CN110686053B

CN110686053B - Eight-speed double-clutch transmission

Info

Publication number: CN110686053B
Application number: CN201910989616.9A
Authority: CN
Inventors: 李学良; 杨树军; 王文锋; 韩斌; 穆俊宇
Original assignee: Yanshan University
Current assignee: Yanshan University
Priority date: 2019-10-17
Filing date: 2019-10-17
Publication date: 2021-05-28
Anticipated expiration: 2039-10-17
Also published as: CN110686053A

Abstract

The invention provides an eight-speed double-clutch transmission which comprises an engine input end, a clutch module, a transmission module and an output end, wherein the engine input end is connected with the clutch module; the clutch module comprises a first clutch and a second clutch; the transmission module includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, an eighth gear, a ninth gear, a tenth gear, an eleventh gear, a twelfth gear, a thirteenth gear, a fourteenth gear, an idler, a first synchronizer, a second synchronizer, a third synchronizer, a fourth synchronizer, a first input shaft, a second input shaft, an output shaft, an intermediate shaft, a first intermediate shaft sleeve shaft, and a second intermediate shaft sleeve shaft. The transmission module of the invention adopts 6 pairs of forward gear pairs and 1 pair of reverse gear pairs, provides eight power gear shifting gears on the basis of not increasing the gear pairs by recycling the gear pairs, and comprises a direct gear and an overdrive gear.

Description

Eight-speed double-clutch transmission

Technical Field

The invention relates to a transmission, in particular to an eight-speed double-clutch transmission, and belongs to the technical field of vehicle transmission.

Background

The development of the current automobile industry, energy conservation and emission reduction become the main direction of design, the design requirement on the transmission becomes stricter, and the dual-clutch automatic transmission with high transmission efficiency and simple structure gradually becomes the development trend. The double-clutch transmission combines the advantages of a manual transmission, such as simple structure, high efficiency and automatic transmission power gear shifting, uses two sets of clutches to replace a hydraulic torque converter with lower efficiency, and achieves the effect of zero-clearance power gear shifting through the mutual alternate work of the two sets of clutches, so that the driving of a vehicle is simpler, and the comfort, the power performance and the safety of the vehicle are effectively improved. However, in the existing stage, a multi-speed dual-clutch transmission is mostly a three-degree-of-freedom transmission mechanism, and along with the increase of the required gear number, the volume and the weight are obviously increased, so that the multi-speed dual-clutch transmission cannot be arranged on a vehicle. Therefore, the eight-speed double-clutch transmission provided by the invention adopts the design of a multi-degree-of-freedom fixed shaft gear mechanism, utilizes the multiplexing of gear pairs, and realizes the design of multiple gears and a large transmission ratio range of the double-clutch transmission on the premise of not increasing the volume and weight too much.

Disclosure of Invention

According to the technical problem that the multi-speed double-clutch transmission is too heavy in volume and cannot be arranged on a vehicle, the compact eight-speed double-clutch transmission is provided. The invention makes the structure of the speed changer compact and the reuse rate of the gear mechanism improved mainly by reasonably arranging all the gears and the synchronizers, thereby meeting the design requirements of light weight and compactness.

The technical means adopted by the invention are as follows:

an eight speed dual clutch transmission comprising: an engine input, a clutch module, a transmission module, and an output;

the clutch module includes: a first clutch and a second clutch;

the transmission module includes: the first gear, the second gear, the third gear, the fourth gear, the fifth gear, the sixth gear, the seventh gear, the eighth gear, the ninth gear, the tenth gear, the eleventh gear, the twelfth gear, the thirteenth gear, the fourteenth gear, the idler, the first synchronizer, the second synchronizer, the third synchronizer, the fourth synchronizer, the first input shaft, the second input shaft, the output shaft, the intermediate shaft, the first intermediate shaft sleeve shaft and the second intermediate shaft sleeve shaft;

the first clutch is connected with the first input shaft, and the second clutch is connected with the second input shaft;

the transmission is arranged in parallel by adopting two shafts, namely a first shaft and a second shaft, wherein the first input shaft, the second input shaft and the transmission output shaft are arranged in the first shaft, and the second input shaft is sleeved on the first input shaft; the intermediate shaft, the first intermediate shaft sleeve shaft and the second intermediate shaft sleeve shaft are arranged in the second shaft system, and the first intermediate shaft sleeve shaft and the second intermediate shaft sleeve shaft are sleeved on the intermediate shaft;

the first clutch, the seventh gear and the ninth gear are all fixedly connected to the first input shaft; the second clutch, the first gear and the first synchronizer are all fixedly connected to the second input shaft, and the third gear and the fifth gear are sleeved on the second input shaft in a hollow mode; the second synchronizer and the thirteenth gear are fixedly connected to the output shaft, and the eleventh gear is sleeved on the output shaft in a hollow manner; the third synchronizer and the fourteenth gear are fixedly connected to the intermediate shaft, and the second gear is sleeved in the intermediate shaft in an idle mode; the fourth gear, the sixth gear and the fourth synchronizer are all fixedly connected to the first intermediate shaft sleeve shaft, and the eighth gear is sleeved on the first intermediate shaft sleeve shaft in an empty mode; the tenth gear and the twelfth gear are fixedly connected to the second intermediate shaft sleeve shaft;

the left side of the first synchronizer is meshed with the third gear, and the right side of the first synchronizer is meshed with the fifth gear; the left side of the second synchronizer is meshed with the first input shaft, and the right side of the second synchronizer is meshed with the eleventh gear; the left side of the third synchronizer is meshed with the second gear, and the right side of the third synchronizer is meshed with the first intermediate shaft sleeve shaft; the left side of the fourth synchronizer is meshed with the eighth gear, and the right side of the fourth synchronizer is meshed with the second intermediate shaft sleeve shaft; the first gear is meshed with the second gear, the third gear is meshed with the fourth gear, the fifth gear is meshed with the sixth gear, the seventh gear is meshed with the eighth gear through the idle gear, the ninth gear is meshed with the tenth gear, the eleventh gear is meshed with the twelfth gear, and the thirteenth gear is meshed with the fourteenth gear.

Further, the eight-speed dual clutch transmission is provided with eight forward gears and one reverse gear, which are respectively:

when the transmission is in a 1-gear state, the first synchronizer, the third synchronizer and the fourth synchronizer work, the first synchronizer is meshed to the right, the third synchronizer is meshed to the left, and the fourth synchronizer is meshed to the right; after the engine power is input into the transmission module through the first clutch and the first input shaft through an engine input end, the engine power sequentially passes through the ninth gear, the tenth gear, the fourth synchronizer, the first intermediate shaft sleeve shaft, the sixth gear, the fifth gear, the first synchronizer, the second input shaft, the first gear, the second gear, the third synchronizer, the intermediate shaft, the fourteenth gear and the thirteenth gear, and is finally output to the transmission output shaft;

when the transmission is in a 2-gear state, the third synchronizer works, and the third synchronizer is meshed to the left; the engine power is finally output to the transmission output shaft through the second clutch, the second input shaft, the first gear, the second gear, the third synchronizer, the intermediate shaft, the fourteenth gear and the thirteenth gear via an engine input end;

when the transmission is in a 3-gear state, the second synchronizer works and is meshed to the right; the engine power is finally output to the transmission output shaft through an engine input end through the first clutch, the first input shaft, the ninth gear, the tenth gear, the second intermediate sleeve shaft, the twelfth gear, the eleventh gear and the second synchronizer;

when the transmission is in a 4-gear state, the first synchronizer and the third synchronizer work, the first synchronizer is meshed leftwards, and the third synchronizer is meshed rightwards; the engine power is finally output to the transmission output shaft through an engine input end through the second clutch, the second input shaft, the first synchronizer, the third gear, the fourth gear, the first intermediate shaft sleeve shaft, the third synchronizer, the intermediate shaft, the fourteenth gear and the thirteenth gear;

when the transmission is in a 5-gear state, the third synchronizer and the fourth synchronizer work, the third synchronizer is meshed to the right, and the fourth synchronizer is meshed to the right; the engine power is finally output to the transmission output shaft through an engine input end through the first clutch, the first input shaft, the ninth gear, the tenth gear, the fourth synchronizer, the first intermediate shaft sleeve shaft, the third synchronizer, the intermediate shaft, the fourteenth gear and the thirteenth gear;

when the transmission is in a 6-gear state, the first synchronizer and the third synchronizer work, the first synchronizer is meshed to the right, and the third synchronizer is meshed to the right; the engine power is finally output to the transmission output shaft through an engine input end through the second clutch, the second input shaft, the first synchronizer, the fifth gear, the sixth gear, the first intermediate shaft sleeve shaft, the third synchronizer, the intermediate shaft, the fourteenth gear and the thirteenth gear;

when the transmission is in a 7-gear state, the second synchronizer works, and the second synchronizer is meshed leftwards; the engine power is finally output to the transmission output shaft through an engine input end through the first clutch, the first input shaft and the second synchronizer;

when the transmission is in an 8-gear state, the first synchronizer, the second synchronizer and the fourth synchronizer work, the first synchronizer is meshed to the right, the second synchronizer is meshed to the left, and the fourth synchronizer is meshed to the right; the engine power is finally output to the transmission output shaft through an engine input end through the second clutch, the second input shaft, the first synchronizer, the fifth gear, the sixth gear, the first countershaft sleeve shaft, the fourth synchronizer, the second countershaft sleeve shaft, the tenth gear, the ninth gear and the second synchronizer;

when the transmission is in a-1 gear state, the first synchronizer, the third synchronizer and the fourth synchronizer work, the first synchronizer is meshed to the right, the third synchronizer is meshed to the left, and the fourth synchronizer is meshed to the left; after the engine power is input into a transmission module through the first clutch and the first input shaft through an engine input end, the engine power sequentially passes through the seventh gear, the idle gear, the eighth gear, the fourth synchronizer, the first intermediate shaft sleeve shaft, the sixth gear, the fifth gear, the first synchronizer, the second input shaft, the first gear, the second gear, the third synchronizer, the intermediate shaft, the fourteenth gear and the thirteenth gear, and is finally output to the transmission output shaft.

The eight forward gears include 1, 2, 3, 4, 5, 6, 7, and 8.

One of the reverse gears is the-1 gear.

Further, the eight-speed dual clutch transmission realizes eight forward gears and one reverse gear through seven pairs of gears.

Compared with the prior art, the invention has the following advantages:

1. according to the eight-speed double-clutch transmission provided by the invention, through reasonable arrangement of the gears and the synchronizers, the transmission has a compact structure, and the reuse rate of a gear mechanism is higher, so that the light and compact design requirements are met; the eight power shifting gears are provided by adopting six pairs of forward gear pairs, one pair of reverse gear pairs and four synchronizers.

2. According to the eight-speed double-clutch transmission provided by the invention, the transmission main box adopts a two-axis system arrangement similar to a commercial vehicle manual transmission, and the process inheritance is good.

3. The eight-speed double-clutch transmission comprises a direct gear and an overdrive gear, and is beneficial to increasing the fuel economy of a vehicle.

4. The eight-speed double clutch transmission provided by the invention has no power interruption during full-gear switching, and can realize power shifting of all gears.

In conclusion, the technical scheme of the invention can solve the problem that the multi-speed double-clutch transmission in the prior art is too large in volume and weight and cannot be arranged on a vehicle.

Based on the reasons, the invention can be widely popularized in the fields of vehicle transmission and the like.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a simplified drive diagram of an eight speed dual clutch transmission of the present invention.

FIG. 2 is a transmission 1 speed power flow diagram of the present invention.

Fig. 3 is a transmission 2 speed power flow diagram of the present invention.

Fig. 4 is a 3 speed power flow diagram of the transmission of the present invention.

Fig. 5 is a transmission 4 speed power flow diagram of the present invention.

FIG. 6 is a power flow diagram for transmission 5 of the present invention.

FIG. 7 is a transmission 6 speed power flow diagram of the present invention.

Fig. 8 is a transmission 7 speed power flow diagram of the present invention.

Fig. 9 is a power flow diagram for transmission 8 of the present invention.

FIG. 10 is a transmission-1 power flow diagram in accordance with the present invention.

In the figure: 100. an engine input; 200. a clutch module; 300. a transmission module; 400. an output end; 201. a first clutch; 202. a second clutch; 301. a first gear; 302. a second gear; 303. a third gear; 304. a fourth gear; 305. a fifth gear; 306. a sixth gear; 307. a seventh gear; 308. an eighth gear; 309. a ninth gear; 310. a tenth gear; 311. an eleventh gear; 312. a twelfth gear; 313. a thirteenth gear; 314. a fourteenth gear; 315. an idler pulley; 316. a first synchronizer; 317. a second synchronizer; 318. a third synchronizer; 319. a fourth synchronizer; 320. a first input shaft; 321. a second input shaft; 322. an output shaft; 323. an intermediate shaft; 324. a first intermediate shaft sleeve; 325. and a second intermediate sleeve shaft.

Detailed Description

It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.

The relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. Any specific values in all examples shown and discussed herein are to be construed as exemplary only and not as limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

In the description of the present invention, it is to be understood that the orientation or positional relationship indicated by the directional terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc., are generally based on the orientation or positional relationship shown in the drawings, and are used for convenience of description and simplicity of description only, and in the absence of any contrary indication, these directional terms are not intended to indicate and imply that the device or element so referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore should not be considered as limiting the scope of the present invention: the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.

Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and the terms have no special meanings unless otherwise stated, and therefore, the scope of the present invention should not be construed as being limited.

Example 1

As shown in fig. 1 to 10, the invention provides an eight-speed dual clutch transmission, which has the advantages that through reasonable arrangement of gears and synchronizers, the structure of the transmission is compact, the reuse rate of a gear mechanism is improved, and the design requirements of light weight and compactness can be met.

Referring to fig. 1, the dual clutch transmission includes: an engine input 100, a clutch module 200, a transmission module 300, and an output 400.

The clutch module 200 includes: a first clutch 201 and a second clutch 202;

the transmission module 300 includes: a first gear 301, a second gear 302, a third gear 303, a fourth gear 304, a fifth gear 305, a sixth gear 306, a seventh gear 307, an eighth gear 308, a ninth gear 309, a tenth gear 310, an eleventh gear 311, a twelfth gear 312, a thirteenth gear 313, a fourteenth gear 314, an idler 315, a first synchronizer 316, a second synchronizer 317, a third synchronizer 318, a fourth synchronizer 319, a first input shaft 320, a second input shaft 321, an output shaft 322, an intermediate shaft 323, a first intermediate shaft sleeve shaft 324, and a second intermediate shaft sleeve shaft 325;

the connection relationship is as follows: the first clutch 201 is connected to the first input shaft 320, and the second clutch 202 is connected to the second input shaft 321. The transmission is arranged in parallel by adopting two shafting, namely a first shafting and a second shafting, wherein a first input shaft 320, a second input shaft 321 and a transmission output shaft 322 are arranged in the first shafting, and the second input shaft 321 is sleeved on the first input shaft 320; the intermediate shaft 323, the first intermediate shaft sleeve shaft 324 and the second intermediate shaft sleeve shaft 325 are arranged in a second shaft system, and the first intermediate shaft sleeve shaft 324 and the second intermediate shaft sleeve shaft 325 are sleeved on the intermediate shaft 323;

in the transmission module 300, a first input shaft 320 is sequentially connected with a first clutch 201, a seventh gear 307 and a ninth gear 309, wherein the first clutch 201, the seventh gear 307 and the ninth gear 309 are all fixedly connected to the first input shaft 320; the second input shaft 321 is sequentially connected with the second clutch 202, the first gear 301, the third gear 303, the first synchronizer 316 and the fifth gear 305, wherein the second clutch 202, the first gear 301 and the first synchronizer 316 are all fixedly connected to the second input shaft 321, and the third gear 303 and the fifth gear 305 are all sleeved on the second input shaft 321 in a hollow manner; the output shaft 322 is sequentially connected with a second synchronizer 317, an eleventh gear 311 and a thirteenth gear 313, wherein the second synchronizer 317 and the thirteenth gear 313 are fixedly connected to the output shaft 322, and the eleventh gear 311 is sleeved on the output shaft 322; the intermediate shaft 323 is sequentially connected with the second gear 302, the third synchronizer 318, the first intermediate shaft sleeve shaft 324, the second intermediate shaft sleeve shaft 325 and the fourteenth gear 314, wherein the third synchronizer 318 and the fourteenth gear 314 are fixedly connected to the intermediate shaft 323, and the second gear 302 is freely sleeved on the intermediate shaft 323; the first intermediate shaft sleeve shaft 324 is sequentially connected with the fourth gear 304, the sixth gear 306, the eighth gear 308 and the fourth synchronizer 319, wherein the fourth gear 304, the sixth gear 306 and the fourth synchronizer 319 are all fixedly connected to the first intermediate shaft sleeve shaft 324, and the eighth gear 308 is freely sleeved on the first intermediate shaft sleeve shaft 324; the second intermediate shaft sleeve shaft 325 is sequentially connected with a tenth gear 310 and a twelfth gear 312, wherein the tenth gear 310 and the twelfth gear 312 are fixedly connected to the second intermediate shaft sleeve shaft 325;

in the transmission module 300, the first synchronizer 316 is engaged with the third gear 303 on the left side and the fifth gear 305 on the right side; the second synchronizer 317 is engaged with the first input shaft 320 at the left side and with the eleventh gear 311 at the right side; the third synchronizer 318 is engaged with the second gear 302 on the left and the first countershaft sleeve shaft 324 on the right; the fourth synchronizer 319 has a left side engaged with the eighth gear 308 and a right side engaged with the second countershaft sleeve shaft 325. The first gear 301 is meshed with the second gear 302, the third gear 303 is meshed with the fourth gear 304, the fifth gear 305 is meshed with the sixth gear 306, the seventh gear 307 is meshed with the eighth gear 308 through an idle gear 315, the ninth gear 309 is meshed with the tenth gear 310, the eleventh gear 311 is meshed with the twelfth gear 312, and the thirteenth gear 313 is meshed with the fourteenth gear 314.

Example 2

The eight-speed dual clutch transmission has eight forward gears and one reverse gear, and specifically comprises:

referring to fig. 2, when the eight-speed dual clutch transmission is in the 1-gear state, the first synchronizer 316, the third synchronizer 318 and the fourth synchronizer 319 are operated, the first synchronizer 316 is engaged to the right, the third synchronizer 318 is engaged to the left, the fourth synchronizer 319 is engaged to the right, and after engine power is input into the transmission module 300 through the first clutch 201 and the first input shaft 320 via the engine input end 100, the engine power sequentially passes through the ninth gear 309, the tenth gear 310, the fourth synchronizer 319, the first countershaft sleeve shaft 324, the sixth gear 306, the fifth gear 305, the first synchronizer 316, the second input shaft 321, the first gear 301, the second gear 302, the third synchronizer 318, the countershaft 323, the fourteenth gear 314 and the thirteenth gear 313, and is finally output to the transmission output shaft 322.

Referring to FIG. 3, with the eight speed dual clutch transmission in gear 2, the third synchronizer 318 is active and the third synchronizer 318 is engaged to the left; engine power is finally output to the transmission output shaft 322 via the engine input 100 through the second clutch 202, the second input shaft 321, the first gear 301, the second gear 302, the third synchronizer 318, the countershaft 323, the fourteenth gear 314, and the thirteenth gear 313.

Referring to FIG. 4, when the eight speed dual clutch transmission is in 3 speed, the second synchronizer 317 is activated and the second synchronizer 317 is engaged to the right; engine power is finally output to the transmission output shaft 322 via the engine input 100 through the first clutch 201, the first input shaft 320, the ninth gear 309, the tenth gear 310, the second countershaft sleeve shaft 325, the twelfth gear 312, the eleventh gear 311, and the second synchronizer 317.

Referring to FIG. 5, when the eight speed dual clutch transmission is in the 4 speed state, the first synchronizer 316 and the third synchronizer 318 are engaged, the first synchronizer 316 is engaged to the left, and the third synchronizer 318 is engaged to the right; engine power is finally output to the transmission output shaft 322 via the engine input 100 through the second clutch 202, the second input shaft 321, the first synchronizer 316, the third gear 303, the fourth gear 304, the first countershaft sleeve shaft 324, the third synchronizer 318, the countershaft 323, the fourteenth gear 314, and the thirteenth gear 313.

Referring to FIG. 6, with the eight speed dual clutch transmission in the 5 speed state, the third synchronizer 318 and the fourth synchronizer 319 are engaged, the third synchronizer 318 is engaged to the right, and the fourth synchronizer 319 is engaged to the right; engine power is finally output to a transmission output shaft 322 via an engine input 100 through a first clutch 201, a first input shaft 320, a ninth gear 309, a tenth gear 310, a fourth synchronizer 319, a first countershaft sleeve shaft 324, a third synchronizer 318, a countershaft 323, a fourteenth gear 314 and a thirteenth gear 313.

Referring to FIG. 7, when the eight speed dual clutch transmission is in the 6 speed state, the first synchronizer 316 and the third synchronizer 318 are engaged, the first synchronizer 316 is engaged to the right, and the third synchronizer 318 is engaged to the right; engine power is finally output to the transmission output shaft 322 via the engine input 100 through the second clutch 202, the second input shaft 321, the first synchronizer 316, the fifth gear 305, the sixth gear 306, the first countershaft sleeve shaft 324, the third synchronizer 318, the countershaft 323, the fourteenth gear 314, and the thirteenth gear 313.

Referring to FIG. 8, with the eight speed dual clutch transmission in the 7 speed state, the second synchronizer 317 is activated and the second synchronizer 317 is engaged to the left; engine power is finally output to the transmission output shaft 322 via the engine input 100 through the first clutch 201 and the first input shaft 320, the second synchronizer 317.

Referring to FIG. 9, when the eight speed dual clutch transmission is in the 8 speed state, the first synchronizer 316, the second synchronizer 317 and the fourth synchronizer 319 are operated, the first synchronizer 316 is engaged to the right, the second synchronizer 317 is engaged to the left, and the fourth synchronizer 319 is engaged to the right; engine power is finally output to the transmission output shaft 322 via the engine input 100 through the second clutch 202, the second input shaft 321, the first synchronizer 316, the fifth gear 305, the sixth gear 306, the first countershaft sleeve shaft 324, the fourth synchronizer 319, the second countershaft sleeve shaft 325, the tenth gear 310, the ninth gear 309 and the second synchronizer 317.

Referring to FIG. 10, when the eight speed dual clutch transmission is in the-1 state, the first synchronizer 316, the third synchronizer 318, and the fourth synchronizer 319 are engaged, the first synchronizer 316 is engaged to the right, the third synchronizer 318 is engaged to the left, and the fourth synchronizer 319 is engaged to the left; after engine power is input into the transmission module 300 through the first clutch 201 and the first input shaft 320 via the engine input end 100, the engine power sequentially passes through the seventh gear 307, the idle gear 315, the eighth gear 308, the fourth synchronizer 319, the first intermediate shaft sleeve shaft 324, the sixth gear 306, the fifth gear 305, the first synchronizer 316, the second input shaft 321, the first gear 301, the second gear 302, the third synchronizer 318, the intermediate shaft 323, the fourteenth gear 314 and the thirteenth gear 313, and is finally output to the transmission output shaft 322.

The transmission range operating elements are shown in table 1:

TABLE 1 Transmission Gear operating elements

In table 1, K1 denotes the first clutch 201, K2 denotes the second clutch 202, a denotes the left-side engagement of the first synchronizer 316, B denotes the right-side engagement of the first synchronizer 316, C denotes the left-side engagement of the second synchronizer 317, D denotes the right-side engagement of the second synchronizer 317, E denotes the left-side engagement of the third synchronizer 318, F denotes the right-side engagement of the third synchronizer 318, G denotes the left-side engagement of the fourth synchronizer 319, and H denotes the right-side engagement of the fourth synchronizer 319.

Example 3

Introduction the power shift process of the transmission:

1-gear up-2-gear shifting process:

the transmission is in 1 st gear state before shifting, the first clutch 201 is engaged, the first synchronizer 316 is engaged to the right, the third synchronizer 318 is engaged to the left, the fourth synchronizer 319 is engaged to the right, and power flow is as shown in fig. 2. When the gear is to be shifted, the synchronizer is not required to be operated; during the gear shifting process, the first clutch 201 is disengaged and the second clutch 202 is engaged; after the gear shift is completed, the first synchronizer 316 and the fourth synchronizer 319 are not operated, the third synchronizer 318 is operated continuously, and the engine outputs power, and the power flow is shown in fig. 3.

2-gear up 3-gear shifting process:

the transmission is in 2 gear before the shift, the second clutch 202 is engaged, and the third synchronizer 318 is engaged to the left, with power flow as shown in FIG. 3; when the gear is to be shifted, the 3-gear is pre-engaged, and the second synchronizer 317 is engaged to the right; during the gear shifting process, the second clutch 202 is disengaged, and the first clutch 201 is engaged; after the gear shift is completed, the third synchronizer 318 is deactivated, the second synchronizer 317 is switched to operate, and the engine outputs power, and the power flow is shown in fig. 4.

3-gear up-shift and 4-gear shift process:

the transmission is in 3-gear state before shifting, the first clutch 201 is engaged, and the second synchronizer 317 is engaged to the right; the power flow is shown in fig. 4; when the gear is to be shifted, the 4-gear is pre-engaged, the first synchronizer 316 is engaged leftwards, and the third synchronizer 318 is engaged rightwards; during the gear shifting process, the first clutch 201 is disengaged and the second clutch 202 is engaged; after the gear shift is completed, the second synchronizer 317 is not operated, the first synchronizer 316 and the third synchronizer 318 are switched to be operated, and the power flow of the engine is shown in the figure 5.

4-gear up 5-gear shifting process:

the transmission is in 4 gear before the shift, the second clutch 202 is engaged, the first synchronizer 316 is engaged to the left, and the third synchronizer 318 is engaged to the right, with power flow as shown in FIG. 5. When the gear is to be shifted, the gear 5 is pre-engaged, and the right side of the fourth synchronizer 319 is engaged; during the gear shifting, the second clutch 202 is disengaged and the first clutch 201 is engaged; after the gear shift is completed, the first synchronizer 316 is deactivated, the third synchronizer 318 and the fourth synchronizer 319 are switched to be operated, and the engine outputs power, and the power flow is shown in fig. 6.

5-gear up 6-gear shifting process:

the transmission is in 5-gear state before shifting, with the first clutch 201 engaged, the third synchronizer 318 engaged to the right, and the fourth synchronizer 319 engaged to the right, with power flow as shown in FIG. 6; when the gear is to be shifted, the 6-gear is pre-engaged, and the first synchronizer 316 is engaged to the right; during the gear shifting process, the first clutch 201 is disengaged and the second clutch 202 is engaged; after the gear shift is completed, the fourth clutch 319 is not operated, and the first synchronizer 316 and the third synchronizer 318 are switched to be operated, and the power flow of the engine is as shown in fig. 7.

6-gear up and 7-gear shifting process:

the transmission is in gear 6 before the shift, the second clutch 202 is engaged, the first synchronizer 316 is engaged to the right, and the third synchronizer 318 is engaged to the right, with power flow as shown in FIG. 7; when the gear is to be shifted, the gear 7 is pre-engaged, and the second synchronizer 317 is engaged leftwards; during the gear shifting process, the second clutch 202 is disengaged, and the first clutch 201 is engaged; after the gear shift is completed, the first synchronizer 316 and the third synchronizer 318 are not operated, and the operation is switched to the second synchronizer 317, and the power flow is as shown in fig. 8.

7-gear up-shift and 8-gear shift process:

the transmission is in 7 gear before the shift, the first clutch 201 is engaged, the second synchronizer 317 is engaged to the left, and power flow is as shown in fig. 8; when the gear is to be shifted, the 8-gear is pre-engaged, the first synchronizer 316 is engaged to the right, and the fourth synchronizer 319 is engaged to the right; during the gear shifting process, the first clutch 201 is disengaged and the second clutch 202 is engaged; after the gear shift is completed, the first synchronizer 316, the second synchronizer 317 and the fourth synchronizer 319 are operated, and the power flow thereof is as shown in fig. 9.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An eight speed dual clutch transmission comprising: an engine input (100), a clutch module (200), a transmission module (300) and an output (400);

the clutch module (200) comprises: a first clutch (201) and a second clutch (202);

the transmission module (300) comprises: a first gear (301), a second gear (302), a third gear (303), a fourth gear (304), a fifth gear (305), a sixth gear (306), a seventh gear (307), an eighth gear (308), a ninth gear (309), a tenth gear (310), an eleventh gear (311), a twelfth gear (312), a thirteenth gear (313), a fourteenth gear (314), an idler gear (315), a first synchronizer (316), a second synchronizer (317), a third synchronizer (318), a fourth synchronizer (319), a first input shaft (320), a second input shaft (321), an output shaft (322), an intermediate shaft (323), a first intermediate shaft sleeve shaft (324) and a second intermediate shaft sleeve shaft (325);

the first clutch (201) is connected with the first input shaft (320), and the second clutch (202) is connected with the second input shaft (321);

the transmission is arranged in parallel by adopting two shafts, namely a first shaft and a second shaft, wherein the first input shaft (320), the second input shaft (321) and the transmission output shaft (322) are arranged in the first shaft, and the second input shaft (321) is sleeved on the first input shaft (320); the intermediate shaft (323), the first intermediate shaft sleeve shaft (324) and the second intermediate shaft sleeve shaft (325) are arranged in the second shaft system, and the first intermediate shaft sleeve shaft (324) and the second intermediate shaft sleeve shaft (325) are sleeved on the intermediate shaft (323);

the first clutch (201), the seventh gear (307) and the ninth gear (309) are all fixedly connected to the first input shaft (320); the second clutch (202), the first gear (301) and the first synchronizer (316) are fixedly connected to the second input shaft (321), and the third gear (303) and the fifth gear (305) are sleeved on the second input shaft (321) in a hollow manner; the second synchronizer (317) and the thirteenth gear (313) are fixedly connected to the output shaft (322), and the eleventh gear (311) is sleeved on the output shaft (322) in a hollow way; the third synchronizer (318) and the fourteenth gear (314) are fixedly connected to the intermediate shaft (323), and the second gear (302) is freely sleeved in the intermediate shaft (323); the fourth gear (304), the sixth gear (306) and the fourth synchronizer (319) are all fixedly connected to the first intermediate shaft sleeve shaft (324), and the eighth gear (308) is sleeved on the first intermediate shaft sleeve shaft (324); the tenth gear (310) and the twelfth gear (312) are fixedly connected to the second intermediate shaft sleeve shaft (325);

the first synchronizer (316) is meshed with the third gear (303) at the left side and meshed with the fifth gear (305) at the right side; the second synchronizer (317) is meshed with the first input shaft (320) at the left side and meshed with the eleventh gear (311) at the right side; the third synchronizer (318) is meshed with the second gear (302) on the left side and the first countershaft sleeve shaft (324) on the right side; the fourth synchronizer (319) is meshed with the eighth gear (308) on the left side and with the second countershaft sleeve shaft (325) on the right side; the first gear (301) is meshed with the second gear (302), the third gear (303) is meshed with the fourth gear (304), the fifth gear (305) is meshed with the sixth gear (306), the seventh gear (307) is meshed with the eighth gear (308) through the idle gear (315), the ninth gear (309) is meshed with the tenth gear (310), the eleventh gear (311) is meshed with the twelfth gear (312), and the thirteenth gear (313) is meshed with the fourteenth gear (314).

2. The eight-speed dual clutch transmission according to claim 1 wherein the eight-speed dual clutch transmission is provided with eight forward gears and one reverse gear, respectively:

when the transmission is in a 1-gear state, the first synchronizer (316), the third synchronizer (318) and the fourth synchronizer (319) work, the first synchronizer (316) is meshed to the right, the third synchronizer (318) is meshed to the left, and the fourth synchronizer (319) is meshed to the right; after engine power is input into the transmission module (300) through the first clutch (201) and the first input shaft (320) via an engine input end (100), the engine power sequentially passes through the ninth gear (309), the tenth gear (310), the fourth synchronizer (319), the first intermediate shaft sleeve shaft (324), the sixth gear (306), the fifth gear (305), the first synchronizer (316), the second input shaft (321), the first gear (301), the second gear (302), the third synchronizer (318), the intermediate shaft (323), the fourteenth gear (314) and the thirteenth gear (313), and is finally output to the transmission output shaft (322);

when the transmission is in a 2-gear state, the third synchronizer (318) is operated, and the third synchronizer (318) is engaged to the left; the engine power is finally output to the transmission output shaft (322) through the second clutch (202), the second input shaft (321), the first gear (301), the second gear (302), the third synchronizer (318), the intermediate shaft (323), the fourteenth gear (314), and the thirteenth gear (313) via an engine input end (100);

when the transmission is in a 3-gear state, the second synchronizer (317) works, and the second synchronizer (317) is engaged to the right; the engine power is finally output to the transmission output shaft (322) through the first clutch (201), the first input shaft (320), the ninth gear (309), the tenth gear (310), the second intermediate sleeve shaft (325), the twelfth gear (312), the eleventh gear (311) and the second synchronizer (317) via an engine input end (100);

when the transmission is in a 4-gear state, the first synchronizer (316) and the third synchronizer (318) work, the first synchronizer (316) is meshed to the left, and the third synchronizer (318) is meshed to the right; the engine power is finally output to the transmission output shaft (322) through the second clutch (202), the second input shaft (321), the first synchronizer (316), the third gear (303), the fourth gear (304), the first countershaft sleeve shaft (324), the third synchronizer (318), the countershaft (323), the fourteenth gear (314), and the thirteenth gear (313) via an engine input end (100);

when the transmission is in a 5-gear state, the third synchronizer (318) and the fourth synchronizer (319) are operated, the third synchronizer (318) is engaged to the right, and the fourth synchronizer (319) is engaged to the right; the engine power is finally output to the transmission output shaft (322) through the first clutch (201), the first input shaft (320), the ninth gear (309), the tenth gear (310), the fourth synchronizer (319), the first countershaft sleeve shaft (324), the third synchronizer (318), the countershaft (323), the fourteenth gear (314), and the thirteenth gear (313) via an engine input end (100);

when the transmission is in a 6-gear state, the first synchronizer (316) and the third synchronizer (318) work, the first synchronizer (316) is meshed to the right, and the third synchronizer (318) is meshed to the right; the engine power is finally output to the transmission output shaft (322) through the second clutch (202), the second input shaft (321), the first synchronizer (316), the fifth gear (305), the sixth gear (306), the first countershaft sleeve shaft (324), the third synchronizer (318), the countershaft (323), the fourteenth gear (314), and the thirteenth gear (313) via an engine input end (100);

when the transmission is in a 7-gear state, the second synchronizer (317) works, and the second synchronizer (317) is meshed leftwards; the engine power is finally output to the transmission output shaft (322) through the first clutch (201), the first input shaft (320) and the second synchronizer (317) via an engine input end (100);

when the transmission is in an 8-gear state, the first synchronizer (316), the second synchronizer (317) and the fourth synchronizer (319) work, the first synchronizer (316) is meshed to the right, the second synchronizer (317) is meshed to the left, and the fourth synchronizer (319) is meshed to the right; the engine power is finally output to the transmission output shaft (322) through the second clutch (202), the second input shaft (321), the first synchronizer (316), the fifth gear (305), the sixth gear (306), the first countershaft sleeve shaft (324), the fourth synchronizer (319), the second countershaft sleeve shaft (325), the tenth gear (310), the ninth gear (309), and the second synchronizer (317) via an engine input end (100);

when the transmission is in a-1 gear state, the first synchronizer (316), the third synchronizer (318) and the fourth synchronizer (319) work, the first synchronizer (316) is meshed to the right, the third synchronizer (318) is meshed to the left, and the fourth synchronizer (319) is meshed to the left; after the engine power is input into a transmission module (300) through an engine input end (100) via the first clutch (201) and the first input shaft (320), the engine power sequentially passes through the seventh gear (307), the idle gear (315), the eighth gear (308), the fourth synchronizer (319), the first intermediate shaft sleeve shaft (324), the sixth gear (306), the fifth gear (305), the first synchronizer (316), the second input shaft (321), the first gear (301), the second gear (302), the third synchronizer (318), the intermediate shaft (323), the fourteenth gear (314) and the thirteenth gear (313), and is finally output to the transmission output shaft (322).