CN115126831A - Multi-gear double-clutch transmission, transmission method and automobile - Google Patents

Multi-gear double-clutch transmission, transmission method and automobile Download PDF

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Publication number
CN115126831A
CN115126831A CN202210545768.1A CN202210545768A CN115126831A CN 115126831 A CN115126831 A CN 115126831A CN 202210545768 A CN202210545768 A CN 202210545768A CN 115126831 A CN115126831 A CN 115126831A
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CN
China
Prior art keywords
gear
output
transmission
reverse
clutch
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Pending
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CN202210545768.1A
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Chinese (zh)
Inventor
柯志宏
梅相楠
徐占
赵雪松
刘彦超
包轩铭
李玉芳
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FAW Group Corp
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FAW Group Corp
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Priority to CN202210545768.1A priority Critical patent/CN115126831A/en
Publication of CN115126831A publication Critical patent/CN115126831A/en
Pending legal-status Critical Current

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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
    • F16H3/087—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 disposition of the gears
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
    • 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
    • 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
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention provides a multi-gear double-clutch transmission, a transmission method and an automobile, and belongs to the field of double-clutch transmissions. The problems that the axial space of the existing transverse double-clutch transmission is limited and the number of gears is small are solved. The first input shaft is connected with a power source through a first clutch, the second input shaft is connected with the power source through a second clutch, a coaxially fixed three/reverse gear driving gear and a five/seventh gear driving gear are arranged on the first input shaft, a coaxially fixed two/four gear driving gear, a six gear driving gear and an eight gear driving gear are arranged on the second input shaft, a coaxially fixed three/seven gear synchronizing device, a coaxially fixed four/six gear synchronizing device and a first output gear synchronizing device are arranged on the first output shaft, a coaxially fixed five/reverse gear synchronizing device, a coaxially fixed two/eight gear synchronizing device, a parking gear and a second output gear are arranged on the second output shaft, and the first output gear and the second output gear are both connected with a differential device. The multi-gear double-clutch transmission is mainly used for multi-gear double-clutch transmission.

Description

Multi-gear double-clutch transmission, transmission method and automobile
Technical Field
The invention belongs to the field of double-clutch transmissions, and particularly relates to a multi-gear double-clutch transmission, a transmission method and an automobile.
Background
The double-clutch automatic transmission has the characteristics of rapid gear shifting, no power interruption and the like, and is widely applied to the field of passenger vehicles. The traditional transverse double-clutch automatic transmission mostly adopts a three-shaft structure, namely, an integrated double clutch is respectively connected with a nested first input shaft and a nested second input shaft, and the two input shafts respectively transmit power to a first output shaft and a second output shaft through gear gears to form two power transmission branches. This is the basic structure and principle of a dual clutch transmission and is generally recognized in the industry.
Because of the restriction of the arrangement space of the whole vehicle, the double-clutch transmission is generally provided with 6-7 gears. With the gradual increase of the market demands for the dynamic performance and the economical efficiency of the whole vehicle, the arrangement of more gears becomes the development direction of the double-clutch transmission in a limited space. The prior art is mostly triaxial structure, through increase a pair of fender gear train and synchronous ware on input shaft or output shaft, can increase a fender position, but corresponding has also increased derailleur axial dimensions, is unfavorable for whole car to arrange.
In addition, in the traditional double-clutch transmission, a driven gear of a certain gear is used as a reverse gear idler gear to form a reverse gear, so that the single reverse gear idler gear can be omitted, the structure is more compact, and the cost is reduced. However, within a certain range of center distance, the speed ratio of the reverse gear matched by the structure is small, so that under certain limit working conditions of reverse gear (such as 30% slope), functions of upslope of reverse gear, reverse gear parking, reverse gear sliding, upslope again and the like cannot be realized, and a failure mode that the clutch is over-temperature alarming and even ablation can be caused by long-time sliding abrasion due to the limitation of the heat capacity of the clutch can be generated.
At present, in 8-gear and above double clutch automatic transmissions in the industry, a gear reuse principle is mostly adopted, one or more new gears such as a galloping mass production product 8G-DCT is realized under the condition that a gear set is not added, the structural principle of the double clutch automatic transmission is disclosed in Chinese patent with publication number CN105723116A, and the double clutch automatic transmission is provided with nine forward gears V1a, V2a, V3a, V4a, V5a, V6a, V7a, V8a and V9 a. The first forward gear V1a and the ninth forward gear V9a are formed by gear multiplexing and are thus constructed as multiplexed gears. The dual clutch transmission is also provided with two reverse gears R1a, R2 a. Wherein R2a is constructed as a multiplex gear. However, the eight gear in the scheme is an actual physical gear, the nine gear is a multiplexed virtual gear, and a power transmission path of the nine gear is formed by a four-gear set, a three-gear set and a seven-gear set, so that a nine-gear speed ratio is formed, and the nine gear is output from the seven gear; from the angle of speed ratio matching, the multiplexing mode of the scheme enables the first gear and the second gear to be selected; third gear and fourth gear; the speed ratio steps of the seventh gear and the ninth gear are the same, so that the speed ratio steps among the seventh gear, the eighth gear and the ninth gear are small, namely the speed ratios of the seventh gear, the eighth gear and the ninth gear cannot be pulled apart, the added ninth gear does not greatly contribute to the economy of the whole vehicle, and similarly from the angle of speed ratio matching, the scheme adopts a multiplexing gear, namely a second reverse gear, formed by a four-gear set, a three-gear driven gear and a reverse gear driven gear, and the speed ratio of the second reverse gear is smaller than the first reverse gear speed ratio of a traditional reverse gear structure, so that the dynamic performance (such as reverse gear climbing capacity and the like) of the whole vehicle under the reverse gear working condition is not improved.
In the Chinese patent with publication number CN108884912A, two transition synchronizers are added on the basis of the traditional 7-gear double-clutch transmission, and an eight-gear speed ratio is formed by multiplexing a six-gear set, a five-gear set and a seven-gear set; a nine-gear speed ratio is formed by multiplexing a four-gear set, a three-gear set and a seven-gear set; 9 forward gears and 2 reverse gears are achieved. According to the scheme, the transmission paths of the eight gear and the nine gear pass through the same K2 clutch and are output from the seven-gear set, so that the problem of power interruption exists when the eight-nine gear is switched. In addition, two transition synchronization devices are added, and two sets of corresponding hydraulic or electric control structures are required to be added, so that the cost is increased.
Disclosure of Invention
In view of this, the invention aims to provide a multi-gear double-clutch transmission, a transmission method and an automobile, so as to solve the problems that the axial space of the existing transverse double-clutch transmission is limited and the number of gears is small.
In order to achieve the purpose, the invention adopts the following technical scheme: a multi-gear double-clutch transmission comprises a first clutch, a second clutch, a first input shaft, a second input shaft, a first output shaft and a second output shaft, wherein the first input shaft is connected with a power source through the first clutch, the second input shaft is connected with the power source through the second clutch, a third/reverse gear driving gear and a fifth/seventh gear driving gear which are coaxially fixed are arranged on the first input shaft, a second/fourth gear driving gear, a sixth gear driving gear and an eighth gear driving gear which are coaxially fixed are arranged on the second input shaft, a third gear driven gear, a fourth gear driven gear, a sixth gear driven gear, a seventh gear driven gear and a first output gear which are not sleeved are arranged on the first output shaft, a third/seventh gear synchronizer, a fourth/sixth gear synchronizer and a first output gear synchronizer which are coaxially fixed are arranged on the first output shaft, the second output shaft is provided with a hollow second-gear driven gear, a hollow fifth-gear driven gear, a hollow eighth-gear driven gear and a hollow reverse-gear driven gear, the second output shaft is provided with a coaxially fixed fifth/reverse-gear synchronizing device, a second/eighth-gear synchronizing device, a parking gear and a second output gear, and the first output gear and the second output gear are connected with the differential device.
Further, the first clutch and the second clutch are coaxially arranged.
Further, the first input shaft and the second input shaft are in a coaxial nested structure.
Furthermore, the differential device is provided with a main reduction driven gear which is meshed with the first output gear and the second output gear respectively.
Further, the three/seven speed synchronizing means is used for controlling the separation and engagement of the three-speed driven gear and the seven-speed driven gear from the first output shaft.
Further, the four/six speed synchronizing means is used for controlling the separation and engagement of the four-speed driven gear and the six-speed driven gear from the first output shaft.
Further, the five/reverse synchronizing means is used for controlling the separation and engagement of the fifth-gear driven gear and the reverse driven gear from the second output shaft.
Further, the two/eight speed synchronizing device is used for controlling the separation and the engagement of the two-speed driven gear and the eight-speed driven gear with the second output shaft.
Further, the first output gear synchronizing means is for controlling the disengagement and engagement of the first output gear and the first output shaft.
The invention also provides a motor vehicle using a multi-speed dual clutch transmission, which uses the multi-speed dual clutch transmission described above.
The invention also provides a transmission method of the multi-gear double-clutch transmission, which realizes the switching of the multi-gear double-clutch transmission on different transmission routes by controlling the meshing of the driving gear and the driven gear, wherein the transmission routes comprise a first-gear transmission route, a ninth-gear transmission route, a first reverse-gear transmission route and a second reverse-gear transmission route.
Compared with the prior art, the invention has the beneficial effects that: the invention provides a double-clutch transmission arrangement structure which is provided with at least 9 forward gears and 2 reverse gears. The problem of current horizontal double clutch transmission axial space limited, the fender position is few is solved. The reverse gear speed ratio is larger, and the problem that the power performance of the whole vehicle is insufficient under the reverse gear working condition is solved.
On the basis of the structure of the traditional double-clutch transmission, the arrangement of 9 forward gears and 2 reverse gears is realized by adding a synchronizing device and utilizing the multiplexing of a plurality of groups of gear gears under the condition of limited axial length. Can realize that two at least reverse gears keep off the position to compare with traditional reverse gear structure, the reverse gear velocity ratio through multiplexing gear train formation is bigger, can improve whole car dynamic nature (for example reverse gear climbing ability) under the operating mode of reversing gear, further, through two reverse gear control methods, can effectively avoid reversing gear under the slope way, the failure mode of some limit condition.
The gear arrangement of the invention for realizing 9 forward gears and 2 reverse gears is different from that of the prior art, and certain defects are avoided. The eight gear is a virtual multiplexing gear, the nine gear is an actual physical gear, and the power transmission path of the eight gear is as follows: the eight-gear speed ratio is formed through the four-gear set, the three-gear set and the seven-gear set, and eight gears are output from the seven gears. The first and second gears in the patent of the invention; third gear and fourth gear; the seventh gear and the eighth gear have the same speed ratio steps, the speed ratio design of the ninth gear is not limited, and better overall economy can be obtained.
On the basis of the traditional 7-gear double-clutch transmission, a half group of synchronizing devices are added, and 9 forward gears and 2 reverse gears are realized by utilizing multiplexing of multiple groups of gear gears; and the three-gear driven gear is used as a reverse gear idle gear, so that reverse gear compact arrangement is realized.
The double-clutch transmission realizes a first-gear transmission ratio by utilizing the three-gear set, the four-gear set, the two-gear set and the second main reduction ratio; the nine-gear transmission ratio is realized by utilizing the three-gear set, the four-gear set, the seven-gear set and the second main reduction ratio; the first reverse gear transmission ratio is realized through the four-gear set or the six-gear set, the seven-gear set, the second reverse gear set and the second main reduction ratio, the multiplexing of the actual physical gear set is utilized, two virtual forward gears and one virtual reverse gear are added in a limited arrangement space, and meanwhile, reasonable speed ratio design matching of the one to nine forward gears is guaranteed through overall configuration arrangement. Compared with many traditional seven-gear double-clutch transmissions, the number of gears is not increased, and the number of synchronizers is only increased by half.
The dual clutch transmission of the present invention has two reverse speed ratios, a second reverse speed ratio for transmitting power via the first clutch and a first reverse speed ratio for transmitting power via the second clutch. On one hand, the reverse gear arrangement is compact, a reverse gear idler shaft which is additionally arranged in a common double-clutch transmission is omitted, and a three-gear driven gear is used as a reverse gear idler; the reasonable tooth number matching of the first reverse gear is realized by the four-gear set (or the six-gear set depending on the speed ratio requirement), the seven-gear set and the second reverse gear set, so that a first reverse gear speed ratio larger than a second reverse gear speed ratio can be obtained, the speed ratio is obviously improved, and the first reverse gear has better dynamic property and is superior to the reverse gear dynamic property provided by a common traditional double-clutch transmission under the same input torque of the whole vehicle; on the other hand, under the condition of clutch slipping, such as reverse gear and slope stopping, the clutch is limited by heat capacity, and the clutch may be over-heated or even ablated due to long-time slipping. Aiming at the working condition, the temperature rise of the friction plate of the clutch can be effectively reduced and the overtemperature can be avoided by utilizing the characteristic that the two reverse gears transmit power through the two clutches respectively and adopting a double reverse gear control method, namely, a control strategy that the first clutch and the second clutch are alternately worn in a sliding way.
The dual clutch transmission of the present invention may be combined with a hybrid module to form a hybrid transmission, for example, a hybrid transmission of P2 configuration with the addition of a drive motor fixedly connected to or disconnectable from the dual clutch. Similarly, a hybrid transmission having a P2.5 configuration may be constructed by adding a driving motor fixedly connected or disconnectable to an output shaft or a driven gear.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation of the invention. In the drawings:
fig. 1 is a schematic structural diagram of a multi-gear dual clutch transmission according to the present invention.
1-a first clutch, 2-a second clutch, 3-a first input shaft, 4-a second input shaft, 5-a sixth-gear driving gear, 6-an eighth-gear driving gear, 7-a second output shaft, 8-a second output gear, 9-a differential device, 10-a parking gear, 11-an eighth-gear driven gear, 12-a second-gear driven gear, 13-a reverse-gear driven gear, 14-a fifth-gear driven gear, 15-a second/fourth-gear driving gear, 16-a third/reverse-gear driving gear, 17-a fifth/seventh-gear driving gear, 18-a seventh-gear driven gear, 19-a third-gear driven gear, 20-a fourth-gear driven gear, 21-a sixth-gear driven gear, 22-a first output gear, 23-a first output shaft.
Detailed Description
The technical solution in the embodiments of the present invention will be clearly and completely explained below with reference to the drawings in the embodiments of the present invention. It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict, and the described embodiments are only a part of the embodiments of the present invention, not all of the embodiments.
Referring to fig. 1 to illustrate the present embodiment, a multi-gear dual clutch transmission includes a first clutch 1, a second clutch 2, a first input shaft 3, a second input shaft 4, a first output shaft 23 and a second output shaft 7, wherein the first clutch 1 and the second clutch 2 are coaxially arranged to form a dual clutch, the first input shaft 3 is connected to a power source through the first clutch 1, the second input shaft 4 is connected to the power source through the second clutch 2, the first input shaft 3 and the second input shaft 4 are coaxially nested, the first input shaft 3 is provided with a coaxially fixed third/reverse gear driving gear 16 and a fifth/seventh gear driving gear 17, the second input shaft 4 is provided with a coaxially fixed second/fourth gear driving gear 15, a sixth gear driving gear 5 and an eighth gear driving gear 6, the first output shaft 23 is provided with an empty third gear driven gear 19, a seventh gear 17, and an empty gear driven gear 6, A fourth-gear driven gear 20, a sixth-gear driven gear 21, a seventh-gear driven gear 18 and a first output gear 22, wherein a third-seventh-gear synchronizer, a fourth-sixth-gear synchronizer and a first output gear synchronizer which are coaxially fixed are arranged on the first output shaft 23, an empty second-gear driven gear 12, a fifth-gear driven gear 14, an eighth-gear driven gear 11 and a reverse-gear driven gear 13 are arranged on the second output shaft 7, a fifth-reverse-gear synchronizer, a second-eighth-gear synchronizer, a parking gear 10 and a second output gear 8 which are coaxially fixed are arranged on the second output shaft 7, the first output gear 22 and the second output gear 8 are both connected with a differential device 9, a main reducing driven gear is arranged on the differential device 9 and is respectively meshed with the first output gear 22 on the first output shaft 23 and the second output gear 8 on the second output shaft 7, the output of the first and second final reduction gear ratios is achieved.
The synchronizer is used for controlling the separation and the engagement of the idle driven gear and the located shaft or gear, and comprises the following specific steps:
the three/seven-gear synchronizing means is used for controlling the disengagement and engagement of the three-gear driven gear 19 and the seven-gear driven gear 18 from the first output shaft 23, the four/six-gear synchronizing means is used for controlling the disengagement and engagement of the four-gear driven gear 20 and the six-gear driven gear 21 from the first output shaft 23, the five/reverse-gear synchronizing means is used for controlling the disengagement and engagement of the five-gear driven gear 14 and the reverse-gear driven gear 13 from the second output shaft 7, the two/eight-gear synchronizing means is used for controlling the disengagement and engagement of the two-gear driven gear 12 and the eight-gear driven gear 11 from the second output shaft 7, and the first output gear synchronizing means is used for controlling the disengagement and engagement of the first output gear 22 and the first output shaft 23.
The A side and the B side of the three/seven-gear synchronizer are respectively used for controlling the separation and the engagement of the seven-gear driven gear 18 and the three-gear driven gear 19 from the first output shaft 23; the four/six-gear synchronizer C side and D side are used for controlling the separation and engagement of the four-gear driven gear 20 and the six-gear driven gear 21 from the first output shaft 23, respectively; the first output gear synchronizer E is used for controlling the separation and engagement of the first output gear 22 and the first output shaft 23; the five/reverse synchronizing means F side and G side are used for controlling the separation and engagement of the fifth-gear driven gear 14 and the reverse driven gear 13 from the second output shaft 7, respectively; the second/eighth-gear synchronizing device H side and the I side are used for controlling the separation and engagement of the second-gear driven gear 12 and the eighth-gear driven gear 11 with the second output shaft 7, respectively.
A second/fourth gear driving gear 15 on the second input shaft 4 is meshed with a second gear driven gear 12 on the second output shaft 7 to form a second gear set, and power is transmitted through the meshing of the second output gear 8 and the differential device 9 to realize a second gear transmission ratio.
The third/reverse driving gear 16 on the first input shaft 3 is engaged with the third driven gear 19 on the first output shaft 23 to form a third gear set, the first output gear 22 and the first output shaft 23 are connected without relative rotation by using the first output gear synchronizer fixed on the first output shaft 23, and power is transmitted by engagement of the first output gear 22 and the differential device 9, so that a third gear transmission ratio is realized.
The second/fourth gear driving gear 15 on the second input shaft 4 is engaged with the fourth gear driven gear 20 on the first output shaft 23 to form a fourth gear set, the first output gear 22 and the first output shaft 23 are connected without relative rotation by using the first output gear synchronizer fixed on the first output shaft 23, and power is transmitted by engagement of the first output gear 22 and the differential device 9, so that a fourth gear transmission ratio is realized.
The five/seven-gear driving gear 17 on the first input shaft 3 is meshed with the five-gear driven gear 14 on the second output shaft 7 to form a five-gear set, and power is transmitted through the meshing of the second output gear 8 and the differential device 9 to realize a five-gear transmission ratio.
The six-gear driving gear 5 on the second input shaft 4 is meshed with the six-gear driven gear 21 on the first output shaft 23 to form a six-gear set, the first output gear 22 and the first output shaft 23 are connected in a non-relative-rotation manner by using the first output gear synchronizer fixed on the first output shaft 23, and power is transmitted by meshing the first output gear 22 and the differential device 9, so that a six-gear transmission ratio is realized.
The fifth/seventh gear driving gear 17 on the first input shaft 3 is engaged with the seventh gear driven gear 18 on the first output shaft 23 to form a seventh gear set, the first output gear 22 and the first output shaft 23 are connected without relative rotation by using the first output gear synchronizer fixed on the first output shaft 23, and power is transmitted by engagement of the first output gear 22 and the differential device 9, so that a seventh gear transmission ratio is realized.
The eight-gear driving gear 6 on the second input shaft 4 is meshed with the eight-gear driven gear 11 on the second output shaft 7 to form an eight-gear set, and power is transmitted through the meshing of the second output gear 8 and the differential device 9 to achieve eight-gear transmission ratio.
Power is transmitted through the three-gear set, the four-gear set and the two-gear set, and power is transmitted through the meshing of the second output gear 8 and the differential device 9, so that the first-gear transmission ratio is realized.
The power is transmitted through the seven-gear set, the six-gear set and the eight-gear set, and then the power is transmitted through the meshing of the second output gear 8 and the differential device 9, so that the nine-gear transmission ratio is realized.
The third/reverse drive gear 16 on the first input shaft 3 is meshed with the third driven gear 19 on the first output shaft 23, and simultaneously, the third driven gear 19 is meshed with the reverse driven gear 13 on the second output shaft 7 to form a second reverse gear set, and power is transmitted by meshing of the second output gear 8 and the differential device 9, so that a second reverse gear transmission ratio is realized.
The power is transmitted through the four-gear set or the six-gear set (depending on the speed ratio requirement), the seven-gear set and the second reverse gear set to form a first reverse gear set, and then the power is transmitted through the meshing of the second output gear 8 and the differential device 9, so that the first reverse gear transmission ratio is realized.
The parking gear 10 is used to lock the power transmission of the transmission.
The embodiment is a transmission method of a multi-gear double-clutch transmission, which realizes the switching of the multi-gear double-clutch transmission on different transmission routes by controlling the meshing of a driving gear and a driven gear, wherein the transmission routes comprise a first-gear transmission route, a ninth-gear transmission route, a first reverse-gear transmission route and a second reverse-gear transmission route.
Taking the example shown in fig. 1 as an example, the first-to ninth-gear transmission routes and the first and second reverse-gear transmission routes are as follows:
a first gear transmission route: the power sequentially passes through the first clutch 1, the first input shaft 3, the three-gear driving gear, the three-gear driven gear 19, the three-gear synchronizer, the first output shaft 23, the four-gear synchronizer, the four-gear driven gear 20, the two/four-gear driving gear 15, the two-gear driven gear 12, the two-gear synchronizer, the second output shaft 7, the second output gear 8 and the differential device 9;
a second-gear transmission route: the power sequentially passes through the second clutch 2, the second input shaft 4, the second/fourth gear driving gear 15, the second gear driven gear 12, the second gear synchronizer, the second output shaft 7, the second output gear 8 and the differential device 9;
a third gear transmission route: the power sequentially passes through the first clutch 1, the first input shaft 3, the three-gear driving gear, the three-gear driven gear 19, the three-gear synchronizer, the first output shaft 23, the first output gear synchronizer, the first output gear 22 and the differential device 9;
a fourth gear transmission route: the power sequentially passes through the second clutch 2, the second input shaft 4, the second/fourth-gear driving gear 15, the fourth-gear driven gear 20, the fourth-gear synchronizer, the first output shaft 23, the first output gear synchronizer, the first output gear 22 and the differential device 9;
a fifth gear transmission route: the power sequentially passes through the first clutch 1, the first input shaft 3, the five/seven-gear driving gear 17, the five-gear driven gear 14, the five-gear synchronizer, the second output shaft 7, the second output gear 8 and the differential device 9;
a six-gear transmission route: the power sequentially passes through the second clutch 2, the second input shaft 4, the six-gear driving gear 5, the six-gear driven gear 21, the six-gear synchronizer, the first output shaft 23, the first output gear synchronizer, the first output gear 22 and the differential device 9;
a seven-gear transmission route: the power sequentially passes through the first clutch 1, the first input shaft 3, the five/seven-gear driving gear 17, the seven-gear driven gear 18, the seven-gear synchronizer, the first output shaft 23, the first output gear synchronizer, the first output gear 22 and the differential device 9;
eight-gear transmission route: the power sequentially passes through a second clutch 2, a second input shaft 4, an eight-gear driving gear 6, an eight-gear driven gear 11, an eight-gear synchronizer, a second output shaft 7, a second output gear 8 and a differential device 9;
a nine-gear transmission route: the power sequentially passes through a first clutch 1, a first input shaft 3, a five/seven-gear driving gear 17, a seven-gear driven gear 18, a seven-gear synchronizer, a first output shaft 23, a six-gear synchronizer, a six-gear driven gear 21, a six-gear driving gear 5, a second input shaft 4, an eight-gear driving gear 6, an eight-gear driven gear 11, an eight-gear synchronizer, a second output shaft 7, a second output gear 8 and a differential device 9;
first reverse gear drive route: in the present embodiment, a four-gear set is used as an example for explanation, and power sequentially passes through the second clutch 2, the second input shaft 4, the second/fourth-gear driving gear 15, the fourth-gear driven gear 20, the fourth-gear synchronizer, the first output shaft 23, the seventh-gear synchronizer, the seventh-gear driven gear 18, the fifth/seventh-gear driving gear 17, the first input shaft 3, the third/reverse-gear driving gear 16, the third-gear driven gear 19, the reverse-gear driven gear 13, the reverse-gear synchronizer, the second output shaft 7, the second output gear 8, and the differential device 9;
the second reverse gear transmission route: the power passes through the first clutch 1, the first input shaft 3, the three/reverse drive gear 16, the three driven gear 19, the reverse driven gear 13, the reverse synchronizer, the second output shaft 7, the second output gear 8 and the differential device 9 in sequence.
The following is a shift control logic for one embodiment described herein, which implements the combined actuation of the clutches and synchronizers via hydraulic or electrical control
Figure BDA0003652556830000101
The embodiments of the invention disclosed above are intended merely to aid in the explanation of the invention. The examples are not intended to be exhaustive or to limit the invention to the precise forms disclosed. Many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the invention and the practical application, to thereby enable others skilled in the art to best utilize the invention.

Claims (10)

1. A multi-speed dual clutch transmission characterized by: the transmission comprises a first clutch (1), a second clutch (2), a first input shaft (3), a second input shaft (4), a first output shaft (23) and a second output shaft (7), wherein the first input shaft (3) is connected with a power source through the first clutch (1), the second input shaft (4) is connected with the power source through the second clutch (2), a third/reverse gear driving gear (16) and a fifth/seventh gear driving gear (17) which are coaxially fixed are arranged on the first input shaft (3), a second/fourth gear driving gear (15), a sixth gear driving gear (5) and an eighth gear driving gear (6) which are coaxially fixed are arranged on the second input shaft (4), and a third gear driven gear (19), a fourth gear driven gear (20), a sixth gear driven gear (21) and an eighth gear driven gear (6) which are sleeved on the first output shaft (23) are arranged, The transmission mechanism comprises a seven-gear driven gear (18) and a first output gear (22), wherein a three/seven-gear synchronizing device, a four/six-gear synchronizing device and a first output gear synchronizing device which are coaxially fixed are arranged on a first output shaft (23), a second-gear driven gear (12), a fifth-gear driven gear (14), an eighth-gear driven gear (11) and a reverse-gear driven gear (13) which are not sleeved are arranged on a second output shaft (7), a fifth/reverse-gear synchronizing device, a second/eight-gear synchronizing device, a parking gear (10) and a second output gear (8) which are coaxially fixed are arranged on the second output shaft (7), and the first output gear (22) and the second output gear (8) are connected with a differential mechanism (9).
2. A multi-speed, dual clutch transmission as defined in claim 1, wherein: the first clutch (1) and the second clutch (2) are coaxially arranged, and the first input shaft (3) and the second input shaft (4) are in a coaxial nested structure.
3. A multi-speed, dual clutch transmission as defined in claim 1, wherein: and a main reduction driven gear is arranged on the differential device (9), and is respectively meshed with the first output gear (22) and the second output gear (8).
4. A multi-speed, dual clutch transmission as defined in claim 1, wherein: the three/seven-gear synchronizing device is used for controlling the separation and the engagement of the three-gear driven gear (19) and the seven-gear driven gear (18) and the first output shaft (23).
5. A multi-speed, dual clutch transmission as defined in claim 1, wherein: the four/six-gear synchronizing device is used for controlling the separation and the engagement of the four-gear driven gear (20) and the six-gear driven gear (21) and the first output shaft (23).
6. A multi-speed, dual clutch transmission as defined in claim 1, wherein: the five/reverse synchronizing device is used for controlling the separation and the engagement of a fifth-gear driven gear (14) and a reverse-gear driven gear (13) and the second output shaft (7).
7. A multi-speed, dual clutch transmission as defined in claim 1, wherein: the two/eight-gear synchronizing device is used for controlling the separation and the engagement of the two-gear driven gear (12) and the eight-gear driven gear (11) and the second output shaft (7).
8. A multi-speed, dual clutch transmission as defined in claim 1, wherein: the first output gear synchronizing device is used for controlling the separation and the engagement of the first output gear (22) and the first output shaft (23).
9. An automobile using a multi-gear double-clutch transmission is characterized in that: the motor vehicle uses a multi-speed dual clutch transmission according to any one of claims 1 to 8.
10. A method of operating a multi-speed dual clutch transmission as defined in claim 1, wherein: the multi-gear double-clutch transmission is switched on different transmission routes by controlling the meshing of the driving gear and the driven gear, and the transmission routes comprise a first-gear transmission route, a ninth-gear transmission route, a first reverse-gear transmission route and a second reverse-gear transmission route.
CN202210545768.1A 2022-05-19 2022-05-19 Multi-gear double-clutch transmission, transmission method and automobile Pending CN115126831A (en)

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Publication number Priority date Publication date Assignee Title
DE102011005029A1 (en) * 2011-03-03 2012-09-06 Zf Friedrichshafen Ag Double clutch transmission for motor vehicle, has two clutches, whose input sides are connected with drive shaft and its output sides are connected with one of two co-axial transmission input shafts of sub-transmissions
CN208331153U (en) * 2018-06-08 2019-01-04 长城汽车股份有限公司 Nine speed transmission
CN209240858U (en) * 2018-11-30 2019-08-13 比亚迪股份有限公司 Power-driven system and vehicle
CN210003756U (en) * 2019-04-30 2020-01-31 长城汽车股份有限公司 Nine-gear transmission
CN210003758U (en) * 2019-04-30 2020-01-31 长城汽车股份有限公司 Seven-gear transmission
CN210034307U (en) * 2019-02-28 2020-02-07 长城汽车股份有限公司 Double-clutch transmission and vehicle
CN111623092A (en) * 2019-02-28 2020-09-04 长城汽车股份有限公司 Double-clutch transmission and vehicle
CN114321294A (en) * 2021-12-31 2022-04-12 中国第一汽车股份有限公司 Multi-gear double-clutch transmission

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011005029A1 (en) * 2011-03-03 2012-09-06 Zf Friedrichshafen Ag Double clutch transmission for motor vehicle, has two clutches, whose input sides are connected with drive shaft and its output sides are connected with one of two co-axial transmission input shafts of sub-transmissions
CN208331153U (en) * 2018-06-08 2019-01-04 长城汽车股份有限公司 Nine speed transmission
CN209240858U (en) * 2018-11-30 2019-08-13 比亚迪股份有限公司 Power-driven system and vehicle
CN210034307U (en) * 2019-02-28 2020-02-07 长城汽车股份有限公司 Double-clutch transmission and vehicle
CN111623092A (en) * 2019-02-28 2020-09-04 长城汽车股份有限公司 Double-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
CN210003758U (en) * 2019-04-30 2020-01-31 长城汽车股份有限公司 Seven-gear transmission
CN114321294A (en) * 2021-12-31 2022-04-12 中国第一汽车股份有限公司 Multi-gear double-clutch transmission

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