CN113389853B - Ten-speed double-clutch transmission, gearbox and automobile - Google Patents
Ten-speed double-clutch transmission, gearbox and automobile Download PDFInfo
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- CN113389853B CN113389853B CN202010167185.0A CN202010167185A CN113389853B CN 113389853 B CN113389853 B CN 113389853B CN 202010167185 A CN202010167185 A CN 202010167185A CN 113389853 B CN113389853 B CN 113389853B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0069—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising ten forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
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Abstract
The utility model belongs to the technical field of automobile clutches, and particularly relates to a ten-speed double-clutch transmission, a gearbox and an automobile. The ten-speed dual clutch transmission includes: the input shaft is coaxially nested with the outer input shaft, the inner input shaft is provided with eight-gear, four-gear, two-gear and six-gear driving gears, and the outer input shaft is provided with nine-gear, three-gear and five-gear driving gears; a third-gear driven gear, an eighth-gear driven gear, a fourth-gear driven gear and a second-gear driven gear are sequentially arranged on the first output shaft; a nine-gear driven gear, a combination gear, a five-gear driven gear, a common gear and a six-gear driven gear are sequentially arranged on the second output shaft; a reverse gear driven gear is arranged on the reverse gear shaft; the synchronizer is used for controlling the combination and the separation of all driven gears and the shaft on which the driven gears are arranged. The ten-speed double-clutch transmission can realize the speed change of ten forward gears of an automobile, so that the speed ratio of each gear of the automobile is more reasonable, and the ten-speed double-clutch transmission has better dynamic property and economic index.
Description
Technical Field
The utility model belongs to the technical field of automobile clutches, and particularly relates to a ten-speed double-clutch transmission, a gearbox and an automobile.
Background
With the continuous development of automobile technology, a dual clutch transmission with high efficiency and high comfort gradually becomes a new development trend. In the double-clutch automatic transmission in the prior art, two gearboxes and two clutches are integrated in one gearbox, two input shafts which are rotatably sleeved together are respectively connected with one clutch, the two input shafts respectively transmit power of two gearbox speed groups, and a gear shifting program is completed by automatically switching between the two clutches, so that power gear shifting in a gear shifting process can be realized, namely, power is not interrupted in the gear shifting process, and the gear shifting of a vehicle is rapid and stable.
However, since the conventional dual clutch type automatic transmission mostly adopts dual output shafts or single output shafts and is usually arranged by adopting a common driving gear or a linearly arranged gear set, the axial size thereof is long, so that the mounting space of a vehicle with a front transverse engine and a front wheel drive, particularly a small vehicle, is limited, and therefore, the dual clutch type automatic transmission in the prior art is difficult to adopt, and the engine is difficult to work in an optimal working area due to less gear positions for speed change, thereby having adverse effects on the power performance and the economical efficiency of the whole vehicle; and the existing double-clutch type automatic transmission has fewer gears, and the selection of the gears is less when the automobile runs on complicated road conditions, which is not favorable for the fuel economy of the automobile.
Disclosure of Invention
The technical problem to be solved by the utility model is as follows: the technical problems that the existing double clutches are limited in installation space, few in speed change gears and the like are solved, and a ten-speed double-clutch transmission, a gearbox and an automobile are provided.
To solve the above problems, an embodiment of the present invention provides a ten-speed dual clutch transmission, including:
the input shaft is coaxially nested with the outer input shaft, the inner input shaft is connected with a power source through a first clutch, the outer input shaft is connected with the power source through a second clutch, an eight-gear driving gear, a four-gear driving gear, a two-gear driving gear and a six-gear driving gear are sequentially and fixedly arranged at one end, far away from the power source, of the inner input shaft, and a nine-gear driving gear, a three-gear driving gear and a five-gear driving gear are sequentially and fixedly arranged at one end, far away from the power source, of the outer input shaft;
a third-gear driven gear meshed with the third-gear driving gear, an eighth-gear driven gear meshed with the eighth-gear driving gear, a fourth-gear driven gear meshed with the fourth-gear driving gear and a second-gear driven gear meshed with the second-gear driving gear are sleeved on the first output shaft in an air-tight manner;
a second output shaft, on which a second main reduction gear, a nine-gear driven gear engaged with the nine-gear driving gear, a common gear engaged with the four-gear driving gear, and a six-gear driven gear engaged with the six-gear driving gear are idly sleeved; a combination gear and a five-gear driven gear meshed with the five-gear driving gear are fixedly arranged on the second output shaft;
and the synchronizing device is used for controlling the combination and the separation of all driven gears and the shaft on which the driven gears are arranged.
Optionally, the synchronization apparatus includes: and the first synchronizer is connected to the first output shaft and positioned between the third-gear driven gear and the eighth-gear driven gear and is used for controlling the combination and separation of the third-gear driven gear and the eighth-gear driven gear with the first output shaft.
Optionally, the synchronization apparatus further includes: and the second synchronizer is connected to the first output shaft and positioned between the fourth-gear driven gear and the second-gear driven gear and is used for controlling the combination and the separation of the fourth-gear driven gear and the second-gear driven gear with the first output shaft.
Optionally, the second main reduction gear comprises an engaging portion and an overhang portion connected to an end of the engaging portion remote from the power source; the nine-gear driven gear is sleeved on the extension part in an empty mode.
Optionally, the synchronization apparatus further includes: and a third synchronizer connected to the extension portion and located between the nine-speed driven gear and the combining gear, the third synchronizer being used for controlling the combination and the separation of the nine-speed driven gear and the combining gear with the second main reduction gear.
Optionally, the synchronization apparatus further includes: and a fourth synchronizer connected to the second output shaft between the common gear and the sixth-speed driven gear, the fourth synchronizer being configured to control engagement and disengagement of the common gear and the sixth-speed driven gear with the second output shaft.
Optionally, a reverse driving gear connected with a third-gear driven gear is sleeved on the first output shaft in an empty manner;
the ten-speed double-clutch transmission also comprises a gear reversing shaft arranged in parallel with the inner input shaft, and one end of the gear reversing shaft close to the power source is fixedly provided with a third main reduction gear; and one end of the gear reversing shaft, which is far away from the power source, is also sleeved with a reverse driven gear which is meshed with the reverse driving gear in an empty way.
Optionally, the synchronization apparatus further includes: and a fifth synchronizer connected to the reverse shaft and controlling engagement and disengagement of the reverse driven gear with and from the reverse shaft.
In the ten-speed double-clutch transmission, the inner input shaft, the outer input shaft, the first output shaft and the second output shaft are all designed in parallel, so that the distance of the ten-speed double-clutch transmission in the direction of a power source is shorter, the manufacturing cost of the ten-speed double-clutch transmission is reduced, the structure is compact, and the installation space is small; in addition, the inner input shaft is provided with a second-gear driving gear, a fourth-gear driving gear, a sixth-gear driving gear and an eighth-gear driving gear, and the outer input shaft is provided with a third-gear driving gear, a fifth-gear driving gear and a ninth-gear driving gear, so that the driving gears on the inner input shaft of the ten-speed double-clutch transmission can be conveniently installed and maintained; and through the meshing with each driven gear on the first output shaft and each driven gear on the second output shaft, the speed change of ten forward gears of the automobile can be realized, so that the speed ratio of each gear of the automobile is more reasonable, better dynamic property and economic index can be obtained, and the oil consumption is reduced.
The utility model also provides a gearbox comprising the ten-speed double-clutch transmission.
The utility model also provides an automobile comprising the ten-speed double-clutch transmission.
Drawings
The utility model is further illustrated with reference to the following figures and examples.
Fig. 1 is a schematic structural diagram of a ten-speed dual-clutch transmission according to an embodiment of the present invention.
The reference numerals in the specification are as follows:
1. an outer input shaft; 11. a nine-gear driving gear; 12. a third gear driving gear; 13. a five-gear driving gear; 2. an inner input shaft; 21. an eight-gear driving gear; 22. a fourth gear driving gear; 23. a second gear driving gear; 24. a six-gear driving gear; 3. a first clutch; 4. a second clutch; 5. a first output shaft; 51. a first main reduction gear; 52. a third-gear driven gear; 53. an eight-gear driven gear; 54. a fourth-gear driven gear; 55. a second-gear driven gear; 56. a reverse drive gear; 6. a second output shaft; 61. a second main reduction gear; 62. a nine-speed driven gear; 63. a common gear; 64. a six-speed driven gear; 65. a coupling gear; 66. a fifth-speed driven gear; 7. a shift shaft; 71. a third main reduction gear; 72. a reverse driven gear; 8. a synchronization device; 81. a first synchronizer; 82. a second synchronizer; 83. a third synchronizer; 84. a fourth synchronizer; 85. a fifth synchronizer; 9. a differential mechanism; 91. a ring gear; 10. a power source.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the utility model and are not intended to limit the utility model.
It is to be understood that the terms "upper", "lower", "left", "right", "front", "rear", "middle", and the like, as used herein, refer to an orientation or positional relationship based on that shown in the drawings, which is for convenience in describing the utility model and simplifying the description, and 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 utility model.
As shown in fig. 1, an embodiment of the present invention provides a ten-speed dual clutch transmission, including:
the input shaft comprises an outer input shaft 1 and an inner input shaft 2 which are coaxially nested together, wherein the inner input shaft 2 is connected with a power source 10 through a first clutch 3, the outer input shaft 1 is connected with the power source 10 through a second clutch 4, one end of the inner input shaft 2, which is far away from the power source 10, is sequentially and fixedly provided with an eight-gear driving gear 21, a four-gear driving gear 22, a two-gear driving gear 23 and a six-gear driving gear 24, and one end of the outer input shaft 1, which is far away from the power source 10, is sequentially and fixedly provided with a nine-gear driving gear 11, a three-gear driving gear 12 and a five-gear driving gear 13; it is understood that the power source 10 includes, but is not limited to, an engine or a motor, etc., and the first clutch 3 and the second clutch 4 constitute a double clutch; the outer input shaft 1 is a hollow shaft, the inner input shaft 2 is a solid shaft, and the outer input shaft 1 is nested on the inner input shaft 2, so that the ten-speed double-clutch transmission is compact in structure.
Specifically, the eight-gear driving gear 21, the four-gear driving gear 22, the two-gear driving gear 23 and the six-gear driving gear 24 may be fixedly connected to the inner input shaft 2 through spline connection, welding, interference, or the like, or integrally formed with the inner input shaft 2; the nine-gear driving gear 11, the three-gear driving gear 12 and the five-gear driving gear 13 may be fixedly connected to the outer input shaft 1 through spline connection, welding, interference, or the like, or integrally formed with the outer input shaft 1.
A first output shaft 5, on which a third-gear driven gear 52 engaged with the third-gear driving gear 12, an eighth-gear driven gear 53 engaged with the eighth-gear driving gear 21, a fourth-gear driven gear 54 engaged with the fourth-gear driving gear 22, and a second-gear driven gear 55 engaged with the second-gear driving gear 23 are idly sleeved, wherein the first output shaft 5 is provided with a first output shaft;
preferably, in an embodiment, a first main reduction gear 51 engaged with the ring gear 91 of the differential 9 is fixedly provided at one end of the first output shaft 5 near the power source 10; the first output shaft 5 is further sequentially sleeved with a third-gear driven gear 52 meshed with the third-gear driving gear 12, an eighth-gear driven gear 53 meshed with the eighth-gear driving gear 21, a fourth-gear driven gear 54 meshed with the fourth-gear driving gear 22 and a second-gear driven gear 55 meshed with the second-gear driving gear 23 in an empty manner in a direction away from the first main reduction gear 51; the third driven gear 52 is disposed at an end of the first main reduction gear 51 away from the power source 10; that is, the first output shaft 5 is provided with a first final reduction gear 51, a third driven gear 52, an eighth driven gear 53, a fourth driven gear 54, and a second driven gear 55 in this order in a direction away from the power source. It is understood that the first main reduction gear 51 may be fixedly connected to the first output shaft 5 by spline connection, welding, interference, etc.; the second-gear driven gear 55, the third-gear driven gear, the fourth-gear driven gear, the eighth-gear driven gear 53 and the reverse driving gear 56 are all sleeved on the first output shaft 5 through needle bearings.
A second output shaft 6, on which a second main reduction gear (61), a ninth-gear driven gear 62 engaged with the ninth-gear driving gear 11, a common gear 63 engaged with the fourth-gear driving gear 22, and a sixth-gear driven gear 64 engaged with the sixth-gear driving gear 24 are idly sleeved; the second output shaft 6 is also fixedly provided with a combination gear 65 and a fifth-gear driven gear 66 meshed with the fifth-gear driving gear 13;
preferably, in an embodiment, the second output shaft 6 is sequentially provided with a second main reduction gear 61 engaged with the ring gear 91, a ninth driven gear 62 engaged with the ninth driving gear 11, a common gear 63 engaged with the fourth driving gear 22, and a sixth driven gear 64 engaged with the sixth driving gear 24 in an empty manner in a direction away from the power source 10; a combination gear 65 and a fifth-gear driven gear 66 engaged with the fifth-gear driving gear 13 are sequentially and fixedly arranged on the second output shaft 6 in a direction away from the second main reduction gear 61; the coupling gear 65 and the fifth-speed driven gear 66 are located between the ninth-speed driven gear 62 and the common gear 63; it is understood that the combination gear 65 and the fifth-speed driven gear 66 can be fixedly connected to the second output shaft 6 by spline connection, welding, interference, etc.; and the second main reduction gear 61, the ninth-speed driven gear 62, the sixth-speed driven gear 64, and the common gear 63 are all sleeved on the second output shaft 6 through needle bearings.
A synchronizer 8, wherein the synchronizer 8 is used for controlling the combination and separation of all driven gears and the shafts thereof; it will be appreciated that the synchronization means 8 may also control the engagement and disengagement of the second main reduction gear 61 with the second output shaft 6.
Preferably, the first output shaft 5 and the second output shaft 6 are both parallel to the outer input shaft 1.
The four-gear driving gear is simultaneously meshed with the four-gear driven gear and the common gear, and the three gears are coplanar gears; the ring gear 91 meshes with the first final reduction gear 51 and the second final reduction gear 61 simultaneously, and these three gears are coplanar gears, it can be understood that the ring gear 91 of the differential mechanism 9 is a ring gear with a larger diameter, and the first final reduction gear 51 and the second final reduction gear 61 are both gears with a smaller diameter, and are distributed on different sides of the ring gear 91 of the differential mechanism 9 and mesh with each other.
In the ten-speed dual-clutch transmission, the inner input shaft 2, the outer input shaft 1, the first output shaft 5 and the second output shaft 6 are all arranged in parallel, so that the distance of the ten-speed dual-clutch transmission in the direction of the power source 10 is short; the eight-speed double-clutch transmission can be applied to an automatic transmission, and a manufacturing mode of a manual transmission is adopted (the ten-speed double-clutch transmission is equivalent to combining two manual transmissions on one transmission), so that the manufacturing of a middle planetary gear of the traditional automatic transmission is overcome, the manufacturing cost of the ten-speed double-clutch transmission is reduced, and the ten-speed double-clutch transmission is compact in structure and small in installation space; in addition, the inner input shaft 2 is provided with the second-gear driving gear 23, the fourth-gear driving gear 22, the sixth-gear driving gear 24 and the eighth-gear driving gear 21, and the outer input shaft 1 is provided with the third-gear driving gear 12, the fifth-gear driving gear 13 and the ninth-gear driving gear 11, so that the driving gears on the inner input shaft 2 of the ten-speed double-clutch transmission can be conveniently installed and maintained; and through the meshing with each driven gear on the first output shaft 5 and each driven gear on the second output shaft 6, the speed change of ten forward gears of the automobile can be realized, so that the speed ratio of each gear of the automobile is more reasonable, better dynamic performance and economic index can be obtained, and the oil consumption is reduced.
In one embodiment, as shown in fig. 1, the synchronization device 8 includes: and a first synchronizer 81 connected to the first output shaft 5 and located between the third-speed driven gear 52 and the eighth-speed driven gear 53, wherein the first synchronizer 81 is used for controlling the combination and the separation of the third-speed driven gear 52 and the eighth-speed driven gear 53 with the first output shaft 5. It is understood that the first synchronizer 81 is a conventional synchronizer which slides on the first output shaft 5 by a shift fork control, and the inner ring of the first synchronizer 81 is provided with an inner spline, while the outer surface of the first output shaft 5 is provided with an outer spline, which can realize that the first synchronizer 81 can only move along the axial direction of the first output shaft 5, but can not rotate around the first output shaft 5.
In one embodiment, as shown in fig. 1, the synchronization device 8 further includes: and a second synchronizer 82 connected to the first output shaft 5 and located between the fourth-speed driven gear 54 and the second-speed driven gear 55, wherein the second synchronizer 82 is used for controlling the combination and the separation of the fourth-speed driven gear 54 and the second-speed driven gear 55 with the first output shaft 5. It is to be understood that the second synchronizer 82 has the same principle as the first synchronizer 81, and thus, the description thereof is omitted.
In one embodiment, the second main reduction gear 61 includes a meshing portion and an overhang portion connected to an end of the meshing portion remote from the power source 10; the nine-gear driven gear 62 is freely sleeved on the protruding part. It can be understood that the nine-speed driven gear 62 is loosely fitted on the overhang portion of the second final drive gear 61 through a needle bearing, thereby further reducing the installation space of the ten-speed dual clutch transmission.
In one embodiment, the synchronization device 8 further comprises: a third synchronizer 83 connected to the overhang part and located between the ninth driven gear 62 and the coupling gear 65, the third synchronizer 83 being used to control the coupling and decoupling of the ninth driven gear 62 and the coupling gear 65 with the second main reduction gear 61. It is to be understood that the third synchronizer 83 is a conventional synchronizer which slides on the overhang portion of the second main reduction gear 61 by means of shift fork control, and the inner ring of the third synchronizer 83 is provided with internal splines while the outer surface of the overhang portion of the second main reduction gear 61 is provided with external splines, which makes it possible to realize that the third synchronizer 83 can move only in the axial direction of the overhang portion of the second main reduction gear 61 but cannot rotate around the overhang portion of the second main reduction gear 61. The third synchronizer 83 is fixedly connected to the second final reduction gear 61 so that the second output shaft 6 has a sufficient space for installing other components, or the length of the second output shaft 6 can be made shorter, so that the ten-speed dual clutch transmission is more compact.
In one embodiment, as shown in fig. 1, the synchronization device 8 further includes: a fourth synchronizer 84 connected to the second output shaft 6 between the common gear 63 and the sixth-speed driven gear 64, the fourth synchronizer 84 being configured to control the engagement and disengagement of the common gear 63 and the sixth-speed driven gear 64 with and from the second output shaft 6. It is understood that the principle of the fourth synchronizer 84 is the same as that of the first synchronizer 81 and the second synchronizer 82, which have already been mentioned above and are not described herein again.
In one embodiment, as shown in fig. 1, the first output shaft 5 is further sleeved with a reverse driving gear 56 connected with the third driven gear 52; preferably, the first output shaft 5 is further sleeved with a reverse driving gear 56 between the first main reduction gear 51 and the third driven gear 52; it will be appreciated that the reverse drive gear 56 may be hollow on the second output shaft 6 by means of a needle bearing.
The ten-speed double-clutch transmission also comprises a gear-reversing shaft 7 which is arranged in parallel with the inner input shaft 2, and one end of the gear-reversing shaft 7, which is close to the power source 10, is fixedly provided with a third main reduction gear 71 which is meshed with the gear ring 91; and one end of the reverse gear shaft 7, which is far away from the power source 10, is also sleeved with a reverse driven gear 72 which is meshed with the reverse driving gear 56 in an empty way. It is understood that the third main reduction gear 71 may be fixedly connected to the reverse shaft 7 by spline connection, welding, interference, or the like, or may be integrally formed with the reverse shaft 7; through the cooperation of the reverse gear shaft 7, the reverse gear driving gear 56 and the like, the automobile can realize reverse gear driving.
The ring gear 91 of the differential 9 meshes simultaneously with the first final reduction gear 51, the second final reduction gear 61, and the third final reduction gear 71, and these four gears are coplanar gears.
In one embodiment, as shown in fig. 1, the synchronization device 8 further includes: a fifth synchronizer 85 connected to the reverse shaft 7 and controlling engagement and disengagement of the reverse driven gear 72 with and from the ten-speed dual clutch transmission 7. It is to be understood that the fifth synchronizer 85 is a conventional synchronizer which slides on the reverse shaft 7 by a shift fork control, and an inner spline is provided in an inner ring of the fifth synchronizer 85 while an outer spline is provided on an outer surface of the ten-speed dual clutch transmission 7, which makes it possible that the fifth synchronizer 85 can move only in an axial direction of the reverse shaft 7 but cannot rotate around the reverse shaft 7.
Specifically, the power transmission route of the reverse gear of the automobile is as follows: the fifth synchronizer 85 is engaged with the reverse driven gear 72, and the second clutch 4 is closed; the power source 10 drives the external input shaft 1 to rotate through the second clutch 4, the third-gear driving gear 12 fixed on the external input shaft 1 drives the third-gear driven gear 52 to rotate, the third-gear driven gear 52 drives the reverse gear driving gear 56 to rotate, the reverse gear driving gear 56 drives the reverse gear driven gear 72 engaged with the reverse gear driving gear to rotate, the fifth synchronizer 85 is combined with the reverse gear driven gear 72, the fifth synchronizer 85 drives the reverse gear shaft 7 to rotate, the reverse gear shaft 7 rotates to drive the third main reduction gear 71 fixed on the reverse gear shaft to rotate, and the third main reduction gear 71 rotates to drive the differential mechanism 9 to rotate through the gear ring 91, so that the reverse gear of the automobile is realized.
In the present invention, the transmission routes of the ten gears of the ten-speed dual clutch transmission are as follows:
a first gear transmission route: the fourth synchronizer 84 is coupled to the common gear 63, the second synchronizer 82 is coupled to the second-speed driven gear 55, and the second clutch 4 is closed; the power source 10 drives the outer input shaft 1 to rotate through the second clutch 4, so as to drive the fifth-gear driving gear 13 to rotate (because the fifth-gear driving gear 13 is fixedly connected to the outer input shaft 1), and then drive the fifth-gear driven gear 66 to rotate (because the fifth-gear driven gear 66 is engaged with the fifth-gear driving gear 13), so that the second output shaft 6 will rotate along with the fifth-gear driven gear 66 (because the fifth-gear driven gear 66 is fixedly connected to the second output shaft 6), and the rotation of the second output shaft 6 will drive the common gear 63 to rotate (because the fourth synchronizer 84 is combined with the common gear 63), so as to drive the fourth-gear driving gear 22 to rotate (because the fourth-gear driving gear 22 is engaged with the common gear 63), and the inner input shaft 2 will rotate along with the fourth-gear driving gear 22 (because the fourth-gear driving gear 22 is fixedly connected to the inner input shaft 2), then, the second-gear driving gear 23 fixedly connected to the inner input shaft 2 rotates to drive the second-gear driven gear to rotate (due to the gear engagement between the second-gear driven gear 55 and the second-gear driving gear 23), and drives the first output shaft 5 to rotate (due to the combination of the second synchronizer 82 and the second-gear driven gear 55), so as to drive the first main reduction gear 51 to rotate, and drive the differential gear 9 to rotate through the gear ring 91, thereby finally realizing the rotation of the automobile wheel in the first gear. To be noted: since the second main reduction gear 61 is fixedly connected to the third synchronizer 83, the rotation of the second output shaft 6 will not drive the second main reduction gear 61.
A second gear transmission route: the second synchronizer 82 is engaged with the second-speed driven gear 55, and the first clutch 3 is closed; the power source 10 drives the inner input shaft 2 to rotate through the first clutch 3, drives the second gear driving gear 23 to rotate (because the second gear driving gear 23 is fixedly connected to the inner input shaft 2), and then drives the second gear driven gear 55 to rotate (because the second gear driven gear 55 is meshed with the second gear driving gear 23), because the second synchronizer 82 is combined with the second gear driven gear 55, the first output shaft 5 is driven to rotate, the first main reduction gear 51 is driven to rotate, the differential mechanism 9 is driven to rotate through the gear ring 91, and finally the rotation of the automobile wheel in the second gear is realized.
A third gear transmission route: the first synchronizer 81 is engaged with the third driven gear 52, and the second clutch 4 is closed; the power source 10 drives the outer input shaft 1 to rotate through the second clutch 4, drives the rotation of the third gear driving gear 12 (because the third gear driving gear 12 is fixedly connected to the outer input shaft 1), and then drives the rotation of the third gear driven gear 52 (because the third gear driven gear 52 is meshed with the third gear driving gear 12), and because the first synchronizer 81 is combined with the third gear driven gear 52, the first output shaft 5 is driven to rotate, so that the first main reduction gear 51 is driven to rotate, and the differential mechanism 9 is driven to rotate through the gear ring 91, and finally the rotation of the automobile wheel in the third gear is realized.
A fourth gear transmission route: the second synchronizer 82 is engaged with the fourth-speed driven gear 54, and the first clutch 3 is closed; the power source 10 drives the inner input shaft 2 to rotate through the first clutch 3, drives the fourth-gear driving gear 22 to rotate (because the fourth-gear driving gear 22 is fixedly connected to the inner input shaft 2), and then drives the fourth-gear driven gear 54 to rotate (because the fourth-gear driven gear 54 is meshed with the fourth-gear driving gear 22), and because the second synchronizer 82 is combined with the fourth-gear driven gear 54, the first output shaft 5 is driven to rotate, so that the first main reduction gear 51 is driven to rotate, and the differential mechanism 9 is driven to rotate through the gear ring 91, so that the rotation of the automobile wheel at the fourth gear is finally realized.
A fifth gear transmission route: the third synchronizer 83 is engaged with the engaging gear 65, and the second clutch 4 is closed; the power source 10 drives the external input shaft 1 to rotate through the second clutch 4, drives the fifth-gear driving gear 13 to rotate (because the fifth-gear driving gear 13 is fixedly connected to the external input shaft 1), then drives the fifth-gear driven gear 66 (because the fifth-gear driven gear 66 is engaged with the fifth-gear driving gear 13), drives the second output shaft 6 to rotate (because the fifth-gear driven gear 66 is fixedly connected to the second output shaft 6), drives the combination gear 65 to rotate (because the combination gear 65 is fixedly connected to the second output shaft 6), drives the rotation of the second main reduction gear 61 through the third synchronizer 83 (because the second main reduction gear 61 is fixedly connected to the third synchronizer 83), and drives the differential mechanism 9 to rotate through the gear ring 91 because the third synchronizer 83 is combined with the combination gear 65, finally, the rotation of the automobile wheels in the fifth gear is realized.
A sixth gear transmission route: the fourth synchronizer 84 is coupled to the sixth-speed driven gear 64, the third synchronizer 83 is coupled to the coupling gear 65, and the first clutch 3 is closed; the power source 10 drives the inner input shaft 2 to rotate through the first clutch 3, drives the sixth-gear driving gear 24 to rotate (because the sixth-gear driving gear 24 is fixedly connected to the inner input shaft 2), then drives the sixth-gear driven gear 64 to rotate (because the sixth-gear driven gear 64 is meshed with the sixth-gear driving gear 24), and further drives the second output shaft 6 to rotate due to the combination of the fourth synchronizer 84 and the sixth-gear driven gear 64, and then drives the combination gear 65 to rotate (because the combination gear 65 is fixedly connected to the second output shaft 6), because the third synchronizer 83 is combined with the combination gear 65, the rotation of the combination gear 65 will drive the rotation of the second main reduction gear 61 through the third synchronizer 83, and then drive the differential 9 to rotate through the gear ring 91, finally, the rotation of the automobile wheel in the sixth gear is realized.
A seven-gear transmission route: the fourth synchronizer 84 is coupled to the common gear 63, the first synchronizer 81 is coupled to the eighth driven gear 53, and the second clutch 4 is closed; the power source 10 drives the external input shaft 1 to rotate through the second clutch 4, drives the fifth-gear driving gear 13 to rotate (because the fifth-gear driving gear 13 is fixedly connected to the external input shaft 1), then drives the fifth-gear driven gear 66 to rotate (because the fifth-gear driven gear 66 is engaged with the fifth-gear driving gear 13), then drives the second output shaft 6 to rotate (because the fifth-gear driven gear 66 is fixedly connected to the second output shaft 6), and drives the common gear 63 to rotate (because the fourth synchronizer 84 is combined with the common gear 63), then drives the fourth-gear driving gear 22 to rotate (because the fourth-gear driving gear 22 is engaged with the common gear 63), and then drives the internal input shaft 2 to rotate (because the fourth-gear driving gear 22 is fixedly connected to the internal input shaft 2), the eight-gear driving gear 21 is driven to rotate (because the eight-gear driving gear 21 is fixedly connected to the inner input shaft 2), the eight-gear driven gear 53 is driven to rotate (because the eight-gear driven gear 53 is meshed with the eight-gear driving gear 21), and the first synchronizer 81 is combined with the eight-gear driven gear 53, so that the rotation of the eight-gear driven gear 53 drives the first output shaft 5 to rotate, the first main reduction gear 51 to rotate, the differential mechanism 9 is driven to rotate through the gear ring 91, and finally the rotation of the automobile wheel in seven gears is realized.
Eight-gear transmission route: the first synchronizer 81 is engaged with the common gear 63, and the first clutch 3 is closed; the power source 10 drives the inner input shaft 2 to rotate through the first clutch 3, drives the eight-gear driving gear 21 to rotate (because the eight-gear driving gear 21 is fixedly connected to the inner input shaft 2), then drives the eight-gear driven gear 53 to rotate (because the eight-gear driven gear 53 is meshed with the eight-gear driving gear 21), and because the first synchronizer 81 is combined with the eight-gear driven gear 53, the rotation of the eight-gear driven gear 53 drives the rotation of the first output shaft 5, and further drives the rotation of the first main reduction gear 51, the differential mechanism 9 is driven by the gear ring 91 to rotate, and finally the rotation of the automobile wheel in eight gears is realized.
A nine-gear transmission route: the third synchronizer 83 is engaged with the ninth-speed driven gear 62, and the second clutch 4 is closed; the power source 10 drives the outer input shaft 1 to rotate through the second clutch 4, drives the nine-gear driving gear 11 to rotate (because the nine-gear driving gear 11 is fixedly connected to the outer input shaft 1), and then drives the nine-gear driven gear 62 to rotate (because the nine-gear driven gear 62 is meshed with the nine-gear driving gear 11), the third synchronizer 83 is combined with the nine-gear driven gear 62, so that the rotation of the nine-gear driven gear 62 drives the third synchronizer 83 to rotate, and further drives the rotation of the second main reduction gear 61 (because the second main reduction gear 61 is fixedly connected with the third synchronizer 83), and the gear ring 91 drives the differential mechanism 9 to rotate, thereby finally realizing the rotation of the automobile wheel in the nine gears.
A ten-gear transmission route: the third synchronizer 83 is coupled to the ninth driven gear 62, the fourth synchronizer 84 is coupled to the common gear 63, and the first clutch 3 is closed; the power source 10 drives the inner input shaft 2 to rotate through the first clutch 3, so as to drive the fourth-gear driving gear 22 to rotate (because the fourth-gear driving gear 22 is fixedly connected to the inner input shaft 2), and then drive the common gear 63 to rotate (because the common gear 63 is meshed with the fourth-gear driving gear 22), because the fourth synchronizer 84 is combined with the common gear 63, the rotation of the common gear 63 drives the rotation of the second output shaft 6 through the fourth synchronizer 84, and then drives the fifth-gear driving gear 13 to rotate (because the fifth-gear driving gear 13 is meshed with the fifth-gear driven gear 66), so as to drive the outer input shaft 1 to rotate (because the fifth-gear driving gear 13 is fixedly connected to the outer input shaft 1), and drive the rotation of the ninth-gear driving gear 11 (because the ninth-gear driving gear 11 is fixedly connected to the outer input shaft 1), the ninth driven gear 62 is further driven to rotate (due to the engagement of the ninth driven gear 62 and the ninth driving gear 11), the third synchronizer 83 is combined with the ninth driven gear 62, so that the rotation of the ninth driven gear 62 drives the third synchronizer 83 to rotate, and further drives the second main reduction gear 61 to rotate (due to the fixed connection of the second main reduction gear 61 and the third synchronizer 83), the differential 9 is driven to rotate through the gear ring 91, and finally the rotation of the automobile wheel in the ten-gear is realized.
Further, the principle of the ten-speed dual clutch transmission during shifting is described by taking the second gear shifting into the third gear when the automobile is running as an example, and the switching of other gears is the same as the second gear shifting into the third gear, and will not be described again.
When the automobile runs in the second gear, the second synchronizer 82 is combined with the second-gear driven gear 55, the first clutch 3 is closed, and the second clutch 4 is opened; at this time, after the control system of the ten-speed dual clutch transmission receives a second gear shift instruction, the control system controls the shift actuator to combine the first synchronizer 81 and the third driven gear 52 in advance; at this time, the second clutch 4 is still in an open state, that is, the second clutch 4 does not drive the outer input shaft 1 to rotate; as the shifting process continues, the first clutch 3 is gradually opened while the second clutch 4 is gradually closed, during which there is always clutch engagement (including the first synchronizer 81 and the second synchronizer 82) and no torque interruption occurs; after the first clutch 3 is completely opened and the second clutch 4 is completely closed, the shifting process is ended. At this time, the first clutch 3 is in an open state, that is, the first clutch 3 does not drive the inner input shaft 2 to rotate, the power source 10 drives the outer input shaft 1 to rotate through the second clutch 4, and drives the third-gear driving gear 12 and the third-gear driven gear 52 to rotate, and finally, the driving of the automobile in the third gear is realized, and the step of shifting the second gear of the automobile to the third gear is completed.
The utility model also provides a gearbox comprising the ten-speed double-clutch transmission.
The utility model also provides an automobile comprising the ten-speed double-clutch transmission.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (8)
1. A ten-speed, dual-clutch transmission, comprising:
the power source device comprises an outer input shaft (1) and an inner input shaft (2) which are coaxially nested together, wherein the inner input shaft (2) is connected with a power source (10) through a first clutch (3), the outer input shaft (1) is connected with the power source (10) through a second clutch (4), an eight-gear driving gear (21), a four-gear driving gear (22), a two-gear driving gear (23) and a six-gear driving gear (24) are sequentially and fixedly arranged at one end, far away from the power source (10), of the inner input shaft (2), and a nine-gear driving gear (11), a three-gear driving gear (12) and a five-gear driving gear (13) are sequentially and fixedly arranged at one end, far away from the power source (10), of the outer input shaft (1);
the first output shaft (5), the third driven gear (52) meshed with the third driving gear (12), the eighth driven gear (53) meshed with the eighth driving gear (21), the fourth driven gear (54) meshed with the fourth driving gear (22) and the second driven gear (55) meshed with the second driving gear (23) are sleeved on the first output shaft (5) in an empty way;
a second output shaft (6), wherein a second main reduction gear (61), a nine-gear driven gear (62) engaged with the nine-gear driving gear (11), a common gear (63) engaged with the four-gear driving gear (22) and a six-gear driven gear (64) engaged with the six-gear driving gear (24) are sleeved on the second output shaft (6) in an air-tight manner; a combination gear (65) and a five-gear driven gear (66) meshed with the five-gear driving gear (13) are fixedly arranged on the second output shaft (6);
the synchronizer (8) is used for controlling the combination and the separation of all driven gears and the shafts thereof;
the second main reduction gear (61) includes a meshing portion and an overhang portion connected to an end of the meshing portion remote from the power source (10); the nine-gear driven gear (62) is sleeved on the extension part in an empty mode;
the synchronizing device (8) further comprises a third synchronizer (83) connected to the overhang and located between the ninth driven gear (62) and the coupling gear (65), the third synchronizer (83) being used to control the coupling and decoupling of the ninth driven gear (62) and the coupling gear (65) with the second main reduction gear (61).
2. The ten-speed dual-clutch transmission according to claim 1, characterized in that the synchronizing device (8) comprises:
and the first synchronizer (81) is connected to the first output shaft (5) and positioned between the third-gear driven gear (52) and the eighth-gear driven gear (53), and the first synchronizer (81) is used for controlling the combination and the separation of the third-gear driven gear (52) and the eighth-gear driven gear (53) and the first output shaft (5).
3. The ten-speed dual-clutch transmission according to claim 1, characterized in that the synchronization device (8) further comprises:
and a second synchronizer (82) connected to the first output shaft (5) and located between the fourth-gear driven gear (54) and the second-gear driven gear (55), wherein the second synchronizer (82) is used for controlling the combination and the separation of the fourth-gear driven gear (54) and the second-gear driven gear (55) and the first output shaft (5).
4. The ten-speed dual-clutch transmission according to claim 1, characterized in that the synchronization device (8) further comprises:
a fourth synchronizer (84) connected to the second output shaft (6) between the common gear (63) and the sixth-speed driven gear (64), the fourth synchronizer (84) being used for controlling the combination and the separation of the common gear (63) and the sixth-speed driven gear (64) with the second output shaft (6).
5. The ten-speed dual-clutch transmission according to claim 1, characterized in that the first output shaft (5) is also sleeved with a reverse drive gear (56) connected with a third-gear driven gear (52);
the ten-speed double-clutch transmission also comprises a gear reversing shaft (7) which is arranged in parallel with the inner input shaft (2), and one end of the gear reversing shaft (7) close to the power source (10) is fixedly provided with a third main reduction gear (71); and one end of the reverse gear shaft (7) far away from the power source (10) is also sleeved with a reverse gear driven gear (72) meshed with the reverse gear driving gear (56).
6. The ten-speed dual-clutch transmission according to claim 5, characterized in that the synchronization device (8) further comprises: a fifth synchronizer (85) connected to the reverse shaft (7) and controlling engagement and disengagement of the reverse driven gear (72) with and from the reverse shaft (7).
7. A gearbox comprising a ten-speed dual clutch transmission according to any one of claims 1 to 6.
8. An automobile comprising a ten-speed dual clutch transmission as claimed in any one of claims 1 to 6.
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| CN202010167185.0A CN113389853B (en) | 2020-03-11 | 2020-03-11 | Ten-speed double-clutch transmission, gearbox and automobile |
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| CN202010167185.0A CN113389853B (en) | 2020-03-11 | 2020-03-11 | Ten-speed double-clutch transmission, gearbox and automobile |
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| CN113389853B true CN113389853B (en) | 2022-04-12 |
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| CN104773062A (en) * | 2015-01-16 | 2015-07-15 | 比亚迪股份有限公司 | Power transmission system and vehicle provided with same |
| CN105443679A (en) * | 2014-08-29 | 2016-03-30 | 广州汽车集团股份有限公司 | Ten-speed dual clutch automatic transmission |
| CN206067480U (en) * | 2016-06-29 | 2017-04-05 | 比亚迪股份有限公司 | Power-driven system and vehicle |
| CN107539108A (en) * | 2016-06-29 | 2018-01-05 | 比亚迪股份有限公司 | Power-driven system and vehicle |
| CN110088503A (en) * | 2016-12-21 | 2019-08-02 | 戴姆勒股份公司 | Double-clutch speed changer |
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2020
- 2020-03-11 CN CN202010167185.0A patent/CN113389853B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105443679A (en) * | 2014-08-29 | 2016-03-30 | 广州汽车集团股份有限公司 | Ten-speed dual clutch automatic transmission |
| CN104773062A (en) * | 2015-01-16 | 2015-07-15 | 比亚迪股份有限公司 | Power transmission system and vehicle provided with same |
| CN206067480U (en) * | 2016-06-29 | 2017-04-05 | 比亚迪股份有限公司 | Power-driven system and vehicle |
| CN107539108A (en) * | 2016-06-29 | 2018-01-05 | 比亚迪股份有限公司 | Power-driven system and vehicle |
| CN110088503A (en) * | 2016-12-21 | 2019-08-02 | 戴姆勒股份公司 | Double-clutch speed changer |
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