 22 starts
from the solid input shaft 20, via the fixed wheel third gear 25,
via the idler third gear 62, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0182] Torque flow of the fourth gear according to FIG. 22 starts
from the hollow input shaft 22, via the fixed wheel fourth gear 31,
via the idler fourth gear 63, via the double-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0183] Torque flow of the fifth gear according to FIG. 22 starts
from the solid input shaft 20, via the fixed wheel fifth gear 26,
via the idler fifth gear 64, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0184] Torque flow of the sixth gear according to FIG. 22 starts
from hollow input shaft 22, via the fixed wheel sixth gear 32, via
the idler sixth gear 65, via the double-sided coupling device 83,
via the lower layshaft 50, via the lower pinion 51, via the output
gearwheel 12, to the output shaft 14.
[0185] Torque flow of the seventh gear according to FIG. 22 starts
from the solid input shaft 20, via the fixed wheel seventh gear 27,
via idler seventh gear 66, via the double-sided coupling device 82,
via the lower layshaft 50, via the lower pinion 51, via the output
gearwheel 12, to the output shaft 14.
[0186] FIG. 23-24 illustrates a further embodiment of the
application. The embodiment includes parts that are similar to the
parts of previously described embodiments.
[0187] FIG. 23 shows a front view of the gearbox 1 of the
application. A relatively big output gearwheel 12 meshes with a
lower pinion 51, which is provided on a lower layshaft 50. The
output gearwheel 12 further meshes with an upper pinion 41, which
is provided on an upper layshaft 40. There are further provided a
solid input shaft 20, a hollow input shaft 22 and a reverse gear
idler shaft 38.
[0188] FIG. 23 further comprises a cutting plane A-A for
illustrating the cross-section through the gearbox 1, which is
shown in FIG. 24. For the embodiment, which has more than two
layshafts or an additional idler shaft, a cutting plane that leads
through all shafts is applied similarly. One of the goals of FIG.
24 is to further illustrate the structure and the torque flows
through the embodiment of the gearbox 1. FIG. 24 illustrates a
simplified cross-section through the double clutch transmission
gearbox 1 of FIG. 23. Structure and various torque flows for the
several gears of the double clutch transmission gearbox 1 are
explained based on FIG. 24.
[0189] Referring to FIG. 24, the double clutch transmission gearbox
1 comprises the following shafts, from top to bottom, the upper
layshaft 40, the solid input shaft 20, the hollow shaft 22, the
lower layshaft 50, the reverse gear idler shaft 38 and the output
shaft 14. These shafts are provided parallel to each other at
predetermined mutual distances inside the gearbox. The hollow shaft
22 is arranged concentrically around the solid shaft 20. The solid
input shaft 20 protrudes outside the hollow input shaft 22 at a
right end.
[0190] The solid input shaft 20 comprises, from the right end to
the left end, a solid shaft bearing 71, a hollow shaft bearing 72,
which serves also as a solid shaft bearing 71, a fixed wheel third
gear 25, which serves also as a fixed wheel fifth gear 26, a fixed
wheel solid shaft 23, a fixed wheel first gear 24, and a solid
shaft bearing 71.
[0191] The hollow input shaft 22 comprises, from the right end to
the left end, a hollow shaft bearing 72, a fixed wheel second gear
30, a hollow shaft bearing 72 and a fixed wheel fourth gear 31,
which serves also as a fixed wheel sixth gear 32.
[0192] The upper layshaft 40 comprises, from the right end to the
left end, the upper pinion 41, a layshaft bearing 73, an idler
second gear 61, combing with the fixed wheel second gear 30, a
double-sided coupling device 80, an idler fourth gear 63, combing
with the fixed wheel fourth gear 31, an idler third gear 62,
combing with the fixed wheel third gear 25, a double-sided coupling
device 81, an idler first gear 60, combing with the fixed wheel
first gear 24, a park-lock gearwheel 39 and a layshaft bearing
73.
[0193] The lower layshaft 50 comprises, from the right end to the
left end, the lower pinion 51, a layshaft bearing 73, a reverse
gear idler wheel 37, a double-sided coupling device 83, an idler
sixth gear 65, combing with the fixed wheel sixth gear 32, an idler
fifth gear 64, combing with the fixed wheel fifth gear 26, a
double-sided coupling device 82, an idler seventh gear 66, combing
with the fixed wheel seventh gear 27, and the layshaft bearing
73.
[0194] The reverse gear idler shaft 38 comprises, from the right
end to the left end, an idler shaft bearing 74, a second reverse
gear wheel 36, combing with the reverse gear idler wheel 37 and a
first reverse gear wheel 35, combing with the fixed wheel solid
shaft 23, and an idler shaft bearing 74.
[0195] The output shaft 14 comprises, from the right end to the
left end, an output shaft bearing 75, the output gearwheel 12 and
an output shaft bearing 75.
[0196] Torque flow of the first gear according to FIG. 24 starts
from the solid input shaft 20, via the fixed wheel first gear 24,
via the idler first gear 60, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0197] Torque flow of the second gear according to FIG. 24 starts
from the hollow input shaft 22, via the fixed wheel second gear 30,
via the idler second gear 61, via the double-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0198] Torque flow of the third gear according to FIG. 24 starts
from the solid input shaft 20, via the fixed wheel third gear 25,
via the idler third gear 62, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0199] Torque flow of the fourth gear according to FIG. 24 starts
from the hollow input shaft 22, via the fixed wheel fourth gear 31,
via the idler fourth gear 63, via the double-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0200] Torque flow of the fifth gear according to FIG. 24 starts
from the solid input shaft 20, via the fixed wheel fifth gear 26,
via the idler fifth gear 64, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0201] Torque flow of the sixth gear according to FIG. 7 starts
from the hollow input shaft 22, via the fixed wheel sixth gear 32,
via the idler sixth gear 65, via the double-sided coupling device
83, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0202] Torque flow of the seventh gear according to FIG. 24 starts
from the solid input shaft 20, via the fixed wheel seventh gear 27,
via the idler seventh gear 66, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0203] Torque flow of the reverse gear according to FIG. 24 starts
from the solid input shaft 20, via the fixed wheel solid shaft 23,
via the first reverse gear wheel 35, via the reverse gear idler
shaft 38, via the second reverse gear wheel 36, via the reverse
gear idler wheel 37, via the double-sided coupling device 83, via
the lower layshaft 50, via the lower pinion 51, via the output
gearwheel 12, to the output shaft 14.
[0204] FIG. 25-26 illustrates a further embodiment of the
application. The embodiment includes parts that are similar to the
parts of previously described embodiments.
[0205] FIG. 25 shows a front view of the gearbox 1 of the
application. A relatively big output gearwheel 12 meshes with a
lower pinion 51 that is provided on a lower layshaft 50. The output
gearwheel 12 further meshes with an upper pinion 41 that is
provided on an upper layshaft 40. In some variants of the
application, one or more layshaft with further pinions can be
provided but this is not shown here. Such a further pinion would
then also mesh or comb with the output gearwheel 12. There is also
shown a solid input shaft 20, a hollow input shaft 21 and a reverse
gear idler shaft 38.
[0206] FIG. 25 further comprises a cutting plane A-A for
illustrating the cross-section through the gearbox 1, which is
shown in FIG. 26. For an embodiment that has omre than two
layshafts or an additional idler shaft, a cutting plane, which
leads through all shafts, is applied similarly. One of the goals of
FIG. 26 is to further illustrate the structure and the torque flows
through the embodiment of the gearbox 1.
[0207] FIG. 26 illustrates a simplified cross-section through the
double clutch transmission gearbox 1 of FIG. 25. Structure and
various torque flows for the several gears of the double clutch
transmission gearbox 1 are explained based on FIG. 26.
[0208] Referring to FIG. 26, the double clutch transmission gearbox
1 comprises the following shafts, from top to bottom, the reverse
gear idler shaft 38, the upper layshaft 40, the solid input shaft
20, the hollow shaft 21, the lower layshaft 50 and the output shaft
14. These shafts are provided parallel to each other at
predetermined mutual distances inside the gearbox 1. The hollow
shaft 21 is arranged concentrically around the solid shaft 20. The
solid input shaft 20 protrudes outside the hollow input shaft 21 at
a right end.
[0209] The solid input shaft 20 comprises, from the right end to
the left end, a solid shaft bearing 71, a hollow shaft bearing 72,
which serves also as solid shaft bearing 71, a fixed wheel third
gear 25, which serves also as a fixed wheel fifth gear 26, a fixed
wheel first gear 24, a fixed wheel seventh gear 27 and a solid
shaft bearing 71.
[0210] The hollow input shaft 21 comprises, from the right end to
the left end, a hollow shaft bearing 72, a fixed wheel second gear
30, a fixed wheel fourth gear 31, which serves also as a fixed
wheel sixth gear 32, a fixed wheel solid shaft 23 and a hollow
shaft bearing 72.
[0211] The upper layshaft 40 comprises, from the right end to the
left end, an upper pinion 41, a layshaft bearing 73, a reverse gear
idler wheel 37, a double-sided coupling device 80, an idler fourth
gear 63, combing with the fixed wheel fourth gear 31, a park-lock
gearwheel 39, an idler third gear 62, combing with the fixed wheel
third gear 25, a double-sided coupling device 81, an idler first
gear 60, combing with the fixed wheel first gear 24, and a layshaft
bearing 73. The park-lock gearwheel 39 is a gearwheel fixed onto
the upper layshaft 40 for providing a park-lock.
[0212] The reverse gear idler shaft 38 comprises, from the right
end to the left end, an idler shaft bearing 74, a second reverse
gear wheel 36, combing with the reverse gear idler wheel 37, a
first reverse gear wheel 35, combing with the fixed wheel solid
shaft 23, and an idler shaft bearing 74.
[0213] The lower layshaft 50 comprises, from the right end to the
left end, a lower pinion 51, a layshaft bearing 73, an idler second
gear 61, combing with the fixed wheel second gear 30, a
double-sided coupling device 83, an idler sixth gear 65, combing
with the fixed wheel sixth gear 32, an idler fifth gear 64, combing
with fixed wheel fifth gear 26, a double-sided coupling device 82,
an idler seventh gear 66, combing with the fixed wheel seventh gear
27, and a layshaft bearing 73.
[0214] The output shaft 14 comprises, from the right end to the
left end, an output shaft bearing 75, the output gearwheel 12 and
an output shaft bearing 75.
[0215] Torque flow of the first gear according to FIG. 26 starts
from the solid input shaft 20, via the fixed wheel first gear 24,
via the idler first gear 60, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0216] Torque flow of the second gear according to FIG. 26 starts
from the hollow input shaft 21, via the fixed wheel second gear 30,
via the idler second gear 61, via the double-sided coupling device
83, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0217] Torque flow of the third gear according to FIG. 26 starts
from the solid input shaft 20, via the fixed wheel third gear 25,
via the idler third gear 62, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0218] Torque flow of the fourth gear according to FIG. 26 starts
from the hollow input shaft 21, via the fixed wheel fourth gear 31,
via the idler fourth gear 63, via the double-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0219] Torque flow of the fifth gear according to FIG. 26 starts
from the solid input shaft 20, via the fixed wheel fifth gear 26,
via the idler fifth gear 64, via the double-sided coupling device
82, via the lower layshaft 50, to the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0220] Torque flow of the sixth gear according to FIG. 26 starts
from the hollow input shaft 21, via the fixed wheel sixth gear 32,
via the idler sixth gear 65, via the double-sided coupling device
83, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0221] Torque flow of the seventh gear according to FIG. 26 starts
from the solid input shaft 20, via the fixed wheel seventh gear 27,
via the idler seventh gear 66, via the double-sided coupling device
82, via the lower layshaft 50, via lower pinion 51, via the output
gearwheel 12, to the output shaft 14.
[0222] Torque flow of the reverse gear according to FIG. 26 starts
from the hollow input shaft 21, via the fixed wheel solid shaft 23,
via the first reverse gear wheel 35, via the reverse gear idler
shaft 38, via the second reverse gear wheel 36, via the reverse
gear idler wheel 37, via the double-sided coupling device 80, via
the upper layshaft 40, via the upper pinion 41, via the output
gearwheel 12, to the output shaft 14.
[0223] FIG. 27-28 illustrates a further embodiment of the
application. The embodiment includes parts that are similar to the
parts of previously described embodiments.
[0224] FIG. 27 shows a front view of the gearbox 1 of the
application. A relatively big output gearwheel 12 meshes with a
lower pinion 51 that is provided on a lower layshaft 50. The output
gearwheel 12 further meshes with an upper pinion 41 that is
provided on an upper layshaft 40. The output gearwheel 12 also
meshes with a reverse pinion 55 that is provided on a reverse gear
shaft 38. There is further shown a solid input shaft 20, a hollow
input shaft 22 and an output gearwheel 12 that carries the output
gearwheel 12. In some variants of the application, at least one
further layshaft with a further pinion can be provided but this is
not shown here. Such a further pinion would then also mesh or comb
with the output gearwheel 12.
[0225] FIG. 27 further comprises a cutting plane A-A for
illustrating the cross-section through the gearbox 1 that is shown
in FIG. 28. For an embodiment, which has more than two layshafts or
an additional idler shaft, a cutting plane that leads through all
shafts is applied similarly. One of the goals of FIG. 28 is to
further illustrate the structure and the torque flows through the
embodiment of the gearbox 1. FIG. 28 illustrates a simplified
cross-section through the double clutch transmission gearbox 1 of
FIG. 27. Structure and various torque flows for the several gears
of the double clutch transmission gearbox 1 are explained based on
the FIG. 28.
[0226] The double clutch transmission gearbox 1 comprises the
following shafts, from top to bottom, the reverse gear shaft 38,
the upper layshaft 40, the solid input shaft 20, the hollow shaft
22, the lower layshaft 50 and the output shaft 14. These shafts are
provided parallel to each other at predetermined mutual distances
inside the gearbox 1. The hollow shaft 22 is arranged
concentrically around the solid shaft 20. The solid input shaft 20
protrudes outside the hollow input shaft 22 at a right end.
[0227] The solid input shaft 20 comprises, from the right end to
the left end, a solid shaft bearing 71, a hollow shaft bearing 72,
which serves also as a solid shaft bearing 71, a fixed wheel third
gear 25, which servers also as a fixed wheel fifth gear 26, a fixed
wheel first gear 24, a fixed wheel seventh gear 27 and a solid
shaft bearing 71.
[0228] The hollow input shaft 22 comprises, from the right end to
the left end, a hollow shaft bearing 72, a fixed wheel second gear
30 and a fixed wheel fourth gear 31, which serves also as a fixed
wheel sixth gear 32.
[0229] The reverse gear shaft 38 comprises, from the right end to
the left end, a reverse pinion 55, an idler shaft bearing 74, a
park-lock gearwheel 39, a single-sided coupling device 84 and a
first reverse gear wheel 35. The reverse pinion 55 is the final
drive 55, in addition to the final drive 41 on the upper layshaft
40 and the final drive 51 on the lower layshaft 50.
[0230] The upper layshaft 40 comprises, from the right end to the
left end, the upper pinion 41, a layshaft bearing 73, a
single-sided coupling device 80, an idler fourth gear 63, combing
with the fixed wheel fourth gear 31, an idler third gear 62,
combing with the fixed wheel third gear 25, a double-sided coupling
device 81, an idler first gear 60, combing with the fixed wheel
first gear 24, and a layshaft bearing 73.
[0231] The lower layshaft 50 comprises, from the right end to the
left end, a lower pinion 51, a layshaft bearing 73, an idler second
gear 61, combing with the fixed wheel second gear 30, a
double-sided coupling device 83, an idler sixth gear 65, combing
with the fixed wheel sixth gear 32, an idler fifth gear 64, combing
with the fixed wheel fifth gear 26, a double-sided coupling device
82, an idler seventh gear 66, combing with the fixed wheel seventh
gear 27, and a layshaft bearing 73.
[0232] The output shaft 14 comprises, from the right end to the
left end, an output shaft bearing 75, the output gearwheel 12 and
an output shaft bearing 75.
[0233] Torque flow of the first gear according to FIG. 28 starts
from the solid input shaft 20, via the fixed wheel first gear 24,
via the idler first gear 60, via the double-sided coupling device
81, via the upper layshaft 40, the upper pinion 41, via the output
gearwheel 12, to the output shaft 14.
[0234] Torque flow of the second gear according to FIG. 28 starts
from the hollow input shaft 22, via the fixed wheel second gear 30,
via the idler second gear 61, via the double-sided coupling device
83, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0235] Torque flow of the third gear according to FIG. 28 starts
from the solid input shaft 20, via the fixed wheel third gear 25,
via the idler third gear 62, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0236] Torque flow of the fourth gear according to FIG. 28 starts
from the hollow input shaft 22, via the fixed wheel fourth gear 31,
via the idler fourth gear 63, via the single-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0237] Torque flow of the fifth gear according to FIG. 28 starts
from the solid input shaft 20, via the fixed wheel fifth gear 26,
via the idler fifth gear 64, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0238] Torque flow of the sixth gear according to FIG. 28 from the
hollow input shaft 22, via the fixed wheel sixth gear 32, via the
idler sixth gear 65, via the double-sided coupling device 83, via
the lower layshaft 50, via the lower pinion 51, via the output
gearwheel 12, to the output shaft 14.
[0239] Torque flow of the seventh gear according to FIG. 28 starts
from the solid input shaft 20, via the fixed wheel seventh gear 27,
via the idler seventh gear 66, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0240] Torque flow of the reverse gear according to FIG. 28 starts
from the solid input shaft 20, via the fixed wheel first gear 24,
via the idler first gear 60, via the first reverse gear wheel 35
(e.g. R), via the single-sided coupling device 84, via the reverse
gear shaft 38, via the reverse pinion 55, via the output gearwheel
12, to the output shaft 14.
[0241] FIG. 29-30 illustrates a further embodiment of the
application. The embodiment includes parts that are similar to the
parts of previously described embodiments.
[0242] FIG. 29 shows a front view of the gearbox 1 of the
application. A relatively big output gearwheel 12 meshes with a
lower pinion 51 that is provided on a lower layshaft 50. The output
gearwheel 12 further meshes with an upper pinion 41 that is
provided on an upper layshaft 40. There is also shown a solid input
shaft 20, a hollow input shaft 22, a reverse gear shaft 38 and an
output shaft 14. In some variants of the application, at least one
further layshaft with a further pinion can be provided but this is
not shown here. Such a further pinion would then also mesh or comb
with the output gearwheel 12.
[0243] FIG. 29 further comprises a cutting plane A-A for
illustrating the cross-section through the gearbox 1 that is shown
in FIG. 30. For an embodiment, which has more than two layshafts or
an additional idler shaft, a cutting plane that leads through all
shafts is applied similarly. One of the goals of FIG. 30 is to
further illustrate the structure and the torque flows through the
embodiment of the gearbox 1.
[0244] FIG. 30 illustrates a simplified cross-section through the
double clutch transmission gearbox 1 of FIG. 29. Structure and
various torque flows for the several gears of the double clutch
transmission gearbox 1 are explained based on FIG. 30.
[0245] Referring to FIG. 30, the double clutch transmission gearbox
1 comprises the following shafts, from top to bottom, the reverse
gear idler shaft 38, the upper layshaft 40, the solid input shaft
20, the hollow shaft 22, the lower layshaft 50 and the output shaft
14. These shafts are provided parallel to each other at
predetermined mutual distances inside the gearbox 1. The hollow
shaft 22 is arranged concentrically around the solid shaft 20. The
solid input shaft 20 protrudes outside the hollow input shaft 22 at
a right end.
[0246] The solid input shaft 20 comprises, from the right end to
the left end, a solid shaft bearing 71, a hollow shaft bearing 72,
which serves also as a solid shaft bearing 71, a fixed wheel third
gear 25, which servers also as a fixed wheel fifth gear 26, a fixed
wheel solid shaft 23, a fixed wheel first gear 24, a fixed wheel
seventh gear 27 and a solid shaft bearing 71.
[0247] The hollow input shaft 22 comprises, from the right end to
the left end, a hollow shaft bearing 72, a fixed wheel second gear
30, a solid shaft bearing 71, and a fixed wheel fourth gear 31,
which serves also as a fixed wheel sixth gear 32.
[0248] The reverse gear idler shaft 38 comprises, from the right
end to the left end, an idler shaft bearing 74, a fixed wheel
reverse gear 34, a single-sided coupling device 84, a first reverse
gear wheel 35, combing with the fixed wheel solid shaft 23, and an
idler shaft bearing 74.
[0249] The upper layshaft 40 comprises, from the right end to the
left end, an upper pinion 41, a layshaft bearing 73, an idler
second gear 61, combing with both the fixed wheel second gear 30
and the fixed wheel reverse gear 34, a double-sided coupling device
80, an idler fourth gear 63, combing with the fixed wheel fourth
gear 31, an idler third gear 62, combing with the fixed wheel third
gear 25, a double-sided coupling device 81, an idler first gear 60,
combing with the fixed wheel first gear 24, a park-lock gearwheel
39, and a layshaft bearing 73. The park-lock gearwheel 39 is a
gearwheel fixed onto the upper layshaft 40 for providing a
park-lock.
[0250] The lower layshaft 50 comprises, from the right end to the
left end, a lower pinion 51, a layshaft bearing 73, a single-sided
coupling device 83, an idler sixth gear 65, combing with the fixed
wheel sixth gear 32, an idler fifth gear 64, combing with fixed
wheel fifth gear 26, a double-sided coupling device 82, an idler
seventh gear 66, combing with the fixed wheel seventh gear 27, and
a layshaft bearing 73.
[0251] Torque flow of the first gear according to FIG. 30 starts
from the solid input shaft 20, via the fixed wheel first gear 24,
via the idler first gear 60, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0252] Torque flow of the second gear according to FIG. 30 starts
from the hollow input shaft 22, via the fixed wheel second gear 30,
via the idler second gear 61, via the double-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0253] Torque flow of the third gear according to FIG. 30 starts
from the solid input shaft 20, via the fixed wheel third gear 25,
via the idler third gear 62, via the double-sided coupling device
81, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0254] Torque flow of the fourth gear according to FIG. 30 starts
from the hollow input shaft 22, via the fixed wheel fourth gear 31,
via the idler fourth gear 63, via the single-sided coupling device
80, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0255] Torque flow of the fifth gear according to FIG. 30 starts
from the solid input shaft 20, via the fixed wheel fifth gear 26,
via the idler fifth gear 64, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0256] Torque flow of the sixth gear according to FIG. 30 starts
from the hollow input shaft 22, via the fixed wheel sixth gear 32,
via the idler sixth gear 65, via the single-sided coupling device
83, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0257] Torque flow of the seventh gear according to FIG. 30 starts
from the solid input shaft 20, via the fixed wheel seventh gear 27,
via the idler seventh gear 66, via the double-sided coupling device
82, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0258] Torque flow of the reverse gear according to FIG. 30 starts
from the solid input shaft 20, via the fixed wheel solid shaft 23,
via the first reverse gear wheel 35, via the single-sided coupling
device 84, via the reverse gear idler shaft 38, via the fixed wheel
reverse gear 34, via the idler second gear 61, via the double-sided
coupling device 80, via the upper layshaft 40, via the upper pinion
41, via the output gearwheel 12, to the output shaft 14.
[0259] FIG. 31-32 illustrates a further embodiment of the
application. The embodiment includes parts that are similar to the
parts of previously described embodiments.
[0260] FIG. 31 shows a front view of the gearbox 1 of the
application. A relatively big output gearwheel 12 meshes with a
lower pinion 51 that is provided on a lower layshaft 50. The output
gearwheel 12 further meshes with an upper pinion 41 that is
provided on an upper layshaft 40. There is also shown a solid input
shaft 20, a hollow input shaft 22, a reverse gear shaft 38 and an
output shaft 14. In some variants of the application, at least one
further layshaft with a further pinion can be provided but this is
not shown here. Such a further pinion would then also mesh or comb
with the output gearwheel 12.
[0261] FIG. 31 further comprises a cutting plane A-A for
illustrating the cross-section through the gearbox 1. For an
embodiment, which has more than two layshafts or an additional
idler shaft, a cutting plane that leads through all shafts is
applied similarly. FIG. 32 further illustrates the structure and
the torque flows through the embodiment of the gearbox 1.
[0262] FIG. 32 illustrates a simplified cross-section through the
double clutch transmission gearbox 1 of FIG. 31. Structure and
various torque flows for the several gears of the double clutch
transmission gearbox 1 are explained based on FIG. 32.
[0263] Referring to FIG. 32, the double clutch transmission gearbox
1 comprises the following shafts, from top to bottom, the reverse
gear idler shaft 38, the upper layshaft 40, the solid input shaft
20, the hollow shaft 22, the lower layshaft 50 and the output shaft
14. These shafts are provided parallel to each other at
predetermined mutual distances inside the gearbox 1. The hollow
shaft 22 is arranged concentrically around the solid shaft 20. The
solid input shaft 20 protrudes outside the hollow input shaft 22 at
a right end.
[0264] The solid input shaft 20 comprises, from the right end to
the left end, a solid shaft bearing 71, a hollow shaft bearing 72,
which serves also as a solid shaft bearing 71, a fixed wheel third
gear 25, which servers also as a fixed wheel fifth gear 26, a fixed
wheel seventh gear 27, a fixed wheel first gear 24, and a solid
shaft bearing 71.
[0265] The hollow input shaft 22 comprises, from the right end to
the left end, a hollow shaft bearing 72, a fixed wheel second gear
30, a solid shaft bearing 71, which also serve as a hollow shaft
bearing 72, and a fixed wheel fourth gear 31, which serves also as
a fixed wheel sixth gear 32.
[0266] The upper layshaft 40 comprises, from the right end to the
left end, the upper pinion 41, a layshaft bearing 73, an idler
reverse gear 36, a double-sided coupling device 83, an idler fourth
gear 63, combing with the fixed wheel fourth gear 31, an idler
third gear 62, combing with the fixed wheel third gear 25, a
double-sided coupling device 82, an idler seventh gear 66, combing
with the fixed wheel seventh gear 27, a park-lock gearwheel 39, and
a layshaft bearing 73. The park-lock gearwheel 39 is a gearwheel
fixed onto the upper layshaft 40 for providing a park-lock.
[0267] The reverse gear idler shaft 38 comprises, from the right
end to the left end, an idler shaft bearing 74, a first reverse
gear wheel 35 fixed onto the reverse gear idler shaft 38, a second
reverse gear wheel 34 fixed onto the second reverse gear wheel 38,
and an idler shaft bearing 74.
[0268] The lower layshaft 50 comprises, from the right end to the
left end, the lower pinion 51, a layshaft bearing 73, an idler
second gear 61, combing with the fixed wheel second gear 30, a
double-sided coupling device 81, an idler sixth gear 65, combing
with the fixed wheel sixth gear 32, an idler fifth gear 64, combing
with fixed wheel fifth gear 26, a double-sided coupling device 80,
an idler first gear 60, combing with the fixed wheel first gear 24,
and a layshaft bearing 73.
[0269] Torque flow of the first gear according to FIG. 32 starts
from the solid input shaft 20, via the fixed wheel first gear 24,
via the idler first gear 60, via the double-sided coupling device
80, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0270] Torque flow of the second gear according to FIG. 32 starts
from the hollow input shaft 22, via the fixed wheel second gear 30,
via the idler second gear 61, via the double-sided coupling device
81, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0271] Torque flow of the third gear according to FIG. 32 starts
from the solid input shaft 20, via the fixed wheel third gear 25,
via the idler third gear 62, via the double-sided coupling device
82, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0272] Torque flow of the fourth gear according to FIG. 32 starts
from the hollow input shaft 22, via the fixed wheel fourth gear 31,
via the idler fourth gear 63, via the double-sided coupling device
83, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0273] Torque flow of the fifth gear according to FIG. 32 starts
from the solid input shaft 20, via the fixed wheel fifth gear 26,
via the idler fifth gear 64, via the double-sided coupling device
80, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0274] Torque flow of the sixth gear according to FIG. 32 starts
from the hollow input shaft 22, via the fixed wheel sixth gear 32,
via the idler sixth gear 65, via the double-sided coupling device
81, via the lower layshaft 50, via the lower pinion 51, via the
output gearwheel 12, to the output shaft 14.
[0275] Torque flow of the seventh gear according to FIG. 32 starts
from the solid input shaft 20, via the fixed wheel seventh gear 27,
via the idler seventh gear 66, via the double-sided coupling device
82, via the upper layshaft 40, via the upper pinion 41, via the
output gearwheel 12, to the output shaft 14.
[0276] Torque flow of the reverse gear according to FIG. 32 starts
from the hollow input shaft 22, via the fixed wheel second gear 30,
via the first reverse gear wheel 35, via the reverse gear idler
shaft 38, via the second reverse gear wheel 34, via the idler
reverse gear wheel 36, via the double-sided coupling device 83, via
the upper layshaft 40, via the upper pinion 41, via the output
gearwheel 12, to the output shaft 14.
[0277] Although the above description contains much specificity,
these should not be construed as limiting the scope of the
embodiments but merely providing illustration of the foreseeable
embodiments. Especially the above stated advantages of the
embodiments should not be construed as limiting the scope of the
embodiments but merely to explain possible achievements if the
described embodiments are put into practice. Thus, the scope of the
embodiments should be determined by the claims, rather than by the
examples given.
[0278] While at least one exemplary embodiment has been presented
in the foregoing detailed description, it should be appreciated
that a vast number of variations exist. It should also be
appreciated that the exemplary embodiment or exemplary embodiments
are only examples, and are not intended to limit the scope,
applicability, or configuration in any way. Rather, the foregoing
summary and detailed description will provide those skilled in the
art with a convenient road map for implementing an exemplary
embodiment, it being understood that various changes may be made in
the function and arrangement of elements described in an exemplary
embodiment without departing from the scope as set forth in the
appended claims and their legal equivalents.
* * * * *