CN113685501B - Ten-speed dual-clutch transmission and vehicle - Google Patents

Abstract

The invention provides a ten-gear double-clutch transmission and a vehicle, wherein the ten-gear double-clutch transmission comprises a second main reduction gear, a differential gear ring, a differential gear, an 8-gear driven gear, a 4-gear driven gear, a transition driven gear, a 3-gear driven gear, a 9-gear driven gear, a second output shaft, a 4-gear driving gear, a transition driving gear, a 5-gear driving gear, an inner input shaft, a 7/9-gear driving gear, a 3-gear driving gear, a first output shaft, a 7-gear driven gear, a 5-gear driven gear, a 2-gear driven gear, a third output shaft, a reverse gear, a third main reduction gear, a first main reduction gear, a 6-gear driven gear, a 2-gear driving gear, a 6/8-gear driving gear, a second clutch, a first clutch, an outer input shaft and a synchronization device. The ten-gear double-clutch transmission greatly shortens the overall length of the double-clutch transmission and can be applied to front-transverse-drive vehicles.

Description

Ten-speed dual-clutch transmission and vehicle

Technical field

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

Background technique

The dual-clutch automatic transmission integrates two gearboxes and two clutches in a transmission housing. Two inner and outer input shafts that are rotatably sleeved together are connected to one of the clutches respectively. The two input shafts are respectively It transmits the power of two gearbox speed groups and completes the shifting procedure by automatically switching between the two clutches. Therefore, the continuity of the power during the shifting process can be achieved, that is, the power is not interrupted during the shifting process, overcoming the AMT The disadvantage of shift shock is that during the shifting process of the vehicle, the power of the engine can always be transmitted to the wheels, and the shifting is rapid and smooth, which not only ensures the acceleration of the vehicle, but also because the vehicle no longer undergoes sharp deceleration caused by shifting. It also greatly improves the comfort of vehicle operation. However, since most existing dual-clutch automatic transmissions use dual output shafts or single output shafts, and use shared driving gears or linearly arranged gear sets, their axial dimensions are longer, so for front transverse engines and front-wheel drives For such vehicles, especially small cars, due to the limited installation space, it is difficult to adopt the above-mentioned transmission, and because there are fewer gears, it is difficult for the engine to work in the optimal working area, thus affecting the power of the entire vehicle. Adverse effects on performance and economy.

An existing dual-clutch manual transmission includes a first input shaft and a second input shaft, and engine rotation is selectively input to these input shafts through separate clutches. A first gear set associated with a first transmission speed set is located between the rear end of the projecting first input shaft and the countershaft. A second gear set associated with the second transmission speed set is located between the second input shaft and the countershaft. This gearbox only realizes the reduction transmission between the input shaft and the output shaft through a countershaft.

It can be seen that existing dual-clutch automatic transmissions generally adopt the structure of a single output shaft or dual output shafts. The overall length of the transmission is relatively long, making it difficult to apply to front transverse front-wheel drive vehicles. Moreover, the structural form of a single output shaft or dual output shafts makes the existing dual-clutch automatic transmission relatively large in structure, and there are fewer gears that can be arranged under the same transmission size, which is not conducive to making the engine work in the optimal area.

Contents of the invention

The technical problem to be solved by the present invention is to provide a ten-speed dual-clutch transmission and a vehicle in view of the problem that the existing dual-clutch automatic transmission has a long overall length and is difficult to be applied to a front transverse front-wheel drive vehicle.

In order to solve the above technical problems, on the one hand, embodiments of the present invention provide a ten-speed dual-clutch transmission, including a second main reduction gear, a differential ring gear, a differential, an 8-speed driven gear, and a 4-speed driven gear. Gears, transitional driven gear, 3rd-speed driven gear, 9th-speed driven gear, second output shaft, 4th-speed driving gear, transitional driving gear, 5th-speed driving gear, inner input shaft, 7/9th-speed driving gear, 3 Driving gear, first output shaft, 7th driven gear, 5th driven gear, 2nd driven gear, 3rd output shaft, reverse gear, 3rd main reduction gear, 1st main reduction gear, 6th gear Driven gear, 2-speed driving gear, 6/8-speed driving gear, second clutch, first clutch, external input shaft and synchronization device;

The outer input shaft and the inner input shaft are coaxially nested. The inner input shaft is connected to the power source through a first clutch. The outer input shaft is connected to the power source through a second clutch. The outer input shaft moves upward and away from the power source. The 6/8th gear driving gear, the 2nd gear driving gear and the 4th gear driving gear are fixed in sequence in the direction of the power source, and the transition driving gear is fixed in sequence on the inner input shaft in the direction away from the power source. , 5-speed driving gear, 3-speed driving gear and 7/9-speed driving gear;

The 6th-speed driven gear, the 2nd-speed driven gear, the 5th-speed driven gear and the 7th-speed driven gear are mounted on the first output shaft in sequence in a direction away from the power source. The second output shaft The 8th-speed driven gear, the 4th-speed driven gear, the transitional driven gear, the 3rd-speed driven gear and the 9th-speed driven gear are mounted on the shaft in sequence in the direction away from the power source. The third output The reverse gear is hollowly mounted on the shaft, the first main reduction gear is fixed on the first output shaft, the second main reduction gear is fixed on the second output shaft, and the third main reduction gear is fixed on the second output shaft. The gear is fixed on the third output shaft; the second-speed driven gear meshes with the second-speed driving gear and the reverse gear gear at the same time, the transitional driving gear meshes with the transitional driven gear, and the third-speed driving gear meshes with the transitional driven gear. It meshes with the 3rd gear driven gear, the 4th gear driving gear meshes with the 4th gear driven gear, the 5th gear driving gear meshes with the 5th gear driven gear, and the 6/8th gear driving gear meshes with the 6th gear gear at the same time. The driven gear meshes with the 8th gear driven gear, the 7/9th gear driving gear meshes with the 7th gear driven gear and the 9th gear driven gear at the same time, and the differential ring gear meshes with the first main drive gear at the same time. The reduction gear, the second main reduction gear and the third main reduction gear mesh;

Synchronization device, which is used to control the combination and separation of each idler gear and the shaft on which it is located to achieve ten forward gears and reverse gears.

The ten-speed dual-clutch transmission according to the embodiment of the present invention is improved on the basis of the traditional manual transmission, thereby achieving the effect of a complex rotating shaft planetary gear automatic transmission with a simple parallel shaft structure, and the structure is more compact. Because manual transmission resources are utilized to the maximum extent, the manufacturing cost can be greatly reduced, making the cost lower than automatic transmissions such as AT and CVT.

Through the detour method, other gears, transitional driving gears and transitional driven gears are used to achieve 1st and 10th gear transmission, thereby eliminating the 1st and 10th gears master and driven gears, and obtaining more gears with fewer gears. transmission, greatly shortening the axial length of the transmission, reducing the weight of the transmission and saving the cost of the entire vehicle. When realizing a ten-speed dual-clutch transmission, there are only seven gears on the outer input shaft and the inner input shaft. In this way, the appearance dimensions of the ten-speed dual-clutch transmission of the present invention are the same as those of ordinary six- and seven-speed transmissions. The difference is not big (or even smaller). Therefore, it is conducive to the miniaturization of the transmission and the layout of the front transverse front-wheel drive vehicle.

Ten gears can be set under the same exterior dimensions as ordinary six- and seven-speed transmissions, thereby enlarging the transmission ratio range and making transmission ratio distribution more reasonable, thus significantly improving the vehicle's power performance and transmission efficiency. The ten-speed dual-clutch transmission of the present invention has ten forward gears, and its speed ratio range is larger. Compared with the traditional six- and seven-speed transmissions, its speed ratio distribution is more reasonable, allowing the engine to have more chances to work in its The optimal working area improves the power and economy of the vehicle.

In addition, the reverse gear transmission borrows the second-speed driven gear, saving a dedicated reverse gear driving gear, increasing gear reuse, reducing weight and saving costs. The center distance between the inner and outer input shafts and the three output shafts can be designed to be smaller and the structure more compact. The reverse gear transmission path is simple, using the 2nd gear driving gear and the 2nd gear driven gear to reverse direction, reducing the number of gear meshes, making the transmission smoother and more efficient.

On the other hand, an embodiment of the present invention also provides a vehicle, which includes the above-mentioned ten-speed dual-clutch transmission.

Description of drawings

Figure 1 is a frame diagram of a ten-speed dual-clutch transmission provided by an embodiment of the present invention.

The reference symbols in the drawings of this manual are as follows:

1. Second main reduction gear; 2. Differential ring gear; 3. Differential; 4. 8th gear driven gear; 5. First synchronizer; 6. 4th gear driven gear; 7. Transition driven gear Gear; 8. Second synchronizer; 9. 3rd gear driven gear; 10. Third synchronizer; 11. 9th gear driven gear; 12. Second output shaft; 13. 4th gear driving gear; 14. Transition driving gear Gear; 15. 5th gear driving gear; 16. Inner input shaft; 17. 7/9th gear driving gear; 18. 3rd gear driving gear; 19. First output shaft; 20. 7th gear driven gear; 21. Fourth gear Synchronizer; 22. 5th gear driven gear; 23. 2nd gear driven gear; 24. Third output shaft; 25. Reverse gear; 26. Sixth synchronizer; 27. Third main reduction gear; 28. No. Five synchronizers; 29. First main reduction gear; 30. 6th gear driven gear; 31. 2nd gear driving gear; 32. 6/8th gear driving gear; 33. Power source; 34. Second clutch; 35. No. A clutch; 36. External input shaft; 37. Hollow shaft.

Detailed ways

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

As shown in Figure 1, a ten-speed dual-clutch transmission provided by an embodiment of the present invention includes a second main reduction gear 1, a differential ring gear 2, a differential 3, an 8-speed driven gear 4, and a 4-speed driven gear. Gear 6, transition driven gear 7, 3rd speed driven gear 9, 9th speed driven gear 11, second output shaft 12, 4th speed driving gear 13, transitional driving gear 14, 5th speed driving gear 15, inner input shaft 16 , 7/9th gear driving gear 17, 3rd gear driving gear 18, first output shaft 19, 7th gear driven gear 20, 5th gear driven gear 22, 2nd gear driven gear 23, third output shaft 24, reverse gear Gear 25, third main reduction gear 27, first main reduction gear 29, 6th gear driven gear 30, 2nd gear driving gear 31, 6/8th gear driving gear 32, second clutch 34, first clutch 35, external input Shaft 36 and synchronization device. The power source 33 may be, for example, an engine, a motor, or a hybrid powertrain composed of a motor and an engine.

The outer input shaft 36 and the inner input shaft 16 are coaxially nested, the inner input shaft 16 is connected to the power source 33 through the first clutch 35, and the outer input shaft 36 is connected to the power source 33 through the second clutch 34. The 6/8th gear driving gear 32, the 2nd gear driving gear 31 and the 4th gear driving gear 13 are sequentially fixed on the outer input shaft 36 in a direction away from the power source 33, and the inner input shaft 16 moves upward and away from the power source 33. The transition driving gear 14, the 5th gear driving gear 15, the 3rd gear driving gear 18 and the 7/9th gear driving gear 17 are fixed in sequence in the direction of the power source 33.

The 6th speed driven gear 30 , the 2nd speed driven gear 23 , the 5th speed driven gear 22 and the 7th speed driven gear 20 are mounted on the first output shaft 19 in a direction away from the power source 33 . , the 8th speed driven gear 4, the 4th speed driven gear 6, the transitional driven gear 7, and the 3rd speed driven gear 9 are mounted on the second output shaft 12 in order away from the power source 33. And the 9th gear driven gear 11, the reverse gear 25 is set above the third output shaft 24, the first main reduction gear 29 is fixed on the first output shaft 19, and the second main reduction gear 29 is fixed on the first output shaft 19. Gear 1 is fixed on the second output shaft 12, and the third main reduction gear 27 is fixed on the third output shaft 24; the second-speed driven gear 23 is simultaneously connected with the second-speed driving gear 31 and The reverse gear 25 meshes, the transition driving gear 14 meshes with the transition driven gear 7, the 3rd gear driving gear 18 meshes with the 3rd gear driven gear 9, the 4th gear driving gear 13 meshes with the 4th gear driven gear 6 meshing, the 5th gear driving gear 15 meshes with the 5th gear driven gear 22, the 6/8th gear driving gear 32 meshes with the 6th gear driven gear 30 and the 8th gear driven gear 4 at the same time, the 7/ The 9th speed driving gear 17 is meshed with the 7th speed driven gear 20 and the 9th speed driven gear 11 at the same time, and the differential ring gear 2 is simultaneously meshed with the first main reduction gear 29, the second main reduction gear 1 and The third main reduction gear 27 is meshed.

Synchronization device, which is used to control the combination and separation of each idler gear and the shaft on which it is located to achieve ten forward gears and reverse gears.

In this way, the 6th and 8th gears share a driving gear, and the 7th and 9th gears share a driving gear. Moreover, through the detour method, other gears, the transition driving gear 14 and the transition driven gear 7 are used to realize the 1st and 10th gear transmission, thereby eliminating the 1st and 10th gears master and driven gears, and reducing the number of master and driven gears. The usage shortens the axial length of the transmission and reduces the weight of the transmission.

The outer input shaft 36 is a hollow shaft, and the inner input shaft 16 is coaxially sleeved on the inner input shaft 16. The inner input shaft 16 can be a solid shaft or a hollow shaft. The first output shaft 19 , the second output shaft 12 , the third output shaft 24 and the outer input shaft 36 are arranged in parallel and spaced apart to form a parallel axis structure. Power source 33 is coaxial with inner input shaft 16 .

In one embodiment, each idler gear can be idlely sleeved on the shaft on which it is located through a bearing.

In one embodiment, the first clutch 35 and the second clutch 34 share a housing and are integrated into a dual clutch. To make the transmission space more compact.

In one embodiment, the ten-speed dual-clutch transmission also includes a hollow shaft 37 coaxially sleeved on the second output shaft 12, and the fourth-speed driven gear 6 is fixed on the hollow shaft 37. The transition driven gear 7 is sleeved on the hollow shaft 37 .

In one embodiment, the synchronization device includes a first synchronizer 5, a second synchronizer 8, a third synchronizer 10, a fourth synchronizer 21, a fifth synchronizer 28 and a sixth synchronizer 26. A synchronizer 5 and a third synchronizer 10 are provided on the second output shaft 12, the fourth synchronizer 21 and a fifth synchronizer 28 are provided on the first output shaft 19, the second synchronizer The synchronizer 8 is provided on the hollow shaft 37 , and the sixth synchronizer 26 is provided on the third output shaft 24 .

The first synchronizer 5 is located between the 4th-speed driven gear 6 and the 8th-speed driven gear 4, and is used to control the 4th-speed driven gear 6 and the 8th-speed driven gear 4 and the second output. The coupling and disengagement of shaft 12.

The second synchronizer 8 is located between the third-speed driven gear 9 and the transition driven gear 7 and is used to control the combination and separation of the transition driven gear 7 and the hollow shaft 37 .

The third synchronizer 10 is located between the third-speed driven gear 9 and the ninth-speed driven gear 11 and is used to control the third-speed driven gear 9 and the ninth-speed driven gear 11 and the second output. The coupling and disengagement of shaft 12.

The fourth synchronizer 21 is located between the 7th-speed driven gear 20 and the 5th-speed driven gear 22 and is used to control the 7th-speed driven gear 20 and the 5th-speed driven gear 22 and the first output. The coupling and disengagement of shaft 19.

The fifth synchronizer 28 is located between the sixth-speed driven gear 30 and the second-speed driven gear 23 and is used to control the sixth-speed driven gear 30 and the second-speed driven gear 23 and the first output. The coupling and disengagement of shaft 19.

The sixth synchronizer 26 is used to control the combination and separation of the reverse gear 25 and the third output shaft 24 .

The gear hubs of the first synchronizer 5 and the third synchronizer 10 are connected to the second output shaft 12 through splines; the gear hubs of the fourth synchronizer 21 and the fifth synchronizer 28 are connected through splines. On the first output shaft 19; the gear hub of the sixth synchronizer 26 is connected to the third output shaft 24 through splines; the gear hub of the second synchronizer 8 is connected through welding, splines, It is fixed on the 4th speed driven gear 6 by interference pressing or integral molding.

However, it is also possible that the gear hub of the second synchronizer 8 is connected to the hollow shaft 37 through splines.

By controlling the above-mentioned first synchronizer 5, second synchronizer 7, third synchronizer 10, fourth synchronizer 21, fifth synchronizer 28, sixth synchronizer 26, first clutch 35 and second clutch 34 The combination or separation of different states can achieve ten forward gears and one reverse gear.

In this way, when realizing the ten-speed dual-clutch transmission, the outer input shaft 36 and the inner input shaft 16 have only seven gears in total. In this way, the external dimensions of the ten-speed dual-clutch transmission are not much different from or even smaller than those of ordinary six- or seven-speed dual-clutch transmissions. Therefore, it is beneficial to the miniaturization of the transmission and the layout of front transverse front-wheel drive vehicles.

In a preferred embodiment, the first main reduction gear 29, the 6th gear driven gear 30, the fifth synchronizer 28, the 2nd gear driven gear 23, the 5th gear driven gear 22, the fourth synchronizers 21 and 7 The driven gears 20 are sequentially arranged in a direction away from the power source 33 . The second main reduction gear 1, the 8th-speed driven gear 4, the first synchronizer 5, the 4th-speed driven gear 6, the transition driven gear 7, the second synchronizer 8, the 3rd-speed driven gear 9, and the third-speed driven gear 9. The synchronizer 10 and the 9th speed driven gear 11 are arranged in sequence in a direction away from the power source 33 . The third main reduction gear 27 , the sixth synchronizer 26 and the reverse gear 25 are arranged in sequence in a direction away from the power source 33 .

In a preferred embodiment, the 2nd gear driving gear 31, the 2nd gear driven gear 23 and the reverse gear 25 are coplanar gear sets, and the 6/8th gear driving gear 32, 6th gear driven gears 30 and 8 The driven gear 4 is a coplanar gear set, the 7/9 drive gear 17, the 7 driven gear 20 and the 9 driven gear 11 are coplanar gear sets, the differential ring gear 2, The first main reduction gear 29, the second main reduction gear 1 and the third main reduction gear 27 are coplanar gear sets. By constructing a coplanar gear set, the axial size of the transmission can be reduced and the volume of the transmission can be reduced.

In one implementation, both ends of the inner input shaft 16 and the outer input shaft 36 are rotatably supported on the transmission housing through bearings, and both ends of the first output shaft 19 are rotatably supported on the transmission housing through bearings. , both ends of the second output shaft 12 are rotatably supported on the transmission housing through bearings, and both ends of the third output shaft 24 are rotatably supported on the transmission housing through bearings. To achieve stable support of each axis.

In one implementation, the 6/8 speed driving gear 32, the 2nd speed driving gear 31 and the 4th speed driving gear 13 are fixed on the outer input shaft 36 through welding, spline connection, interference press fitting or integral molding; The transition driving gear 14, the 5th speed driving gear 15, the 3rd speed driving gear 18 and the 7/9th speed driving gear 17 are fixed on the inner input shaft 16 through welding, spline connection, interference press fitting or integral molding.

The power transmission in each gear of the ten-speed dual-clutch transmission of the above embodiment is as follows (the power source 33 takes the engine as an example):

First gear power transmission route: the second synchronizer 8 is combined with the transition driven gear 7, the fifth synchronizer 28 is combined with the second gear driven gear 23, the first clutch 35 is closed, and the torque provided by the engine is transmitted to The inner input shaft 16 transmits the torque to the transition driven gear 7 through the transition driving gear 14 fixed on the inner input shaft 16, and then transmits the torque to the 4th gear driven gear through the combination of the second synchronizer 8 and the transition driven gear 7. 6. Then it is transmitted from the 4th gear driven gear 6 to the 4th gear driving gear 13, and then from the 4th gear driving gear 13 to the 2nd gear driving gear 31 through the external input shaft 36, and then from the 2nd gear driving gear 31 to the 2nd gear slave. The driving gear 23 transmits the torque to the first main reduction gear 29 on the first output shaft 19 through the combination of the second synchronizer 8 and the transition driven gear 7, and then passes through the differential ring gear 2, and finally through the differential gear 29. Speed 3 outputs power.

Second gear power transmission route: the fifth synchronizer 28 is combined with the second gear driven gear 23, the second clutch 34 is closed, and the torque provided by the engine is transmitted to the outer input shaft 36 through the second clutch 34, and is fixed on the outer input shaft 36 through the The second gear driving gear 31 is transmitted to the second gear driven gear 23, and then the torque is transmitted to the first main reduction gear 29 on the first output shaft 19 through the combination of the fifth synchronizer 28 and the second gear driven gear 23. Differential ring gear 2, and finally differential 3 outputs power.

Third-speed power transmission route: the third synchronizer 10 is combined with the third-speed driven gear 9, the first clutch 35 is closed, and the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 35, and is fixed on the inner input shaft 16 The 3rd gear driving gear 18 is transmitted to the 3rd gear driven gear 9, and then the torque is transmitted to the second main reduction gear 1 on the second output shaft 12 through the combination of the third synchronizer 10 and the 3rd gear driven gear 9, and then Through the differential ring gear 2, and finally the differential 3 outputs power.

Fourth-speed power transmission route: the first synchronizer 5 and the fourth-speed driven gear 6 are combined, the second clutch 34 is closed, and the torque provided by the engine is transmitted to the outer input shaft 36 through the second clutch 34, and is fixed on the outer input shaft 36 through the The 4th gear driving gear 13 is transmitted to the 4th gear driven gear 6, and then the torque is transmitted to the second main reduction gear 1 on the second output shaft 12 through the combination of the first synchronizer 5 and the 4th gear driven gear 6. Differential ring gear 2, and finally differential 3 outputs power.

Fifth-speed power transmission route: the fourth synchronizer 21 and the fifth-speed driven gear 22 are combined, the first clutch 35 is closed, and the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 35, and is fixed on the inner input shaft 16 The 5th-speed driving gear 15 is transmitted to the 5th-speed driven gear 22, and then the torque is transmitted to the first main reduction gear 29 on the first output shaft 19 through the combination of the fourth synchronizer 21 and the 5th-speed driven gear 22, and then Through the differential ring gear 2, and finally the differential 3 outputs power.

Sixth-speed power transmission route: the fifth synchronizer 28 is combined with the sixth-speed driven gear 30, the second clutch 34 is closed, and the torque provided by the engine is transmitted to the outer input shaft 36 through the second clutch 34, and is fixed on the outer input shaft 36 through the The 6/8-speed driving gear 32 is transmitted to the 6-speed driven gear 30, and then the torque is transmitted to the first main reduction gear 29 on the first output shaft 19 through the combination of the fifth synchronizer 28 and the 6-speed driven gear 30. , and then through the differential ring gear 2, and finally the differential 3 outputs power.

Seven-speed power transmission route: the fourth synchronizer 21 is combined with the seventh-speed driven gear 20, the first clutch 35 is closed, and the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 35, and is fixed on the inner input shaft 16 The 7/9th gear driving gear 17 is transmitted to the 7th gear driven gear 20, and then the torque is transmitted to the first main reduction gear 29 on the first output shaft 19 through the combination of the fourth synchronizer 21 and the 7th gear driven gear 20. , and then through the differential ring gear 2, and finally the differential 3 outputs power.

Eight-speed power transmission route: the first synchronizer 5 and the eighth-speed driven gear 4 are combined, the second clutch 34 is closed, and the torque provided by the engine is transmitted to the outer input shaft 36 through the second clutch 34, and is fixed on the outer input shaft 36 through the The 6/8th gear driving gear 32 is transmitted to the 8th gear driven gear 4, and then the torque is transmitted to the second main reduction gear 1 on the second output shaft 12 through the combination of the first synchronizer 5 and the 8th gear driven gear 4. Then it passes through the differential ring gear 2, and finally the differential 3 outputs power.

Nine-speed power transmission route: the third synchronizer 10 is combined with the ninth-speed driven gear 11, the first clutch 35 is closed, and the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 35, and is fixed on the inner input shaft 16 The 7/9th gear driving gear 17 is transmitted to the 9th gear driven gear 11, and then the torque is transmitted to the first main reduction gear 1 on the second output shaft 12 through the combination of the third synchronizer 10 and the 9th gear driven gear 11. , and then through the differential ring gear 2, and finally the differential 3 outputs power.

Tenth-speed power transmission route: the second synchronizer 8 is combined with the transitional driven gear 7, the third synchronizer 7 is combined with the 9th-speed driven gear 11, the second clutch 34 is closed, and the power source 33 The provided torque is transmitted to the outer input shaft 36 through the second clutch 34, and then transmitted to the 4th driven driven gear 6 through the 4th gear driving gear 13 fixed on the outer input shaft 36, and then passes through the second synchronizer 8 The combination with the transition driven gear 7 transmits torque to the transition driven gear 7 , and then from the transition driven gear 7 to the transition driving gear 14 , and then from the transition driving gear 14 to the transition driving gear 14 through the inner input shaft 14 to 7 /9th gear driving gear 17, and then the 7/9th gear driving gear 17 is transmitted to the 9th gear driven gear 11, and then the torque is transmitted to the third gear through the combination of the third synchronizer 10 and the 9th gear driven gear 11. The second main reduction gear 1 on the second output shaft 12 then passes through the differential ring gear 2, and finally the differential 3 outputs power.

Reverse gear power transmission route: the sixth synchronizer 26 is combined with the reverse gear 25, the second clutch 34 is closed, and the torque provided by the engine is transmitted to the outer input shaft 36 through the second clutch 34, via the 2nd gear fixed on the outer input shaft 36. The driving gear 31 is transmitted to the second-speed driven gear 23, and then the second-speed driven gear 23 is transmitted to the reverse gear 25, and then the torque is transmitted to the third output shaft 24 through the combination of the sixth synchronizer 26 and the reverse gear 25. The third main reduction gear 27 passes through the differential ring gear 2, and finally the differential 3 outputs power.

The shifting process of the ten-speed dual-clutch transmission in the above embodiment is as follows:

The process of shifting from 1st gear to 2nd gear: in 1st gear, the second synchronizer 8 is combined with the transition driven gear 7, and the fifth synchronizer 28 is combined with the 2nd gear driven gear 23; the first clutch 35 is closed, and the second clutch 34 is opened; After the dual-clutch transmission control system issues a 1st gear to 2nd gear command, the second clutch 34 is still in the open state at this time, that is, neither the second clutch 34 nor the outer input shaft 36 transmits power; as the gear shifting process continues, the first The clutch 35 gradually opens, and at the same time the second clutch 34 gradually closes. During this process, the clutch is always engaged and there will be no torque interruption; after the first clutch 35 is fully opened and the second clutch 34 is fully closed, the shifting process ends. At this time, the first clutch 35 is in an open state, that is, the first clutch 35 and the inner input shaft 16 do not transmit power, and the engine torque is transmitted to the second-speed driven gear 23 through the second clutch 34.

The process of shifting from 2nd gear to 3rd gear: in 2nd gear, the fifth synchronizer 19 is combined with the 2nd gear driven gear 23; the second clutch 34 is closed and the first clutch 35 is opened; after the dual-clutch transmission control system issues a 2nd gear to 3rd gear command , the shift actuator combines the third synchronizer 10 and the third-speed driven gear 9 in advance; at this time, the first clutch 35 is still in the open state, that is, neither the first clutch 35 nor the inner input shaft 16 transmits power; as The shifting process continues, the second clutch 34 gradually opens, and at the same time the first clutch 35 gradually closes. During this process, the clutch is always engaged, and there will be no torque interruption; the second clutch 34 is fully opened, and the first clutch 35 is fully closed. Finally, the shifting process ends. At this time, the second clutch 34 is in an open state, that is, the second clutch 34 and the external input shaft 36 do not transmit power, and the engine torque is transmitted to the third-speed driven gear 9 through the first clutch 35 .

The mutual switching of other gears is similar to the process of changing from 1st gear to 2nd gear and will not be described in detail.

The ten-speed dual-clutch transmission according to the embodiment of the present invention is improved on the basis of the traditional manual transmission, thereby achieving the effect of a complex rotating shaft planetary gear automatic transmission with a simple parallel shaft structure, and the structure is more compact. Because manual transmission resources are utilized to the maximum extent, the manufacturing cost can be greatly reduced, making the cost lower than automatic transmissions such as AT and CVT.

Through the detour method, other gears, transitional driving gears and transitional driven gears are used to achieve 1st and 10th gear transmission, thereby eliminating the 1st and 10th gears master and driven gears, and obtaining more gears with fewer gears. transmission, greatly shortening the axial length of the transmission, reducing the weight of the transmission and saving the cost of the entire vehicle. When realizing a ten-speed dual-clutch transmission, there are only seven gears on the outer input shaft and the inner input shaft. In this way, the appearance dimensions of the ten-speed dual-clutch transmission of the present invention are the same as those of ordinary six- and seven-speed transmissions. The difference is not big (or even smaller). Therefore, it is conducive to the miniaturization of the transmission and the layout of the front transverse front-wheel drive vehicle.

Ten gears can be set under the same exterior dimensions as ordinary six- and seven-speed transmissions, thereby enlarging the transmission ratio range and making transmission ratio distribution more reasonable, thus significantly improving the vehicle's power performance and transmission efficiency. The ten-speed dual-clutch transmission of the present invention has ten forward gears, and its speed ratio range is larger. Compared with the traditional six- and seven-speed transmissions, its speed ratio distribution is more reasonable, allowing the engine to have more chances to work in its The optimal working area improves the power and economy of the vehicle.

In addition, the reverse gear transmission borrows the second-speed driven gear, saving a dedicated reverse gear driving gear, increasing gear reuse, reducing weight and saving costs. The center distance between the inner and outer input shafts and the three output shafts can be designed to be smaller and the structure more compact. The reverse gear transmission path is simple, using the 2nd gear driving gear and the 2nd gear driven gear to reverse direction, reducing the number of gear meshes, making the transmission smoother and more efficient.

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

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

Claims (9)

1. A ten-speed dual-clutch transmission, characterized in that it includes a second main reduction gear (1), a differential ring gear (2), a differential (3), an 8-speed driven gear (4), 4 gear driven gear (6), transition driven gear (7), 3rd gear driven gear (9), 9th gear driven gear (11), second output shaft (12), 4th gear driving gear (13), Transition driving gear (14), 5th gear driving gear (15), inner input shaft (16), 7/9th gear driving gear (17), 3rd gear driving gear (18), first output shaft (19), 7th gear Driven gear (20), 5th speed driven gear (22), 2nd speed driven gear (23), third output shaft (24), reverse gear (25), third main reduction gear (27), One main reduction gear (29), 6th gear driven gear (30), 2nd gear driving gear (31), 6/8th gear driving gear (32), second clutch (34), first clutch (35), external Input shaft (36) and synchronization device; The outer input shaft (36) and the inner input shaft (16) are coaxially nested. The inner input shaft (16) is connected to the power source (33) through the first clutch (35). The outer input shaft (36) ) is connected to the power source (33) through the second clutch (34), and the 6/8 speed driving gear (32) is fixed on the outer input shaft (36) in a direction away from the power source (33). , 2nd gear driving gear (31) and 4th gear driving gear (13), the transition driving gears (14), 5 are fixed on the inner input shaft (16) in a direction away from the power source (33). 1st gear driving gear (15), 3rd gear driving gear (18) and 7/9th gear driving gear (17); The 6th-speed driven gear (30), the 2nd-speed driven gear (23), and the 5th-speed driven gear are mounted on the first output shaft (19) in order away from the power source (33). (22) and the 7th-speed driven gear (20). The 8th-speed driven gears (4) and 4 are mounted on the second output shaft (12) in a direction away from the power source (33). The first gear driven gear (6), the transition driven gear (7), the third gear driven gear (9) and the ninth gear driven gear (11), and the reverse gear is set above the third output shaft (24). Gear (25), the first main reduction gear (29) is fixed on the first output shaft (19), and the second main reduction gear (1) is fixed on the second output shaft (12) , the third main reduction gear (27) is fixed on the third output shaft (24); the second-speed driven gear (23) is simultaneously connected with the second-speed driving gear (31) and the reverse gear ( 25) meshing, the transition driving gear (14) meshes with the transition driven gear (7), the 3rd gear driving gear (18) meshes with the 3rd gear driven gear (9), the 4th gear driving gear (13 ) meshes with the 4th gear driven gear (6), the 5th gear driving gear (15) meshes with the 5th gear driven gear (22), and the 6/8th gear driving gear (32) meshes with the 6th gear driven gear (32) at the same time. The driven gear (30) meshes with the 8th gear driven gear (4), and the 7/9th gear driving gear (17) meshes with the 7th gear driven gear (20) and the 9th gear driven gear (11) at the same time. The differential ring gear (2) meshes with the first main reduction gear (29), the second main reduction gear (1) and the third main reduction gear (27) at the same time; Synchronization device, which is used to control the combination and separation of each idler gear and the shaft on which it is located to achieve ten forward gears and reverse gears; The ten-speed dual-clutch transmission also includes a hollow shaft (37) coaxially sleeved on the second output shaft (12), and the fourth-speed driven gear (6) is fixed on the hollow shaft (37) On the other hand, the transition driven gear (7) is sleeved on the hollow shaft (37). 2. The ten-speed dual-clutch transmission according to claim 1, characterized in that the synchronization device includes a first synchronizer (5), a second synchronizer (8), a third synchronizer (10), a fourth Synchronizer (21), fifth synchronizer (28) and sixth synchronizer (26), the first synchronizer (5) and the third synchronizer (10) are provided on the second output shaft (12) above, the fourth synchronizer (21) and the fifth synchronizer (28) are arranged on the first output shaft (19), and the second synchronizer (8) is arranged on the hollow shaft (37) on, the sixth synchronizer (26) is provided on the third output shaft (24); The first synchronizer (5) is located between the 4th-speed driven gear (6) and the 8th-speed driven gear (4), and is used to control the 4th-speed driven gear (6) and the 8th-speed driven gear. The combination and separation of the gear (4) and the second output shaft (12); The second synchronizer (8) is located between the third-speed driven gear (9) and the transition driven gear (7), and is used to control the transition driven gear (7) and the hollow shaft (37). ) combination and separation; The third synchronizer (10) is located between the 3rd gear driven gear (9) and the 9th gear driven gear (11), and is used to control the 3rd gear driven gear (9) and the 9th gear driven gear. The combination and separation of the gear (11) and the second output shaft (12); The fourth synchronizer (21) is located between the 7th-speed driven gear (20) and the 5th-speed driven gear (22), and is used to control the 7th-speed driven gear (20) and the 5th-speed driven gear. The combination and separation of the gear (22) and the first output shaft (19); The fifth synchronizer (28) is located between the 6th-speed driven gear (30) and the 2nd-speed driven gear (23), and is used to control the 6th-speed driven gear (30) and the 2nd-speed driven gear. The combination and separation of the gear (23) and the first output shaft (19); The sixth synchronizer (26) is used to control the combination and separation of the reverse gear (25) and the third output shaft (24). 3. The ten-speed dual-clutch transmission according to claim 2, characterized in that the first main reduction gear (29), the 6th-speed driven gear (30), the fifth synchronizer (28), the 2nd-speed driven gear The driving gear (23), the 5th-speed driven gear (22), the fourth synchronizer (21) and the 7th-speed driven gear (20) are arranged in sequence in the direction away from the power source (33); The second main reduction gear (1), 8th speed driven gear (4), first synchronizer (5), 4th speed driven gear (6), transition driven gear (7), second synchronizer ( 8), the 3rd speed driven gear (9), the third synchronizer (10) and the 9th speed driven gear (11) are arranged in sequence in the direction away from the power source (33); The third main reduction gear (27), the sixth synchronizer (26) and the reverse gear (25) are arranged in sequence in a direction away from the power source (33). 4. The ten-speed dual-clutch transmission according to claim 2, wherein the gear hubs of the first synchronizer (5) and the third synchronizer (10) are connected to the second output shaft through splines. (12) on; The gear hubs of the fourth synchronizer (21) and the fifth synchronizer (28) are connected to the first output shaft (19) through splines; The gear hub of the sixth synchronizer (26) is connected to the third output shaft (24) through splines; The gear hub of the second synchronizer (8) is fixed on the 4th speed driven gear (6) by welding, splines, interference press fitting or integral molding; or, the second synchronizer The gear hub of (8) is connected to the hollow shaft (37) through splines. 5. The ten-speed dual-clutch transmission according to claim 1, characterized in that the second-speed driving gear (31), the second-speed driven gear (23) and the reverse gear (25) are coplanar gear sets, The 6/8-speed driving gear (32), the 6-speed driven gear (30) and the 8-speed driven gear (4) are coplanar gear sets, and the 7/9-speed driving gear (17) and 7-speed driven gear (17) are coplanar gear sets. The driving gear (20) and the 9th-speed driven gear (11) are coplanar gear sets. The differential ring gear (2), the first main reduction gear (29), the second main reduction gear (1) and the The three main reduction gears (27) are coplanar gear sets. 6. The ten-speed dual-clutch transmission according to claim 2, wherein the first-speed power transmission route of the ten-speed dual-clutch transmission is: The second synchronizer (8) is combined with the transition driven gear (7), the fifth synchronizer (28) is combined with the 2nd gear driven gear (23), the first clutch (35) is closed, so The torque provided by the power source (33) is transmitted to the inner input shaft (16) through the first clutch (35), and is transmitted to the transition driven gear through the transition driving gear (14) fixed on the inner input shaft (16). (7), and then through the combination of the second synchronizer (8) and the transition driven gear (7), the torque is transmitted to the 4th-speed driven gear (6), and then the 4th-speed driven gear (6) It is transmitted to the 4th gear driving gear (13), and then transmitted from the 4th gear driving gear (13) to the 2nd gear driving gear (31) via the external input shaft (36), and then transmitted to the 2nd gear driving gear (31). to the second-speed driven gear (23), and then through the combination of the fifth synchronizer (28) and the second-speed driven gear (23), the torque is transmitted to the first main reduction gear on the first output shaft (19) (29), and then through the differential ring gear (2), and finally the differential (3) outputs power. 7. The ten-speed dual-clutch transmission according to claim 2, characterized in that the ten-speed power transmission route of the ten-speed dual-clutch transmission is: The second synchronizer (8) is combined with the transition driven gear (7), the third synchronizer (10) is combined with the 9th gear driven gear (11), the second clutch (34) is closed, so The torque provided by the power source (33) is transmitted to the outer input shaft (36) through the second clutch (34), and then transmitted to the 4th gear through the 4th gear driving gear (13) fixed on the outer input shaft (36). The driven gear (6) transmits the torque to the transition driven gear (7) through the combination of the second synchronizer (8) and the transition driven gear (7), and then the transition driven gear (7) ) is transmitted to the transition driving gear (14), and then from the transition driving gear (14) to the 7/9th gear driving gear (17) via the inner input shaft (16), and then from the 7/9th gear driving gear (17) 17) is transmitted to the 9th-speed driven gear (11), and then the torque is transmitted to the second output shaft (12) through the combination of the third synchronizer (10) and the 9th-speed driven gear (11). The main reduction gear (1) then passes through the differential ring gear (2), and finally the differential (3) outputs power. 8. The ten-speed dual-clutch transmission according to claim 2, characterized in that the reverse gear power transmission route of the ten-speed dual-clutch transmission is: The sixth synchronizer (26) is combined with the reverse gear (25), the second clutch (34) is closed, and the torque provided by the power source (33) is transmitted to the outer input shaft through the second clutch (34) (36) is transmitted to the second-speed driven gear (23) via the second-speed driving gear (31) fixed on the outer input shaft (36), and then transmitted to the reverse gear from the second-speed driven gear (23). gear (25), and then through the combination of the sixth synchronizer (26) and the reverse gear (25), the torque is transmitted to the third main reduction gear (27) on the third output shaft (24), and then through The differential ring gear (2), and finally the differential (3) outputs power. 9. A vehicle, characterized by comprising the ten-speed dual-clutch transmission according to any one of claims 1-8.