CN113685497A - Ten keep off two separation and reunion derailleurs and vehicle - Google Patents

Ten keep off two separation and reunion derailleurs and vehicle Download PDF

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Publication number
CN113685497A
CN113685497A CN202010420859.3A CN202010420859A CN113685497A CN 113685497 A CN113685497 A CN 113685497A CN 202010420859 A CN202010420859 A CN 202010420859A CN 113685497 A CN113685497 A CN 113685497A
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China
Prior art keywords
gear
synchronizer
driven
driven gear
driving
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Granted
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CN202010420859.3A
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Chinese (zh)
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CN113685497B (en
Inventor
赵虹桥
谢天礼
刘学武
张倍坚
黄波
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Priority to CN202010420859.3A priority Critical patent/CN113685497B/en
Publication of CN113685497A publication Critical patent/CN113685497A/en
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Publication of CN113685497B publication Critical patent/CN113685497B/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/001—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion convertible for varying the gear-ratio, e.g. for selecting one of several shafts as the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0822—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the arrangement of at least one reverse gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0069—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising ten forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2051—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with eight engaging means

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

Abstract

The invention provides a ten-gear double-clutch transmission and a vehicle, wherein the ten-gear double-clutch transmission comprises a second main reduction gear, a differential gear ring, a differential, a 4-gear driven gear, an 8-gear driven gear, a 3-gear driven gear, a 7-gear driven gear, a second output shaft, an 6/8-gear driving gear, a 3-gear driving gear, a 5/7-gear driving gear, an inner input shaft, a 9-gear driving gear, a first output shaft, a 9-gear driven gear, a 5-gear driven gear, a transition gear, a 6-gear driven gear, a third output shaft, a reverse gear, a third main reduction gear, a 2-gear driven gear, a first main reduction gear, a 2-gear driving gear, a 4-gear driving gear, a second clutch, a first clutch, an outer input shaft and a synchronizer. The ten-gear double-clutch transmission greatly shortens the whole length of the double-clutch transmission and can be applied to front-transverse front-drive vehicles.

Description

Ten keep off two separation and reunion derailleurs and vehicle
Technical Field
The invention belongs to the technical field of vehicle transmissions, and particularly relates to a ten-gear double-clutch transmission and a vehicle.
Background
The double-clutch type automatic transmission integrates two gearboxes and two clutches into a gearbox shell, two inner input shafts and two outer input shafts which are rotatably sleeved are respectively connected with one clutch, the two input shafts respectively transmit power of two gearbox speed groups, and a gear shifting program is completed by automatic switching between the two clutches, so that the continuity of the power in the gear shifting process can be realized, namely, the power is not interrupted in the gear shifting process, the defect of AMT gear shifting impact is overcome, the power of an engine can be always transmitted to wheels in the gear shifting process of a vehicle, the gear shifting is rapid and stable, the acceleration of the vehicle is ensured, and the rapid deceleration condition caused by gear shifting is not generated any more by the vehicle, and the running comfort of the vehicle is greatly improved. However, since the conventional double clutch type automatic transmission mostly uses dual output shafts or a single output shaft and uses a common drive gear or a linearly arranged gear train, its axial dimension is long, so that it is difficult to adopt the above-mentioned transmission for a vehicle such as a front transverse engine or a front wheel drive, particularly a small vehicle, because its installation space is limited, and it is difficult to work the engine in an optimum working area because of its few gears for shifting, thereby adversely affecting the power performance and economy of the whole vehicle.
There is a twin-clutch manual transmission which includes a first input shaft and a second input shaft to which engine rotation is selectively input via separate clutches. A first gearset associated with the first gearbox speed grouping is located between the countershaft and an aft end of the projecting first input shaft. A second gearset associated with a second gearbox speed grouping is located between the second input shaft and the layshaft. The gearbox realizes the speed reduction transmission between the input shaft and the output shaft through only one auxiliary shaft.
Therefore, the conventional double-clutch automatic transmission generally adopts a structural form of a single output shaft or double output shafts, and the whole length of the transmission is long, so that the transmission is difficult to apply to front-transverse front-drive vehicle types. Moreover, the structural form of the single output shaft or the double output shafts leads to that the existing double-clutch automatic transmission has a larger structure, and has fewer gears which can be arranged under the condition of the same transmission size, so that the engine is not beneficial to work in the best region.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the ten-gear double-clutch transmission and the vehicle are provided, aiming at the problems that the existing double-clutch automatic transmission is long in overall length and difficult to apply to a front transverse front-drive vehicle type.
In order to solve the technical problem, in one aspect, an embodiment of the present invention provides a ten-gear dual-clutch transmission, including a second main reduction gear, a differential gear ring, a differential, a 4-gear driven gear, an 8-gear driven gear, a 3-gear driven gear, a 7-gear driven gear, a second output shaft, an 6/8-gear driving gear, a 3-gear driving gear, a 5/7-gear driving gear, an inner input shaft, a 9-gear driving gear, a first output shaft, a 9-gear driven gear, a 5-gear driven gear, a transition gear, a 6-gear driven gear, a third output shaft, a reverse gear, a third main reduction gear, a 2-gear driven gear, a first main reduction gear, a 2-gear driving gear, a 4-gear driving gear, a second clutch, a first clutch, an outer input shaft, and a synchronizer;
the outer input shaft and the inner input shaft are coaxially nested, the inner input shaft is connected with a power source through a first clutch, the outer input shaft is connected with the power source through a second clutch, the 4-gear driving gear, the 2-gear driving gear and the 6/8-gear driving gear are sequentially fixed on the outer input shaft in a direction far away from the power source, and the 3-gear driving gear, the 5/7-gear driving gear and the 9-gear driving gear are sequentially fixed on the inner input shaft in a direction far away from the power source;
the first output shaft is sequentially sleeved with the 2-gear driven gear, the 6-gear driven gear, the transition gear, the 5-gear driven gear and the 9-gear driven gear in an empty manner in a direction away from the power source, the second output shaft is sequentially sleeved with the 4-gear driven gear, the 8-gear driven gear, the 3-gear driven gear and the 7-gear driven gear in an empty manner in a direction away from the power source, the third output shaft is sleeved with the reverse gear in an empty manner, the first main reduction gear is fixed on the first output shaft, the second main reduction gear is fixed on the second output shaft, and the third main reduction gear is fixed on the third output shaft; the 2-gear driven gear is meshed with the 2-gear driving gear and the reverse gear at the same time, the 3-gear driving gear is meshed with the 3-gear driven gear and the transition gear at the same time, the 4-gear driving gear is meshed with the 4-gear driven gear, the 5/7-gear driving gear is meshed with the 5-gear driven gear and the 7-gear driven gear at the same time, the 6/8-gear driving gear is meshed with the 6-gear driven gear and the 8-gear driven gear at the same time, the 9-gear driving gear is meshed with the 9-gear driven gear, and the differential gear ring is meshed with the first main reduction gear, the second main reduction gear and the third main reduction gear at the same time;
a synchronizer for controlling the engagement and disengagement of each idler gear with the shaft on which it is located to achieve ten forward gears and a reverse gear.
According to the ten-gear double-clutch transmission provided by the embodiment of the invention, improvement is carried out on the basis of the traditional manual transmission, so that the effect of a rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, and the structure is more compact. Because the resources of the manual transmission are utilized to the maximum extent, the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like.
Through the bypassing way, the transmission of 1 gear and 10 gears is realized by using other gear gears and transition gears, so that the driving gear and the driven gear of 1 gear and 10 gears are cancelled, more gear transmissions are obtained by fewer gears, the axial length of the transmission is greatly shortened, the weight of the transmission is reduced, and the cost of the whole vehicle is saved. When the ten-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft are only provided with six gears in total, so that the external dimension of the ten-gear double-clutch transmission is not greatly different (even smaller) than that of the common six-gear and seven-gear transmissions, thereby being beneficial to the miniaturization of the transmission and the arrangement of front transverse front-drive vehicles.
The ten gears can be arranged on the premise of the same external dimension as that of a common six-gear and seven-gear transmission, so that the transmission ratio range is enlarged, the transmission ratio distribution is more reasonable, and the power performance and the transmission efficiency of the whole vehicle are obviously improved. The ten-gear double-clutch transmission has ten forward gears, the speed ratio range is larger, the speed ratio distribution is more reasonable compared with the traditional six-gear transmission and seven-gear transmission, the engine can work in the optimal working range with more probability, and the dynamic property and the economical efficiency of the whole vehicle are improved.
In addition, the reverse gear transmission borrows a 2-gear driven gear, a special reverse gear driving gear is saved, gear recycling is increased, weight is reduced, and cost is saved. The center distance between the inner input shaft and the outer input shaft and between the three output shafts can be designed to be smaller, and the structure is more compact. Reverse gear transmission route is simple, utilizes 2 to keep off driving gear and 2 fender driven gear commutations, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher.
In another aspect, the embodiment of the invention further provides a vehicle, which comprises the ten-gear double-clutch transmission.
Drawings
FIG. 1 is a frame diagram of a ten speed dual clutch transmission provided in accordance with an embodiment of the present invention.
The reference numbers in the drawings of the specification are as follows:
1. a second main reduction gear; 2. a differential ring gear; 3. a differential mechanism; 4. a 4-gear driven gear; 5. a first synchronizer; 6. a 8-gear driven gear; 7. a 3-gear driven gear; 8. a second synchronizer; 9. a 7-gear driven gear; 10. a second output shaft; 11. 6/8 gear drive gear; 12. a 3-gear driving gear; 13. 5/7 gear drive gear; 14. an inner input shaft; 15. a 9-gear driving gear; 16. a first output shaft; 17. a 9-gear driven gear; 18. a third synchronizer; 19. a 5-gear driven gear; 20. a fourth synchronizer; 21. a transition gear; 22. a 6-gear driven gear; 23. a fifth synchronizer; 24. a third output shaft; 25. a reverse gear; 26. a sixth synchronizer; 27. a third main reduction gear; 28. a 2-gear driven gear; 29. a first main reduction gear; 30. a 2-gear driving gear; 31. a 4-gear driving gear; 32. a power source; 33. a second clutch; 34. a first clutch; 35. an outer input shaft; 36. a hollow shaft.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, a ten-speed double clutch transmission according to an embodiment of the present invention includes a second main reduction gear 1, a differential ring gear 2, a differential 3, a 4-speed driven gear 4, a 8-speed driven gear 6, a 3-speed driven gear 7, a 7-speed driven gear 9, a second output shaft 10, an 6/8-speed driving gear 11, a 3-speed driving gear 12, a 5/7-speed driving gear 13, an inner input shaft 14, a 9-speed driving gear 15, a first output shaft 16, a 9-speed driven gear 17, a 5-speed driven gear 19, a transition gear 21, a 6-speed driven gear 22, a third output shaft 24, a reverse gear 25, a third main reduction gear 27, a 2-speed driven gear 28, a first main reduction gear 29, a 2-speed driving gear 30, a 4-speed driving gear 31, a second clutch 33, a first clutch 34, an outer input shaft 35, and a synchronizer. The power source 32 may be, for example, an engine, an electric machine, or a hybrid powertrain of an electric machine and an engine.
The outer input shaft 35 and the inner input shaft 14 are coaxially nested, the inner input shaft 14 is connected with a power source 32 through a first clutch 34, the outer input shaft 35 is connected with the power source 32 through a second clutch 33, the 4-gear driving gear 31, the 2-gear driving gear 30 and the 6/8-gear driving gear 11 are sequentially fixed on the outer input shaft 35 in a direction away from the power source 32, and the 3-gear driving gear 12, the 5/7-gear driving gear 13 and the 9-gear driving gear 15 are sequentially fixed on the inner input shaft 14 in a direction away from the power source 32.
The first output shaft 16 is sequentially sleeved with the 2-gear driven gear 28, the 6-gear driven gear 22, the transition gear 21, the 5-gear driven gear 19 and the 9-gear driven gear 17 in an empty manner in a direction away from the power source 32, the second output shaft 10 is sequentially sleeved with the 4-gear driven gear 4, the 8-gear driven gear 6, the 3-gear driven gear 7 and the 7-gear driven gear 9 in an empty manner in a direction away from the power source 32, the reverse gear 25 is sleeved on the third output shaft 24 in an empty manner, the first main reduction gear 29 is fixed on the first output shaft 16, the second main reduction gear 1 is fixed on the second output shaft 10, and the third main reduction gear 27 is fixed on the third output shaft 24; the 2 keep off driven gear 28 simultaneously with 2 keep off driving gear 30 and reverse gear 25 meshing, 3 keep off driving gear 12 simultaneously with 3 keep off driven gear 7 and transition gear 21 meshing, 4 keep off driving gear 31 and 4 keep off driven gear 4 meshing, 5/7 keep off driving gear 13 simultaneously with 5 keep off driven gear 19 and 7 keep off driven gear 9 meshing, 6/8 keep off driving gear 11 simultaneously with 6 keep off driven gear 22 and 8 keep off driven gear 6 meshing, 9 keep off driving gear 15 and 9 keep off driven gear 17 meshing, differential ring gear 2 simultaneously with first owner subtracts gear 29, the second owner subtracts gear 1 and the third owner and subtracts gear 27 meshing.
A synchronizer for controlling the engagement and disengagement of each idler gear with the shaft on which it is located to achieve ten forward gears and a reverse gear.
Thus, gears 6 and 8 share a common drive gear and gears 5 and 7 share a common drive gear. In addition, the 1-gear transmission and the 10-gear transmission are realized by other gear gears and the transition gear 21 in a bypassing mode, so that 1-gear and 10-gear driving gears and driven gears are eliminated, the using amount of the driving gears and the driven gears is reduced, the axial length of the transmission is shortened, and the weight of the transmission is reduced.
The outer input shaft 35 is a hollow shaft and coaxially sleeved on the inner input shaft 14, and the inner input shaft 14 can be a solid shaft or a hollow shaft. The first output shaft 16, the second output shaft 10, the third output shaft 24 and the external input shaft 35 are arranged in parallel at intervals to form a parallel shaft type structure. The power source 32 is coaxial with the inner input shaft 14.
In one embodiment, each idler gear may be idler on the shaft on which it is located by a bearing.
In one embodiment, the first clutch 34 and the second clutch 33 share a common housing to be integrated as a dual clutch. To make the transmission space more compact.
In an embodiment, the ten-gear double-clutch transmission further comprises a hollow shaft 36 coaxially sleeved on the first output shaft 16, the 6-gear driven gear 22 is fixed on the hollow shaft 36, and the transition gear 21 is sleeved on the hollow shaft 36 in an empty mode.
In one embodiment, the synchronizing device includes a first synchronizer 5, a second synchronizer 8, a third synchronizer 18, a fourth synchronizer 20, a fifth synchronizer 23, and a sixth synchronizer 26, the first synchronizer 5 and the second synchronizer 8 are disposed on the second output shaft 10, the third synchronizer 18 and the fifth synchronizer 23 are disposed on the first output shaft 16, the fourth synchronizer 20 is disposed on the hollow shaft 36, and the sixth synchronizer 26 is disposed on the third output shaft 24.
The first synchronizer 5 is located between the 8-speed driven gear 6 and the 4-speed driven gear 4, and is used for controlling the connection and disconnection of the 8-speed driven gear 6 and the 4-speed driven gear 4 with the second output shaft 10.
The second synchronizer 8 is positioned between the 3-gear driven gear 7 and the 7-gear driven gear 9 and is used for controlling the connection and disconnection of the 3-gear driven gear 7 and the 7-gear driven gear 9 and the second output shaft 10; the third synchronizer 18 is located between the 9 th and 5 th driven gears 17 and 19, and is used for controlling the engagement and disengagement of the 9 th and 5 th driven gears 17 and 19 with the second output shaft 10.
The fourth synchronizer 20 is located between the 5 th driven gear 19 and the transition gear 21, and is used for controlling the connection and disconnection of the transition gear 21 and the hollow shaft 36.
The fifth synchronizer 23 is located between the 6 th and 2 nd driven gears 22 and 28, and is used for controlling the engagement and disengagement of the 6 th and 2 nd driven gears 22 and 28 with the first output shaft 16.
And a sixth synchronizer 26 for controlling the engagement and disengagement of the reverse gear 25 with and from the third output shaft 24.
The gear hubs of the first synchronizer 5 and the second synchronizer 8 are connected to the second output shaft 10 through splines; the hubs of the third synchronizer 18 and the fifth synchronizer 23 are splined to the first output shaft 16; the hub of the sixth synchronizer 26 is splined to the third output shaft 24; the hub of the fourth synchronizer 20 is fixed to the 6 th-gear driven gear 22 by welding, spline, interference press-fitting, or integral molding.
However, it is also possible that the hub of the fourth synchronizer 20 is splined to the hollow shaft 36.
Ten forward gears and one reverse gear can be achieved by controlling the engagement or disengagement of the different states of the first synchronizer 5, the second synchronizer 8, the third synchronizer 18, the fourth synchronizer 20, the fifth synchronizer 23, the sixth synchronizer 26, the first clutch 34, and the second clutch 33 described above.
Thus, when the ten-gear double-clutch transmission is realized, the outer input shaft 35 and the inner input shaft 14 have six gears in total, so that the external dimension of the ten-gear double-clutch transmission is not different from that of a common six-gear double-clutch transmission and a common seven-gear double-clutch transmission or even smaller, and therefore, the ten-gear double-clutch transmission is beneficial to the miniaturization of the transmission and the arrangement of a front transverse front-drive vehicle.
In a preferred embodiment, the first main reduction gear 29, the 2 nd driven gear 28, the fifth synchronizer 23, the 6 th driven gear 22, the transition gear 21, the fourth synchronizer 20, the 5 th driven gear 19, the third synchronizer 18 and the 9 th driven gear 17 are sequentially arranged in a direction away from the power source 32. The second main reduction gear 1, the 4-gear driven gear 4, the first synchronizer 5, the 8-gear driven gear 6, the 3-gear driven gear 7, the second synchronizer 8 and the 7-gear driven gear 9 are sequentially arranged in a direction away from the power source 32. The third main reduction gear 27, the sixth synchronizer 26, and the reverse gear 25 are arranged in this order in a direction away from the power source 32.
In a preferred embodiment, the 2 nd, 2 nd and reverse gear drive gears 28, 30 and 25 are coplanar gear sets, the 3 rd, 3 rd and transition gears 12, 7 and 21 are coplanar gear sets, the 5/7 th gear drive gears 13, 19 and 9 are coplanar gear sets, the 6/8 th gear drive gear 11, 6 th gear driven gear 22 and 8 th gear driven gear 6 are coplanar gear sets, and the differential ring gear 2, the first main reduction gear 29, the second main reduction gear 1 and the third main reduction gear 27 are coplanar gear sets. By configuring the co-planar gear sets, the axial size of the transmission can be reduced, reducing the bulk of the transmission.
In one embodiment, the inner input shaft 14 and the outer input shaft 35 are rotatably supported at both ends thereof by bearings, the first output shaft 16 is rotatably supported at both ends thereof by bearings, the second output shaft 10 is rotatably supported at both ends thereof by bearings, and the third output shaft 24 is rotatably supported at both ends thereof by bearings. To achieve stable support of the respective shafts.
In one embodiment, the 4 th gear driving gear 31, the 2 nd gear driving gear 30 and the 6/8 th gear driving gear 11 are fixed on the outer input shaft 35 by welding, spline connection, interference press-fitting or integral molding; the 3-gear driving gear 12, the 5/7-gear driving gear 13 and the 9-gear driving gear 15 are fixed on the inner input shaft 14 by welding, spline connection, interference press fitting or integral forming.
The power transmission of the ten-gear double-clutch transmission of the above embodiment in each gear is as follows (the power source 32 is taken as an engine as an example):
a first gear power transmission route: the fourth synchronizer 20 is engaged with the transition gear 21, the fifth synchronizer 23 is engaged with the 2 nd driven gear 28, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 14 through the first clutch 34, the torque is transmitted to the transition gear 21 through the 3 rd gear driving gear 12 fixed on the inner input shaft 14, then transmitted to the 6 th gear driven gear 22 through the combination of the fourth synchronizer 20 and the transition gear 21, then transmitted to the 6/8 th gear driving gear 11 through the 6 th gear driven gear 22, then transmitted to the 2 nd gear driving gear 30 through the outer input shaft 35 through the 6/8 th gear driving gear 11, then transmitted to the 2 nd gear driven gear 28 through the 2 nd gear driving gear 30, and then transmitted to the first main reduction gear 29 on the first output shaft 16 through the combination of the fifth synchronizer 23 and the 2 nd gear driven gear 28, then transmitted to the differential ring gear 2, and finally output power through the differential 3.
A second-gear power transmission route: the fifth synchronizer 23 is engaged with the 2 nd driven gear 28, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 2 nd driven gear 28 through the 2 nd driving gear 30 fixed on the outer input shaft 35, is transmitted to the first main reduction gear 29 on the first output shaft 16 through the engagement of the fifth synchronizer 23 and the 2 nd driven gear 28, passes through the differential ring gear 2, and is finally output by the differential 3.
A third gear power transmission route: the second synchronizer 8 is combined with the 3 rd gear driven gear 7, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 14 through the first clutch 34, is transmitted to the 3 rd gear driven gear 7 through the 3 rd gear driving gear 12 fixed on the inner input shaft 14, is transmitted to the second main reduction gear 1 on the second output shaft 10 through the combination of the second synchronizer 8 and the 3 rd gear driven gear 7, passes through the differential gear ring 2, and is finally output by the differential 3.
A fourth gear power transmission route: the first synchronizer 5 is combined with the 4-gear driven gear 4, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 4-gear driven gear 4 through the 4-gear driving gear 31 fixed on the outer input shaft 35, is transmitted to the second main reduction gear 1 on the second output shaft 10 through the combination of the first synchronizer 5 and the 4-gear driven gear 4, passes through the differential gear ring 2, and is finally output by the differential 3.
A fifth-gear power transmission route: the fourth synchronizer 20 is engaged with the 5 th driven gear 19, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 14 through the first clutch 34, is transmitted to the 5 th driven gear 19 through the 5/7 th driving gear 13 fixed on the inner input shaft 14, is transmitted to the first main reduction gear 29 on the first output shaft 16 through the engagement of the fourth synchronizer 20 and the 5 th driven gear 19, passes through the differential ring gear 2, and is finally output by the differential 3.
A six-gear power transmission route: the fifth synchronizer 23 is engaged with the 6 th driven gear 22, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 6 th driven gear 22 through the 6/8 th driving gear 11 fixed on the outer input shaft 35, is transmitted to the first main reduction gear 29 on the first output shaft 16 through the engagement of the fifth synchronizer 23 and the 6 th driven gear 22, passes through the differential ring gear 2, and is finally output by the differential 3.
A seven-gear power transmission route: the second synchronizer 8 is engaged with the 7 th driven gear 9, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 14 through the first clutch 34, is transmitted to the 7 th driven gear 9 through the 5/7 th driving gear 13 fixed on the inner input shaft 14, is transmitted to the second main reduction gear 1 on the second output shaft 10 through the engagement of the second synchronizer 8 and the 7 th driven gear 9, passes through the differential ring gear 2, and is finally output by the differential 3.
Eight-gear power transmission route: the first synchronizer 5 is combined with the 8 th driven gear 6, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 8 th driven gear 6 through the 6/8 th driving gear 11 fixed on the outer input shaft 35, is transmitted to the second main reduction gear 1 on the second output shaft 10 through the combination of the first synchronizer 5 and the 8 th driven gear 6, passes through the differential ring gear 2, and is finally output by the differential 3.
Nine-gear power transmission route: the third synchronizer 18 is engaged with the 9 th driven gear 17, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 14 through the first clutch 34, is transmitted to the 9 th driven gear 17 through the 9 th driving gear 15 fixed on the inner input shaft 14, is transmitted to the first main reduction gear 29 on the first output shaft 16 through the engagement of the third synchronizer 18 and the 9 th driven gear 17, passes through the differential ring gear 2, and is finally output by the differential 3.
A ten-gear power transmission route: the fourth synchronizer 20 is coupled to the transition gear 21, the third synchronizer 18 is coupled to the 9 th driven gear 17, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, then transmitted to the 6 th driven gear 22 through the 6/8 th driving gear 11 fixed to the outer input shaft 35, then transmitted to the transition gear 21 through the coupling of the fourth synchronizer 20 and the transition gear 21, then transmitted to the 3 rd driving gear 12 through the transition gear 21, then transmitted to the 9 th driving gear 15 through the inner input shaft 14 through the 3 rd driving gear 12, then transmitted to the 9 th driven gear 17 through the 9 th driving gear 15, and then transmitted to the first main reduction gear 29 on the first output shaft 16 through the coupling of the third synchronizer 18 and the 9 th driven gear 17, and then transmitted to the differential ring gear 2, and finally the power is output by the differential 3.
Reverse gear power transmission route: the sixth synchronizer 26 is coupled with the reverse gear 25, the first clutch 34 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 2-gear driven gear 28 through the 2-gear driving gear 30 fixed on the outer input shaft 35, is transmitted to the reverse gear 25 through the 2-gear driven gear 28, is transmitted to the third main reduction gear 27 on the third output shaft 24 through the combination of the sixth synchronizer 26 and the reverse gear 25, passes through the differential ring gear 2, and is finally output by the differential 3.
The shift process of the ten-gear double clutch transmission of the above embodiment is as follows:
1-gear shift and 2-gear shift processes: in the 1-gear stage, the fourth synchronizer 20 is engaged with the transition gear 21, and the fifth synchronizer 23 is engaged with the 2-gear driven gear 28; the first clutch 34 is closed and the second clutch 33 is open; after the double clutch transmission control system sends a 1-gear shift and 2-gear shift instruction, the second clutch 33 is still in an open state at the moment, namely, the second clutch 33 and the outer input shaft 35 do not transmit power; as the shifting process continues, the first clutch 34 is gradually opened while the second clutch 33 is gradually closed, and during this process, the clutches are always engaged, and torque interruption does not occur; after the first clutch 34 is fully open and the second clutch 33 is fully closed, the shifting process is ended. At this time, the first clutch 34 is in an open state, i.e., the first clutch 34 and the inner input shaft 14 transmit no power, and the engine torque is transmitted to the 2 nd-gear driven gear 28 via the second clutch 33.
2-shift 3-shift process: in gear 2, the fifth synchronizer 19 is engaged with the 2 nd driven gear 28; the second clutch 33 is closed and the first clutch 34 is open; after the double-clutch transmission control system sends a 2-gear shifting and 3-gear shifting instruction, the gear shifting executing mechanism combines a second synchronizer 8 and a 3-gear driven gear 7 in advance; the first clutch 34 is still open, i.e., neither the first clutch 34 nor the inner input shaft 14 is transmitting power; as the gear shift process continues, the second clutch 33 is gradually opened while the first clutch 34 is gradually closed, and during the process, the clutches are always engaged, so that torque interruption does not occur; after the second clutch 33 is completely opened and the first clutch 34 is completely closed, the shifting process is ended. At this time, the second clutch 33 is in an open state, i.e., the second clutch 33 and the outer input shaft 35 do not transmit power, and the engine torque is transmitted to the 3 rd-speed driven gear 7 via the first clutch 34.
The other gears are shifted from each other similarly to the 1-gear and 2-gear shifting process, and are not described in detail.
According to the ten-gear double-clutch transmission provided by the embodiment of the invention, improvement is carried out on the basis of the traditional manual transmission, so that the effect of a rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, and the structure is more compact. Because the resources of the manual transmission are utilized to the maximum extent, the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like.
Through the bypassing way, the transmission of 1 gear and 10 gears is realized by using other gear gears and transition gears, so that the driving gear and the driven gear of 1 gear and 10 gears are cancelled, more gear transmissions are obtained by fewer gears, the axial length of the transmission is greatly shortened, the weight of the transmission is reduced, and the cost of the whole vehicle is saved. When the ten-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft are only provided with six gears in total, so that the external dimension of the ten-gear double-clutch transmission is not greatly different (even smaller) than that of the common six-gear and seven-gear transmissions, thereby being beneficial to the miniaturization of the transmission and the arrangement of front transverse front-drive vehicles.
The ten gears can be arranged on the premise of the same external dimension as that of a common six-gear and seven-gear transmission, so that the transmission ratio range is enlarged, the transmission ratio distribution is more reasonable, and the power performance and the transmission efficiency of the whole vehicle are obviously improved. The ten-gear double-clutch transmission has ten forward gears, the speed ratio range is larger, the speed ratio distribution is more reasonable compared with the traditional six-gear transmission and seven-gear transmission, the engine can work in the optimal working range with more probability, and the dynamic property and the economical efficiency of the whole vehicle are improved.
In addition, the reverse gear transmission borrows a 2-gear driven gear, a special reverse gear driving gear is saved, gear recycling is increased, weight is reduced, and cost is saved. The center distance between the inner input shaft and the outer input shaft and between the three output shafts can be designed to be smaller, and the structure is more compact. Reverse gear transmission route is simple, utilizes 2 to keep off driving gear and 2 fender driven gear commutations, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher.
In addition, the embodiment of the invention also provides a vehicle which comprises the ten-gear double-clutch transmission of the embodiment.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims (10)

1. The utility model provides a ten keep off double clutch derailleur, its characterized in that, including second owner subtract gear (1), differential ring gear (2), differential (3), 4 keep off driven gear (4), 8 keep off driven gear (6), 3 keep off driven gear (7), 7 keep off driven gear (9), second output shaft (10), 6/8 keep off driving gear (11), 3 keep off driving gear (12), 5/7 keep off driving gear (13), interior input shaft (14), 9 keep off driving gear (15), first output shaft (16), 9 keep off driven gear (17), 5 keep off driven gear (19), transition gear (21), 6 keep off driven gear (22), third output shaft (24), reverse gear (25), third owner subtracts gear (27), 2 keep off driven gear (28), first owner subtracts gear (29), 2 keep off driving gear (30), 4 keep off driving gear (31), A second clutch (33), a first clutch (34), an outer input shaft (35) and a synchronizer;
the outer input shaft (35) and the inner input shaft (14) are coaxially nested, the inner input shaft (14) is connected with a power source (32) through a first clutch (34), the outer input shaft (35) is connected with the power source (32) through a second clutch (33), the 4-gear driving gear (31), the 2-gear driving gear (30) and the 6/8-gear driving gear (11) are sequentially fixed on the outer input shaft (35) in the direction away from the power source (32), and the 3-gear driving gear (12), the 5/7-gear driving gear (13) and the 9-gear driving gear (15) are sequentially fixed on the inner input shaft (14) in the direction away from the power source (32);
the first output shaft (16) is sequentially sleeved with the 2-gear driven gear (28), the 6-gear driven gear (22), the transition gear (21), the 5-gear driven gear (19) and the 9-gear driven gear (17) in an empty manner in a direction away from the power source (32), the second output shaft (10) is sequentially sleeved with the 4-gear driven gear (4), the 8-gear driven gear (6), the 3-gear driven gear (7) and the 7-gear driven gear (9) in an empty manner in a direction away from the power source (32), the third output shaft (24) is sleeved with the reverse gear (25) in an empty manner, the first main reduction gear (29) is fixed on the first output shaft (16), the second main reduction gear (1) is fixed on the second output shaft (10), and the third main reduction gear (27) is fixed on the third output shaft (24); the 2-gear driven gear (28) is simultaneously meshed with the 2-gear driving gear (30) and the reverse gear (25), the 3-gear driving gear (12) is simultaneously meshed with the 3-gear driven gear (7) and the transition gear (21), the 4-gear driving gear (31) is meshed with the 4-gear driven gear (4), the 5/7-gear driving gear (13) is simultaneously meshed with the 5-gear driven gear (19) and the 7-gear driven gear (9), the 6/8-gear driving gear (11) is simultaneously meshed with the 6-gear driven gear (22) and the 8-gear driven gear (6), the 9-gear driving gear (15) is meshed with the 9-gear driven gear (17), and the differential gear ring (2) is simultaneously meshed with the first main reduction gear (29), the second main reduction gear (1) and the third main reduction gear (27);
a synchronizer for controlling the engagement and disengagement of each idler gear with the shaft on which it is located to achieve ten forward gears and a reverse gear.
2. The ten-gear double-clutch transmission according to claim 1, characterized in that the ten-gear double-clutch transmission further comprises a hollow shaft (36) coaxially sleeved on the first output shaft (16), the 6-gear driven gear (22) is fixed on the hollow shaft (36), and the transition gear (21) is idly sleeved on the hollow shaft (36).
3. The ten-speed double-clutch transmission according to claim 2, characterized in that the synchronizing means comprises a first synchronizer (5), a second synchronizer (8), a third synchronizer (18), a fourth synchronizer (20), a fifth synchronizer (23) and a sixth synchronizer (26), the first synchronizer (5) and the second synchronizer (8) are provided on the second output shaft (10), the third synchronizer (18) and the fifth synchronizer (23) are provided on the first output shaft (16), the fourth synchronizer (20) is provided on the hollow shaft (36), and the sixth synchronizer (26) is provided on the third output shaft (24);
the first synchronizer (5) is positioned between the 8-gear driven gear (6) and the 4-gear driven gear (4) and is used for controlling the combination and the separation of the 8-gear driven gear (6) and the 4-gear driven gear (4) and the second output shaft (10);
the second synchronizer (8) is positioned between the 3-gear driven gear (7) and the 7-gear driven gear (9) and is used for controlling the connection and disconnection of the 3-gear driven gear (7) and the 7-gear driven gear (9) and the second output shaft (10); the third synchronizer (18) is positioned between the 9-gear driven gear (17) and the 5-gear driven gear (19) and is used for controlling the combination and the separation of the 9-gear driven gear (17) and the 5-gear driven gear (19) and the second output shaft (10);
the fourth synchronizer (20) is positioned between the 5-gear driven gear (19) and a transition gear (21) and is used for controlling the connection and disconnection of the transition gear (21) and the hollow shaft (36);
the fifth synchronizer (23) is positioned between the 6-gear driven gear (22) and the 2-gear driven gear (28) and is used for controlling the connection and disconnection of the 6-gear driven gear (22) and the 2-gear driven gear (28) and the first output shaft (16);
the sixth synchronizer (26) is used for controlling the combination and the separation of the reverse gear (25) and the third output shaft (24).
4. The ten-gear double-clutch transmission according to claim 3, characterized in that the first main reduction gear (29), the 2-gear driven gear (28), the fifth synchronizer (23), the 6-gear driven gear (22), the transition gear (21), the fourth synchronizer (20), the 5-gear driven gear (19), the third synchronizer (18) and the 9-gear driven gear (17) are sequentially arranged in a direction away from the power source (32);
the second main reduction gear (1), the 4-gear driven gear (4), the first synchronizer (5), the 8-gear driven gear (6), the 3-gear driven gear (7), the second synchronizer (8) and the 7-gear driven gear (9) are sequentially arranged in the direction far away from the power source (32);
the third main reduction gear (27), the sixth synchronizer (26) and the reverse gear (25) are sequentially arranged in a direction away from the power source (32).
5. A ten-speed double clutch transmission according to claim 3, characterised in that the hubs of the first and second synchronisers (5, 8) are splined on the second output shaft (10);
the gear hubs of the third synchronizer (18) and the fifth synchronizer (23) are connected to the first output shaft (16) through splines;
the hub of the sixth synchronizer (26) is splined to the third output shaft (24);
the gear hub of the fourth synchronizer (20) is fixed on the 6-gear driven gear (22) in a welding, spline, interference press-fitting or integrated forming mode; alternatively, the hub of the fourth synchronizer (20) is splined to the hollow shaft (36).
6. The ten-speed double-clutch transmission according to claim 1, characterized in that the 2-speed driven gear (28), the 2-speed driving gear (30) and the reverse gear (25) are coplanar gear sets, the 3-speed driving gear (12), the 3-speed driven gear (7) and the transition gear (21) are coplanar gear sets, the 5/7-speed driving gear (13), the 5-speed driven gear (19) and the 7-speed driven gear (9) are coplanar gear sets, the 6/8-speed driving gear (11), the 6-speed driven gear (22) and the 8-speed driven gear (6) are coplanar gear sets, and the differential ring gear (2), the first main reduction gear (29), the second main reduction gear (1) and the third main reduction gear (27) are coplanar gear sets.
7. The ten-speed dual clutch transmission according to claim 3, wherein the first-speed power transmission route of the ten-speed dual clutch transmission is:
the fourth synchronizer (20) is combined with a transition gear (21), the fifth synchronizer (23) is combined with a 2-gear driven gear (28), the first clutch (34) is closed, the torque provided by the power source (32) is transmitted to the inner input shaft (14) through the first clutch (34), is transmitted to the transition gear (21) through a 3-gear driving gear (12) fixed on the inner input shaft (14), is transmitted to a 6-gear driven gear (22) through the combination of the fourth synchronizer (20) and the transition gear (21), is transmitted to an 6/8-gear driving gear (11) through the 6-gear driven gear (22), is transmitted to a 2-gear driving gear (30) through an outer input shaft (35) through the 6/8-gear driving gear (11), and is transmitted to the 2-gear driven gear (28) through the 2-gear driving gear (30), and then the torque is transmitted to a first main reduction gear (29) on a first output shaft (16) through the combination of the fifth synchronizer (23) and a 2-gear driven gear (28), then passes through the differential gear ring gear (2), and finally is output by the differential (3).
8. The ten-speed dual clutch transmission according to claim 3, characterized in that the ten-speed power transmission route of the ten-speed dual clutch transmission is:
the fourth synchronizer (20) is combined with a transition gear (21), the third synchronizer (18) is combined with a 9-gear driven gear (17), the second clutch (33) is closed, torque provided by the power source (32) is transmitted to an outer input shaft (35) through the second clutch (33), then transmitted to a 6-gear driven gear (22) through an 6/8-gear driving gear (11) fixed on the outer input shaft (35), then transmitted to the transition gear (21) through the combination of the fourth synchronizer (20) and the transition gear (21), then transmitted to a 3-gear driving gear (12) through the transition gear (21), then transmitted to a 9-gear driving gear (15) through an inner input shaft (14) through the 3-gear driving gear (12), then transmitted to the 9-gear driven gear (17) through the combination of the third synchronizer (18) and the 9-gear driven gear (17), and then transmitted to a first output shaft through the combination of the third synchronizer (18) and the 9-gear driven gear (17) (16) The first main reduction gear (29) passes through the differential gear ring (2) and finally the differential (3) outputs power.
9. The ten-speed dual clutch transmission of claim 3, wherein the reverse power transmission path of the ten-speed dual clutch transmission is:
the sixth synchronizer (26) is combined with the reverse gear (25), the first clutch (34) is closed, the torque provided by the power source (32) is transmitted to the outer input shaft (35) through the second clutch (33), transmitted to the 2-gear driven gear (28) through the 2-gear driving gear (30) fixed on the outer input shaft (35), transmitted to the reverse gear (25) through the 2-gear driven gear (28), transmitted to the third main reduction gear (27) on the third output shaft (24) through the combination of the sixth synchronizer (26) and the reverse gear (25), transmitted to the differential gear ring (2), and finally output by the differential (3).
10. A vehicle comprising a ten speed dual clutch transmission according to any of claims 1 to 9.
CN202010420859.3A 2020-05-18 2020-05-18 Ten-gear double-clutch transmission and vehicle Active CN113685497B (en)

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