CN113685502B - Nine-gear double-clutch transmission and vehicle - Google Patents
Nine-gear double-clutch transmission and vehicle Download PDFInfo
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- CN113685502B CN113685502B CN202010420889.4A CN202010420889A CN113685502B CN 113685502 B CN113685502 B CN 113685502B CN 202010420889 A CN202010420889 A CN 202010420889A CN 113685502 B CN113685502 B CN 113685502B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 126
- 230000002441 reversible effect Effects 0.000 claims abstract description 36
- 230000009977 dual effect Effects 0.000 claims description 15
- 238000000926 separation method Methods 0.000 claims description 15
- 238000000465 moulding Methods 0.000 claims description 4
- 238000003466 welding Methods 0.000 claims description 4
- 230000001360 synchronised effect Effects 0.000 claims description 2
- 238000000034 method Methods 0.000 description 12
- 230000009286 beneficial effect Effects 0.000 description 5
- 238000009826 distribution Methods 0.000 description 4
- 230000004323 axial length Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 239000007787 solid Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Classifications
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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
- F16H3/001—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion convertible for varying the gear-ratio, e.g. for selecting one of several shafts as the input 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
- F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
Abstract
The invention provides a nine-gear double-clutch transmission and a vehicle, wherein the nine-gear double-clutch transmission comprises a second main reduction gear, a differential gear, a 4-gear driven gear, a first synchronizer, an 8-gear driven gear, a 7-gear driven gear, a second synchronizer, a 3-gear driven gear, a second output shaft, a 5/7-gear driving gear, a 3-gear driving gear, an inner input shaft, a 6/8-gear driving gear, a first inner output shaft, a reverse gear, a third synchronizer, a 5-gear driven gear, a first outer output shaft, a 6-gear driven gear, a fourth synchronizer, a fifth synchronizer, a 2-gear driven gear, a first main reduction gear, a 2-gear driving gear, an outer input shaft, a power source, a second clutch, a first clutch, a 4-gear driving gear and a synchronizer. The nine-gear double-clutch transmission greatly shortens the overall length of the double-clutch transmission and can be applied to front-transverse-drive vehicles.
Description
Technical Field
The invention belongs to the technical field of vehicle transmissions, and particularly relates to a nine-gear double-clutch transmission and a vehicle.
Background
The double clutch type automatic transmission integrates two gearboxes and two clutches into a transmission shell, two inner and outer 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 through automatic switching between the two clutches, so that the power continuity in the gear shifting process can be realized, namely, the power is not interrupted in the gear shifting process, the defect of AMT gear shifting impact is overcome, the power of an engine can be always transmitted to wheels in the gear shifting process of a vehicle, the gear shifting is rapid and stable, the acceleration of the vehicle is ensured, the rapid deceleration condition caused by gear shifting is not generated any more by the vehicle, and the running comfort of the vehicle is greatly improved. However, since the conventional twin clutch type automatic transmission mostly uses a double output shaft or a single output shaft, and uses a common driving gear or a gear set arranged linearly, the axial dimension thereof is long, so that the transmission is difficult to use because the installation space thereof is limited for vehicles such as a front transverse engine and a front wheel drive, particularly for small vehicles, and the engine is difficult to operate in an optimal operating area because the gear of the transmission is less, thereby adversely affecting the power performance and economy of the whole vehicle.
There is a dual clutch manual transmission that includes a first input shaft and a second input shaft to which engine rotation is selectively input via separate clutches. The first gear set associated with the first gearbox speed grouping is located between the rear end of the protruding first input shaft and the layshaft. A second gearset associated with the second gearbox speed grouping is positioned between the second input shaft and the countershaft. The gearbox achieves a reduction transmission between the input shaft and the output shaft by means of only one countershaft.
Therefore, the existing double clutch automatic transmission generally adopts a single output shaft or double output shafts, the whole length of the transmission is long, and the double clutch automatic transmission is difficult to be applied to front transverse front-drive vehicle types. In addition, the structure of the single output shaft or the double output shafts causes the existing double clutch automatic transmission to have a huge structure, and the number of gears which can be arranged under the condition of the same transmission size is small, so that the engine is not beneficial to work in an optimal area.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: aiming at the problems that the whole length of the existing double clutch automatic transmission is long and the existing double clutch automatic transmission is difficult to be applied to a front transverse front-drive vehicle type, the nine-gear double clutch automatic transmission and a vehicle are provided.
In order to solve the technical problems, in one aspect, the embodiment of the invention provides a nine-gear double-clutch transmission, which comprises a second main reducing gear, a differential gear, a 4-gear driven gear, a first synchronizer, an 8-gear driven gear, a 7-gear driven gear, a second synchronizer, a 3-gear driven gear, a second output shaft, a 5/7-gear driving gear, a 3-gear driving gear, an inner input shaft, a 6/8-gear driving gear, a first inner output shaft, a reverse gear, a third synchronizer, a 5-gear driven gear, a first outer output shaft, a 6-gear driven gear, a fourth synchronizer, a fifth synchronizer, a 2-gear driven gear, a first main reducing gear, a 2-gear driving gear, an outer input shaft, a power source, a second clutch, a first clutch, a 4-gear driving gear and a synchronizing device;
the outer input shaft and the inner input shaft are coaxially nested, 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, the 2-gear driving gear, the 4-gear driving gear and the 6/8-gear driving gear are sequentially fixed on the outer input shaft in the direction away from the power source, and the 5/7-gear driving gear and the 3-gear driving gear are sequentially fixed on the inner input shaft in the direction away from the power source;
the first outer output shaft and the first inner output shaft are coaxially nested, the first inner output shaft is sequentially sleeved with the 2-gear driven gear, the first outer output shaft and the reverse gear in a hollow manner in the direction away from the power source, the first outer output shaft is sequentially sleeved with the 6-gear driven gear and the 5-gear driven gear in a hollow manner in the direction away from the power source, the first main reduction gear is fixed on the first inner output shaft, and the second main reduction gear is fixed on the second output shaft; the gear driving gear is meshed with the gear driven gear 2, the gear driven gear 3 is meshed with the gear driving gear 3 and the gear driven gear reverse, the gear driving gear 4 is meshed with the gear driven gear 4, the gear driving gear 5/7 is meshed with the gear driven gear 5 and the gear driven gear 7, the gear driving gear 6/8 is meshed with the gear driven gear 6 and the gear driven gear 8, and the gear ring of the differential is meshed with the first main reducing gear and the second main reducing gear;
the synchronous device is used for controlling the combination and separation of each idler gear and a shaft where the idler gears are positioned so as to realize nine forward gears and reverse gears;
the driven gear of 4 keeps off driven gear, 8 keeps off driven gear, 7 keeps off driven gear and 3 keeps off driven gear empty cover on the second output shaft, the second owner subtracts gear, 4 keeps off driven gear, 8 keeps off driven gear, 7 keeps off driven gear and 3 keeps off driven gear to keeping away from the direction of power supply arranges in proper order.
According to the nine-gear double-clutch transmission provided by the embodiment of the invention, the basis of the traditional manual transmission is improved, so that the effect of the rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, and the structure is more compact. Because the resources of the manual transmission are utilized to the maximum extent, the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like.
Through the bypass mode, the transmission of 1 gear and 9 gear is realized by using other gear gears, so that the driving gear and the driven gear of 1 gear and 9 gear are canceled, more gear transmission is obtained by using fewer gears, the axial length of the transmission is greatly shortened, the weight of the transmission is reduced, and the cost of the whole vehicle is saved. When the nine-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft have five driving gears, so that the external dimension of the nine-gear double-clutch transmission is not different from (even smaller than) the external dimension of a common six-gear transmission and a common seven-gear transmission, thereby being beneficial to the miniaturization of the transmission and the arrangement of front-transverse front-drive vehicles.
Nine gears can be arranged on the premise of the same external dimension as that of a common six-gear transmission and a seven-gear transmission, so that the transmission ratio range is enlarged, the transmission ratio distribution is more reasonable, and the power performance and the transmission efficiency of the whole vehicle are obviously improved. The nine-gear double-clutch transmission provided by the invention has 9 forward gears in total, the speed ratio range is larger, the speed ratio distribution is more reasonable compared with the traditional six-gear transmission and seven-gear transmission, the engine can work in the optimal working range with more probability, and the power performance and the economy of the whole vehicle are improved.
In addition, the reverse gear transmission uses the second output shaft as an idler shaft, the second output shaft and the 3-gear driven gear as transmission components of the reverse gear, a special reverse gear shaft is saved, the repeated utilization of the gears is increased, the weight is reduced, and the cost is saved. The center distance between the input shaft and the two output shafts can be designed to be smaller, and the structure is more compact. The reverse gear transmission path is simple, only the 3-gear driven gear is used as the idler gear for reversing, the gear engagement quantity is reduced, the transmission is stable, and the efficiency is high.
On the other hand, the embodiment of the invention also provides a vehicle which comprises the nine-gear double-clutch transmission.
Drawings
FIG. 1 is a frame diagram of a nine speed dual clutch transmission provided in an embodiment of the present invention.
Reference numerals in the drawings of the specification are as follows:
1. a second main subtraction gear; 2. a differential ring gear; 3. a differential; 4. 4-gear driven gear; 5. a first synchronizer; 6. 8-gear driven gears; 7. 7-gear driven gears; 8. a second synchronizer; 9. a 3-gear driven gear; 10. a second output shaft; 11. a 5/7 gear driving gear; 12. a 3-gear driving gear; 13. an inner input shaft; 14. 6/8 gear driving gear; 15. a first inner output shaft; 16. a reverse gear; 17. a third synchronizer; 18. a 5-gear driven gear; 19. a first outer output shaft; 20. 6-gear driven gear; 21. a fourth synchronizer; 22. a fifth synchronizer; 23. a 2-gear driven gear; 24. a first main subtraction gear; 25. a 2-gear driving gear; 26. an outer input shaft; 27. a power source; 28. a second clutch; 29. a first clutch; 30. 4 keep off driving gear.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the invention more clear, the 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 for purposes of illustration only and are not intended to limit the scope of the invention.
As shown in fig. 1, the nine-gear dual clutch transmission provided by an embodiment of the present invention includes a second main reducing gear 1, a differential gear ring 2, a differential 3, a 4-gear driven gear 4, a first synchronizer 5, an 8-gear driven gear 6, a 7-gear driven gear 7, a second synchronizer 8, a 3-gear driven gear 9, a second output shaft 10, a 5/7-gear driving gear 11, a 3-gear driving gear 12, an inner input shaft 13, a 6/8-gear driving gear 14, a first inner output shaft 15, a reverse gear 16, a third synchronizer 17, a 5-gear driven gear 18, a first outer output shaft 19, a 6-gear driven gear 20, a fourth synchronizer 21, a fifth synchronizer 22, a 2-gear driven gear 23, a first main reducing gear 24, a 2-gear driving gear 25, an outer input shaft 26, a power source 27, a second clutch 28, a first clutch 29, a 4-gear driving gear 30, and a synchronizer. The power source 27 may be, for example, an engine, an electric machine, or a hybrid powertrain of an electric machine and an engine.
The outer input shaft 26 and the inner input shaft 13 are coaxially nested, the inner input shaft 13 is connected with the power source 27 through a first clutch 29, the outer input shaft 26 is connected with the power source 27 through a second clutch 28, the 2-gear driving gear 25, the 4-gear driving gear 30 and the 6/8-gear driving gear 14 are sequentially fixed on the outer input shaft 26 in the direction away from the power source 27, and the 5/7-gear driving gear 11 and the 3-gear driving gear 12 are sequentially fixed on the inner input shaft 13 in the direction away from the power source 27.
The first outer output shaft 19 is coaxially nested with the first inner output shaft 15, the first inner output shaft 15 is sequentially sleeved with the 2-gear driven gear 23, the first outer output shaft 19 and the reverse gear 16 in a hollow manner in a direction away from the power source 27, the first outer output shaft 19 is sequentially sleeved with the 6-gear driven gear 20 and the 5-gear driven gear 18 in a hollow manner in a direction away from the power source 27, the first main reducing gear 24 is fixed on the first inner output shaft 15, and the second main reducing gear 1 is fixed on the second output shaft 10; the gear 2 driving gear 25 is meshed with the gear 2 driven gear 23, the gear 3 driven gear 9 is meshed with the gear 3 driving gear 12 and the gear reverse gear 16 at the same time, the gear 4 driving gear 30 is meshed with the gear 4 driven gear 4, the gear 5/7 driving gear 11 is meshed with the gear 5 driven gear 18 and the gear 7 driven gear 7 at the same time, the gear 6/8 driving gear 14 is meshed with the gear 6 driven gear 20 and the gear 8 driven gear 6 at the same time, and the differential gear ring 2 is meshed with the first main reducing gear 24 and the second main reducing gear 1 at the same time.
And the synchronizing device is used for controlling the combination and separation of each idler gear and the shaft on which the idler gears are positioned so as to realize nine forward gears and reverse gears.
The 4-gear driven gear 4, the 8-gear driven gear 6, the 7-gear driven gear 7 and the 3-gear driven gear 9 are sleeved on the second output shaft 10 in an empty mode, and the second main reducing gear 1, the 4-gear driven gear 4, the 8-gear driven gear 6, the 7-gear driven gear 7 and the 3-gear driven gear 9 are sequentially arranged in a direction away from the power source 27.
From the above, the gear 6 and the gear 8 share one driving gear, and the gear 5 and the gear 7 share one driving gear. And through the bypass mode, realize 1, 9 keeps off the transmission by other gear to cancel 1, 9 keeps off the main, driven gear, reduced the use amount of main, driven gear, shortened the axial length of derailleur, alleviateed the weight of derailleur.
The outer input shaft 26 is a hollow shaft, the coaxial sleeve is arranged on the inner input shaft 13, and the inner input shaft 13 can be a solid shaft or a hollow shaft. The first outer output shaft 19 is a hollow shaft, and the first inner output shaft 15 is a solid shaft or hollow shaft.
The first outer output shaft 19, the second output shaft 10 and the outer input shaft 26 are arranged in parallel and spaced apart to form a parallel shaft type structure. The power source 27 is coaxial with the inner input shaft 13.
In one embodiment, each idler gear may be idler on the shaft in which it is located by a bearing. So as to reduce the friction between the gear and the shaft and improve the service life of the gear and the shaft.
In one embodiment, the first clutch 29 and the second clutch 28 share a housing to be integrated as a dual clutch. So that the transmission space is more compact.
In an embodiment, the synchronization device includes a first synchronizer 5, a second synchronizer 8, a third synchronizer 17, a fourth synchronizer 21 and a fifth synchronizer 22, wherein the first synchronizer 5 and the second synchronizer 8 are disposed on the second output shaft 10, the third synchronizer 17 and the fourth synchronizer 21 are disposed on the first outer output shaft 19, and the fifth synchronizer 22 is disposed on the first inner output shaft 15.
The first synchronizer 5 is located between the 4-gear driven gear 4 and the 8-gear driven gear 6 and is used for controlling the combination and separation of the 4-gear driven gear 4 and the 8-gear driven gear 6 and the second output shaft 10; the second synchronizer 8 is positioned between the 3-gear driven gear 9 and the 7-gear driven gear 7 and is used for controlling the combination and separation of the 3-gear driven gear 9 and the 7-gear driven gear 7 and the second output shaft 10; the third synchronizer 17 is located between the 5 th gear driven gear 18 and the reverse gear 16, and is used for controlling the combination and separation of the 5 th gear driven gear 18 and the reverse gear 16 with the first outer output shaft 19; the fourth synchronizer 21 is located between the fifth synchronizer 22 and the 6-gear driven gear 20, and is used for controlling the combination and separation of the 6-gear driven gear 20 and the first outer output shaft 19; the fifth synchronizer 22 is located between the fourth synchronizer 21 and the 2-speed driven gear 23, and is used for controlling the combination and separation of the 2-speed driven gear 23 and the first inner output shaft 15 and the combination and separation of the first inner output shaft 15 and the first outer output shaft 19.
The first synchronizer 5, the second synchronizer 8, the third synchronizer 17, the fourth synchronizer 21 and the fifth synchronizer 22 are all conventional synchronizers, and slide on the shaft by a shifting fork.
The hubs of the first synchronizer 5 and the second synchronizer 8 are connected to the second output shaft 10 by a spline; the gear hub of the third synchronizer 17 and the fourth synchronizer 21 is formed on the first outer output shaft 19 in a manner of welding, spline, interference press fitting or integral molding; the hub of the fifth synchronizer 22 is splined to the first inner output shaft 15.
By controlling the different states of the first synchronizer 5, the second synchronizer 8, the third synchronizer 17, the fourth synchronizer 21, the fifth synchronizer 22, the first clutch 29, and the second clutch 28 described above to be engaged or disengaged, nine forward gears and one reverse gear can be achieved.
In this way, when the nine-gear double-clutch transmission is realized, the outer input shaft 26 and the inner input shaft 13 have five driving gears in total, so that the external dimension of the nine-gear double-clutch transmission is not different from or even smaller than that of a common six-gear double-clutch transmission and seven-gear double-clutch transmission, thereby being beneficial to the miniaturization of the transmission and the arrangement of front transverse front-drive vehicles.
In a preferred embodiment, the first main reducing gear 24, the 2 nd driven gear 23, the fifth synchronizer 22, the fourth synchronizer 21, the 6 th driven gear 20, the 5 th driven gear 18, the third synchronizer 17 and the reverse gear 16 are sequentially arranged in a direction away from the power source 27. The second main reducing gear 1, the 4-gear driven gear 4, the first synchronizer 5, the 8-gear driven gear 6, the 7-gear driven gear 7, the second synchronizer 8 and the 3-gear driven gear 9 are sequentially arranged in a direction away from the power source 27.
In a preferred embodiment, the 5/7 gear driving gear 11, the 5 gear driven gear 18 and the 7 gear driven gear 7 are coplanar gear sets; the 6/8-gear driving gear 14, the 6-gear driven gear 20 and the 8-gear driven gear 6 are coplanar gear sets; the first main reducing gear 24, the second main reducing gear 1 and the differential gear ring 2 are coplanar gear sets. The axial dimension of the transmission can be reduced and the volume of the transmission can be reduced by constructing the coplanar gear sets.
In one embodiment, the two ends of the inner input shaft 13 and the outer input shaft 26 are rotatably supported on the transmission housing by bearings, the two ends of the first inner output shaft 15 and the first outer output shaft 19 are rotatably supported on the transmission housing by bearings, and the two ends of the second output shaft 10 are rotatably supported on the transmission housing by bearings. To achieve stable support of the respective shafts.
In one implementation, the 2-speed driving gear 25, the 4-speed driving gear 30, and the 6/8-speed driving gear 14 are fixed on the outer input shaft 26 by welding, spline connection, interference press fitting, or integral molding; the 5/7-gear driving gear 11 and the 3-gear driving gear 12 are fixed on the inner input shaft 13 through welding, spline connection, interference press fitting or integral molding.
The nine speed dual clutch transmission of the above embodiment has the following power transmission in each gear (the power source 27 is exemplified by an engine):
a first gear power transmission route: the third synchronizer 17 is combined with the 5-gear driven gear 18, the fourth synchronizer 21 is combined with the 6-gear driven gear 20, the fifth synchronizer 22 is combined with the 2-gear driven gear 23, the first clutch 29 is closed, torque provided by the engine is transmitted to the inner input shaft 13 through the first clutch 29, the torque is transmitted to the 5-gear driven gear 18 through the 5/7-gear driving gear 11 fixed on the inner input shaft 13, the torque is transmitted to the first outer output shaft 19 through the combination of the third synchronizer 17 and the 5-gear driven gear 18, the torque is transmitted to the 6-gear driven gear 20 through the combination of the fourth synchronizer 21 and the 6-gear driven gear 20, the 6/8-gear driving gear 14 is transmitted to the 6/8-gear driving gear 14 through the outer input shaft 26, the 2-gear driving gear 25 is transmitted to the 2-gear driven gear 23 through the combination of the fifth synchronizer 22 and the 2-gear driven gear 23, the torque is transmitted to the first main reduction gear 24 on the first inner output shaft 15, the differential gear 2 is finally output power is output through the differential 3.
A second gear power transmission route: the fifth synchronizer 22 is combined with the 2-gear driven gear 23, the second clutch 28 is closed, torque provided by the engine is transmitted to the outer input shaft 26 through the second clutch 28, the torque is transmitted to the 2-gear driven gear 23 through the 2-gear driving gear 25 fixed on the outer input shaft 26, the torque is transmitted to the first main reducing gear 24 on the first inner output shaft 15 through the combination of the fifth synchronizer 22 and the 2-gear driven gear 23, the torque is transmitted to the differential gear ring 2, and finally the power is output by the differential 3.
Three-gear power transmission route: the second synchronizer 8 is combined with the 3-gear driven gear 9, the first clutch 29 is closed, torque provided by the engine is transmitted to the inner input shaft 13 through the first clutch 29, the torque is transmitted to the 3-gear driven gear 9 through the 3-gear driving gear 12 fixed on the inner input shaft 13, the torque is transmitted to the second main reducing gear 1 on the second output shaft 10 through the combination of the second synchronizer 8 and the 3-gear driven gear 9, the torque is transmitted to the differential gear ring 2, and finally, the power is output by the differential 3.
Four-gear power transmission route: the first synchronizer 5 is combined with the 4-gear driven gear 4, the second clutch 28 is closed, torque provided by the engine is transmitted to the outer input shaft 26 through the second clutch 28, the torque is transmitted to the 4-gear driven gear 4 through the 4-gear driving gear 30 fixed on the outer input shaft 26, the torque is transmitted to the second main reduction gear 1 on the second output shaft 10 through the combination of the first synchronizer 5 and the 4-gear driven gear 4, the torque is transmitted to the differential gear ring 2, and finally the power is output by the differential 3.
Five-gear power transmission route: the third synchronizer 17 is combined with the 5-gear driven gear 18, the fifth synchronizer 22 is combined with the first outer output shaft 19, the first clutch 29 is closed, torque provided by the engine is transmitted to the inner input shaft 13 through the first clutch 29, the torque is transmitted to the 5-gear driven gear 18 through the 5/7-gear driving gear 11 fixed on the inner input shaft 13, the torque is transmitted to the first outer output shaft 19 through the combination of the third synchronizer 17 and the 5-gear driven gear 18, the torque is transmitted to the first main reducing gear 24 on the first inner output shaft 15 through the combination of the fifth synchronizer 22 and the first outer output shaft 19, the torque is transmitted to the differential gear ring 2 through the differential gear 3, and finally power is output by the differential gear 3.
Six-gear power transmission route: the fourth synchronizer 21 is combined with the 6-gear driven gear 20, the fifth synchronizer 22 is combined with the first outer output shaft 19, the second clutch 28 is closed, torque provided by the engine is transmitted to the outer input shaft 26 through the second clutch 28, the torque is transmitted to the 6-gear driven gear 20 through the 6/8-gear driving gear 14 fixed on the outer input shaft 26, the torque is transmitted to the first outer output shaft 19 through the combination of the fourth synchronizer 21 and the 6-gear driven gear 20, the torque is transmitted to the first main reducing gear 24 on the first inner output shaft 15 through the combination of the fifth synchronizer 22 and the first outer output shaft 19, the torque is transmitted to the differential gear ring 2, and finally the power is output by the differential 3.
Seven-gear power transmission route: the second synchronizer 8 is combined with the 7-gear driven gear 7, the first clutch 29 is closed, the torque provided by the engine is transmitted to the inner input shaft 13 through the first clutch 29, the torque is transmitted to the 7-gear driven gear 7 through the 5/7-gear driving gear 11 fixed on the inner input shaft 13, the torque is transmitted to the second main reducing gear 1 on the first inner output shaft 15 through the combination of the second synchronizer 8 and the 7-gear driven gear 7, the torque is transmitted to the differential gear ring 2, and finally the power is output by the differential 3.
Eight-gear power transmission route: the first synchronizer 5 is combined with the 8-gear driven gear 6, the second clutch 28 is closed, torque provided by the engine is transmitted to the outer input shaft 26 through the second clutch 28, the torque is transmitted to the 8-gear driven gear 6 through the 6/8-gear driving gear 14 fixed on the outer input shaft 26, the torque is transmitted to the second main reducing gear 1 on the second output shaft 10 through the combination of the first synchronizer 5 and the 8-gear driven gear 6, the torque is transmitted to the differential gear ring 2, and finally the power is output by the differential 3.
Nine-gear power transmission route: the third synchronizer 17 is combined with the 5-gear driven gear 18, the fourth synchronizer 21 is combined with the 6-gear driven gear 20, the second synchronizer 8 is combined with the 7-gear driven gear 7, the second clutch 28 is closed, torque provided by the engine is transmitted to the outer input shaft 26 through the second clutch 28, torque is transmitted to the 6-gear driven gear 20 through the 6/8-gear driving gear 14 fixed on the outer input shaft 26, torque is transmitted to the first outer output shaft 19 through the combination of the fourth synchronizer 21 and the 6-gear driven gear 20, torque is transmitted to the 5-gear driven gear 18 through the combination of the third synchronizer 17 and the 5-gear driven gear 18, torque is transmitted to the 5/7-gear driving gear 11 through the 5/7-gear driving gear 11, torque is transmitted to the second main reduction gear 1 of the second output shaft 10 through the combination of the second synchronizer 8 and the 7-gear driven gear 7, and power is finally output by the differential gear 3.
Reverse power transmission route: the third synchronizer 17 is combined with the reverse gear 16, the fifth synchronizer 22 is combined with the first outer output shaft 19, the first clutch 29 is closed, torque provided by the engine is transmitted to the inner input shaft 13 through the first clutch 29, the torque is transmitted to the 3-gear driven gear 9 through the 3-gear driving gear 12 fixed on the inner input shaft 13, the torque is transmitted to the reverse gear 16 through the 3-gear driven gear 9, the torque is transmitted to the first outer output shaft 19 through the combination of the third synchronizer 17 and the reverse gear 16, the torque is transmitted to the first main reducing gear 24 on the first inner output shaft 15 through the combination of the fifth synchronizer 22 and the first outer output shaft 19, the torque is transmitted to the differential gear ring 2, and finally the power is output by the differential 3.
The nine speed dual clutch transmission of the above embodiment shifts as follows:
gear 1 shift 2 process: in the 1 st gear, the third synchronizer 17 is combined with the 5 th driven gear 18, the fourth synchronizer 21 is combined with the 6 th driven gear 20, the fifth synchronizer 22 is combined with the 2 nd driven gear 23, the first clutch 29 is closed, and the second clutch 28 is opened; after the dual clutch transmission control system issues a 1-gear shift command, the second clutch 28 is still in an open state at this time, i.e., neither the second clutch 28 nor the outer input shaft 26 transmits power; as the shift process continues, the first clutch 29 is gradually opened while the second clutch 28 is gradually closed, and during this process, the clutches are always engaged, so that no torque interruption occurs; after the first clutch 29 is fully opened and the second clutch 28 is fully closed, the shift process is ended. At this time, the first clutch 29 is in an open state, i.e., the first clutch 29 and the inner input shaft 13 do not transmit power, and the engine torque is transmitted to the 2 nd driven gear 23 via the second clutch 28.
2 shift 3 shift process: in gear 2, the fifth synchronizer 22 is combined with the gear 2 driven gear 23; the second clutch 28 is closed and the first clutch 29 is open; after the control system of the double clutch transmission sends out a 2-gear and 3-gear shifting instruction, a gear shifting executing mechanism combines a second synchronizer 8 and a 3-gear driven gear 9 in advance; at this time, the first clutch 29 is still in an open state, i.e., neither the first clutch 29 nor the inner input shaft 13 transmits power; as the shift process continues, the second clutch 28 is gradually opened while the first clutch 29 is gradually closed, and during this process, the clutches are always engaged, so that no torque interruption occurs; after the second clutch 28 is fully opened and the first clutch 29 is fully closed, the shift process is ended. At this time, the second clutch 28 is in an open state, i.e., the second clutch 28 and the outer input shaft 26 do not transmit power, and the engine torque is transmitted to the 3 rd driven gear 9 via the first clutch 29.
The other gear shift is similar to the 1 st gear shift 2 nd gear shift process and will not be described in detail.
According to the nine-gear double-clutch transmission provided by the embodiment of the invention, the basis of the traditional manual transmission is improved, so that the effect of the rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, and the structure is more compact. Because the resources of the manual transmission are utilized to the maximum extent, the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like.
Through the bypass mode, the transmission of 1 gear and 9 gear is realized by using other gear gears, so that the driving gear and the driven gear of 1 gear and 9 gear are canceled, more gear transmission is obtained by using fewer gears, the axial length of the transmission is greatly shortened, the weight of the transmission is reduced, and the cost of the whole vehicle is saved. When the nine-gear double-clutch transmission is realized, six driving gears are arranged on the outer input shaft and the inner input shaft, so that the external dimension of the nine-gear double-clutch transmission is not different from (even smaller than) the external dimension of a common six-gear transmission and a common seven-gear transmission, thereby being beneficial to the miniaturization of the transmission and the arrangement of a front transverse front-drive vehicle.
Nine gears can be arranged on the premise of the same external dimension as that of a common six-gear transmission and a seven-gear transmission, so that the transmission ratio range is enlarged, the transmission ratio distribution is more reasonable, and the power performance and the transmission efficiency of the whole vehicle are obviously improved. The nine-gear double-clutch transmission provided by the invention has 9 forward gears in total, the speed ratio range is larger, the speed ratio distribution is more reasonable compared with the traditional six-gear transmission and seven-gear transmission, the engine can work in the optimal working range with more probability, and the power performance and the economy of the whole vehicle are improved.
In addition, the reverse gear transmission uses the second output shaft as an idler shaft, the second output shaft and the 3-gear driven gear as transmission components of the reverse gear, a special reverse gear shaft is saved, the repeated utilization of the gears is increased, the weight is reduced, and the cost is saved. The center distance between the input shaft and the two output shafts can be designed to be smaller, and the structure is more compact. The reverse gear transmission path is simple, only the 3-gear driven gear is used as the idler gear for reversing, the gear engagement quantity is reduced, the transmission is stable, and the efficiency is high.
In addition, the embodiment of the invention also provides a vehicle which comprises the nine-gear double-clutch transmission of the embodiment.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (10)
1. The nine-gear double-clutch transmission is characterized by comprising a second main reducing gear (1), a differential gear ring (2), a differential (3), a 4-gear driven gear (4), a first synchronizer (5), an 8-gear driven gear (6), a 7-gear driven gear (7), a second synchronizer (8), a 3-gear driven gear (9), a second output shaft (10), a 5/7-gear driving gear (11), a 3-gear driving gear (12), an inner input shaft (13), a 6/8-gear driving gear (14), a first inner output shaft (15), a reverse gear (16), a third synchronizer (17), a 5-gear driven gear (18), a first outer output shaft (19), a 6-gear driven gear (20), a fourth synchronizer (21), a fifth synchronizer (22), a 2-gear driven gear (23), a first main reducing gear (24), a 2-gear driving gear (25), an outer input shaft (26), a power source (27), a second clutch (28), a first clutch (29), a 4-gear driving gear (30) and a synchronization device;
the outer input shaft (26) and the inner input shaft (13) are coaxially nested, the inner input shaft (13) is connected with a power source (27) through a first clutch (29), the outer input shaft (26) is connected with the power source (27) through a second clutch (28), the 2-gear driving gear (25), the 4-gear driving gear (30) and the 6/8-gear driving gear (14) are sequentially fixed on the outer input shaft (26) in the direction away from the power source (27), and the 5/7-gear driving gear (11) and the 3-gear driving gear (12) are sequentially fixed on the inner input shaft (13) in the direction away from the power source (27);
the first outer output shaft (19) is coaxially nested with the first inner output shaft (15), the first inner output shaft (15) is sequentially sleeved with the 2-gear driven gear (23), the first outer output shaft (19) and the reverse gear (16) in a hollow mode in a direction away from the power source (27), the first outer output shaft (19) is sequentially sleeved with the 6-gear driven gear (20) and the 5-gear driven gear (18) in a hollow mode in a direction away from the power source (27), the first main reducing gear (24) is fixed on the first inner output shaft (15), and the second main reducing gear (1) is fixed on the second output shaft (10); the gear 2 driving gear (25) is meshed with the gear 2 driven gear (23), the gear 3 driven gear (9) is meshed with the gear 3 driving gear (12) and the gear reversing gear (16) at the same time, the gear 4 driving gear (30) is meshed with the gear 4 driven gear (4), the gear 5/7 driving gear (11) is meshed with the gear 5 driven gear (18) and the gear 7 driven gear (7) at the same time, the gear 6/8 driving gear (14) is meshed with the gear 6 driven gear (20) and the gear 8 driven gear (6) at the same time, and the differential gear ring (2) is meshed with the first main reducing gear (24) and the second main reducing gear (1) at the same time;
the synchronous device is used for controlling the combination and separation of each idler gear and a shaft where the idler gears are positioned so as to realize nine forward gears and reverse gears;
the driven gear (4), the driven gear (6), the driven gear (7) and the driven gear (9) are sleeved on the second output shaft (10), and the second main reducing gear (1), the driven gear (4), the driven gear (6), the driven gear (7) and the driven gear (9) are sequentially arranged in the direction away from the power source (27).
2. Nine-speed double clutch transmission according to claim 1, characterized in that the synchronizing means comprise a first synchronizer (5), a second synchronizer (8), a third synchronizer (17), a fourth synchronizer (21) and a fifth synchronizer (22), the first synchronizer (5) and the second synchronizer (8) being arranged on the second output shaft (10), the third synchronizer (17) and the fourth synchronizer (21) being arranged on the first outer output shaft (19), the fifth synchronizer (22) being arranged on the first inner output shaft (15);
the first synchronizer (5) is positioned between the 4-gear driven gear (4) and the 8-gear driven gear (6) and is used for controlling the combination and separation of the 4-gear driven gear (4) and the 8-gear driven gear (6) and the second output shaft (10);
the second synchronizer (8) is positioned between the 3-gear driven gear (9) and the 7-gear driven gear (7) and is used for controlling the combination and separation of the 3-gear driven gear (9) and the 7-gear driven gear (7) and the second output shaft (10);
the third synchronizer (17) is positioned between the 5-gear driven gear (18) and the reverse gear (16) and is used for controlling the combination and separation of the 5-gear driven gear (18) and the reverse gear (16) with the first outer output shaft (19);
the fourth synchronizer (21) is positioned between the fifth synchronizer (22) and the 6-gear driven gear (20) and is used for controlling the combination and separation of the 6-gear driven gear (20) and the first outer output shaft (19);
the fifth synchronizer (22) is located between the fourth synchronizer (21) and the 2-gear driven gear (23) and used for controlling the combination and separation of the 2-gear driven gear (23) and the first inner output shaft (15) and the combination and separation of the first inner output shaft (15) and the first outer output shaft (19).
3. The nine-speed double-clutch transmission according to claim 2, wherein the first main reducing gear (24), the 2-speed driven gear (23), the fifth synchronizer (22), the fourth synchronizer (21), the 6-speed driven gear (20), the 5-speed driven gear (18), the third synchronizer (17) and the reverse gear (16) are sequentially arranged in a direction away from the power source (27);
the second main reducing gear (1), the 4-gear driven gear (4), the first synchronizer (5), the 8-gear driven gear (6), the 7-gear driven gear (7), the second synchronizer (8) and the 3-gear driven gear (9) are sequentially arranged in a direction away from the power source (27).
4. Nine-speed double clutch transmission according to claim 2, characterized in that the hubs of the first synchronizer (5) and of the second synchronizer (8) are connected to the second output shaft (10) by means of splines;
the gear hubs of the third synchronizer (17) and the fourth synchronizer (21) are formed on the first outer output shaft (19) in a welding, spline, interference press fitting or integral molding mode;
the gear hub of the fifth synchronizer (22) is connected to the first inner output shaft (15) through a spline.
5. The nine speed dual clutch transmission according to claim 1, wherein the 5/7 speed driving gear (11), the 5 speed driven gear (18) and the 7 speed driven gear (7) are co-planar gear sets; the 6/8-gear driving gear (14), the 6-gear driven gear (20) and the 8-gear driven gear (6) are coplanar gear sets; the first main reducing gear (24), the second main reducing gear (1) and the differential gear ring (2) are coplanar gear sets.
6. Nine-speed double clutch transmission according to claim 1, characterized in that the two ends of the inner input shaft (13) and the outer input shaft (26) are rotatably supported on the transmission housing by means of bearings, the two ends of the first inner output shaft (15) and the first outer output shaft (19) are rotatably supported on the transmission housing by means of bearings, the two ends of the second output shaft (10) are rotatably supported on the transmission housing by means of bearings.
7. The nine speed dual clutch transmission of claim 2, wherein the nine speed dual clutch transmission has a first gear power transmission path of:
the third synchronizer (17) is combined with the 5-gear driven gear (18), the fourth synchronizer (21) is combined with the 6-gear driven gear (20), the fifth synchronizer (22) is combined with the 2-gear driven gear (23), the first clutch (29) is closed, torque provided by the power source (27) is transmitted to the inner input shaft (13) through the first clutch (29), the torque is transmitted to the 5-gear driven gear (18) through the 5/7-gear driving gear (11) fixed on the inner input shaft (13), the torque is transmitted to the first outer output shaft (19) through the combination of the third synchronizer (17) and the 5-gear driven gear (18), the torque is transmitted to the 6-gear driven gear (20) through the combination of the fourth synchronizer (21) and the 6-gear driven gear (20), the torque is transmitted to the 6/8-gear driving gear (14) through the 6/8-gear driving gear (14), the torque is transmitted to the 5-gear driven gear (25) through the outer gear (26) through the 6/8-gear driving gear (25), the torque is transmitted to the fifth gear (2) through the third synchronizer (21) and the second gear (23), the torque is transmitted to the first gear (2) through the third synchronizer (25) through the second gear (25), and finally the power is output by the differential (3).
8. The nine speed dual clutch transmission of claim 2, wherein the nine speed dual clutch transmission has a nine speed power transmission path of:
the third synchronizer (17) is combined with the 5-gear driven gear (18), the fourth synchronizer (21) is combined with the 6-gear driven gear (20), the second synchronizer (8) is combined with the 7-gear driven gear (7), the second clutch (28) is closed, torque provided by the power source (27) is transmitted to the outer input shaft (26) through the second clutch (28), the torque is transmitted to the 6-gear driven gear (20) through the 6/8-gear driving gear (14) fixed on the outer input shaft (26), the torque is transmitted to the first outer output shaft (19) through the combination of the fourth synchronizer (21) and the 6-gear driven gear (20), the torque is transmitted to the 5-gear driven gear (18) through the combination of the third synchronizer (17) and the 5-gear driven gear (18), the torque is transmitted to the 5/7-gear driving gear (11) through the 5/7-gear driving gear (11), the torque is transmitted to the 7-gear driving gear (11) through the combination of the fourth synchronizer (21) and the 6-gear driven gear (20), and the torque is transmitted to the 5-gear driven gear (18) through the second synchronizer (7), and the torque is transmitted to the final differential (2) through the second synchronizer (7).
9. The nine speed dual clutch transmission of claim 2, wherein the reverse power transmission path of the nine speed dual clutch transmission is:
the third synchronizer (17) is combined with the reverse gear (16), the fifth synchronizer (22) is combined with the first outer output shaft (19), the first clutch (29) is closed, torque provided by the power source (27) is transmitted to the inner input shaft (13) through the first clutch (29), is transmitted to the 3-gear driven gear (9) through the 3-gear driving gear (12) fixed on the inner input shaft (13), is transmitted to the reverse gear (16) through the 3-gear driven gear (9), is transmitted to the first outer output shaft (19) through the combination of the third synchronizer (17) and the reverse gear (16), is transmitted to the first main reducing gear (24) on the first inner output shaft (15) through the combination of the fifth synchronizer (22) and the first outer output shaft (19), is transmitted to the differential gear ring (2), and finally is output by the differential (3).
10. A vehicle comprising a nine speed dual clutch transmission according to any one of claims 1 to 9.
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