CN114321294A - Multi-gear double-clutch transmission - Google Patents
Multi-gear double-clutch transmission Download PDFInfo
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- CN114321294A CN114321294A CN202111657315.XA CN202111657315A CN114321294A CN 114321294 A CN114321294 A CN 114321294A CN 202111657315 A CN202111657315 A CN 202111657315A CN 114321294 A CN114321294 A CN 114321294A
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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
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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
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
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Abstract
The invention discloses a multi-gear double-clutch transmission, which belongs to the technical field of automobiles and comprises: a first input shaft; a second input shaft; a first output shaft; a second output shaft; a third gear gearset; a four-gear set; the second reverse gear set comprises a second reverse gear driving gear, a second gear driven gear, a reverse gear idler wheel and a reverse gear driven gear, the second reverse gear driving gear is arranged on the second input shaft, the second gear driven gear is sleeved on the second output shaft in a free mode, the reverse gear idler wheel and the second gear driven gear are coaxially and fixedly arranged, the reverse gear driven gear is sleeved on the first output shaft in a free mode, the second reverse gear driving gear can be in meshing transmission with the second gear driven gear, and the reverse gear idler wheel can be in meshing transmission with the reverse gear driven gear to form a second reverse gear transmission ratio; the third gear set, the fourth gear set and the second reverse gear set can sequentially transmit power to form a first reverse gear transmission ratio. The reverse gear formed by the invention has a larger speed ratio, and the dynamic property of the whole vehicle under the reverse gear working condition can be improved.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a multi-gear double-clutch transmission.
Background
The dual clutch transmission is increasingly popular in the market based on the characteristics of fast gear shifting, uninterrupted power, low oil consumption and excellent comfort.
In a traditional dual-clutch transmission, a driven gear of a certain gear is generally used as a reverse gear idle gear to form a reverse gear; however, the reverse gear transmission structure of the traditional double-clutch transmission is adopted, the reverse gear speed ratio matched by the reverse gear transmission structure is smaller in a certain center distance range, and under certain limit working conditions of reverse gear, such as 30% slope, the conditions that functions of reverse gear upslope, reverse gear hill holding, reverse gear sliding and upslope re-upslope and the like cannot be realized can be generated.
Therefore, a multi-speed dual clutch transmission is needed to solve the above problems.
Disclosure of Invention
The invention aims to provide a multi-gear double-clutch transmission which is large in reverse gear speed ratio and capable of improving the power performance of the whole vehicle under the reverse gear working condition.
As the conception, the technical scheme adopted by the invention is as follows:
a multi-speed, dual clutch transmission comprising:
the first input shaft is connected with a first clutch;
the first input shaft is coaxially nested in the second input shaft, and a second clutch is connected to the second input shaft;
the first output shaft is parallel to the second input shaft and is arranged at intervals;
the second output shaft is parallel to the second input shaft and is arranged at intervals;
a third speed gear set capable of transmitting power to the second output shaft via the first input shaft to form a third speed gear ratio;
a fourth-gear set capable of transmitting power to the second output shaft via the second input shaft to form a fourth-gear transmission ratio;
a second reverse gear set, including a second reverse gear driving gear, a second gear driven gear, a reverse gear idler gear and a reverse gear driven gear, wherein the second reverse gear driving gear is coaxially and fixedly arranged on the second input shaft, the second gear driven gear is sleeved on the second output shaft in a free manner, the second gear driven gear can be selectively engaged with or separated from the second output shaft, the reverse gear idler gear is coaxially and fixedly arranged with the second gear driven gear, the reverse gear driven gear is sleeved on the first output shaft in a free manner, the reverse gear driven gear can be selectively engaged with or separated from the first output shaft, the second reverse gear driving gear can be engaged with the second gear driven gear for transmission, and the reverse gear idler gear can be engaged with the reverse gear driven gear for transmission to form a second reverse gear transmission ratio;
the third gear set, the fourth gear set and the second reverse gear set can sequentially transmit power to form a first reverse gear transmission ratio.
As a preferable scheme of the multi-gear double-clutch transmission, a first coaxial shaft is sleeved on the second output shaft, the two-gear driven gear and the reverse gear idle gear are coaxially and fixedly arranged on the first coaxial shaft, and the first coaxial shaft can be selectively engaged with or disengaged from the second output shaft.
As a preferable scheme of the multi-gear double-clutch transmission, a second concentric shaft and a third concentric shaft are sleeved on the second output shaft, the second concentric shaft can be selectively engaged with or separated from the second output shaft, and the second concentric shaft can be selectively engaged with or separated from the third concentric shaft;
the three-gear set comprises a three-gear driving gear and a three-gear driven gear, the three-gear driving gear is coaxially and fixedly arranged on the first input shaft, and the three-gear driven gear is coaxially and fixedly arranged on the second concentric shaft;
the four-gear set comprises a four-six-gear driving gear and a four-gear driven gear, the four-six-gear driving gear is coaxially and fixedly arranged on the second input shaft, and the four-gear driven gear is coaxially and fixedly arranged on the third concentric shaft;
when the second concentric shaft is jointed with the third concentric shaft, the three-gear driven gear and the four-gear driven gear can coaxially rotate and transmit power to the second reverse gear set to form the first reverse gear transmission ratio.
As a preferred embodiment of the multi-speed dual clutch transmission, the second concentric shaft and the third concentric shaft are engaged by a synchronizer.
As a preferable aspect of the multi-speed double clutch transmission, the multi-speed double clutch transmission further includes a second gear set, and the second gear set can transmit power to the second output shaft via the second input shaft, so as to form a second gear ratio.
As a preferable scheme of the multi-gear double-clutch transmission, the three-gear set, the four-gear set and the two-gear set can sequentially transmit power to form a first-gear transmission ratio.
As a preferable aspect of the multi-speed double clutch transmission, the two-speed gear set includes:
the second reverse gear driving gear;
the second reverse gear driving gear can be in meshed transmission with the second gear driven gear, and power is transmitted to the second output shaft through the second input shaft, so that the second gear transmission ratio is formed;
the three-gear driven gear and the four-gear driven gear can coaxially rotate and transmit power to the four-six-gear driving gear, the four-six-gear driving gear drives the second input shaft to rotate, and the two-reverse-gear driving gear is meshed with the two-gear driven gear and transmits power to the second output shaft to form the first-gear transmission ratio.
As a preferable aspect of the multi-speed dual clutch transmission, the multi-speed dual clutch transmission further includes a seven-speed gear set, and the seven-speed gear set is capable of transmitting power to the second output shaft via the first input shaft, so as to form a seven-speed gear ratio.
As a preferable scheme of the multi-gear double-clutch transmission, the three-gear set, the four-gear set and the seven-gear set can sequentially transmit power to form an eight-gear transmission ratio.
As a preferable aspect of the multi-speed dual clutch transmission, the seven-speed gear set includes:
the seven-gear driving gear is coaxially and fixedly arranged on the first input shaft;
a seventh-gear driven gear that is freely sleeved on the second output shaft and can be selectively engaged with or disengaged from the second output shaft, wherein the seventh-gear driving gear can be in mesh transmission with the seventh-gear driven gear and transmits power to the second output shaft through the first input shaft, so that the seventh-gear transmission ratio is formed;
the three-gear driven gear and the four-gear driven gear can coaxially rotate and transmit power to the three-gear driving gear, the three-gear driving gear drives the first input shaft to rotate, the first input shaft drives the seven-gear driving gear to rotate, the seven-gear driving gear and the seven-gear driven gear are in meshing transmission and transmit power to the second output shaft, and therefore the eight-gear transmission ratio is formed.
As a preferable scheme of the multi-gear double-clutch transmission, a parking gear is coaxially and fixedly arranged on the first output shaft.
As a preferable scheme of the multi-gear dual clutch transmission, the multi-gear dual clutch transmission further comprises a differential device, wherein a main speed reduction driven gear is arranged on the differential device, a first output gear is coaxially and fixedly arranged on the first output shaft, and the main speed reduction driven gear can be meshed with the first output gear for transmission to form a first main speed reduction ratio.
As a preferable scheme of the multi-gear double-clutch transmission, a second output gear is coaxially and fixedly arranged on the second output shaft, and the main speed reduction driven gear can be meshed with the second output gear to form a second main speed reduction ratio.
According to the multi-gear double-clutch transmission, the reverse gear speed ratio is formed through the multiplexing gear set, the reverse gear speed ratio formed through the multiplexing gear set is larger, and the dynamic property of the whole vehicle under the reverse gear working condition can be improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a schematic diagram of a multi-speed, dual clutch transmission provided by an embodiment of the present invention.
In the figure:
1-a first clutch; 2-a second clutch; 3-a first input shaft; 4-a second input shaft; 5-a second reverse gear driving gear; 6-reverse gear idler gear; 7-a second output shaft; 8-a second output gear; 9-differential gear means; 10-two-gear driven gear; 11-a fourth-gear driven gear; 12-three-gear driven gear; 13-seven-gear driven gear; 14-five gear driving gear; 15-a third gear drive gear; a 16-nine speed drive gear; 17-seven gear drive gear; 18-a parking gear; 19-nine driven gears; 20-a fourth and a sixth gear driving gear; 21-five-gear driven gear; 22-six-gear driven gear; 23-reverse driven gear; 24-a first output gear; 25-a first output shaft; 26-a first concentric shaft; 27-a second concentric shaft; 28-a third concentric axis; 29-first synchronizer.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the present invention are further described below by referring to the accompanying drawings and through specific embodiments. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some but not all of the elements associated with the present invention are shown in the drawings.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Referring to fig. 1, the present embodiment provides a multi-gear dual clutch transmission, which can form a reverse gear speed ratio through a multiplexing gear set, and the reverse gear speed ratio formed through the multiplexing gear set is larger, so that the dynamic performance (such as the reverse climbing capability) of the whole vehicle under the reverse gear working condition can be improved.
Specifically, in the present embodiment, the multi-speed dual clutch transmission includes a first input shaft 3, a second input shaft 4, a first output shaft 25, a second output shaft 7, a third-speed gear set, a fourth-speed gear set, and a second reverse-speed gear set.
The first input shaft 3 is connected with a first clutch 1, and the first input shaft 3 is connected with a power source through the first clutch 1; the first input shaft 3 is coaxially nested in the second input shaft 4, the second input shaft 4 is connected with the second clutch 2, and the second input shaft 4 is connected with a power source through the second clutch 2. That is, the first clutch 1 and the second clutch 2 are coaxially arranged to constitute a dual clutch.
The first output shaft 25 and the second input shaft 4 are arranged in parallel at intervals; the second output shaft 7 is arranged in parallel spaced relation to the second input shaft 4.
The third gear gearset is able to transmit power via the first input shaft 3 to the second output shaft 7, creating a third gear transmission ratio.
The four-speed gear set can transmit power to the second output shaft 7 via the second input shaft 4, resulting in a four-speed gear ratio.
The second reverse gear wheel set comprises a second reverse gear driving gear 5, a second driven gear 10, a reverse gear idler gear 6 and a reverse gear driven gear 23, the second reverse gear driving gear 5 is coaxially fixedly arranged on the second input shaft 4, the second driven gear 10 is sleeved on the second output shaft 7 in a vacant mode, the second driven gear 10 can be selectively connected with or separated from the second output shaft 7, the reverse gear idler gear 6 is coaxially fixedly arranged with the second driven gear 10, the reverse gear driven gear 23 is sleeved on the first output shaft 25 in a vacant mode, the reverse gear driven gear 23 can be selectively connected with or separated from the first output shaft 25, the second reverse gear driving gear 5 can be in meshing transmission with the second driven gear 10, the reverse gear idler gear 6 can be in meshing transmission with the reverse gear driven gear 23, and a second reverse gear transmission ratio is formed.
The third gear set, the fourth gear set and the second reverse gear set can sequentially transmit power to form a first reverse gear transmission ratio.
Specifically, in this embodiment, a first coaxial shaft 26 is sleeved on the second output shaft 7, the two-gear driven gear 10 and the reverse idler gear 6 are coaxially fixed on the first coaxial shaft 26, and the first coaxial shaft 26 can be selectively engaged with or disengaged from the second output shaft 7.
Specifically, in this embodiment, the second output shaft 7 is sleeved with a second concentric shaft 27 and a third concentric shaft 28, the second concentric shaft 27 can be selectively engaged with or disengaged from the second output shaft 7, and the second concentric shaft 17 can be selectively engaged with or disengaged from the third concentric shaft 28.
The three-gear set comprises a three-gear driving gear 15 and a three-gear driven gear 12, the three-gear driving gear 15 is coaxially and fixedly arranged on the first input shaft 3, and the three-gear driven gear 12 is coaxially and fixedly arranged on the second concentric shaft 27.
The four-gear set comprises a four-six-gear driving gear 20 and a four-gear driven gear 11, the four-six-gear driving gear 20 is coaxially and fixedly arranged on the second input shaft 4, and the four-gear driven gear 11 is coaxially and fixedly arranged on the third concentric shaft 28.
When the second concentric shaft 27 is engaged with the third concentric shaft 28, the third driven gear 12 and the fourth driven gear 11 can rotate coaxially and transmit power to the second reverse gear set, so that a first reverse gear transmission ratio is formed.
Specifically, in the present embodiment, the second concentric shaft 27 and the third concentric shaft 28 are engaged by the first synchronizer 29. Specifically, the first synchronizer 29 is coaxially fixed on the second concentric shaft 27. The first synchronizer 29 is able to selectively engage or disengage the third concentric shaft 28, thereby effecting engagement or disengagement of the second concentric shaft 27 with the third concentric shaft 28.
Further, in the present embodiment, the multi-gear dual clutch transmission further includes a two-gear set, and the two-gear set can transmit power to the second output shaft 7 via the second input shaft 4, so as to form a two-gear transmission ratio.
Further, in this embodiment, the third gear set, the fourth gear set and the second gear set can sequentially transmit power to form a first gear transmission ratio. Specifically, in the present embodiment, the first synchronizer 29 enables the third-gear driven gear 12 and the fourth-gear driven gear 11 to be connected without relative rotation, and power is sequentially transmitted through the third-gear set, the fourth-gear set and the second-gear set to form a first-gear transmission ratio.
Specifically, in the present embodiment, the second gear set includes a second reverse gear driving gear 5 and a second reverse gear driven gear 10. The second reverse gear driving gear 5 can be in meshing transmission with the second reverse gear driven gear 10, and transmits power to the second output shaft 7 via the second input shaft 4, thereby forming a second gear transmission ratio.
The three-gear driven gear 12 and the four-gear driven gear 11 can coaxially rotate and transmit power to the four-six-gear driving gear 20, the four-six-gear driving gear 20 drives the second input shaft 4 to rotate, and the two-reverse-gear driving gear 5 is meshed with the two-gear driven gear 10 and transmits the power to the second output shaft 7, so that a first-gear transmission ratio is formed.
Further, in the present embodiment, the multi-gear dual clutch transmission further includes a seven-gear set, and the seven-gear set can transmit power to the second output shaft 7 via the first input shaft 3, so as to form a seven-gear transmission ratio.
Further, the three-gear set, the four-gear set and the seven-gear set can sequentially transmit power to form an eight-gear transmission ratio. Specifically, the first synchronizer 29 enables the third-gear driven gear 12 and the fourth-gear driven gear 11 to be connected without relative rotation, and power is sequentially transmitted through the third-gear set, the fourth-gear set and the seventh-gear set to form an eight-gear transmission ratio.
Specifically, in the present embodiment, the seven-gear set includes a seven-gear driving gear 17 and a seven-gear driven gear 13, the seven-gear driving gear 17 is coaxially fixed to the first input shaft 3, the seven-gear driven gear 13 is freely sleeved on the second output shaft 7, and the seven-gear driven gear 13 can be selectively engaged with or disengaged from the second output shaft 7. The seven-gear driving gear 17 and the seven-gear driven gear 13 can be meshed for transmission, and power is transmitted to the second output shaft 7 through the first input shaft 3, so that a seven-gear transmission ratio is formed.
The three-gear driven gear 12 and the four-gear driven gear 11 can coaxially rotate and transmit power to the three-gear driving gear 15, the three-gear driving gear 15 drives the first input shaft 3 to rotate, the first input shaft 3 drives the seven-gear driving gear 17 to rotate, the seven-gear driving gear 17 and the seven-gear driven gear 13 are in meshing transmission, and the power is transmitted to the second output shaft 7, so that an eight-gear transmission ratio is formed.
Further, in the present embodiment, the multi-gear dual clutch transmission further includes a five-gear set. Specifically, the fifth-gear set includes a fifth-gear driving gear 14 and a fifth-gear driven gear 21, the fifth-gear driving gear 14 is coaxially fixed on the first input shaft 3, the fifth-gear driven gear 21 is freely sleeved on the first output shaft 25, and the fifth-gear driven gear 21 can be selectively engaged with or disengaged from the first output shaft 25. The fifth-gear driving gear 14 and the fifth-gear driven gear 21 are in meshed transmission, and power is transmitted from the first input shaft 3 to the first output shaft 25, so that a fifth-gear transmission ratio is formed.
Further, in the present embodiment, the multi-gear dual clutch transmission further includes a six-gear set. The six-gear set includes a four-six gear driving gear 20 and a six gear driven gear 22, the six gear driven gear 22 is freely sleeved on the first output shaft 25, and the six gear driven gear 22 can be selectively engaged with or disengaged from the first output shaft 25. The four-sixth gear driving gear 20 and the six-sixth gear driven gear 22 can be in mesh transmission, and transmit power to the first output shaft 25 via the second input shaft 4, so that a sixth gear transmission ratio is achieved.
Further, in the present embodiment, the multi-gear dual clutch transmission further includes a nine-gear set. Specifically, the nine-gear set includes a nine-gear driving gear 16 and a nine-gear driven gear 19, the nine-gear driving gear 16 is coaxially fixed on the first input shaft 3, the nine-gear driven gear 19 is sleeved on the first output shaft 25, and the nine-gear driven gear 19 can be selectively engaged with or disengaged from the first output shaft 25. The nine drive gear 16 and the nine driven gear 19 can be in mesh transmission and transmit power to the first output shaft 25 via the first input shaft 3, thereby forming a nine gear transmission ratio.
In particular, in this embodiment, the synchronizing means are used to control the disengagement and engagement of the idler driven gear with the shaft or gear on which it is mounted. In particular, the synchronization devices are synchronizers.
Specifically, the sixth reverse gear synchronizer is coaxially and fixedly arranged on the first output shaft 25 and is used for controlling the separation and the engagement of the sixth gear driven gear 22 and the reverse gear driven gear 23 with the first output shaft 25; further, the six reverse synchronizers a-side and B-side are used to control the separation and engagement of the six-speed driven gear 22 and the reverse driven gear 23, respectively, from the first output shaft 25.
The fifth-ninth gear synchronizer is coaxially and fixedly arranged on the first output shaft 25 and is used for controlling the separation and the engagement of the fifth-gear driven gear 21 and the ninth-gear driven gear 19 with the first output shaft 25; further, the five-nine speed synchronizer D side and the C side are used to control the separation and engagement of the fifth-speed driven gear 21 and the nine-speed driven gear 19 from the first output shaft 25, respectively.
The second-fourth gear synchronizer is used for controlling the separation and the engagement of the second-gear driven gear 10 and the fourth-gear driven gear 11 with the second output shaft 7; further, the second-and fourth-speed synchronizers F-side and E-side are used to control the separation and engagement of the second-and fourth-speed driven gears 10 and 11, respectively, from the second output shaft 7.
The pseudo-gear synchronizer is coaxially and fixedly arranged on the second output shaft 7 and is used for controlling the separation and the connection of the three-gear driven gear 12 and the seven-gear driven gear 13 with the second output shaft 7; further, the H-side and the G-side of the pseudo-gear synchronizer are used to control the separation and engagement of the three-gear driven gear 12 and the seven-gear driven gear 13, respectively, from the second output shaft 7.
The first synchronizer 29 is used to control the disengagement and engagement of the fourth-speed driven gear 11 and the third-speed driven gear 12; further, the I side of the first synchronizer 29 is used to control the separation and engagement of the fourth-speed driven gear 11 and the third-speed driven gear 12.
Further, in the present embodiment, a parking gear 18 is coaxially fixed to the first output shaft 25, and the parking gear 18 is used to lock the transmission.
Further, in this embodiment, the multi-gear dual clutch transmission further includes a differential device 9, a main reduction driven gear is disposed on the differential device 9, a first output gear 24 is coaxially and fixedly disposed on the first output shaft 25, and the main reduction driven gear can be meshed with the first output gear 24 for transmission to form a first main reduction ratio.
And a second output gear 8 is coaxially and fixedly arranged on the second output shaft 7, and the main reduction driven gear can be meshed with the second output gear 8 for transmission to form a second main reduction ratio.
In this embodiment, the transmission routes of the first to ninth gears and the first and second reverse gears are respectively as follows:
a first gear transmission route: the first clutch 1 → the first input shaft 3 → the third-gear drive gear 15 → the third-gear driven gear 12 → the first synchronizer 29I side → the fourth-gear driven gear 11 → the fourth-sixth-gear drive gear 20 → the second input shaft 4 → the second reverse drive gear 5 → the second-gear driven gear 10 → the second synchronizer F side → the second output shaft 7 → the second output gear 8 → the differential device 9;
a second-gear transmission route: the second clutch 2 → the second input shaft 4 → the second reverse drive gear 5 → the second driven gear 10 → the second synchronizer F side → the second output shaft 7 → the second output gear 8 → the differential device 9;
a third gear transmission route: the first clutch 1 → the first input shaft 3 → the third-gear drive gear 15 → the third-gear driven gear 12 → the third-gear synchronizer H side → the second output shaft 7 → the second output gear 8 → the differential device 9;
a fourth gear transmission route: the second clutch 2 → the second input shaft 4 → the six-gear driving gear 20 → the four-gear driven gear 11 → the synchronizer E side of the four gears → the second output shaft 7 → the second output gear 8 → the differential device 9;
a fifth gear transmission route: the first clutch 1 → the first input shaft 3 → the fifth-gear drive gear 14 → the fifth-gear driven gear 21 → the fifth-gear synchronizer D side → the first output shaft 25 → the first output gear 24 → the differential device 9;
a six-gear transmission route: the second clutch 2 → the second input shaft 4 → the fourth-sixth-speed drive gear 20 → the sixth-speed driven gear 22 → the sixth-speed synchronizer a side → the first output shaft 25 → the first output gear 24 → the differential device 9;
a seven-gear transmission route: the first clutch 1 → the first input shaft 3 → the seven-speed drive gear 17 → the seven-speed driven gear 13 → the seven-speed synchronizer G → the second output shaft 7 → the second output gear 8 → the differential device 9;
eight-gear transmission route: the second clutch 2 → the second input shaft 4 → the fourth-sixth-gear driving gear 20 → the fourth-gear driven gear 11 → the first synchronizer 29I side → the third-gear driven gear 12 → the third-gear driving gear 15 → the first input shaft 3 → the seventh-gear driving gear 17 → the seventh-gear driven gear 13 → the seventh-gear synchronizer G side → the second output shaft 7 → the second output gear 8 → the differential device 9;
a nine-gear transmission route: the first clutch 1 → the first input shaft 3 → the nine drive gear 16 → the nine driven gear 19 → the nine synchronizer C side → the first output shaft 25 → the first output gear 24 → the differential device 9;
first reverse gear drive route: the first clutch 1 → the first input shaft 3 → the third-gear drive gear 15 → the third-gear driven gear 12 → the first synchronizer 29I side → the fourth-gear driven gear 11 → the fourth-sixth-gear drive gear 20 → the second input shaft 4 → the second-reverse drive gear 5 → the second-gear driven gear 10 → the reverse idler gear 6 → the reverse driven gear 23 → the sixth-reverse synchronizer B side → the first output shaft 25 → the first output gear 24 → the differential device 9;
the second reverse gear transmission route: second clutch 2 → second input shaft 4 → second reverse drive gear 5 → second reverse driven gear 10 → reverse idle gear 6 → reverse driven gear 23 → sixth reverse synchronizer B side → first output shaft 25 → first output gear 24 → differential device 9.
In the present embodiment, the first synchronizer 29 is provided, and the arrangement of nine forward gears and two reverse gears is realized without increasing the axial length by using the multiplexing of the multi-gear set. Compared with the traditional reverse gear structure, the reverse gear speed ratio formed by the multiplexing gear set is larger,
specifically, in the present embodiment, the second concentric shaft 27 and the third concentric shaft 28 are engaged by the first synchronizer 29. Specifically, the first synchronizer 29 is coaxially fixed on the second concentric shaft 27. The first synchronizer 29 is able to selectively engage or disengage the third concentric shaft 28, thereby effecting engagement or disengagement of the second concentric shaft 27 with the third concentric shaft 28.
Through setting up two reverse gears, can effectively avoid the reverse gear slope way down, the failure mode of some limit condition.
In this embodiment, the first synchronizer 29 is used to realize a first-gear transmission ratio through a third-gear set, a fourth-gear set and a second-gear set; the eight-gear transmission ratio is realized through the three-gear set, the four-gear set and the seven-gear set; the first reverse gear transmission ratio is realized through the three-gear set, the four-gear set and the second reverse gear set, the multiplexing of the actual physical gear set is utilized, two virtual forward gears and one virtual reverse gear are added in a limited arrangement space, and meanwhile, reasonable speed ratio design matching of one to nine forward gears is guaranteed through overall configuration arrangement.
In the present embodiment, the multi-speed dual clutch transmission includes two reverse speed ratios, i.e., a first reverse speed ratio for transmitting power through the first clutch 1 and a second reverse speed ratio for transmitting power through the second clutch 2. On one hand, the reverse gear arrangement is compact, a reverse gear idler shaft which is additionally arranged in a common double-clutch transmission is omitted, and the problem that the second-gear driven gear cannot be directly used as the reverse gear idler due to space limitation is solved by the scheme that the reverse gear idler 6 is fixedly connected with the second-gear driven gear 10; the first synchronizer 29 between the third-gear driven gear 12 and the fourth-gear driven gear 11 is utilized, and the reasonable tooth number matching of the second reverse gear is realized through the second reverse gear set, so that a first reverse gear transmission ratio which is larger than that of the second reverse gear transmission ratio can be obtained, and the whole vehicle has better dynamic property by adopting the first reverse gear under the same input torque; on the other hand, under the condition of clutch slipping, such as reverse gear and slope stopping, the clutch is limited by heat capacity, and the clutch may be over-heated or even ablated due to long-time slipping. For the working condition, the characteristic that the two reverse gears of the embodiment transmit power through the two clutches respectively is utilized, and the temperature rise of the friction plates of the clutches can be effectively reduced and the overtemperature can be avoided by adopting a double-reverse gear control method, namely a control strategy that the first clutch 1 and the second clutch 2 are alternately worn.
The multi-gear double-clutch transmission provided by the embodiment can be combined with a hybrid module to form a hybrid transmission, for example, a hybrid transmission with a P2 structure is formed by adding a driving motor which is fixedly connected with or can be disconnected from a double clutch. Similarly, a hybrid transmission having a P2.5 configuration may be constructed by adding a driving motor fixedly connected or disconnectable to an output shaft or a driven gear.
The foregoing embodiments are merely illustrative of the principles and features of this invention, which is not limited to the above-described embodiments, but rather is susceptible to various changes and modifications without departing from the spirit and scope of the invention, which changes and modifications are within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (13)
1. A multi-speed, dual clutch transmission, comprising:
the clutch comprises a first input shaft (3), wherein a first clutch (1) is connected to the first input shaft (3);
the first input shaft (3) is coaxially nested in the second input shaft (4), and a second clutch (2) is connected to the second input shaft (4);
a first output shaft (25) arranged in parallel with the second input shaft (4) at an interval;
a second output shaft (7) arranged in parallel with the second input shaft (4) at an interval;
a third gear set capable of transmitting power to the second output shaft (7) via the first input shaft (3) to form a third gear transmission ratio;
a fourth-gear set capable of transmitting power to the second output shaft (7) via the second input shaft (4) to form a fourth-gear transmission ratio;
a second reverse gear set, which comprises a second reverse gear driving gear (5), a second gear driven gear (10), a reverse gear idler gear (6) and a reverse gear driven gear (23), wherein the second reverse gear driving gear (5) is coaxially and fixedly arranged on the second input shaft (4), the second gear driven gear (10) is sleeved on the second output shaft (7) in a free manner, the second gear driven gear (10) can be selectively jointed or separated with the second output shaft (7), the reverse gear idler gear (6) is coaxially and fixedly arranged with the second gear driven gear (10), the reverse gear driven gear (23) is sleeved on the first output shaft (25) in a free manner, the reverse gear driven gear (23) can be selectively jointed or separated with the first output shaft (25), and the second reverse gear driving gear (5) can be meshed with the second gear driven gear (10) for transmission, the reverse gear idle gear (6) can be in meshed transmission with the reverse gear driven gear (23) to form a second reverse gear transmission ratio;
the third gear set, the fourth gear set and the second reverse gear set can sequentially transmit power to form a first reverse gear transmission ratio.
2. The multi-speed double-clutch transmission according to claim 1, characterized in that a first concentric shaft (26) is sleeved on the second output shaft (7), the two-speed driven gear (10) and the reverse idler gear (6) are coaxially fixed on the first concentric shaft (26), and the first concentric shaft (26) can be selectively engaged with or disengaged from the second output shaft (7).
3. The multiple-speed dual-clutch transmission according to claim 1, characterized in that a second concentric shaft (27) and a third concentric shaft (28) are sleeved on the second output shaft (7), the second concentric shaft (27) can be selectively engaged with or disengaged from the second output shaft (7), and the second concentric shaft (27) can be selectively engaged with or disengaged from the third concentric shaft (28);
the three-gear set comprises a three-gear driving gear (15) and a three-gear driven gear (12), the three-gear driving gear (15) is coaxially and fixedly arranged on the first input shaft (3), and the three-gear driven gear (12) is coaxially and fixedly arranged on the second concentric shaft (27);
the four-gear set comprises a four-six-gear driving gear (20) and a four-gear driven gear (11), the four-six-gear driving gear (20) is coaxially and fixedly arranged on the second input shaft (4), and the four-gear driven gear (11) is coaxially and fixedly arranged on the third concentric shaft (28);
when the second concentric shaft (27) is engaged with the third concentric shaft (28), the three-gear driven gear (12) and the four-gear driven gear (11) can coaxially rotate and transmit power to the second reverse gear set, so that the first reverse gear transmission ratio is formed.
4. A multiple-gear dual-clutch transmission according to claim 3, characterized in that the second concentric shaft (27) and the third concentric shaft (28) are engaged by a first synchronizer (29), the first synchronizer (29) being coaxially fixed on the second concentric shaft (27).
5. The multi-speed double clutch transmission according to claim 3, characterized in that it further comprises a two-gear set capable of transmitting power via the second input shaft (4) to the second output shaft (7), forming a two-gear transmission ratio.
6. The multi-speed, dual-clutch transmission of claim 5, wherein the third gear set, the fourth gear set, and the second gear set are capable of sequentially transferring power to form a first gear ratio.
7. The multi-speed, dual clutch transmission of claim 6, wherein said two-gear set comprises:
the two reverse gear driving gear (5);
the second-gear driven gear (10) and the second reverse gear driving gear (5) can be in meshed transmission with the second-gear driven gear (10) and transmit power to the second output shaft (7) through the second input shaft (4), so that the second-gear transmission ratio is formed;
the three-gear driven gear (12) and the four-gear driven gear (11) can coaxially rotate and transmit power to the four-six-gear driving gear (20), the four-six-gear driving gear (20) drives the second input shaft (4) to rotate, and the two reverse gear driving gear (5) is meshed with the two-gear driven gear (10) and transmits the power to the second output shaft (7) to form the first-gear transmission ratio.
8. The multi-speed twin clutch transmission according to claim 3, characterized in that it further comprises a seven-gear set which is able to transmit power via the first input shaft (3) to the second output shaft (7), resulting in a seven-gear transmission ratio.
9. The multiple-speed, dual-clutch transmission according to claim 8, wherein the three-speed gear set, the four-speed gear set, and the seven-speed gear set are capable of transmitting power in sequence to form an eight-speed gear ratio.
10. The multiple speed, dual clutch transmission of claim 9, wherein the seven speed gear set comprises:
the seven-gear driving gear (17) is coaxially and fixedly arranged on the first input shaft (3);
a seven-speed driven gear (13) which is freely sleeved on the second output shaft (7), wherein the seven-speed driven gear (13) can be selectively jointed with or separated from the second output shaft (7), and the seven-speed driving gear (17) can be in meshing transmission with the seven-speed driven gear (13) and can transmit power to the second output shaft (7) through the first input shaft (3), so that the seven-speed transmission ratio is formed;
the three-gear driven gear (12) and the four-gear driven gear (11) can coaxially rotate and transmit power to the three-gear driving gear (15), the three-gear driving gear (15) drives the first input shaft (3) to rotate, the first input shaft (3) drives the seven-gear driving gear (17) to rotate, and the seven-gear driving gear (17) and the seven-gear driven gear (13) are in meshing transmission and transmit power to the second output shaft (7) to form the eight-gear transmission ratio.
11. The multi-speed dual clutch transmission according to claim 1, characterized in that a parking gear (18) is coaxially fixed to the first output shaft (25).
12. The transmission according to any of claims 1 to 11, characterized in that it further comprises a differential device (9), said differential device (9) being provided with a main reduction driven gear, said first output shaft (25) being coaxially fixed with a first output gear (24), said main reduction driven gear being capable of meshing with said first output gear (24) to form a first main reduction ratio.
13. The multi-speed double clutch transmission according to claim 12, characterized in that a second output gear (8) is coaxially fixed to the second output shaft (7), and the final drive driven gear can be meshed with the second output gear (8) to form a second final drive ratio.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111657315.XA CN114321294A (en) | 2021-12-31 | 2021-12-31 | Multi-gear double-clutch transmission |
| PCT/CN2022/136099 WO2023124763A1 (en) | 2021-12-31 | 2022-12-02 | Multi-gear dual-clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111657315.XA CN114321294A (en) | 2021-12-31 | 2021-12-31 | Multi-gear double-clutch transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114321294A true CN114321294A (en) | 2022-04-12 |
Family
ID=81018778
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111657315.XA Pending CN114321294A (en) | 2021-12-31 | 2021-12-31 | Multi-gear double-clutch transmission |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN114321294A (en) |
| WO (1) | WO2023124763A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115126831A (en) * | 2022-05-19 | 2022-09-30 | 中国第一汽车股份有限公司 | Multi-gear double-clutch transmission, transmission method and automobile |
| CN115264050A (en) * | 2022-08-08 | 2022-11-01 | 中国第一汽车股份有限公司 | Double-clutch transmission double-reverse gear starting control method and system and vehicle thereof |
| WO2023124763A1 (en) * | 2021-12-31 | 2023-07-06 | 中国第一汽车股份有限公司 | Multi-gear dual-clutch transmission |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2023124763A1 (en) | 2023-07-06 |
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