CN113685503A - Ten keep off two separation and reunion derailleurs and vehicle - Google Patents

Ten keep off two separation and reunion derailleurs and vehicle Download PDF

Info

Publication number
CN113685503A
CN113685503A CN202010420898.3A CN202010420898A CN113685503A CN 113685503 A CN113685503 A CN 113685503A CN 202010420898 A CN202010420898 A CN 202010420898A CN 113685503 A CN113685503 A CN 113685503A
Authority
CN
China
Prior art keywords
gear
driven gear
synchronizer
driven
output shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202010420898.3A
Other languages
Chinese (zh)
Other versions
CN113685503B (en
Inventor
赵虹桥
黄波
谢天礼
凌晓明
刘学武
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangzhou Automobile Group Co Ltd
Original Assignee
Guangzhou Automobile Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Priority to CN202010420898.3A priority Critical patent/CN113685503B/en
Publication of CN113685503A publication Critical patent/CN113685503A/en
Application granted granted Critical
Publication of CN113685503B publication Critical patent/CN113685503B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • 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
    • 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
    • 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
    • F16H2003/0822—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 characterised by the arrangement of at least one reverse gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0069—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising ten forward speeds
    • 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
    • F16H2200/2051—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with eight engaging means

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, 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 2-gear driving gear, a transition driving gear, a 3-gear driving gear, an inner input shaft, a 9-gear driving gear, an 5/7-gear driving gear, a first output shaft, a 5-gear driven gear, a 9-gear driven gear, a 2-gear driven gear, a third output shaft, a reverse gear, a third main reduction gear, a 6-gear driven gear, a first main reduction gear, a 6/8-gear driving gear, a second clutch, a first clutch, an outer input shaft and a synchronizer. The ten-gear double-clutch transmission greatly shortens the whole length of the double-clutch transmission and can be applied to front-transverse front-drive vehicles.

Description

Ten keep off two separation and reunion derailleurs and vehicle
Technical Field
The invention belongs to the technical field of vehicle transmissions, and particularly relates to a ten-gear double-clutch transmission and a vehicle.
Background
The double-clutch type automatic transmission integrates two gearboxes and two clutches into a gearbox shell, two inner input shafts and two outer input shafts which are rotatably sleeved are respectively connected with one clutch, the two input shafts respectively transmit power of two gearbox speed groups, and a gear shifting program is completed by automatic switching between the two clutches, so that the continuity of the power 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, and 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 double clutch type automatic transmission mostly uses dual output shafts or a single output shaft and uses a common drive gear or a linearly arranged gear train, its axial dimension is long, so that it is difficult to adopt the above-mentioned transmission for a vehicle such as a front transverse engine or a front wheel drive, particularly a small vehicle, because its installation space is limited, and it is difficult to work the engine in an optimum working area because of its few gears for shifting, thereby adversely affecting the power performance and economy of the whole vehicle.
There is a twin-clutch manual transmission which includes a first input shaft and a second input shaft to which engine rotation is selectively input via separate clutches. A first gearset associated with the first gearbox speed grouping is located between the countershaft and an aft end of the projecting first input shaft. A second gearset associated with a second gearbox speed grouping is located between the second input shaft and the layshaft. The gearbox realizes the speed reduction transmission between the input shaft and the output shaft through only one auxiliary shaft.
Therefore, the conventional double-clutch automatic transmission generally adopts a structural form of a single output shaft or double output shafts, and the whole length of the transmission is long, so that the transmission is difficult to apply to front-transverse front-drive vehicle types. Moreover, the structural form of the single output shaft or the double output shafts leads to that the existing double-clutch automatic transmission has a larger structure, and has fewer gears which can be arranged under the condition of the same transmission size, so that the engine is not beneficial to work in the best region.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the ten-gear double-clutch transmission and the vehicle are provided, aiming at the problems that the existing double-clutch automatic transmission is long in overall length and difficult to apply to a front transverse front-drive vehicle type.
In order to solve the technical problem, in one aspect, an embodiment of the present invention provides a ten-gear dual-clutch transmission, including a second main reduction gear, a differential gear ring, a differential, 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 2-gear driving gear, a transition driving gear, a 3-gear driving gear, an inner input shaft, a 9-gear driving gear, an 5/7-gear driving gear, a first output shaft, a 5-gear driven gear, a 9-gear driven gear, a 2-gear driven gear, a third output shaft, a reverse gear, a third main reduction gear, a 6-gear driven gear, a first main reduction gear, a 6/8-gear driving gear, a second clutch, a first clutch, an outer input shaft, and a synchronizer;
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 6/8-gear driving gear, the 4-gear driving gear, the 2-gear driving gear and the transition driving gear are sequentially fixed on the outer input shaft in a direction far away from the power source, and the 3-gear driving gear, the 9-gear driving gear and the 5/7-gear driving gear are sequentially fixed on the inner input shaft in a direction far away from the power source;
the first output shaft is sequentially sleeved with the 6-gear driven gear, the 2-gear driven gear, the 9-gear driven gear and the 5-gear driven gear in an empty manner in a direction far away from the power source, the second output shaft is sequentially sleeved with the 8-gear driven gear, the 4-gear driven gear, the transition driven gear, the 3-gear driven gear and the 7-gear driven gear in an empty manner in a direction far away from the power source, the third output shaft is sleeved with the reverse gear in an empty manner, 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 third output shaft; the 2-gear driven gear is meshed with the 2-gear driving gear and the reverse gear at the same time, the transition driving gear is meshed with the transition driven gear, the 3-gear driving gear is meshed with the 3-gear driven gear, the 4-gear driving gear is meshed with the 4-gear driven gear, the 5/7-gear driving gear is meshed with the 5-gear driven gear and the 7-gear driven gear at the same time, the 6/8-gear driving gear is meshed with the 6-gear driven gear and the 8-gear driven gear at the same time, the 9-gear driving gear is meshed with the 9-gear driven gear, and the differential gear ring is meshed with the first main reduction gear, the second main reduction gear and the third main reduction gear at the same time;
a synchronizer for controlling the engagement and disengagement of each idler gear with the shaft on which it is located to achieve ten forward gears and a reverse gear.
According to the ten-gear double-clutch transmission provided by the embodiment of the invention, improvement is carried out on the basis of the traditional manual transmission, so that the effect of a 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 bypassing mode, realize 1, 10 fender transmissions with other fender gears, transition driving gear and transition driven gear to cancelled 1, 10 fender owner, driven gear, obtain more fender transmissions with less gear, greatly shorten derailleur axial length, alleviate derailleur weight, practice thrift whole car cost. When the ten-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft are only provided with seven gears in total, so that the external dimension of the ten-gear double-clutch transmission is not greatly different (even smaller) than that of the common six-gear and seven-gear transmissions, thereby being beneficial to the miniaturization of the transmission and the arrangement of front transverse front-drive vehicles.
The ten gears can be arranged on the premise of the same external dimension as that of a common six-gear and 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 ten-gear double-clutch transmission has ten forward gears, 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 dynamic property and the economical efficiency of the whole vehicle are improved.
In addition, the reverse gear transmission borrows a 2-gear driven gear, a special reverse gear driving gear is saved, gear recycling is increased, weight is reduced, and cost is saved. The center distance between the inner input shaft and the outer input shaft and between the three output shafts can be designed to be smaller, and the structure is more compact. Reverse gear transmission route is simple, utilizes 2 to keep off driving gear and 2 fender driven gear commutations, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher.
In another aspect, the embodiment of the invention further provides a vehicle, which comprises the ten-gear double-clutch transmission.
Drawings
FIG. 1 is a frame diagram of a ten speed dual clutch transmission provided in accordance with an embodiment of the present invention.
The reference numbers in the drawings of the specification are as follows:
1. a second main reduction gear; 2. a differential ring gear; 3. a differential mechanism; 4. a 8-gear driven gear; 5. a first synchronizer; 6. a 4-gear driven gear; 7. a second synchronizer; 8. a transition driven gear; 9. a 3-gear driven gear; 10. a third synchronizer; 11. a 7-gear driven gear; 12. a second output shaft; 13. a 2-gear driving gear; 14. a transition driving gear; 15. a 3-gear driving gear; 16. an inner input shaft; 17. a 9-gear driving gear; 18. 5/7 gear drive gear; 19. a first output shaft; 20. a 5-gear driven gear; 21. a fourth synchronizer; 22. a 9-gear driven gear; 23. a 2-gear driven gear; 24. a third output shaft; 25. a reverse gear; 26. a sixth synchronizer; 27. a fifth synchronizer; 28. a third main reduction gear; 29. a 6-gear driven gear; 30. a first main reduction gear; 31. 6/8 gear drive gear; 32. a power source; 33. a second clutch; 34. a first clutch; 35. an outer input shaft; 36. a 4-gear driving gear; 37. a hollow shaft.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, an embodiment of the present invention provides a ten-speed dual clutch transmission, the transmission comprises a second main reduction gear 1, a differential gear ring 2, a differential 3, an 8-gear driven gear 4, a 4-gear driven gear 6, a transition driven gear 8, a 3-gear driven gear 9, a 7-gear driven gear 11, a second output shaft 12, a 2-gear driving gear 13, a transition driving gear 14, a 3-gear driving gear 15, an inner input shaft 16, a 9-gear driving gear 17, an 5/7-gear driving gear 18, a first output shaft 19, a 5-gear driven gear 20, a 9-gear driven gear 22, a 2-gear driven gear 23, a third output shaft 24, a reverse gear 25, a third main reduction gear 28, a 6-gear driven gear 29, a first main reduction gear 30, a 6/8-gear driving gear 31, a second clutch 33, a first clutch 34, an outer input shaft 35, a 4-gear driving gear 36 and a synchronizer. The power source 32 may be, for example, an engine, an electric machine, or a hybrid powertrain of an electric machine and an engine.
The outer input shaft 35 and the inner input shaft 16 are coaxially nested, the inner input shaft 16 is connected with a power source 32 through a first clutch 34, the outer input shaft 35 is connected with the power source 32 through a second clutch 33, the 6/8-gear driving gear 31, the 4-gear driving gear 36, the 2-gear driving gear 13 and the transition driving gear 14 are sequentially fixed on the outer input shaft 35 in the direction away from the power source 32, and the 3-gear driving gear 15, the 9-gear driving gear 17 and the 5/7-gear driving gear 18 are sequentially fixed on the inner input shaft 16 in the direction away from the power source 32.
The first output shaft 19 is sequentially sleeved with the 6-gear driven gear 29, the 2-gear driven gear 23, the 9-gear driven gear 22 and the 5-gear driven gear 20 in an empty manner in a direction away from the power source 32, the second output shaft 12 is sequentially sleeved with the 8-gear driven gear 4, the 4-gear driven gear 6, the transition driven gear 8, the 3-gear driven gear 9 and the 7-gear driven gear 11 in an empty manner in a direction away from the power source 32, the reverse gear 25 is sleeved on the third output shaft 24 in an empty manner, the first main reduction gear 30 is fixed on the first output shaft 19, the second main reduction gear 1 is fixed on the second output shaft 12, and the third main reduction gear 28 is fixed on the third output shaft 24; the 2 keep off driven gear 23 simultaneously with 2 keep off driving gear 13 and reverse gear 25 meshing, transition driving gear 14 and transition driven gear 8 meshing, 3 keep off driving gear 15 and 3 keep off driven gear 9 meshing, 4 keep off driving gear 36 and 4 keep off driven gear 6 meshing, 5/7 keep off driving gear 18 simultaneously with 5 keep off driven gear 20 and 7 keep off driven gear 11 meshing, 6/8 keep off driving gear 31 simultaneously with 6 keep off driven gear 29 and 8 keep off driven gear 4 meshing, 9 keep off driving gear 17 with 9 keep off driven gear 22 meshing, differential ring gear 2 simultaneously with first owner subtracts gear 30, the second owner subtracts gear 1 and the meshing of third owner and subtracts gear 28.
A synchronizer for controlling the engagement and disengagement of each idler gear with the shaft on which it is located to achieve ten forward gears and a reverse gear.
Thus, gears 6 and 8 share a common drive gear and gears 5 and 7 share a common drive gear. In addition, the 1-gear transmission and the 10-gear transmission are realized by other gear gears, the transition driving gear 14 and the transition driven gear 8 in a bypassing mode, so that 1-gear driving gears and 10-gear driven gears are eliminated, the use amount of the driving gears and the driven gears is reduced, the axial length of the transmission is shortened, and the weight of the transmission is reduced.
The outer input shaft 35 is a hollow shaft and coaxially sleeved on the inner input shaft 16, and 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 external input shaft 35 are arranged in parallel at intervals to form a parallel shaft type structure. The power source 32 is coaxial with the inner input shaft 16.
In one embodiment, each idler gear may be idler on the shaft on which it is located by a bearing.
In one embodiment, the first clutch 34 and the second clutch 33 share a common housing to be integrated as a dual clutch. To make the transmission space more compact.
In one embodiment, the ten-gear double-clutch transmission further comprises a hollow shaft 37 coaxially sleeved on the second output shaft 12, the 3-gear driven gear 9 is fixed on the hollow shaft 37, and the transition driven gear 8 is sleeved on the hollow shaft 37 in an empty mode.
In one embodiment, the synchronizing device includes a first synchronizer 5, a second synchronizer 7, a third synchronizer 10, a fourth synchronizer 21, a fifth synchronizer 27, and a sixth synchronizer 26, the first synchronizer 5 and the third synchronizer 10 are disposed on the second output shaft 12, the fourth synchronizer 21 and the fifth synchronizer 27 are disposed on the first output shaft 19, the second synchronizer 7 is disposed on the hollow shaft 37, and the sixth synchronizer 26 is disposed on the third output shaft 24.
The first synchronizer 5 is located between the 4 th and 8 th driven gears 6 and 4, and is used for controlling the engagement and disengagement of the 4 th and 8 th driven gears 6 and 4 with the second output shaft 12.
The second synchronizer 7 is located between the 4 th-gear driven gear 6 and the transition driven gear 8, and is used for controlling the combination and the separation of the transition driven gear 8 and the hollow shaft 37.
The third synchronizer 10 is located between the 3 th and 7 th driven gears 9 and 11, and is used for controlling the engagement and disengagement of the 3 rd and 7 th driven gears 9 and 11 with the second output shaft 12.
The fourth synchronizer 21 is located between the 9 th and 5 th driven gears 22 and 20, and is used for controlling the engagement and disengagement of the 9 th and 5 th driven gears 22 and 20 with the first output shaft 19.
The fifth synchronizer 27 is located between the 6 th and 2 nd driven gears 29 and 23, and is used for controlling the engagement and disengagement of the 6 th and 2 nd driven gears 29 and 23 with the first output shaft 19.
And a sixth synchronizer 26 for controlling the engagement and disengagement of the reverse gear 25 with and from 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 hubs of the fourth synchronizer 21 and the fifth synchronizer 27 are splined to the first output shaft 19; the hub of the sixth synchronizer 26 is splined to the third output shaft 24; and the gear hub of the second synchronizer 7 is fixed on the 3-gear driven gear 9 in a welding, spline, interference press-fitting or integrated forming mode.
However, it is also possible for the hub of the second synchronizer 7 to be splined to the hollow shaft 37.
Ten forward gears and one reverse gear can be achieved by controlling the engagement or disengagement of the different states of the first synchronizer 5, the second synchronizer 7, the third synchronizer 10, the fourth synchronizer 21, the fifth synchronizer 27, the sixth synchronizer 26, the first clutch 34, and the second clutch 33 described above.
Thus, when the ten-gear double-clutch transmission is realized, the outer input shaft 35 and the inner input shaft 16 have seven gears in total, so that the external dimension of the ten-gear double-clutch transmission is not different from that of a common six-gear double-clutch transmission and a common seven-gear double-clutch transmission or even smaller, thereby being beneficial to the miniaturization of the transmission and the arrangement of a front transverse front-drive vehicle.
In a preferred embodiment, the first main reducing gear 30, the 6 th driven gear 29, the fifth synchronizer 27, the 2 nd driven gear 23, the 9 th driven gear 22, the fourth synchronizer 21 and the 5 th driven gear 20 are sequentially arranged in a direction away from the power source 32. The second main reduction gear 1, the 8-gear driven gear 4, the first synchronizer 5, the 4-gear driven gear 6, the second synchronizer 7, the transition driven gear 8, the 3-gear driven gear 9, the third synchronizer 10 and the 7-gear driven gear 11 are sequentially arranged in a direction far away from the power source 32. The third main reduction gear 28, the sixth synchronizer 26, and the reverse gear 25 are arranged in this order in a direction away from the power source 32.
In a preferred embodiment, the 2 nd driving gear 13, the 2 nd driven gear 23 and the reverse gear 25 are a co-planar gear set, the 5/7 th driving gear 18, the 5 th driven gear 20 and the 7 th driven gear 11 are a co-planar gear set, the 6/8 th driving gear 31, the 6 th driven gear 29 and the 8 th driven gear 4 are a co-planar gear set, and the differential ring gear 2, the first main reduction gear 30, the second main reduction gear 1 and the third main reduction gear 28 are a co-planar gear set. By configuring the co-planar gear sets, the axial size of the transmission can be reduced, reducing the bulk of the transmission.
In one embodiment, the inner input shaft 16 and the outer input shaft 35 are rotatably supported at both ends thereof by bearings, the first output shaft 19 is rotatably supported at both ends thereof by bearings, the second output shaft 12 is rotatably supported at both ends thereof by bearings, and the third output shaft 24 is rotatably supported at both ends thereof by bearings. To achieve stable support of the respective shafts.
In one embodiment, the 6/8 gear driving gear 31, the 4 gear driving gear 36, the 2 gear driving gear 13 and the transition driving gear 14 are fixed on the outer input shaft 35 by welding, spline connection, interference press fitting or integral molding; the 3-gear driving gear 15, the 9-gear driving gear 17 and the 5/7-gear driving gear 18 are fixed on the inner input shaft 16 by welding, spline connection, interference press fitting or integral forming.
The power transmission of the ten-gear double-clutch transmission of the above embodiment in each gear is as follows (the power source 32 is taken as an engine as an example):
a first gear power transmission route: the second synchronizer 7 is engaged with the transition driven gear 8, the fifth synchronizer 27 is engaged with the 2 nd gear driven gear 23, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 34, the torque is transmitted to the 3 rd gear driven gear 9 through the 3 rd gear driving gear 15 fixed on the inner input shaft 16, then transmitted to the transitional driven gear 8 through the combination of the second synchronizer 7 and the transitional driven gear 8, then transmitted to the transitional driving gear 14 through the transitional driven gear 8, then transmitted to the 2 nd gear driving gear 13 through the outer input shaft 35 through the transitional driving gear 14, then transmitted to the 2 nd gear driven gear 23 through the 2 nd gear driving gear 13, and then transmitted to the first main reduction gear 30 on the first output shaft 19 through the combination of the fifth synchronizer 27 and the 2 nd gear driven gear 23, then transmitted to the differential gear ring 2, and finally output power through the differential 3.
A second-gear power transmission route: the fifth synchronizer 27 is engaged with the 2 nd driven gear 23, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 2 nd driven gear 23 through the 2 nd driving gear 13 fixed on the outer input shaft 35, is transmitted to the first main reduction gear 30 on the first output shaft 19 through the engagement of the fifth synchronizer 27 and the 2 nd driven gear 23, passes through the differential ring gear 2, and is finally output by the differential 3.
A third gear power transmission route: the third synchronizer 10 is combined with the 3 rd gear driven gear 9, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 34, is transmitted to the 3 rd gear driven gear 9 through the 3 rd gear driving gear 15 fixed on the inner input shaft 16, 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 3 rd gear driven gear 9, passes through the differential gear ring 2, and is finally output by the differential 3.
A fourth gear power transmission route: the first synchronizer 5 is combined with the 4-gear driven gear 6, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 4-gear driven gear 6 through the 4-gear driving gear 36 fixed on the outer input shaft 35, 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 4-gear driven gear 6, passes through the differential gear ring 2, and is finally output by the differential 3.
A fifth gear power transmission route: the fourth synchronizer 21 is engaged with the 5 th driven gear 20, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 34, is transmitted to the 5 th driven gear 20 through the 5/7 th driving gear 18 fixed on the inner input shaft 16, is transmitted to the first main reduction gear 30 on the first output shaft 19 through the engagement of the fourth synchronizer 21 and the 5 th driven gear 20, passes through the differential ring gear 2, and is finally output by the differential 3.
A six-gear power transmission route: the fifth synchronizer 27 is engaged with the 6 th driven gear 29, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 6 th driven gear 29 through the 6/8 th driving gear 31 fixed on the outer input shaft 35, is transmitted to the first main reduction gear 30 on the first output shaft 19 through the engagement of the fifth synchronizer 27 and the 6 th driven gear 29, passes through the differential ring gear 2, and is finally output by the differential 3.
A seven-gear power transmission route: the third synchronizer 10 is engaged with the 7 th driven gear 11, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 34, is transmitted to the 7 th driven gear 11 through the 5/7 th driving gear 18 fixed on the inner input shaft 16, is transmitted to the second main reduction gear 1 on the second output shaft 12 through the engagement of the third synchronizer 10 and the 7 th driven gear 11, passes through the differential ring gear 2, and is finally output by the differential 3.
Eight-gear power transmission route: the first synchronizer 5 is engaged with the 8 th driven gear 4, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 8 th driven gear 4 through the 6/8 th driving gear 31 fixed on the outer input shaft 35, is transmitted to the second main reduction gear 1 on the second output shaft 12 through the engagement of the first synchronizer 5 and the 8 th driven gear 4, passes through the differential ring gear 2, and is finally output by the differential 3.
Nine-gear power transmission route: the fourth synchronizer 21 is engaged with the 9 th driven gear 22, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 34, is transmitted to the 9 th driven gear 22 through the 9 th driving gear 17 fixed on the inner input shaft 16, is transmitted to the first main reduction gear 30 on the first output shaft 19 through the engagement of the fourth synchronizer 21 and the 9 th driven gear 22, passes through the differential ring gear 2, and is finally output by the differential 3.
A ten-gear power transmission route: the second synchronizer 7 is coupled to the transition driven gear 8, the fourth synchronizer 21 is coupled to the 9 th driven gear 22, the torque provided by the closed engine of the second clutch 33 is transmitted to the outer input shaft 35 through the second clutch 33, then transmitted to the transition driven gear 8 through the transition driving gear 14 fixed to the outer input shaft 35, then transmitted to the 3 rd driven gear 9 through the coupling of the second synchronizer 7 and the transition driven gear 8, then transmitted to the 3 rd driven gear 9 through the 3 rd driven gear 9, then transmitted to the 9 th driving gear 17 through the inner input shaft 16 through the 3 rd driving gear 15, then transmitted to the 9 th driven gear 22 through the 9 th driving gear 17, and then transmitted to the first main reduction gear 30 on the first output shaft 19 through the coupling of the fourth synchronizer 21 and the 9 th driven gear 22, and then transmitted to the differential ring gear 2, and finally the power is output by the differential 3.
Reverse gear power transmission route: the sixth synchronizer 26 is coupled with the reverse gear 25, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 2-gear driven gear 23 through the 2-gear driving gear 13 fixed on the outer input shaft 35, is transmitted to the reverse gear 25 through the 2-gear driven gear 23, is transmitted to the third main reduction gear 28 on the third output shaft 24 through the combination of the sixth synchronizer 26 and the reverse gear 25, passes through the differential ring gear 2, and is finally output by the differential 3.
The shift process of the ten-gear double clutch transmission of the above embodiment is as follows:
1-gear shift and 2-gear shift processes: in the 1 gear, the second synchronizer 7 is combined with the transition driven gear 8, and the fifth synchronizer 27 is combined with the 2-gear driven gear 23; the first clutch 34 is closed and the second clutch 33 is open; after the double clutch transmission control system sends a 1-gear shift and 2-gear shift instruction, the second clutch 33 is still in an open state at the moment, namely, the second clutch 33 and the outer input shaft 35 do not transmit power; as the shifting process continues, the first clutch 34 is gradually opened while the second clutch 33 is gradually closed, and during this process, the clutches are always engaged, and torque interruption does not occur; after the first clutch 34 is fully open and the second clutch 33 is fully closed, the shifting process is ended. At this time, the first clutch 34 is in an open state, i.e., the first clutch 34 and the inner input shaft 16 do not transmit power, and the engine torque is transmitted to the 2 nd stage driven gear 23 via the second clutch 33.
2-shift 3-shift process: in gear 2, the fifth synchronizer 27 is engaged with the 2 nd driven gear 23; the second clutch 33 is closed and the first clutch 34 is open; after the double clutch transmission control system sends a 2-gear shifting and 3-gear shifting instruction, the gear shifting executing mechanism combines a third synchronizer 10 and a 3-gear driven gear 9 in advance; the first clutch 34 is still open, i.e., neither the first clutch 34 nor the inner input shaft 16 is transmitting power; as the gear shift process continues, the second clutch 33 is gradually opened while the first clutch 34 is gradually closed, and during the process, the clutches are always engaged, so that torque interruption does not occur; after the second clutch 33 is completely opened and the first clutch 34 is completely closed, the shifting process is ended. At this time, the second clutch 33 is in an open state, i.e., the second clutch 33 and the outer input shaft 35 do not transmit power, and the engine torque is transmitted to the 3 rd-speed driven gear 9 via the first clutch 34.
The other gears are shifted from each other similarly to the 1-gear and 2-gear shifting process, and are not described in detail.
According to the ten-gear double-clutch transmission provided by the embodiment of the invention, improvement is carried out on the basis of the traditional manual transmission, so that the effect of a 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 bypassing mode, realize 1, 10 fender transmissions with other fender gears, transition driving gear and transition driven gear to cancelled 1, 10 fender owner, driven gear, obtain more fender transmissions with less gear, greatly shorten derailleur axial length, alleviate derailleur weight, practice thrift whole car cost. When the ten-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft are only provided with seven gears in total, so that the external dimension of the ten-gear double-clutch transmission is not greatly different (even smaller) than that of the common six-gear and seven-gear transmissions, thereby being beneficial to the miniaturization of the transmission and the arrangement of front transverse front-drive vehicles.
The ten gears can be arranged on the premise of the same external dimension as that of a common six-gear and 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 ten-gear double-clutch transmission has ten forward gears, 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 dynamic property and the economical efficiency of the whole vehicle are improved.
In addition, the reverse gear transmission borrows a 2-gear driven gear, a special reverse gear driving gear is saved, gear recycling is increased, weight is reduced, and cost is saved. The center distance between the inner input shaft and the outer input shaft and between the three output shafts can be designed to be smaller, and the structure is more compact. Reverse gear transmission route is simple, utilizes 2 to keep off driving gear and 2 fender driven gear commutations, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher.
In addition, the embodiment of the invention also provides a vehicle which comprises the ten-gear double-clutch transmission of the embodiment.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims (10)

1. The utility model provides a ten grades of double clutch derailleur, a serial communication port, including second owner subtract gear (1), differential ring gear (2), differential mechanism (3), 8 grades of driven gear (4), 4 grades of driven gear (6), transition driven gear (8), 3 grades of driven gear (9), 7 grades of driven gear (11), second output shaft (12), 2 grades of driving gear (13), transition driving gear (14), 3 grades of driving gear (15), interior input shaft (16), 9 grades of driving gear (17), 5/7 grades of driving gear (18), first output shaft (19), 5 grades of driven gear (20), 9 grades of driven gear (22), 2 grades of driven gear (23), third output shaft (24), reverse gear (25), third owner subtracts gear (28), 6 grades of driven gear (29), first owner subtracts gear (30), 6/8 grades of driving gear (31), The transmission comprises a second clutch (33), a first clutch (34), an outer input shaft (35), a 4-gear driving gear (36) and a synchronizing device;
the outer input shaft (35) and the inner input shaft (16) are coaxially nested, the inner input shaft (16) is connected with a power source (32) through a first clutch (34), the outer input shaft (35) is connected with the power source (32) through a second clutch (33), the 6/8-gear driving gear (31), the 4-gear driving gear (36), the 2-gear driving gear (13) and the transition driving gear (14) are sequentially fixed on the outer input shaft (35) in a direction away from the power source (32), and the 3-gear driving gear (15), the 9-gear driving gear (17) and the 5/7-gear driving gear (18) are sequentially fixed on the inner input shaft (16) in a direction away from the power source (32);
the first output shaft (19) is sequentially sleeved with the 6-gear driven gear (29), the 2-gear driven gear (23), the 9-gear driven gear (22) and the 5-gear driven gear (20) in an empty way in the direction far away from the power source (32), the 8-gear driven gear (4), the 4-gear driven gear (6), the transition driven gear (8), the 3-gear driven gear (9) and the 7-gear driven gear (11) are sequentially sleeved on the second output shaft (12) in a direction away from the power source (32), the reverse gear (25) is sleeved on the third output shaft (24), the first main reduction gear (30) is fixed on the first output shaft (19), the second main reduction gear (1) is fixed on the second output shaft (12), said third main reduction gear (28) being fixed to said third output shaft (24); the 2-gear driven gear (23) is simultaneously meshed with the 2-gear driving gear (13) and the reverse gear (25), the transition driving gear (14) is meshed with the transition driven gear (8), the 3-gear driving gear (15) is meshed with the 3-gear driven gear (9), the 4-gear driving gear (36) is meshed with the 4-gear driven gear (6), the 5/7-gear driving gear (18) is simultaneously meshed with the 5-gear driven gear (20) and the 7-gear driven gear (11), the 6/8 gear driving gear (31) is meshed with the 6 gear driven gear (29) and the 8 gear driven gear (4) simultaneously, the 9-gear driving gear (17) is meshed with the 9-gear driven gear (22), the differential gear ring (2) is simultaneously meshed with the first main reduction gear (30), the second main reduction gear (1) and the third main reduction gear (28);
a synchronizer for controlling the engagement and disengagement of each idler gear with the shaft on which it is located to achieve ten forward gears and a reverse gear.
2. The ten-gear double-clutch transmission according to claim 1, characterized in that it further comprises a hollow shaft (37) coaxially fitted over the second output shaft (12), the 3-gear driven gear (9) being fixed to the hollow shaft (37), the transition driven gear (8) being idly fitted over the hollow shaft (37).
3. The ten-speed double clutch transmission according to claim 2, characterized in that the synchronizing means comprises a first synchronizer (5), a second synchronizer (7), a third synchronizer (10), a fourth synchronizer (21), a fifth synchronizer (27) and a sixth synchronizer (26), the first synchronizer (5) and the third synchronizer (10) are provided on the second output shaft (12), the fourth synchronizer (21) and the fifth synchronizer (27) are provided on the first output shaft (19), the second synchronizer (7) 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 positioned between the 4-gear driven gear (6) and the 8-gear driven gear (4) and is used for controlling the combination and the separation of the 4-gear driven gear (6) and the 8-gear driven gear (4) and the second output shaft (12);
the second synchronizer (7) is positioned between the 4-gear driven gear (6) and the transition driven gear (8) and is used for controlling the connection and disconnection of the transition driven gear (8) and the hollow shaft (37);
the third synchronizer (10) is positioned between the 3-gear driven gear (9) and the 7-gear driven gear (11) and is used for controlling the connection and disconnection of the 3-gear driven gear (9) and the 7-gear driven gear (11) and the second output shaft (12);
the fourth synchronizer (21) is positioned between the 9-gear driven gear (22) and the 5-gear driven gear (20) and is used for controlling the combination and the separation of the 9-gear driven gear (22) and the 5-gear driven gear (20) and the first output shaft (19);
the fifth synchronizer (27) is positioned between the 6-gear driven gear (29) and the 2-gear driven gear (23) and is used for controlling the connection and disconnection of the 6-gear driven gear (29) and the 2-gear driven gear (23) and the first output shaft (19);
the sixth synchronizer (26) is used for controlling the combination and the separation of the reverse gear (25) and the third output shaft (24).
4. The ten-speed double-clutch transmission according to claim 3, characterized in that the first main reduction gear (30), the 6-speed driven gear (29), the fifth synchronizer (27), the 2-speed driven gear (23), the 9-speed driven gear (22), the fourth synchronizer (21) and the 5-speed driven gear (20) are sequentially arranged in a direction away from the power source (32);
the second main reduction gear (1), the 8-gear driven gear (4), the first synchronizer (5), the 4-gear driven gear (6), the second synchronizer (7), the transition driven gear (8), the 3-gear driven gear (9), the third synchronizer (10) and the 7-gear driven gear (11) are sequentially arranged in a direction far away from the power source (32);
the third main reduction gear (28), the sixth synchronizer (26) and the reverse gear (25) are sequentially arranged in a direction away from the power source (32).
5. A ten-speed double clutch transmission according to claim 3, characterised in that the hubs of the first and third synchronisers (5, 10) are splined on the second output shaft (12);
the gear hubs of the fourth synchronizer (21) and the fifth synchronizer (27) are connected to the first output shaft (19) through splines;
the hub of the sixth synchronizer (26) is splined to the third output shaft (24);
the gear hub of the second synchronizer (7) is fixed on the 3-gear driven gear (9) in a welding, spline, interference press-fitting or integrated forming mode; alternatively, the hub of the second synchronizer (7) is splined to the hollow shaft (37).
6. The ten-speed double-clutch transmission according to claim 1, characterized in that the 2-speed drive gear (13), the 2-speed driven gear (23) and the reverse gear (25) are coplanar gear sets, the 5/7-speed drive gear (18), the 5-speed driven gear (20) and the 7-speed driven gear (11) are coplanar gear sets, the 6/8-speed drive gear (31), the 6-speed driven gear (29) and the 8-speed driven gear (4) are coplanar gear sets, and the differential ring gear (2), the first main reduction gear (30), the second main reduction gear (1) and the third main reduction gear (28) are coplanar gear sets.
7. The ten-speed dual clutch transmission according to claim 3, wherein the first-speed power transmission route of the ten-speed dual clutch transmission is:
the second synchronizer (7) is combined with the transition driven gear (8), the fifth synchronizer (27) is combined with the 2-gear driven gear (23), the first clutch (34) is closed, the torque provided by the power source (32) is transmitted to the inner input shaft (16) through the first clutch (34), transmitted to the 3-gear driven gear (9) through the 3-gear driving gear (15) fixed on the inner input shaft (16), transmitted to the transition driven gear (8) through the combination of the second synchronizer (7) and the transition driven gear (8), transmitted to the transition driving gear (14) through the transition driven gear (8), transmitted to the 2-gear driving gear (13) through the outer input shaft (35) through the transition driving gear (14), transmitted to the 2-gear driven gear (23) through the combination of the fifth synchronizer (27) and the 2-gear driven gear (23), and transmitted to the second gear through the fifth synchronizer (27) and the 2-gear driven gear (23) A first main reduction gear (30) on an output shaft (19), then passes through the differential ring gear (2), and finally is output by the differential (3).
8. The ten-speed dual clutch transmission according to claim 3, characterized in that the ten-speed power transmission route of the ten-speed dual clutch transmission is:
the second synchronizer (7) is combined with the transition driven gear (8), the fourth synchronizer (21) is combined with the 9-gear driven gear (22), the second clutch (33) is closed, torque provided by the power source (32) is transmitted to the outer input shaft (35) through the second clutch (33), then transmitted to the transition driven gear (8) through the transition driving gear (14) fixed on the outer input shaft (35), then transmitted to the 3-gear driven gear (9) through the combination of the second synchronizer (7) and the transition driven gear (8), then transmitted to the 3-gear driven gear (15) through the inner input shaft (16), transmitted to the 9-gear driving gear (17), then transmitted to the 9-gear driven gear (22) through the combination of the fourth synchronizer (21) and the 9-gear driven gear (22), and transmitted to the third gear through the combination of the fourth synchronizer (21) and the 9-gear driven gear (22) A first main reduction gear (30) on an output shaft (19), then passes through the differential ring gear (2), and finally is output by the differential (3).
9. The ten-speed dual clutch transmission of claim 3, wherein the reverse power transmission path of the ten-speed dual clutch transmission is:
the sixth synchronizer (26) is combined with the reverse gear (25), the second clutch (33) is closed, the torque provided by the power source (32) is transmitted to the outer input shaft (35) through the second clutch (33), transmitted to the 2-gear driven gear (23) through the 2-gear driving gear (13) fixed on the outer input shaft (35), transmitted to the reverse gear (25) through the 2-gear driven gear (23), transmitted to the third main reduction gear (28) on the third output shaft (24) through the combination of the sixth synchronizer (26) and the reverse gear (25), transmitted to the differential gear ring (2) and finally output power through the differential (3).
10. A vehicle comprising a ten speed dual clutch transmission according to any of claims 1 to 9.
CN202010420898.3A 2020-05-18 2020-05-18 Ten-gear double-clutch transmission and vehicle Active CN113685503B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010420898.3A CN113685503B (en) 2020-05-18 2020-05-18 Ten-gear double-clutch transmission and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010420898.3A CN113685503B (en) 2020-05-18 2020-05-18 Ten-gear double-clutch transmission and vehicle

Publications (2)

Publication Number Publication Date
CN113685503A true CN113685503A (en) 2021-11-23
CN113685503B CN113685503B (en) 2024-03-22

Family

ID=78575594

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010420898.3A Active CN113685503B (en) 2020-05-18 2020-05-18 Ten-gear double-clutch transmission and vehicle

Country Status (1)

Country Link
CN (1) CN113685503B (en)

Citations (42)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4420992A (en) * 1981-07-07 1983-12-20 Caterpillar Tractor Co. Planetary transmission
DE3620250A1 (en) * 1986-06-16 1987-12-17 Claas Ohg Power shift transmission for vehicles
US5149307A (en) * 1991-10-15 1992-09-22 General Motors Corporation Multispeed power transmission
US20020148311A1 (en) * 2001-04-16 2002-10-17 Toshio Kobayashi Automatic transmission
JP2004125110A (en) * 2002-10-04 2004-04-22 Honda Motor Co Ltd Transmission with auxiliary shift mechanism
JP2009154610A (en) * 2007-12-25 2009-07-16 Toyota Motor Corp Multi-clutch type transmission
JP2009156305A (en) * 2007-12-25 2009-07-16 Toyota Motor Corp Multi-clutch transmission
DE102009014940A1 (en) * 2008-03-31 2009-10-29 GM Global Technology Operations, Inc., Detroit Double-clutch transmission for use in e.g. hybrid car, has fixed gearwheel placed on inner input shaft, where another fixed gearwheels mesh with gear idler gearwheels, respectively, and inner input shaft surrounded by outer input shaft
DE102008002295A1 (en) * 2008-06-09 2009-12-10 Zf Friedrichshafen Ag Multi-group transmission of a motor vehicle
US20100029431A1 (en) * 2008-07-30 2010-02-04 Rodgers Ii Dane L Gear assembly for multi-speed countershaft transmission
CN101975251A (en) * 2010-09-28 2011-02-16 安徽江淮汽车股份有限公司 Gearing of dual clutch transmission
WO2011051636A1 (en) * 2009-10-30 2011-05-05 Peugeot Citroën Automobiles SA Dual clutch gearbox
CN201851606U (en) * 2010-09-28 2011-06-01 安徽江淮汽车股份有限公司 Transmission device for dual-clutch speed changer
CN102242796A (en) * 2011-07-21 2011-11-16 安徽江淮汽车股份有限公司 Double-clutch transmission actuating device for
CN102252063A (en) * 2011-07-21 2011-11-23 安徽江淮汽车股份有限公司 Transmission device of double-clutch transmission
CN202579992U (en) * 2012-05-04 2012-12-05 东风汽车有限公司 Double-intermediate-shaft double-clutch automatic gearbox structure
CN202628959U (en) * 2012-04-27 2012-12-26 浙江吉利汽车研究院有限公司杭州分公司 Automatic speed changer with two clutches
DE102011051360A1 (en) * 2011-06-27 2012-12-27 Dr. Ing. H.C. F. Porsche Ag Transmission e.g. dual clutch transmission, for use in vehicle, has reverse gear shaft comprising input and output gears, and switching and/or synchronizing device generating torque-transmitting connection between input and output gears
CN103711845A (en) * 2013-12-30 2014-04-09 长城汽车股份有限公司 Multi-gear dual-clutch transmission and car
CN203743326U (en) * 2013-12-19 2014-07-30 比亚迪股份有限公司 Seven-gear transmission and vehicle with seven-gear transmission
CN204025555U (en) * 2014-08-29 2014-12-17 广州汽车集团股份有限公司 Ten fast double-clutch automatic gearboxes
CN204025556U (en) * 2014-08-29 2014-12-17 广州汽车集团股份有限公司 Ten fast double-clutch automatic gearboxes
CN204114024U (en) * 2014-08-29 2015-01-21 广州汽车集团股份有限公司 Many gears double-clutch speed changer and vehicle
CN204114032U (en) * 2014-08-29 2015-01-21 广州汽车集团股份有限公司 Many gears double-clutch speed changer and vehicle
CN204267617U (en) * 2014-08-29 2015-04-15 广州汽车集团股份有限公司 Many gears double-clutch speed changer and vehicle
WO2015055086A1 (en) * 2013-10-16 2015-04-23 浙江吉利控股集团有限公司 Dual-clutch automatic transmission
DE102013019132A1 (en) * 2013-11-15 2015-05-21 Daimler Ag Double clutch
CN105370815A (en) * 2014-08-29 2016-03-02 广州汽车集团股份有限公司 Multi-gear double-clutch transmission and vehicle
CN105370814A (en) * 2014-08-29 2016-03-02 广州汽车集团股份有限公司 Multi-gear double-clutch transmission and vehicle
CN105443674A (en) * 2014-08-29 2016-03-30 广州汽车集团股份有限公司 Multi-gear dual clutch transmission and vehicle
US20160319923A1 (en) * 2015-04-29 2016-11-03 Hyundai Motor Company Multi-speed transmission
CN205715479U (en) * 2016-06-29 2016-11-23 长城汽车股份有限公司 Double-clutch automatic gearbox and vehicle
DE102015118054A1 (en) * 2015-05-21 2016-11-24 Hyundai Motor Company 10-speed dual clutch transmission for one vehicle
WO2018000958A1 (en) * 2016-06-29 2018-01-04 比亚迪股份有限公司 Power drive system and vehicle
CN108397523A (en) * 2018-05-11 2018-08-14 广州汽车集团股份有限公司 Double-clutch speed changer
CN207999480U (en) * 2018-03-30 2018-10-23 广州汽车集团股份有限公司 Seven gear double-clutch speed changers and vehicle
CN208268321U (en) * 2018-06-08 2018-12-21 长城汽车股份有限公司 Nine speed transmission
CN208364708U (en) * 2018-05-11 2019-01-11 广州汽车集团股份有限公司 Double-clutch speed changer
CA3011944A1 (en) * 2017-09-08 2019-03-08 Toyota Jidosha Kabushiki Kaisha Automatic transmission
CN110081134A (en) * 2018-01-26 2019-08-02 广州汽车集团股份有限公司 More gear double-clutch speed changers and vehicle
WO2019184145A1 (en) * 2018-03-30 2019-10-03 广州汽车集团股份有限公司 Seven-gear dual clutch transmission and vehicle
CN210003756U (en) * 2019-04-30 2020-01-31 长城汽车股份有限公司 Nine-gear transmission

Patent Citations (43)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4420992A (en) * 1981-07-07 1983-12-20 Caterpillar Tractor Co. Planetary transmission
DE3620250A1 (en) * 1986-06-16 1987-12-17 Claas Ohg Power shift transmission for vehicles
US5149307A (en) * 1991-10-15 1992-09-22 General Motors Corporation Multispeed power transmission
US20020148311A1 (en) * 2001-04-16 2002-10-17 Toshio Kobayashi Automatic transmission
JP2004125110A (en) * 2002-10-04 2004-04-22 Honda Motor Co Ltd Transmission with auxiliary shift mechanism
JP2009154610A (en) * 2007-12-25 2009-07-16 Toyota Motor Corp Multi-clutch type transmission
JP2009156305A (en) * 2007-12-25 2009-07-16 Toyota Motor Corp Multi-clutch transmission
DE102009014940A1 (en) * 2008-03-31 2009-10-29 GM Global Technology Operations, Inc., Detroit Double-clutch transmission for use in e.g. hybrid car, has fixed gearwheel placed on inner input shaft, where another fixed gearwheels mesh with gear idler gearwheels, respectively, and inner input shaft surrounded by outer input shaft
DE102008002295A1 (en) * 2008-06-09 2009-12-10 Zf Friedrichshafen Ag Multi-group transmission of a motor vehicle
US20100029431A1 (en) * 2008-07-30 2010-02-04 Rodgers Ii Dane L Gear assembly for multi-speed countershaft transmission
WO2011051636A1 (en) * 2009-10-30 2011-05-05 Peugeot Citroën Automobiles SA Dual clutch gearbox
CN101975251A (en) * 2010-09-28 2011-02-16 安徽江淮汽车股份有限公司 Gearing of dual clutch transmission
CN201851606U (en) * 2010-09-28 2011-06-01 安徽江淮汽车股份有限公司 Transmission device for dual-clutch speed changer
DE102011051360A1 (en) * 2011-06-27 2012-12-27 Dr. Ing. H.C. F. Porsche Ag Transmission e.g. dual clutch transmission, for use in vehicle, has reverse gear shaft comprising input and output gears, and switching and/or synchronizing device generating torque-transmitting connection between input and output gears
CN102242796A (en) * 2011-07-21 2011-11-16 安徽江淮汽车股份有限公司 Double-clutch transmission actuating device for
CN102252063A (en) * 2011-07-21 2011-11-23 安徽江淮汽车股份有限公司 Transmission device of double-clutch transmission
CN202628959U (en) * 2012-04-27 2012-12-26 浙江吉利汽车研究院有限公司杭州分公司 Automatic speed changer with two clutches
CN202579992U (en) * 2012-05-04 2012-12-05 东风汽车有限公司 Double-intermediate-shaft double-clutch automatic gearbox structure
WO2015055086A1 (en) * 2013-10-16 2015-04-23 浙江吉利控股集团有限公司 Dual-clutch automatic transmission
DE102013019132A1 (en) * 2013-11-15 2015-05-21 Daimler Ag Double clutch
CN203743326U (en) * 2013-12-19 2014-07-30 比亚迪股份有限公司 Seven-gear transmission and vehicle with seven-gear transmission
CN103711845A (en) * 2013-12-30 2014-04-09 长城汽车股份有限公司 Multi-gear dual-clutch transmission and car
CN204025555U (en) * 2014-08-29 2014-12-17 广州汽车集团股份有限公司 Ten fast double-clutch automatic gearboxes
CN204267617U (en) * 2014-08-29 2015-04-15 广州汽车集团股份有限公司 Many gears double-clutch speed changer and vehicle
CN204114024U (en) * 2014-08-29 2015-01-21 广州汽车集团股份有限公司 Many gears double-clutch speed changer and vehicle
CN204025556U (en) * 2014-08-29 2014-12-17 广州汽车集团股份有限公司 Ten fast double-clutch automatic gearboxes
CN105370815A (en) * 2014-08-29 2016-03-02 广州汽车集团股份有限公司 Multi-gear double-clutch transmission and vehicle
CN105370814A (en) * 2014-08-29 2016-03-02 广州汽车集团股份有限公司 Multi-gear double-clutch transmission and vehicle
CN105443674A (en) * 2014-08-29 2016-03-30 广州汽车集团股份有限公司 Multi-gear dual clutch transmission and vehicle
CN204114032U (en) * 2014-08-29 2015-01-21 广州汽车集团股份有限公司 Many gears double-clutch speed changer and vehicle
US20160319923A1 (en) * 2015-04-29 2016-11-03 Hyundai Motor Company Multi-speed transmission
DE102015118054A1 (en) * 2015-05-21 2016-11-24 Hyundai Motor Company 10-speed dual clutch transmission for one vehicle
WO2018000958A1 (en) * 2016-06-29 2018-01-04 比亚迪股份有限公司 Power drive system and vehicle
CN205715479U (en) * 2016-06-29 2016-11-23 长城汽车股份有限公司 Double-clutch automatic gearbox and vehicle
CA3011944A1 (en) * 2017-09-08 2019-03-08 Toyota Jidosha Kabushiki Kaisha Automatic transmission
CN110081134A (en) * 2018-01-26 2019-08-02 广州汽车集团股份有限公司 More gear double-clutch speed changers and vehicle
CN207999480U (en) * 2018-03-30 2018-10-23 广州汽车集团股份有限公司 Seven gear double-clutch speed changers and vehicle
WO2019184145A1 (en) * 2018-03-30 2019-10-03 广州汽车集团股份有限公司 Seven-gear dual clutch transmission and vehicle
CN110319155A (en) * 2018-03-30 2019-10-11 广州汽车集团股份有限公司 Seven gear double-clutch speed changers and vehicle
CN108397523A (en) * 2018-05-11 2018-08-14 广州汽车集团股份有限公司 Double-clutch speed changer
CN208364708U (en) * 2018-05-11 2019-01-11 广州汽车集团股份有限公司 Double-clutch speed changer
CN208268321U (en) * 2018-06-08 2018-12-21 长城汽车股份有限公司 Nine speed transmission
CN210003756U (en) * 2019-04-30 2020-01-31 长城汽车股份有限公司 Nine-gear transmission

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
杭卫星;: "双离合器直接换挡自动变速器结构与组成(二)", 汽车维修技师, no. 02, pages 16 - 17 *

Also Published As

Publication number Publication date
CN113685503B (en) 2024-03-22

Similar Documents

Publication Publication Date Title
CN106884936B (en) Three-planet-row six-speed automatic transmission and automobile
WO2019184145A1 (en) Seven-gear dual clutch transmission and vehicle
CN112343976B (en) Nine-speed dual clutch type automatic transmission and vehicle
CN210770063U (en) Eight-speed double-clutch type automatic transmission and vehicle
CN113685501B (en) Ten-gear double-clutch transmission and vehicle
CN113685503B (en) Ten-gear double-clutch transmission and vehicle
CN113685508B (en) Nine-gear double-clutch transmission and vehicle
CN113685500B (en) Ten-gear double-clutch transmission and vehicle
CN113685499B (en) Nine-gear double-clutch transmission and vehicle
CN113685507B (en) Nine-gear double-clutch transmission and vehicle
CN113685502B (en) Nine-gear double-clutch transmission and vehicle
CN113685505B (en) Nine-gear double-clutch transmission and vehicle
CN113685504B (en) Ten-gear double-clutch transmission and vehicle
CN113685510B (en) Nine-gear double-clutch transmission and vehicle
CN113685506B (en) Ten-gear double-clutch transmission and vehicle
CN113685497B (en) Ten-gear double-clutch transmission and vehicle
CN112343980B (en) Ten-speed double-clutch type automatic transmission and vehicle
CN113685509B (en) Nine-gear double-clutch transmission and vehicle
CN113685498A (en) Nine-gear double-clutch transmission and vehicle
CN113389853B (en) Ten-speed double-clutch transmission, gearbox and automobile
CN113931980B (en) Six-gear double-clutch variable speed transmission mechanism
CN112343975B (en) Nine-speed dual clutch type automatic transmission and vehicle
CN112343983B (en) Nine-speed dual clutch type automatic transmission and vehicle
CN112343979B (en) Ten-speed double-clutch type automatic transmission and vehicle
CN215370810U (en) Multi-gear automatic transmission and vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant