WO2023124763A1 - 多挡双离合变速器 - Google Patents

多挡双离合变速器 Download PDF

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Publication number
WO2023124763A1
WO2023124763A1 PCT/CN2022/136099 CN2022136099W WO2023124763A1 WO 2023124763 A1 WO2023124763 A1 WO 2023124763A1 CN 2022136099 W CN2022136099 W CN 2022136099W WO 2023124763 A1 WO2023124763 A1 WO 2023124763A1
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WIPO (PCT)
Prior art keywords
gear
speed
reverse
shaft
output shaft
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PCT/CN2022/136099
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English (en)
French (fr)
Inventor
柯志宏
梅相楠
赵雪松
李玉芳
包轩铭
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中国第一汽车股份有限公司
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Application filed by 中国第一汽车股份有限公司 filed Critical 中国第一汽车股份有限公司
Publication of WO2023124763A1 publication Critical patent/WO2023124763A1/zh

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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
    • F16H3/02—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

Definitions

  • the present application relates to the technical field of automobiles, for example, to a multi-speed dual-clutch transmission.
  • the driven gear of one gear is generally used as the reverse gear idler to form the reverse gear;
  • the reverse gear speed that can be matched by the reverse gear transmission structure is relatively small. In the extreme working conditions of reverse gear, such as a 30% slope, reverse gear will go uphill, reverse gear parked on a slope, and reverse gear will slip and go up again. Slope and other functions cannot be realized.
  • the present application provides a multi-speed dual-clutch transmission, which can form a relatively large reverse gear speed and improve the dynamic performance of the whole vehicle under the reverse gear working condition.
  • One embodiment provides a multi-speed dual-clutch transmission, comprising: a first input shaft, to which a first clutch is connected; a second input shaft, to which the first input shaft is coaxially nested in the In the second input shaft, the second clutch is connected to the second input shaft; the first output shaft is arranged in parallel with the second input shaft; the second output shaft is arranged in parallel with the second input shaft Setting; the third-speed gear set is set to transmit power to the second output shaft through the first input shaft to form a third-speed transmission ratio; the fourth-speed gear set is set to transmit power through the second input shaft to the second output shaft to form a fourth gear ratio; and the second reverse gear set includes a second reverse driving gear, a second driven driven gear, a reverse idler gear and a reverse driven gear, the second reverse The first-speed driving gear is coaxially fixed on the second input shaft, and the second-speed driven gear is idly sleeved on the second output shaft, and the second-speed driven gear is selectively arranged with the
  • Fig. 1 is a schematic diagram of a multi-speed dual-clutch transmission provided by an embodiment of the present application.
  • connection should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection. Connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediary, and it can be the internal communication of two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in this application in specific situations.
  • this embodiment provides a multi-speed dual-clutch transmission, which can form a reverse gear ratio through a multiplexed gear set, and the reverse gear ratio formed through a multiplexed gear set is larger, capable of Improve the power performance of the vehicle under reverse gear conditions (such as reverse gear climbing ability).
  • 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 gear set, a fourth gear set and a second reverse gear Group.
  • the first input shaft 3 is connected with the first clutch 1, and the first input shaft 3 is connected with the power source through the first clutch 1; the first input shaft 3 is coaxially nested in the second input shaft 4, and the second input A second clutch 2 is connected to the shaft 4 , and the second input shaft 4 is connected to the power source through the second clutch 2 . That is, the first clutch 1 and the second clutch 2 are coaxially arranged to form a double clutch.
  • the first output shaft 25 is arranged parallel to and spaced from the second input shaft 4 ; the second output shaft 7 is arranged parallel to and spaced from the second input shaft 4 .
  • the third gear set can transmit power to the second output shaft 7 via the first input shaft 3 to form a third gear ratio.
  • the fourth-speed gear set can transmit power to the second output shaft 7 via the second input shaft 4 to form a fourth-speed transmission ratio.
  • the second reverse gear set includes a second reverse driving gear 5, a second gear driven gear 10, a reverse idler gear 6 and a reverse driven gear 23, and the second reverse driving gear 5 is coaxially fixed on the second input shaft 4
  • the second gear driven gear 10 is idly sleeved on the second output shaft 7, the second gear driven gear 10 can be selectively engaged or separated from the second output shaft 7, the reverse idler gear 6 and the second gear driven gear 10
  • the reverse gear driven gear 23 is idly sleeved on the first output shaft 25, the reverse gear driven gear 23 can be selectively engaged or separated from the first output shaft 25, and the second reverse gear driving gear 5 can be Engaged with the second gear driven gear 10, the reverse idler gear 6 can be engaged with the reverse driven gear 23 to form the second reverse gear ratio.
  • the third gear set, the fourth gear set and the second reverse gear set can transmit power in sequence to form the first reverse gear ratio.
  • the first concentric shaft 26 is sleeved on the second output shaft 7, and the second gear driven gear 10 and the reverse idler gear 6 are coaxially fixed on the first concentric shaft 26.
  • the first concentric shaft 26 can be selected It is permanently engaged with or disengaged from the second output shaft 7 .
  • the second output shaft 7 is covered with a second concentric shaft 27 and a third concentric shaft 28, the second concentric shaft 27 can be selectively engaged or separated from the second output shaft 7, and the second concentric shaft 27 can be It is selectively engaged or disengaged from the third concentric shaft 28 .
  • the third-speed gear set includes the third-speed driving gear 15 and the third-speed driven gear 12, the third-speed driving gear 15 is coaxially fixed on the first input shaft 3, and the third-speed driven gear 12 is coaxially fixed on the second concentric shaft 27.
  • the fourth-speed gear set includes the fourth-speed and sixth-speed driving gear 20 and the fourth-speed driven gear 11.
  • the fourth-speed and sixth-speed driving gear 20 are coaxially fixed on the second input shaft 4, and the fourth-speed driven gear 11 is coaxially fixed on the third gear.
  • the third gear driven gear 12 and the fourth gear driven gear 11 can rotate coaxially and transmit power to the second reverse gear set, forming the first reverse gear ratio .
  • the second concentric shaft 27 is engaged with the third concentric shaft 28 through a first synchronizer 29 .
  • the first synchronizer 29 is coaxially fixed on the second concentric shaft 27 .
  • the first synchronizer 29 can selectively engage or disengage from the third concentric shaft 28 , so as to realize the engagement or disengagement of the second concentric shaft 27 and the third concentric shaft 28 .
  • the multi-speed dual-clutch transmission further includes a second-speed gear set, which can transmit power to the second output shaft 7 via the second input shaft 4 to form a second-speed transmission ratio.
  • the third-speed gear set, the fourth-speed gear set and the second-speed gear set can sequentially transmit power to form a first-speed transmission ratio.
  • the first synchronizer 29 can make the third-speed driven gear 12 and the fourth-speed driven gear 11 have no relative rotation connection, and the power is sequentially transmitted through the third-speed gear set, the fourth-speed gear set and the second-speed gear set.
  • First gear ratio can be made by the third-speed gear set, the fourth-speed gear set and the second-speed gear set.
  • the second gear set includes the second reverse driving gear 5 and the second driven driven gear 10 .
  • the driving gear 5 of the second reverse gear can be meshed with the driven gear 10 of the second gear, and the power is transmitted to the second output shaft 7 via the second input shaft 4, thereby forming a second gear transmission ratio.
  • the third gear driven gear 12 and the fourth gear driven gear 11 can coaxially rotate and transmit power to the fourth and sixth gears driving gear 20, the fourth and sixth gears driving gear 20 drives the second input shaft 4 to rotate, the second reverse gear driving gear 5 and The second gear driven gear 10 meshes and transmits the power to the second output shaft 7 to form the first gear ratio.
  • the multi-speed dual-clutch transmission further includes a seven-speed gear set, which can transmit power to the second output shaft 7 via the first input shaft 3 to form a seven-speed transmission ratio.
  • the third gear set, the fourth gear set and the seventh gear set can sequentially transmit power to form an eighth gear ratio.
  • the first synchronizer 29 can make the third-speed driven gear 12 and the fourth-speed driven gear 11 non-rotatably connected, and sequentially transmit power through the third-speed gear set, the fourth-speed gear set and the seventh-speed gear set An eighth gear ratio is formed.
  • the seventh-speed gear set includes a seventh-speed driving gear 17 and a seventh-speed driven gear 13.
  • the seventh-speed driving gear 17 is coaxially fixed on the first input shaft 3, and the seventh-speed driven gear 13 is idly sleeved on the first input shaft 3.
  • the seventh-speed driven gear 13 can be selectively engaged with or separated from the second output shaft 7 .
  • the seventh-speed driving gear 17 and the seventh-speed driven gear 13 can be meshed for transmission, and transmit power to the second output shaft 7 via the first input shaft 3 to form a seven-speed transmission ratio.
  • the third gear driven gear 12 and the fourth gear driven gear 11 can rotate coaxially and transmit power to the third gear driving gear 15.
  • the third gear driving gear 15 drives the first input shaft 3 to rotate, and the first input shaft 3 drives the seventh gear driving gear.
  • the driving gear 17 of seventh gear and the driven gear 13 of seventh gear are meshed for transmission and the power is transmitted to the second output shaft 7 to form an eighth gear transmission ratio.
  • the multi-speed dual-clutch transmission also includes a fifth-speed gear set.
  • the fifth-speed gear set includes a fifth-speed driving gear 14 and a fifth-speed driven gear 21.
  • the fifth-speed driving gear 14 is coaxially fixed on the first input shaft 3, and the fifth-speed driven gear 21 is idly sleeved on the first input shaft 3.
  • the first output shaft 25 and the fifth-speed driven gear 21 can be selectively engaged with or disengaged from the first output shaft 25 .
  • the fifth-speed driving gear 14 and the fifth-speed driven gear 21 are meshed for transmission, and the power is transmitted from the first input shaft 3 to the first output shaft 25 to form a fifth-speed transmission ratio.
  • the multi-speed dual-clutch transmission also includes a six-speed gear set.
  • the six-speed gear set includes the fourth and sixth-speed driving gears 20 and the sixth-speed driven gear 22.
  • the sixth-speed driven gear 22 is idly sleeved on the first output shaft 25, and the sixth-speed driven gear 22 can be selectively connected to the first output shaft 25.
  • the driving gear 20 of fourth and sixth gears and the driven gear 22 of sixth gears can be meshed for transmission, and transmit power to the first output shaft 25 via the second input shaft 4 to form a transmission ratio of sixth gears.
  • the multi-speed dual-clutch transmission also includes a nine-speed gear set.
  • the ninth-speed gear set includes the ninth-speed driving gear 16 and the ninth-speed driven gear 19, the ninth-speed driving gear 16 is coaxially fixed on the first input shaft 3, and the ninth-speed driven gear 19 is idly sleeved on the first input shaft 3.
  • the first output shaft 25 and the ninth-speed driven gear 19 can be selectively engaged or disengaged from the first output shaft 25 .
  • the ninth-speed driving gear 16 and the ninth-speed driven gear 19 can be meshed for transmission and transmit power to the first output shaft 25 via the first input shaft 3 , thereby forming a ninth-speed transmission ratio.
  • the synchronizing device is configured to control the separation and engagement of the idle driven gear and the shaft or gear where it is located.
  • the synchronization device is a synchronizer.
  • the sixth reverse gear synchronizer is coaxially fixed on the first output shaft 25, and is configured to control the separation and engagement of the sixth gear driven gear 22 and the reverse gear driven gear 23 from the first output shaft 25; In one embodiment, the side A and the side B of the sixth-speed reverse synchronizer are respectively configured to control the separation and engagement of the sixth-speed driven gear 22 and the reverse driven gear 23 from the first output shaft 25 .
  • the fifth and ninth gear synchronizers are fixed coaxially on the first output shaft 25, and are configured to control the separation and engagement of the fifth gear driven gear 21 and the ninth gear driven gear 19 from the first output shaft 25; in one embodiment, The D side and the C side of the fifth and ninth gear synchronizers are respectively configured to control the separation and engagement of the fifth gear driven gear 21 and the ninth gear driven gear 19 from the first output shaft 25 .
  • the second and fourth gear synchronizers are set to control the separation and engagement of the second gear driven gear 10 and the fourth gear driven gear 11 from the second output shaft 7; in one embodiment, the F side and the E side of the second and fourth gear synchronizers are respectively provided In order to control the separation and engagement of the second gear driven gear 10 and the fourth gear driven gear 11 with the second output shaft 7 .
  • the third and seventh gear synchronizers are coaxially fixed on the second output shaft 7, and are configured to control the separation and engagement of the third gear driven gear 12 and the seventh gear driven gear 13 from the second output shaft 7; in one embodiment, The H side and the G side of the 3rd and 7th gear synchronizers are respectively configured to control the separation and engagement of the third gear driven gear 12 and the seventh gear driven gear 13 from the second output shaft 7 .
  • the first synchronizer 29 is configured to control the separation and engagement of the fourth gear driven gear 11 and the third gear driven gear 12; in one embodiment, the I side of the first synchronizer 29 is configured to control the fourth gear driven gear 11 and the third gear. Disengagement and engagement of the third gear driven gear 12.
  • a parking gear 18 is fixed coaxially on the first output shaft 25, and the parking gear 18 is configured to lock the power transmission of the transmission.
  • the multi-speed dual-clutch transmission also includes a differential device 9, the differential device 9 is provided with a final reduction driven gear 30, and the first output shaft 25 is coaxially fixed with a first output gear 24, The final reduction driven gear 30 can mesh with the first output gear 24 to form a first final reduction ratio.
  • a second output gear 8 is coaxially fixed on the second output shaft 7 , and the final reduction driven gear 30 can mesh with the second output gear 8 to form a second final reduction ratio.
  • the transmission routes of the first gear to the ninth gear and the first and second reverse gears are respectively as follows:
  • First gear transmission route first clutch 1 ⁇ first input shaft 3 ⁇ third gear driving gear 15 ⁇ third gear driven gear 12 ⁇ first synchronizer 29I side ⁇ fourth gear driven gear 11 ⁇ fourth and sixth gear driving gear 20 ⁇ Second input shaft 4 ⁇ second reverse driving gear 5 ⁇ second gear driven gear 10 ⁇ second gear synchronizer F side ⁇ second output shaft 7 ⁇ second output gear 8 ⁇ differential device 9.
  • Second gear transmission route second clutch 2 ⁇ second input shaft 4 ⁇ second reverse gear driving gear 5 ⁇ second gear driven gear 10 ⁇ second gear synchronizer F side ⁇ second output shaft 7 ⁇ second output gear 8 ⁇ differential Speed device 9.
  • first clutch 1 first input shaft 3 ⁇ seventh-speed driving gear 17 ⁇ seventh-speed driven gear 13 ⁇ seventh-speed synchronizer G ⁇ second output shaft 7 ⁇ second output gear 8 ⁇ differential device9.
  • first clutch 1 first input shaft 3 ⁇ ninth-speed driving gear 16 ⁇ ninth-speed driven gear 19 ⁇ ninth-speed synchronizer C side ⁇ first output shaft 25 ⁇ first output gear 24 ⁇ differential Device device 9.
  • First reverse gear transmission route first clutch 1 ⁇ first input shaft 3 ⁇ third gear driving gear 15 ⁇ third gear driven gear 12 ⁇ first synchronizer 29I side ⁇ fourth gear driven gear 11 ⁇ fourth and sixth gear driving gears 20 ⁇ second input shaft 4 ⁇ second reverse driving gear 5 ⁇ second driven gear 10 ⁇ reverse idler 6 ⁇ reverse driven gear 23 ⁇ sixth reverse synchronizer B side ⁇ first output shaft 25 ⁇ second An output gear 24 ⁇ differential device 9.
  • Second reverse gear transmission route second clutch 2 ⁇ second input shaft 4 ⁇ second reverse gear driving gear 5 ⁇ second gear driven gear 10 ⁇ reverse gear idler 6 ⁇ reverse driven gear 23 ⁇ sixth reverse gear synchronizer B side ⁇ first output shaft 25 ⁇ first output gear 24 ⁇ differential device 9.
  • the arrangement of nine forward gears and two reverse gears can be realized without increasing the axial length.
  • the reverse gear speed ratio formed by the multiplexing gear set is larger.
  • the second concentric shaft 27 is engaged with the third concentric shaft 28 through a first synchronizer 29 .
  • the first synchronizer 29 is coaxially fixed on the second concentric shaft 27 .
  • the first synchronizer 29 can selectively engage or disengage from the third concentric shaft 28 , so as to realize the engagement or disengagement of the second concentric shaft 27 and the third concentric shaft 28 .
  • the first gear ratio is realized through the third gear set, the fourth gear set, and the second gear set by using the first synchronizer 29; through the third gear set, the fourth gear set, and the seventh gear set.
  • the transmission ratio of the eighth gear is realized;
  • the transmission ratio of the first reverse gear is realized through the gear set of the third gear, the gear set of the fourth gear and the gear set of the second reverse gear.
  • the multi-speed dual-clutch transmission is equipped with two reverse gear ratios, which are respectively the first reverse gear ratio through which power is transmitted through the first clutch 1 and the second reverse gear ratio through which power is transmitted through the second clutch 2 .
  • the arrangement of the reverse gear is compact, eliminating the need for an additional idler shaft for the reverse gear in a dual-clutch transmission, and the solid connection between the idler gear 6 and the driven gear 10 for the second gear solves the problem of the slave gear for the second gear due to space constraints.
  • the problem that the driven gear cannot be directly used as a reverse gear idler; and the first synchronizer 29 between the third gear driven gear 12 and the fourth gear driven gear 11 is used to realize the second reverse gear through the second reverse gear set.
  • Reasonable tooth number matching can obtain the transmission ratio of the first reverse gear which is larger than the transmission ratio of the second reverse gear, which makes the whole vehicle have better power when using the first reverse gear under the same input torque; on the other hand .
  • clutch slippage such as reverse parking
  • long-term slippage may lead to overheating or even ablation of the clutch.
  • the multi-speed dual-clutch transmission provided in this embodiment can be combined with a hybrid module to form a hybrid transmission.
  • a driving motor fixedly connected to or disconnectable from the dual-clutch is added to form a hybrid transmission with a P2 structure.
  • a driving motor fixedly connected or disconnectable to one of the output shafts or driven gears can also be added to form a P2.5 hybrid transmission.

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  • General Engineering & Computer Science (AREA)
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Abstract

一种多挡双离合变速器，包括：第一输入轴；第二输入轴；第一输出轴；第二输出轴；三挡齿轮组；四挡齿轮组；第二倒挡齿轮组，包括二倒挡主动齿轮、二挡从动齿轮、倒挡惰轮和倒挡从动齿轮，二倒挡主动齿轮设于第二输入轴上，二挡从动齿轮空套于所述第二输出轴上，倒挡惰轮与二挡从动齿轮同轴固设，倒挡从动齿轮空套于第一输出轴上，二倒挡主动齿轮设置为与二挡从动齿轮啮合传动，倒挡惰轮设置为与倒挡从动齿轮啮合传动，形成第二倒挡传动比；其中，三挡齿轮组、四挡齿轮组和第二倒挡齿轮组能够依次传递动力，形成第一倒挡传动比。

Description

多挡双离合变速器
本申请要求申请日为2021年12月31日、申请号为202111657315.X的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及汽车技术领域，例如涉及一种多挡双离合变速器。
背景技术
双离合变速器基于换挡快、动力无中断、油耗低和舒适性优良的特性，越来越受到市场的欢迎。
在相关技术中的双离合变速器中，一般利用一个挡位的从动齿轮作为倒挡惰轮，形成倒挡；但是采用相关技术中的双离合变速器的倒挡传动结构，在一定的中心距范围内，该倒挡传动结构能够匹配出的倒挡速比较小，在倒挡的极限工况，如30％坡路下，会出现倒挡上坡、倒挡驻坡、倒挡溜车再上坡等功能无法实现的情况。
发明内容
本申请提供了一种多挡双离合变速器，能够形成比较大的倒挡速，提高倒挡工况下整车动力性。
一实施例提供了一种多挡双离合变速器，包括：第一输入轴，所述第一输入轴上连接有第一离合器；第二输入轴，所述第一输入轴同轴嵌套于所述第二输入轴内，所述第二输入轴上连接有第二离合器；第一输出轴，与所述第二输入轴平行间隔设置；第二输出轴，与所述第二输入轴平行间隔设置；三挡齿轮组，设置为将动力经由所述第一输入轴传递至所述第二输出轴，形成三挡传动比；四挡齿轮组，设置为将动力经由所述第二输入轴传递至所述第二输出轴，形成四挡传动比；及第二倒挡齿轮组，包括二倒挡主动齿轮、二挡从动齿轮、倒挡惰轮和倒挡从动齿轮，所述二倒挡主动齿轮同轴固设于所述第二输入轴上，所述二挡从动齿轮空套于所述第二输出轴上，所述二挡从动齿轮设置为选择性地与所述第二输出轴接合或者分离，所述倒挡惰轮与所述二挡从动齿轮同轴固设，所述倒挡从动齿轮空套于所述第一输出轴上，所述倒挡从动齿轮设置为选 择性地与所述第一输出轴接合或者分离，所述二倒挡主动齿轮设置为与所述二挡从动齿轮啮合传动，所述倒挡惰轮设置为与所述倒挡从动齿轮啮合传动，形成第二倒挡传动比；其中，所述三挡齿轮组、所述四挡齿轮组和所述第二倒挡齿轮组能够依次传递动力，形成第一倒挡传动比。
附图说明
图1是本申请一实施例提供的多挡双离合变速器的原理图。
图中：
1-第一离合器；2-第二离合器；3-第一输入轴；4-第二输入轴；5-二倒挡主动齿轮；6-倒挡惰轮；7-第二输出轴；8-第二输出齿轮；9-差速器装置；10-二挡从动齿轮；11-四挡从动齿轮；12-三挡从动齿轮；13-七挡从动齿轮；14-五挡主动齿轮；15-三挡主动齿轮；16-九挡主动齿轮；17-七挡主动齿轮；18-驻车齿轮；19-九挡从动齿轮；20-四六挡主动齿轮；21-五挡从动齿轮；22-六挡从动齿轮；23-倒挡从动齿轮；24-第一输出齿轮；25-第一输出轴；26-第一同心轴；27-第二同心轴；28-第三同心轴；29-第一同步器；30、主减速从动齿轮。
具体实施方式
在本申请的描述中，需要说明的是，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”、仅用于描述目的，而不能理解为指示或暗示相对重要性。其中，术语“第一位置”和“第二位置”为两个不同的位置。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
参见图1，本实施例提供一种多挡双离合变速器，该多挡双离合变速器能 够通过复用齿轮组形成倒挡速比，且通过复用齿轮组形成的倒挡速比更大，能够提高倒挡工况下整车动力性(比如倒挡爬坡能力)。
本实施例中，多挡双离合变速器包括第一输入轴3、第二输入轴4、第一输出轴25、第二输出轴7、三挡齿轮组、四挡齿轮组和第二倒挡齿轮组。
其中，第一输入轴3上连接有第一离合器1，第一输入轴3通过第一离合器1与动力源连接；第一输入轴3同轴嵌套于第二输入轴4内，第二输入轴4上连接有第二离合器2，第二输入轴4通过第二离合器2与动力源连接。也即第一离合器1和第二离合器2同轴布置，构成双离合器。
第一输出轴25与第二输入轴4平行间隔设置；第二输出轴7与第二输入轴4平行间隔设置。
三挡齿轮组能够将动力经由第一输入轴3传递至第二输出轴7，形成三挡传动比。
四挡齿轮组能够将动力经由第二输入轴4传递至第二输出轴7，形成四挡传动比。
第二倒挡齿轮组包括二倒挡主动齿轮5、二挡从动齿轮10、倒挡惰轮6和倒挡从动齿轮23，二倒挡主动齿轮5同轴固设于第二输入轴4上，二挡从动齿轮10空套于第二输出轴7上，二挡从动齿轮10能够选择性地与第二输出轴7接合或者分离，倒挡惰轮6与二挡从动齿轮10固定设置于同轴上，倒挡从动齿轮23空套于第一输出轴25上，倒挡从动齿轮23能够选择性地与第一输出轴25接合或者分离，二倒挡主动齿轮5能够与二挡从动齿轮10啮合传动，倒挡惰轮6能够与倒挡从动齿轮23啮合传动，形成第二倒挡传动比。
三挡齿轮组、四挡齿轮组和第二倒挡齿轮组能够依次传递动力，形成第一倒挡传动比。
本实施例中，第二输出轴7上空套有第一同心轴26，二挡从动齿轮10和倒挡惰轮6同轴固设于第一同心轴26上，第一同心轴26能够选择性地与第二输出轴7接合或者分离。
本实施例中，第二输出轴7上空套有第二同心轴27和第三同心轴28，第二同心轴27能够选择性地与第二输出轴7接合或者分离，第二同心轴27能够选择性地与第三同心轴28接合或者分离。
三挡齿轮组包括三挡主动齿轮15和三挡从动齿轮12，三挡主动齿轮15同轴固设于第一输入轴3上，三挡从动齿轮12同轴固设于第二同心轴27。
四挡齿轮组包括四六挡主动齿轮20和四挡从动齿轮11，四六挡主动齿轮20同轴固设于第二输入轴4上，四挡从动齿轮11同轴固设于第三同心轴28上。
第二同心轴27与第三同心轴28接合时，三挡从动齿轮12和四挡从动齿轮11能够同轴转动并将动力传递给第二倒挡齿轮组，形成第一倒挡传动比。
本实施例中，第二同心轴27与第三同心轴28通过第一同步器29接合。在一实施例中，第一同步器29同轴固设于第二同心轴27上。第一同步器29能够选择性地与第三同心轴28接合或者分离，从而实现第二同心轴27与第三同心轴28的接合或者分离。
本实施例中，多挡双离合变速器还包括二挡齿轮组，二挡齿轮组能够将动力经由第二输入轴4传递至第二输出轴7，形成二挡传动比。
本实施例中，三挡齿轮组、四挡齿轮组和二挡齿轮组能够依次传递动力形成一挡传动比。本实施例中，第一同步器29能够使得三挡从动齿轮12和四挡从动齿轮11无相对转动的连接，通过三挡齿轮组、四挡齿轮组和二挡齿轮组依次传递动力形成一挡传动比。
本实施例中，二挡齿轮组包括二倒挡主动齿轮5和二挡从动齿轮10。二倒挡主动齿轮5能够与二挡从动齿轮10啮合传动，将动力经由第二输入轴4传递至第二输出轴7，从而形成二挡传动比。
三挡从动齿轮12和四挡从动齿轮11能够同轴转动并将动力传递给四六挡主动齿轮20，四六挡主动齿轮20带动第二输入轴4转动，二倒挡主动齿轮5与二挡从动齿轮10啮合并将动力传递给第二输出轴7，形成一挡传动比。
本实施例中，多挡双离合变速器还包括七挡齿轮组，七挡齿轮组能够将动力经由第一输入轴3传递至第二输出轴7，形成七挡传动比。
在一实施例中，三挡齿轮组、四挡齿轮组和七挡齿轮组能够依次传递动力形成八挡传动比。在一实施例中，第一同步器29能够使得三挡从动齿轮12和四挡从动齿轮11无相对转动的连接，通过三挡齿轮组、四挡齿轮组和七挡齿轮组依次传递动力形成八挡传动比。
本实施例中，七挡齿轮组包括七挡主动齿轮17和七挡从动齿轮13，七挡主动齿轮17同轴固设于第一输入轴3上，七挡从动齿轮13空套于第二输出轴7上，七挡从动齿轮13能够选择性地与第二输出轴7接合或者分离。七挡主动齿轮17和七挡从动齿轮13能够啮合传动，并将动力经由第一输入轴3传递至第二输出轴7上，形成七挡传动比。
三挡从动齿轮12和四挡从动齿轮11能够同轴转动并将动力传递给三挡主动齿轮15，三挡主动齿轮15带动第一输入轴3转动，第一输入轴3带动七挡主动齿轮17转动，七挡主动齿轮17与七挡从动齿轮13啮合传动并将动力传递至第二输出轴7，形成八挡传动比。
本实施例中，多挡双离合变速器还包括五挡齿轮组。在一实施例中，五挡齿轮组包括五挡主动齿轮14和五挡从动齿轮21，五挡主动齿轮14同轴固设于第一输入轴3上，五挡从动齿轮21空套于第一输出轴25，五挡从动齿轮21能够选择性地与第一输出轴25接合或者分离。五挡主动齿轮14和五挡从动齿轮21啮合传动，将动力从第一输入轴3传递至第一输出轴25，形成五挡传动比。
本实施例中，多挡双离合变速器还包括六挡齿轮组。六挡齿轮组包括四六挡主动齿轮20和六挡从动齿轮22，六挡从动齿轮22空套于第一输出轴25，六挡从动齿轮22能够选择性地与第一输出轴25接合或者分离。四六挡主动齿轮20和六挡从动齿轮22能够啮合传动，并将动力经由第二输入轴4传递至第一输出轴25，形成六挡传动比。
本实施例中，多挡双离合变速器还包括九挡齿轮组。在一实施例中，九挡齿轮组包括九挡主动齿轮16和九挡从动齿轮19，九挡主动齿轮16同轴固设于第一输入轴3上，九挡从动齿轮19空套于第一输出轴25，九挡从动齿轮19能够选择性地与第一输出轴25接合或者分离。九挡主动齿轮16和九挡从动齿轮19能够啮合传动并将动力经由第一输入轴3传递至第一输出轴25，从而形成九挡传动比。
本实施例中，同步装置设置为控制空套的从动齿轮与所处轴或齿轮的分离与接合。在本实施例中，同步装置为同步器。
在一实施例中，六倒挡同步器同轴固设于第一输出轴25上，设置为控制六挡从动齿轮22和倒挡从动齿轮23与第一输出轴25的分离与接合；在一实施例中，六倒挡同步器A侧和B侧分别设置为控制六挡从动齿轮22和倒挡从动齿轮23与第一输出轴25的分离与接合。
五九挡同步器同轴固设于第一输出轴25上，设置为控制五挡从动齿轮21和九挡从动齿轮19与第一输出轴25的分离与接合；在一实施例中，五九挡同步器D侧和C侧分别设置为控制五挡从动齿轮21和九挡从动齿轮19与第一输出轴25的分离与接合。
二四挡同步器设置为控制二挡从动齿轮10和四挡从动齿轮11与第二输出轴 7的分离与接合；在一实施例中，二四挡同步器F侧和E侧分别设置为控制二挡从动齿轮10和四挡从动齿轮11与第二输出轴7的分离与接合。
三七挡同步器同轴固设于第二输出轴7上，设置为控制三挡从动齿轮12和七挡从动齿轮13与第二输出轴7的分离与接合；在一实施例中，三七挡同步器H侧和G侧分别设置为控制三挡从动齿轮12和七挡从动齿轮13与第二输出轴7的分离与接合。
第一同步器29设置为控制四挡从动齿轮11与三挡从动齿轮12的分离与接合；在一实施例中，第一同步器29的I侧设置为控制四挡从动齿轮11与三挡从动齿轮12的分离与接合。
本实施例中，第一输出轴25上同轴固设有驻车齿轮18，驻车齿轮18设置为锁止变速器的动力传递。
本实施例中，多挡双离合变速器还包括差速器装置9，差速器装置9上设置有主减速从动齿轮30，第一输出轴25上同轴固设有第一输出齿轮24，主减速从动齿轮30能够与第一输出齿轮24啮合传动形成第一主减速比。
第二输出轴7上同轴固设有第二输出齿轮8，主减速从动齿轮30能够与第二输出齿轮8啮合传动形成第二主减速比。
本实施例中，一挡至九挡及第一、第二倒挡的传动路线分别如下：
一挡传动路线：第一离合器1→第一输入轴3→三挡主动齿轮15→三挡从动齿轮12→第一同步器29I侧→四挡从动齿轮11→四六挡主动齿轮20→第二输入轴4→二倒挡主动齿轮5→二挡从动齿轮10→二挡同步器F侧→第二输出轴7→第二输出齿轮8→差速器装置9。
二挡传动路线：第二离合器2→第二输入轴4→二倒挡主动齿轮5→二挡从动齿轮10→二挡同步器F侧→第二输出轴7→第二输出齿轮8→差速器装置9。
三挡传动路线：第一离合器1→第一输入轴3→三挡主动齿轮15→三挡从动齿轮12→三挡同步器H侧→第二输出轴7→第二输出齿轮8→差速器装置9。
四挡传动路线：第二离合器2→第二输入轴4→四六挡主动齿轮20→四挡从动齿轮11→四挡同步器E侧→第二输出轴7→第二输出齿轮8→差速器装置9。
五挡传动路线：第一离合器1→第一输入轴3→五挡主动齿轮14→五挡从动齿轮21→五挡同步器D侧→第一输出轴25→第一输出齿轮24→差速器装置9。
六挡传动路线：第二离合器2→第二输入轴4→四六挡主动齿轮20→六挡从动齿轮22→六挡同步器A侧→第一输出轴25→第一输出齿轮24→差速器装置9。
七挡传动路线：第一离合器1→第一输入轴3→七挡主动齿轮17→七挡从动齿轮13→七挡同步器G→第二输出轴7→第二输出齿轮8→差速器装置9。
八挡传动路线：第二离合器2→第二输入轴4→四六挡主动齿轮20→四挡从动齿轮11→第一同步器29I侧→三挡从动齿轮12→三挡主动齿轮15→第一输入轴3→七挡主动齿轮17→七挡从动齿轮13→七挡同步器G侧→第二输出轴7→第二输出齿轮8→差速器装置9。
九挡传动路线：第一离合器1→第一输入轴3→九挡主动齿轮16→九挡从动齿轮19→九挡同步器C侧→第一输出轴25→第一输出齿轮24→差速器装置9。
第一倒挡传动路线：第一离合器1→第一输入轴3→三挡主动齿轮15→三挡从动齿轮12→第一同步器29I侧→四挡从动齿轮11→四六挡主动齿轮20→第二输入轴4→二倒挡主动齿轮5→二挡从动齿轮10→倒挡惰轮6→倒挡从动齿轮23→六倒挡同步器B侧→第一输出轴25→第一输出齿轮24→差速器装置9。
第二倒挡传动路线：第二离合器2→第二输入轴4→二倒挡主动齿轮5→二挡从动齿轮10→倒挡惰轮6→倒挡从动齿轮23→六倒挡同步器B侧→第一输出轴25→第一输出齿轮24→差速器装置9。
本实施例中，通过设置第一同步器29，利用多挡位齿轮组复用，在不增加轴向长度的情况下，实现九个前进挡和两个倒挡挡位的布置。与相关技术中的倒挡结构相比，通过复用齿轮组形成的倒挡速比更大。
本实施例中，第二同心轴27与第三同心轴28通过第一同步器29接合。在一实施例中，第一同步器29同轴固设于第二同心轴27上。第一同步器29能够选择性地与第三同心轴28接合或者分离，从而实现第二同心轴27与第三同心轴28的接合或者分离。
通过设置双倒挡，能够有效避免倒挡坡路下，极限工况的失效模式。
本实施例中，利用第一同步器29，通过三挡齿轮组、四挡齿轮组、二挡齿轮组实现了一挡传动比；通过三挡齿轮组、四挡齿轮组、七挡齿轮组实现了八挡传动比；通过三挡齿轮组、四挡齿轮组、第二倒挡齿轮组实现了第一倒挡传动比，利用实际物理挡位齿轮组的复用，使得有限布置空间内增加两个虚拟前进挡和一个虚拟倒挡，同时整体构型排布保证了一至九前进挡合理的速比设计匹配。
且本实施例中，多挡双离合变速器具备两个倒挡速比，分别为通过第一离合器1传递动力的第一倒挡传动比和通过第二离合器2传递动力的第二倒挡传动 比。一方面，倒挡布置紧凑，省去了通常双离合变速器额外布置的倒挡惰轮轴，而且利用倒挡惰轮6与二挡从动齿轮10固联的方案解决了由于空间限制，二挡从动齿轮无法直接作为倒挡惰轮使用的问题；而利用三挡从动齿轮12和四挡从动齿轮11之间的第一同步器29，通过第二倒挡齿轮组实现的第二倒挡合理的齿数匹配，能够获得比第二倒挡传动比更大的第一倒挡传动比，这使得整车在相同的输入扭矩下，采用第一倒挡具有更好的动力性；另一方面，在例如倒挡驻坡等离合器滑磨的工况下，受热容量限制，长时间的滑磨可能导致离合器超温甚至烧蚀。针对这种工况，利用本实施例的两个倒挡分别通过两个离合器传递动力的特性，通过双倒挡控制方法，即采用第一离合器1和第二离合器2交替滑磨的控制策略，能够有效降低离合器摩擦片温升，避免超温。
本实施例提供的多挡双离合变速器，可以与混动模块组合，构成混合动力变速器，比如，增加与双离合器固定连接或可断开的驱动电机，构成P2结构的混动变速器。同样的，也可以增加与其中一输出轴或从动齿轮固定连接或可断开的驱动电机，构成P2.5结构的混动变速器。

Claims (13)

  1. 一种多挡双离合变速器，包括：
    第一输入轴(3)，所述第一输入轴(3)上连接有第一离合器(1)；
    第二输入轴(4)，所述第一输入轴(3)同轴嵌套于所述第二输入轴(4)内，所述第二输入轴(4)上连接有第二离合器(2)；
    第一输出轴(25)，与所述第二输入轴(4)平行间隔设置；
    第二输出轴(7)，与所述第二输入轴(4)平行间隔设置；
    三挡齿轮组，设置为将动力经由所述第一输入轴(3)传递至所述第二输出轴(7)，形成三挡传动比；
    四挡齿轮组，设置为将动力经由所述第二输入轴(4)传递至所述第二输出轴(7)，形成四挡传动比；及
    第二倒挡齿轮组，包括二倒挡主动齿轮(5)、二挡从动齿轮(10)、倒挡惰轮(6)和倒挡从动齿轮(23)，所述二倒挡主动齿轮(5)同轴固设于所述第二输入轴(4)上，所述二挡从动齿轮(10)空套于所述第二输出轴(7)上，所述二挡从动齿轮(10)设置为选择性地与所述第二输出轴(7)接合或者分离，所述倒挡惰轮(6)与所述二挡从动齿轮(10)同轴固设，所述倒挡从动齿轮(23)空套于所述第一输出轴(25)上，所述倒挡从动齿轮(23)设置为选择性地与所述第一输出轴(25)接合或者分离，所述二倒挡主动齿轮(5)设置为与所述二挡从动齿轮(10)啮合传动，所述倒挡惰轮(6)设置为与所述倒挡从动齿轮(23)啮合传动，形成第二倒挡传动比；
    其中，所述三挡齿轮组、所述四挡齿轮组和所述第二倒挡齿轮组设置为依次传递动力，形成第一倒挡传动比。
  2. 根据权利要求1所述的多挡双离合变速器，还包括空套于所述第二输出轴(7)的第一同心轴(26)，所述二挡从动齿轮(10)和所述倒挡惰轮(6)同轴固设于所述第一同心轴(26)上，所述第一同心轴(26)设置为选择性地与所述第二输出轴(7)接合或者分离。
  3. 根据权利要求1所述的多挡双离合变速器，还包括空套于所述第二输出轴(7)上的第二同心轴(27)和第三同心轴(28)，所述第二同心轴(27)设置为选择性地与所述第二输出轴(7)接合或者分离，所述第二同心轴(27)设置为选择性地与所述第三同心轴(28)接合或者分离；
    所述三挡齿轮组包括三挡主动齿轮(15)和三挡从动齿轮(12)，所述三挡主动齿轮(15)同轴固设于所述第一输入轴(3)上，所述三挡从动齿轮 (12)同轴固设于所述第二同心轴(27)；
    所述四挡齿轮组包括四六挡主动齿轮(20)和四挡从动齿轮(11)，所述四六挡主动齿轮(20)同轴固设于所述第二输入轴(4)上，所述四挡从动齿轮(11)同轴固设于所述第三同心轴(28)上；
    所述三挡从动齿轮(12)和所述四挡从动齿轮(11)设置为当所述第二同心轴(27)与所述第三同心轴(28)接合时，同轴转动并将动力传递给所述第二倒挡齿轮组，形成所述第一倒挡传动比。
  4. 根据权利要求3所述的多挡双离合变速器，还包括第一同步器(29)，所述第二同心轴(27)与所述第三同心轴(28)通过所述第一同步器(29)接合，所述第一同步器(29)同轴固设于所述第二同心轴(27)上。
  5. 根据权利要求3所述的多挡双离合变速器，其中，所述多挡双离合变速器还包括二挡齿轮组，所述二挡齿轮组设置为将动力经由所述第二输入轴(4)传递至所述第二输出轴(7)，形成二挡传动比。
  6. 根据权利要求5所述的多挡双离合变速器，中，所述三挡齿轮组、所述四挡齿轮组和所述二挡齿轮组设置为依次传递动力形成一挡传动比。
  7. 根据权利要求6所述的多挡双离合变速器，其中，所述二挡齿轮组包括：
    所述二倒挡主动齿轮(5)；
    所述二挡从动齿轮(10)，所述二倒挡主动齿轮(5)设置为与所述二挡从动齿轮(10)啮合传动，将动力经由所述第二输入轴(4)传递至所述第二输出轴(7)，从而形成所述二挡传动比；
    所述三挡从动齿轮(12)和所述四挡从动齿轮(11)设置为同轴转动并将动力传递给所述四六挡主动齿轮(20)，所述四六挡主动齿轮(20)带动所述第二输入轴(4)转动，所述二倒挡主动齿轮(5)与所述二挡从动齿轮(10)啮合并将动力传递给所述第二输出轴(7)，形成所述一挡传动比。
  8. 根据权利要求3所述的多挡双离合变速器，其中，所述多挡双离合变速器还包括七挡齿轮组，所述七挡齿轮组设置为将动力经由所述第一输入轴(3)传递至所述第二输出轴(7)，形成七挡传动比。
  9. 根据权利要求8所述的多挡双离合变速器，其中，所述三挡齿轮组、所述四挡齿轮组和所述七挡齿轮组设置为依次传递动力形成八挡传动比。
  10. 根据权利要求9所述的多挡双离合变速器，其中，所述七挡齿轮组包括：
    七挡主动齿轮(17)，同轴固设于所述第一输入轴(3)上；
    七挡从动齿轮(13)，空套于所述第二输出轴(7)上，所述七挡从动齿轮(13)设置为选择性地与所述第二输出轴(7)接合或者分离，所述七挡主动齿轮(17)设置为与所述七挡从动齿轮(13)啮合传动并将动力经由所述第一输入轴(3)传递至所述第二输出轴(7)，从而形成所述七挡传动比；
    所述三挡从动齿轮(12)和所述四挡从动齿轮(11)设置为同轴转动并将动力传递给所述三挡主动齿轮(15)，所述三挡主动齿轮(15)带动所述第一输入轴(3)转动，所述第一输入轴(3)带动所述七挡主动齿轮(17)转动，所述七挡主动齿轮(17)与所述七挡从动齿轮(13)啮合传动并将动力传递至所述第二输出轴(7)，形成所述八挡传动比。
  11. 根据权利要求1所述的多挡双离合变速器，其中，所述第一输出轴(25)上同轴固设有驻车齿轮(18)。
  12. 根据权利要求1-11任一项所述的多挡双离合变速器，还包括差速器装置(9)，所述差速器装置(9)上设置有主减速从动齿轮(30)，所述第一输出轴(25)上同轴固设有第一输出齿轮(24)，所述主减速从动齿轮(30)设置为与所述第一输出齿轮(24)啮合传动形成第一主减速比。
  13. 根据权利要求12所述的多挡双离合变速器，其中，所述第二输出轴(7)上同轴固设有第二输出齿轮(8)，所述主减速从动齿轮(30)设置为与所述第二输出齿轮(8)啮合传动形成第二主减速比。
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