WO2015149515A1 - 一种汽车双离合器变速器 - Google Patents

一种汽车双离合器变速器 Download PDF

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Publication number
WO2015149515A1
WO2015149515A1 PCT/CN2014/090495 CN2014090495W WO2015149515A1 WO 2015149515 A1 WO2015149515 A1 WO 2015149515A1 CN 2014090495 W CN2014090495 W CN 2014090495W WO 2015149515 A1 WO2015149515 A1 WO 2015149515A1
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Prior art keywords
gear
speed
driven gear
output shaft
reverse
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PCT/CN2014/090495
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English (en)
French (fr)
Inventor
林健
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奇瑞汽车股份有限公司
芜湖普威技研有限公司
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Publication of WO2015149515A1 publication Critical patent/WO2015149515A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • F16H3/02—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
    • F16H3/12—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 means for synchronisation not incorporated in the clutches
    • 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
    • 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
    • F16H3/093—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 with two or more countershafts
    • F16H2003/0931—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 with two or more countershafts each countershaft having an output gear meshing with a single common gear on the 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
    • 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
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds

Definitions

  • the invention belongs to the technical field of automobile transmissions and relates to an automobile double clutch transmission.
  • the dual-clutch transmission adopts a dual-clutch structure and fixed-shaft gear transmission.
  • AT automatic transmission
  • CVT continuously variable transmission
  • AMT Electronically Controlled Automatic Transmission
  • Chinese patent CN102308120A discloses a seven-speed dual clutch transmission which is provided with a large-diameter gear and a small-diameter gear on a second-speed driven gear, a large-diameter gear meshes with a second-speed drive gear, and a small-diameter gear meshes with a reverse gear.
  • a reverse gear meshes with a reverse gear.
  • the size of the reverse gear is limited by the distance between the outer diameter of the second input shaft and the center of the first output shaft, and the distance between the first output shaft and the second output shaft also limits the mutual engagement on the two shafts.
  • the ratio of the small-diameter gear to the reverse gear that is, the reverse speed ratio (input speed/output speed) is small.
  • the invention provides an automobile double clutch transmission, the purpose of which is to realize a plurality of reverse gear ratios through only two output shafts, and the reverse speed is relatively large, and the structural arrangement thereof is reasonable, simple and compact.
  • the present invention adopts the following technical solutions:
  • the automobile dual clutch transmission of the present invention includes a first clutch, a second clutch, a first input shaft, a second input shaft, a first output shaft, and a second output shaft;
  • the second input shaft is a hollow shaft, and is coaxially disposed on the first input shaft;
  • the engine power shaft is engaged or disengaged from the first input shaft by the first clutch; the engine power shaft is engaged or disengaged from the second input shaft by the second clutch;
  • the first output shaft and the second output shaft are arranged in parallel on both sides of the second input shaft;
  • the first input shaft and the second input shaft are respectively provided with a plurality of driving gears fastened thereto, and the first output shaft and the second output shaft are respectively provided with a plurality of empty sleeves on the corresponding shafts.
  • Driven gear; said driven The gear meshes with the corresponding driving gear;
  • the first output shaft is provided with a first main reduction drive gear, the first main reduction drive gear meshes with the main reduction driven gear on the differential;
  • the second output shaft is provided with a second main reduction initiative a gear, the second main reduction drive gear is also meshed with the main reduction driven gear;
  • the first output shaft and the second output shaft are respectively provided with forward speed synchronizers for controlling engagement and separation between the driven gear and the output shaft thereof;
  • the first output shaft and the second output shaft are further provided with a pair of intermeshing reverse gear pairs for reverse gear, wherein the two gears of the reverse gear pair are floating on the corresponding shaft gear;
  • a reverse drive gear located on the first output shaft is also provided with a reverse synchronizer for achieving a plurality of reverse speed ratios.
  • the driving gear includes a three-five-speed driving gear, a first-speed driving gear and a seven-speed driving gear disposed on the first input shaft, and a six-speed driving gear, a second-speed driving gear and four disposed on the second input shaft.
  • Gear drive gear ;
  • the driven gear includes a second-speed driven gear, a third-speed driven gear and a first driven gear disposed on the first output shaft, and a sixth-speed driven gear and a fourth gear disposed on the second output shaft. Driven gear, fifth-speed driven gear and seven-speed driven gear;
  • the second-speed driven gear meshes with the second-speed driving gear;
  • the third-speed driven gear meshes with the three-five-speed driving gear;
  • the first-speed driven gear meshes with the first-speed driving gear;
  • the sixth-speed driven gear meshes with the sixth-speed driving gear; the fourth-speed driven gear meshes with the fourth-speed driving gear; the fifth-speed driven gear meshes with the three-five-speed driving gear; the seventh-speed driven gear and the seventh-speed driving gear Engage.
  • the two gears of the reverse gear pair are respectively: a reverse gear provided on the first output shaft and a reverse driven gear provided on the second output shaft.
  • the reverse driven gear and the fifth driven gear are coaxially fixedly connected together.
  • the forward speed synchronizer includes a second speed synchronizer disposed on the first output shaft for controlling separation and engagement of the second speed driven gear from the first output shaft; the second speed synchronizer being disposed in the Between the second-speed driven gear and the main reduction drive gear or between the second-speed driven gear and the reverse gear.
  • the reverse synchronizer is disposed between the second-speed driven gear and the reverse gear for controlling engagement and disengagement of the second-speed driven gear and the reverse gear.
  • the forward speed synchronizer includes a third-speed synchronizer disposed on the first output shaft for controlling the first-speed driven gear and the third-speed driven gear to be separated and engaged with the first output shaft, the one-third The gear synchronizer is disposed between the first driven gear and the third driven gear.
  • the forward speed synchronizer is disposed on the second output shaft for controlling the fourth gear driven gear and the sixth gear driven
  • a four-six-speed synchronizer that separates and engages the gear from the second output shaft, the four-six-speed synchronizer being disposed between the fourth-speed driven gear and the sixth-speed driven gear.
  • the forward speed synchronizer includes a five-seven-speed synchronizer disposed on the second output shaft for controlling the fifth-speed driven gear and the seventh-speed driven gear to be separated and engaged with the second output shaft, the five-seventh synchronizer A gear synchronizer is disposed between the fifth-speed driven gear and the seventh-speed driven gear.
  • the radial dimensions of the first-speed driven gear, the second-speed driven gear, the third-speed driven gear, the fourth-speed driven gear, the fifth-speed driven gear, the sixth-speed driven gear and the reverse gear make the corresponding synchronization
  • the sliding sleeve of the device can be partially embedded in the corresponding tooth.
  • the first output shaft or the second output shaft is provided with a parking wheel fixedly connected thereto.
  • the invention adopts the above technical solution, and compared with the prior art, two output shafts can be used, and seven forward gears, at least one reverse gear and one neutral gear can be realized, and the reverse gear speed is relatively large; the axial distance is short, and the structure is short.
  • the layout is reasonable and meets the requirements of simple and compact.
  • Figure 1 is a schematic exploded view of the transmission mechanism of the present invention
  • Figure 2 is a side elevational view of the structure of Figure 1.
  • FIG. 1 and FIG. 2 it is a structure of a double clutch transmission of the present invention. Specifically, it is a seven-speed dual clutch transmission for an engine transversely mounted front-drive vehicle.
  • the transmission includes two clutches, two drive shafts, two drive shafts, and a differential. Specifically, the first input shaft 1, the second input shaft 2; the first clutch C1, the second clutch C2; the first output shaft 5, the second output shaft 28, the differential 25;
  • the second input shaft 2 is a hollow shaft, and is coaxially disposed on the first input shaft 1;
  • the engine power shaft 29 is engaged or disengaged from the first input shaft 1 through the first clutch C1; the engine power shaft 29 is engaged or disengaged from the second input shaft 2 through the second clutch C2 to realize power transmission;
  • the first output shaft 5 and the second output shaft 28 are arranged in parallel on both sides of the second input shaft 2;
  • the input end of the differential 25 is provided with a main reduction driven gear 26; the first output shaft 5 is provided with a first main reduction drive gear 6, and the second output shaft 28 is provided with a second main reduction drive gear 27. That is, the first main reduction drive gear 6 meshes with the main reduction driven gear 26; the second main reduction drive gear 27 also meshes with the main reduction driven gear 26.
  • the first input shaft 1 and the second input shaft 2 are respectively provided with a plurality of driving gears fastened thereto, and the first The output shaft 5 and the second output shaft 28 are respectively provided with a plurality of driven gears that are sleeved on the corresponding shafts; the driven gears mesh with the corresponding driving gears.
  • the driving gear includes a three-five-speed driving gear 16 disposed on the first input shaft 1, a first-speed driving gear 17 and a seventh-speed driving gear 19, and a sixth-speed driving gear 3 disposed on the second input shaft 2, Second gear drive gear 4 and fourth gear drive gear 15.
  • the driven gear includes a second-speed driven gear 8, a third-speed driven gear 11 and a first driven gear 12 disposed on the first output shaft 5, and a sixth-speed slave provided on the second output shaft 28.
  • the second-speed driven gear 8 meshes with the second-speed driving gear 4;
  • the third-speed driven gear 11 meshes with the third-and fifth-speed driving gear 16;
  • the first-speed driven gear 12 meshes with the first-speed driving gear 17;
  • the sixth-speed driven gear 24 meshes with the sixth-speed driving gear 3; the fourth-speed driven gear 22 meshes with the fourth-speed driving gear 15; the fifth-speed driven gear 18b meshes with the three-five-speed driving gear 16; The gear 20 meshes with the seventh speed drive gear 19.
  • the third and fifth gears of the transmission use a common drive gear to reduce the axial distance of the gearbox.
  • the first output shaft 5 and the second output shaft 28 are further provided with a pair of intermeshing reverse gear pairs for reverse gear, and the two gears of the reverse gear pair are all idle on the corresponding shaft.
  • the floating gear pair; the reverse gear pair is respectively: a reverse gear 10 provided on the first output shaft 5 and a reverse driven gear 18a provided on the second output shaft 28.
  • the reverse driven gear 18a and the fifth driven gear 18b are coaxially fixedly coupled together.
  • the first output shaft 5 and the second output shaft 28 are respectively provided with a plurality of forward speed synchronizers for controlling engagement and disengagement of the driven gear with the output shaft thereof.
  • the forward speed synchronizer includes a second speed synchronizer 7 disposed on the first output shaft 5 for controlling separation and engagement between the second speed driven gear 8 and the first output shaft 5.
  • the second-speed synchronizer 7 is disposed between the second-speed driven gear 8 and the main reduction-drive gear 6, and an alternative embodiment is that the second-speed synchronizer 7 is disposed at Between the second-speed driven gear 8 and the reverse gear 10.
  • the forward speed synchronizer includes a third speed synchronizer 13 disposed on the first output shaft 5 for controlling the first-speed driven gear 12 and the third-speed driven gear 11 to be separated and engaged with the first output shaft 5.
  • the third-speed synchronizer 13 is disposed between the first-speed driven gear 12 and the third-speed driven gear 11.
  • the forward speed synchronizer includes a four-speed synchronizer 23 disposed on the second output shaft 28 for controlling the fourth-speed driven gear 22 and the sixth-speed driven gear 24 to be separated and engaged with the second output shaft 28.
  • the four-six-speed synchronizer 23 is disposed between the fourth-speed driven gear 22 and the sixth-speed driven gear 24.
  • the forward speed synchronizer includes a five-seven-speed synchronizer 21 disposed on the second output shaft 28 for controlling the fifth-speed driven gear 18b and the seventh-speed driven gear 20 to be separated and engaged with the second output shaft 28.
  • the fifth-seven-speed synchronizer 21 is disposed between the fifth-speed driven gear 18b and the seventh-speed driven gear 20.
  • the reverse drive gear 10 on the first output shaft 5 is further provided with a reverse synchronizer 9 for realizing a plurality of reverse speed ratios for controlling the second-speed driven gear 8 and the reverse gear 10 Engaging and disengaging, the reverse synchronizer 9 is disposed between the second-speed driven gear 8 and the reverse gear 10.
  • the first output shaft 5 or the second output shaft 28 is provided with a stationary wheel 14 fixedly connected thereto, that is, the parking wheel 14 is fixed on one of the output shafts to ensure reliable parking when the P gear is engaged.
  • the radial dimension of the majority of the floating idler gears on the first output shaft 5 and the second output shaft 28 can be designed to be large enough to meet the synchronizer engagement when the synchronizer is engaged.
  • These idler gears include a second-speed driven gear 8, a reverse gear 10, a third-speed driven gear 11, a first driven gear 12, a fifth-speed driven gear 18b, a fourth-speed driven gear 22, and a sixth-speed driven gear. twenty four.
  • the synchronizer of the forward gear When the D gear is engaged, the synchronizer of the forward gear is engaged, so that the driven gear of the corresponding forward gear is interconnected with the output shaft of the corresponding gear, and then the clutch is switched to obtain the input torque, that is, by the combination of the proposed clutch and the synchronizer, Achieve seven forward gears.
  • the first file is implemented in the following ways:
  • the sliding sleeve of the third-speed synchronizer 13 is shifted right, the first clutch C1 is engaged, and the torque is sequentially transmitted to the first input shaft 1, the first-speed driving gear 17, the first-speed driven gear 12, and the first The output shaft 5, the first output shaft main reduction drive gear 6, and the main reduction driven gear 26.
  • the speed ratio can be optimized by adjusting the size of each gear.
  • the synchronizer of an odd gear position must be engaged at the same time, that is, at least one reverse gear can be realized, preferably a first gear synchronizer is engaged to obtain the maximum reverse gear ratio.
  • Reverse gear is achieved by:
  • the clutch C2 is engaged, the torque is sequentially transmitted to the second input shaft 2, the second-speed driving gear 4, and the second-speed driven gear 8; the reverse gear synchronizer 9 is engaged, and the reverse gear 10 and the second-speed driven gear 8 are transmitted at the same speed. Torque. The torque is transmitted to the reverse drive gear 10, to the reverse driven gear 18a, and then to the fifth driven gear 18b. At this time, the rotational speed direction of the fifth-speed driven gear 18b is opposite to that at the forward speed, and thus, four reverse speed ratios can be realized correspondingly in combination with different odd-numbered gears.
  • the torque is sequentially transmitted from the fifth-speed driven gear 18b to the three-five-speed driving gear 16, the first input shaft 1, the first-speed driving gear 17, and the first-speed driven gear 12; the sliding sleeve of the third-speed synchronizer 13 is shifted to the right,
  • the gear driven gear 12 rotates at the same speed as the first output shaft 5, transmits torque to the first output shaft main reduction drive gear 6, and finally to the main reduction driven gear 26.
  • This preferred solution achieves the maximum reverse speed ratio and does not require the operation of the synchronizer to achieve a first gear only by switching the input torque from the second clutch C2 to the first clutch C1.
  • the reverse speed ratio of the dual clutch transmission in the market is currently 14-18, and the reverse speed ratio of the solution can reach 20 or more.
  • An alternative reverse speed ratio can be achieved by engaging a synchronizer of odd gears other than the first gear, i.e., using a third, fifth or seventh gear pair to transmit torque.
  • First gear operation engine power shaft 29, first clutch C1, first input shaft 1, first gear drive gear 17, first gear driven gear 12, first gear synchronizer 13, first output shaft 5, first main reduction
  • the driving gear 6, the main reduction driven gear 26, and the differential 25 are provided.
  • Second gear operation engine power shaft 29, second clutch C2, second input shaft 2, second gear drive gear 4, second gear driven gear 8, second gear synchronizer 7, first output shaft 5, first main reduction initiative Gear 6, main reduction driven gear 26, differential 25.
  • Third gear operation engine power shaft 29, first clutch C1, first input shaft 1, three-five-speed drive gear 16, third gear driven gear 11, first and third gear synchronizer 13, first output shaft 5, first main reduction drive gear 6, main reduction driven gear 26, differential 25.
  • the preferred reverse running transmission route is: engine power shaft 29, second clutch C2, second input shaft 2, second gear drive gear 4, second gear driven gear 8, reverse gear synchronizer 9, reverse gear 10, down Gear driven gear 18a, fifth gear driven gear 18b, three-five gear drive gear 16, first input shaft 1, first gear drive gear 17, first gear driven gear 12, one-third gear synchronizer 13, first output shaft 5.
  • the first alternative reverse running transmission route is: engine power shaft 29, second clutch C2, second input shaft 2, second gear drive gear 4, second gear driven gear 8, reverse synchronizer 9, reverse gear 10 a reverse driven gear 18a, a fifth-speed driven gear 18b, a three-five-speed driving gear 16, a third-speed driven gear 11, a third-speed synchronizer 13, a first output shaft 5, and a first main reduction-drive gear 6,
  • the driven gear 26 and the differential 25 are mainly reduced.
  • the second alternative reverse running transmission route is: engine power shaft 29, second clutch C2, second input shaft 2, second gear drive gear 4, second gear driven gear 8, reverse gear synchronizer 9, reverse gear 10
  • the third alternative reverse running transmission route is: engine power shaft 29, second clutch C2, second input shaft 2, second gear drive gear 4, second gear driven gear 8, reverse gear synchronizer 9, reverse gear 10 , reverse driven gear 18a, fifth driven gear 18b, three-fifth driven gear 16, first input shaft 1, seven-speed driving gear 19, seven-speed driven gear 20, five-seven-speed synchronizer 21, second An output shaft 28, a second main reduction drive gear 27, and a main reduction driven gear 26, Differential 25.
  • the preferred reverse gear scheme enables a larger reverse speed ratio, while the alternative reverse gear scheme enables a smaller reverse speed ratio because the reverse speed range is expanded.

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

Abstract

一种汽车双离合器变速器，第一输出轴（5）和第二输出轴（28）上设有一对用于倒档的相互啮合的倒档齿轮副（10,18a），所述倒档齿轮副（10,18a）的两个齿轮均为空套在相应轴上的浮动齿轮；第一输出轴（5）上的倒档齿轮（10）还设有一个用于实现多个倒档速比的倒档同步器（9）。采用上述技术方案，与现有技术相比，采用两根输出轴，可以实现七个前进档、至少一个倒档及一个空档，且倒档速比较大；其轴向距离短，结构布置合理，满足了简单、紧凑的要求。

Description

一种汽车双离合器变速器 技术领域
本发明属于汽车变速器的技术领域，涉及一种汽车双离合器变速器。
背景技术
双离合器变速器采用双离合器结构和定轴齿轮传动，与液力自动变速器(AT，Automatic Transmission)和无级自动变速器(CVT，Continuously Variable Transmission)相比，其传动效率高，油耗低，同时解决了电控机械式自动变速器(AMT，Automated Manual Transmission)存在动力中断的缺点，极大地改善了驾驶舒适性。因此逐步成为变速箱行业发展的热点。
中国专利CN102308120A公开了一种七速双离合器变速器，该双离合器变速器在二档从动齿轮上设有大径齿轮和小径齿轮，大径齿轮与二档主动齿轮啮合，小径齿轮与倒档齿轮啮合，以实现倒档速比。显而易见，倒档齿轮的大小受限于第二输入轴的外径与第一输出轴的中心的距离，同时第一输出轴与第二输出轴的距离也限制了在此两轴上相互啮合的小径齿轮与倒档齿轮的速比，即倒档速比(输入转速/输出转速)较小。
发明内容
本发明提供一种汽车双离合器变速器，其目的是仅通过两根输出轴实现多个倒档比，且倒档速比较大，同时其结构布置合理、简单、紧凑。
为实现上述目的，本发明采取以下技术方案：
本发明的汽车双离合器变速器，包括第一离合器、第二离合器、第一输入轴、第二输入轴、第一输出轴、第二输出轴；
第二输入轴为空心轴，同轴地空套在第一输入轴上；
发动机动力轴通过第一离合器与第一输入轴接合或分离；发动机动力轴通过第二离合器与第二输入轴接合或分离；
第一输出轴和第二输出轴平行地布置在第二输入轴的两侧；
所述的第一输入轴和第二输入轴上分别设有多个与其紧固连接的主动齿轮，所述的第一输出轴和第二输出轴上分别设有多个空套在相应轴上的从动齿轮；所述的从动 齿轮与相应的主动齿轮啮合；
所述的第一输出轴上设有第一主减主动齿轮，第一主减主动齿轮与差速器上的主减从动齿轮啮合；所述的第二输出轴设有第二主减主动齿轮，第二主减主动齿轮也与所述的主减从动齿轮啮合；
所述的第一输出轴和第二输出轴上分别设有用于控制所述的从动齿轮与其所在的输出轴之间接合和分离的前进档同步器；
所述的第一输出轴和第二输出轴上还设有一对用于倒档的相互啮合的倒档齿轮副，所述倒档齿轮副的两个齿轮均为空套在相应轴上的浮动齿轮；
位于所述的第一输出轴上的倒档驱动齿轮还设有一个用于实现多个倒档速比的倒档同步器。
所述的主动齿轮包括设在第一输入轴上的三五档主动齿轮、一档主动齿轮及七档主动齿轮，以及设在第二输入轴上的六档主动齿轮、二档主动齿轮及四档主动齿轮；
所述的从动齿轮包括设在第一输出轴上的二档从动齿轮、三档从动齿轮和一档从动齿轮，以及设在第二输出轴上的六档从动齿轮、四档从动齿轮、五档从动齿轮和七档从动齿轮；
所述二档从动齿轮与二档主动齿轮啮合；三档从动齿轮与三五档主动齿轮啮合；一档从动齿轮与一档主动齿轮啮合；
所述的六档从动齿轮与六档主动齿轮啮合；四档从动齿轮与四档主动齿轮啮合；五档从动齿轮与三五档主动齿轮啮合；七档从动齿轮与七档主动齿轮啮合。
所述的倒档齿轮副的两个齿轮分别为：设在第一输出轴上的倒档齿轮和设在第二输出轴上的倒档从动齿轮。
所述的倒档从动齿轮及五档从动齿轮同轴固定连接在一起。
所述的前进档同步器包括设在第一输出轴上的用于控制二档从动齿轮与第一输出轴分离和接合的二档同步器；所述的二档同步器被设置在所述的二档从动齿轮和主减主动齿轮之间或者在所述的二档从动齿轮和倒档齿轮之间。
所述的倒档同步器设置在所述的二档从动齿轮和倒档齿轮之间，用于控制所述的二档从动齿轮与倒档齿轮的接合和分离。
所述的前进档同步器包括设在第一输出轴上、用于控制一档从动齿轮和三档从动齿轮与第一输出轴分离和接合的一三档同步器，所述的一三档同步器设置在所述的一档从动齿轮和三档从动齿轮之间。
所述的前进档同步器包括设在第二输出轴上、用于控制四档从动齿轮和六档从动 齿轮与第二输出轴分离和接合的四六档同步器，所述的四六档同步器设置在所述的四档从动齿轮和六档从动齿轮之间。
所述的前进档同步器包括设在第二输出轴上、用于控制五档从动齿轮和七档从动齿轮与第二输出轴分离和接合的五七档同步器，所述的五七档同步器设置在所述的五档从动齿轮和七档从动齿轮之间。
所述的一档从动齿轮、二档从动齿轮、三档从动齿轮、四档从动齿轮、五档从动齿轮、六档从动齿轮及倒档齿轮的径向尺寸使得相应的同步器的滑套可部分地嵌入相应的齿部内。
所述的第一输出轴或者第二输出轴上设有与其固定连接的驻车轮。
本发明采用上述技术方案，与现有技术相比，采用两根输出轴，可以实现七个前进档、至少一个倒档及一个空档，且倒档速比较大；其轴向距离短，结构布置合理，满足了简单、紧凑的要求。
下面结合附图和具体实施例，对本发明的技术方案进行详细地说明。
附图说明
图1为本发明传动机构的展开示意图；
图2为图1所示结构的侧面示意图。
图中标记为：
1、第一输入轴，2、第二输入轴，3、六档主动齿轮，4、二档主动齿轮，5、第一输出轴(A1)，6、第一输出轴主减主动齿轮，7、二档同步器(S2)，8、二档从动齿轮，9、倒档同步器(SR)，10、倒档齿轮，11、三档从动齿轮，12、一档从动齿轮，13、一三档同步器(S13)，14、驻车轮，15、四档主动齿轮，16、三五档主动齿轮，17、一档主动齿轮，18、五倒档从动齿轮，18a、倒档从动齿轮，18b、五档从动齿轮，19、七档主动齿轮，20、七档从动齿轮，21、五七档同步器(S57)，22、四档从动齿轮，23、四六档同步器(S46)，24、六档从动齿轮，25、差速器，26、主减从动齿轮，27、第二输出轴主减主动齿轮，28、第二输出轴(A2)，29、发动机动力轴，C1、第一离合器，C2、第二离合器，D1、一档，D2、二档，D3、三档，D4、四档，D5、五档，D6、六档，D7、七档，R、倒档。
具体实施方式
下面对照附图，通过对实施例的描述，对本发明的具体实施方式作进一步详细的 说明，以帮助本领域的技术人员对本发明的发明构思、技术方案有更完整、准确和深入的理解。
如图1、图2所示，是本发明的一种汽车双离合器变速器结构。具体地说，是用于发动机横置前驱汽车的七速双离合器变速器。该变速器包括两个离合器、两根传动轴、两根驱动轴和一个差速器。具体包括第一输入轴1、第二输入轴2；第一离合器C1、第二离合器C2；第一输出轴5、第二输出轴28、差速器25；
第二输入轴2为空心轴，同轴地空套在第一输入轴1上；
发动机动力轴29通过第一离合器C1与第一输入轴1接合或分离；发动机动力轴29通过第二离合器C2与第二输入轴2接合或分离，实现动力传递；
第一输出轴5和第二输出轴28平行地布置在第二输入轴2的两侧；
差速器25输入端设有主减从动齿轮26；第一输出轴5上设有第一主减主动齿轮6，第二输出轴28设有第二主减主动齿轮27。即：第一主减主动齿轮6与主减从动齿轮26啮合；第二主减主动齿轮27与也与主减从动齿轮26啮合。
为了解决现有技术存在的问题并克服其缺陷，实现结构布置合理、简单、紧凑的发明目的，本发明采取的技术方案为：
如图1、图2所示，本发明的汽车双离合器变速器，所述的第一输入轴1和第二输入轴2上分别设有多个与其紧固连接的主动齿轮，所述的第一输出轴5和第二输出轴28上分别设有多个空套在相应轴上的从动齿轮；所述的从动齿轮与相应的主动齿轮啮合。
所述的主动齿轮包括设在第一输入轴1上的三五档主动齿轮16、一档主动齿轮17及七档主动齿轮19，以及设在第二输入轴2上的六档主动齿轮3、二档主动齿轮4及四档主动齿轮15。
所述的从动齿轮包括设在第一输出轴5上的二档从动齿轮8、三档从动齿轮11和一档从动齿轮12，以及设在第二输出轴28上的六档从动齿轮24、四档从动齿轮22、五档从动齿轮18b和七档从动齿轮20；
所述二档从动齿轮8与二档主动齿轮4啮合；三档从动齿轮11与三五档主动齿轮16啮合；一档从动齿轮12与一档主动齿轮17啮合；
所述的六档从动齿轮24与六档主动齿轮3啮合；四档从动齿轮22与四档主动齿轮15啮合；五档从动齿轮18b与三五档主动齿轮16啮合；七档从动齿轮20与七档主动齿轮19啮合。
变速器第三和第五档采用共用主动齿轮，可以缩短变速箱的轴向距离。
所述的第一输出轴5和第二输出轴28上还设有一对用于倒档的相互啮合的倒档齿轮副，所述倒档齿轮副的两个齿轮均为空套在相应轴上的浮动齿轮；倒档齿轮副分别为：设在第一输出轴5上的倒档齿轮10和设在第二输出轴28上的倒档从动齿轮18a。
所述的倒档从动齿轮18a及五档从动齿轮18b同轴固定连接在一起。
所述的第一输出轴5和第二输出轴28上分别设有多个用于控制所述的从动齿轮与其所在的输出轴接合和分离的前进档同步器。
所述的前进档同步器包括设在第一输出轴5上的、用于控制二档从动齿轮8与第一输出轴5之间分离和接合的二档同步器7。在优选的实施方式中，二档同步器7被设置在所述的二档从动齿轮8和主减主动齿轮6之间，备选的实施方式为：所述的二档同步器7设置在所述的二档从动齿轮8和倒档齿轮10之间。
所述的前进档同步器包括设在第一输出轴5上的、用于控制一档从动齿轮12和三档从动齿轮11与第一输出轴5分离和接合的一三档同步器13；所述的一三档同步器13被设置在所述的一档从动齿轮12和三档从动齿轮11之间。
所述的前进档同步器包括设在第二输出轴28上的、用于控制四档从动齿轮22和六档从动齿轮24与第二输出轴28分离和接合的四六档同步器23；所述的四六档同步器23被设置在所述的四档从动齿轮22和六档从动齿轮24之间。
所述的前进档同步器包括设在第二输出轴28上的、用于控制五档从动齿轮18b和七档从动齿轮20与第二输出轴28分离和接合的五七档同步器21；所述的五七档同步器21被设置在所述的五档从动齿轮18b和七档从动齿轮20之间。
位于第一输出轴5的倒档驱动齿轮10上还设有一个用于实现多个倒档速比的倒档同步器9，用于控制所述的二档从动齿轮8与倒档齿轮10接合和分离，所述的倒档同步器9被设置在所述的二档从动齿轮8和倒档齿轮10之间。
所述的第一输出轴5或者第二输出轴28上设有与其固定连接的驻车轮14，即：驻车轮14固定在其中一根输出轴上，以保证挂P档时可靠驻车。
为减少轴向长度，第一输出轴5和第二输出轴28上的大部分浮动的空套齿轮的径向尺寸可被设计成足够大，以满足同步器接合时，同步器的滑套可部分地嵌入齿轮内部。这些空套齿轮包括二档从动齿轮8、倒档齿轮10、三档从动齿轮11、一档从动齿轮12、五档从动齿轮18b、四档从动齿轮22和六档从动齿轮24。
挂入D档时，接合前进档位的同步器，使对应的前进档位的从动齿轮与其所在的输出轴互联，然后切换离合器获得输入扭矩，即通过建议的离合器和同步器的组合，可以实现七个前进档。
一档通过以下方式实现：
如图1所示，右移一三档同步器13的滑套，接合第一离合器C1，将扭矩依次传递至第一输入轴1、一档主动齿轮17、一档从动齿轮12、第一输出轴5、第一输出轴主减主动齿轮6和主减从动齿轮26。通过调整各齿轮的尺寸可以实现速比的最优化。
相似地，其它前进档位通过接合对应的同步器和离合器实现。
挂入R档时，除接合倒档同步器9外，需同时接合某一奇数档位的同步器，即至少可以实现一个倒档，优选接合一档同步器，以获得最大的倒档速比。
倒档通过以下方式实现：
接合离合器C2，将扭矩依次传递至第二输入轴2、二档主动齿轮4、二档从动齿轮8；接合倒档同步器9，倒档齿轮10与二档从动齿轮8同速转动传递扭矩。扭矩传递到倒档主动齿轮10，再到倒档从动齿轮18a，再到五档从动齿轮18b。此时，五档从动齿轮18b的转速方向与其在前进档时相反，至此，具体对应结合不同的奇数档可以实现四个倒档速比。
优选的倒档实施方式如下：
扭矩由五档从动齿轮18b依次传递至三五档主动齿轮16、第一输入轴1、一档主动齿轮17和一档从动齿轮12；右移一三档同步器13的滑套，一档从动齿轮12与第一输出轴5同速转动，传递扭矩至第一输出轴主减主动齿轮6，最终传至主减从动齿轮26。
此优选方案可以获得最大的倒档速比，并且无需操作同步器，仅将输入扭矩由第二离合器C2切换至第一离合器C1即可实现一档。目前市场中的双离合器变速器的倒档速比范围为14-18，该方案的倒档速比可达到20以上。
备选的倒档速比可通过接合除一档外的其它奇数档位的同步器实现，即使用三档、五档或七档齿轮副传递扭矩。
综上所述，本发明的各档位的具体扭矩传递路线分别为：
一档运行：发动机动力轴29，第一离合器C1，第一输入轴1，一档主动齿轮17，一档从动齿轮12，一三档同步器13，第一输出轴5，第一主减主动齿轮6，主减从动齿轮26，差速器25。
二档运行：发动机动力轴29，第二离合器C2、第二输入轴2，二档主动齿轮4，二档从动齿轮8，二档同步器7，第一输出轴5，第一主减主动齿轮6，主减从动齿轮26，差速器25。
三档运行：发动机动力轴29，第一离合器C1、第一输入轴1，三五档主动齿轮 16，三档从动齿轮11，一三档同步器13，第一输出轴5，第一主减主动齿轮6，主减从动齿轮26，差速器25。
四档运行：发动机动力轴29，第二离合器C2、第二输入轴2，四档主动齿轮15，四档从动齿轮22，四六档同步器23，第二输出轴28，第二主减主动齿轮27，主减从动齿轮26，差速器25。
五档运行：发动机动力轴29，第一离合器C1、第一输入轴1，三五档主动齿轮16，五档从动齿轮18b，五七档同步器21，第二输出轴28，第二主减主动齿轮27，主减从动齿轮26，差速器25。
六档运行：发动机动力轴29，第二离合器C2、第二输入轴2，六档主动齿轮3，六档从动齿轮24，四六档同步器23，第二输出轴28，第二主减主动齿轮27，主减从动齿轮26，差速器25。
七档运行：发动机动力轴29，第一离合器C1，第一输入轴1，七档主动齿轮19，七档从动齿轮20，五七档同步器21，第二输出轴28，第二主减主动齿轮27，主减从动齿轮26，差速器25。
优选的倒档运行传动路线为：发动机动力轴29，第二离合器C2、第二输入轴2，二档主动齿轮4，二档从动齿轮8，倒档同步器9，倒档齿轮10，倒档从动齿轮18a，五档从动齿轮18b，三五档主动齿轮16，第一输入轴1，一档主动齿轮17，一档从动齿轮12，一三档同步器13，第一输出轴5，第一主减主动齿轮6，主减从动齿轮26，差速器25。
第一备选倒档运行传动路线为：发动机动力轴29，第二离合器C2、第二输入轴2，二档主动齿轮4，二档从动齿轮8，倒档同步器9，倒档齿轮10，倒档从动齿轮18a，五档从动齿轮18b，三五档主动齿轮16，三档从动齿轮11，一三档同步器13，第一输出轴5，第一主减主动齿轮6，主减从动齿轮26，差速器25。
第二备选倒档运行传动路线为：发动机动力轴29，第二离合器C2、第二输入轴2，二档主动齿轮4，二档从动齿轮8，倒档同步器9，倒档齿轮10，倒档从动齿轮18a，五档从动齿轮18b，五七档同步器21，第二输出轴28，第二主减主动齿轮27，主减从动齿轮26，差速器25。
第三备选倒档运行传动路线为：发动机动力轴29，第二离合器C2、第二输入轴2，二档主动齿轮4，二档从动齿轮8，倒档同步器9，倒档齿轮10，倒档从动齿轮18a，五档从动齿轮18b，三五档主动齿轮16，第一输入轴1，七档主动齿轮19，七档从动齿轮20，五七档同步器21，第二输出轴28，第二主减主动齿轮27，主减从动齿轮26， 差速器25。
优选的倒档方案能实现较大的倒档速比，而备选的倒档方案能实现较小的倒档速比，因为扩大了倒档车速范围。
以上结合附图对本发明进行了示例性描述。显然，本发明具体实现并不受上述方式的限制，只要采用了本发明的方法构思和技术方案进行的各种非实质性的改进，或未经改进将本发明的构思和技术方案直接应用于其它场合的，均在本发明的保护范围之内。

Claims (11)

  1. 一种汽车双离合器变速器，包括第一离合器(C1)、第二离合器(C2)、第一输入轴(1)、第二输入轴(2)、第一输出轴(5)、第二输出轴(28)；
    第二输入轴(2)为空心轴，同轴地空套在第一输入轴(1)上；
    发动机动力轴(29)通过第一离合器(C1)与第一输入轴(1)接合或分离；发动机动力轴(29)通过第二离合器(C2)与第二输入轴(2)接合或分离；
    第一输出轴(5)和第二输出轴(28)平行地布置在第二输入轴(2)的两侧；
    所述的第一输入轴(1)和第二输入轴(2)上分别设有多个与其紧固连接的主动齿轮，所述的第一输出轴(5)和第二输出轴(28)上分别设有多个空套在相应轴上的从动齿轮；所述的从动齿轮与相应的主动齿轮啮合；
    所述的第一输出轴(5)上设有第一主减主动齿轮(6)，第一主减主动齿轮(6)与差速器(25)上的主减从动齿轮(26)啮合；所述的第二输出轴(28)设有第二主减主动齿轮(27)，第二主减主动齿轮(27)与所述的主减从动齿轮(26)啮合；
    所述的第一输出轴(5)和第二输出轴(28)上分别设有用于控制所述的从动齿轮与其所在的输出轴之间接合和分离的前进档同步器；
    其特征在于：
    所述的第一输出轴(5)和第二输出轴(28)上还设有一对用于倒档的相互啮合的倒档齿轮副，所述倒档齿轮副的两个齿轮均为空套在相应轴上的浮动齿轮；
    倒档齿轮(10)上还设有一个用于实现多个倒档速比的倒档同步器(9)。
  2. 按照权利要求1所述的汽车双离合器变速器，其特征在于：
    所述的主动齿轮包括设在第一输入轴(1)上的三五档主动齿轮(16)、一档主动齿轮(17)及七档主动齿轮(19)，以及设在第二输入轴(2)上的六档主动齿轮(3)、二档主动齿轮(4)及四档主动齿轮(15)；
    所述的从动齿轮包括设在第一输出轴(5)上的二档从动齿轮(8)、三档从动齿轮(11)和一档从动齿轮(12)，以及设在第二输出轴(28)上的六档从动齿轮(24)、四档从动齿轮(22)、五档从动齿轮(18b)和七档从动齿轮(20)；
    所述二档从动齿轮(8)与二档主动齿轮(4)啮合；三档从动齿轮(11)与三五档主动齿轮(16)啮合；一档从动齿轮(12)与一档主动齿轮(17)啮合；
    所述的六档从动齿轮(24)与六档主动齿轮(3)啮合；四档从动齿轮(22)与四档主动齿轮(15)啮合；五档从动齿轮(18b)与三五档主动齿轮(16)啮合；七档从 动齿轮(20)与七档主动齿轮(19)啮合。
  3. 按照权利要求2所述的汽车双离合器变速器，其特征在于：所述的倒档齿轮副的两个齿轮分别为：设在第一输出轴(5)上的倒档齿轮(10)和设在第二输出轴(28)上的倒档从动齿轮(18a)。
  4. 按照权利要求3所述的汽车双离合器变速器，其特征在于：所述的倒档从动齿轮(18a)及五档从动齿轮(18b)同轴固定连接在一起。
  5. 按照权利要求2所述的汽车双离合器变速器，其特征在于：所述的前进档同步器包括设在第一输出轴(5)上的用于控制二档从动齿轮(8)与第一输出轴(5)分离和接合的二档同步器(7)；所述的二档同步器(7)被设置在所述的二档从动齿轮(8)和主减主动齿轮(6)之间或者在所述的二档从动齿轮(8)和倒档齿轮(10)之间。
  6. 按照权利要求2所述的汽车双离合器变速器，其特征在于：所述的倒档同步器(9)设置在所述的二档从动齿轮(8)和倒档齿轮(10)之间，用于控制所述的二档从动齿轮(8)与倒档齿轮(10)的接合和分离。
  7. 按照权利要求2所述的汽车双离合器变速器，其特征在于：所述的前进档同步器包括设在第一输出轴(5)上、用于控制一档从动齿轮(12)和三档从动齿轮(11)与第一输出轴(5)分离和接合的一三档同步器(13)，所述的一三档同步器(13)设置在所述的一档从动齿轮(12)和三档从动齿轮(11)之间。
  8. 按照权利要求2所述的汽车双离合器变速器，其特征在于：所述的前进档同步器包括设在第二输出轴(28)上、用于控制四档从动齿轮(22)和六档从动齿轮(24)与第二输出轴(28)分离和接合的四六档同步器(23)，所述的四六档同步器(23)设置在所述的四档从动齿轮(22)和六档从动齿轮(24)之间。
  9. 按照权利要求2所述的汽车双离合器变速器，其特征在于：所述的前进档同步器包括设在第二输出轴(28)上、用于控制五档从动齿轮(18b)和七档从动齿轮(20)与第二输出轴(28)之间分离和接合的五七档同步器(21)，所述的五七档同步器(21) 设置在所述的五档从动齿轮(18b)和七档从动齿轮(20)之间。
  10. 按照权利要求2所述的汽车双离合器变速器，其特征在于：所述的一档从动齿轮(12)、二档从动齿轮(8)、三档从动齿轮(11)、四档从动齿轮(22)、五档从动齿轮(18b)、六档从动齿轮(24)及倒档齿轮(10)的径向尺寸使得相应的同步器的滑套可部分地嵌入相应的齿部内。
  11. 按照权利要求1所述的汽车双离合器变速器，其特征在于：所述的第一输出轴(5)或者第二输出轴(28)上设有与其固定连接的驻车轮(14)。
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