CN113124110B - Double-clutch transmission and automobile - Google Patents
Double-clutch transmission and automobile Download PDFInfo
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- CN113124110B CN113124110B CN201911407256.3A CN201911407256A CN113124110B CN 113124110 B CN113124110 B CN 113124110B CN 201911407256 A CN201911407256 A CN 201911407256A CN 113124110 B CN113124110 B CN 113124110B
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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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- 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
Abstract
The invention discloses a dual clutch transmission and an automobile, wherein the dual clutch transmission comprises: the clutch comprises a first clutch, a second clutch, a third clutch, an input shaft, a first transmission shaft, a second transmission shaft, a first gear assembly and a second gear assembly. The first clutch is located between the vehicle power source and the input shaft, and when the first clutch is engaged, power of the vehicle power source is transmitted to the input shaft. The power input ends of the second clutch and the third clutch are coaxially connected with the input shaft. The double-clutch transmission can realize 6-gear switching through the matching of the first clutch, the second clutch, the third clutch, the input shaft, the first transmission shaft, the second transmission shaft, the first gear assembly and the second gear assembly without adding an additional gear set, so that the structure of the double-clutch transmission is simpler, the weight of the double-clutch transmission can be reduced, and the weight of an automobile can be further reduced.
Description
Technical Field
The invention relates to the field of automobiles, in particular to a double-clutch transmission and an automobile.
Background
The hybrid electric vehicle improves the energy utilization efficiency of the system by using the motor, has the advantages of the traditional internal combustion engine vehicle and the pure electric vehicle, and becomes an important development direction in the field of new energy vehicles. At present, in the hybrid electric vehicle which has been industrialized and commercialized, besides some automobile manufacturers adopt a double-motor power split hybrid electric system composed of a plurality of planetary gear devices, a large number of automobile manufacturers adopt a single-motor parallel hybrid electric system carrying an automatic transmission, and the hybrid electric system of the type has the characteristics of simple control, good production inheritance and the like. A continuously variable transmission in an automatic transmission is capable of continuously changing a gear ratio so that a power source operates in a high efficiency region for a long time. In the prior art, the number of gears is increased by adding gear sets, and the arrangement mode often causes the axial length and the weight of the assembly to be increased, so that the weight of the double-clutch transmission is larger.
Disclosure of Invention
The invention aims to solve the problem of large weight of a double-clutch transmission in the prior art under the condition of increasing the number of gears. The invention provides a double-clutch transmission and an automobile, which have the advantage of smaller weight under the condition of increasing the number of gears.
To solve the above problems, an embodiment of the present invention provides a dual clutch transmission including: the clutch device comprises a first clutch, a second clutch, a third clutch, an input shaft, a first transmission shaft, a second transmission shaft, a first gear assembly and a second gear assembly; wherein the content of the first and second substances,
the first clutch is located between an automotive power source and the input shaft, and when the first clutch is engaged, power of the automotive power source is transmitted to the input shaft;
the power input ends of the second clutch and the third clutch are coaxially connected to the input shaft; and also,
the power output end of the second clutch is in transmission connection with one end of the first transmission shaft, and the other end of the first transmission shaft is in power connection with the first gear set, so that the double-clutch transmission is switched to third and sixth gears through the second clutch;
the power output end of the third clutch is in transmission connection with one end of the second transmission shaft, the other end of the second transmission shaft is in power connection with the first gear set and the second gear set, and therefore the double-clutch transmission is switched to first, second, fourth and fifth gears through the third clutch.
Adopt above-mentioned technical scheme, this embodiment just can realize 6 grades of switchings through the cooperation of first clutch, second clutch, third clutch, input shaft, first transmission shaft, second transmission shaft, first gear assembly and second gear assembly, need not to increase extra gear train to make the structure of double clutch derailleur comparatively simple, and then can reduce the weight of double clutch derailleur.
Further, another embodiment of the present invention provides a dual clutch transmission, wherein,
the first gear assembly comprises a first synchronizer, a second synchronizer, a first gear and a second gear;
the first gear is detachably in power engagement with the first drive shaft through the first synchronizer;
the second gear is detachably in power engagement with the first drive shaft through the second synchronizer; and
the gear assembly comprises a third synchronizer, a fourth synchronizer, a third gear and a fourth gear;
the third gear is detachably in power engagement with the first drive shaft or the second drive shaft through the third synchronizer;
the fourth gear is detachably in power engagement with the first drive shaft or the second drive shaft through the fourth synchronizer.
Adopt above-mentioned technical scheme, first gear assembly includes first synchronous ware, second synchronous ware, first gear and second gear, gear assembly includes third synchronous ware, fourth synchronous ware, third gear and fourth gear, and in this embodiment, two sets of gear assemblies realize the switching of power through two synchronous wares and a pair of gear respectively, have simple structure and the advantage of dependable performance.
Further, another embodiment of the present invention provides a dual clutch transmission, wherein the first synchronizer, the second synchronizer, the third synchronizer, and the fourth synchronizer are all one-way synchronizers.
Further, another embodiment of the present invention provides a dual clutch transmission, the input shaft and the second driveshaft being solid shafts.
By adopting the technical scheme, the solid shaft has better rigidity and poorer anti-bending capability, so that the use reliability of the input shaft and the second transmission shaft can be ensured.
Further, another embodiment of the present invention provides a dual clutch transmission, wherein the first clutch, the second clutch, and the third clutch are all dry clutches.
By adopting the technical scheme, the dry clutch generally adopts an exposed mode to dissipate heat, and the first clutch, the second clutch and the third clutch in the embodiment are all dry clutches. Overheating of the first clutch, the second clutch, and the third clutch can be prevented.
Further, another embodiment of the present invention provides a dual clutch transmission, wherein an axial spacing of the first gear and the second gear is equal to an axial spacing of the third gear and the fourth gear.
Further, another embodiment of the present invention provides a dual clutch transmission,
when the dual clutch transmission is shifted to first gear, the first clutch, the third clutch, the second synchronizer, and the third synchronizer are engaged;
when the dual clutch transmission is shifted to second gear, the first clutch, the third clutch, the second synchronizer, and the fourth synchronizer are engaged;
when the dual clutch transmission is switched to third gear, the first clutch, the second clutch and the second synchronizer are engaged;
when the dual clutch transmission is switched to a fourth gear, the first clutch, the third clutch, the first synchronizer and the third synchronizer are engaged;
when the dual clutch transmission is switched to a fifth gear, the first clutch, the third clutch, the first synchronizer and the fourth synchronizer are engaged;
when the dual clutch transmission is shifted to a sixth gear, the first clutch, the second clutch, and the first synchronizer are engaged.
Further, another embodiment of the present invention provides a dual clutch transmission, further comprising a fourth clutch, the fourth clutch being in power connection with the input shaft.
By adopting the technical scheme, the fourth clutch can be used for reverse gear switching in an automobile.
Further, another embodiment of the present invention provides an automobile including a dual clutch transmission.
Adopt above-mentioned technical scheme, because the car in this embodiment includes the double clutch transmission in above-mentioned embodiment, this double clutch transmission just can realize 6 grades of switches through the cooperation of first clutch, second clutch, third clutch, input shaft, first transmission shaft, second transmission shaft, first gear subassembly and second gear subassembly, need not to increase extra gear train to make the structure of double clutch transmission comparatively simple, and then can reduce the weight of double clutch transmission, can further reduce the weight of car.
Additionally, other features and corresponding advantages of the present invention are set forth in the description that follows, and it is understood that at least some of the advantages will be apparent from the description of the invention.
Drawings
Fig. 1 is a schematic diagram of a transmission principle of a dual clutch transmission provided in embodiment 1 of the present invention.
Description of reference numerals:
e: a power source;
k0: a first clutch;
k1: a second clutch;
k2: a third clutch;
k3: a fourth clutch;
r: an input shaft;
l1: a first transmission shaft;
l2: a second drive shaft;
l3: an output shaft;
d: a differential mechanism;
g1, a first gear; g2: a third gear; g3: a second gear; g4: a fourth gear;
s1: a first synchronizer; s2: a third synchronizer; s3: a second synchronizer; s4: and a fourth synchronizer.
Detailed Description
The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to these embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in a specific case to those of ordinary skill in the art.
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Example 1：
One embodiment of the present embodiment provides a dual clutch transmission, as shown in fig. 1, comprising: the clutch comprises a first clutch K0, a second clutch K1, a third clutch K2, an input shaft R, a first transmission shaft L1, a second transmission shaft L2, a first gear assembly (G1 + G3) and a second gear assembly (G2 + G4).
Specifically, in the present embodiment, the first clutch K0 is located between the vehicle power source E and the input shaft R, and when the first clutch K0 is engaged, the power of the vehicle power source E is transmitted to the input shaft R.
More specifically, in the present embodiment, the second clutch K1 and the third clutch K2 have their power input ends coaxially connected to the input shaft R.
More specifically, in the present embodiment, the power output end of the second clutch K1 is in transmission connection with one end of the first transmission shaft L1, and the other end of the first transmission shaft L1 is in power connection with the first gear assembly (G1 + G3), so that the dual clutch transmission is switched to the third gear and the sixth gear through the second clutch K1.
The power output end of the third clutch K2 is in transmission connection with one end of the second transmission shaft L2, the other end of the second transmission shaft L2 is in power connection with the first gear assembly (G1 + G3) and the second gear assembly (G2 + G4), and therefore the double-clutch transmission is switched to first, second, fourth and fifth gears through the third clutch K2.
More specifically, in this embodiment, the dual clutch transmission can realize 6-gear shift through the cooperation of the first clutch K0, the second clutch K1, the third clutch K2, the input shaft R, the first transmission shaft L1, the second transmission shaft L2, the first gear assembly (G1 + G3) and the second gear assembly (G2 + G4), without adding an additional gear set, so that the structure of the dual clutch transmission is simpler, and the weight of the dual clutch transmission can be reduced.
More specifically, in the present embodiment, the first clutch K0 is a total clutch of the dual clutch transmission, and the second clutch K1 is drivingly connected to the first gear assembly (G1 + G3) via the first transmission shaft L1, so that the dual clutch transmission is switched to the third and sixth gears via the second clutch K1. The third clutch K2 is respectively in power connection with the first gear assembly (G1 + G3) and the second gear assembly (G2 + G4) through a second transmission shaft L2, so that the dual clutch transmission is switched to first, second, fourth and fifth gears through the third clutch K2. The specific transmission principle is explained below.
More specifically, in the present embodiment, the first clutch K0, the second clutch K1, and the third clutch K2 may be any one of various clutches, such as a mechanical clutch and a hydraulic clutch, which are commonly used by those skilled in the art, and may be specifically set according to actual design and use requirements, which is not limited in the present embodiment.
Further, another embodiment of the present embodiment provides a dual clutch transmission, and specifically, the first gear assembly (G1 + G3) includes a first synchronizer S1, a second synchronizer S3, a first gear G1, and a second gear G3; the first gear G1 is detachably power-engaged with the first transmission shaft L1 through a first synchronizer S1; the second gear G3 is detachably power-engaged with the first drive shaft L1 through a second synchronizer S3.
More specifically, in the present embodiment, the second gear assembly (G2 + G4) includes a third synchronizer S2, a fourth synchronizer S4, a third gear G2, and a fourth gear G4, and the third gear G2 is detachably power-engaged with the first transmission shaft L1 or the second transmission shaft L2 through the third synchronizer S2; the fourth gear G4 is detachably power-engaged with the first transmission shaft L1 or the second transmission shaft L2 through a fourth synchronizer S4.
More specifically, in the embodiment, since the first gear assembly (G1 + G3) includes the first synchronizer S1, the second synchronizer S3, the first gear G1 and the second gear G3, and the second gear assembly includes the third synchronizer S2, the fourth synchronizer S4, the third gear G2 and the fourth gear G4, in the embodiment, the two sets of gear assemblies respectively realize the switching of power through the two synchronizers and the pair of gears, and the gear assembly has the advantages of simple structure and reliable performance.
Further, another embodiment of the present embodiment provides a dual clutch transmission in which the first gear G1, the first synchronizer S1, the third gear G2, and the third synchronizer S2 are coaxially disposed. The second gear G3, the second synchronizer S3, the fourth gear G4, and the fourth synchronizer S4 are coaxially disposed.
Further, another embodiment of the present embodiment provides a dual clutch transmission, wherein the first synchronizer S1, the second synchronizer S3, the third synchronizer S2, and the fourth synchronizer S4 are all one-way synchronizers.
Further, another embodiment of the present embodiment provides a dual clutch transmission, with both the input shaft R and the second driveshaft L2 being solid shafts.
Specifically, in the present embodiment, since the solid shaft has good rigidity and poor bending resistance, the use reliability of the input shaft R and the second transmission shaft L2 can be ensured.
Further, another embodiment of the present embodiment provides a dual clutch transmission, wherein the first clutch K0, the second clutch K1, and the third clutch K2 are all dry clutches.
Specifically, in the present embodiment, since the dry clutch generally radiates heat in an exposed manner, the first clutch K0, the second clutch K1, and the third clutch K2 in the present embodiment are all dry clutches. Overheating of the first clutch K0, the second clutch K1 and the third clutch K2 can be prevented.
Further, another embodiment of the present embodiment provides a dual clutch transmission in which the axial spacing of the first gear G1 and the second gear G3 is equal to the axial spacing of the third gear G2 and the fourth gear G4.
Further, another embodiment of the present embodiment provides a dual clutch transmission, the clutch further includes an output shaft L3 and a differential D, wherein one end of the output shaft L3 is in transmission connection with the first gear assembly (G1 + G3) and the second gear assembly (G2 + G4), respectively, and the other end is in power connection with an input end of the differential D.
Further, another embodiment of the present embodiment provides a dual clutch transmission. Specifically, as shown in table 1:
TABLE 1
| Gear position | K0 | K1 | K2 | K3 | S1 | S2 | S3 | S4 |
| N | ||||||||
| 1 | ● | ● | ● | ● | ||||
| 2 | ● | ● | ● | ● | ||||
| 3 | ● | ● | ● | |||||
| 4 | ● | ● | ● | ● | ||||
| 5 | ● | ● | ● | ● | ||||
| 6 | ● | ● | ● | |||||
Wherein:
when the dual clutch transmission is switched to the 1 st gear, the first clutch K0, the third clutch K2, the second synchronizer S3 and the third synchronizer S2 are engaged; power is transmitted to a second transmission shaft L2 from a power source E sequentially through a first clutch K0, an input shaft R and a third clutch K2, and is transmitted to a second synchronizer S3 and a third synchronizer S2 through the second transmission shaft L2 respectively, the second synchronizer S3 is meshed with a second gear G3, the third synchronizer S2 is meshed with a third gear G2, and then the power is transmitted to the output shaft L3, and then is transmitted to wheels of an automobile through a differential D.
When the dual clutch transmission is switched to the second gear, the first clutch K0, the third clutch K2, the second synchronizer S3 and the fourth synchronizer S4 are engaged; the force is transmitted to a second transmission shaft L2 from a power source E sequentially through a first clutch K0, an input shaft R and a third clutch K2, and is transmitted to a second synchronizer S3 and a fourth synchronizer S4 respectively through the second transmission shaft L2, the second synchronizer S3 is meshed with a second gear G3, the fourth synchronizer S4 is meshed with a fourth gear G4, and then the power is transmitted to the output shaft L3, and then is transmitted to wheels of an automobile through a differential D.
When the dual clutch transmission is switched to the third gear, the first clutch K0, the second clutch K1 and the second synchronizer S3 are engaged; power is transmitted to a first transmission shaft L1 from a power source E through a first clutch K0, an input shaft R and a second clutch K1 in sequence, is transmitted to a second synchronizer S3 through the first transmission shaft L1 respectively, and the second synchronizer S3 is meshed with a second gear G3, so that power is transmitted to the output shaft L3 and then is transmitted to wheels of an automobile through a differential D.
When the dual-clutch transmission is switched to a fourth gear, the first clutch K0, the third clutch K2, the first synchronizer S1 and the third synchronizer S2 are connected; power is transmitted to a second transmission shaft L2 from a power source E sequentially through a first clutch K0, an input shaft R and a third clutch K2, and is transmitted to a first synchronizer S1 and a third synchronizer S2 through the second transmission shaft L2 respectively, the first synchronizer S1 is meshed with a first gear G1, the third synchronizer S2 is meshed with a third gear G2, and then the power is transmitted to an output shaft L3, and then is transmitted to wheels of an automobile through a differential D.
When the dual clutch transmission is switched to the fifth gear, the first clutch K0, the third clutch K2, the first synchronizer S1 and the fourth synchronizer S4 are engaged; power is transmitted to a second transmission shaft L2 from a power source E sequentially through a first clutch K0, an input shaft R and a third clutch K2, and is transmitted to a second synchronizer S3 and a fourth synchronizer S4 through the second transmission shaft L2 respectively, the second synchronizer S3 is meshed with a second gear G3, the fourth synchronizer S4 is meshed with a fourth gear G4, and then the power is transmitted to the output shaft L3, and then is transmitted to wheels of an automobile through a differential D.
When the dual clutch transmission is shifted to the sixth gear, the first clutch K0, the second clutch K1, and the first synchronizer S1 are engaged. Power is transmitted to a first transmission shaft L1 from a power source E sequentially through a first clutch K0, an input shaft R and a second clutch K1, and is transmitted to a first synchronizer S1 through the first transmission shaft L1 respectively, the first synchronizer S1 is meshed with a first gear G1, and then power is transmitted to an output shaft L3, and then the power is transmitted to wheels of an automobile through a differential D.
Further, another embodiment of the present embodiment provides a dual clutch transmission, further comprising a fourth clutch K3, the fourth clutch K3 being in power connection with the input shaft R.
Specifically, in the present embodiment, the fourth clutch K3 can be used for reverse gear shift in an automobile. As shown in fig. 1, when the dual clutch transmission is switched to a reverse gear, the first clutch K0 and the fourth clutch K3 are engaged, the power source E outputs in a reverse direction, and the power is transmitted to the output shaft L3 through the first clutch K0, the input shaft R and the fourth clutch K3 in sequence, and then transmitted to the wheels through the differential D, thereby realizing the reverse of the vehicle.
Example 2：
The present embodiment provides an automobile including the dual clutch transmission of embodiment 1.
Specifically, because the automobile in this embodiment includes the dual clutch transmission in the above-described embodiment, the dual clutch transmission can realize 6-gear shift through the cooperation of the first clutch K0, the second clutch K1, the third clutch K2, the input shaft R, the first transmission shaft L1, the second transmission shaft L2, the first gear assembly (G1 + G3) and the second gear assembly (G2 + G4), and there is no need to add an additional gear set, so that the structure of the dual clutch transmission is simpler, the weight of the dual clutch transmission can be reduced, and the weight of the automobile can be further reduced.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (7)
1. A dual clutch transmission for an automobile, comprising:
the clutch comprises a first clutch, a second clutch, a third clutch, an input shaft, a first transmission shaft, a second transmission shaft, a first output shaft, a second output shaft, a first gear assembly and a second gear assembly; wherein the content of the first and second substances,
the first clutch is positioned between a vehicle power source and the input shaft, and when the first clutch is engaged, power of the vehicle power source is transmitted to the input shaft;
the power input ends of the second clutch and the third clutch are coaxially connected to the input shaft; and also,
the power output end of the second clutch is in transmission connection with one end of the first transmission shaft, and the other end of the first transmission shaft is in power connection with the first gear assembly, so that the double-clutch transmission is switched to third and sixth gears through the second clutch;
the power output end of the third clutch is in transmission connection with one end of the second transmission shaft, the other end of the second transmission shaft is in power connection with the first gear assembly and the second gear assembly, so that the dual-clutch transmission is switched to first, second, fourth and fifth gears through the third clutch,
the first gear assembly comprises a first synchronizer, a second synchronizer, a first gear and a second gear;
the first gear and the second gear are both in constant mesh with the same gear of the first transmission shaft;
said first gear being detachably in powered engagement with said first output shaft through said first synchronizer;
the second gear is detachably in power engagement with the second output shaft through the second synchronizer; and
the second gear assembly comprises a third synchronizer, a fourth synchronizer, a third gear and a fourth gear;
the third gear and the fourth gear are both in constant meshing with the same gear of the second transmission shaft;
the third gear is detachably in power engagement with the first gear through the third synchronizer;
the fourth gear is detachably in power engagement with the second gear through the fourth synchronizer;
when the dual clutch transmission is shifted to first gear, the first clutch, the third clutch, the second synchronizer, and the third synchronizer are engaged;
when the dual clutch transmission is shifted to second gear, the first clutch, the third clutch, the second synchronizer, and the fourth synchronizer are engaged;
when the dual clutch transmission is shifted to third gear, the first clutch, the second clutch, and the second synchronizer are engaged;
when the dual clutch transmission is shifted to fourth gear, the first clutch, the third clutch, the first synchronizer, and the third synchronizer are engaged;
when the dual clutch transmission is shifted to fifth gear, the first clutch, the third clutch, the first synchronizer, and the fourth synchronizer are engaged;
when the dual clutch transmission is shifted to sixth gear, the first clutch, the second clutch, and the first synchronizer are engaged.
2. The dual clutch transmission of claim 1, wherein the first synchronizer, the second synchronizer, the third synchronizer, and the fourth synchronizer are all one-way synchronizers.
3. The dual clutch transmission of claim 2, wherein the input shaft and the second driveshaft are solid shafts.
4. The dual clutch transmission of claim 3, wherein the first clutch, the second clutch, and the third clutch are all dry clutches.
5. The dual clutch transmission of claim 4, wherein an inter-axial spacing of the first gear and the second gear is equal to an inter-axial spacing of the third gear and the fourth gear.
6. The dual clutch transmission of claim 5, further comprising a fourth clutch, the fourth clutch being in power connection with the input shaft.
7. An automobile, characterized in that it comprises a dual clutch transmission according to any one of claims 1 to 6.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201911407256.3A CN113124110B (en) | 2019-12-31 | 2019-12-31 | Double-clutch transmission and automobile |
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| CN201911407256.3A CN113124110B (en) | 2019-12-31 | 2019-12-31 | Double-clutch transmission and automobile |
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| CN113124110A CN113124110A (en) | 2021-07-16 |
| CN113124110B true CN113124110B (en) | 2022-11-29 |
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