CN111623088A - Double-clutch transmission and vehicle - Google Patents
Double-clutch transmission and vehicle Download PDFInfo
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- CN111623088A CN111623088A CN201910153231.9A CN201910153231A CN111623088A CN 111623088 A CN111623088 A CN 111623088A CN 201910153231 A CN201910153231 A CN 201910153231A CN 111623088 A CN111623088 A CN 111623088A
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- gear
- output shaft
- input shaft
- driven
- synchronizer
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/12—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 means for synchronisation not incorporated in the clutches
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
Abstract
The invention provides a double-clutch transmission and a vehicle, wherein the double-clutch transmission comprises a clutch with a first clutch unit and a second clutch unit, a first input shaft, a second input shaft, a first output shaft and a second output shaft, the second input shaft is arranged on the first input shaft in an empty sleeve mode, a gear driving gear, an integrated gear driving gear and a first one-way synchronizer are arranged on the first input shaft, the second input shaft is connected with the gear driving gear, gear driven gears and gear synchronizers are respectively arranged on the two output shafts, the integrated gear driving gear is respectively meshed with one of the gear driven gears on the two output shafts, and the gear driven gear meshed with the integrated gear driving gear on the second output shaft is selectively coupled with the other adjacent gear driven gear by the second one-way synchronizer. The double-clutch transmission can reduce the number of gears, reduce the volume and weight of the transmission, and bring convenience for carrying the transmission on the whole vehicle.
Description
Technical Field
The invention relates to the technical field of automatic transmissions, in particular to a dual-clutch transmission. The invention also relates to a vehicle provided with the dual-clutch transmission.
Background
With the development of vehicle transmission technology, as an important form in an automatic transmission, the application of a dual clutch transmission is more and more, the dual clutch transmissions in the current market mainly comprise a six-gear dual clutch transmission, a seven-gear dual clutch transmission and an eight-gear dual clutch transmission, and the variable speed intervals of the transmissions with more gears are more and more, so that better dynamic property and oil saving property can be brought.
Wherein, to eight keep off double clutch transmission, the current eight keep off double clutch transmission on the market is mostly 5 gear surfaces, and volume weight is great, and is with high costs, and also mostly adopts to borrow a certain fender that advances alone and realize reversing gear, and the reverse gear velocity ratio receives the centre-to-centre spacing restriction, and the velocity ratio is less. In addition, the synchronizer arrangement form adopted by the existing eight-gear double-clutch transmission has complex gear shifting mechanism and control unit, and indirectly causes the increase of the volume and weight of the transmission and the increase of the cost.
Disclosure of Invention
In view of the above, the present invention is directed to a dual clutch transmission that overcomes at least some of the deficiencies of the prior art.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a dual clutch transmission comprises a clutch which is provided with a first clutch unit and a second clutch unit and is connected with an external power source, a first input shaft and a second input shaft which are respectively connected with the first clutch unit and the second clutch unit, and a first output shaft and a second output shaft which are arranged in parallel with the first input shaft and the second input shaft;
the second input shaft is arranged on the first input shaft in an empty sleeve manner, the first input shaft is provided with a fixedly connected gear driving gear, an integrated gear driving gear arranged in an empty sleeve manner, and a first one-way synchronizer which forms the integrated gear driving gear and is selectively coupled with the first input shaft, and the second input shaft is fixedly connected with a gear driving gear;
the first output shaft and the second output shaft are respectively provided with a gear driven gear and a gear synchronizer which are fixedly connected, the integrated gear driving gear is respectively meshed with one of the gear driven gears on the first output shaft and the second output shaft, the gear driven gear meshed and connected with the integrated gear driving gear on the second output shaft is configured to be selectively coupled and connected with the other adjacent gear driven gear through a second one-way synchronizer, and the other adjacent gear driven gear is meshed and connected with one of the gear driving gears on the second input shaft.
Furthermore, the dual-clutch transmission has eight forward gears, and the first gear, the sixth gear and the eighth gear of the eight forward gears are obtained by bypassing the gear driving gears and the gear driven gears of other gears.
Furthermore, the gear driving gear comprises a seven-gear driving gear fixedly connected to the first input shaft, and a two-gear driving gear and a four-gear driving gear fixedly connected to the second input shaft; the integrated gear driving gear is a third-fifth gear driving gear, and the first one-way synchronizer is fixedly connected to the first input shaft.
Further, the gear driven gears comprise a fifth-gear driven gear and a reverse-gear driven gear which are arranged on the first output shaft in an idle mode, and a second-gear driven gear, a fourth-gear driven gear, a third-gear driven gear and a seventh-gear driven gear which are arranged on the second output shaft in an idle mode; the second one-way synchronizer is fixedly connected to the fourth gear driven gear.
Furthermore, the gear synchronizer comprises a fifth reverse gear synchronizer fixedly connected to the first output shaft and positioned between the fifth gear driven gear and the reverse gear driven gear, a fourth second gear synchronizer fixedly connected to the second output shaft and positioned between the second gear driven gear and the fourth gear driven gear, and a seventh third gear synchronizer positioned between the third gear driven gear and the seventh gear driven gear.
Furthermore, the second gear driving gear, the fourth gear driving gear, the third-fifth gear driving gear and the seventh gear driving gear are sequentially arranged from near to far from the clutch.
Furthermore, a first main reduction gear is fixedly connected to the first output shaft, and a second main reduction gear is fixedly connected to the second output shaft.
Furthermore, the dual-clutch transmission further comprises a differential output shaft fixedly connected with a differential gear ring, and the differential gear ring is in meshed connection with the first main reduction gear and the second main reduction gear respectively.
Compared with the prior art, the invention has the following advantages:
the double-clutch transmission is in meshed connection with the gear driven gears on the two output shafts respectively through the integrated gear driving gears and the two one-way synchronizers, and the adjacent other gear driven gear is in meshed connection with the gear driving gear on the second input shaft, so that the number of gears can be reduced, the size and the weight of the transmission can be further reduced, the cost of the transmission can be reduced, and convenience can be brought to the carrying of the transmission on a whole vehicle.
In addition, the arrangement of each gear driving gear and each gear driven gear of the dual-clutch transmission enables the transmission to have four gear surfaces as a whole, and eight forward gears and two reverse gears can be realized, so that the number of gears can be further reduced, and the size and the weight of the transmission can be reduced. Meanwhile, the driving gears and the driven gears are arranged in a matched mode, reverse gear is in a tooth winding mode, and the increase of the reverse gear speed ratio can be realized by means of a plurality of gear gears on the premise of not increasing the number of the gears. In addition, the matching mode of the three double-side synchronizers and the two single-side synchronizers also reduces the number of the synchronizers, enables a gear shifting mechanism and a control unit to be simpler, and can reduce the space occupation, the weight and the cost of the transmission.
Another object of the present invention is to propose a vehicle provided with a dual clutch transmission as described above.
The vehicle of the invention can reduce the weight and the volume of the transmission, reduce the cost of the transmission and improve the reverse gear speed ratio on the basis of realizing eight-gear automatic speed change by adopting the double-clutch transmission, thereby having good practicability.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic structural diagram of a dual clutch transmission according to a first embodiment of the present invention;
FIG. 2 is a control logic diagram of a dual clutch transmission according to a first embodiment of the present invention;
description of reference numerals:
1-seventh gear driving gear, 2-third-fifth gear driving gear, 3-fourth gear driving gear, 4-second gear driving gear, 5-second input shaft, 6-second clutch unit, 7-reverse gear driven gear, 8-first clutch unit, 9-second main reduction gear, 10-differential gear ring, 11-differential output shaft, 12-second gear driven gear, 13-fourth gear synchronizer, 14-fourth gear driven gear, 15-second one-way synchronizer, 16-third gear driven gear, 17-seventh gear synchronizer, 18-seventh gear driven gear, 19-second output shaft, 20-first input shaft, 21-first output shaft, 22-first main reduction gear, 23-fifth reverse gear synchronizer, 24-fifth gear driven gear, 25-first one-way synchronizer.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
Example one
The present embodiment relates to a dual clutch transmission, which, as shown in fig. 1, integrally includes a clutch having a first clutch unit 8 and a second clutch unit 6, a first input shaft 20 connected to the first clutch unit 8 among the above clutches, respectively, and a second input shaft 5 connected to the second clutch unit 6. The clutch is connected with an external power source, and the power source is generally an engine on a common fuel vehicle or an electric motor on an electric vehicle, or the clutch can also be a power structure formed by the engine and the electric motor on a hybrid vehicle.
In addition to the above clutches and two input shafts, the transmission of the present embodiment further includes a first output shaft 21 and a second output shaft 19 disposed in parallel with the first input shaft 20 and the second input shaft 5. Meanwhile, the rotational arrangement of each input shaft and the output shaft in the transmission can be seen from the related structure in the existing transmission, and in the structural design, the second input shaft 5 is arranged on the first input shaft 20 in an empty sleeve manner, the first input shaft 20 is also provided with a fixedly connected gear driving gear and an integrated gear driving gear arranged in an empty sleeve manner, and a first one-way synchronizer 25 arranged adjacent to the integrated gear driving gear.
It should be noted that, in the present embodiment, "the empty sleeve" can rotate relatively, and "the fixed connection" is relatively fixed and can rotate together. The first one-way synchronizer 25 is disposed to match the integrated gear driving gear, so as to selectively couple the integrated gear driving gear and the first input shaft 20, and the gear driving gear is also fixedly connected to the second input shaft 5.
In the present embodiment, the first output shaft 21 and the second output shaft 19 are respectively provided with an idler gear driven gear and a fixedly connected gear synchronizer, which are used for implementing the gear shifting operation of the dual clutch transmission of the present embodiment together with the aforementioned first one-way synchronizer and a second one-way synchronizer to be described later, and the specific gear shifting control logic thereof will be described in detail later. The arrangement of the gear driven gears connected to the two output shafts, the integrated gear driving gear of this embodiment is engaged with one of the gear driven gears of the first output shaft 21 and the second output shaft 19, respectively, so as to achieve the "integrated" function of the integrated gear driving gear, and the gear driven gear of the second output shaft 19 engaged with the integrated gear driving gear is also configured to be selectively coupled with another adjacent gear driven gear of the second output shaft 19 by the second one-way synchronizer 15, and the other adjacent gear driven gear is also engaged with one of the gear driving gears of the second input shaft 5.
In detail, the gear driving gear of the present embodiment includes a seven-gear driving gear 1 fixedly connected to the first input shaft 20, and a two-gear driving gear 4 and a four-gear driving gear 3 fixedly connected to the second input shaft 5, the integrated gear driving gear is specifically a three-five gear driving gear 2, and the first one-way synchronizer 25 is fixedly connected to the first input shaft 20. The gear driven gears include a fifth-gear driven gear 24 and a reverse-gear driven gear 7 which are idly arranged on the first output shaft 21, and a second-gear driven gear 12, a fourth-gear driven gear 14, a third-gear driven gear 16 and a seventh-gear driven gear 18 which are idly arranged on the second output shaft 19. The second-gear driven gear 12 is meshed with the reverse-gear driven gear 7, the third-gear driven gear 16 and the fifth-gear driven gear 24 are respectively meshed with the third-fifth-gear driving gear 2, and the second one-way synchronizer 15 is fixedly connected to the fourth-gear driven gear 14.
The gear synchronizer in this embodiment specifically includes a fifth reverse synchronizer 23 fixedly connected to the first output shaft 21 and located between the fifth-gear driven gear 24 and the reverse driven gear 7, a fourth two-gear synchronizer 13 fixedly connected to the second output shaft 19 and located between the second-gear driven gear 12 and the fourth-gear driven gear 14, and a seventh three-gear synchronizer 17 located between the third-gear driven gear 16 and the seventh-gear driven gear 18. Different from the two one-way synchronizers, the synchronizers arranged between the two adjacent gear driven gears are both double-sided synchronizers so as to selectively form connection between one of the two gear driven gears and the corresponding output shaft, and the double-sided synchronizers and the one-way synchronizers can be both parts applied to the existing transmission.
In this embodiment, as for each gear driving gear arranged on the two input shafts, still referring to fig. 1, the second gear driving gear 4, the fourth gear driving gear 3, the third-fifth gear driving gear 2 and the seventh gear driving gear 1 are also specifically arranged in sequence from near to far according to the distance from the clutch, and correspondingly, each gear driven gear on the two output shafts is matched with each corresponding gear driving gear to perform position arrangement.
It should be noted that, as a preferred arrangement, the dual clutch transmission of the present embodiment further includes a first final reduction gear 22 fixedly connected to the first output shaft 21, and a second final reduction gear 9 fixedly connected to the second output shaft 19. In addition, the dual clutch transmission also includes a differential output shaft 11 fixedly connected with a differential ring gear 10, and the differential ring gear 10 is meshed with the first main reduction gear 22 and the second main reduction gear 9 respectively, so that the differential output shaft 11 forms the output end of the whole transmission.
When the dual clutch automatic transmission of the present embodiment is used, the specific control logic thereof is as shown in fig. 2, at this time, it should be noted that the dual clutch automatic transmission of the present embodiment has eight forward gears and two reverse gears, and the first gear, the sixth gear and the eighth gear of the eight forward gears are specifically obtained by bypassing the gear driving gears and the gear driven gears of the other gears.
The power transmission routes of the respective gears of the dual clutch transmission are as follows, as shown in fig. 2 in combination.
a. In the first gear, the first clutch unit 8 is engaged, the first one-way synchronizer 25 is engaged to connect the first input shaft and the third-fifth gear driving gear 2, the second one-way synchronizer 15 is engaged to connect the fourth gear driven gear 14 and the third gear driven gear 16, the fourth two-gear synchronizer 13 is engaged to connect the second gear driven gear 12 and the second output shaft 19.
The power transmission route is as follows: the first input shaft 20 → the first one-way synchronizer 25 → the third-fifth-gear driving gear 2 → the third-gear driven gear 16 → the second one-way synchronizer 15 → the fourth-gear driven gear 14 → the fourth-gear driving gear 3 → the second input shaft 5 → the second-gear driving gear 4 → the second-gear driven gear 12 → the fourth-gear synchronizer 13 → the second output shaft 19 → the second final gear 9 → the differential ring gear 10 → the differential output shaft 11.
b. In the second gear, the second clutch unit 6 is engaged, and the second-fourth synchronizer 13 is engaged to connect the second-gear driven gear 12 and the second output shaft 19.
The power transmission route is as follows: second input shaft 5 → second gear driving gear 4 → second gear driven gear 12 → fourth second gear synchronizer 13 → second output shaft 19 → second final drive gear 9 → differential ring gear 10 → differential output shaft 11.
c. In the third gear, the first clutch unit 8 is engaged, the first one-way synchronizer 25 is engaged to connect the first input shaft 20 and the third-fifth gear driving gear 2, and the seventh-third gear synchronizer 17 is engaged to connect the third gear driven gear 16 and the second output shaft 19.
The power transmission route is as follows: the first input shaft 20 → the first one-way synchronizer 25 → the third-fifth-gear driving gear 2 → the third-gear driven gear 16 → the seventh-third-gear synchronizer 17 → the second output shaft 19 → the second final drive gear 9 → the differential ring gear 10 → the differential output shaft 11.
d. In the fourth gear, the second clutch unit 6 is engaged, and the second synchronizer 16 is engaged to connect the fourth-gear driven gear 14 and the second output shaft 19.
A power transmission route: the second input shaft 5 → the fourth-gear drive gear 3 → the fourth-gear driven gear 14 → the fourth-gear synchronizer 13 → the second output shaft 19 → the second final gear 9 → the differential ring gear 10 → the differential output shaft 11.
e. In the fifth gear, the first clutch unit 8 is engaged, the first one-way synchronizer 25 is engaged, the third and fifth gear drive gear 2 and the first input shaft 20 are connected, and the fifth reverse synchronizer 23 is engaged, the fifth gear driven gear 24 and the first output shaft 21 are connected.
A power transmission route: the first input shaft 20 → the first one-way synchronizer 25 → the third five-speed drive gear 2 → the fifth-speed driven gear 24 → the fifth reverse speed synchronizer 23 → the first output shaft 21 → the first final drive gear 22 → the differential ring gear 10 → the differential output shaft 11.
f. In the sixth gear, the second clutch unit 6 is engaged, the second one-way synchronizer 15 is engaged, the fourth-gear driven gear 14 and the third-gear driven gear 16 are connected, the fifth reverse synchronizer 23 is engaged, and the fifth-gear driven gear 24 and the first output shaft 21 are connected.
A power transmission route: the second input shaft 5 → the fourth-gear drive gear 3 → the fourth-gear driven gear 14 → the second one-way synchronizer 15 → the third-gear driven gear 16 → the third-fifth-gear drive gear 2 → the fifth-gear driven gear 24 → the fifth reverse synchronizer 23 → the first output shaft 21 → the first final drive gear 22 → the differential ring gear 10 → the differential output shaft 11.
g. In the seventh gear, the first clutch unit 8 is engaged, and the seventh-third synchronizer 17 is engaged to connect the seventh-gear driven gear 18 and the second output shaft 19.
A power transmission route: the first input shaft 20 → the seven-speed drive gear 1 → the seven-speed driven gear 18 → the seven-three-speed synchronizer 17 → the second output shaft 19 → the second final drive gear 9 → the differential ring gear 10 → the differential output shaft 11.
h. In the eighth gear, the second clutch unit 6 is engaged, the first one-way synchronizer 25 is engaged, the third-fifth gear driving gear 2 and the first input shaft are connected, the seventh-third gear synchronizer 17 is engaged, the seventh-gear driven gear 18 and the second output shaft 19 are connected, the second one-way synchronizer 15 is engaged, and the fourth-gear driven gear 14 and the third-gear driven gear 16 are connected.
A power transmission route: the second input shaft 5 → the fourth-gear drive gear 3 → the fourth-gear driven gear 14 → the second one-way synchronizer 15 → the third-gear driven gear 16 → the third-fifth-gear drive gear 2 → the first input shaft 20 → the seventh-gear drive gear 1 → the seventh-gear driven gear 18 → the seventh-third-gear synchronizer 17 → the second output shaft 19 → the second final drive gear 9 → the differential ring gear 10 → the differential output shaft 11.
i. In the R (reverse) 1 gear, the first clutch unit 8 is engaged, the second one-way synchronizer 15 is engaged, the fourth-gear driven gear 14 and the third-gear driven gear 16 are connected, and the fifth reverse synchronizer 23 is engaged, and the reverse driven gear 7 and the first output shaft 21 are connected.
A power transmission route: the first input shaft 20 → the first one-way synchronizer 25 → the third-fifth-gear driving gear 2 → the third-gear driven gear 16 → the second one-way synchronizer 15 → the fourth-gear driven gear 14 → the fourth-gear driving gear 3 → the second input shaft 5 → the second-gear driving gear 4 → the second-gear driven gear 12 → the reverse-gear driven gear 17 → the fifth reverse-gear synchronizer 23 → the first output shaft 21 → the first main reduction gear 22 → the differential ring gear 10 → the differential output shaft 11.
j. In the R (reverse) 2 gear, the second clutch unit 6 is engaged, and the fifth reverse synchronizer 23 is engaged to connect the reverse driven gear 7 and the first output shaft 21.
A power transmission route: second input shaft 5 → second gear drive gear 4 → second gear driven gear 12 → reverse gear driven gear 7 → five reverse synchronizer 23 → first output shaft 21 → first final drive gear 22 → differential ring gear 10 → differential output shaft 11.
Example two
The present embodiment relates to a vehicle provided with a dual clutch transmission as described in the first embodiment. The structure and specific operation of the transmission in the vehicle of the embodiment can be referred to the description of the first embodiment, and the vehicle of the embodiment can reduce the weight and the volume of the transmission, reduce the cost of the transmission and improve the reverse gear ratio on the basis of realizing eight-gear automatic speed change by adopting the dual clutch transmission of the first embodiment, so that the vehicle has good practicability.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (9)
1. A dual clutch transmission comprising a clutch having a first clutch unit (8) and a second clutch unit (6) and connected to an external power source, a first input shaft (20) and a second input shaft (5) connected to the first clutch unit (8) and the second clutch unit (6), respectively, and a first output shaft (21) and a second output shaft (19) provided in parallel to the first input shaft (20) and the second input shaft (5), characterized in that:
the second input shaft (5) is arranged on the first input shaft (20) in an empty sleeve manner, the first input shaft (20) is provided with a fixedly connected gear driving gear, an integrated gear driving gear arranged in an empty sleeve manner, and a first one-way synchronizer (25) which forms the integrated gear driving gear and is selectively coupled with the first input shaft (20), and the second input shaft (5) is fixedly connected with a gear driving gear;
and a gear driven gear and a gear synchronizer which are fixedly connected are arranged on the first output shaft (21) and the second output shaft (19) in an empty sleeve mode respectively, the integrated gear driving gear is meshed with one of the gear driven gears on the first output shaft (21) and the second output shaft (19) respectively, the gear driven gear meshed and connected with the integrated gear driving gear on the second output shaft (19) is configured to be selectively coupled and connected with the other adjacent gear driven gear through a second one-way synchronizer (15), and the other adjacent gear driven gear is meshed and connected with one of the gear driving gears on the second input shaft (5).
2. The dual clutch transmission of claim 1, wherein: the dual-clutch transmission is provided with eight forward gears, and a first gear, a sixth gear and an eighth gear of the eight forward gears are obtained by bypassing gear driving gears and gear driven gears of other gears.
3. The dual clutch transmission of claim 2, wherein: the gear driving gear comprises a seven-gear driving gear (1) fixedly connected to the first input shaft (20), and a two-gear driving gear (4) and a four-gear driving gear (3) fixedly connected to the second input shaft (5); the integrated gear driving gear is a third gear driving gear, a fifth gear driving gear (2), and the first one-way synchronizer (25) is fixedly connected to the first input shaft (20).
4. The dual clutch transmission of claim 3, wherein: the gear driven gears comprise a fifth-gear driven gear (24) and a reverse-gear driven gear (7) which are arranged on the first output shaft (21) in an empty way, and a second-gear driven gear (12), a fourth-gear driven gear (14), a third-gear driven gear (16) and a seventh-gear driven gear (18) which are arranged on the second output shaft (19) in an empty way; the two-gear driven gear (12) and the reverse gear driven gear (7) are meshed and connected, the three-gear driven gear (16) and the five-gear driven gear (24) are respectively meshed and connected with the three-five-gear driving gear (2), and the second one-way synchronizer (15) is fixedly connected to the four-gear driven gear (14).
5. The dual clutch transmission of claim 4, wherein: the gear synchronizer comprises a five-reverse gear synchronizer (23) fixedly connected to the first output shaft (21) and positioned between the five-gear driven gear (24) and the reverse gear driven gear (7), a four-second gear synchronizer (13) fixedly connected to the second output shaft (19) and positioned between the two-gear driven gear (12) and the four-gear driven gear (14), and a seven-third gear synchronizer (17) fixedly connected to the third output shaft (16) and the seven-gear driven gear (18).
6. The dual clutch transmission of claim 5, wherein: the two-gear driving gear (4), the four-gear driving gear (3), the three-five-gear driving gear (2) and the seven-gear driving gear (1) are sequentially arranged from near to far according to the distance from the clutch.
7. The dual clutch transmission of any one of claims 1-6, wherein: a first main reduction gear (22) is fixedly connected to the first output shaft (21), and a second main reduction gear (9) is fixedly connected to the second output shaft (19).
8. The dual clutch transmission of claim 7, wherein: the double-clutch transmission further comprises a differential output shaft (11) fixedly connected with a differential gear ring (10), and the differential gear ring (10) is in meshed connection with the first main reduction gear (22) and the second main reduction gear (9) respectively.
9. A vehicle, characterized in that: the vehicle is provided with a dual clutch transmission according to any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910153231.9A CN111623088B (en) | 2019-02-28 | 2019-02-28 | Double-clutch transmission and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910153231.9A CN111623088B (en) | 2019-02-28 | 2019-02-28 | Double-clutch transmission and vehicle |
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| Publication Number | Publication Date |
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| CN111623088A true CN111623088A (en) | 2020-09-04 |
| CN111623088B CN111623088B (en) | 2022-03-25 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201910153231.9A Active CN111623088B (en) | 2019-02-28 | 2019-02-28 | Double-clutch transmission and vehicle |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022062691A1 (en) * | 2020-09-23 | 2022-03-31 | 蜂巢传动科技河北有限公司 | Dual clutch transmission and vehicle having same |
| WO2023124763A1 (en) * | 2021-12-31 | 2023-07-06 | 中国第一汽车股份有限公司 | Multi-gear dual-clutch transmission |
| CN116538247A (en) * | 2023-06-25 | 2023-08-04 | 陕西法士特汽车传动集团有限责任公司 | 16 keep off power shift derailleur |
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| CN101865248A (en) * | 2009-04-14 | 2010-10-20 | 腓特烈斯港齿轮工厂股份公司 | Dual-clutch transmission |
| DE102012019892A1 (en) * | 2012-10-11 | 2014-04-17 | Daimler Ag | Dual clutch gear box i.e. jackshaft gear box, for powertrain of motor car, has jackshafts and gear plane displaced parallel to input shafts, wheel planes arranged in series along direction, and switch units for formation of forward gears |
| DE102012019880A1 (en) * | 2012-10-11 | 2014-04-17 | Daimler Ag | Dual clutch gear box i.e. jackshaft gear box, for powertrain of motor car, has sleeve shaft arranged at input shafts, gear wheel planes arranged in series along extending direction, and switch units provided for formation of forward gears |
| DE102012017079A1 (en) * | 2012-08-29 | 2014-05-15 | Daimler Ag | Double clutch transmission for drive train of motor vehicle, has gearwheel planes arranged successively along main extension direction, and eight switching units forming eight forward gears |
| FR3017435A1 (en) * | 2014-02-13 | 2015-08-14 | Peugeot Citroen Automobiles Sa | DOUBLE CLUTCH GEARBOX FOR A MOTOR VEHICLE |
-
2019
- 2019-02-28 CN CN201910153231.9A patent/CN111623088B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101865248A (en) * | 2009-04-14 | 2010-10-20 | 腓特烈斯港齿轮工厂股份公司 | Dual-clutch transmission |
| DE102012017079A1 (en) * | 2012-08-29 | 2014-05-15 | Daimler Ag | Double clutch transmission for drive train of motor vehicle, has gearwheel planes arranged successively along main extension direction, and eight switching units forming eight forward gears |
| DE102012019892A1 (en) * | 2012-10-11 | 2014-04-17 | Daimler Ag | Dual clutch gear box i.e. jackshaft gear box, for powertrain of motor car, has jackshafts and gear plane displaced parallel to input shafts, wheel planes arranged in series along direction, and switch units for formation of forward gears |
| DE102012019880A1 (en) * | 2012-10-11 | 2014-04-17 | Daimler Ag | Dual clutch gear box i.e. jackshaft gear box, for powertrain of motor car, has sleeve shaft arranged at input shafts, gear wheel planes arranged in series along extending direction, and switch units provided for formation of forward gears |
| FR3017435A1 (en) * | 2014-02-13 | 2015-08-14 | Peugeot Citroen Automobiles Sa | DOUBLE CLUTCH GEARBOX FOR A MOTOR VEHICLE |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022062691A1 (en) * | 2020-09-23 | 2022-03-31 | 蜂巢传动科技河北有限公司 | Dual clutch transmission and vehicle having same |
| WO2023124763A1 (en) * | 2021-12-31 | 2023-07-06 | 中国第一汽车股份有限公司 | Multi-gear dual-clutch transmission |
| CN116538247A (en) * | 2023-06-25 | 2023-08-04 | 陕西法士特汽车传动集团有限责任公司 | 16 keep off power shift derailleur |
| CN116538247B (en) * | 2023-06-25 | 2023-10-20 | 陕西法士特汽车传动集团有限责任公司 | 16 keep off power shift derailleur |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111623088B (en) | 2022-03-25 |
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