CN218031281U

CN218031281U - Multi-gear transmission and vehicle

Info

Publication number: CN218031281U
Application number: CN202222326023.4U
Authority: CN
Inventors: 曹高阳; 赵一狄; 罗聪聪; 王东风
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2022-08-31
Filing date: 2022-08-31
Publication date: 2022-12-13
Anticipated expiration: 2032-08-31

Abstract

The utility model provides a multi-gear transmission and a vehicle, which comprises a first input shaft, a second input shaft, a first output shaft, a second output shaft and a plurality of gear sets; the first output shaft is provided with a first bidirectional synchronizer which is in transmission connection with the two-gear set or the six-gear set, a five-gear synchronizer which is in transmission connection with the five-gear set, and a first transition synchronizer which is in transmission connection with the five-gear set and the two-gear set; the second output shaft is provided with a second bidirectional synchronizer which is in transmission connection with the four-gear set or the eight-gear set, a seven-gear synchronizer which is in transmission connection with the seven-gear set, and a second transition synchronizer which is in transmission connection with the seven-gear set and the four-gear set. The utility model provides a many gears derailleur and vehicle can promote the ride comfort of shifting through increasing fender position quantity around the tooth, can reduce the whole size and the weight of derailleur, reduction cost simultaneously.

Description

Multi-gear transmission and vehicle

Technical Field

The utility model belongs to the technical field of the derailleur, concretely relates to multi-gear derailleur and vehicle.

Background

The gearbox is a component which changes the transmission ratio of the power of an engine and/or a motor of the vehicle and outputs the power to the differential to drive the vehicle to move, and the more the gears of the gearbox are, the less the step difference of the gear step speed ratio is, and the better the gear shifting smoothness is.

At present, nine fender position can be accomplished at most to the derailleur of the mixed moving motorcycle type that has gone on the market, and nine keep off the inside fender gears of mixed moving transmission and be many, and hydraulic module valve body quantity and the oil circuit that corresponds thereupon are also many, and this will lead to the derailleur oversize, and drawback that cost and weight are high, and if reduce to keep off the position, then can directly influence and keep off the position step velocity ratio step and increase, and then influence the ride comfort of shifting and drive experience. In addition, the reverse gears of the currently known hybrid transmissions need to be additionally provided with a reverse gear idler gear and a reverse gear shaft, and corresponding mechanical valve control is needed, so that the number of valve bodies and oil passages is further increased, the cost and the volume of a hydraulic module are increased, and the hydraulic module is one of main factors of large volume, heavy weight and high cost of the transmission.

SUMMERY OF THE UTILITY MODEL

An embodiment of the utility model provides a many gears derailleur and vehicle aims at promoting the derailleur ride comfort of shifting, reduces derailleur volume, weight and cost.

In order to achieve the purpose, the utility model adopts the technical proposal that: in a first aspect, there is provided a multi-speed transmission comprising:

the first input shaft is used for being connected with a first output end of the power source;

the second input shaft is used for being connected with a second output end of the power source;

a fifth gear set is connected between the first output shaft and the first input shaft in a transmission way, a second gear set and a sixth gear set are connected between the first output shaft and the second input shaft in a transmission way, the first output shaft is provided with a first bidirectional synchronizer which is in transmission connection with the two-gear set or the six-gear set, a five-gear synchronizer which is in transmission connection with the five-gear set, and a first transition synchronizer which is in transmission connection with the five-gear set and the two-gear set;

a seventh gear set is connected between the second output shaft and the first input shaft in a transmission way, a fourth gear set and an eighth gear set are connected between the second output shaft and the second input shaft in a transmission way, the second output shaft is provided with a second bidirectional synchronizer which is in transmission connection with the four-gear set or the eight-gear set, a seven-gear synchronizer which is in transmission connection with the seven-gear set, and a second transition synchronizer which is in transmission connection with the seven-gear set and the four-gear set.

With reference to the first aspect, in one possible implementation manner, a fifth-seventh-gear driving gear is sleeved on the first input shaft, and a second-gear driving gear, a fourth-gear driving gear and a sixth-eighth-gear driving gear are sleeved on the second input shaft; a fifth gear, a second gear and a sixth gear are sleeved above the first output shaft, and a seventh gear, a fourth gear and an eighth gear are sleeved above the second output shaft.

In some embodiments, a first combined gear ring is coaxially connected to the five-gear, a second combined gear ring is coaxially connected to the seven-gear, and the first combined gear ring is in transmission connection with the second combined gear ring.

In some embodiments, the first transition synchronizer and the second transition synchronizer are identical, and the first transition synchronizer includes two first transition engaging teeth coaxially connected to the fifth gear and the second gear respectively, and a gear sleeve drivingly connected to the two first transition engaging teeth through a synchronizing ring.

In some embodiments, the fifth-gear synchronizer and the seventh-gear synchronizer are the same, wherein the fifth-gear synchronizer comprises a fifth-gear combination tooth coaxially connected to the fifth-gear, a single-side tooth hub arranged on the first output shaft, and a tooth sleeve which is in transmission connection with the single-side tooth hub and the fifth-gear combination tooth through a synchronizing ring.

In one possible implementation manner, the first bidirectional synchronizer comprises a six-gear synchronizer in transmission connection with a six-gear and a two-gear synchronizer in transmission connection with a two-gear, wherein the six-gear synchronizer and the two-gear synchronizer share a first bilateral gear hub; the second bidirectional synchronizer comprises an eight-gear synchronizer in transmission connection with the eight-gear and a four-gear synchronizer in transmission connection with the four-gear, wherein the eight-gear synchronizer and the four-gear synchronizer share a second bilateral gear hub.

For example, the second input shaft is a hollow shaft coaxially sleeved on the first input shaft.

Illustratively, a first output gear for being in transmission connection with the differential gear is sleeved on the first output shaft, and a second output gear for being in transmission connection with the differential gear is sleeved on the second output shaft.

In some embodiments, the first input shaft is provided with double clutches, a first clutch end of the double clutches is connected with the first input shaft, and a second clutch end of the double clutches is connected with the second input shaft; the first input shaft is used for being directly connected with a motor shaft and is also used for being connected with an engine shaft through single clutch.

The utility model provides a multi-gear transmission's beneficial effect lies in: compared with the prior art, the utility model discloses many gears derailleur, can directly export six advancing gear speed ratios through six gear wheel set, can also utilize two-way synchronizers, two transition synchronizers and five keep off and seven keep off two gear synchronizers and realize the transmission around the tooth between a plurality of gear wheel set, thereby reacquire reverse gear speed ratio and more advancing gear speed ratios, not only can increase the advancing gear quantity, also need not to dispose reverse gear idler and reverse gear shaft, can also shorten the length of output shaft, and also can be corresponding reduction and the supporting hydraulic module's quantity when reducing gear wheel set quantity, consequently, can be when promoting the smoothness of shifting, can also reduce the whole size and the weight of derailleur, reduce the cost.

In a second aspect, the present invention provides a vehicle, including the above-mentioned multi-gear transmission, having the same beneficial effects as the above-mentioned multi-gear transmission, which is not described herein again.

Drawings

Fig. 1 is a schematic structural diagram of a multi-gear transmission according to an embodiment of the present invention.

In the figure: 1. a first input shaft; 11. single clutch; 12. double clutch; 121. a first clutch end; 122. a second clutch end; 2. a second input shaft; 3. a first output shaft; 4. a second output shaft; 51. a fifth-seventh gear driving gear; 52. two-gear driving gear; 53. a fourth gear drive gear; 54. a six-eight gear driving gear; 61. a fifth-gear; 611. a first coupling ring gear; 62. a second gear; 63. a six-gear; 64. a seven-gear; 641. a second coupling ring gear; 65. a fourth gear; 66. an eight-gear; 71. a first bidirectional synchronizer; 711. a six-gear synchronizer; 712. a second synchronizer; 713. a first double-sided toothed hub; 72. a fifth gear synchronizer; 721. five-gear combination teeth; 722. a first single-sided toothed hub; 73. a first transition synchronizer; 731. A first transition coupling tooth; 74. a second bidirectional synchronizer; 741. an eight-gear synchronizer; 742. a fourth gear synchronizer; 743. a second double-sided toothed hub; 75. a seven-gear synchronizer; 751. seven-gear combination teeth; 752. a second single-sided toothed hub; 76. a second transition synchronizer; 761. a second transition coupling tooth; 81. a first output gear; 82. a second output gear; 9. a differential gear; 101. a motor shaft; 102. an engine shaft.

Detailed Description

In order to make the technical problem, technical solution and advantageous effects to be solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

Referring to fig. 1, a multi-speed transmission according to the present invention will now be described. The multi-gear transmission comprises a first input shaft 1, a second input shaft 2, a first output shaft 3 and a second output shaft 4; the first input shaft 1 is used for being connected with a first output end of a power source; the second input shaft 2 is used for being connected with a second output end of the power source; a fifth gear group is connected between the first output shaft 3 and the first input shaft 1 in a transmission manner, a second gear group and a sixth gear group are connected between the first output shaft 3 and the second input shaft 2 in a transmission manner, a first bidirectional synchronizer 71 used for being in transmission connection with the second gear group or the sixth gear group and a fifth gear synchronizer 72 used for being in transmission connection with the fifth gear group are arranged on the first output shaft 3, and a first transition synchronizer 73 used for being in transmission connection with the fifth gear group and the second gear group is sleeved in a hollow manner; a seventh gear group is connected between the second output shaft 4 and the first input shaft 1 in a transmission manner, a fourth gear group and an eighth gear group are connected between the second output shaft 4 and the second input shaft 2 in a transmission manner, a second bidirectional synchronizer 74 used for being in transmission connection with the fourth gear group or the eighth gear group, a seventh gear synchronizer 75 used for being in transmission connection with the seventh gear group and a second transition synchronizer 76 used for being in transmission connection with the seventh gear group and the fourth gear group are arranged on the second output shaft 4 in a hollow manner.

It should be noted that each gear set includes a driving gear disposed on the input shaft and a gear disposed on the output shaft and correspondingly connected to the driving gear; the manner in which the gear ratio is obtained indirectly by means of the combination of gear ratios between the sets of gear wheel sets, which is output by means of the last gear wheel in the combination, is referred to herein as tooth winding.

The bidirectional synchronizer in this embodiment is used for realizing that one of two adjacent sets of gear gears which are idly sleeved on the same output shaft is in transmission connection with the output shaft, and can also be understood as a combined structure of two gear synchronizers, and the gear synchronizers are used for realizing the transmission connection between the gear gears and the output shaft, and in addition, the transition synchronizers are used for realizing that two adjacent gear gears form a direct connection state without the output shaft, namely, the transmission between a fifth gear wheel set and a second gear wheel set can be realized without the first output shaft 3 based on the first transition synchronizer 73, and the transmission between a seventh gear wheel set and a fourth gear wheel set can be realized without the second output shaft 4 based on the second transition synchronizer 76, so that the gear winding transmission based on a plurality of gear wheel sets is realized.

In addition, it should be understood that, in the present embodiment, some forward gears and reverse gears are obtained by gear-winding transmission, and based on the gear transmission reverse principle, except for six sets of directly-obtained forward gears, the remaining forward gears are obtained by selecting three sets of gear gears for gear-winding transmission, and the reverse gear is obtained by selecting two sets of gear gears for gear-winding transmission.

Specifically, in the present embodiment, in addition to the six forward gears (two, four, five, six, seven, eight) directly obtained, at least five forward gear speed ratios can be obtained by tooth winding as follows:

the first input shaft 1 transmits a first-gear speed ratio to the first output shaft 3 in a tooth winding manner sequentially through a seven-gear set, a four-gear set and a two-gear set;

the first input shaft 1 transmits a three-gear speed ratio to the first output shaft 3 around the gear sequentially through a seven-gear set, a four-gear set and a six-gear set;

the first input shaft 1 transmits a nine-gear speed ratio to the first output shaft 3 through a five-gear set, a two-gear set and a six-gear set in sequence;

the second input shaft 2 transmits a ten-gear speed ratio to the second output shaft 4 through a second gear set, a fifth gear set and a seventh gear set in sequence;

the first input shaft 1 transmits the speed ratio of eleven gears to the second output shaft 4 through the five-gear set, the two-gear set and the eight-gear set in sequence;

the reverse gear speed ratio can be obtained only by sequentially winding the five-gear set and the seven-gear set on the first input shaft 1.

The multi-gear transmission that this embodiment provided, compared with the prior art, can directly export six forward gear speed ratios through six gear wheel set, can also utilize two-way synchronizer, two transition synchronizers and five keep off and seven keep off two gear synchronizers realize the transmission of around the tooth between a plurality of gear wheel set, thereby reacquire reverse gear speed ratio and more forward gear speed ratios, not only can increase forward gear quantity, also need not to dispose reverse gear idler and reverse gear shaft, can also shorten the length of output shaft, and also can be corresponding reduction supporting hydraulic module's quantity with it when reducing gear wheel set quantity, consequently can be when promoting the smoothness of shifting, can also reduce the whole size and the weight of derailleur, reduce the cost.

In some embodiments, referring to fig. 1, a fifth-seventh gear driving gear 51 is sleeved on the first input shaft 1, and a second gear driving gear 52, a fourth gear driving gear 53 and a sixth-eighth gear driving gear 54 are sleeved on the second input shaft 2; a five-gear 61, a two-gear 62 and a six-gear 63 are sleeved on the first output shaft 3, the second output shaft 4 is sleeved with a seven-gear 64, a four-gear 65 and an eight-gear 66.

It should be noted that the second gear set includes a second gear drive gear 52 and a second gear retainer gear 62; the four-gear set includes a four-gear driving gear 53 and a four-gear 65; the fifth-gear set includes a fifth-seventh gear drive gear 51 and a fifth-gear 61; the six-gear set comprises a six-eight gear driving gear 54 and a six-gear 63; the seven-gear set comprises a five-seven-gear driving gear 51 and a seven-gear 64; the eight speed gear set includes a six eight speed drive gear 54 and an eight speed gear 66. The fifth-seventh-speed drive gear 51 is a drive gear shared by the fifth-speed gear 61 and the seventh-speed gear 64, and similarly, the sixth-eighth-speed drive gear 54 is a drive gear shared by the sixth-speed gear 63 and the eighth-speed gear 66. The layout mode of two shared driving gears and two independent driving gears is adopted, and the number of gears can be reduced as much as possible on the premise that at least six winding gear ratios are met, so that the shaft length is favorably shortened, the size and the weight of the speed changer can be further reduced, and the cost is reduced.

In some embodiments, referring to fig. 1, a first combined ring gear 611 is coaxially connected to the fifth gear 61, a second combined ring gear 641 is coaxially connected to the seventh gear 64, and the first combined ring gear 611 is in transmission connection with the second combined ring gear 641.

The reverse gear speed ratio is obtained by arranging and combining the gear ring to realize the gear winding transmission between the five-gear 61 and the seven-gear 64, specifically, the power of the first input shaft 1 is transmitted to the five-seven-gear driving gear 51, then transmitted to the five-gear 61, when the power is transmitted to the second combined ring gear 641 through the first combined ring gear 611 and finally output from the seven-speed gear 64, the seven-speed gear 64 outputs a reverse speed ratio at this time because the power reversal is obtained through one winding; of course, it should be understood that the five-seven gear driving gear 51 may also be a gear that first transmits power to the seven-gear 64 and then outputs power from the five-gear 61 through the winding teeth, and either of the two transmission paths may be selected.

It should be noted that, in the present embodiment, the first transitional synchronizer 73 is the same as the second transitional synchronizer 76, and the first transitional synchronizer 73 includes two first transitional coupling teeth 731 coaxially connected to the fifth gear 61 and the second gear 62, respectively, and a gear sleeve drivingly connected to the two first transitional coupling teeth 731 through a synchronizing ring; the second transition synchronizer 76 includes two second transition coupling teeth 761 coaxially connected to the seventh-gear 64 and the fourth-gear 65, respectively, and a sleeve drivingly connected to the two second transition coupling teeth 761 through a synchronizer ring. In other words, the transition synchronizer is a synchronizer without a gear hub, does not generate power transmission with an output shaft, is only used as a connecting bridge of two gear gears, and aims to realize power transmission around the gear.

In the present embodiment, the fifth-gear synchronizer 72 is the same as the seventh-gear synchronizer 75, wherein the fifth-gear synchronizer 72 includes a fifth-gear engaging tooth 721 coaxially connected to the fifth-gear 61, a first single-side hub 722 provided on the first output shaft 3, and a sleeve drivingly connecting the first single-side hub 722 and the fifth-gear engaging tooth 721 through a synchronizer ring; the seven-speed synchronizer 75 includes seven-speed engaging teeth 751 coaxially connected to the seven-speed gear 64, a second single-side hub 752 provided on the second output shaft 4, and a sleeve drivingly connecting the second single-side hub 752 and the seven-speed engaging teeth 751 through a synchronizer ring. It can be seen that the fifth-gear synchronizer 72 and the seventh-gear synchronizer 75 are here used as conventional gear synchronizers, with the purpose of enabling power transmission between the output shafts and the gear wheels, ensuring that the power on the fifth-gear wheel 61 and the seventh-gear wheel 64 can be transmitted directly to the respective output shafts and thus out of the transmission.

In the present embodiment, the first bidirectional synchronizer 71 includes a sixth gear synchronizer 711 in transmission connection with the sixth gear 63, and a second gear synchronizer 712 in transmission connection with the second gear 62, wherein the sixth gear synchronizer 711 and the second gear synchronizer 712 share the first bilateral hub 713; the second bidirectional synchronizer 74 includes an eight-gear synchronizer 741 drivingly connected with the eight-gear 66 and a four-gear synchronizer 742 drivingly connected with the four-gear 65, wherein the eight-gear synchronizer 741 and the four-gear synchronizer 742 share the second double-sided hub 743.

The two-way synchronizer adopts a mode that two gear synchronizers share the same bilateral gear hub, so that the axial occupied space of the two-way synchronizer can be reduced, the axial length can be shortened, and the overall size of the transmission can be reduced.

In the present embodiment, the second input shaft 2 is a hollow shaft coaxially and idly sleeved on the first input shaft 1. The double-shaft mode is mainly suitable for the mode that the input shaft and the output shaft are arranged in parallel, so that the first output shaft 3 and the second output shaft 4 are arranged in parallel with the first input shaft 1 in the embodiment, and the structure is compact and neat.

In addition, it should be understood that in the embodiment, a first output gear 81 for driving connection with the differential gear 9 is sleeved on the first output shaft 3, and a second output gear 82 for driving connection with the differential gear 9 is sleeved on the second output shaft 4. The power transmitted to each gear on the first output shaft 3 is transmitted to the differential gear 9 through the first output gear 81, and likewise, the power transmitted to each gear on the second output shaft 4 is transmitted to the differential gear 9 through the second output gear 82.

In order to be suitable for hybrid power of a motor and an engine, in some embodiments, a double clutch 12 is arranged on the first input shaft 1, a first clutch end 121 of the double clutch 12 is connected with the first input shaft 1, and a second clutch end 122 is connected with the second input shaft 2; the first input shaft 1 is used for directly connecting the motor shaft 101 and also for connecting the engine shaft 102 via the single clutch 11.

It should be understood that when a driving motor adopted by a vehicle is in a power-on mode, a motor armature drives a motor shaft 101 to output torque, and when the driving motor is in a power-off state, the motor shaft 101 and the armature lose a coupling effect and can freely idle, in this embodiment, when a single clutch 11 is closed, mechanical power can be output to a first input shaft 1 or a second input shaft 2 through a double clutch 12, at this time, the motor works in a hybrid mode, and when the motor does not work, the motor works in a pure mechanical power mode, and if the single clutch 11 is disconnected and the motor works, pure electrical power can be output to the first input shaft 1 or the second input shaft 2 through the double clutch 12, at this time, the motor works in a pure electrical mode.

As will be understood from fig. 1, the transmission paths of the gears of the multi-gear transmission provided in the present embodiment are:

first gear: the first input shaft 1 → the fifth seven-gear drive gear 51 → the seven-gear 64 → the second transitional synchronizer 76 → the fourth gear 65 → the fourth gear drive gear 53 → the second input shaft 2 → the second gear drive gear 52 → the second gear 62 → the first bidirectional synchronizer 71 → the first output shaft 3 → the first output gear 81 → the differential gear 9;

and (2) second: the second input shaft 2 → the second gear drive gear 52 → the second gear position gear 62 → the first bidirectional synchronizer 71 → the first output shaft 3 → the first output gear 81 → the differential gear 9;

and (3) third gear: the first input shaft 1 → the fifth seven-gear drive gear 51 → the seven-gear 64 → the second transitional synchronizer 76 → the fourth gear 65 → the fourth gear drive gear 53 → the second input shaft 2 → the sixth eight-gear drive gear 54 → the sixth gear 63 → the first bidirectional synchronizer 71 → the first output shaft 3 → the first output gear 81 → the differential gear 9;

fourth gear: the second input shaft 2 → the fourth-gear drive gear 53 → the fourth-gear 65 → the second bidirectional synchronizer 74 → the second output shaft 4 → the second output gear 82 → the differential gear 9;

fifthly, gear shifting: the first input shaft 1 → the fifth seven-speed drive gear 51 → the fifth-speed gear 61 → the fifth-speed synchronizer 72 → the first output shaft 3 → the first output gear 81 → the differential gear 9;

and sixth gear: the second input shaft 2 → the sixth eight-speed drive gear 54 → the sixth-speed gear 63 → the first two-way synchronizer 71 → the first output shaft 3 → the first output gear 81 → the differential gear 9;

seventh gear: the first input shaft 1 → the fifth-seventh-gear drive gear 51 → the seventh-gear 64 → the seventh-gear synchronizer 75 → the second output shaft 4 → the second output gear 82 → the differential gear 9;

eighth gear: second input shaft 2 → sixth and eighth-gear driving gear 54 → eight-gear 66 → second bidirectional synchronizer 74 → second output shaft 4 → second output gear 82 → differential gear 9;

nine gears: the first input shaft 1 → the fifth seven-speed drive gear 51 → the fifth-speed gear 61 → the first transitional synchronizer 73 → the second speed gear 62 → the second speed drive gear 52 → the second input shaft 2 → the sixth eight-speed drive gear 54 → the sixth speed gear 63 → the first bidirectional synchronizer 71 → the first output shaft 3 → the first output gear 81 → the differential gear 9;

ten gears: the second input shaft 2 → the second-gear drive gear 52 → the second-gear position gear 62 (first transitional synchronizer 73) → the fifth-gear 61 → the fifth-seventh-gear drive gear 51 → the seventh-gear 64 → the seventh-gear synchronizer 75 → the second output shaft 4 → the second output gear 82 → the differential gear 9;

eleven gear: the first input shaft 1 → the fifth seven-speed drive gear 51 → the fifth-speed gear 61 → the first transitional synchronizer 73 → the second speed gear 62 → the second speed drive gear 52 → the second input shaft 2 → the sixth eight-speed drive gear 54 → the eight-speed gear 66 → the second bidirectional synchronizer 74 → the second output shaft 4 → the second output gear 82 → the differential gear 9;

reversing gear: the first input shaft 1 → the seven-speed drive gear 51 → the seven-speed gear 64 → the second combined ring gear 641 → the first combined ring gear 611 → the five-speed gear 61 → the five-speed synchronizer 72 → the first output shaft 3 → the first output gear 81 → the differential gear 9; or: the first input shaft 1 → the fifth-seventh-speed drive gear 51 → the fifth-gear 61 → the first incorporated ring gear 611 → the second incorporated ring gear 641 → the seventh-gear 64 → the seventh-speed synchronizer 75 → the second output shaft 4 → the second output gear 82 → the differential gear 9.

Based on the same inventive concept, the embodiment of the present application further provides a vehicle, which includes the above multi-gear transmission, and has the same beneficial effects as the above multi-gear transmission, and the details are not repeated herein.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not intended to limit the present invention, and any modifications, equivalents, improvements, etc. made within the spirit and principles of the present invention should be included within the scope of the present invention.

Claims

1. A multi-speed transmission, comprising:

a first input shaft (1) for connection with a first output of a power source;

a second input shaft (2) for connection with a second output of the power source;

a fifth gear set is connected between the first output shaft (3) and the first input shaft (1) in a transmission way, a second gear set and a sixth gear set are connected between the first output shaft and the second input shaft (2) in a transmission way, a first bidirectional synchronizer (71) which is in transmission connection with the two-gear set or the six-gear set and a fifth-gear synchronizer (72) which is in transmission connection with the five-gear set are arranged on the first output shaft (3), and a first transition synchronizer (73) which is in transmission connection with the five-gear set and the two-gear set is sleeved in an empty way;

a seven-gear set is connected between the second output shaft (4) and the first input shaft (1) in a transmission way, a four-gear set and an eight-gear set are connected between the second output shaft (2) in a transmission way, the second output shaft (4) is provided with a second bidirectional synchronizer (74) which is in transmission connection with the four-gear set or the eight-gear set, a seven-gear synchronizer (75) which is in transmission connection with the seven-gear set, and a second transition synchronizer (76) which is in transmission connection with the seven-gear set and the four-gear set is sleeved in an empty manner.

2. The multi-speed transmission according to claim 1, characterized in that a five-seven speed driving gear (51) is sleeved on the first input shaft (1), and a two-speed driving gear (52), a four-speed driving gear (53) and a six-eight speed driving gear (54) are sleeved on the second input shaft (2); a five-gear (61), a two-gear (62) and a six-gear (63) are sleeved on the first output shaft (3), and a seven-gear (64), a four-gear (65) and an eight-gear (66) are sleeved on the second output shaft (4) in an empty manner.

3. Multi-speed transmission according to claim 2, wherein a first, conjugated ring gear (611) is coaxially connected to said fifth gear wheel (61), a second, conjugated ring gear (641) is coaxially connected to said seventh gear wheel, said first conjugated ring gear (611) being in driving connection with said second conjugated ring gear (641).

4. Multi-gear transmission according to claim 2, characterized in that said first transitional synchronizer (73) and said second transitional synchronizer (76) are identical, said first transitional synchronizer (73) comprising two first transitional coupling teeth (731) coaxially connected to said fifth gear wheel (61) and said second gear wheel (62), respectively, and a sleeve drivingly connecting said two first transitional coupling teeth (731) through a synchronizer ring.

5. The multi-speed transmission according to claim 2, wherein the fifth-speed synchronizer (72) and the seventh-speed synchronizer (75) are identical, wherein the fifth-speed synchronizer (72) comprises a fifth-speed coupling tooth (721) coaxially connected to the fifth-speed gear (61), a first single-sided hub (722) provided on the first output shaft (3), and a sleeve drivingly connecting the first single-sided hub (722) and the fifth-speed coupling tooth (721) through a synchronizer ring.

6. The multi-range transmission of claim 2, wherein the first bidirectional synchronizer (71) includes a sixth-gear synchronizer (711) drivingly connected with the sixth-gear (63), and a second-gear synchronizer (712) drivingly connected with the second-gear (62), wherein the sixth-gear synchronizer (711) and the second-gear synchronizer (712) share a first double-toothed hub (713);

the second bidirectional synchronizer (74) comprises an eight-gear synchronizer (741) in driving connection with the eight-gear (66) and a four-gear synchronizer (742) in driving connection with the four-gear (65), wherein the eight-gear synchronizer (741) and the four-gear synchronizer (742) share a second double-sided hub (743).

7. Multi-speed transmission according to claim 1, characterized in that the second input shaft (2) is a hollow shaft coaxially hollow on the first input shaft (1).

8. The multi-gear transmission according to claim 1, characterized in that a first output gear (81) for the drive connection of the differential gear (9) is coupled to the first output shaft (3) and a second output gear (82) for the drive connection of the differential gear (9) is coupled to the second output shaft (4).

9. Multi-speed transmission according to any of claims 1 to 8, characterized in that a double clutch (12) is provided on the first input shaft (1), a first clutch end (121) of the double clutch (12) being connected to the first input shaft (1) and a second clutch end (122) being connected to the second input shaft (2); the first input shaft (1) is used for directly connecting a motor shaft (101) and is also used for connecting an engine shaft (102) through a single clutch (11).

10. Vehicle, characterized in that it comprises a multi-speed transmission according to any of claims 1 to 9.