CN111873789A - Dual-clutch transmission, fuel power system and hybrid power system - Google Patents
Dual-clutch transmission, fuel power system and hybrid power system Download PDFInfo
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- CN111873789A CN111873789A CN202010735720.8A CN202010735720A CN111873789A CN 111873789 A CN111873789 A CN 111873789A CN 202010735720 A CN202010735720 A CN 202010735720A CN 111873789 A CN111873789 A CN 111873789A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a double-clutch transmission, a fuel power system and a hybrid power system, wherein the double-clutch transmission comprises a first clutch, a second clutch, a first input shaft, a second input shaft, a first output shaft, a second output shaft, an intermediate shaft, a third output shaft and a synchronizer; the fuel-powered system comprises an engine and the double-clutch transmission; the hybrid system includes an engine, an electric machine, and a dual clutch transmission as described above. The double-clutch transmission provided by the invention has the advantages of small axial size, simple gear shifting action and high gear shifting efficiency, and is not only suitable for a fuel power system, but also suitable for a hybrid power system; the fuel power system provided by the invention has nine forward gears and one reverse gear; the hybrid power system provided by the invention is provided with nine hybrid forward gears, one hybrid reverse gear, two pure forward gears, one pure reverse gear and one parking charging gear.
Description
Technical Field
The invention relates to the technical field of automobile power transmission systems, in particular to a double-clutch transmission, a fuel power system and a hybrid power system.
Background
At present, aiming at the descending of the new round of emission and oil consumption, the national double-integral policy index shrinks year by year, and the traditional fuel automobile can not directly meet and meet the requirements of the new round of oil consumption and the national double-integral policy. Host plants at home and abroad not only continue to increase research and development investment and improve the heat efficiency of an engine, but also propose corresponding schemes such as multi-gear, electromotion, integration and the like in the aspect of a transmission. The multi-gear transmission on the traditional fuel automobile has large axial size and complex gear shifting control, can be applied to a hybrid power automobile after being changed by a large technical scheme, has low part universal ratio and can not realize the platformization of the traditional transmission and a hybrid transmission.
Disclosure of Invention
In view of the above, the invention aims to overcome the defects in the prior art, and provides a dual clutch transmission which has small axial size, simple gear shifting action and high gear shifting efficiency, and is not only suitable for a fuel power system, but also suitable for a hybrid power system; the invention also provides a fuel power system, which is provided with nine forward gears and one reverse gear; the invention also provides a hybrid power system which comprises nine hybrid forward gears, one hybrid reverse gear, two pure forward gears, one pure reverse gear and a parking charging gear.
The invention discloses a dual-clutch transmission, which comprises a first clutch, a second clutch, a first input shaft, a second input shaft, a first output shaft, a second output shaft, an intermediate shaft, a third output shaft and a synchronizing device, wherein the first clutch is connected with the second clutch;
the first input shaft is connected with an engine through the first clutch, and a first input gear, a second input gear and a third input gear are fixedly arranged on the first input shaft;
the second input shaft is connected with the engine through the second clutch, and a fourth input gear and a fifth input gear are fixedly arranged on the second input shaft;
a first shaft gear, a second shaft gear and a third shaft gear are sleeved on the first output shaft in an air-tight manner; the synchronizing device can control the first shaft gear, the second shaft gear and the third shaft gear to be combined with or separated from the first output shaft, and the synchronizing device can also control the first shaft gear to be combined with or separated from the second shaft gear; a first output gear is fixedly arranged on the first output shaft;
a second shaft first gear, a second shaft second gear, a second shaft third gear and a second shaft fourth gear are sleeved on the second output shaft in an air-tight manner; the synchronizing device can control the second shaft first gear, the second shaft second gear, the second shaft third gear and the second shaft fourth gear to be combined with or separated from the second output shaft; a second output gear is fixedly arranged on the second output shaft;
an intermediate shaft first gear and an intermediate shaft second gear are sleeved above the intermediate shaft; the synchronizing device can control the first gear of the intermediate shaft and the second gear of the intermediate shaft to be combined with or separated from the intermediate shaft; a third intermediate shaft gear is fixedly arranged on the intermediate shaft;
a third output gear meshed with a third gear of the intermediate shaft is fixedly arranged on the third output shaft;
the first shaft first gear is meshed with the second input gear, the second shaft second gear is meshed with the fourth input gear, the third shaft third gear is meshed with the second shaft fourth gear, the second shaft first gear is meshed with the first output gear, the second shaft second gear is simultaneously meshed with the third input gear and the intermediate shaft first gear, and the second shaft third gear is simultaneously meshed with the fourth input gear and the intermediate shaft second gear.
Further, the first input shaft is coaxial with the second input shaft and located inside the second input shaft, the first clutch is connected with the right end of the first input shaft, and the second clutch is connected with the right end of the second input shaft.
Further, the first input gear, the second input gear and the third input gear are sequentially arranged on the first input shaft at intervals from left to right, the fourth input gear and the fifth input gear are sequentially arranged on the second input shaft at intervals from left to right, and the third input gear is positioned on the left side of the fourth input gear.
Further, the first gear, the first shaft second gear, the first shaft third gear and the first output gear are sequentially arranged on the first output shaft at intervals from left to right; the second shaft first gear, the second shaft second gear, the second shaft third gear, the second shaft fourth gear and the second output gear are sequentially arranged on the second output shaft at intervals from left to right; the first gear of the intermediate shaft, the second gear of the intermediate shaft and the third gear of the intermediate shaft are sequentially arranged on the intermediate shaft at intervals from left to right.
Further, the synchronizer comprises a first synchronizer, a second synchronizer and a third synchronizer which are arranged on the first output shaft, the first synchronizer and the third synchronizer rotate synchronously with the first output shaft, the second synchronizer is sleeved on the first output shaft in an empty mode, the first synchronizer can control the first output shaft to be combined with or separated from the first shaft first gear, the second synchronizer can control the first shaft first gear to be combined with or separated from the second shaft second gear, and the third synchronizer can control the first output shaft to be combined with or separated from the second shaft second gear or the third shaft third gear.
Further, the synchronizing device further comprises a fourth synchronizer and a sixth synchronizer which are arranged on the second output shaft, the fourth synchronizer and the sixth synchronizer both synchronously rotate with the second output shaft, the sixth synchronizer can control the second output shaft to be combined with or separated from the second shaft first gear or the second shaft second gear, and the fourth synchronizer can control the second output shaft to be combined with or separated from the second shaft third gear or the second shaft fourth gear.
Further, the synchronizer further comprises a fifth synchronizer arranged on the intermediate shaft, the fifth synchronizer rotates synchronously with the intermediate shaft, and the fifth synchronizer can control the engagement or disengagement of the intermediate shaft and the first gear of the intermediate shaft or the second gear of the intermediate shaft.
The invention also provides a fuel power system which comprises an engine and the dual-clutch transmission, wherein the first clutch and the second clutch are connected with the engine.
The invention also provides a hybrid power system which comprises an engine, a motor and the double-clutch transmission, wherein the first clutch and the second clutch are connected with the engine; the first gear of the intermediate shaft is connected with the motor.
The invention has the beneficial effects that: the double-clutch transmission has the advantages that the number of the gears arranged on the first input shaft and the second input shaft is small, the axial size is small, the whole vehicle carrying is facilitated, the gear shifting action is simple, the gear shifting efficiency is high, and the double-clutch transmission is suitable for a fuel power system and a hybrid power system; the fuel power system has nine forward gears and one reverse gear, and in the accelerating and gear-up process of an automobile, the synchronizer only has one action for each gear of an output shaft, so that the control difficulty is reduced, the gear-shifting efficiency is improved, the dynamic property of the whole automobile is ensured, the switching from the first gear to the eighth gear can realize double-clutch unpowered interrupted gear-shifting, and the switching from the eighth gear to the ninth gear is power interrupted gear-shifting; the hybrid power system has nine hybrid forward gears, one hybrid reverse gear, two pure electric forward gears and one pure electric reverse gear, has multiple gear modes, can improve the driving pleasure, and also has one parking charging gear, and can realize parking charging; in addition, the hybrid power system is only provided with one motor relative to a fuel power system, the double-clutch transmission does not need to be changed, different-power vehicle types share the same double-clutch transmission, the technical scheme of parts matched with the double-clutch transmission and the different-power vehicle types is slightly changed, and the research and development cost and the production cost can be reduced.
Drawings
The invention is further described below with reference to the following figures and examples:
FIG. 1 is a schematic structural diagram of a dual clutch transmission of the present invention;
FIG. 2 is a state diagram of the clutches and synchronizers engaged in each gear of the fuel powered system of the present invention;
FIG. 3 is a schematic structural diagram of a dual clutch transmission of the present invention coupled to an electric machine;
fig. 4 is a state diagram of the engagement of the clutches and the synchronizer for each gear of the hybrid system of the present invention.
Description of the main reference numerals: k1-first clutch, K2-second clutch, Z1 a-first input gear, Z2 a-second input gear, Z3 a-third input gear, Z4 a-fourth input gear, Z5 a-fifth input gear, Z2 b-one-shaft first gear, Z4 d-one-shaft second gear, Z5 c-one-shaft third gear, Z1 b-two-shaft first gear, Z3 b-two-shaft second gear, Z4 b-two-shaft third gear, Z5 b-two-shaft fourth gear, Z3 c-intermediate shaft first gear, Z4 c-intermediate shaft second gear, Z6-intermediate shaft third gear, FD 1-first output gear, FD 2-second output gear, FD 3-third output gear, S1-first synchronizer, S2-second synchronizer, S6353-third synchronizer, S868427-fourth synchronizer, s5-fifth synchronizer, S6-sixth synchronizer.
Detailed Description
As shown in fig. 1, the dual clutch transmission in the present embodiment includes a first clutch K1, a second clutch K2, a first input shaft, a second input shaft, a first output shaft, a second output shaft, an intermediate shaft, a third output shaft, and a synchronizing device;
the first input shaft is connected with the engine through the first clutch K1, and a first input gear Z1a, a second input gear Z2a and a third input gear Z3a are fixedly arranged on the first input shaft;
the second input shaft is connected with the engine through the second clutch K2, and a fourth input gear Z4a and a fifth input gear Z5a are fixedly arranged on the second input shaft;
a first shaft gear Z2b, a second shaft gear Z4d and a third shaft gear Z5c are sleeved on the first output shaft; the synchronizing means can control the shaft first gear Z2b, the shaft second gear Z4d, and the shaft third gear Z5c to engage or disengage the first output shaft, the synchronizing means can also control the shaft first gear Z2b to engage or disengage the shaft second gear Z4 d; a first output gear FD1 is fixedly arranged on the first output shaft;
a second-shaft first gear Z1b, a second-shaft second gear Z3b, a second-shaft third gear Z4b and a second-shaft fourth gear Z5b are sleeved on the second output shaft in an air-free mode; the synchronizing means can control the second shaft first gear Z1b, the second shaft second gear Z3b, the second shaft third gear Z4b and the second shaft fourth gear Z5b to engage or disengage with the second output shaft; a second output gear FD2 is fixedly arranged on the second output shaft;
a first intermediate shaft gear Z3c and a second intermediate shaft gear Z4c are sleeved above the intermediate shaft; the synchronization device is able to control the coupling or uncoupling of the first intermediate shaft gear Z3c and the second intermediate shaft gear Z4c with the intermediate shaft; a middle shaft third gear Z6 is fixedly arranged on the middle shaft;
a third output gear FD3 meshed with the third gear Z6 of the intermediate shaft is fixedly arranged on the third output shaft;
the first shaft gear Z2b meshes with the second input gear Z2a, the second shaft gear Z4d meshes with the fourth input gear Z4a, the third shaft gear Z5c meshes with the second shaft fourth gear Z5b, the first shaft gear Z1b meshes with the first output gear FD1, the second shaft second gear Z3b meshes with the third input gear Z3a and the countershaft first gear Z3c at the same time, and the third shaft gear Z4b meshes with the fourth input gear Z4a and the countershaft second gear Z4c at the same time.
The first output gear FD1, the second output gear FD2, and the third output gear FD3 are all meshed with a differential main reduction gear, eventually transmitting power to the wheels.
In the present embodiment, the first input shaft is coaxial with the second input shaft and is located inside the second input shaft, the first clutch K1 is connected to the right end of the first input shaft, and the second clutch K2 is connected to the right end of the second input shaft.
In this embodiment, the first input gear Z1a, the second input gear Z2a, and the third input gear Z3a are sequentially disposed on the first input shaft at intervals from left to right, the fourth input gear Z4a and the fifth input gear Z5a are sequentially disposed on the second input shaft at intervals from left to right, and the third input gear Z3a is located on the left side of the fourth input gear Z4 a.
In this embodiment, the first gear, the shaft second gear Z4d, the shaft third gear Z5c and the first output gear FD1 are sequentially arranged on the first output shaft from left to right at intervals; the second shaft first gear Z1b, the second shaft second gear Z3b, the second shaft third gear Z4b, the second shaft fourth gear Z5b and the second output gear FD2 are arranged on the second output shaft at intervals from left to right in sequence; the first intermediate shaft gear Z3c, the second intermediate shaft gear Z4c and the third intermediate shaft gear Z6 are sequentially arranged on the intermediate shaft at intervals from left to right.
In the present embodiment, the synchronizing device includes a first synchronizer S1, a second synchronizer S2, and a third synchronizer S3 provided on the first output shaft, the first synchronizer S1 and the third synchronizer S3 rotate in synchronization with the first output shaft, the second synchronizer S2 is freely sleeved on the first output shaft, the first synchronizer S1 can control the first output shaft to engage with or disengage from the first shaft first gear Z2b, the second synchronizer S2 can control the first shaft first gear Z2b to engage with or disengage from the first shaft second gear Z4d, and the third synchronizer S3 can control the first output shaft to engage with or disengage from the first shaft second gear Z4d or the first shaft third gear Z5 c. The second synchronizer S2 is located between a first shaft first gear Z2b and a second shaft second gear Z4d, the third synchronizer S3 is located between a second shaft second gear Z4d and a third shaft third gear Z5c, the left side of the third synchronizer S3 is coupled to the second shaft second gear Z4d to enable the first output shaft to rotate synchronously with the second shaft second gear Z4d, and the right side of the third synchronizer S3 is coupled to the third shaft third gear Z5c to enable the first output shaft to rotate synchronously with the third shaft third gear Z5 c.
In this embodiment, the synchronization device further includes a fourth synchronizer S4 and a sixth synchronizer S6 provided on the second output shaft, the fourth synchronizer S4 and the sixth synchronizer S6 both rotate in synchronization with the second output shaft, the sixth synchronizer S6 can control the second output shaft to engage with or disengage from the second shaft first gear Z1b or the second shaft second gear Z3b, and the fourth synchronizer S4 can control the second output shaft to engage with or disengage from the second shaft third gear Z4b or the second shaft fourth gear Z5 b. A fourth synchronizer S4 is located between the second shaft third gear Z4b and the second shaft fourth gear Z5b, the left side of the fourth synchronizer S4 is coupled to the second shaft third gear Z4b to enable the second output shaft to rotate synchronously with the second shaft third gear Z4b, and the right side of the fourth synchronizer S4 is coupled to the second shaft fourth gear Z5b to enable the second output shaft to rotate synchronously with the second shaft third gear Z4 b; the sixth synchronizer S6 is located between the second shaft first gear Z1b and the second shaft second gear Z3b, the left side of the sixth synchronizer S6 is coupled to the second shaft first gear Z1b to enable the second output shaft to rotate in synchronization with the second shaft first gear Z1b, and the right side of the sixth synchronizer S6 is coupled to the second shaft second gear Z3b to enable the second output shaft to rotate in synchronization with the second shaft second gear Z3 b.
In this embodiment, the synchronizing arrangement further comprises a fifth synchronizer S5 provided on the countershaft, the fifth synchronizer S5 rotating in synchronization with the countershaft, the fifth synchronizer S5 being capable of controlling the countershaft to engage or disengage the first countershaft gear Z3c or the second countershaft gear Z4 c. The fifth synchronizer S5 is located between the countershaft first gear Z3c and the countershaft second gear Z4c, the left side of the fifth synchronizer S5 in combination with the countershaft first gear Z3c enables the countershaft to rotate synchronously with the countershaft first gear Z3c, and the right side of the fifth synchronizer S5 in combination with the countershaft second gear Z4c enables the countershaft to rotate synchronously with the countershaft second gear Z4 c.
The first input shaft and the second input shaft of the double-clutch transmission are provided with a small number of gears, and the axial size is small, so that the double-clutch transmission is beneficial to carrying of the whole vehicle; the gear shifting action is simple, the gear shifting efficiency is high, and the gear shifting device is not only suitable for a fuel power system, but also suitable for a hybrid power system.
The embodiment also provides a fuel power system which comprises an engine and the double-clutch transmission, wherein the first clutch K1 and the second clutch K2 are connected with the engine.
As shown in fig. 1 and 2, the fuel power system has nine forward gears and one reverse gear, and the operating principles of the gears are as follows:
the first gear working condition: the second synchronizer S2 rotates a shaft first gear Z2b and a shaft second gear Z4d synchronously; the right side of the fourth synchronizer S4 is engaged with the second shaft fourth gear Z5b, so that the second shaft fourth gear Z5b rotates synchronously with the second output shaft; the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route is as follows: engine → first clutch K1 → first input shaft → second input gear Z2a → a first shaft gear Z2b → second synchronizer S2 → a second shaft gear Z4d → fourth input gear Z4a → fifth input gear Z5a → second shaft gear Z5b → fourth synchronizer S4 → second output shaft → second output gear FD2 → main reduction gear of the differential.
The second working condition: the right side of the fourth synchronizer S4 is engaged with the second shaft fourth gear Z5b, so that the second shaft fourth gear Z5b rotates synchronously with the second output shaft; the second clutch K2 transmits the torque of the engine to the second input shaft, and the power transmission route is as follows: engine → second clutch K2 → second input shaft → fifth input gear Z5a → second shaft fourth gear Z5b → fourth synchronizer S4 → second output shaft → second output gear FD2 → differential main reduction gear.
And (3) a third-gear working condition: the first synchronizer S1 is coupled to a shaft first gear Z2b to rotate the first output shaft in synchronization with a shaft first gear Z2 b; the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route is as follows: engine → first clutch K1 → first input shaft → second output gear FD2 → a shaft first gear Z2b → first synchronizer S1 → first output shaft → first output gear FD1 → differential main reduction gear.
A fourth gear working condition: the left side of the third synchronizer S3 is coupled to a shaft second gear Z4d, causing the first output shaft to rotate synchronously with a shaft second gear Z4 d; the second clutch K2 transmits the torque of the engine to the second input shaft, and the power transmission route: engine → second clutch K2 → second input shaft → fourth input gear Z4a → a shaft second gear Z4d → third synchronizer S3 → first output shaft → first output gear FD1 → differential main reduction gear.
And a fifth gear working condition: the right side of the sixth clutch is combined with the second shaft second gear Z3b, so that the second output shaft and the second shaft second gear Z3b rotate synchronously; the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route is as follows: engine → first clutch K1 → first input shaft → third input gear Z3a → second shaft second gear Z3b → sixth synchronizer S6 → second output shaft → second output gear FD2 → differential main reduction gear.
And a sixth gear working condition: the left side of the fourth synchronizer S4 is engaged with the second shaft third gear Z4b, causing the second output shaft to rotate synchronously with the second shaft third gear Z4 b; the second clutch K2 transmits the torque of the engine to the second input shaft, and the power transmission route is as follows: engine → second clutch K2 → second input shaft → fourth input gear Z4a → second shaft third gear Z4b → fourth synchronizer S4 → second output shaft → second output gear FD2 → differential main reduction gear.
And (3) a seven-gear working condition: the left side of the sixth synchronizer S6 is coupled to the second shaft first gear Z1b, causing the second output shaft to rotate synchronously with the second shaft first gear Z1 b; the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route is as follows: engine → first clutch K1 → first input shaft → first input gear Z1a → second shaft first gear Z1b → sixth synchronizer S6 → second output shaft → second output gear FD2 → differential main reduction gear.
Eight-gear working condition: the right side of the fifth synchronizer S5 is engaged with the countershaft second gear Z4c, which causes the countershaft to rotate synchronously with the countershaft second gear Z4 c; the second clutch K2 transmits the torque of the engine to the second input shaft, and the power transmission route is as follows: engine → second clutch K2 → second input shaft → fourth input gear Z4a → second shaft third gear Z4b → intermediate shaft second gear Z4c → fifth synchronizer S5 → intermediate shaft third gear Z6 → third output gear FD3 → differential main reduction gear.
Nine-gear working condition: the left side of the fifth synchronizer S5 is engaged with countershaft first gear Z3c, which rotates the countershaft in synchronization with countershaft first gear Z3 c; the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route is as follows: engine → first clutch K1 → first input shaft → third input gear Z3a → second shaft gear Z3b → intermediate shaft first gear Z3c → fifth synchronizer S5 → intermediate shaft third gear Z6 → third output gear FD3 → differential main reduction gear.
And (3) reverse gear working condition: the right side of the third synchronizer S3 is coupled to a shaft third gear Z5c, causing the first output shaft to rotate in synchronization with a shaft third gear Z5 c; the second clutch K2 transmits the torque of the engine to the second input shaft, and the power transmission route is as follows: engine → second clutch K2 → second input shaft → fifth input gear Z5a → second shaft fourth gear Z5b → a shaft third gear Z5c → third synchronizer S3 → first output shaft → first output gear FD1 → differential main reduction gear.
The fuel power system has nine forward gears and one reverse gear, only one gear needs to enable the right sides of the second synchronizer S2 and the fourth synchronizer S4 to start synchronization at the same time, and other gears only need to enable one synchronizer to start synchronization. Because the first gear is used for starting and the first gear is well engaged before the accelerator is stepped, the synchronizer only has one action for the gear of each output shaft in the accelerating and shifting process of the automobile, the control difficulty is reduced, the gear shifting efficiency is improved, and the dynamic property of the whole automobile is ensured. During a first gear to ninth gear shift, first clutch K1 and second clutch K2 are alternately engaged, a first gear to eighth gear shift can achieve a dual clutch unpowered interrupted shift, and during an eighth gear to ninth gear shift, a power interrupted shift is achieved because the right side of fifth synchronizer S5 is engaged with countershaft second gear Z4c to shift the left side of fifth synchronizer S5 into engagement with countershaft first gear Z3 c.
The invention also provides a hybrid power system which comprises an engine, a motor and the double-clutch transmission, wherein the first clutch K1 and the second clutch K2 are connected with the engine; the intermediate shaft first gear Z3c is connected with the motor.
As shown in fig. 3 and 4, the hybrid system has nine forward gears of hybrid, one reverse gear of hybrid, two pure forward gears, one pure reverse gear and one parking charging gear, and the operating principles of the gears are as follows:
mixed-action first-gear working condition: the second synchronizer S2 rotates a shaft first gear Z2b and a shaft second gear Z4d synchronously; the right side of the fourth synchronizer S4 is engaged with the second shaft fourth gear Z5b, so that the second shaft fourth gear Z5b rotates synchronously with the second output shaft; the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route of the engine is: engine → first clutch K1 → first input shaft → second input gear Z2a → a first shaft gear Z2b → second synchronizer S2 → a second shaft gear Z4d → fourth input gear Z4a → fifth input gear Z5a → second shaft gear Z5b → fourth synchronizer S4 → second output shaft → second output gear FD2 → main reducer gear of the differential; the motor is driven in an assisting way, and the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → second shaft second gear Z3b → second input gear Z2a → a shaft first gear Z2b → second synchronizer S2 → a shaft second gear Z4d → fourth input gear Z4a → fifth input gear Z5a → second shaft fourth gear Z5b → fourth synchronizer S4 → second output shaft → second output gear FD2 → differential main reduction gear. The power flow of the motor and the power flow of the engine are converged to realize the mixed-motion forward gear and the first gear.
The mixed-motion second-gear working condition is as follows: the first synchronizer S1 is coupled to a first shaft first gear Z2b, causing the first output shaft to rotate synchronously with a first shaft first gear Z2b, and the right side of the fourth synchronizer S4 is coupled to a second shaft fourth gear Z5b, causing the second shaft fourth gear Z5b to rotate synchronously with the second output shaft; the second clutch K2 transmits the torque of the engine to the second input shaft, and the power transmission route is as follows: engine → second clutch K2 → second input shaft → fifth input gear Z5a → second shaft fourth gear Z5b → fourth synchronizer S4 → second output shaft → second output gear FD2 → differential main reduction gear; the motor is driven in an assisting way, and the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → second shaft second gear Z3b → third input gear Z3a → first input shaft → second input gear Z2a → a shaft first gear Z2b → first synchronizer S1 → first output shaft → first output gear FD1 → differential main reduction gear. The motor is converged with the power flow of the engine to realize the mixed-motion forward and backward two-gear.
Mixed-action three-gear working condition: the first synchronizer S1 is coupled to a shaft first gear Z2b to rotate the first output shaft in synchronization with a shaft first gear Z2 b; the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route of the engine is: engine → first clutch K1 → first input shaft → second input gear Z2a → a shaft first gear Z2b → first synchronizer S1 → first output shaft → first output gear FD1 → differential main reduction gear; the motor is driven in an assisting way, and the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → second shaft second gear Z3b → third input gear Z3a → first input shaft → second input gear Z2a → a shaft first gear Z2b → first synchronizer S1 → first output shaft → first output gear FD1 → differential main reduction gear. The motor is converged with the power flow of the engine, and the mixed-motion forward three gears are realized.
Mixed-action four-gear working condition: the first synchronizer S1 is coupled to a shaft first gear Z2b to rotate the first output shaft in synchronization with a shaft first gear Z2 b; the left side of the third synchronizer S3 is coupled to a shaft second gear Z4d, causing the first output shaft to rotate synchronously with a shaft second gear Z4 d; the second clutch K2 transmits the torque of the engine to the second input shaft, and the power transmission route of the engine: engine → second clutch K2 → second input shaft → fourth input gear Z4a → a shaft second gear Z4d → third synchronizer S3 → first output shaft → first output gear FD1 → differential main reduction gear; the motor is driven in an assisting way, and the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → second shaft second gear Z3b → third input gear Z3a → first input shaft → second input gear Z2a → a shaft first gear Z2b → first synchronizer S1 → first output shaft → first output gear FD1 → differential main reduction gear. The motor is converged with the power flow of the engine, and the mixed-motion forward four gears are realized.
Mixed-action five-gear working condition: the right side of the sixth clutch is combined with the second shaft second gear Z3b, so that the second output shaft and the second shaft second gear Z3b rotate synchronously; the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route of the engine is: engine → first clutch K1 → first input shaft → third input gear Z3a → second shaft second gear Z3b → sixth synchronizer S6 → second output shaft → second output gear FD2 → differential main reduction gear; the motor is driven in an assisting way, and the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → second shaft second gear Z3b → sixth synchronizer S6 → second output shaft → second output gear FD2 → differential main reduction gear. The power flow of the motor and the power flow of the engine are converged, and the hybrid five forward gears are realized.
Hybrid six-gear working condition: the left side of the fourth synchronizer S4 is coupled to the second shaft third gear Z4b, causing the second output shaft to rotate synchronously with the second shaft third gear Z4b, and the left side of the fifth synchronizer S5 is coupled to the countershaft first gear Z3c, causing the countershaft to rotate synchronously with the countershaft first gear Z3 c; the second clutch K2 transmits the torque of the engine to the second input shaft, and the power transmission route of the engine is: engine → second clutch K2 → second input shaft → fourth input gear Z4a → second shaft third gear Z4b → fourth synchronizer S4 → second output shaft → second output gear FD2 → differential main reduction gear; the motor is driven in an assisting way, and the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → fifth synchronizer S5 → intermediate shaft third gear Z6 → third output gear FD3 → differential main reduction gear. The power flow of the motor and the power flow of the engine are converged, and six forward gears of hybrid motion are achieved.
Hybrid seven-gear working condition: the left side of the sixth synchronizer S6 is coupled to the second shaft first gear Z1b, causing the second output shaft to rotate synchronously with the second shaft first gear Z1 b; the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route of the engine is: engine → first clutch K1 → first input shaft → first input gear Z1a → second shaft first gear Z1b → sixth synchronizer S6 → second output shaft → second output gear FD2 → differential main reduction gear; the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → second shaft second gear Z3b → third input gear Z3a → first input shaft → first input gear Z1a → second shaft first gear Z1b → sixth synchronizer S6 → second output shaft → second output gear FD2 → differential main reduction gear. The power flow of the motor and the power flow of the engine are converged, and the hybrid-driven forward seven-gear is realized.
Mixed-action eight-gear working condition: the right side of the fifth synchronizer S5 is coupled to the countershaft second gear Z4c, which causes the countershaft to rotate synchronously with countershaft second gear Z4c, and the right side of the sixth clutch is coupled to the second shaft second gear Z3b, which causes the second output shaft to rotate synchronously with second shaft second gear Z3 b; the second clutch K2 transmits the torque of the engine to the second input shaft, and the power transmission route of the engine is: engine → second clutch K2 → second input shaft → fourth input gear Z4a → second shaft third gear Z4b → intermediate shaft second gear Z4c → fifth synchronizer S5 → intermediate shaft third gear Z6 → third output gear FD3 → differential main reduction gear; the motor is driven in an assisting way, and the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → second shaft second gear Z3b → sixth synchronizer S6 → second output shaft → second output gear FD2 → differential main reduction gear. The power flow of the motor and the power flow of the engine are converged, and eight forward gears of mixed motion are achieved.
Mixed-action nine-gear working condition: the left side of the fifth synchronizer S5 is engaged with countershaft first gear Z3c, which rotates the countershaft in synchronization with countershaft first gear Z3 c; the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route of the engine is: engine → first clutch K1 → first input shaft → third input gear Z3a → second shaft gear Z3b → intermediate shaft first gear Z3c → fifth synchronizer S5 → intermediate shaft third gear Z6 → third output gear FD3 → differential main reduction gear; the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → fifth synchronizer S5 → intermediate shaft third gear Z6 → third output gear FD3 → differential main reduction gear. The motor is converged with the power flow of the engine, and nine forward gears of mixed motion are realized.
The mixed-action reverse gear working condition is as follows: the first synchronizer S1 is coupled to a shaft first gear Z2b to rotate the first output shaft in synchronism with a shaft first gear Z2b, and the right side of the third synchronizer S3 is coupled to a shaft third gear Z5c to rotate the first output shaft in synchronism with a shaft third gear Z5 c; the second clutch K2 transmits the torque of the engine to the second input shaft, and the power transmission route of the engine is: engine → second clutch K2 → second input shaft → fifth input gear Z5a → second shaft fourth gear Z5b → a shaft third gear Z5c → third synchronizer S3 → first output shaft → first output gear FD1 → differential main reduction gear; the motor power-assisted driving, the motor rotation direction that the motor that thoughtlessly moves the reverse gear is opposite with the motor rotation direction that thoughtlessly moves the forward gear, and the power transmission route of motor is: motor → intermediate shaft first gear Z3c → second shaft second gear Z3b → third input gear Z3a → first input shaft → second input gear Z2a → a shaft first gear Z2b → first synchronizer S1 → first output shaft → first output gear FD1 → differential main reduction gear. The motor is converged with the power flow of the engine to realize the hybrid reverse gear.
Pure electric first gear working condition: the first clutch K1 and the second clutch K2 are disconnected, the first synchronizer S1 is combined with a first shaft first gear Z2b, so that the first output shaft and the first shaft first gear Z2b synchronously rotate, and the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → second shaft second gear Z3b → third input gear Z3a → first input shaft → second input gear Z2a → a shaft first gear Z2b → first synchronizer S1 → first output shaft → first output gear FD1 → differential main reduction gear.
Pure electric two-gear working condition: the first clutch K1 and the second clutch K2 are disconnected, the left side of the fifth synchronizer S5 is combined with the first gear Z3c of the intermediate shaft, so that the intermediate shaft and the first gear Z3c of the intermediate shaft rotate synchronously, and the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → fifth synchronizer S5 → intermediate shaft third gear Z6 → third output gear FD3 → differential main reduction gear.
Pure electric reverse gear working condition: the first clutch K1 and the second clutch K2 are disconnected, the first synchronizer S1 is combined with the first shaft first gear Z2b, so that the first output shaft and the first shaft first gear Z2b synchronously rotate, the rotation direction of the pure electric reverse gear is opposite to that of the pure electric first gear, and the power transmission route of the motor is as follows: motor → intermediate shaft first gear Z3c → second shaft second gear Z3b → third input gear Z3a → first input shaft → second input gear Z2a → a shaft first gear Z2b → first synchronizer S1 → first output shaft → first output gear FD1 → differential main reduction gear.
Parking charging gear working condition: the first clutch K1 transmits the torque of the engine to the first input shaft, and the power transmission route of the engine is: the engine → the first input shaft → the third input gear Z3a → the second gear Z3b → the first gear Z3c of the intermediate shaft → the motor, and the engine drives the motor to generate electricity.
The hybrid power system provided by the invention has nine hybrid forward gears, one hybrid reverse gear, two pure electric forward gears and one pure electric reverse gear, has multiple gear modes, can improve the driving pleasure, and also has one parking charging gear, so that parking charging can be realized. Compared with the fuel power system, the hybrid power system only needs to add one motor, the double-clutch transmission does not need to be changed, the vehicle types with different powers share the same double-clutch transmission, the technical scheme of the parts matched with the double-clutch transmission and the vehicle types with different powers is slightly changed, and the research and development cost and the production cost can be reduced. The working conditions of the clutches and the synchronizers of the two gears with odd numbers (namely, the first gear, the third gear, the fifth gear, the seventh gear and the ninth gear) are the same; the hybrid power system is combined by adding a synchronizer in even gears (namely, two gears, four gears, six gears and eight gears) and a reverse gear ratio fuel power system, and helps to realize motor intervention boosting drive, and the working conditions of clutches of the hybrid power system and the fuel power system are the same.
Finally, the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all of them should be covered in the claims of the present invention.
Claims (9)
1. A dual clutch transmission, characterized by: the clutch comprises a first clutch (K1), a second clutch (K2), a first input shaft, a second input shaft, a first output shaft, a second output shaft, an intermediate shaft, a third output shaft and a synchronous device;
the first input shaft is connected with an engine through the first clutch (K1), and a first input gear (Z1 a), a second input gear (Z2 a) and a third input gear (Z3 a) are fixedly arranged on the first input shaft;
the second input shaft is connected with the engine through the second clutch (K2), and a fourth input gear (Z4 a) and a fifth input gear (Z5 a) are fixedly arranged on the second input shaft;
a first shaft gear (Z2 b), a second shaft gear (Z4 d) and a third shaft gear (Z5 c) are sleeved on the first output shaft; the synchronizing means can control the shaft first gear (Z2 b), the shaft second gear (Z4 d), and the shaft third gear (Z5 c) to engage or disengage with the first output shaft, the synchronizing means can also control the shaft first gear (Z2 b) to engage or disengage with the shaft second gear (Z4 d); a first output gear (FD 1) is fixedly arranged on the first output shaft;
a second-shaft first gear (Z1 b), a second-shaft second gear (Z3 b), a second-shaft third gear (Z4 b) and a second-shaft fourth gear (Z5 b) are sleeved on the second output shaft in an empty manner; the synchronizing means being able to control the coupling or uncoupling of the second shaft first gear (Z1 b), the second shaft second gear (Z3 b), the second shaft third gear (Z4 b) and the second shaft fourth gear (Z5 b) with the second output shaft; a second output gear (FD 2) is fixedly arranged on the second output shaft;
a first intermediate shaft gear (Z3 c) and a second intermediate shaft gear (Z4 c) are sleeved on the intermediate shaft; the synchronization device is able to control the coupling or uncoupling of the first intermediate shaft gear (Z3 c) and the second intermediate shaft gear (Z4 c) with the intermediate shaft; a third intermediate shaft gear (Z6) is fixedly arranged on the intermediate shaft;
a third output gear (FD 3) meshed with the third gear (Z6) of the intermediate shaft is fixedly arranged on the third output shaft;
the first shaft gear (Z2 b) meshes with the second input gear (Z2 a), the second shaft gear (Z4 d) meshes with the fourth input gear (Z4 a), the third shaft gear (Z5 c) meshes with the fourth shaft gear (Z5 b), the first shaft gear (Z1 b) meshes with the first output gear (FD 1), the second shaft gear (Z3 b) meshes with the third input gear (Z3 a) and the first countershaft gear (Z3 c), and the third countershaft gear (Z4 b) meshes with the fourth input gear (Z4 a) and the second countershaft gear (Z4 c).
2. The dual clutch transmission of claim 1, wherein: the first input shaft is coaxial with the second input shaft and is located inside the second input shaft, the first clutch (K1) is connected with the right end of the first input shaft, and the second clutch (K2) is connected with the right end of the second input shaft.
3. The dual clutch transmission of claim 2, wherein: the first input gear (Z1 a), the second input gear (Z2 a) and the third input gear (Z3 a) are sequentially disposed on the first input shaft at intervals from left to right, the fourth input gear (Z4 a) and the fifth input gear (Z5 a) are sequentially disposed on the second input shaft at intervals from left to right, and the third input gear (Z3 a) is located at the left side of the fourth input gear (Z4 a).
4. The dual clutch transmission of claim 1, wherein: the first gear, the shaft second gear (Z4 d), the shaft third gear (Z5 c) and the first output gear (FD 1) are arranged on the first output shaft at intervals from left to right in sequence; the second shaft first gear (Z1 b), the second shaft second gear (Z3 b), the second shaft third gear (Z4 b), the second shaft fourth gear (Z5 b) and the second output gear (FD 2) are arranged on the second output shaft at intervals from left to right in sequence; the first intermediate shaft gear (Z3 c), the second intermediate shaft gear (Z4 c) and the third intermediate shaft gear (Z6) are sequentially arranged on the intermediate shaft at intervals from left to right.
5. The dual clutch transmission of claim 1, wherein: the synchronizing device includes a first synchronizer (S1), a second synchronizer (S2), and a third synchronizer (S3) provided on the first output shaft, the first synchronizer (S1) and the third synchronizer (S3) rotate in synchronization with the first output shaft, the second synchronizer (S2) is loosely fitted on the first output shaft, the first synchronizer (S1) can control the first output shaft to be coupled with or decoupled from the shaft first gear (Z2 b), the second synchronizer (S2) can control the shaft first gear (Z2 b) to be coupled with or decoupled from the shaft second gear (Z4 d), and the third synchronizer (S3) can control the first output shaft to be coupled with or decoupled from the shaft second gear (Z4 d) or the shaft third gear (Z5 c).
6. The dual clutch transmission of claim 5, wherein: the synchronizing device further includes a fourth synchronizer (S4) and a sixth synchronizer (S6) provided on the second output shaft, the fourth synchronizer (S4) and the sixth synchronizer (S6) both rotate in synchronization with the second output shaft, the sixth synchronizer (S6) is capable of controlling the second output shaft to be engaged with or disengaged from the second shaft first gear (Z1 b) or the second shaft second gear (Z3 b), and the fourth synchronizer (S4) is capable of controlling the second output shaft to be engaged with or disengaged from the second shaft third gear (Z4 b) or the second shaft fourth gear (Z5 b).
7. The dual clutch transmission of claim 6, wherein: the synchronization device further comprises a fifth synchronizer (S5) arranged on the intermediate shaft, the fifth synchronizer (S5) rotates synchronously with the intermediate shaft, and the fifth synchronizer (S5) can control the intermediate shaft to be combined with or separated from the first intermediate shaft gear (Z3 c) or the second intermediate shaft gear (Z4 c).
8. A fuel power system, characterized by: comprising an engine and a dual clutch transmission according to any of claims 1-7, the first clutch (K1) and the second clutch (K2) both being connected to the engine.
9. A hybrid powertrain characterized by: comprising an engine, an electric machine and a dual clutch transmission according to any of claims 1-7, the first clutch (K1) and the second clutch (K2) each being connected to the engine; the intermediate shaft first gear (Z3 c) is connected with the motor.
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