阅读说明：本技术 十挡双离合变速器及车辆 (Ten keep off two separation and reunion derailleurs and vehicle ) 是由 赵虹桥 黄波 谢天礼 凌晓明 刘学武 于 2020-05-18 设计创作，主要内容包括：本发明提供一种十挡双离合变速器及车辆,该十挡双离合变速器包括第二主减齿轮、差速器齿圈、差速器、8挡从动齿轮、4挡从动齿轮、过渡从动齿轮、3挡从动齿轮、9挡从动齿轮、第二输出轴、4挡主动齿轮、过渡主动齿轮、5挡主动齿轮、内输入轴、7/9挡主动齿轮、3挡主动齿轮、第一输出轴、7挡从动齿轮、5挡从动齿轮、2挡从动齿轮、第三输出轴、倒挡齿轮、第三主减齿轮、第一主减齿轮、6挡从动齿轮、2挡主动齿轮、6/8挡主动齿轮、第二离合器、第一离合器、外输入轴及同步装置。该十挡双离合变速器极大地缩短双离合器变速器的整体长度,能够应用到前横置前驱的车辆。(The invention provides a ten-gear double-clutch transmission and a vehicle, wherein the ten-gear double-clutch transmission comprises a second main reduction gear, a differential gear ring, a differential, an 8-gear driven gear, a 4-gear driven gear, a transition driven gear, a 3-gear driven gear, a 9-gear driven gear, a second output shaft, a 4-gear driving gear, a transition driving gear, a 5-gear driving gear, an inner input shaft, an 7/9-gear driving gear, a 3-gear driving gear, a first output shaft, a 7-gear driven gear, a 5-gear driven gear, a 2-gear driven gear, a third output shaft, a reverse gear, a third main reduction gear, a first main reduction gear, a 6-gear driven gear, a 2-gear driving gear, a 6/8-gear driving gear, a second clutch, a first clutch, an outer input shaft and a synchronizer. The ten-gear double-clutch transmission greatly shortens the whole length of the double-clutch transmission and can be applied to front-transverse front-drive vehicles.)

1. The utility model provides a ten grades of double clutch transmissions, a serial communication port, including second owner subtract gear (1), differential ring gear (2), differential mechanism (3), 8 grades of driven gear (4), 4 grades of driven gear (6), transition driven gear (7), 3 grades of driven gear (9), 9 grades of driven gear (11), second output shaft (12), 4 grades of driving gear (13), transition driving gear (14), 5 grades of driving gear (15), interior input shaft (16), 7/9 grades of driving gear (17), 3 grades of driving gear (18), first output shaft (19), 7 grades of driven gear (20), 5 grades of driven gear (22), 2 grades of driven gear (23), third output shaft (24), reverse gear (25), third owner subtracts gear (27), first owner subtracts gear (29), 6 grades of driven gear (30), 2 grades of driving gear (31), 6/8 gear driving gear (32), second clutch (34), first clutch (35), external input shaft (36) and synchronizer;

the outer input shaft (36) and the inner input shaft (16) are coaxially nested, the inner input shaft (16) is connected with a power source (33) through a first clutch (35), the outer input shaft (36) is connected with the power source (33) through a second clutch (34), the 6/8 gear driving gear (32), the 2 gear driving gear (31) and the 4 gear driving gear (13) are sequentially fixed on the outer input shaft (36) in a direction away from the power source (33), and the transition driving gear (14), the 5 gear driving gear (15), the 3 gear driving gear (18) and the 7/9 gear driving gear (17) are sequentially fixed on the inner input shaft (16) in a direction away from the power source (33);

the first output shaft (19) is sequentially sleeved with the 6-gear driven gear (30), the 2-gear driven gear (23), the 5-gear driven gear (22) and the 7-gear driven gear (20) in an empty way in the direction away from the power source (33), the 8-gear driven gear (4), the 4-gear driven gear (6), the transition driven gear (7), the 3-gear driven gear (9) and the 9-gear driven gear (11) are sequentially sleeved on the second output shaft (12) in a direction away from the power source (33) in an empty mode, the reverse gear (25) is sleeved on the third output shaft (24), the first main reduction gear (29) is fixed on the first output shaft (19), the second main reduction gear (1) is fixed on the second output shaft (12), the third main reduction gear (27) is fixed on the third output shaft (24); the 2-gear driven gear (23) is simultaneously meshed with the 2-gear driving gear (31) and the reverse gear (25), the transition driving gear (14) is meshed with the transition driven gear (7), the 3-gear driving gear (18) is meshed with the 3-gear driven gear (9), the 4-gear driving gear (13) is meshed with the 4-gear driven gear (6), the 5-gear driving gear (15) is meshed with the 5-gear driven gear (22), the 6/8 gear driving gear (32) is meshed with the 6 gear driven gear (30) and the 8 gear driven gear (4) simultaneously, the 7/9-gear driving gear (17) is meshed with the 7-gear driven gear (20) and the 9-gear driven gear (11) simultaneously, the differential gear ring (2) is simultaneously meshed with the first main reduction gear (29), the second main reduction gear (1) and the third main reduction gear (27);

a synchronizer for controlling the engagement and disengagement of each idler gear with the shaft on which it is located to achieve ten forward gears and a reverse gear.

2. The ten-gear double-clutch transmission according to claim 1, characterized in that it further comprises a hollow shaft (37) coaxially fitted over the second output shaft (12), the 4-gear driven gear (6) being fixed to the hollow shaft (37), the transition driven gear (7) being idly fitted over the hollow shaft (37).

3. The ten-speed double-clutch transmission according to claim 2, characterized in that the synchronizing means comprise a first synchronizer (5), a second synchronizer (8), a third synchronizer (10), a fourth synchronizer (21), a fifth synchronizer (28) and a sixth synchronizer (26), the first synchronizer (5) and the third synchronizer (10) are provided on the second output shaft (12), the fourth synchronizer (21) and the fifth synchronizer (28) are provided on the first output shaft (19), the second synchronizer (8) is provided on the hollow shaft (37), and the sixth synchronizer (26) is provided on the third output shaft (24);

the first synchronizer (5) is positioned between the 4-gear driven gear (6) and the 8-gear driven gear (4) and is used for controlling the combination and the separation of the 4-gear driven gear (6) and the 8-gear driven gear (4) and the second output shaft (12);

the second synchronizer (8) is positioned between the 3-gear driven gear (9) and the transition driven gear (7) and is used for controlling the connection and disconnection of the transition driven gear (7) and the hollow shaft (37);

the third synchronizer (10) is positioned between the 3-gear driven gear (9) and the 9-gear driven gear (11) and is used for controlling the combination and the separation of the 3-gear driven gear (9) and the 9-gear driven gear (11) and the second output shaft (12);

the fourth synchronizer (21) is positioned between the 7-gear driven gear (20) and the 5-gear driven gear (22) and is used for controlling the combination and the separation of the 7-gear driven gear (20) and the 5-gear driven gear (22) and the first output shaft (19);

the fifth synchronizer (28) is positioned between the 6-gear driven gear (30) and the 2-gear driven gear (23) and is used for controlling the connection and disconnection of the 6-gear driven gear (30) and the 2-gear driven gear (23) and the first output shaft (19);

the sixth synchronizer (26) is used for controlling the combination and the separation of the reverse gear (25) and the third output shaft (24).

4. The ten-speed double-clutch transmission according to claim 3, characterized in that the first main reduction gear (29), the 6-speed driven gear (30), the fifth synchronizer (28), the 2-speed driven gear (23), the 5-speed driven gear (22), the fourth synchronizer (21) and the 7-speed driven gear (20) are sequentially arranged in a direction away from the power source (33);

the second main reduction gear (1), the 8-gear driven gear (4), the first synchronizer (5), the 4-gear driven gear (6), the transition driven gear (7), the second synchronizer (8), the 3-gear driven gear (9), the third synchronizer (10) and the 9-gear driven gear (11) are sequentially arranged in a direction far away from the power source (33);

the third main reduction gear (27), the sixth synchronizer (26) and the reverse gear (25) are sequentially arranged in a direction away from the power source (33).

5. A ten-speed double clutch transmission according to claim 3, characterised in that the hubs of the first and third synchronisers (5, 10) are splined on the second output shaft (12);

the gear hubs of the fourth synchronizer (21) and the fifth synchronizer (28) are connected to the first output shaft (19) through splines;

the hub of the sixth synchronizer (26) is splined to the third output shaft (24);

the gear hub of the second synchronizer (8) is fixed on the 4-gear driven gear (6) in a welding, spline, interference press-fitting or integrated forming mode; alternatively, the hub of the second synchronizer (8) is splined to the hollow shaft (37).

6. The ten-speed double-clutch transmission according to claim 1, characterized in that the 2-speed drive gear (31), the 2-speed driven gear (23) and the reverse gear (25) are coplanar gear sets, the 6/8-speed drive gear (32), the 6-speed driven gear (30) and the 8-speed driven gear (4) are coplanar gear sets, the 7/9-speed drive gear (17), the 7-speed driven gear (20) and the 9-speed driven gear (11) are coplanar gear sets, and the differential ring gear (2), the first main reduction gear (29), the second main reduction gear (1) and the third main reduction gear (27) are coplanar gear sets.

7. The ten-speed dual clutch transmission according to claim 3, wherein the first-speed power transmission route of the ten-speed dual clutch transmission is:

the second synchronizer (8) is combined with the transition driven gear (7), the fifth synchronizer (28) is combined with the 2-gear driven gear (23), the first clutch (35) is closed, the torque provided by the power source (33) is transmitted to the inner input shaft (16) through the first clutch (35), transmitted to the transition driven gear (7) through the transition driving gear (14) fixed on the inner input shaft (16), transmitted to the 4-gear driven gear (6) through the combination of the second synchronizer (8) and the transition driven gear (7), transmitted to the 4-gear driven gear (6), transmitted to the 4-gear driving gear (13) through the 4-gear driving gear (13), transmitted to the 2-gear driving gear (31) through the outer input shaft (36), transmitted to the 2-gear driven gear (23) through the 2-gear driving gear (31), and transmitted to the first gear through the combination of the fifth synchronizer (28) and the 2-gear driven gear (23) And a first main reduction gear (29) on the output shaft (19) passes through the differential gear ring (2) and finally the differential (3) outputs power.

8. The ten-speed dual clutch transmission according to claim 3, characterized in that the ten-speed power transmission route of the ten-speed dual clutch transmission is:

the second synchronizer (8) is combined with a transition gear (7), the third synchronizer (10) is combined with a 9-gear driven gear (11), the second clutch (33) is closed, the torque provided by the power source (32) is transmitted to an outer input shaft (35) through the second clutch (33), then is transmitted to a 4-gear driven gear (6) through a 4-gear driving gear (13) fixed on the outer input shaft (35), then is transmitted to the transition driven gear (7) through the combination of the second synchronizer (8) and the transition driven gear (7), then is transmitted to a transition driving gear (14) through the transition driven gear (7), then is transmitted to an 7/9-gear driving gear (17) through an inner input shaft (16) through the transition driving gear (14), and then is transmitted to the 9-gear driven gear (11) through the 7/9-gear driving gear (17), and then the torque is transmitted to a second main reduction gear (1) on a second output shaft (12) through the combination of the third synchronizer (10) and the 9-gear driven gear (11), then passes through the differential gear ring (2), and finally the power is output by the differential (3).

9. The ten-speed dual clutch transmission of claim 3, wherein the reverse power transmission path of the ten-speed dual clutch transmission is:

the sixth synchronizer (26) is combined with the reverse gear (25), the second clutch (34) is closed, the torque provided by the power source (33) is transmitted to the outer input shaft (36) through the second clutch (34), transmitted to the 2-gear driven gear (23) through the 2-gear driving gear (31) fixed on the outer input shaft (36), transmitted to the reverse gear (25) through the 2-gear driven gear (23), transmitted to the third main reduction gear (27) on the third output shaft (24) through the combination of the sixth synchronizer (26) and the reverse gear (25), transmitted to the differential gear ring (2), and finally output by the differential (3).

10. A vehicle comprising a ten speed dual clutch transmission according to any of claims 1 to 9.

Technical Field

The invention belongs to the technical field of vehicle transmissions, and particularly relates to a ten-gear double-clutch transmission and a vehicle.

Background

The double-clutch type automatic transmission integrates two gearboxes and two clutches into a gearbox shell, two inner input shafts and two outer input shafts which are rotatably sleeved are respectively connected with one clutch, the two input shafts respectively transmit power of two gearbox speed groups, and a gear shifting program is completed by automatic switching between the two clutches, so that the continuity of the power in the gear shifting process can be realized, namely, the power is not interrupted in the gear shifting process, the defect of AMT gear shifting impact is overcome, the power of an engine can be always transmitted to wheels in the gear shifting process of a vehicle, the gear shifting is rapid and stable, the acceleration of the vehicle is ensured, and the rapid deceleration condition caused by gear shifting is not generated any more by the vehicle, and the running comfort of the vehicle is greatly improved. However, since the conventional double clutch type automatic transmission mostly uses dual output shafts or a single output shaft and uses a common drive gear or a linearly arranged gear train, its axial dimension is long, so that it is difficult to adopt the above-mentioned transmission for a vehicle such as a front transverse engine or a front wheel drive, particularly a small vehicle, because its installation space is limited, and it is difficult to work the engine in an optimum working area because of its few gears for shifting, thereby adversely affecting the power performance and economy of the whole vehicle.

There is a twin-clutch manual transmission which includes a first input shaft and a second input shaft to which engine rotation is selectively input via separate clutches. A first gearset associated with the first gearbox speed grouping is located between the countershaft and an aft end of the projecting first input shaft. A second gearset associated with a second gearbox speed grouping is located between the second input shaft and the layshaft. The gearbox realizes the speed reduction transmission between the input shaft and the output shaft through only one auxiliary shaft.

Therefore, the conventional double-clutch automatic transmission generally adopts a structural form of a single output shaft or double output shafts, and the whole length of the transmission is long, so that the transmission is difficult to apply to front-transverse front-drive vehicle types. Moreover, the structural form of the single output shaft or the double output shafts leads to that the existing double-clutch automatic transmission has a larger structure, and has fewer gears which can be arranged under the condition of the same transmission size, so that the engine is not beneficial to work in the best region.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: the ten-gear double-clutch transmission and the vehicle are provided, aiming at the problems that the existing double-clutch automatic transmission is long in overall length and difficult to apply to a front transverse front-drive vehicle type.

In order to solve the technical problem, in one aspect, an embodiment of the present invention provides a ten-gear dual-clutch transmission, including a second main reduction gear, a differential gear ring, a differential, an 8-gear driven gear, a 4-gear driven gear, a transition driven gear, a 3-gear driven gear, a 9-gear driven gear, a second output shaft, a 4-gear driving gear, a transition driving gear, a 5-gear driving gear, an inner input shaft, an 7/9-gear driving gear, a 3-gear driving gear, a first output shaft, a 7-gear driven gear, a 5-gear driven gear, a 2-gear driven gear, a third output shaft, a reverse gear, a third main reduction gear, a first main reduction gear, a 6-gear driven gear, a 2-gear driving gear, a 6/8-gear driving gear, a second clutch, a first clutch, an outer input shaft, and a synchronizer;

the outer input shaft and the inner input shaft are coaxially nested, the inner input shaft is connected with a power source through a first clutch, the outer input shaft is connected with the power source through a second clutch, the 6/8 gear driving gear, the 2 gear driving gear and the 4 gear driving gear are sequentially fixed on the outer input shaft in a direction far away from the power source, and the transition driving gear, the 5 gear driving gear, the 3 gear driving gear and the 7/9 gear driving gear are sequentially fixed on the inner input shaft in a direction far away from the power source;

the first output shaft is sequentially sleeved with the 6-gear driven gear, the 2-gear driven gear, the 5-gear driven gear and the 7-gear driven gear in an empty manner in a direction far away from the power source, the second output shaft is sequentially sleeved with the 8-gear driven gear, the 4-gear driven gear, the transition driven gear, the 3-gear driven gear and the 9-gear driven gear in an empty manner in a direction far away from the power source, the third output shaft is sleeved with the reverse gear in an empty manner, the first main reduction gear is fixed on the first output shaft, the second main reduction gear is fixed on the second output shaft, and the third main reduction gear is fixed on the third output shaft; the 2-gear driven gear is meshed with the 2-gear driving gear and the reverse gear at the same time, the transition driving gear is meshed with the transition driven gear, the 3-gear driving gear is meshed with the 3-gear driven gear, the 4-gear driving gear is meshed with the 4-gear driven gear, the 5-gear driving gear is meshed with the 5-gear driven gear, the 6/8-gear driving gear is meshed with the 6-gear driven gear and the 8-gear driven gear at the same time, the 7/9-gear driving gear is meshed with the 7-gear driven gear and the 9-gear driven gear at the same time, and the differential gear ring is meshed with the first main reduction gear, the second main reduction gear and the third main reduction gear at the same time;

a synchronizer for controlling the engagement and disengagement of each idler gear with the shaft on which it is located to achieve ten forward gears and a reverse gear.

According to the ten-gear double-clutch transmission provided by the embodiment of the invention, improvement is carried out on the basis of the traditional manual transmission, so that the effect of a rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, and the structure is more compact. Because the resources of the manual transmission are utilized to the maximum extent, the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like.

Through the bypassing mode, realize 1, 10 fender transmissions with other fender gears, transition driving gear and transition driven gear to cancelled 1, 10 fender owner, driven gear, obtain more fender transmissions with less gear, greatly shorten derailleur axial length, alleviate derailleur weight, practice thrift whole car cost. When the ten-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft are only provided with seven gears in total, so that the external dimension of the ten-gear double-clutch transmission is not greatly different (even smaller) than that of the common six-gear and seven-gear transmissions, thereby being beneficial to the miniaturization of the transmission and the arrangement of front transverse front-drive vehicles.

The ten gears can be arranged on the premise of the same external dimension as that of a common six-gear and seven-gear transmission, so that the transmission ratio range is enlarged, the transmission ratio distribution is more reasonable, and the power performance and the transmission efficiency of the whole vehicle are obviously improved. The ten-gear double-clutch transmission has ten forward gears, the speed ratio range is larger, the speed ratio distribution is more reasonable compared with the traditional six-gear transmission and seven-gear transmission, the engine can work in the optimal working range with more probability, and the dynamic property and the economical efficiency of the whole vehicle are improved.

In addition, the reverse gear transmission borrows a 2-gear driven gear, a special reverse gear driving gear is saved, gear recycling is increased, weight is reduced, and cost is saved. The center distance between the inner input shaft and the outer input shaft and between the three output shafts can be designed to be smaller, and the structure is more compact. Reverse gear transmission route is simple, utilizes 2 to keep off driving gear and 2 fender driven gear commutations, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher.

In another aspect, the embodiment of the invention further provides a vehicle, which comprises the ten-gear double-clutch transmission.

Drawings

FIG. 1 is a frame diagram of a ten speed dual clutch transmission provided in accordance with an embodiment of the present invention.

The reference numbers in the drawings of the specification are as follows:

1. a second main reduction gear; 2. a differential ring gear; 3. a differential mechanism; 4. a 8-gear driven gear; 5. a first synchronizer; 6. a 4-gear driven gear; 7. a transition driven gear; 8. a second synchronizer; 9. a 3-gear driven gear; 10. a third synchronizer; 11. a 9-gear driven gear; 12. a second output shaft; 13. a 4-gear driving gear; 14. a transition driving gear; 15. a 5-gear driving gear; 16. an inner input shaft; 17. 7/9 gear drive gear; 18. a 3-gear driving gear; 19. a first output shaft; 20. a 7-gear driven gear; 21. a fourth synchronizer; 22. a 5-gear driven gear; 23. a 2-gear driven gear; 24. a third output shaft; 25. a reverse gear; 26. a sixth synchronizer; 27. a third main reduction gear; 28. a fifth synchronizer; 29. a first main reduction gear; 30. a 6-gear driven gear; 31. a 2-gear driving gear; 32. 6/8 gear drive gear; 33. a power source; 34. a second clutch; 35. a first clutch; 36. an outer input shaft; 37. a hollow shaft.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

As shown in fig. 1, an embodiment of the present invention provides a ten-speed dual clutch transmission, the transmission comprises a second main reduction gear 1, a differential gear ring 2, a differential 3, an 8-gear driven gear 4, a 4-gear driven gear 6, a transition driven gear 7, a 3-gear driven gear 9, a 9-gear driven gear 11, a second output shaft 12, a 4-gear driving gear 13, a transition driving gear 14, a 5-gear driving gear 15, an inner input shaft 16, an 7/9-gear driving gear 17, a 3-gear driving gear 18, a first output shaft 19, a 7-gear driven gear 20, a 5-gear driven gear 22, a 2-gear driven gear 23, a third output shaft 24, a reverse gear 25, a third main reduction gear 27, a first main reduction gear 29, a 6-gear driven gear 30, a 2-gear driving gear 31, a 6/8-gear driving gear 32, a second clutch 34, a first clutch 35, an outer input shaft 36 and a synchronizer. The power source 33 may be, for example, an engine, an electric motor, or a hybrid powertrain of an electric motor and an engine.

The outer input shaft 36 and the inner input shaft 16 are coaxially nested, the inner input shaft 16 is connected with a power source 33 through a first clutch 35, the outer input shaft 36 is connected with the power source 33 through a second clutch 34, the 6/8-gear driving gear 32, the 2-gear driving gear 31 and the 4-gear driving gear 13 are sequentially fixed on the outer input shaft 36 in a direction away from the power source 33, and the transition driving gear 14, the 5-gear driving gear 15, the 3-gear driving gear 18 and the 7/9-gear driving gear 17 are sequentially fixed on the inner input shaft 16 in a direction away from the power source 33.

The first output shaft 19 is sequentially sleeved with the 6-gear driven gear 30, the 2-gear driven gear 23, the 5-gear driven gear 22 and the 7-gear driven gear 20 in an empty manner in a direction away from the power source 33, the second output shaft 12 is sequentially sleeved with the 8-gear driven gear 4, the 4-gear driven gear 6, the transition driven gear 7, the 3-gear driven gear 9 and the 9-gear driven gear 11 in an empty manner in a direction away from the power source 33, the third output shaft 24 is sleeved with the reverse gear 25 in an empty manner, the first main reduction gear 29 is fixed on the first output shaft 19, the second main reduction gear 1 is fixed on the second output shaft 12, and the third main reduction gear 27 is fixed on the third output shaft 24; the 2 keep off driven gear 23 simultaneously with 2 keep off driving gear 31 and reverse gear 25 meshing, transition driving gear 14 and transition driven gear 7 meshing, 3 keep off driving gear 18 and 3 keep off driven gear 9 meshing, 4 keep off driving gear 13 and 4 keep off driven gear 6 meshing, 5 keep off driving gear 15 and 5 keep off driven gear 22 meshing, 6/8 keep off driving gear 32 simultaneously with 6 keep off driven gear 30 and 8 keep off driven gear 4 meshing, 7/9 keep off driving gear 17 simultaneously with 7 keep off driven gear 20 and 9 keep off driven gear 11 meshing, differential ring gear 2 simultaneously with first main reduction gear 29, second main reduction gear 1 and the meshing of third main reduction gear 27.

A synchronizer for controlling the engagement and disengagement of each idler gear with the shaft on which it is located to achieve ten forward gears and a reverse gear.

Thus, gears 6 and 8 share a common drive gear and gears 7 and 9 share a common drive gear. In addition, the 1-gear transmission and the 10-gear transmission are realized by other gear gears, the transition driving gear 14 and the transition driven gear 7 in a bypassing mode, so that 1-gear driving gears and 10-gear driven gears are eliminated, the use amount of the driving gears and the driven gears is reduced, the axial length of the transmission is shortened, and the weight of the transmission is reduced.

The outer input shaft 36 is a hollow shaft coaxially sleeved on the inner input shaft 16, and the inner input shaft 16 may be a solid shaft or a hollow shaft. The first output shaft 19, the second output shaft 12, the third output shaft 24 and the external input shaft 36 are arranged in parallel at intervals to form a parallel shaft type structure. The power source 33 is coaxial with the inner input shaft 16.

In one embodiment, each idler gear may be idler on the shaft on which it is located by a bearing.

In one embodiment, the first clutch 35 and the second clutch 34 share a housing to be integrated as a dual clutch. To make the transmission space more compact.

In one embodiment, the ten-gear double-clutch transmission further comprises a hollow shaft 37 coaxially sleeved on the second output shaft 12, the 4-gear driven gear 6 is fixed on the hollow shaft 37, and the transition driven gear 7 is sleeved on the hollow shaft 37 in an empty mode.

In one embodiment, the synchronizing device includes a first synchronizer 5, a second synchronizer 8, a third synchronizer 10, a fourth synchronizer 21, a fifth synchronizer 28, and a sixth synchronizer 26, the first synchronizer 5 and the third synchronizer 10 are disposed on the second output shaft 12, the fourth synchronizer 21 and the fifth synchronizer 28 are disposed on the first output shaft 19, the second synchronizer 8 is disposed on the hollow shaft 37, and the sixth synchronizer 26 is disposed on the third output shaft 24.

The first synchronizer 5 is located between the 4 th and 8 th driven gears 6 and 4, and is used for controlling the engagement and disengagement of the 4 th and 8 th driven gears 6 and 4 with the second output shaft 12.

The second synchronizer 8 is located between the 3 rd-order driven gear 9 and the transition driven gear 7, and is used for controlling the combination and the separation of the transition driven gear 7 and the hollow shaft 37.

The third synchronizer 10 is located between the 3 th and 9 th driven gears 9 and 11, and is used for controlling the engagement and disengagement of the 3 rd and 9 th driven gears 9 and 11 with the second output shaft 12.

The fourth synchronizer 21 is located between the 7 th and 5 th driven gears 20 and 22, and is used for controlling the engagement and disengagement of the 7 th and 5 th driven gears 20 and 22 with the first output shaft 19.

The fifth synchronizer 28 is located between the 6 th and 2 nd driven gears 30 and 23, and is used for controlling the engagement and disengagement of the 6 th and 2 nd driven gears 30 and 23 with the first output shaft 19.

And a sixth synchronizer 26 for controlling the engagement and disengagement of the reverse gear 25 with and from the third output shaft 24.

The gear hubs of the first synchronizer 5 and the third synchronizer 10 are connected to the second output shaft 12 through splines; the hubs of the fourth synchronizer 21 and the fifth synchronizer 28 are splined to the first output shaft 19; the hub of the sixth synchronizer 26 is splined to the third output shaft 24; and the gear hub of the second synchronizer 8 is fixed on the 4-gear driven gear 6 in a welding, spline, interference press-fitting or integrated forming mode.

However, it is also possible for the hub of the second synchronizer 8 to be splined to the hollow shaft 37.

Ten forward gears and one reverse gear can be achieved by controlling the engagement or disengagement of the different states of the first synchronizer 5, the second synchronizer 7, the third synchronizer 10, the fourth synchronizer 21, the fifth synchronizer 28, the sixth synchronizer 26, the first clutch 35, and the second clutch 34 described above.

Thus, when the ten-gear double-clutch transmission is realized, the outer input shaft 36 and the inner input shaft 16 have seven gears in total, so that the external dimension of the ten-gear double-clutch transmission is not different from that of a common six-gear double-clutch transmission and a common seven-gear double-clutch transmission or even smaller, and therefore, the ten-gear double-clutch transmission is beneficial to the miniaturization of the transmission and the arrangement of a front transverse front-drive vehicle.

In a preferred embodiment, the first main reduction gear 29, the 6 th driven gear 30, the fifth synchronizer 28, the 2 nd driven gear 23, the 5 th driven gear 22, the fourth synchronizer 21 and the 7 th driven gear 20 are sequentially arranged in a direction away from the power source 33. The second main reduction gear 1, the 8-gear driven gear 4, the first synchronizer 5, the 4-gear driven gear 6, the transition driven gear 7, the second synchronizer 8, the 3-gear driven gear 9, the third synchronizer 10 and the 9-gear driven gear 11 are sequentially arranged in a direction far away from the power source 33. The third main reduction gear 27, the sixth synchronizer 26, and the reverse gear 25 are arranged in this order in a direction away from the power source 33.

In a preferred embodiment, the 2 nd driving gear 31, the 2 nd driven gear 23 and the reverse gear 25 are a co-planar gear set, the 6/8 th driving gear 32, the 6 th driven gear 30 and the 8 th driven gear 4 are a co-planar gear set, the 7/9 th driving gear 17, the 7 th driven gear 20 and the 9 th driven gear 11 are a co-planar gear set, and the differential ring gear 2, the first main reduction gear 29, the second main reduction gear 1 and the third main reduction gear 27 are a co-planar gear set. By configuring the co-planar gear sets, the axial size of the transmission can be reduced, reducing the bulk of the transmission.

In one embodiment, the inner input shaft 16 and the outer input shaft 36 are rotatably supported at both ends thereof by bearings, the first output shaft 19 is rotatably supported at both ends thereof by bearings, the second output shaft 12 is rotatably supported at both ends thereof by bearings, and the third output shaft 24 is rotatably supported at both ends thereof by bearings. To achieve stable support of the respective shafts.

In one embodiment, the 6/8 gear driving gear 32, the 2 gear driving gear 31 and the 4 gear driving gear 13 are fixed on the outer input shaft 36 by welding, spline connection, interference press fitting or integral forming; the transition driving gear 14, the 5-gear driving gear 15, the 3-gear driving gear 18 and the 7/9-gear driving gear 17 are fixed on the inner input shaft 16 by welding, spline connection, interference press-fitting or integral molding.

The power transmission of the ten-gear double-clutch transmission of the above embodiment in each gear is as follows (the power source 33 is taken as an engine as an example):

a first gear power transmission route: the second synchronizer 8 is engaged with the transition driven gear 7, the fifth synchronizer 28 is engaged with the 2 nd gear driven gear 23, the first clutch 35 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 35, the torque is transmitted to the transitional driven gear 7 through the transitional driving gear 14 fixed on the inner input shaft 16, then transmitted to the 4-gear driven gear 6 through the combination of the second synchronizer 8 and the transitional driven gear 7, then transmitted to the 4-gear driving gear 13 through the 4-gear driven gear 6, then transmitted to the 2-gear driving gear 31 through the outer input shaft 36 through the 4-gear driving gear 13, then transmitted to the 2-gear driven gear 23 through the 2-gear driving gear 31, and then transmitted to the first main reducing gear 29 on the first output shaft 19 through the combination of the second synchronizer 8 and the transitional driven gear 7, then transmitted to the differential gear ring 2, and finally output power through the differential 3.

A second-gear power transmission route: the fifth synchronizer 28 is engaged with the 2 nd driven gear 23, the second clutch 34 is closed, the torque provided by the engine is transmitted to the outer input shaft 36 through the second clutch 34, is transmitted to the 2 nd driven gear 23 through the 2 nd driving gear 31 fixed on the outer input shaft 36, and is transmitted to the first main reduction gear 29 on the first output shaft 19 through the engagement of the fifth synchronizer 28 and the 2 nd driven gear 23, and is then transmitted to the differential gear ring 2, and finally is output by the differential 3.

A third gear power transmission route: the third synchronizer 10 is combined with the 3 rd gear driven gear 9, the first clutch 35 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 35, is transmitted to the 3 rd gear driven gear 9 through the 3 rd gear driving gear 18 fixed on the inner input shaft 16, is transmitted to the second main reduction gear 1 on the second output shaft 12 through the combination of the third synchronizer 10 and the 3 rd gear driven gear 9, passes through the differential gear ring 2, and is finally output by the differential 3.

A fourth gear power transmission route: the first synchronizer 5 is combined with the 4-gear driven gear 6, the second clutch 34 is closed, the torque provided by the engine is transmitted to the outer input shaft 36 through the second clutch 34, is transmitted to the 4-gear driven gear 6 through the 4-gear driving gear 13 fixed on the outer input shaft 36, is transmitted to the second main reduction gear 1 on the second output shaft 12 through the combination of the first synchronizer 5 and the 4-gear driven gear 6, passes through the differential gear ring 2, and is finally output by the differential 3.

A fifth gear power transmission route: the fourth synchronizer 21 is engaged with the 5 th driven gear 22, the first clutch 35 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 35, is transmitted to the 5 th driven gear 22 through the 5 th driving gear 15 fixed to the inner input shaft 16, is transmitted to the first main reduction gear 29 on the first output shaft 19 through the engagement of the fourth synchronizer 21 and the 5 th driven gear 22, passes through the differential ring gear 2, and is finally output by the differential 3.

A six-gear power transmission route: the fifth synchronizer 28 is engaged with the 6 th driven gear 30, the second clutch 34 is closed, the torque provided by the engine is transmitted to the outer input shaft 36 through the second clutch 34, is transmitted to the 6 th driven gear 30 through the 6/8 th driving gear 32 fixed on the outer input shaft 36, is transmitted to the first main reduction gear 29 on the first output shaft 19 through the engagement of the fifth synchronizer 28 and the 6 th driven gear 30, passes through the differential ring gear 2, and is finally output by the differential 3.

A seven-gear power transmission route: the fourth synchronizer 21 is engaged with the 7 th driven gear 20, the first clutch 35 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 35, is transmitted to the 7 th driven gear 20 through the 7/9 th driving gear 17 fixed on the inner input shaft 16, is transmitted to the first main reduction gear 29 on the first output shaft 19 through the engagement of the fourth synchronizer 21 and the 7 th driven gear 20, passes through the differential ring gear 2, and is finally output by the differential 3.

Eight-gear power transmission route: the first synchronizer 5 is engaged with the 8 th driven gear 4, the second clutch 34 is closed, the torque provided by the engine is transmitted to the outer input shaft 36 through the second clutch 34, is transmitted to the 8 th driven gear 4 through the 6/8 th driving gear 32 fixed on the outer input shaft 36, is transmitted to the second main reduction gear 1 on the second output shaft 12 through the engagement of the first synchronizer 5 and the 8 th driven gear 4, passes through the differential ring gear 2, and is finally output by the differential 3.

Nine-gear power transmission route: the third synchronizer 10 is engaged with the 9 th driven gear 11, the first clutch 35 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 35, is transmitted to the 9 th driven gear 11 through the 7/9 th driving gear 17 fixed on the inner input shaft 16, is transmitted to the first main reduction gear 1 on the second output shaft 12 through the engagement of the third synchronizer 10 and the 9 th driven gear 11, passes through the differential ring gear 2, and is finally output by the differential 3.

A ten-gear power transmission route: the second synchronizer 8 is coupled with the transition gear 7, the third synchronizer 7 is coupled with the 9 th driven gear 11, the second clutch 33 is closed, the torque provided by the power source 32 is transmitted to the outer input shaft 35 through the second clutch 33, then is transmitted to the 4 th driven gear 6 through the 4 th driving gear 13 fixed on the outer input shaft 35, then is transmitted to the transition driven gear 7 through the coupling of the second synchronizer 8 and the transition driven gear 7, then is transmitted to the transition driving gear 14 through the transition driven gear 7, then is transmitted to the 7/9 th driving gear 17 through the inner input shaft 14 through the transition driving gear 14, then is transmitted to the 9 th driven gear 11 through the 7/9 th driving gear 17, and then is transmitted to the second main reduction gear 1 on the second output shaft 12 through the coupling of the third synchronizer 10 and the 9 th driven gear 11, then passes through the differential ring gear 2, and finally is output by the differential 3.

Reverse gear power transmission route: the sixth synchronizer 26 is coupled with the reverse gear 25, the second clutch 34 is closed, the torque provided by the engine is transmitted to the outer input shaft 36 through the second clutch 34, is transmitted to the 2-gear driven gear 23 through the 2-gear driving gear 31 fixed on the outer input shaft 36, is transmitted to the reverse gear 25 through the 2-gear driven gear 23, is transmitted to the third main reduction gear 27 on the third output shaft 24 through the combination of the sixth synchronizer 26 and the reverse gear 25, passes through the differential ring gear 2, and is finally output by the differential 3.

The shift process of the ten-gear double clutch transmission of the above embodiment is as follows:

1-gear shift and 2-gear shift processes: in the 1-gear stage, the second synchronizer 8 is combined with the transitional driven gear 7, and the fifth synchronizer 28 is combined with the 2-gear driven gear 23; the first clutch 35 is closed and the second clutch 34 is open; after the dual clutch transmission control system issues a 1-gear shift-2 command, the second clutch 34 is still open, i.e., neither the second clutch 34 nor the outer input shaft 36 transmits power; as the shifting process continues, the first clutch 35 is gradually opened while the second clutch 34 is gradually closed, and during this process, the clutches are always engaged and torque interruption does not occur; after the first clutch 35 is fully open and the second clutch 34 is fully closed, the shifting process is ended. At this time, the first clutch 35 is in an open state, i.e., the first clutch 35 and the inner input shaft 16 do not transmit power, and the engine torque is transmitted to the 2 nd stage driven gear 23 via the second clutch 34.

2-shift 3-shift process: in gear 2, the fifth synchronizer 19 is engaged with the 2 nd driven gear 23; the second clutch 34 is closed and the first clutch 35 is open; after the double clutch transmission control system sends a 2-gear shifting and 3-gear shifting instruction, the gear shifting executing mechanism combines a third synchronizer 10 and a 3-gear driven gear 9 in advance; the first clutch 35 is still open, i.e. neither the first clutch 35 nor the inner input shaft 16 transmits power; as the shifting process continues, the second clutch 34 is gradually opened while the first clutch 35 is gradually closed, and during this process, the clutches are always engaged and torque interruption does not occur; after the second clutch 34 is fully open and the first clutch 35 is fully closed, the shifting process is ended. At this time, the second clutch 34 is in an open state, i.e., the second clutch 34 and the outer input shaft 36 transmit no power, and the engine torque is transmitted to the 3 rd-speed driven gear 9 via the first clutch 35.

The other gears are shifted from each other similarly to the 1-gear and 2-gear shifting process, and are not described in detail.

According to the ten-gear double-clutch transmission provided by the embodiment of the invention, improvement is carried out on the basis of the traditional manual transmission, so that the effect of a rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, and the structure is more compact. Because the resources of the manual transmission are utilized to the maximum extent, the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like.

Through the bypassing mode, realize 1, 10 fender transmissions with other fender gears, transition driving gear and transition driven gear to cancelled 1, 10 fender owner, driven gear, obtain more fender transmissions with less gear, greatly shorten derailleur axial length, alleviate derailleur weight, practice thrift whole car cost. When the ten-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft are only provided with seven gears in total, so that the external dimension of the ten-gear double-clutch transmission is not greatly different (even smaller) than that of the common six-gear and seven-gear transmissions, thereby being beneficial to the miniaturization of the transmission and the arrangement of front transverse front-drive vehicles.

The ten gears can be arranged on the premise of the same external dimension as that of a common six-gear and seven-gear transmission, so that the transmission ratio range is enlarged, the transmission ratio distribution is more reasonable, and the power performance and the transmission efficiency of the whole vehicle are obviously improved. The ten-gear double-clutch transmission has ten forward gears, the speed ratio range is larger, the speed ratio distribution is more reasonable compared with the traditional six-gear transmission and seven-gear transmission, the engine can work in the optimal working range with more probability, and the dynamic property and the economical efficiency of the whole vehicle are improved.

In addition, the reverse gear transmission borrows a 2-gear driven gear, a special reverse gear driving gear is saved, gear recycling is increased, weight is reduced, and cost is saved. The center distance between the inner input shaft and the outer input shaft and between the three output shafts can be designed to be smaller, and the structure is more compact. Reverse gear transmission route is simple, utilizes 2 to keep off driving gear and 2 fender driven gear commutations, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher.

In addition, the embodiment of the invention also provides a vehicle which comprises the ten-gear double-clutch transmission of the embodiment.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.