CN112096805A

CN112096805A - Multi-gear double-clutch transmission and vehicle

Info

Publication number: CN112096805A
Application number: CN202010815312.3A
Authority: CN
Inventors: 杨帆; 方少权; 孙艳; 谭艳军; 林霄喆
Original assignee: Zhejiang Geely Holding Group Co Ltd; Ningbo Shangzhongxia Automatic Transmission Co Ltd; Zhejiang Geely Power Train Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Ningbo Shangzhongxia Automatic Transmission Co Ltd; Zhejiang Geely Power Train Co Ltd
Priority date: 2020-08-12
Filing date: 2020-08-12
Publication date: 2020-12-18

Abstract

The invention discloses a multi-gear double-clutch transmission and a vehicle, wherein the transmission comprises: a first input shaft and a second input shaft which are arranged in a nesting mode; a plurality of odd-numbered stage drive gears provided on the first input shaft; a plurality of even-numbered stage drive gears provided on the second input shaft; the first output shaft and the second output shaft are arranged in parallel and are connected with the differential mechanism; the driven gears are arranged on the first output shaft and the second output shaft and are respectively meshed with the odd-numbered gear driving gear and the even-numbered gear driving gear; the first driving motor is connected with the first input shaft or the second input shaft, and the second driving motor and the driving power supply are connected with the engine in series.

Description

Multi-gear double-clutch transmission and vehicle

Technical Field

The invention relates to the technical field of transmissions, in particular to a multi-gear double-clutch transmission and a vehicle.

Background

The automobile industry is an important pillar for economic development in China, and as the quantity of automobiles kept continuously increases, great pressure is brought to environmental protection in China, and the emission regulations of automobiles in China are becoming stricter. Hybrid vehicles still exist and continue to be technically upgraded for a long period of time before the technological bottlenecks and infrastructure issues of pure electric vehicles are resolved.

In the prior art, the P2.5 structure 7DCT can realize seven-gear speed change, and different working modes including a series mode, a parallel mode, a pure electric mode, a pure ICE mode, a mixed mode and the like are realized through reasonable design of an electric control strategy, but the existing seven-gear transmission is provided with a reverse gear structure, so that the space cost of the transmission is increased, a driven gear of a forward gear is required to be used as a reverse gear idle gear, and therefore the driven gear is required to bear a couple when being used as the reverse gear idle gear, and the risk of end surface abrasion is increased.

Disclosure of Invention

In view of the above problems in the prior art, an object of the present invention is to provide a multi-gear dual clutch transmission and a vehicle, which can realize eight-stage dual clutch transmission and optimize the reversing function of the vehicle.

In order to solve the technical problems, the specific technical scheme of the invention is as follows:

in one aspect, the present invention provides a multi-speed dual clutch transmission comprising:

the first input shaft is connected with the engine through a first clutch;

the second input shaft is coaxially arranged with the first input shaft and is connected with the engine through a second clutch;

a plurality of odd-numbered stage drive gears provided on the first input shaft to realize odd-numbered speed change stages;

a plurality of even-numbered stage drive gears provided on the second input shaft to realize even-numbered shift stages;

the first output shaft is arranged in parallel with the first input shaft and is connected with the differential;

the second output shaft is arranged in parallel with the first output shaft and is connected with the differential;

a plurality of driven gears which are arranged on the first output shaft and the second output shaft and are respectively meshed with the plurality of odd-numbered gear driving gears and the plurality of even-numbered gear driving gears; and

a first drive motor connected to the first input shaft or the second input shaft;

the second driving motor is connected with the engine; the driving power supply is connected with the first driving motor and the second driving motor;

the engine and the first driving motor can selectively work to realize an engine driving mode, an electric power mode, a hybrid mode and a reverse gear mode.

Further, the odd-numbered gear driving gear comprises a first gear driving gear, a third gear driving gear, a fifth gear driving gear and a seventh gear driving gear which are sequentially arranged;

the even-numbered gear driving gear comprises a first driving gear and a second driving gear which are sequentially arranged.

Further, the driven gears comprise a first gear driven gear, a second gear driven gear, a third gear driven gear, a fourth gear driven gear, a fifth gear driven gear, a sixth gear driven gear, a seventh gear driven gear and an eighth gear driven gear;

the first gear driven gear, the fourth gear driven gear, the fifth gear driven gear and the eighth gear driven gear are arranged on the first output shaft;

the second gear driven gear, the third gear driven gear, the sixth gear driven gear and the seventh gear driven gear are arranged on the second output shaft;

the first gear driven gear is meshed with the first gear driving gear, the third gear driven gear is meshed with the third gear driving gear, the fifth gear driven gear is meshed with the fifth gear driving gear, and the seventh gear driven gear is meshed with the seventh gear driving gear;

the second keeps off a position driven gear with fourth fender position driven gear all with first drive gear meshes, sixth fender position driven gear with eighth fender position driven gear all with second drive gear meshes.

Further, the transmission further comprises a synchronizer comprising a first synchronizer, a second synchronizer, a third synchronizer and a fourth synchronizer;

said first synchronizer for selectively connecting one of said first gear driven gear and said fifth gear driven gear to said first output shaft;

the second synchronizer is for selectively connecting one of the fourth-gear driven gear and the eighth-gear driven gear to the first output shaft;

the third synchronizer is for selectively connecting one of the third gear driven gear and the seventh gear driven gear to the second output shaft;

the fourth synchronizer is configured to selectively connect one of the second gear driven gear and the sixth gear driven gear to the second output shaft.

The transmission further comprises an intermediate gear through which the first drive motor is connected with the first input shaft; wherein,

the first driving motor is connected with the fifth gear driving gear through the intermediate gear; or

And the first driving motor is connected with the seventh gear driving gear through the intermediate gear.

Further, the transmission further comprises an intermediate gear, and the first driving motor is connected with the second input shaft through the intermediate gear; wherein,

the first driving motor is connected with the second driving gear through the intermediate gear.

Optionally, the transmission further comprises an intermediate shaft, and the first drive motor is connected to the second drive gear via the intermediate gear and the intermediate shaft in this order.

Preferably, the intermediate gear is a duplicate gear.

Optionally, the first drive motor is a P0 or P1 motor.

In another aspect, the invention further provides a vehicle, and the vehicle is provided with the multi-gear double-clutch transmission.

By adopting the technical scheme, the multi-gear double-clutch transmission and the vehicle have the following beneficial effects that:

1. according to the multi-gear double-clutch transmission and the vehicle, the second driving motor is added, so that abundant power output can be provided, the condition of energy loss is avoided, the fuel economy is remarkably improved, and the cost of a hybrid system is considered.

2. According to the multi-gear double-clutch transmission and the vehicle, the connection relation of the first driving motor is adjusted, the width of the speed ratio of the vehicle can be improved, the speed ratio difference can be optimized, and key performance indexes such as the power performance, the economy and the drivability of a power assembly can be further optimized.

3. According to the multi-gear double-clutch transmission and the vehicle, the conventional forward gear driven gear is omitted as the reverse gear intermediate gear, the couple born by the reverse gear intermediate gear is eliminated, the risk of end surface abrasion is eliminated, the reliability of the system is improved, the potential influence on the cleanliness is eliminated, and the cost can be reduced by omitting the thrust bearing.

4. According to the multi-gear double-clutch transmission and the vehicle, the primary speed ratio can be increased by using the duplicate gear, so that the design of the total speed ratio input from the motor to the transmission shaft is more flexible, the design of a larger speed ratio is realized, and a proper motor is selected for matching.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the drawings used in the description of the embodiment or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.

FIG. 1 illustrates a multi-speed dual clutch transmission in an embodiment of the present disclosure;

FIG. 2 is a schematic diagram of an engine drive mode power transmission path in an embodiment of the present disclosure;

FIG. 3 is a schematic diagram of a power transmission path in a pure electric drive mode in an embodiment of the present disclosure;

FIG. 4 is a schematic illustration of a hybrid drive mode power transmission path in an embodiment of the present disclosure;

FIG. 5 is a schematic illustration of an energy recovery mode power transmission path in an embodiment of the present disclosure;

FIG. 6 is a schematic structural diagram of a multi-gear dual clutch transmission in an embodiment of the present disclosure;

FIG. 7 is a schematic diagram of a multi-speed dual clutch transmission according to other embodiments of the present disclosure;

FIG. 8 is a schematic diagram of a multi-speed dual clutch transmission according to other embodiments of the present disclosure;

FIG. 9 is a schematic illustration of the power transmission path in the first gear of the transmission of FIG. 3 in the ICE drive mode;

FIG. 10 is a schematic illustration of the transmission power transmission path in second gear of the transmission of FIG. 3 in an ICE drive mode;

FIG. 11 is a schematic diagram of the power transmission path for the first gear of the transmission of FIG. 3 in the electric-only mode;

FIG. 12 is a diagrammatic view of the power transmission path for the third gear of the transmission of FIG. 3 in the electric-only mode;

FIG. 13 is a schematic fifth gear power transmission path of the transmission of FIG. 1 in a hybrid mode;

FIG. 14 is a schematic diagram of the power transmission path for the seventh gear of the transmission of FIG. 1 in the hybrid mode;

FIG. 15 is a schematic illustration of the power transmission path for the sixth gear of the transmission of FIG. 1 in the hybrid mode;

FIG. 16 is a schematic diagram of the power transmission path for the eighth gear of the transmission of FIG. 1 in the hybrid mode.

In the figure: 1-first input shaft, 2-second input shaft, 3-odd-numbered gear drive gear, 4-even-numbered gear drive gear, 5-first output shaft, 6-second output shaft, 7-driven gear, 8-first drive motor, 9-synchronizer, 10-intermediate gear, 11-intermediate shaft, 12-differential, 13-parking gear, 14-engine, 15-second drive motor, 16-drive power supply, 31-first gear drive gear, 32-third gear drive gear, 33-fifth gear drive gear, 34-seventh gear drive gear, 41-first drive gear, 42-second drive gear, 71-first gear driven gear, 72-second gear driven gear, 73-a third gear driven gear, 74-a fourth gear driven gear, 75-a fifth gear driven gear, 76-a sixth gear driven gear, 77-a seventh gear driven gear, 78-an eighth gear driven gear, 91-a first synchronizer, 92-a second synchronizer, 93-a third synchronizer, and 94-a fourth synchronizer.

Detailed Description

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. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, apparatus, article, or device that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or device.

Example 1

In the prior art, a P2.5 structure 7DCT transmission is a common transmission structure, wherein the transmission is provided with a reverse gear structure, a P2.5 motor transmits power to an input shaft through a toothed chain, but the existing structure needs to arrange a reverse gear, occupies a transmission structure space, and simultaneously, the transmission has poor fuel economy and inflexible speed ratio adjustment.

Therefore, the embodiment of the specification provides a multi-gear Double Clutch (DCT) transmission, the transmission provided by the specification can realize eight-gear speed change, the speed change range is expanded, the flexibility of gear adjustment is improved, and therefore the dynamic property and the economical efficiency of a power assembly are comprehensively improved.

Specifically, as shown in fig. 1, the transmission includes:

a first input shaft 1 connected to an engine through a first clutch;

the second input shaft 2 is coaxially arranged with the first input shaft 1 and is connected with the engine through a second clutch; specifically, the first input shaft 1 is nested in the second input shaft 2, the structure is compact, the first clutch can realize the switching of the upper gear of the first input shaft 1, and the second clutch can realize the switching of the upper gear of the second input shaft 2.

A plurality of odd-numbered stage drive gears 3 provided on the first input shaft 1 to realize odd-numbered speed change stages;

a plurality of even-numbered stage drive gears 4 provided on the second input shaft 2 to realize even-numbered gear shift stages;

specifically, the length of the second input shaft 2 is smaller than that of the first input shaft 1, so that the second input shaft 2 partially overlaps the first input shaft 1, which ensures that the even-numbered stage drive gear 4 is disposed on the second input shaft 2 and the odd-numbered stage drive gear 3 is disposed on the portion of the first input shaft 1 that is not overlapped by the second input shaft 2.

A first output shaft 5 arranged in parallel with the first input shaft 1 and connected to a differential 12;

a second output shaft 6 arranged in parallel with the first output shaft 5 and connected to the differential 12;

specifically, the front end shaft teeth of the first output shaft 5 are meshed with the ring gear of the differential 12, and correspondingly, the front end shaft teeth of the second output shaft 6 are meshed with the ring gear of the differential 12.

A plurality of driven gears 7 provided on the first output shaft 5 and the second output shaft 6 and respectively meshed with the plurality of odd-numbered stage drive gears 3 and the plurality of even-numbered stage drive gears 4; and

the first driving motor 8 is connected with the first input shaft 1 or the second input shaft 2, and the engine and the first driving motor 8 can selectively work to realize an engine driving mode, a pure electric mode, a hybrid mode, an energy recovery mode and a reverse gear mode. Alternatively, the first driving motor is a P2.5 motor, the second driving motor may be a P0 motor or a P1 motor,

it will be appreciated that the transmission architecture provided by the present specification is an improvement over the prior art 7DCT, by providing the second drive motor 15 on the engine 14, and is thus connected in series to the drive power source 16, so that the engine 14 can drive the second drive motor 15 to rotate to charge the drive power source 16, thereby avoiding the influence of the energy exhaustion of the driving power supply 16 on the output of the electric energy to the first driving motor 8, while a first drive motor 8 is arranged on the first input shaft 1 or the second input shaft 2, namely an electric energy power device, and cancels the original reverse gear, and rearranges the original gear setting to realize the 8-gear transmission, according to different station information, different station modes are realized through reasonable control of an electric control strategy, and the method comprises the steps that only a first driving motor is used for driving to avoid the engine to work in a high oil consumption area when the engine is started or at a low speed; the motor is mainly driven at medium and high speed, and the first driving motor can provide power assistance; the system efficiently recovers energy to charge when braking or sliding; when the clutch is not engaged, the engine can drag the first driving motor to charge, and when the clutch is engaged but the synchronizer is in a neutral gear, the engine can drag the first driving motor and the P2.5 motor to charge simultaneously, and the like.

Fig. 2 to 5 are schematic diagrams of energy transmission paths of the transmission in various working modes in the embodiment of the present specification, specifically, fig. 2 is a schematic diagram of power energy transmission paths of the transmission in an engine driving mode, and fig. 2(a) and 2(b) show that different gears and output shafts are selected according to the operation of clutches; fig. 3 is a schematic diagram of a power energy transmission path of the transmission in the pure electric drive mode, and fig. 3(a) is a schematic diagram of an energy transmission path in the normal pure electric drive mode, but when the energy of the drive power supply 16 is consumed completely, the drive power supply cannot provide electric energy for the first drive motor 8, the engine works 14 to drive the second drive motor 15 to rotate, and then the drive power supply 16 is charged, so that the first drive motor 8 continuously enters the pure electric mode; wherein fig. 4 is a schematic power energy transmission path diagram of the transmission in a hybrid drive mode, and fig. 4(a) and 4(b) show different gear positions selected according to the operation of the clutch and an output shaft; fig. 5 is a schematic diagram of a power energy transmission path of the transmission in the energy recovery mode, and when a vehicle brakes, wheel braking energy drives the first driving motor 8 to rotate through the differential and the output shaft, and electric energy is stored in the driving power supply 16, so that the recovery of the braking energy is realized.

It should be noted that, fig. 3(b) shows that the engine drives the second driving motor 15 to work and charge, in some other embodiments, the engine 14 may also drive the first driving motor 8 and the second driving motor 15 to work simultaneously to charge the driving power supply 16, so as to improve the charging efficiency of the driving power supply 16, and the specific operation process is not repeated.

In the embodiment of the present specification, an eight-gear forward gear can be realized by eliminating an original reverse gear in the technology of an original transmission, and specifically, the odd-gear drive gear 3 includes a first gear drive gear 31, a third gear drive gear 32, a fifth gear drive gear 33, and a seventh gear drive gear 34, which are sequentially arranged; the even-numbered stage drive gear 4 includes a first drive gear 41 and a second drive gear 42 which are arranged in this order.

It can be understood that the first gear driving gear 31, the third gear driving gear 32, the fifth gear driving gear 33 and the seventh gear driving gear 34 are sequentially arranged on the first input shaft 1, and are meshed with the driven gears of the corresponding gears, and the structure is more compact on the basis of realizing power transmission, so that the whole structure of the transmission can be reduced. Accordingly, the first drive gear 41 and the second drive gear 42 are provided on the second input shaft 2 to mesh with the corresponding even driven gears.

Specifically, the driven gears 7 include eight gear gears, namely a first gear driven gear 71, a second gear driven gear 72, a third gear driven gear 73, a fourth gear driven gear 74, a fifth gear driven gear 75, a sixth gear driven gear 76, a seventh gear driven gear 77 and an eighth gear driven gear 78; the position relations are respectively as follows:

said first, fourth, fifth and eighth gear driven gears 71, 74, 75 and 78 are provided on said first output shaft 5;

the second-gear driven gear 72, the third-gear driven gear 73, the sixth-gear driven gear 76 and the seventh-gear driven gear 77 are arranged on the second output shaft 6;

the first gear driven gear 71 is meshed with the first gear driving gear 31, the third gear driven gear 73 is meshed with the third gear driving gear 32, the fifth gear driven gear 75 is meshed with the fifth gear driving gear 33, and the seventh gear driven gear 77 is meshed with the seventh gear driving gear 34;

the second gear driven gear 72 and the fourth gear driven gear 74 are both meshed with the first driving gear 41, and the sixth gear driven gear 76 and the eighth gear driven gear 78 are both meshed with the second driving gear 42.

Further, a parking gear 13 can be arranged on the second output shaft 6, and the parking function of the vehicle can be achieved through gear adjustment.

In addition, the transmission provided by the embodiment of the specification is also provided with the synchronizing device 9, and the synchronizing device 9 can selectively connect the driven gear on the same output shaft to the output shaft, so that the phenomenon of inconsistent rotating speed during gear shifting can be avoided, the fuel economy is reduced, and the gear shifting stability of the transmission is improved.

Specifically, the synchronization device 9 includes a first synchronizer 91, a second synchronizer 92, a third synchronizer 93, and a fourth synchronizer 94;

said first synchronizer 91 is adapted to selectively connect one of said first gear driven gear 71 and said fifth gear driven gear 75 to said first output shaft 5;

said second synchronizer 92 is for selectively connecting one of said fourth gear driven gear 74 and said eighth gear driven gear 78 to said first output shaft 5;

said third synchronizer 93 for selectively connecting one of said third gear driven gear 73 and said seventh gear driven gear 77 to said second output shaft 6;

the fourth synchronizer 94 is used to selectively connect one of the second-gear driven gear 72 and the sixth-gear driven gear 76 to the second output shaft 6.

Further, the first driving motor 8 may be connected to the first input shaft 1, and a power transmission route is provided by the connection with the first input shaft 1, so as to realize power transmission.

As shown in fig. 6 to 8, three schematic diagrams of the connection between the first driving motor 8 and the first input shaft 1 and the second input shaft 2 are shown, specifically:

as shown in fig. 6, a schematic structural diagram of a transmission is provided for the embodiment of the present disclosure, specifically:

the first driving motor 8 is connected with the seventh gear driving gear 34 through the intermediate gear 10, so that power transmission is achieved, specifically, power transmission is achieved in a gear meshing mode, preferably, the intermediate gear 10 can be a duplicate gear, a primary speed ratio can be increased, and the design of the total speed ratio input to the input shaft by the first driving motor is flexible and the design of a larger speed ratio is achieved.

In some other embodiments, as shown in fig. 7, the first driving motor 8 is connected to the fifth gear driving gear 33 by providing an intermediate gear 10, specifically, power transmission is realized by means of gear engagement, and preferably, the intermediate gear 10 may be a duplicate gear, which can further increase a speed ratio by one step, so that the design of the total speed ratio of the first driving motor input to the input shaft is more flexible, and the design of a larger speed ratio is realized.

In some other embodiments, the first driving motor 8 may be further connected to the first gear driving gear 31 (not shown), so that the power of the first driving motor 8 can be transmitted to the first input shaft 1.

By connecting the first driving motor 8 with the first input shaft 1 and then according to the operation of the first clutch, the power of the first driving motor 8 can be transmitted to the corresponding driving gear through the first input shaft 1, and finally the power is transmitted to the differential 12, and when hybrid power is needed, the power is also required to be coupled with the power of an engine and then the coupled power is transmitted to the differential 12.

In some other embodiments, the first driving motor 8 may be connected to the second input shaft 2, and the connection with the second input shaft 2 provides a power transmission route, so as to realize power transmission.

As shown in fig. 8, a schematic structural diagram of the transmission in some other embodiments of the present disclosure, specifically,

the first driving motor 8 is connected with the second driving gear 42 through the intermediate gear 10, so that power transmission is achieved, specifically, power transmission is achieved in a gear meshing mode, preferably, the intermediate gear 10 can be a duplicate gear, a first-stage speed ratio can be increased, and the design of the total speed ratio input to the input shaft by the first driving motor is flexible and the design of a larger speed ratio is achieved. Alternatively, an intermediate shaft 11 may be provided, and the power of the first driving motor 8 is transmitted to the second input shaft 2 through the duplicate gear and the intermediate shaft 11, so as to realize the power transmission.

In some other embodiments, the first driving motor 8 may be connected to the first driving gear 41 (not shown), so that the power of the first driving motor 8 can be transmitted to the second input shaft 2.

In order to realize the reverse gear mode, the reverse gear function can be realized by driving the first gear or the second gear through the reverse rotation of the first driving motor in the pure electric mode.

The transmission provided by the above can realize an engine (ICE) driving mode, an electric-only mode, a hybrid mode, an energy recovery mode and a reverse gear mode, wherein the reverse gear mode is realized by the reverse rotation of the first driving motor 8 on the premise of the electric-only mode.

The forms in which low speed gears can be achieved in both engine (ICE) drive mode and electric-only mode, such as fig. 9 and 10 are schematic diagrams of the power transmission paths of the first gear and the second gear achieved by the engine drive mode based on the transmission provided in fig. 3.

Specifically, the power transmission path of the first gear in the engine drive mode is: the engine, the first input shaft 1, the first gear driving gear 31, the first gear driven gear 71, the first output shaft 5 to the differential 12; the power transmission path of the second gear in the engine driving mode is as follows: the engine, the second input shaft 2, the first drive gear 41, the second-gear driven gear 72, the second output shaft 6, and the differential 12.

In other embodiments, as shown in fig. 11 and 12, the power transmission paths of the first gear and the third gear are realized through the pure electric mode on the basis of the transmission provided in fig. 1, and in addition, the forward movement or the reverse movement in the low-speed region is realized only by the operation of the motor, so that the engine is prevented from operating in a region with poor fuel consumption, the utilization efficiency of energy is improved, and the environment is protected.

Specifically, the power transmission path of the first gear in the pure electric mode is as follows: a first driving motor 8, an intermediate gear 10, a first input shaft 1, a first gear driving gear 31, a first gear driven gear 71, a first output shaft 5 to a differential 12; the power transmission path of the third gear in the pure electric mode is as follows: the first drive motor 8, the first input shaft 1, the third gear drive gear 32, the third gear driven gear 73, the second output shaft 6 to the differential 12.

It should be noted that, the above description is only to introduce two power transmission paths of the connection manner of the first driving motor 8, and in other connection structure relationships, different low-speed power transmission paths may also be provided, which is not repeated herein.

Besides an engine driving mode and a pure electric mode, the hybrid electric vehicle can also realize higher speed ratio breadth, improve speed ratio range difference and the like through a hybrid power mode. In the hybrid mode process, the engine and the first driving motor 8 work simultaneously, the first driving motor can play a power assisting role in a middle-high speed range, and the engine works in a region with better fuel economy according to load adjustment. Due to the structural characteristics of the DCT, a pre-gear-engaging action is generated during the operation (namely, when the nth gear is operated, the n +1 th gear or the n-1 th gear is pre-engaged), and the motor can realize the assistance during the operation of each gear. Taking the structure that the first driving motor is linked to the first input shaft 1 (fig. 1) as an example, when the transmission operates in odd gears, the engine power and the first driving motor power are coupled at the gear pair and then transmitted to the output shaft; when the engine runs in even gears, the power of the engine and the power of the motor are respectively transmitted to the differential gear pair and then transmitted to the output shaft after being coupled.

Specifically, taking the transmission provided in fig. 1 as an example, fig. 13 and 14 are schematic diagrams of odd (5 and 7) gear power transmission paths.

The power transmission path of the fifth gear in the hybrid power mode is as follows: the engine 14 and the first driving motor 8 work simultaneously, the power of the first driving motor 8 is coupled with the engine power through the intermediate gear 10 to the first input shaft 1, and then is transmitted to the differential 12 through the first output shaft 5; the power transmission path of the seventh gear in the hybrid power mode is as follows: the engine and the first driving motor work simultaneously, and the power of the first driving motor 8 is coupled with the engine power through the intermediate gear 10 to the first input shaft 1 and then to the differential 12 through the second output shaft 6.

Since the first drive motor 8 of the transmission provided in fig. 1 is connected to the first input shaft 1, a pre-shift action can be used when the transmission is operating in a hybrid mode at high speed even number, improving the stability of the power transmission. Specifically, fig. 15 and 16 are schematic diagrams of power transmission paths in even-numbered gears.

The power transmission path of the sixth gear in the hybrid power mode is as follows: the transmission is characterized in that a 7-gear is pre-engaged, the power of a first driving motor 8 is transmitted to a second output shaft 6 through an intermediate gear 10, a first input shaft 1, a seventh-gear driving gear 34 and a seventh-gear driven gear 77, the power of an engine is transmitted to the second output shaft 6 through a second input shaft 2, a second driving gear 42 and a sixth-gear driven gear 76, and the power of the first driving motor and the power of the engine are coupled and transmitted to a differential 12 at the second output shaft 6; the power transmission path of the eighth gear in the hybrid power mode is as follows: the seventh gear is pre-engaged, the power of the first driving motor 8 is transmitted to the second output shaft 6 through the intermediate gear 10, the first input shaft 1, the seventh gear driving gear 34 and the seventh gear driven gear 77, the power of the engine is transmitted to the first output shaft 5 through the second input shaft 2, the second driving gear 42 and the eighth gear driven gear 78, and the power is coupled and output at the differential mechanism 12.

It should be noted that the power transmission path described above is only performed for one of the first drive motor connection structures, and different power transmission forms in other connection structures are also in the technical solution protected by the present application.

Through the multi-gear double-clutch differential, the embodiment of the specification further provides a vehicle which can be a hybrid vehicle and is provided with the multi-gear double-clutch differential.

Through the multi-gear double-clutch differential and the vehicle provided by the above, the following beneficial effects can be achieved:

1) according to the multi-gear double-clutch transmission and the vehicle, the second driving motor is added, so that abundant power output can be provided, the condition of energy loss is avoided, the fuel economy is remarkably improved, and the cost of a hybrid system is considered.

2) According to the multi-gear double-clutch transmission and the vehicle, the connection relation of the first driving motor is adjusted, the width of the speed ratio of the vehicle can be improved, the speed ratio difference can be optimized, and key performance indexes such as the power performance, the economy and the drivability of a power assembly can be further optimized.

3) According to the multi-gear double-clutch transmission and the vehicle, the conventional forward gear driven gear is omitted as the reverse gear intermediate gear, the couple born by the reverse gear intermediate gear is eliminated, the risk of end surface abrasion is eliminated, the reliability of the system is improved, the potential influence on the cleanliness is eliminated, and the cost can be reduced by omitting the thrust bearing.

4) According to the multi-gear double-clutch transmission and the vehicle, the primary speed ratio can be increased by using the duplicate gear, so that the design of the total speed ratio input from the motor to the transmission shaft is more flexible, the design of a larger speed ratio is realized, and a proper motor is selected for matching.

While the invention has been described with reference to specific embodiments, it will be appreciated by those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the invention can be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.

Claims

1. A multi-speed, dual clutch transmission comprising:

a first input shaft (1) connected to an engine (14) via a first clutch;

a second input shaft (2) which is provided coaxially with the first input shaft (1) and is connected to the engine (14) via a second clutch;

a plurality of odd-numbered gear drive gears (3) provided on the first input shaft (1) to realize odd-numbered gear stages;

a plurality of even-numbered gear drive gears (4) provided on the second input shaft (2) to realize even-numbered gear stages;

a first output shaft (5) arranged in parallel with the first input shaft (1) and connected with a differential (12);

a second output shaft (6) arranged in parallel with the first output shaft (5) and connected to the differential (12);

a plurality of driven gears (7) which are arranged on the first output shaft (5) and the second output shaft (6) and are respectively meshed with the plurality of odd-numbered gear driving gears (3) and the plurality of even-numbered gear driving gears (4);

a first drive motor (8) connected to the first input shaft (1) or the second input shaft (2);

a second drive motor (15) connected to the engine (14); and

the driving power supply (16) is connected with the first driving motor (8) and the second driving motor (15);

the engine (14) and the first drive motor (8) are selectively operable to achieve an engine-driven mode, an electric-only mode, a hybrid mode, an energy recovery mode, and a reverse mode.

2. The multi-speed, dual clutch transmission of claim 1,

the odd-numbered gear driving gear (3) comprises a first gear driving gear (31), a third gear driving gear (32), a fifth gear driving gear (33) and a seventh gear driving gear (34) which are sequentially arranged;

the even-numbered gear driving gear (4) comprises a first driving gear (41) and a second driving gear (42) which are arranged in sequence.

3. The multi-speed dual clutch transmission as claimed in claim 2, characterized in that the driven gears (7) comprise a first-speed driven gear (71), a second-speed driven gear (72), a third-speed driven gear (73), a fourth-speed driven gear (74), a fifth-speed driven gear (75), a sixth-speed driven gear (76), a seventh-speed driven gear (77) and an eighth-speed driven gear (78);

said first (71), fourth (74), fifth (75) and eighth (78) gear driven gears being provided on said first output shaft (5);

the second gear driven gear (72), the third gear driven gear (73), the sixth gear driven gear (76) and the seventh gear driven gear (77) are arranged on the second output shaft (6);

the first gear driven gear (71) is meshed with the first gear driving gear (31), the third gear driven gear (73) is meshed with the third gear driving gear (32), the fifth gear driven gear (75) is meshed with the fifth gear driving gear (33), and the seventh gear driven gear (77) is meshed with the seventh gear driving gear (34);

second gear driven gear (72) with fourth gear driven gear (74) all with first drive gear (41) meshing, sixth gear driven gear (76) with eighth gear driven gear (78) all with second drive gear (42) meshing.

4. The multi-speed dual clutch transmission according to claim 3, further comprising a synchronizer (9), the synchronizer (9) including a first synchronizer (91), a second synchronizer (92), a third synchronizer (93), and a fourth synchronizer (94);

-said first synchronizer (91) is adapted to selectively connect one of said first gear driven gear (71) and said fifth gear driven gear (75) to said first output shaft (5);

-said second synchronizer (92) is for selectively connecting one of said fourth gear driven gear (74) and said eighth gear driven gear (78) to said first output shaft (5);

-said third synchronizer (93) for selectively connecting one of said third gear driven gear (73) and said seventh gear driven gear (77) to said second output shaft (6);

the fourth synchronizer (94) is for selectively connecting one of the second gear driven gear (72) and the sixth gear driven gear (76) to the second output shaft (6).

5. The multi-gear dual clutch transmission according to claim 2, characterized in that the transmission further comprises an intermediate gear (10), the first drive motor (8) being connected to the first input shaft (1) through the intermediate gear (10); wherein,

the first driving motor (8) is connected with the fifth gear driving gear (33) through the intermediate gear (10); or

The first driving motor (8) is connected with the seventh gear driving gear (34) through the intermediate gear (10).

6. The multi-gear dual clutch transmission according to claim 2, characterized in that the transmission further comprises an intermediate gear (10), the first drive motor (8) being connected to the second input shaft (2) through the intermediate gear (10); wherein,

the first driving motor (8) is connected with the second driving gear (42) through the intermediate gear (10).

7. The multi-gear dual clutch transmission according to claim 6, characterized in that it further comprises a counter shaft (11), the first drive motor (8) being connected to the second drive gear (42) through the counter gear (11) and the counter shaft (11) in turn.

8. A multi-gear dual clutch transmission according to any one of claims 5 to 7, characterized in that the intermediate gear (10) is a duplicate gear.

9. The multi-speed, dual clutch transmission as set forth in claim 1, wherein said first drive motor (8) is a P2.5 motor and said second drive motor is a P0 motor or a P1 motor.

10. A vehicle, characterized in that it is provided with a multi-gear double clutch transmission according to any one of claims 1 to 9.