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 谢天礼 黄波 周友 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、5挡主动齿轮、3挡主动齿轮、内输入轴、7/9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 gear, a 3-gear driven gear, a 9-gear driven gear, a second output shaft, a 4-gear driving gear, a 5-gear driving gear, a 3-gear driving gear, an inner input shaft, an 7/9-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 keep off double clutch derailleur, its characterized in that, including second owner subtract gear (1), differential ring gear (2), differential mechanism (3), 8 keep off driven gear (4), 4 keep off driven gear (6), transition gear (7), 3 keep off driven gear (9), 9 keep off driven gear (11), second output shaft (12), 4 keep off driving gear (13), 5 keep off driving gear (14), 3 keep off driving gear (15), interior input shaft (16), 7/9 keep off driving gear (17), first output shaft (18), 7 keep off driven gear (19), 5 keep off driven gear (21), 2 keep off driven gear (22), third output shaft (23), reverse gear (24), third owner subtracts gear (26), first owner subtracts gear (28), 6 keep off driven gear (29), 2 keep off driven gear (30), 6/8 keep off driving gear (31), A second clutch (33), a first clutch (34), an outer input shaft (35) and a synchronizer;

the outer input shaft (35) and the inner input shaft (16) are coaxially nested, the inner input shaft (16) is connected with a power source (32) through a first clutch (34), the outer input shaft (35) is connected with the power source (32) through a second clutch (33), the 6/8 gear driving gear (31), the 2 gear driving gear (30) and the 4 gear driving gear (13) are sequentially fixed on the outer input shaft (35) in a direction away from the power source (32), and the 5 gear driving gear (14), the 3 gear driving gear (15) 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 (32);

the first output shaft (18) is sequentially sleeved with the 6-gear driven gear (29), the 2-gear driven gear (22), the 5-gear driven gear (21) and the 7-gear driven gear (19) in an empty manner in a direction away from the power source (32), the second output shaft (12) is sequentially sleeved with the 8-gear driven gear (4), the 4-gear driven gear (6), the transition 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 (32), the third output shaft (23) is sleeved with the reverse gear (24) in an empty manner, the first main reduction gear (28) is fixed on the first output shaft (18), the second main reduction gear (1) is fixed on the second output shaft (12), and the third main reduction gear (26) is fixed on the third output shaft (23); the 2-gear driven gear (22) is meshed with the 2-gear driving gear (30) and the reverse gear (24) simultaneously, the 3-gear driving gear (15) 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 (14) is meshed with the 5-gear driven gear (21) and the transition gear (7) simultaneously, the 6/8-gear driving gear (31) is meshed with the 6-gear driven gear (29) and the 8-gear driven gear (4) simultaneously, the 7/9-gear driving gear (18) is meshed with the 7-gear driven gear (19) and the 9-gear driven gear (11) simultaneously, and the differential gear ring (2) is meshed with the first main reduction gear (28), the second main reduction gear (1) and the third main reduction gear (26) simultaneously;

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 (36) coaxially fitted over the second output shaft (12), the 4-gear driven gear (6) being fixed to the hollow shaft (36), and the transition gear (7) being idly fitted over the hollow shaft (36).

3. The ten-speed double-clutch transmission according to claim 2, characterized in that the synchronizing means comprises a first synchronizer (5), a second synchronizer (8), a third synchronizer (10), a fourth synchronizer (20), a fifth synchronizer (27) and a sixth synchronizer (25), the first synchronizer (5) and the third synchronizer (10) are provided on the second output shaft (12), the fourth synchronizer (20) and the fifth synchronizer (27) are provided on the first output shaft (18), the second synchronizer (8) is provided on the hollow shaft (36), and the sixth synchronizer (25) is provided on the third output shaft (23);

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 a transition gear (7) and is used for controlling the connection and disconnection of the transition gear (7) and the hollow shaft (36);

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 (20) is positioned between the 5-gear driven gear (21) and the 7-gear driven gear (19) and is used for controlling the combination and the separation of the 5-gear driven gear (21) and the 7-gear driven gear (19) and the first output shaft (18);

the fifth synchronizer (27) is positioned between the 6-gear driven gear (29) and the 2-gear driven gear (22) and is used for controlling the connection and disconnection of the 6-gear driven gear (29) and the 2-gear driven gear (22) and the first output shaft (18);

the sixth synchronizer (25) is used for controlling the combination and the separation of the reverse gear (24) and the third output shaft (23).

4. The ten-speed double-clutch transmission according to claim 3, characterized in that the first main reduction gear (28), the 6-speed driven gear (29), the fifth synchronizer (27), the 2-speed driven gear (22), the 5-speed driven gear (21), the fourth synchronizer (20) and the 7-speed driven gear (19) are sequentially arranged in a direction away from the power source (32);

the second main reduction gear (1), the 8-gear driven gear (4), the first synchronizer (5), the 4-gear driven gear (6), the transition 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 (32);

the third main reduction gear (26), the sixth synchronizer (25) and the reverse gear (24) are sequentially arranged in a direction away from the power source (32).

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

the gear hubs of the fourth synchronizer (20) and the fifth synchronizer (27) are connected to the first output shaft (18) through splines;

a hub of the sixth synchronizer (25) is splined to the third output shaft (23);

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 (36).

6. The ten-speed double-clutch transmission according to claim 1, characterized in that the 2-speed driven gear (22), the 2-speed driving gear (30) and the reverse gear (24) are coplanar gear sets, the 5-speed driving gear (14), the 5-speed driven gear (21) and the transition gear (7) are coplanar gear sets, the 6/8-speed driving gear (31), the 6-speed driven gear (29) and the 8-speed driven gear (4) are coplanar gear sets, the 7/9-speed driving gear (18), the 7-speed driven gear (19) and the 9-speed driven gear (11) are coplanar gear sets, and the differential ring gear (2), the first main reduction gear (28), the second main reduction gear (1) and the third main reduction gear (26) 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 gear (7), the fifth synchronizer (27) is combined with the 2-gear driven gear (22), the first clutch (34) is closed, the torque provided by the power source (32) is transmitted to the inner input shaft (16) through the first clutch (34), is transmitted to the transition gear (7) through the 5-gear driving gear (14) fixed on the inner input shaft (16), is transmitted to the 4-gear driven gear (6) through the 5-gear driving gear (14), is transmitted to the 4-gear driving gear (13) through the 4-gear driving gear (13) and is transmitted to the 2-gear driving gear (30) through the outer input shaft (35) through the combination of the second synchronizer (8) and the transition gear (7), and is transmitted to the 2-gear driven gear (22) through the 2-gear driving gear (30), and then the torque is transmitted to a first main reduction gear (28) on a first output shaft (18) through the combination of the fifth synchronizer (27) and the 2 nd driven gear (22), then passes through the differential gear ring gear (2), and finally is output by the differential (3).

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

the second synchronizer (8) is combined with the transition gear (7), the third synchronizer (10) is combined with the 9-gear 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 transmitted to the 4-gear driven gear (6) through the 4-gear driving gear (13) fixed on the outer input shaft (35), then transmitted to the transition gear (7) through the combination of the second synchronizer (8) and the transition gear (7), then transmitted to the 5-gear driving gear (14) through the transition gear (7), then transmitted to the 7/9-gear driving gear (17) through the inner input shaft (16) through the 5-gear driving gear (14), then transmitted to the 9-gear driven gear (11) through the combination of the third synchronizer (10) and the 9-gear driven gear (11), and then transmitted to the fifth gear through the combination of the third synchronizer (10) and the 9-gear driven gear (11) And a second main reduction gear (1) on the two output shafts (12) passes through the differential gear ring (2) and is finally 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 (25) is combined with the reverse gear (24), the second clutch (33) is closed, the torque provided by the power source (32) is transmitted to the outer input shaft (35) through the second clutch (33), transmitted to the 2-gear driven gear (22) through the 2-gear driving gear (30) fixed on the outer input shaft (35), transmitted to the reverse gear (24) through the 2-gear driven gear (22), transmitted to the third main reduction gear (26) on the third output shaft (23) through the combination of the sixth synchronizer (25) and the reverse gear (24), transmitted to the differential gear ring (2) and finally output power through the differential (3).

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

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 gear, a 3-gear driven gear, a 9-gear driven gear, a second output shaft, a 4-gear driving gear, a 5-gear driving gear, a 3-gear driving gear, an inner input shaft, an 7/9-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 the direction far away from the power source, and 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 the 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 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 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 and the transition gear at the same time, the 6/8-gear driving gear is meshed with the 6-gear driven gear and the 8-gear driven gear at the same time, the 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 way, the transmission of 1 gear and 10 gears is realized by using other gear gears and transition gears, so that the driving gear and the driven gear of 1 gear and 10 gears are cancelled, more gear transmissions are obtained by fewer gears, the axial length of the transmission is greatly shortened, the weight of the transmission is reduced, and the cost of the whole vehicle is saved. When the ten-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft are only provided with six gears in total, so that the external dimension of the ten-gear double-clutch transmission is not greatly different (even smaller) than that of the common six-gear and seven-gear transmissions, thereby being beneficial to the miniaturization of the transmission and the arrangement of front transverse front-drive vehicles.

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

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

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

Drawings

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

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

1. a second main reduction gear; 2. a differential ring gear; 3. a differential mechanism; 4. a 8-gear driven gear; 5. a first synchronizer; 6. a 4-gear driven gear; 7. a second synchronizer; 8. a transition gear; 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 5-gear driving gear; 15. a 3-gear driving gear; 16. an inner input shaft; 17. 7/9 gear drive gear; 18. a first output shaft; 19. a 7-gear driven gear; 20. a fourth synchronizer; 21. a 5-gear driven gear; 22. a 2-gear driven gear; 23. a third output shaft; 24. a reverse gear; 25. a sixth synchronizer; 26. a third main reduction gear; 27. a fifth synchronizer; 28. a first main reduction gear; 29. a 6-gear driven gear; 30. a 2-gear driving gear; 31. 6/8 gear drive gear; 32. a power source; 33. a second clutch; 34. a first clutch; 35. an outer input shaft; 36. a 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, a ten-speed double clutch transmission according to an embodiment of the present invention includes a second main reduction gear 1, a differential ring gear 2, a differential 3, a 8-speed driven gear 4, a 4-speed driven gear 6, a transition gear 7, a 3-speed driven gear 9, a 9-speed driven gear 11, a second output shaft 12, a 4-speed driving gear 13, a 5-speed driving gear 14, a 3-speed driving gear 15, an inner input shaft 16, an 7/9-speed driving gear 17, a first output shaft 18, a 7-speed driven gear 19, a 5-speed driven gear 21, a 2-speed driven gear 22, a third output shaft 23, a reverse gear 24, a third main reduction gear 26, a first main reduction gear 28, a 6-speed driven gear 29, a 2-speed driving gear 30, a 6/8-speed driving gear 31, a second clutch 33, a first clutch 34, an outer input shaft 35, and a synchronizer. The power source 32 may be, for example, an engine, an electric machine, or a hybrid powertrain of an electric machine and an engine.

The outer input shaft 35 and the inner input shaft 16 are coaxially nested, the inner input shaft 16 is connected with a power source 32 through a first clutch 34, the outer input shaft 35 is connected with the power source 32 through a second clutch 33, the 6/8-gear driving gear 31, the 2-gear driving gear 30 and the 4-gear driving gear 13 are sequentially fixed on the outer input shaft 35 in a direction away from the power source 32, and the 5-gear driving gear 14, the 3-gear driving gear 15 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 32.

The first output shaft 18 is sequentially sleeved with the 6-gear driven gear 29, the 2-gear driven gear 22, the 5-gear driven gear 21 and the 7-gear driven gear 19 in an empty manner in a direction away from the power source 32, the second output shaft 12 is sequentially sleeved with the 8-gear driven gear 4, the 4-gear driven gear 6, the transition 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 32, the third output shaft 23 is sleeved with the reverse gear 24 in an empty manner, the first main reduction gear 28 is fixed on the first output shaft 18, the second main reduction gear 1 is fixed on the second output shaft 12, and the third main reduction gear 26 is fixed on the third output shaft 23; the 2 keep off driven gear 22 simultaneously with 2 keep off driving gear 30 and reverse gear 24 meshing, 3 keep off driving gear 15 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 14 simultaneously with 5 keep off driven gear 21 and transition gear 7 meshing, 6/8 keep off driving gear 31 simultaneously with 6 keep off driven gear 29 and 8 keep off driven gear 4 meshing, 7/9 keep off driving gear 18 simultaneously with 7 keep off driven gear 19 and 9 keep off driven gear 11 meshing, differential ring gear 2 simultaneously with first owner subtracts gear 28, second owner and subtracts gear 1 and third owner and subtracts gear 26 meshing.

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 and the transition gear 7 in a bypassing mode, so that 1-gear and 10-gear driving gears and driven gears are eliminated, the using amount of the driving gears and the driven gears is reduced, the axial length of the transmission is shortened, and the weight of the transmission is reduced.

The outer input shaft 35 is a hollow shaft and coaxially sleeved on the inner input shaft 16, and the inner input shaft 16 can be a solid shaft or a hollow shaft. The first output shaft 18, the second output shaft 12, the third output shaft 23 and the external input shaft 35 are arranged in parallel at intervals to form a parallel shaft type structure. The power source 32 is coaxial with the inner input shaft 16.

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

In one embodiment, the first clutch 34 and the second clutch 33 share a common housing to be integrated as a dual clutch. To make the transmission space more compact.

In an embodiment, the ten-gear double-clutch transmission further comprises a hollow shaft 36 coaxially sleeved on the second output shaft 12, the 4-gear driven gear 6 is fixed on the hollow shaft 36, and the transition gear 7 is sleeved on the hollow shaft 36 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 20, a fifth synchronizer 27, and a sixth synchronizer 25, the first synchronizer 5 and the third synchronizer 10 are disposed on the second output shaft 12, the fourth synchronizer 20 and the fifth synchronizer 27 are disposed on the first output shaft 18, the second synchronizer 8 is disposed on the hollow shaft 36, and the sixth synchronizer 25 is disposed on the third output shaft 23.

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-speed driven gear 9 and the transition gear 7, and is used for controlling the connection and disconnection of the transition gear 7 and the hollow shaft 36.

The third synchronizer 10 is located between the 3 th and 7 th driven gears 9 and 11, and is used for controlling the engagement and disengagement of the 3 rd and 7 th driven gears 9 and 11 with the second output shaft 12.

The fourth synchronizer 20 is located between the 5 th and 7 th driven gears 21 and 19, and is used for controlling the engagement and disengagement of the 5 th and 7 th driven gears 21 and 19 with the first output shaft 18.

The fifth synchronizer 27 is located between the 6 th and 2 nd driven gears 29 and 22, and is used for controlling the engagement and disengagement of the 6 th and 2 nd driven gears 29 and 22 with the first output shaft 18.

And a sixth synchronizer 25 for controlling the engagement and disengagement of the reverse gear 24 with and from the third output shaft 23.

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 20 and the fifth synchronizer 27 are splined to the first output shaft 18; the hub of the sixth synchronizer 25 is splined to the third output shaft 23; 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 36.

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 8, the third synchronizer 10, the fourth synchronizer 20, the fifth synchronizer 27, the sixth synchronizer 25, the first clutch 34, and the second clutch 33 described above.

Thus, when the ten-gear double-clutch transmission is realized, the outer input shaft 35 and the inner input shaft 16 have six gears in all, 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 reducing gear 28, the 6 th driven gear 29, the fifth synchronizer 27, the 2 nd driven gear 22, the 5 th driven gear 21, the fourth synchronizer 20 and the 7 th driven gear 19 are sequentially arranged in a direction away from the power source 32. The second main reduction gear 1, the 8-gear driven gear 4, the first synchronizer 5, the 4-gear driven gear 6, the transition 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 32. The third main reduction gear 26, the sixth synchronizer 25, and the reverse gear 24 are arranged in this order in a direction away from the power source 32.

In a preferred embodiment, the 2 nd, 2 nd and reverse gear drive gears 22, 30 and 24 are coplanar gear sets, the 5 th, 5 th and transition gears 14, 21 and 7 are coplanar gear sets, the 6/8 th gear drive gear 31, 6 th and 8 th gear drive gear 4 are coplanar gear sets, the 7/9 th gear drive gear 18, 7 th gear drive gear 19 and 9 th gear drive gear 11 are coplanar gear sets, and the differential ring gear 2, the first main reduction gear 28, the second main reduction gear 1 and the third main reduction gear 26 are coplanar gear sets. By configuring the co-planar gear sets, the axial size of the transmission can be reduced, reducing the bulk of the transmission.

In one embodiment, the inner input shaft 16 and the outer input shaft 35 are rotatably supported at both ends thereof by bearings, the first output shaft 18 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 23 is rotatably supported at both ends thereof by bearings. To achieve stable support of the respective shafts.

In one embodiment, the 6/8 gear driving gear 31, the 2 gear driving gear 30 and the 4 gear driving gear 13 are fixed on the outer input shaft 35 by welding, spline connection, interference press-fitting or integral molding; the 5-gear driving gear 14, the 3-gear driving gear 15 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 32 is taken as an engine as an example):

a first gear power transmission route: the second synchronizer 8 is engaged with the transition gear 7, the fifth synchronizer 27 is engaged with the 2 nd driven gear 22, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 34, the torque is transmitted to the transition gear 7 through the 5-gear 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 transition 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 30 through the outer input shaft 35 through the 4-gear driving gear 13, then transmitted to the 2-gear driven gear 22 through the 2-gear driving gear 30, then transmitted to the first main reduction gear 28 on the first output shaft 18 through the combination of the fifth synchronizer 27 and the 2-gear driven gear 22, then transmitted to the differential gear ring 2, and finally output through the differential 3.

A second-gear power transmission route: the fifth synchronizer 27 is engaged with the 2 nd driven gear 22, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 2 nd driven gear 22 through the 2 nd driving gear 30 fixed on the outer input shaft 35, is transmitted to the first main reduction gear 28 on the first output shaft 18 through the engagement of the fifth synchronizer 27 and the 2 nd driven gear 22, passes through the differential ring gear 2, and is finally output by the differential 3.

A third gear power transmission route: the third synchronizer 10 is combined with the 3 rd gear driven gear 9, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 34, is transmitted to the 3 rd gear driven gear 9 through the 3 rd gear driving gear 15 fixed on the inner input shaft 16, is transmitted to the second main reduction gear 1 on the second output shaft 12 through the combination of the third synchronizer 10 and the 3 rd gear driven gear 9, passes through the differential gear ring 2, and is finally output by the differential 3.

A fourth gear power transmission route: the first synchronizer 5 is combined with the 4-gear driven gear 6, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 4-gear driven gear 6 through the 4-gear driving gear 13 fixed on the outer input shaft 35, is transmitted to the second main reduction gear 1 on the second output shaft 12 through the combination of the first synchronizer 5 and the 4-gear driven gear 6, passes through the differential gear ring 2, and is finally output by the differential 3.

A fifth gear power transmission route: the fourth synchronizer 20 is engaged with the 5 th driven gear 21, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 34, is transmitted to the 5 th driven gear 21 through the 5 th driving gear 14 fixed on the inner input shaft 16, is transmitted to the first main reduction gear 28 on the first output shaft 18 through the engagement of the fourth synchronizer 20 and the 5 th driven gear 21, passes through the differential ring gear 2, and is finally output by the differential 3.

A six-gear power transmission route: the fifth synchronizer 27 is engaged with the 6 th driven gear 29, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 6 th driven gear 29 through the 6/8 th driving gear 31 fixed on the outer input shaft 35, is transmitted to the first main reduction gear 28 on the first output shaft 18 through the engagement of the fifth synchronizer 27 and the 6 th driven gear 29, passes through the differential ring gear 2, and is finally output by the differential 3.

A seven-gear power transmission route: the fourth synchronizer 20 is engaged with the 7 th driven gear 19, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 34, is transmitted to the 7 th driven gear 19 through the 7/9 th driving gear 17 fixed on the inner input shaft 16, is transmitted to the first main reduction gear 28 on the first output shaft 18 through the engagement of the fourth synchronizer 20 and the 7 th driven gear 19, passes through the differential ring gear 2, and is finally output by the differential 3.

Eight-gear power transmission route: the first synchronizer 5 is engaged with the 8 th driven gear 4, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, is transmitted to the 8 th driven gear 4 through the 6/8 th driving gear 31 fixed on the outer input shaft 35, is transmitted to the second main reduction gear 1 on the second output shaft 12 through the engagement of the first synchronizer 5 and the 8 th driven gear 4, passes through the differential ring gear 2, and is finally output by the differential 3.

Nine-gear power transmission route: the third synchronizer 10 is engaged with the 9 th driven gear 11, the first clutch 34 is closed, the torque provided by the engine is transmitted to the inner input shaft 16 through the first clutch 34, is transmitted to the 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 10 is coupled with the 9 th driven gear 11, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, 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 gear 7 through the coupling of the second synchronizer 8 and the transition gear 7, then is transmitted to the 5 th driving gear 14 through the transition gear 7, then is transmitted to the 7/9 th driving gear 17 through the inner input shaft 16 through the 5 th driving gear 14, then is transmitted to the 9 th driven gear 11 through the 7/9 th driving gear 17, 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, and then passes through the differential ring gear 2, and finally the power is output by the differential 3.

Reverse gear power transmission route: the sixth synchronizer 25 is coupled to the reverse gear 24, the second clutch 33 is closed, the torque provided by the engine is transmitted to the outer input shaft 35 through the second clutch 33, transmitted to the 2-speed driven gear 22 through the 2-speed driving gear 30 fixed to the outer input shaft 35, transmitted to the reverse gear 24 through the 2-speed driven gear 22, transmitted to the third main reduction gear 26 on the third output shaft 23 through the coupling of the sixth synchronizer 25 and the reverse gear 24, transmitted to the differential ring gear 2, and 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 transition gear 7, and the fifth synchronizer 27 is combined with the 2-gear driven gear 22; the first clutch 34 is closed and the second clutch 33 is open; after the double clutch transmission control system sends a 1-gear shift and 2-gear shift instruction, the second clutch 33 is still in an open state at the moment, namely, the second clutch 33 and the outer input shaft 35 do not transmit power; as the shifting process continues, the first clutch 34 is gradually opened while the second clutch 33 is gradually closed, and during this process, the clutches are always engaged, and torque interruption does not occur; after the first clutch 34 is fully open and the second clutch 33 is fully closed, the shifting process is ended. At this time, the first clutch 34 is in an open state, i.e., the first clutch 34 and the inner input shaft 16 do not transmit power, and the engine torque is transmitted to the 2 nd-speed driven gear 22 via the second clutch 33.

2-shift 3-shift process: in gear 2, the fifth synchronizer 19 is engaged with the 2 nd driven gear 22; the second clutch 33 is closed and the first clutch 34 is open; after the double clutch transmission control system sends a 2-gear shifting and 3-gear shifting instruction, the gear shifting executing mechanism combines a third synchronizer 10 and a 3-gear driven gear 9 in advance; the first clutch 34 is still open, i.e., neither the first clutch 34 nor the inner input shaft 16 is transmitting power; as the gear shift process continues, the second clutch 33 is gradually opened while the first clutch 34 is gradually closed, and during the process, the clutches are always engaged, so that torque interruption does not occur; after the second clutch 33 is completely opened and the first clutch 34 is completely closed, the shifting process is ended. At this time, the second clutch 33 is in an open state, i.e., the second clutch 33 and the outer input shaft 35 do not transmit power, and the engine torque is transmitted to the 3 rd-speed driven gear 9 via the first clutch 34.

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

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

Through the bypassing way, the transmission of 1 gear and 10 gears is realized by using other gear gears and transition gears, so that the driving gear and the driven gear of 1 gear and 10 gears are cancelled, more gear transmissions are obtained by fewer gears, the axial length of the transmission is greatly shortened, the weight of the transmission is reduced, and the cost of the whole vehicle is saved. When the ten-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft are only provided with six 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.