CN105370814B - More gear double-clutch speed changers and vehicle - Google Patents

Abstract

The invention provides a multi-speed dual-clutch transmission and a vehicle. The multi-speed dual-clutch transmission includes an outer input shaft and an inner input shaft. The outer input shaft is fixed with a seventh-speed driving gear, a ninth-speed driving gear and a third-speed driving gear. The input shaft is fixed with fourth-speed driving gear, sixth-speed driving gear, tenth-speed driving gear and second-speed driving gear; the first outer output shaft and the first inner output shaft, and the first inner output shaft is provided with a seventh-speed driven gear. , the first outer output shaft has a sixth-speed driven gear and a second-speed driven gear; the second outer output shaft and the second inner output shaft have a ninth-speed driven gear on the second inner output shaft, and the second outer output shaft has a ninth-speed driven gear. The output shaft is equipped with third-speed driven gear, fourth-speed driven gear and tenth-speed driven gear; the synchronization device is used to control all driven gears and their shafts, the first outer output shaft, the first inner output shaft and the second Combination and separation of two outer output shafts and second inner output shafts. The multi-speed dual-clutch transmission reduces the reaction time for shifting gears.

Description

Multi-speed dual-clutch transmission and vehicle

technical field

The invention belongs to the technical field of vehicle transmissions, in particular to a multi-speed dual-clutch transmission and a vehicle.

Background technique

The dual-clutch automatic transmission integrates two gearboxes and two clutches in one transmission housing, and two inner and outer input shafts that are rotatably nested together are respectively connected with one of the clutches, and the two input shafts transmit two transmissions respectively. The power of each gearbox speed group completes the shift program by automatically switching between the two clutches, so the continuity of power during the shift process can be realized, that is, the power is not interrupted during the shift process, which overcomes the AMT shift Disadvantages of impact: During the shifting process of the vehicle, the power of the engine can always be transmitted to the wheels, and the shifting is fast and smooth, which not only ensures the acceleration of the vehicle, but also reduces the sharp deceleration caused by the shifting of the vehicle. Greatly improved the comfort of vehicle operation. However, since the conventional dual-clutch automatic transmission mostly adopts dual output shafts or single output shafts and adopts a shared driving gear or a linearly arranged gear set, its axial dimension is relatively long, so for front transverse engines, front-wheel drives, etc. For small vehicles, especially small cars, due to the limited installation space, the above-mentioned transmission is more difficult to adopt, and because of its fewer shifting gears, it is difficult for the engine to work in the optimal working area, thus affecting the power of the vehicle. and economical adverse effects.

The Chinese patent application with the publication number CN103711845A discloses a multi-speed dual-clutch transmission, which includes: an outer input shaft and an inner input shaft nested together, the inner input shaft is connected to a power source through a first clutch, and the The outer input shaft is connected to the power source through the second clutch, and the outer input shaft and the inner input shaft are each provided with at least one driving gear; the first outer output shaft and the first inner output shaft nested together and nested together The second outer output shaft and the second inner output shaft, the first inner output shaft is provided with a first output gear meshed with the differential gear, and the second inner output shaft is provided with a first output gear meshed with the differential gear The second output gear, the first outer output shaft, the first inner output shaft, the second outer output shaft and the second inner output shaft are all provided with at least one driven gear correspondingly meshed with the driving gear; the switching element, The switching element can control the engagement between different driving gears and between different driven gears, so that the transmission can output multiple speed ratios of different gears. The engagement between different driving gears and between different driven gears is controlled by switching elements, so that up to seventeen forward gears and one reverse gear can be realized.

However, in CN103711845A, since the first output gear and the second output gear are respectively connected on the first inner output shaft and the second inner output shaft, the switching element only controls the output between different driving gears and different driven gears. Therefore, after the driven gear of a certain gear on the first outer output shaft and the second outer output shaft is engaged with the driving gear of the corresponding gear on the inner input shaft or the outer input shaft, the first outer output The rotation of the shaft and the second outer output shaft cannot be directly transmitted to the first output gear on the first inner output shaft and the second output gear on the second inner output shaft. In this way, in some gears, the power transmission path from the power source (engine or motor) to the first output gear or the second output gear is too long, which reduces the transmission efficiency of the transmission, and the excessively long power transmission If the path is too long, it will also increase the reaction time of shifting gears and affect the comfort of vehicle operation.

Contents of the invention

The technical problem to be solved by the present invention is to provide a multi-speed dual-clutch transmission for the low transmission efficiency defect of the existing multi-speed dual-clutch transmission.

The technical solution adopted by the present invention to solve the problems of the technologies described above is as follows:

A multi-speed dual-clutch transmission is provided, including:

The outer input shaft and the inner input shaft are coaxially nested together, the outer input shaft is connected to the power source through the first clutch, the inner input shaft is connected to the power source through the second clutch, and the outer input shaft is fixed on the Seventh-speed driving gear, ninth-speed driving gear and third-speed driving gear are arranged, and fourth-speed driving gear, sixth-speed driving gear, tenth-speed driving gear and second-speed driving gear are fixedly arranged on the inner input shaft;

The first outer output shaft and the first inner output shaft are coaxially nested together, and the end of the first inner output shaft close to the power source is fixedly provided with the first final reduction gear that meshes with the ring gear of the differential gear, the first inner output shaft is also provided with a seventh-speed driven gear meshing with the seventh-speed driving gear, and the first outer output shaft is provided with a seventh-speed driven gear and the second-speed driving gear respectively. The sixth-speed driven gear and the second-speed driven gear meshed with the driving gear;

The second outer output shaft and the second inner output shaft are coaxially nested together, and the end of the second inner output shaft close to the power source is fixedly provided with a second final reduction gear that meshes with the ring gear of the differential gear, the second inner output shaft is also vacantly sleeved with a ninth-gear driven gear meshed with the ninth-gear driving gear, and the second outer output shaft is vacantly sleeved with the third-gear driving gear and the fourth-gear driven gear respectively. The third-speed driven gear, the fourth-speed driven gear and the tenth-speed driven gear meshed with the driving gear and the tenth-speed driving gear;

a synchronizing device, the synchronizing device is used to control the combination and disengagement of all driven gears with their shafts, the combination and disengagement of the first outer output shaft and the first inner output shaft, and the second outer output shaft and Engagement and disengagement of the second inner output shaft.

Further, the first outer output shaft is also free-sleeved with a reverse gear driving gear, and the reverse gear driving gear meshes with the third gear driving gear.

Further, the reverse driving gear is arranged on an end of the first outer output shaft close to the power source.

Further, the seventh-speed driving gear, the ninth-speed driving gear and the third-speed driving gear are sequentially arranged in a direction away from the power source; the fourth-speed driving gear, sixth-speed driving gear, tenth-speed driving gear and second-speed driving gear The gears are sequentially arranged in a direction away from the power source.

Further, the synchronization device includes:

a first synchronizer connected to the first inner output shaft, the first synchronizer is used to control the first outer output shaft and the first inner output shaft and the seventh-speed driven gear and the first inner output shaft the combination and separation of

A second synchronizer connected to the first outer output shaft and located between the reverse driving gear and the sixth-speed driven gear, the second synchronizer is used to control the reverse driving gear and the sixth-speed driven gear Combination and separation of the gear driven gear and the first outer output shaft;

a third synchronizer connected to the first outer output shaft and located between the sixth-speed driven gear and the second-speed driven gear, the third synchronizer is used to control the second-speed driven gear and the combination and separation of the sixth-speed driven gear and the first external output shaft;

a fourth synchronizer connected to the second inner output shaft, the fourth synchronizer is used to control the combination and disengagement of the second outer output shaft and the second inner output shaft;

a fifth synchronizer connected to the second outer output shaft and located between the tenth-speed driven gear and the fourth-speed driven gear, the fifth synchronizer is used to control the tenth-speed driven gear and the combination and separation of the fourth gear driven gear and the second external output shaft;

A sixth synchronizer connected to the second outer output shaft and located between the third-speed driven gear and the ninth-speed driven gear, the sixth synchronizer is used to control the third-speed driven gear and the ninth-speed driven gear Combination and separation of the second outer output shaft and the ninth-speed driven gear with the second inner output shaft.

Further, the fourth synchronizer is arranged at an end of the second inner output shaft away from the power source.

Further, the multi-speed dual-clutch transmission has ten gears.

Further, the seventh-speed driving gear and the ninth-speed driving gear are combined into a seventh-speed/ninth-speed driving gear, and the seventh-speed/ninth-speed driving gear meshes with the seventh-speed driven gear and the ninth-speed driving gear.

Further, the fourth-speed driving gear and the sixth-speed driving gear are combined into a fourth-speed/sixth-speed driving gear, and the fourth-speed/sixth-speed driving gear meshes with the fourth-speed driven gear and the sixth-speed driven gear.

According to the multi-speed dual-clutch transmission of the present invention, there are six groups of driving and driven gears, namely second gear, third gear, fourth gear, sixth gear, seventh gear, ninth gear and tenth gear, and the synchronizing device controls all the driven gears. The combination and separation of the shaft where it is located, the combination and separation of the first outer output shaft and the first inner output shaft, and the combination and separation of the second outer output shaft and the second inner output shaft, so as to achieve more than ten gears The speed change function, and, after the driven gear of the corresponding gear on the first outer output shaft and the second outer output shaft is engaged with the driving gear of the corresponding gear on the inner input shaft or the outer input shaft, the first gear is controlled by the synchronization device. The combination of the outer output shaft and the first inner output shaft or the second outer output shaft and the second inner output shaft can directly transmit power to the first final reduction gear on the first inner output shaft or to the first final reduction gear on the second inner output shaft The second final reduction gear does not need to rely on driven gears and driving gears of other gears, so that the power transmission path from the power source (engine or motor) to the first final reduction gear or the second final reduction gear is shortened, The transmission efficiency of the transmission is improved, the reaction time of shifting is reduced, and the comfort of vehicle operation is improved.

In addition, the present invention also provides a vehicle, which includes the above-mentioned multi-speed dual-clutch transmission.

Description of drawings

Fig. 1 is a frame diagram of a multi-block dual-clutch transmission provided by an embodiment of the present invention;

Fig. 2 is a frame diagram of a multi-speed dual-clutch transmission provided by another embodiment of the present invention.

The reference signs in the accompanying drawings of the description are as follows:

1. The first inner output shaft; 2. The first main reduction gear; 3. The seventh-speed driven gear; 4. The first synchronizer; 5. The reverse gear driving gear; 6. The second synchronizer; 7. The sixth-speed slave 8, the third synchronizer; 9, the second gear driven gear; 10, the first outer output shaft; 11, the fourth gear driving gear; 12, the sixth gear driving gear; 13, the second gear driving gear; 14, the inner Input shaft; 15, tenth gear driving gear; 16, fourth synchronizer; 17, second inner output shaft; 18, second outer output shaft; 19, tenth gear driven gear; 20, fifth synchronizer; 21, Fourth gear driven gear; 22, third gear driven gear; 23, differential; 24, ring gear; 25, sixth synchronizer; 26, second main reduction gear; 27, ninth gear driven gear; 28, External input shaft; 29, power source; 30, second clutch; 31, first clutch; 32, nine-speed driving gear; 33, third-speed driving gear; 34, seven-speed driving gear.

detailed description

In order to make the technical problems, technical solutions and beneficial effects solved by the present invention clearer, the present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the present invention, not to limit the present invention.

As shown in Figure 1, the multi-block dual-clutch transmission provided by an embodiment of the present invention includes:

The outer input shaft 28 and the inner input shaft 14 are coaxially nested together, the outer input shaft 28 is connected to the power source 29 through the first clutch 31, and the inner input shaft 14 is connected to the power source 29 through the second clutch 30 , the outer input shaft 28 is fixedly arranged with a seventh-speed driving gear 34, a ninth-speed driving gear 32 and a third-speed driving gear 33 in a direction away from the power source 29, and the inner input shaft 14 is upwardly away from the The direction of power source 29 is fixedly provided with four gears driving gear 11, six gears driving gear 12, ten gears driving gear 15 and two gears (13) successively; Power source 29 can be motor or motor for example. The first clutch 31 and the second clutch 30 constitute a double clutch.

The first outer output shaft 10 and the first inner output shaft 1 coaxially nested together, the end of the first inner output shaft 1 close to the power source 29 is fixedly arranged with the ring gear 24 of the differential 23 The meshing first final reduction gear 2, the first inner output shaft 1 is also vacantly sleeved with the seventh-speed driven gear 3 meshing with the seventh-speed driving gear 34, and the first outer output shaft 10 is vacantly sleeved with The sixth-speed driven gear 7 and the second-speed driven gear 9 meshing with the sixth-speed driving gear 12 and the second-speed driving gear 13 respectively.

The second outer output shaft 18 and the second inner output shaft 17 are coaxially nested together, and the end of the second inner output shaft 17 close to the power source 29 is fixedly arranged with the ring gear 24 of the differential 23 Engaged second final reduction gear 26, the second inner output shaft 17 is also vacantly sleeved with the ninth gear driven gear 27 meshing with the ninth gear driving gear 32, and the second outer output shaft 18 is vacantly sleeved with The third-speed driven gear 22 , the fourth-speed driven gear 21 and the tenth-speed driven gear 19 mesh with the third-speed driving gear 33 , the fourth-speed driving gear 11 and the tenth-speed driving gear 15 respectively.

A synchronizing device, the synchronizing device is used to control the combination and separation of all driven gears and their shafts, the combination and separation of the first outer output shaft 10 and the first inner output shaft 1 and the second outer output Coupling and disengagement of the shaft 18 and the second inner output shaft 17 .

In this embodiment, the first outer output shaft 28 is also vacantly sleeved with a reverse drive gear 5, and the reverse drive gear 5 meshes with the third-speed drive gear 33. Preferably, the reverse drive gear 5 is arranged on one end of the first outer output shaft 10 close to the power source 29 . Thus, compared with the prior art (such as CN103711845A), the reverse gear set only includes the reverse drive gear, which reduces the reverse driven gear, reverse intermediate gear and reverse intermediate shaft, so the structure of the reverse gear set is simple, Reduced costs. In addition, the reverse drive gear 5 is engaged with one of the drive gears, that is, it is engaged with a forward gear of the transmission, so the setting of the reverse drive gear 5 does not additionally increase the axial length of the transmission, which is beneficial The miniaturization of the transmission is conducive to the layout of front-wheel drive models.

In this embodiment, the synchronization device includes:

The first synchronizer 4 connected to the first inner output shaft 1, the first synchronizer 4 is used to control the first outer output shaft 10 and the first inner output shaft 1 and the seventh-speed driven gear 3 Engagement and disengagement with the first inner output shaft 1.

A second synchronizer 6 connected to the first outer output shaft 10 and located between the reverse drive gear 5 and the sixth-speed driven gear 7, the second synchronizer 6 is used to control the Combination and separation of reverse gear driving gear 5 and sixth gear driven gear 7 with said first outer output shaft 10 .

A third synchronizer 8 connected to the first outer output shaft 10 and located between the sixth-speed driven gear 7 and the second-speed driven gear 9, the third synchronizer 8 is used to control the Combination and separation of the second gear driven gear 9 and the sixth gear driven gear 7 with the first outer output shaft 10 .

The fourth synchronizer 16 connected to the second inner output shaft 17 is used to control the combination and separation of the second outer output shaft 18 and the second inner output shaft 17 . Preferably, the fourth synchronizer 16 is disposed on an end of the second inner output shaft 17 away from the power source 29 .

The fifth synchronizer 20 connected to the second outer output shaft 18 and located between the tenth gear driven gear 19 and the fourth gear driven gear 21, the fifth synchronizer 20 is used to control the Combination and separation of the tenth gear driven gear 19 and the fourth gear driven gear 21 with the second outer output shaft 18 .

The sixth synchronizer 20 connected to the second outer output shaft 18 and located between the third gear driven gear 22 and the ninth gear driven gear 27, the sixth synchronizer 20 is used to control the third gear The combination and separation of the first-speed driven gear 7 and the second outer output shaft 18 and the ninth-speed driven gear 27 and the second inner output shaft 17 .

Above-mentioned first synchronizer 4, the second synchronizer 6, the third synchronizer 8, the fourth synchronizer 16, the fifth synchronizer 20 and the sixth synchronizer 25 are conventional synchronizers, which are controlled by shift forks. slide on the axis it is on. In addition, the inner rings of the first synchronizer 4, the second synchronizer 6, the third synchronizer 8, the fourth synchronizer 16, the fifth synchronizer 20 and the sixth synchronizer 25 are all provided with internal splines, And the outer surfaces of the shafts connected with the first synchronizer 4, the second synchronizer 6, the third synchronizer 8, the fourth synchronizer 16, the fifth synchronizer 20 and the sixth synchronizer 25 are all provided with external splines, In this way, the first synchronizer 4 , the second synchronizer 6 , the third synchronizer 8 , the fourth synchronizer 16 , the fifth synchronizer 20 and the sixth synchronizer 25 are connected to the shafts where they are located. At the same time, through the cooperation of the internal and external splines, the first synchronizer 4, the second synchronizer 6, the third synchronizer 8, the fourth synchronizer 16, the fifth synchronizer 20 and the sixth synchronizer 25 can only move along their respective positions. Axial movement of the axis at which it is located, but cannot be rotated relative to the axis at which it is located.

In this embodiment, as shown in Figure 1, there are seven groups of forward gear sets, that is, the second gear driving gear 13 and the second gear driven gear 9, the third gear driving gear 33 and the third gear driven gear 22, and the fourth gear. Driving gear 11 and fourth gear driven gear 21, sixth gear driving gear 12 and sixth gear driven gear 7, ninth gear driving gear 32 and ninth gear driven gear 27, tenth gear driving gear 15 and ten gear driven gear 19, Seven-speed driving gear 34 and seven-speed driven gear 3 .

By controlling the different states of the first synchronizer 4, the second synchronizer 6, the third synchronizer 8, the fourth synchronizer 16, the fifth synchronizer 20 and the sixth synchronizer 25, the above seven groups of forward gear sets can be utilized Realize the functions of first gear, fifth gear and eighth gear, and construct a ten-speed dual-clutch transmission with this. Of course, based on the same principle, by controlling the different states of the first synchronizer 4, the second synchronizer 6, the third synchronizer 8, the fourth synchronizer 16, the fifth synchronizer 20 and the sixth synchronizer 25, it is also possible to Build a dual-clutch transmission with more than eleven gears.

Like this, when realizing for example ten-speed dual-clutch transmission, there are only seven driving gears on the outer input shaft 28 and the inner input shaft 14. The axial length of the dual-clutch transmission is even shorter (a conventional seven-speed dual-clutch transmission requires seven forward gears and one reverse gear), which is conducive to the miniaturization of the transmission and the layout of front-drive models.

Next, take the ten-speed dual-clutch transmission as an example to illustrate the power transmission route when the dual-clutch transmission of this embodiment works in each gear (the power source is selected as an engine):

First gear power transmission line:

First, the sixth synchronizer 25 is engaged with the third-speed driven gear 22, the fifth synchronizer 20 is engaged with the fourth-speed driven gear 21, the third synchronizer 8 is engaged with the second-speed driven gear 9, and the first synchronizer 4 and the second-speed driven gear are engaged. The first outer output shaft 10 is engaged and the other synchronizers are disengaged. The first clutch 31 is closed, and the engine torque is passed to the third gear driving gear 33 of the external input shaft 28 by the first clutch 31, and then passed to the third gear driven gear 22 through the third gear driving gear 33; The sixth synchronizer 25 is engaged, and then the torque is transmitted to the second outer output shaft 18 via the sixth synchronizer 25; since the fifth synchronizer 20 is engaged with the fourth gear driven gear 21, the torque is then transmitted to the inner input shaft 14; Since the third synchronizer 8 is engaged with the second gear driven gear 9, the torque is then transmitted to the second gear driven gear 9 by the second gear driving gear 13 on the inner input shaft 14, and then the torque is transmitted to the second gear by the third synchronizer 8. The first outer output shaft 10; because the first outer output shaft 10 is engaged with the first synchronizer 4 on the first inner output shaft 1, the torque is transmitted to the first final reduction gear 2; and then through the differential 23 Ring gear 24, and finally output power from differential 23.

Second gear power transmission line:

First, the third synchronizer 8 is engaged with the second gear driven gear 9; the first synchronizer 4 is engaged with the first outer output shaft 10, and the other synchronizers are separated. The second clutch 30 is closed, and the engine torque is transmitted to the inner input shaft 14 through the second clutch 30, then to the second gear driven gear 13 fixed on the inner input shaft 14 to the second gear driven gear 9, and then through the second gear driven gear 9 is engaged with the third synchronizer 8 to transmit the torque to the first outer output shaft 10, and then through the engagement of the first outer output shaft 10 with the first synchronizer 4, the torque is transmitted to the first inner output shaft 1 The first final reduction gear 2 passes through the differential gear ring gear 24 and finally outputs power from the differential gear 23 .

Three-speed power transmission line:

Firstly, the sixth synchronizer 25 is engaged with the third gear driven gear 22; the fourth synchronizer 16 is engaged with the second outer output shaft 18, and the other synchronizers are disengaged. The first clutch 31 is closed, and the engine torque is transmitted to the third-speed driving gear 33 of the external input shaft 28 through the first clutch 31 , and then to the third-speed driven gear 22 via the third-speed driving gear 33 . The torque is transmitted to the second outer output shaft 18 through the engagement of the third gear driven gear 22 and the sixth synchronizer 25; and then the second outer output shaft 18 is engaged with the fourth synchronizer 17 to transmit the torque to the second inner The second final reduction gear 26 on the output shaft 17 passes through the differential ring gear 24 and finally outputs power from the differential 23 .

Four-speed power transmission line:

First, the fifth synchronizer 20 is engaged with the fourth gear driven gear 21; the fourth synchronizer 16 is engaged with the second outer output shaft 18, and the other synchronizers are disengaged. The second clutch 30 is closed, and the engine torque is transmitted to the inner input shaft 14 through the second clutch 30, then to the fourth-speed driven gear 11 fixed on the inner input shaft 14 to the fourth-speed driven gear 21, and then through the fourth-speed driven gear. 21 is engaged with the fifth synchronizer 20 to transmit the torque to the second outer output shaft 18, and then through the engagement of the second outer output shaft 18 with the fourth synchronizer 17, the torque is transmitted to the second inner output shaft 17 The second final reduction gear 26 passes through the differential gear ring gear 24 and finally outputs power from the differential gear 23 .

Five-speed power transmission line:

First, the sixth synchronizer 25 is engaged with the third-speed driven gear 22; the fifth synchronizer 20 is engaged with the fourth-speed driven gear 21; the second synchronizer 6 is engaged with the sixth-speed driven gear 7; the first outer output shaft 10 It is engaged with the first synchronizer 4, and the other synchronizers are disengaged. The first clutch 31 is closed, and the engine torque is transmitted to the third-speed driving gear 33 of the external input shaft 28 through the first clutch 31 , and then to the third-speed driven gear 22 via the third-speed driving gear 33 . Through the engagement of the third-speed driven gear 22 and the sixth synchronizer 25, the torque is transmitted to the fifth synchronizer 20 on the second outer output shaft 18, and then through the engagement of the fifth synchronizer 20 and the fourth-speed driven gear 21, The torque is transmitted to the sixth-speed driving gear 12 on the inner input shaft 14, and the sixth-speed driving gear 12 transmits the torque to the sixth-speed driven gear 7; through the engagement of the sixth-speed driven gear 7 and the second synchronizer 6, the torque It is transmitted to the first outer output shaft 10, through the engagement of the first outer output shaft 10 and the first synchronizer 4, the torque is transmitted to the first final reduction gear 2 on the first inner output shaft 1, and then through the differential Ring gear 24, and finally output power from differential 23.

Six-speed power transmission line:

First, the second synchronizer 6 is engaged with the sixth-speed driven gear 7; the first synchronizer 4 is engaged with the first outer output shaft 10, and the other synchronizers are separated. The second clutch 30 is closed, and the engine torque is transmitted to the inner input shaft 14 through the second clutch 30, and then to the sixth-speed driven gear 7 through the sixth-speed driving gear 12 fixed on the inner input shaft 14, and then through the sixth-speed driven gear. The engagement of 7 with the second synchronizer 6 transmits torque to the first outer output shaft 10 . Then through the engagement of the first outer output shaft 10 and the first synchronizer 4, the torque is transmitted to the first final reduction gear 2 on the first inner output shaft 1, then through the differential ring gear 24, and finally by the differential 23 output power.

Seven-speed power transmission line:

First, the first synchronizer 4 is engaged with the seventh-speed driven gear 3, and the other synchronizers are disengaged. The first clutch 31 is closed, and the engine torque is transmitted to the seventh-speed driving gear 34 of the external input shaft 28 through the first clutch 31 , and then to the seventh-speed driven gear 3 via the seventh-speed driving gear 34 . Through the engagement of the seventh-speed driven gear 3 and the first synchronizer 4, the torque is transmitted to the first final reduction gear 2 on the first inner output shaft 1, then through the differential ring gear 24, and finally by the differential 23 output power.

Eight-speed power transmission line:

First, the fifth synchronizer 20 is engaged with the tenth gear driven gear 19; the sixth synchronizer 25 is engaged with the ninth gear driven gear 27; the first synchronizer 4 is engaged with the seventh gear driven gear 3, and the other synchronizers are separated. The second clutch 30 is closed, and the engine torque is transmitted to the inner input shaft 14 through the second clutch 30, and then to the tenth gear driven gear 19 through the tenth gear driving gear 15 fixed on the inner input shaft 14, and then through the tenth gear driven gear. The engagement of 19 and the fifth synchronizer 20 transmits the torque to the sixth synchronizer 25, and then through the engagement of the sixth synchronizer 25 and the ninth-speed driven gear 27, the torque is transmitted to the seventh-speed driving gear through the ninth-speed driving gear 32 34, and through the first synchronizer 4 and the seventh-speed driven gear 3, the torque is transmitted to the first final reduction gear 2 on the first inner output shaft 1, then through the differential ring gear 24, and finally by the differential Gearbox 23 output power.

Nine-speed power transmission route:

First, the sixth synchronizer 25 is engaged with the ninth gear driven gear 27; the fourth synchronizer 16 is engaged with the second outer output shaft 18, and the other synchronizers are disengaged. The first clutch 31 is closed, and the engine torque is transmitted to the ninth-speed driving gear 32 of the external input shaft 28 through the first clutch 31 , and then to the ninth-speed driven gear 27 via the ninth-speed driving gear 32 . The torque is transmitted to the second outer output shaft 18 through the engagement of the ninth gear driven gear 27 and the sixth synchronizer 25, and then the torque is transmitted to the second outer output shaft 18 through the engagement of the fourth synchronizer 16. The second final reduction gear 26 on the inner output shaft 17 passes through the differential ring gear 24 and finally outputs power from the differential 23 .

Ten-speed power transmission route:

First, the fifth synchronizer 20 is engaged with the tenth gear driven gear 19; the fourth synchronizer 16 is engaged with the second outer output shaft 18; and the other synchronizers are disengaged. The second clutch 30 is closed, the engine torque is transmitted to the tenth speed driving gear 15 of the inner input shaft 14 through the second clutch 30, and the fifth synchronizer 20 is engaged with the tenth speed driven gear 19, and the torque is transmitted through the tenth speed driving gear 15 to the tenth gear driven gear 19, and transmitted to the fourth synchronizer 16 through the tenth gear driven gear 19. Through the fourth synchronizer 16 and the second outer output shaft 18, the torque is transmitted to the second final reduction gear 26 on the second inner output shaft 17, then through the differential ring gear 24, and finally by the differential 23 output power.

Reverse power transmission line:

First, the third synchronizer 8 is engaged with the second gear driven gear 9; the second synchronizer 6 is engaged with the reverse driving gear 5; the fourth synchronizer 16 is engaged with the second outer output shaft 18; the sixth synchronizer 25 is engaged with the third gear. Block driven gear 22 is engaged, and other synchronizers are disengaged. The second clutch 30 is closed, and the engine torque is transmitted to the second gear driving gear 13 of the inner input shaft 14 through the second clutch 30 , and then to the second gear driven gear 9 via the second gear driving gear 13 . Through the engagement of the second gear driven gear 9 and the third synchronizer 8, the torque is transmitted to the second synchronizer 6 on the first outer output shaft 10, and then through the engagement of the second synchronizer 6 and the reverse drive gear 5, by The reverse driving gear 5 transmits the torque to the third-speed driven gear 22; through the engagement of the third-speed driven gear 22 and the sixth synchronizer 25, the torque is transmitted to the second outer output shaft 18, and then through the second outer output shaft 18. The engagement of the shaft 18 with the fourth synchronizer 16 transmits the torque to the second final reduction gear 26 on the second inner output shaft 17 , then passes through the differential ring gear 24 , and finally outputs power from the differential 23 .

According to the multi-speed dual-clutch transmission of the above-mentioned embodiments of the present invention, there are six groups of master and slave gears, namely second gear, third gear, fourth gear, sixth gear, seventh gear, ninth gear and tenth gear, and the synchronizing device controls all gears. The combination and separation of the driven gear and its shaft, the combination and separation of the first outer output shaft and the first inner output shaft, and the combination and separation of the second outer output shaft and the second inner output shaft, so as to realize Speed change function above tenth gear, and after the driven gears of the corresponding gears on the first outer output shaft and the second outer output shaft are engaged with the driving gears of the corresponding gears on the inner input shaft or outer input shaft, through the synchronizing device Control the combination of the first outer output shaft and the first inner output shaft or the second outer output shaft and the second inner output shaft, so that the power can be directly transmitted to the first final reduction gear or the second inner output on the first inner output shaft The second main reduction gear on the shaft does not need the driven gear and driving gear of other gears, so that the power from the power source (engine or motor) to the first final reduction gear or the second final reduction gear is shortened. The transmission path improves the transmission efficiency of the transmission, reduces the reaction time of gear shifting, and improves the comfort of vehicle operation.

Figure 2 is a schematic structural diagram of a multi-speed dual-clutch transmission provided by another embodiment of the present invention. The difference from the embodiment shown in Figure 1 is that the seventh-speed driving gear and the ninth-speed driving gear are combined into a seven-speed driving gear. Nine-speed driving gear 79, the seventh/ninth-speed driving gear 79 meshes with the seventh-speed driven gear 3 and the ninth-speed driving gear 32; and, the fourth-speed driving gear and the sixth-speed driving gear are combined into a four-speed driving gear /sixth gear driving gear 46, the fourth/sixth gear driving gear 46 meshes with the fourth gear driven gear 21 and the sixth gear driven gear 7. Compared with the embodiment shown in Figure 1, the seventh gear and the ninth gear share a driving gear (i.e. the seventh/ninth gear driving gear), and the fourth gear and the sixth gear share a driving gear (i.e. the fourth/sixth gear driving gear), which can effectively The axial length of the transmission is shortened to facilitate the arrangement of the transmission in the front compartment.

Of course, in other unillustrated embodiments, the driving gear of seventh gear and the driving gear of ninth gear can be combined into one driving gear of seventh gear and ninth gear, while the driving gear of fourth gear and driving gear of sixth gear are independent gears; or , the driving gear of fourth gear and driving gear of sixth gear are combined into a driving gear of four/sixth gear, while the driving gear of seventh gear and driving gear of ninth gear are independent gears.

Of course, in other unillustrated embodiments, the seven-speed driving gear 34, the ninth-speed driving gear 32 and the third-speed driving gear 33 on the external input shaft 28 can also be exchanged; and/or the The fourth gear driving gear 11 on the inner input shaft 14, the sixth gear driving gear 12, the tenth gear driving gear 15 and the second gear driving gear 13 exchange positions. And correspondingly adjust the positions of all driven gears to form other forms of dual-clutch transmissions.

In addition, an embodiment of the present invention also provides a vehicle, which includes the above-mentioned multi-speed dual-clutch transmission.

The above descriptions are only preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention should be included in the protection of the present invention. within range.

Claims (10)

1. A multi-block dual-clutch transmission, characterized in that it comprises: An outer input shaft (28) and an inner input shaft (14) that are coaxially nested together, the outer input shaft (28) is connected with the power source (29) through the first clutch (31), and the inner input shaft ( 14) Connect with the power source (29) through the second clutch (30), and the outer input shaft (28) is fixedly provided with a seventh-speed driving gear (34), a ninth-speed driving gear (32) and a third-speed driving gear ( 33), the inner input shaft (14) is fixedly provided with a fourth gear driving gear (11), a sixth gear driving gear (12), a tenth gear driving gear (15) and a second gear driving gear (13); A first outer output shaft (10) and a first inner output shaft (1) coaxially nested together, one end of the first inner output shaft (1) close to the power source (29) is fixedly provided with a The first final reduction gear (2) meshed with the ring gear (24) of the differential (23), and the first inner output shaft (1) is also vacantly sleeved with the seventh-speed driving gear (34). The seventh-speed driven gear (3), the first outer output shaft (10) is covered with a sixth-speed driven gear (7) meshing with the sixth-speed driving gear (12) and the second-speed driving gear (13) respectively. ) and second gear driven gear (9); A second outer output shaft (18) and a second inner output shaft (17) coaxially nested together, one end of the second inner output shaft (17) close to the power source (29) is fixedly provided with a The second final reduction gear (26) that is engaged with the ring gear (24) of the differential (23), and the second inner output shaft (17) is also vacantly sleeved with a gear that is engaged with the ninth-speed driving gear (32). Nine-speed driven gear (27), the second outer output shaft (18) is covered with a gear that meshes with the third-speed driving gear (33), fourth-speed driving gear (11) and ten-speed driving gear (15) respectively. The third gear driven gear (22), the fourth gear driven gear (21) and the tenth gear driven gear (19); A synchronizing device, the synchronizing device is used to control the coupling and disengagement of all driven gears and their shafts, the coupling and disengagement of the first outer output shaft (10) and the first inner output shaft (1) and the The coupling and disengagement of the second outer output shaft (18) and the second inner output shaft (17). 2. The multi-block dual-clutch transmission according to claim 1, characterized in that, a reverse drive gear (5) is also vacantly sleeved on the first outer output shaft (10), and the reverse drive drive gear (5 ) meshes with the third gear driving gear (33). 3. The multi-speed dual-clutch transmission according to claim 2, characterized in that, the reverse drive gear (5) is arranged on the first outer output shaft (10) close to the power source (29) one end. 4. The multi-speed dual-clutch transmission according to claim 2, characterized in that, the seventh-speed driving gear (34), the ninth-speed driving gear (32) and the third-speed driving gear (33) are far away from the power source The directions of (29) are arranged in sequence; the driving gear of the fourth gear (11), the driving gear of the sixth gear (12), the driving gear of the tenth gear (15) and the driving gear of the second gear (13) are far away from the power source (29) The directions are set sequentially. 5. The multi-block dual-clutch transmission according to claim 4, wherein the synchronizing device comprises: A first synchronizer (4) connected to the first inner output shaft (1), the first synchronizer (4) is used to control the first outer output shaft (10) and the first inner output shaft ( 1) and the combination and separation of the seventh-speed driven gear (3) and the first inner output shaft (1); A second synchronizer (6) connected to the first outer output shaft (10) and located between the reverse drive gear (5) and the sixth-speed driven gear (7), the second The synchronizer (6) is used to control the combination and separation of the reverse gear driving gear (5) and the sixth gear driven gear (7) with the first outer output shaft (10); A third synchronizer (8) connected to the first outer output shaft (10) and located between the sixth-speed driven gear (7) and the second-speed driven gear (9), the first The third synchronizer (8) is used to control the combination and separation of the second gear driven gear (9) and the sixth gear driven gear (7) with the first outer output shaft (10); A fourth synchronizer (16) connected to the second inner output shaft (17), the fourth synchronizer (16) is used to control the second outer output shaft (18) and the second inner output shaft (17) combination and separation; The fifth synchronizer (20) connected to the second outer output shaft (18) and located between the tenth-speed driven gear (19) and the fourth-speed driven gear (21), the first The fifth synchronizer (20) is used to control the combination and separation of the tenth gear driven gear (19) and the fourth gear driven gear (21) with the second outer output shaft (18); A sixth synchronizer (25) connected to the second outer output shaft (18) and located between the third-speed driven gear (22) and the ninth-speed driven gear (27), the sixth synchronizer The device (25) is used to control the third gear driven gear (22) and the second outer output shaft (18) and the ninth gear driven gear (27) and the second inner output shaft (17) combination and separation. 6. The multi-speed dual-clutch transmission according to claim 5, characterized in that, the fourth synchronizer (16) is arranged on the second inner output shaft (17) away from the power source (29) one end. 7. The multi-speed dual-clutch transmission according to any one of claims 1-6, characterized in that the multi-speed dual-clutch transmission has ten gears. 8. The multi-speed dual-clutch transmission according to claim 1, characterized in that, the seventh-speed driving gear and the ninth-speed driving gear are combined into a seven/ninth-speed driving gear (79), and the seventh/ninth-speed driving gear The gear (79) meshes with the seventh gear driven gear (3) and the ninth gear driving gear (32). 9. The multi-block dual-clutch transmission according to claim 1 or 8, characterized in that, the fourth-speed driving gear and the sixth-speed driving gear are combined into a fourth/sixth-speed driving gear (46), and the fourth/sixth-speed driving gear (46) The gear driving gear (46) meshes with the fourth gear driven gear (21) and the sixth gear driven gear (7). 10. A vehicle, characterized by comprising the multi-speed dual-clutch transmission according to any one of claims 1-9.