CN116624579A - Multi-gear transmission and vehicle with same - Google Patents

Abstract

The application provides a multi-gear transmission and a vehicle with the same, comprising: the input end of the clutch assembly is connected with a power source; the clutch assembly comprises a clutch assembly, a first speed reduction box assembly, a second speed reduction box assembly, a first intermediate shaft, a second intermediate shaft, a first clutch assembly, a second clutch assembly and a first clutch assembly, wherein the first intermediate shaft and the second clutch assembly are arranged in the first speed reduction box assembly; the second reduction gearbox assembly comprises a two-gear speed changing mechanism, the two-gear speed changing mechanism is of a planetary row structure, the input end of the two-gear speed changing mechanism is connected with the output shaft, the output end of the two-gear speed changing mechanism is connected with the parking gear, and the two-gear speed changing mechanism is used for selectively transmitting power transmitted by the output shaft to the parking gear through one of two gears. The application effectively solves the problem of more gears required by the multi-gear transmission in the prior art.

Description

Multi-gear transmission and vehicle with same

Technical Field

The application relates to the technical field of transmission design, in particular to a multi-gear transmission and a vehicle with the same.

Background

With the rapid development of the automobile market, the automatic transmission is widely applied, and the number of gears applied to the automatic transmission in the current market is six or seven, so that the advantage of the whole automobile in the aspects of economy and dynamic performance is not obvious due to the relatively small number of gears, and the development of the automatic transmission with more gears is urgently needed. Because of the special structural characteristics of the double clutch type automatic transmission, the power of the engine can be continuously transmitted to wheels, so that the gear shifting process completed in this way is power gear shifting. The vehicle realizes the power gear shifting process, greatly improves the gear shifting comfort, ensures the vehicle to have good economy, and improves the aspects of vehicle oil consumption, emission and the like. In the existing double clutch type automatic transmission design, the transmission with the meshing gear sets uses different special gear pairs to realize the speed ratios of a plurality of forward gears and reverse gears, but has the defects of large occupied whole vehicle space, inconvenient arrangement and the like. Therefore, in the ratio design of a transmission, the number of gears required is excessive, and particularly in a transmission having a large number of gears, it is more prominent.

In view of the above problems in the prior art, no effective solution has been proposed at present.

Disclosure of Invention

The application mainly aims to provide a multi-gear transmission and a vehicle with the same, so as to solve the problem that the number of gears needed by the multi-gear transmission in the prior art is large.

To achieve the above object, according to one aspect of the present application, there is provided a multi-speed transmission comprising: the input end of the clutch assembly is connected with the power source; the first reduction gearbox assembly is internally provided with an input shaft assembly and an output shaft, the input shaft assembly is connected with the output end of the clutch assembly, the input shaft assembly is optionally connected with the output shaft, the first reduction gearbox assembly is internally provided with a first intermediate shaft and a second intermediate shaft, the first intermediate shaft and the second intermediate shaft are both arranged in parallel with the input shaft assembly, the first intermediate shaft is connected with the input shaft assembly through a plurality of gear pairs, the first intermediate shaft is connected with the output shaft through gear meshing, the second intermediate shaft is connected with the input shaft assembly through a plurality of gear pairs, the second intermediate shaft is connected with the output shaft through gear meshing, and power transmitted by the output end of the clutch assembly can be transmitted to the output shaft through at least one of the input shaft assembly, the first intermediate shaft and the second intermediate shaft; the second reduction gearbox assembly comprises a two-gear speed changing mechanism, the two-gear speed changing mechanism is of a planetary row structure, the input end of the two-gear speed changing mechanism is connected with the output shaft, the output end of the two-gear speed changing mechanism is connected with the parking gear, and the two-gear speed changing mechanism is used for selectively transmitting power transmitted by the output shaft to the parking gear through one of two gears.

Further, clutch assembly inside is provided with odd-numbered stage clutch and even-numbered stage clutch, and odd-numbered stage clutch, even-numbered stage clutch all are connected with the power supply, and the input shaft assembly includes: an odd-numbered gear input shaft, which is connected with an odd-numbered gear clutch; the even-numbered gear input shaft is connected with the even-numbered gear clutch, the odd-numbered gear input shaft is sleeved in the even-numbered gear input shaft, the central axis of the odd-numbered gear input shaft coincides with the central axis of the even-numbered gear input shaft, and the end part of the odd-numbered gear input shaft, which is close to the second reduction gearbox component, is provided with a five-gear synchronizer and is selectively connected with the output shaft through the five-gear synchronizer.

Further, a second gear driving gear and a four-six gear common driving gear are arranged on the even-numbered gear input shaft, a second gear driven gear and a six-gear driven gear are arranged on the second intermediate shaft, the second gear driving gear is meshed with the second gear driven gear, the four-six gear common driving gear is meshed with the six-gear driven gear, a four-gear driven gear is arranged on the first intermediate shaft, and the four-gear driven gear is meshed with the four-six gear common driving gear.

Further, a reverse gear common driving gear and a pseudo-ginseng gear common driving gear are arranged on the odd-numbered gear input shaft, a first gear driven gear and a seven gear driven gear are arranged on the second intermediate shaft, the first gear driven gear is meshed with the reverse gear common driving gear, the seven gear driven gear is meshed with the pseudo-ginseng gear common driving gear, a third gear driven gear and a reverse gear driven gear are arranged on the first intermediate shaft, the third gear driven gear is meshed with the pseudo-ginseng gear common driving gear, and the reverse gear driven gear is meshed with the reverse gear common driving gear.

Further, a four-gear synchronizer and a three-reverse gear shared synchronizer are further arranged on the first intermediate shaft, the four-gear synchronizer is arranged close to the four-gear driven gear, the four-gear synchronizer is selectively combined with the four-gear driven gear, the three-reverse gear shared synchronizer is arranged between the reverse gear driven gear and the three-gear driven gear, the three-reverse gear shared synchronizer can be combined with one of the reverse gear driven gear and the three-gear driven gear, a first reduction driving gear is further arranged at the end part, close to the second reduction gearbox assembly, of the first intermediate shaft, the first reduction driving gear is connected with the output shaft, and power on the first intermediate shaft is transmitted to the output shaft through the first reduction driving gear.

Further, a second intermediate shaft is provided with a second six-gear shared synchronizer and a seventh-gear shared synchronizer, the second six-gear shared synchronizer is arranged between the six-gear driven gear and the second-gear driven gear, the second six-gear shared synchronizer can be selectively combined with one of the six-gear driven gear and the second-gear driven gear, the seventh-gear shared synchronizer is arranged between the first-gear driven gear and the seventh-gear driven gear, the seventh-gear shared synchronizer can be selectively combined with one of the first-gear driven gear and the seventh-gear driven gear, the end part, close to the second reduction gearbox assembly, of the second intermediate shaft is further provided with a second reduction driving gear, the second reduction driving gear is connected with the output shaft, and power on the second intermediate shaft is transmitted to the output shaft through the second reduction driving gear.

Further, a first speed reduction driven gear and a second speed reduction driven gear are arranged on the output shaft, the first speed reduction driven gear is connected with the first speed reduction driving gear, and the second speed reduction driven gear is connected with the second speed reduction driving gear.

Further, the first reduction gearbox assembly further comprises an idler shaft assembly, the idler shaft assembly comprises an idler shaft and an idler wheel arranged on the idler shaft, the idler wheel is connected with a reverse gear driven gear, and the idler wheel is connected with a reverse gear common driving gear.

Further, the two-gear speed change mechanism comprises an outer gear ring, a sun gear and a plurality of planet gears, wherein the planet gears are positioned between the sun gear and the outer gear ring, the two-gear speed change mechanism further comprises a wet clutch and a brake, the brake is selectively connected with the outer gear ring, and the wet clutch is selectively connected with the output shaft.

According to another aspect of the present application, there is provided a vehicle including a multi-speed transmission, which is the multi-speed transmission described above.

By adopting the technical scheme, the first reduction gearbox assembly is arranged to drive in parallel shaft type power transmission, so that the power transmitted by the output end of the clutch assembly has a plurality of transmission paths, and the second reduction gearbox assembly is arranged to be in a planetary gear structure, so that the two-gear power is variable, the multi-gear transmission is provided with a plurality of gears, and meanwhile, a large number of gears are not needed to be meshed, so that the size of the whole transmission and the space required by installation are reduced. By adopting the technical scheme of the application, the problem of more gears required by the multi-gear transmission in the prior art is effectively solved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:

fig. 1 shows a schematic structural view of an embodiment of a multi-speed transmission according to the present application.

Wherein the above figures include the following reference numerals:

1. an even-numbered stage input shaft; 2. odd-numbered stage input shafts; 3. a connecting disc; 4. a torsional vibration damper; 5. a clutch housing; 6. a second gear driving gear; 7. a first cylindrical bearing; 8. a driving gear is shared by four gears and six gears; 9. a fourth gear synchronizer; 10. a fourth-gear driven gear; 11. an idler; 12. an idler shaft; 13. three reverse gears share a synchronizer; 14. a reverse driven gear; 15. a second column bearing; 16. a three-gear driven gear; 17. a first reduction drive gear; 18. a first intermediate shaft; 19. a brake; 20. a reverse gear sharing driving gear; 21. a first ball bearing; 22. the pseudo-ginseng gear shares a driving gear; 23. a cone bearing; 24. an output shaft; 25. a second reduction driven gear; 26. a first reduction driven gear; 27. a fifth gear synchronizer; 28. an outer ring gear; 29. a wet clutch; 30. a parking gear; 31. a sun gear; 32. a planet wheel; 33. a second intermediate shaft; 34. a second ball bearing; 35. a second reduction drive gear; 36. a first bearing; 37. a third post bearing; 38. seven-gear driven gear; 39. a seven-gear common synchronizer; 40. a first-gear driven gear; 41. a six-gear driven gear; 42. a second gear and sixth gear sharing synchronizer; 43. a second-gear driven gear; 44. a fourth post bearing; 45. a second bearing;

100. a clutch assembly; 101. odd-numbered stage clutches; 102. an even-numbered stage clutch; 200. a first reduction gearbox assembly; 300. a second reduction gearbox assembly.

Detailed Description

It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other. The application will be described in detail below with reference to the drawings in connection with embodiments.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Exemplary embodiments according to the present application will now be described in more detail with reference to the accompanying drawings. These exemplary embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of these exemplary embodiments to those skilled in the art, that in the drawings, it is possible to enlarge the thicknesses of layers and regions for clarity, and that identical reference numerals are used to designate identical devices, and thus descriptions thereof will be omitted.

Referring to fig. 1, according to an embodiment of the present application, there is provided a multi-speed transmission including: a clutch assembly 100, an input of the clutch assembly 100 being connected to a power source; the first reduction gearbox assembly 200, the first reduction gearbox assembly 200 is internally provided with an input shaft assembly and an output shaft 24, the input shaft assembly is connected with the output end of the clutch assembly 100, the input shaft assembly is optionally connected with the output shaft 24, the first reduction gearbox assembly 200 is internally provided with a first intermediate shaft 18 and a second intermediate shaft 33, the first intermediate shaft 18 and the second intermediate shaft 33 are both arranged in parallel with the input shaft assembly, the first intermediate shaft 18 is connected with the input shaft assembly through a plurality of gear pairs, the first intermediate shaft 18 is connected with the output shaft 24 through gear meshing, the second intermediate shaft 33 is connected with the input shaft assembly through a plurality of gear pairs, the second intermediate shaft 33 is connected with the output shaft 24 through gear meshing, and power transmitted by the output end of the clutch assembly 100 can be transmitted to the output shaft 24 through the input shaft assembly and at least one of the first intermediate shaft 18 and the second intermediate shaft 33; the second gearbox assembly 300, the second gearbox assembly 300 includes a two-gear speed change mechanism, the two-gear speed change mechanism is of a planetary arrangement structure, an input end of the two-gear speed change mechanism is connected with the output shaft 24, an output end of the two-gear speed change mechanism is connected with the parking gear 30, and the two-gear speed change mechanism is used for selectively transmitting power transmitted by the output shaft 24 to the parking gear 30 through one of two gears.

By adopting the technical scheme of the application, the first reduction gearbox assembly 200 is arranged to drive through parallel shaft type power transmission, so that the power transmitted by the output end of the clutch assembly 100 has a plurality of transmission paths, and the second reduction gearbox assembly 300 is arranged to be in a planetary gear structure to realize two-gear power variation, so that the multi-gear transmission is provided with a plurality of gears as a whole, and meanwhile, a large number of gears do not need to be meshed, and the size of the whole transmission and the space for installation are reduced. By adopting the technical scheme of the application, the problem of more gears required by the multi-gear transmission in the prior art is effectively solved, the design mode of sharing the seven-gear double-clutch automatic transmission and the two-gear planetary gear mechanism is adopted, fourteen forward gears and one reverse gear functions are realized, the double-clutch transmission is provided with two intermediate shafts, the number of gears is reduced, the axial arrangement space of the transmission is further reduced, the cost is reduced, the optimal design of the transmission speed ratio in different vehicle type torque ranges is facilitated, and the engine has more probability to work in the optimal area.

The existing automatic transmission design scheme for vehicles has a plurality of defects, such as: the speed ratio steps between adjacent gears are larger, the transmission ratio range is small, and the economical efficiency and dynamic advantages are not obvious; the gear shifting impact is large in the working process, the normal operation of the transmission is affected, and potential safety hazards exist; the gear-shifting response speed is low, the gear-shifting frustration is obvious, and the automobile operability is poor. Moreover, the existing dual clutch type automatic transmission mostly adopts a single intermediate shaft and adopts a common driving gear or a linear arrangement gear set, so that the axial dimension of the dual clutch type automatic transmission is long. At present, the gear number of the domestic vertical DCT transmission is six and seven, so that the requirements of continuous improvement of the economy and the dynamic performance of the whole vehicle cannot be met, and the requirements of some special working conditions cannot be met. In addition, the existing scheme of the automatic transmission with seven gears or more is mostly realized by increasing the number of gears, so that the design occupies more whole vehicle space. The application adopts a form of combining a seven-gear double clutch transmission and a two-gear planetary gear speed reducing mechanism, and adopts two intermediate shafts, thereby realizing that the automatic transmission can provide fourteen forward gears and one reverse gear, and having the advantages of multiple gears, simple structure, light weight, high rigidity and easy realization of high power performance and high fuel economy of the whole vehicle.

Further, the clutch assembly 100 is internally provided with an odd gear clutch 101 and an even gear clutch 102, the odd gear clutch 101 and the even gear clutch 102 are both connected with a power source, and the input shaft assembly comprises: an odd-numbered stage input shaft 2, the odd-numbered stage input shaft 2 being connected to the odd-numbered stage clutch 101; the even-numbered gear input shaft 1, the even-numbered gear input shaft 1 is connected with the even-numbered gear clutch 102, the odd-numbered gear input shaft 2 is sleeved inside the even-numbered gear input shaft 1, the central axis of the odd-numbered gear input shaft 2 coincides with the central axis of the even-numbered gear input shaft 1, and the end part of the odd-numbered gear input shaft 2, which is close to the second reduction gearbox assembly 300, is provided with a five-gear synchronizer 27 and is selectively connected with the output shaft 24 through the five-gear synchronizer 27. Two paths of power input are realized through the two clutches, so that the design of a power transmission path of each path is facilitated.

Further, the even-numbered stage input shaft 1 is provided with a second-stage driving gear 6 and a fourth-sixth-stage common driving gear 8, the second intermediate shaft 33 is provided with a second-stage driven gear 43 and a sixth-stage driven gear 41, the second-stage driving gear 6 is meshed with the second-stage driven gear 43, the fourth-sixth-stage common driving gear 8 is meshed with the sixth-stage driven gear 41, the first intermediate shaft 18 is provided with a fourth-stage driven gear 10, and the fourth-stage driven gear 10 is meshed with the fourth-sixth-stage common driving gear 8. This arrangement allows the clutch assembly to achieve second, fourth and sixth gears, respectively.

Further, the odd-numbered stage input shaft 2 is provided with a reverse gear common driving gear 20 and a pseudo-ginseng stage common driving gear 22, the second intermediate shaft 33 is provided with a first-stage driven gear 40 and a seventh-stage driven gear 38, the first-stage driven gear 40 is meshed with the reverse gear common driving gear 20, the seventh-stage driven gear 38 is meshed with the pseudo-ginseng stage common driving gear 22, the first intermediate shaft 18 is provided with a third-stage driven gear 16 and a reverse gear driven gear 14, the third-stage driven gear 16 is meshed with the pseudo-ginseng stage common driving gear 22, and the reverse gear driven gear 14 is meshed with the reverse gear common driving gear 20. This arrangement allows the clutch assembly to achieve first, third and seventh gears, respectively.

Further, the first intermediate shaft 18 is further provided with a four-gear synchronizer 9 and a three-reverse gear shared synchronizer 13, the four-gear synchronizer 9 is arranged close to the four-gear driven gear 10, the four-gear synchronizer 9 is selectively combined with the four-gear driven gear 10, the three-reverse gear shared synchronizer 13 is arranged between the reverse gear driven gear 14 and the three-gear driven gear 16, the three-reverse gear shared synchronizer 13 can be combined with one of the reverse gear driven gear 14 and the three-gear driven gear 16, the end part of the first intermediate shaft 18 close to the second reduction gearbox assembly 300 is further provided with a first reduction driving gear 17, the first reduction driving gear 17 is connected with the output shaft 24, and power on the first intermediate shaft 18 is transmitted to the output shaft 24 through the first reduction driving gear 17. The arrangement is such that the clutch assembly with the four-speed synchronizer 9, the three-reverse shared synchronizer 13 achieves a variable power path on the first countershaft 18, i.e. the gear associated with the synchronizer will receive and transmit torque while the gear disengaged from the synchronizer is in a stationary or idle state.

Further, the second intermediate shaft 33 is provided with a two-six-gear common synchronizer 42 and a seven-gear common synchronizer 39, the two-six-gear common synchronizer 42 is arranged between the six-gear driven gear 41 and the two-gear driven gear 43, the two-six-gear common synchronizer 42 is selectively combined with one of the six-gear driven gear 41 and the two-gear driven gear 43, the one-seven-gear common synchronizer 39 is arranged between the first-gear driven gear 40 and the seven-gear driven gear 38, the one-seven-gear common synchronizer 39 is selectively combined with one of the first-gear driven gear 40 and the seven-gear driven gear 38, the end, close to the second reduction gearbox assembly 300, of the second intermediate shaft 33 is further provided with a second reduction driving gear 35, the second reduction driving gear 35 is connected with the output shaft 24, and power on the second intermediate shaft 33 is transmitted to the output shaft 24 through the second reduction driving gear 35. The arrangement is such that the clutch assembly achieves a variable power path on the second countershaft 33 with the two-six speed common synchronizer 42 and the one-seven speed common synchronizer 39, i.e., the gears associated with the synchronizers will receive and transmit torque while the gears disengaged from the synchronizers are at rest or idle.

Further, the output shaft 24 is provided with a first reduction driven gear 26 and a second reduction driven gear 25, the first reduction driven gear 26 is connected to the first reduction driving gear 17, and the second reduction driven gear 25 is connected to the second reduction driving gear 35. The output shaft 24 may be dynamically coupled to the two countershafts by two gear pairs meshing.

Further, the first reduction gearbox assembly 200 further comprises an idler shaft assembly, the idler shaft assembly comprises an idler shaft 12 and an idler 11 arranged on the idler shaft 12, the idler 11 is connected with the reverse driven gear 14, and the idler 11 is connected with a reverse common driving gear 20.

Further, the two-speed transmission mechanism includes an outer ring gear 28, a sun gear 31, a plurality of planetary gears 32, the planetary gears 32 being located between the sun gear 31 and the outer ring gear 28, and further includes a wet clutch 29 and a brake 19, the brake 19 being selectively connectable with the outer ring gear 28, the wet clutch 29 being selectively connectable with the output shaft 24. In practice. The corresponding states of the two gears are as follows: when the brake 19 is engaged and the wet clutch 29 is disengaged, the two-speed transmission mechanism is in the first gear, and at this time, power is directly transmitted from the sun gear to the wet clutch 29, and when the brake 19 is disengaged and the wet clutch 29 is engaged, the two-speed transmission mechanism is in the second gear, and at this time, power is transmitted from the output shaft to the outer gear ring 28.

The structure of the clutch assembly of the present application is described in detail below:

the multi-speed automatic transmission includes: clutch assembly 100, a main reduction gearbox assembly (i.e., first reduction gearbox assembly 200) and a sub-reduction gearbox assembly (i.e., second reduction gearbox assembly 300).

The clutch assembly 100 is composed of a connection plate 3, a torsional damper 4, a clutch housing 5, an odd-numbered stage clutch, and an even-numbered stage clutch.

The speed reduction main box assembly consists of an odd-numbered gear input shaft 2, an even-numbered gear input shaft 1, a first intermediate shaft 18, a second intermediate shaft 33, an idler shaft 12, an output shaft 24, gear wheels and gear synchronizers; wherein the odd-numbered gear input shaft 2 and the even-numbered gear input shaft 1 are respectively connected with an odd-numbered gear clutch and an even-numbered gear clutch through splines; the even-numbered stage input shaft 1 is a hollow sleeve shaft, the gears on the first intermediate shaft 18 are respectively connected with the gears on the even-numbered stage input shaft 1 and the odd-numbered stage input shaft 2, the first reduction driving gear 17 on the first intermediate shaft 18 is connected with the first reduction driven gear 26 on the output shaft 24, and the second reduction driving gear 35 on the second intermediate shaft 33 is connected with the second reduction driven gear 25 on the output shaft 24. The idler gear 11 on the idler shaft 12 is respectively connected with a reverse gear common driving gear 20 on the even gear input shaft 1 and a reverse gear driven gear 14 on the first intermediate shaft 18.

As shown in fig. 1, the reduction main box assembly is composed of the following parts:

1. an input shaft assembly: the second gear driving gear 6 and the fourth and sixth gear common driving gear 8 are arranged on the even gear input shaft 1; a reverse gear common driving gear 20 and a pseudo-ginseng gear common driving gear 22 are arranged on the odd-numbered gear input shaft 2. 4. The six gears share the same four-gear and six-gear shared driving gear 8. 3. The seven gears share the same pseudo-ginseng gear sharing the driving gear 22. A fifth gear synchronizer 27 is also arranged on the odd-numbered gear input shaft 2. The odd-numbered stage input shaft 2 and the even-numbered stage input shaft 1 are supported on the housing by a first bearing 36 and a second bearing 45, respectively, in an independent limiting manner. The odd-numbered gears input shaft 2 is connected with a clutch; the even-numbered stage input shaft 1 is connected to another clutch.

2. First jackshaft assembly: the first intermediate shaft assembly comprises a first intermediate shaft 18, a reverse gear driven gear 14, a three-gear driven gear 16, a four-gear driven gear 10, a first reduction driving gear 17, a four-gear synchronizer 9 and a three-reverse gear common synchronizer 13. The first intermediate shaft 18 is supported by the first cylindrical bearing 7, the second cylindrical bearing 15 and a first ball bearing 21, and can withstand large axial forces.

3. The second jackshaft assembly: the second intermediate shaft assembly includes a second intermediate shaft 33, a seven speed driven gear 38, a first speed driven gear 40, a six speed driven gear 41, a second speed driven gear 43, a second reduction driving gear 35, a second six speed common synchronizer 42, and a seven speed common synchronizer 39. The second intermediate shaft 33 is supported by the third and fourth cylindrical bearings 37 and 44 and a second ball bearing 34, and can withstand a large axial force.

4. An output shaft assembly: the output shaft assembly includes an output shaft 24 and a second reduction driven gear 25. A second reduction driven gear 25 and a first reduction driven gear 26 are mounted on the output shaft 24. The output shaft 24 adopts a supporting mode of two conical bearings 23, and can bear larger axial force. The rear end of the output shaft 24 and the auxiliary box planetary row sun gear 31 are designed into a whole, and the planetary row sun gear has the characteristics of stable and reliable torque transmission and convenience in installation.

5. Idler shaft assembly: the idler shaft assembly includes an idler shaft 12 and an idler 11. The driving idler wheel and the driven idler wheel adopt a duplex gear structure, and have the advantages of compact structure and high bearing capacity. The idler shaft 12 is fixed to the housing.

The speed reduction auxiliary box component is a planetary gear mechanism and consists of an outer gear ring 28, a sun gear 31 and four planetary gears 32. The sub-tank shift mechanism shifts gears using a wet clutch 29 and a brake 19. The design finally ensures that the speed reduction auxiliary box assembly can provide two gears. The rear end of the output shaft 24 is designed with a parking gear 30.

During operation, the double clutch assembly transmits the power of the engine to the two clutches through the connecting disc 3, the torsional damper 4 and the clutch housing 5, then to the odd-numbered stage input shaft 2 or the even-numbered stage input shaft 1, then the odd-numbered stage input shaft and the even-numbered stage input shaft are transmitted to the corresponding first intermediate shaft 18 through the gear wheels, the second intermediate shaft 33 and the idler shaft 12, and then transmitted to the output shaft 24 through the corresponding first intermediate shaft 18, the second intermediate shaft 33 and the reduction gear of the idler shaft 12. The output shaft 24 transmits power to the planetary gear set of the auxiliary box assembly, and the clutch and brake combination form realizes secondary speed and torque increase, so that the total transmission ratio of the transmission is the main box gear ratio multiplied by the auxiliary box gear ratio, and the speed ratio range is improved. Because the application adopts the design structural proposal of the combination of the main box and the auxiliary box, the application realizes the function of realizing fourteen forward gears and one reverse gear by adopting the least parts of the gear set, greatly reduces the axial size, reduces the number of parts and reduces the cost. When the whole vehicle needs dynamic property, the auxiliary box is controlled to run in a low gear; when the economy of the whole vehicle needs to be improved, the auxiliary box is lifted to a high gear, so that the economy and the performance in the dynamic performance of the whole vehicle are greatly improved.

According to another specific embodiment of the present application, there is provided a vehicle including a multi-speed transmission, which is the multi-speed transmission in the above embodiment.

Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

In addition to the foregoing, references in the specification to "one embodiment," "another embodiment," "an embodiment," etc., indicate that the particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application, as generally described. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with any embodiment, it is intended that such feature, structure, or characteristic be implemented within the scope of the application.

In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.

The above description is only of the preferred embodiments of the present application and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (10)

1. A multi-speed transmission, comprising:

a clutch assembly (100), an input of the clutch assembly (100) being connected to a power source;

the clutch assembly comprises a first reduction gearbox assembly (200), wherein an input shaft assembly and an output shaft (24) are arranged in the first reduction gearbox assembly (200), the input shaft assembly is connected with the output end of the clutch assembly (100), the input shaft assembly is optionally connected with the output shaft (24), a first intermediate shaft (18) and a second intermediate shaft (33) are also arranged in the first reduction gearbox assembly (200), the first intermediate shaft (18) and the second intermediate shaft (33) are arranged in parallel with the input shaft assembly, the first intermediate shaft (18) is connected with the input shaft assembly through a plurality of gear pairs, the first intermediate shaft (18) is connected with the output shaft (24) through a plurality of gear pairs, the second intermediate shaft (33) is connected with the output shaft (24) through a plurality of gear pairs, and power transmitted by the output end of the clutch assembly (100) can be selectively transmitted to at least one of the input shaft assembly, the first intermediate shaft (18) and the second intermediate shaft (33) through the gear pairs;

the second reduction gearbox assembly (300), second reduction gearbox assembly (300) include two keep off speed change mechanism, two keep off speed change mechanism be the planetary arrangement structure, two keep off speed change mechanism's input with output shaft (24) are connected, two keep off speed change mechanism's output and parking gear (30) are connected, two keep off speed change mechanism be used for with the power that output shaft (24) transmitted is selectively through one of two keeps off the position and is transmitted to parking gear (30).

2. The multi-speed transmission according to claim 1, wherein the clutch assembly (100) is internally provided with an odd-speed clutch (101) and an even-speed clutch (102), the odd-speed clutch (101) and the even-speed clutch (102) are each connected to the power source, and the input shaft assembly includes:

an odd-numbered stage input shaft (2), wherein the odd-numbered stage input shaft (2) is connected with the odd-numbered stage clutch (101);

even-numbered gear input shaft (1), even-numbered gear input shaft (1) with even-numbered gear clutch (102) is connected, odd-numbered gear input shaft (2) empty cover in even-numbered gear input shaft (1) is inside, the central axis of odd-numbered gear input shaft (2) with the central axis coincidence of even-numbered gear input shaft (1), the tip that odd-numbered gear input shaft (2) is close to second reducing gear box subassembly (300) sets up five and keeps off synchronous ware (27) and pass through five keep off synchronous ware (27) with output shaft (24) are connected selectively.

3. The multi-speed transmission according to claim 2, wherein the even-numbered gears input shaft (1) is provided with a second-speed driving gear (6) and a fourth-sixth-speed common driving gear (8), the second intermediate shaft (33) is provided with a second-speed driven gear (43) and a sixth-speed driven gear (41), the second-speed driving gear (6) is meshed with the second-speed driven gear (43), the fourth-sixth-speed common driving gear (8) is meshed with the sixth-speed driven gear (41), the first intermediate shaft (18) is provided with a fourth-speed driven gear (10), and the fourth-speed driven gear (10) is meshed with the fourth-sixth-speed common driving gear (8).

4. A multi-speed transmission according to claim 3, wherein the odd-numbered stage input shaft (2) is provided with a reverse common driving gear (20) and a pseudo-ginseng stage common driving gear (22), the second intermediate shaft (33) is provided with a first-speed driven gear (40) and a seventh-speed driven gear (38), the first-speed driven gear (40) is meshed with the reverse common driving gear (20), the seventh-speed driven gear (38) is meshed with the pseudo-ginseng stage common driving gear (22), the first intermediate shaft (18) is provided with a third-speed driven gear (16) and a reverse driven gear (14), the third-speed driven gear (16) is meshed with the pseudo-ginseng stage common driving gear (22), and the reverse driven gear (14) is meshed with the reverse common driving gear (20).

5. The multi-speed transmission according to claim 4, characterized in that the first intermediate shaft (18) is further provided with a four-speed synchronizer (9) and a three-reverse-speed shared synchronizer (13), the four-speed synchronizer (9) is disposed close to the four-speed driven gear (10), the four-speed synchronizer (9) is selectively combined with the four-speed driven gear (10), the three-reverse-speed shared synchronizer (13) is disposed between the reverse-speed driven gear (14) and the three-speed driven gear (16), the three-reverse-speed shared synchronizer (13) can be combined with one of the reverse-speed driven gear (14) and the three-speed driven gear (16), the end of the first intermediate shaft (18) close to the second reduction gearbox assembly (300) is further provided with a first reduction driving gear (17), the first reduction driving gear (17) is connected with the output shaft (24), and power on the first intermediate shaft (18) is transmitted to the reduction gear (24) through the first driving gear (17).

6. The multi-speed transmission according to claim 5, characterized in that the second intermediate shaft (33) is provided with a two-six-speed common synchronizer (42) and a seven-speed common synchronizer (39), the two-six-speed common synchronizer (42) is provided between the six-speed driven gear (41) and the two-speed driven gear (43), the two-six-speed common synchronizer (42) is selectively combined with one of the six-speed driven gear (41) and the two-speed driven gear (43), the one-seven-speed common synchronizer (39) is provided between the first-speed driven gear (40) and the seven-speed driven gear (38), the one-seven-speed common synchronizer (39) is selectively combined with one of the first-speed driven gear (40) and the seven-speed driven gear (38), the end of the second intermediate shaft (33) near the second reduction box assembly (300) is further provided with a second reduction gear (35), and the second reduction gear (35) is connected to the second output shaft (24) through the intermediate shaft (24).

7. A multi-speed transmission according to claim 6, characterized in that the output shaft (24) is provided with a first reduction driven gear (26) and a second reduction driven gear (25), the first reduction driven gear (26) being connected to the first reduction driving gear (17), the second reduction driven gear (25) being connected to the second reduction driving gear (35).

8. The multi-speed transmission according to claim 4, wherein the first reduction box assembly (200) further comprises an idler shaft assembly comprising an idler shaft (12) and an idler (11) disposed on the idler shaft (12), the idler (11) being connected to the reverse driven gear (14), the idler (11) being connected to a reverse common drive gear (20).

9. The multi-speed transmission according to claim 8, wherein the two-speed transmission mechanism comprises an outer ring gear (28), a sun gear (31), a plurality of planet gears (32), the planet gears (32) being located between the sun gear (31) and the outer ring gear (28), the two-speed transmission mechanism further comprising a wet clutch (29) and a brake (19), the brake (19) being selectively connectable with the outer ring gear (28), the wet clutch (29) being selectively connectable with the output shaft (24).

10. A vehicle comprising a multi-speed transmission, characterized in that the multi-speed transmission is a multi-speed transmission as claimed in any one of claims 1 to 9.