CN110081134A - More gear double-clutch speed changers and vehicle - Google Patents

Abstract

The invention provides a multi-speed dual-clutch transmission and a vehicle. The multi-speed dual-clutch transmission includes an outer input shaft and an inner input shaft that are coaxially nested, and a plurality of driving gears are fixedly arranged on the outer input shaft and the inner input shaft; The first outer output shaft and the first inner output shaft of the shaft nesting, the first outer output shaft and the first inner output shaft are empty sleeved with at least one driven gear that meshes with the corresponding driving gear; the coaxially nested second The outer output shaft and the second inner output shaft, at least one driven gear meshing with the corresponding driving gear is sleeved on the second outer output shaft and the second inner output shaft; the synchronizing device is used to control all the driven gears and their corresponding driving gears; The coupling and separation of the first shaft, the coupling and separation of the first outer output shaft and the first inner output shaft, and the coupling and separation of the second outer output shaft and the second inner output shaft. The multi-speed dual-clutch transmission improves the transmission efficiency of the transmission and reduces the response time of shifting.

Description

Multi-speed dual clutch transmission and vehicle

technical field

The invention belongs to the technical field of vehicle transmissions, and in particular relates to a multi-speed double-clutch transmission and a vehicle.

Background technique

The dual-clutch automatic transmission integrates two gearboxes and two clutches in a transmission housing, two inner and outer input shafts that are rotatably sleeved together are respectively connected with one of the clutches, and the two input shafts transmit two The power of each transmission speed group is completed by automatically switching between the two clutches to complete the shifting procedure, so the continuity of the power during the shifting process can be realized, that is, the power is not interrupted during the shifting process, which overcomes the AMT shifting process. The disadvantage of shock is that during the shifting process of the vehicle, the power of the engine can always be transmitted to the wheels, and the shifting is fast and smooth, which not only ensures the acceleration of the vehicle, but also greatly reduces the speed of the vehicle due to the sudden deceleration caused by shifting. Greatly improved the comfort of vehicle running. However, since conventional dual-clutch automatic transmissions mostly use dual output shafts or single output shafts and use common driving gears or linearly arranged gear sets, their axial dimensions are relatively long, so for front transverse engines and front wheel drive such as Because of its limited installation space, the above-mentioned transmission is more difficult to use, and because of its fewer gears, it is difficult for the engine to work in the best working area, thus affecting the power performance of the vehicle. and adversely affect the economy.

Chinese Patent Application Publication No. CN103711845A discloses a multi-speed dual-clutch transmission, which includes: an outer input shaft and an inner input shaft nested together, the inner input shaft is connected to a power source through a first clutch, the The outer input shaft is connected with the power source through the second clutch, and the outer input shaft and the inner input shaft are both provided with at least one driving gear; the nested first outer output shaft and the first inner output shaft and the nested together The second outer output shaft and the second inner output shaft, the first inner output shaft is provided with a first output gear that meshes with the differential gear, and the second inner output shaft is provided with a differential gear meshing. the second output gear, the first outer output shaft, the first inner output shaft, the second outer output shaft and the second inner output shaft are all provided with at least one driven gear corresponding to the driving gear; the switch element, The switch element can control the engagement between different driving gears and between different driven gears, so that the transmission outputs a plurality of speed ratios of different gears. The engagement between different driving gears and between different driven gears is controlled by switching elements, so that up to seventeen forward gears and one reverse gear can be achieved.

However, in CN103711845A, since the first output gear and the second output gear are connected to the first inner output shaft and the second inner output shaft, respectively, the switch element only controls between different driving gears and different driven gears Therefore, after the driven gear of a certain gear on the first outer output shaft and the second outer output shaft is engaged with the driving gear of the corresponding gear on the inner input shaft or the outer input shaft, the first outer output The rotation of the shaft and the second outer output shaft cannot be directly transmitted to the first output gear on the first inner output shaft and the second output gear on the second inner output shaft, but requires the help of driven gears and driving gears in other gears. Gears, so that in certain gears, the power transmission path from the power source (engine or motor) to the first output gear or the second output gear is too long, resulting in a reduction in the transmission efficiency of the transmission, and an excessively long power transmission. A path that is too long will also increase the response time of shifting gears and affect the comfort of the vehicle.

SUMMARY OF THE INVENTION

The technical problem to be solved by the present invention is to provide a multi-speed dual-clutch transmission in view of the low transmission efficiency of the existing multi-speed dual-clutch transmission.

The technical scheme adopted by the present invention to solve the above-mentioned technical problems is as follows:

A multi-speed dual-clutch transmission is provided, comprising:

The outer input shaft and the inner input shaft are coaxially nested together, the outer input shaft is connected with the power source through the first clutch, the inner input shaft is connected with the power source through the second clutch, and the outer input shaft and the inner input shaft are connected with the power source through the second clutch. A plurality of driving gears are fixedly arranged on the input shaft;

A first outer output shaft and a first inner output shaft are coaxially nested together, the first inner output shaft is fixedly provided with a first main reduction gear that meshes with the ring gear of the differential, the first outer output shaft is At least one driven gear meshing with the corresponding driving gear is sleeved on the output shaft and the first inner output shaft;

A second outer output shaft and a second inner output shaft are coaxially nested together, the second inner output shaft is fixedly provided with a second final reduction gear that meshes with the ring gear of the differential, the second outer output shaft is At least one driven gear meshing with the corresponding driving gear is sleeved on the output shaft and the second inner output shaft;

A synchronizing device, the synchronizing device is used to control the combination and separation of all driven gears and their shafts, the combination and separation of the first outer output shaft and the first inner output shaft, and the second outer output shaft and the The coupling and separation of the second inner output shaft;

The driving gear of the outer input shaft includes a seventh-speed driving gear and a third-speed driving gear arranged in sequence in the direction away from the power source. The seventh-speed driving gear serves as the ninth-speed driving gear simultaneously, and the inner input shaft The driving gear includes a fourth-speed driving gear, a sixth-speed driving gear, an eighth-speed driving gear and a second-speed driving gear that are arranged in sequence in the direction away from the power source; the idle driven gear on the first inner output shaft includes a ninth-speed driven gear meshed with the seventh-speed driving gear; the idle driven gear on the first outer output shaft includes a sixth-speed driven gear and a second-speed driven gear meshed with the sixth-speed driving gear and the second-speed driving gear respectively driven gear; the idle driven gear on the second outer output shaft includes a third-speed driven gear, a fourth-speed driven gear and An eighth-speed driven gear; the idle driven gear on the second inner output shaft includes a seventh-speed driven gear that meshes with the seventh-speed driving gear.

Further, the first outer output shaft is also provided with a reverse gear driving gear, and the reverse gear driving gear meshes with one of the driving gears on the outer input shaft or the inner input shaft.

Further, the synchronization device includes:

a first synchronizer connected to the first inner output shaft, the first synchronizer is used to control the first outer output shaft and the first inner output shaft and the ninth-speed driven gear and the first inner output shaft combination and separation;

A second synchronizer connected on the first outer output shaft and located between the reverse drive gear and the sixth-speed driven gear, the second synchronizer is used to control the sixth-speed driven gear and the sixth-speed driven gear The first outer output shaft and the combination and separation of the reverse drive gear and the first outer output shaft;

a third synchronizer connected to the first outer output shaft and located between the sixth-speed driven gear and the second-speed driven gear, the third synchronizer is used to control the sixth-speed driven gear and the combination and separation of the second-speed driven gear and the first outer output shaft;

a fourth synchronizer connected to the second inner output shaft, the fourth synchronizer is used to control the combination and separation of the second outer output shaft and the second inner output shaft;

a fifth synchronizer connected on the second outer output shaft and located between the eighth-speed driven gear and the fourth-speed driven gear, the fifth synchronizer is used to control the eighth-speed driven gear and the combination and separation of the fourth-speed driven gear and the second outer output shaft;

A sixth synchronizer connected to the second outer output shaft and located between the third-speed driven gear and the seventh-speed driven gear, the sixth synchronizer is used to control the third-speed driven gear and all The second outer output shaft and the seventh-speed driven gear are combined and separated from the second inner output shaft.

Further, the fourth synchronizer is disposed at one end of the second inner output shaft away from the power source.

Further, the reverse gear driving gear meshes with the third gear driving gear.

According to the multi-speed dual-clutch transmission of the present invention, the synchronizing device can control the first outer output shaft and the first inner output shaft in addition to controlling the combination and separation of all driven gears and their shafts. The combination and separation of the second outer output shaft and the second inner output shaft and the combination and separation of the second outer output shaft and the second inner output shaft, in this way, the driven gear of the corresponding gear on the first outer output shaft and the second outer output shaft is connected to the inner input shaft or the outer After the drive gear corresponding to the gear on the input shaft is engaged, the synchronizing device controls the combination of the first outer output shaft and the first inner output shaft or the second outer output shaft and the second inner output shaft, so that the power can be directly transmitted to the first output shaft. The first main reduction gear on the inner output shaft or the second main reduction gear on the second inner output shaft does not need to rely on the driven gear and the driving gear of other gears, thus shortening the time required by the power source (engine or The power transmission path from the motor) to the first main reduction gear or the second main reduction gear improves the transmission efficiency of the transmission, reduces the response time of shifting, and improves the running comfort of the vehicle.

In addition, the present invention also provides a vehicle comprising the above-mentioned multi-speed dual-clutch transmission.

Description of drawings

1 is a frame diagram of a multi-speed dual-clutch transmission provided by an embodiment of the present invention;

FIG. 2 is a frame diagram of a multi-speed dual-clutch transmission provided by another embodiment of the present invention.

The reference numerals in the accompanying drawings are as follows:

1. The first inner output shaft; 2. The first main reduction gear; 3. The ninth-speed driven gear; 4. The first synchronizer; 5. The reverse drive gear; 6. The second synchronizer; Drive gear; 8. Third synchronizer; 9. Second-speed driven gear; 10. First external output shaft; 11. Fourth-speed driving gear; 12. Six-speed driving gear; 13. Second-speed driving gear; 14. Internal Input shaft; 15, 8th gear driving gear; 16, 4th synchronizer; 17, 2nd inner output shaft; 18, 2nd outer output shaft; 19, 8th gear driven gear; 20, 5th synchronizer; 21, 4th gear driven gear; 22, 3rd gear driven gear; 23, differential; 24, ring gear; 25, sixth synchronizer; 26, second main reduction gear; 27, seventh gear driven gear; 28, External input shaft; 29, power source; 30, second clutch; 31, first clutch; 32, seventh-speed driving gear; 33, third-speed driving gear.

Detailed ways

In order to make the technical problems, technical solutions and beneficial effects solved by the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention, but not to limit the present invention.

As shown in FIG. 1 , a multi-speed dual-clutch transmission provided by an embodiment of the present invention includes:

The outer input shaft 28 and the inner input shaft 14 are coaxially nested together, the outer input shaft 28 is connected with the power source 29 through the first clutch 31 , and the inner input shaft 14 is connected with the power source 29 through the second clutch 30 , the outer input shaft 28 and the inner input shaft 14 are fixedly provided with a plurality of driving gears; the power source 29 may be, for example, an engine or a motor. The first clutch 31 and the second clutch 30 constitute a double clutch.

The first outer output shaft 10 and the first inner output shaft 1 are coaxially nested together, and the first inner output shaft 1 is fixedly provided with a first final reduction gear 2 that meshes with the ring gear 24 of the differential 23 , at least one driven gear meshing with the corresponding driving gear is sleeved on the first outer output shaft 10 and the first inner output shaft 1 .

The second outer output shaft 18 and the second inner output shaft 17 are coaxially nested together, the second inner output shaft 17 is fixedly provided with a second final reduction gear 26 that meshes with the ring gear 24 of the differential 23 At least one driven gear meshing with the corresponding driving gear is sleeved on the second outer output shaft 18 and the second inner output shaft 17 .

Synchronization device, which is used to control the combination and separation of all driven gears and their shafts, the combination and separation of the first outer output shaft 10 and the first inner output shaft 1, and the second outer output The coupling and separation of the shaft 18 and the second inner output shaft 17 .

In this embodiment, the first outer output shaft 28 is also provided with a reverse gear drive gear 5 , and the reverse gear drive gear 5 and one of the drive gears on the outer input shaft 28 or the inner input shaft 14 mesh. Therefore, compared with the prior art (eg CN103711845A), the reverse gear set only includes the reverse driving gear, and the reverse driven gear, the reverse intermediate gear and the reverse intermediate shaft are reduced, so the structure of the reverse gear set is simple, Reduced costs. In addition, since the reverse drive gear 5 is meshed with one of the drive gears, that is, it meshes with the drive gear of a forward gear of the transmission, the arrangement of the reverse drive gear 5 does not increase the axial length of the transmission, which is beneficial to The miniaturization of the transmission is conducive to the layout of front-drive models.

In the present embodiment, the driving gear of the outer input shaft 28 includes a seventh-speed driving gear 32 and a third-speed driving gear 33 which are sequentially arranged in the direction away from the power source 29 , and the seventh-speed driving gear 32 is simultaneously used as the ninth gear. The driving gear of the inner input shaft 14 includes a fourth-speed driving gear 11 , a sixth-speed driving gear 12 , an eighth-speed driving gear 15 and a second-speed driving gear 13 , which are sequentially arranged in the direction away from the power source 29 ; The idle driven gear on the first inner output shaft 1 includes a ninth-speed driven gear 3 meshing with the seventh-speed driving gear 32; the idle driven gear on the first outer output shaft 1 includes The sixth-speed driven gear 7 and the second-speed driven gear 9 meshed with the sixth-speed driving gear 12 and the second-speed driving gear 13; the idle driven gear on the second outer output shaft 18 includes the third-speed driving gear The gear 33, the fourth-speed driving gear 11 and the eighth-speed driving gear 19 are meshed with the third-speed driven gear 22, the fourth-speed driven gear 21 and the eighth-speed driven gear 19; The gears include a seventh-speed driven gear 27 meshing with the seventh-speed driving gear 32 .

In this embodiment, the synchronization device includes:

A first synchronizer 4 connected to the first inner output shaft 1, the first synchronizer 4 is used to control the first outer output shaft 10 and the first inner output shaft 1 and the ninth gear driven The coupling and separation of the gear 3 and the first inner output shaft 1 .

A second synchronizer 6 connected to the first outer output shaft 10 and located between the reverse gear driving gear 5 and the sixth gear driven gear 7, the second synchronizer 6 is used to control the The sixth-speed driven gear 7 and the first outer output shaft 10 and the reverse gear driving gear 5 and the first outer output shaft 10 are combined and separated.

A third synchronizer 8 connected to the first outer output shaft 10 and located between the sixth-speed driven gear 7 and the second-speed driven gear 9, the third synchronizer 8 is used to control the The sixth-speed driven gear 7 and the second-speed driven gear 9 are combined and separated from the first outer output shaft 10 .

The fourth synchronizer 16 is connected to the second inner output shaft 17 , and the fourth synchronizer 16 is used to control the combination and separation of the second outer output shaft 18 and the second inner output shaft 17 . Preferably, the fourth synchronizer 16 is disposed on the end of the second inner output shaft 17 away from the power source 29 .

A fifth synchronizer 20 connected to the second outer output shaft 18 and located between the eighth-speed driven gear 19 and the fourth-speed driven gear 21, the fifth synchronizer 20 is used to control all The eighth-speed driven gear 19 and the fourth-speed driven gear 21 are combined and separated from the second outer output shaft 18 .

A sixth synchronizer 20 connected to the second outer output shaft 18 and located between the third gear driven gear 22 and the seventh gear driven gear 27, the sixth synchronizer 20 is used to control the third gear The combination and separation of the gear driven gear 7 and the second outer output shaft 18 and the seventh gear driven gear 27 and the second inner output shaft 17 .

The first synchronizer 4 , the second synchronizer 6 , the third synchronizer 8 , the fourth synchronizer 16 , the fifth synchronizer 20 and the sixth synchronizer 25 are all conventional synchronizers, which are controlled by the shift fork. Sliding on the axis on which it is located. In addition, the above-mentioned first synchronizer 4, second synchronizer 6, third synchronizer 8, fourth synchronizer 16, fifth synchronizer 20 and sixth synchronizer 25 are all provided with internal splines in the inner ring, The outer surfaces of the shafts connected with the first synchronizer 4, the second synchronizer 6, the third synchronizer 8, the fourth synchronizer 16, the fifth synchronizer 20 and the sixth synchronizer 25 are all provided with external splines, In this way, the first synchronizer 4 , the second synchronizer 6 , the third synchronizer 8 , the fourth synchronizer 16 , the fifth synchronizer 20 and the sixth synchronizer 25 are connected to the shafts where they are located. At the same time, through the cooperation of the internal and external splines, the first synchronizer 4, the second synchronizer 6, the third synchronizer 8, the fourth synchronizer 16, the fifth synchronizer 20 and the sixth synchronizer 25 can only follow their respective positions. Axial movement of the axis at which it is located, but not rotation relative to the axis where it is located.

In this embodiment, the reverse gear driving gear 5 meshes with the third gear driving gear 33 . The reverse drive gear 5 is fixedly arranged on the first outer output shaft 10 at a position between the first synchronizer 4 and the second synchronizer 6 . Of course, in other embodiments, the driving gear of the forward gear can also be selected to engage with it, as long as the required speed ratio of the reverse gear is satisfied.

In this embodiment, as shown in FIG. 1 , there are a total of seven forward gear sets, namely the second-speed driving gear 13 and the second-speed driven gear 9 , the third-speed driving gear 33 and the third-speed driven gear 22 , and the fourth-speed gear set The driving gear 11 and the fourth-speed driven gear 21, the sixth-speed driving gear 12 and the sixth-speed driven gear 7, the seventh-speed driving gear 32 and the seventh-speed driven gear 27, the eighth-speed driving gear 15 and the eighth-speed driven gear 19, The ninth-speed driving gear (the ninth-speed driving gear and the seventh-speed driving gear 32 share one driving gear) and the ninth-speed driven gear 3 .

By controlling the different states of the first synchronizer 4 , the second synchronizer 6 , the third synchronizer 8 , the fourth synchronizer 16 , the fifth synchronizer 20 and the sixth synchronizer 25 , the above seven sets of forward gear sets can be utilized. Realize the functions of first gear and fifth gear to construct a nine-speed dual-clutch transmission. Of course, the functions of the first gear, the fifth gear and the tenth gear can also be realized by using the above-mentioned seven groups of forward gear sets, so as to construct a ten-speed dual-clutch transmission. Of course, based on the same principle, by controlling the different states of the first synchronizer 4 , the second synchronizer 6 , the third synchronizer 8 , the fourth synchronizer 16 , the fifth synchronizer 20 and the sixth synchronizer 25 , it is also possible to Build a dual-clutch transmission with eleven or more speeds.

In this way, when realizing, for example, a nine-speed dual-clutch transmission or a ten-speed dual-clutch transmission, there are only six driving gears on the outer input shaft 28 and the inner input shaft 14, so that the dual-clutch transmission of this embodiment is axially oriented. The length is shorter than the axial length of the conventional seven-speed dual-clutch transmission (the conventional seven-speed dual-clutch transmission requires seven forward gears and one reverse gear), so it is beneficial to the miniaturization of the transmission and the front drive. The layout of the model.

Below, taking the ten-speed dual-clutch transmission as an example, the power transmission route of the dual-clutch transmission of this embodiment when working in each gear will be described (the power source is selected as the engine):

1st gear powertrain route:

First, the sixth synchronizer 25 is engaged with the third-speed driven gear 22, the fifth synchronizer 20 is engaged with the fourth-speed driven gear 21, the third synchronizer 8 is engaged with the second-speed driven gear 9, and the first synchronizer 4 and The first outer output shaft 10 is engaged and the other synchronizers are disengaged. The first clutch 31 is closed, and the engine torque is transmitted to the third-speed driving gear 33 of the outer input shaft 28 through the first clutch 31, and is transmitted to the third-speed driven gear 22 via the third-speed driving gear 33; The six synchronizers 25 are engaged, thereby transmitting the torque to the second outer output shaft 18 via the sixth synchronizer 25; since the fifth synchronizer 20 is engaged with the fourth-speed driven gear 21, the torque is then transmitted to the inner input shaft 14; Since the third synchronizer 8 is engaged with the second-speed driven gear 9, the torque is then transmitted from the second-speed driving gear 13 on the inner input shaft 14 to the second-speed driven gear 9, and then the third synchronizer 8 transmits the torque to The first outer output shaft 10; since the first outer output shaft 10 is engaged with the first synchronizer 4 on the first inner output shaft 1, the torque is then transmitted to the first final reduction gear 2; The ring gear 24 and finally the differential 23 outputs power.

Second gear powertrain route:

First, the third synchronizer 8 is engaged with the second-speed driven gear 9; the first synchronizer 4 is engaged with the first outer output shaft 10, and the other synchronizers are disengaged. The second clutch 30 is closed, and the engine torque is transmitted to the inner input shaft 14 through the second clutch 30 , and is transmitted to the second driven gear 9 through the second gear driving gear 13 fixed on the inner input shaft 14 , and then passes through the second gear driven gear. The engagement with the third synchronizer 8 transmits the torque to the first outer output shaft 10, and through the engagement of the first outer output shaft 10 with the first synchronizer 4, the torque is transmitted to the first inner output shaft 1. The first final reduction gear 2 passes through the differential ring gear 24 and finally outputs power from the differential 23 .

3rd gear powertrain route:

First, the sixth synchronizer 25 is engaged with the third-speed driven gear 22; the fourth synchronizer 16 is engaged with the second outer output shaft 18, and the other synchronizers are disengaged. The first clutch 31 is closed, and the engine torque is transmitted to the third-speed driving gear 11 of the outer input shaft 28 through the first clutch 31 , and is transmitted to the third-speed driven gear 22 via the third-speed driving gear 11 . The torque is transmitted to the second outer output shaft 18 through the engagement of the third-speed driven gear 22 and the sixth synchronizer 25; and then the second outer output shaft 18 is engaged with the fourth synchronizer 17, and the torque is transmitted to the second inner The second final reduction gear 26 on the output shaft 17 passes through the differential ring gear 24 and finally outputs power from the differential 23 .

Four-speed powertrain route:

First, the fifth synchronizer 20 is engaged with the fourth-speed driven gear 21; the fourth synchronizer 16 is engaged with the second outer output shaft 18, and the other synchronizers are disengaged. The second clutch 30 is closed, and the engine torque is transmitted to the inner input shaft 14 through the second clutch 30, and is transmitted to the fourth-speed driven gear 21 through the fourth-speed driving gear 12 fixed on the inner input shaft 14, and then through the fourth-speed driven gear. The engagement of 21 with the fifth synchronizer 20 transmits the torque to the second outer output shaft 18, and through the engagement of the second outer output shaft 18 with the fourth synchronizer 17, the torque is transmitted to the second inner output shaft 17. The second final reduction gear 26 passes through the differential ring gear 24 and finally outputs power from the differential 23 .

Five-speed powertrain route:

First, the sixth synchronizer 25 is engaged with the third-speed driven gear 22; the fifth synchronizer 20 is engaged with the fourth-speed driven gear 21; the second synchronizer 6 is engaged with the sixth-speed driven gear 7; the first outer output shaft 10 It is engaged with the first synchronizer 4, and the other synchronizers are disengaged. The first clutch 31 is closed, and the engine torque is transmitted to the third-speed driving gear 33 of the outer input shaft 28 through the first clutch 31 , and is transmitted to the third-speed driven gear 22 via the third-speed driving gear 33 . The torque is transmitted to the fifth synchronizer 20 on the second outer output shaft 18 through the engagement of the third-speed driven gear 22 and the sixth synchronizer 25, and then through the engagement of the fifth synchronizer 20 with the fourth-speed driven gear 21, The torque is transmitted to the sixth-speed driving gear 12 on the inner input shaft 14, and the sixth-speed driving gear 12 transmits the torque to the sixth-speed driven gear 7; the sixth-speed driven gear 7 is engaged with the second synchronizer 6, and the torque is transmitted to On the first outer output shaft 10, through the engagement of the first outer output shaft 10 and the first synchronizer 4, the torque is transmitted to the first main reduction gear 2 on the first inner output shaft 1, and then through the differential ring gear 24, and finally output power by the differential 23.

Six-speed powertrain route:

First, the second synchronizer 6 is engaged with the sixth-speed driven gear 7; the first synchronizer 4 is engaged with the first outer output shaft 10, and the other synchronizers are disengaged. The second clutch 30 is closed, the engine torque is transmitted to the inner input shaft 14 through the second clutch 30, and is transmitted to the sixth-speed driven gear 7 through the sixth-speed driving gear 12 fixed on the inner input shaft 14, and then through the sixth-speed driven gear The engagement of 7 with the second synchronizer 6 transfers torque to the first outer output shaft 10 . Then, through the engagement of the first outer output shaft 10 and the first synchronizer 4, the torque is transmitted to the first main reduction gear 2 on the first inner output shaft 1, then through the differential ring gear 24, and finally by the differential gear. The device 23 outputs power.

Seven-speed powertrain route:

First, the sixth synchronizer 25 is engaged with the seventh-speed driven gear 27; the fourth synchronizer 16 is engaged with the second outer output shaft 18, and the other synchronizers are disengaged. The first clutch 31 is closed, and the engine torque is transmitted to the seventh-speed driving gear 32 of the outer input shaft 28 through the first clutch 31, and is transmitted to the seventh-speed driven gear 27 via the seventh-speed driving gear (32). The torque is transmitted to the second outer output shaft 18 through the engagement of the seventh-speed driven gear 27 and the sixth synchronizer 25 , and then the torque is transmitted to the second outer output shaft 18 through the engagement of the second outer output shaft 18 and the fourth synchronizer 16 . The second final reduction gear 26 on the inner output shaft 17 passes through the differential ring gear 24 and finally outputs power from the differential 23 .

Eight-speed powertrain route:

First, the fifth synchronizer 20 is engaged with the eighth-speed driven gear 19; the fourth synchronizer 16 is engaged with the second outer output shaft 18, and the other synchronizers are disengaged. The second clutch 30 is closed, the engine torque is transmitted to the inner input shaft 14 through the second clutch 30, and is transmitted to the eighth-speed driven gear 19 through the eighth-speed driving gear 15 fixed on the inner input shaft 14, and then passes through the eighth-speed driven gear. The engagement of 19 with the fifth synchronizer 20 transmits the torque to the second outer output shaft 18, and through the engagement of the second outer output shaft 18 with the fourth synchronizer 16, the torque is transmitted to the second inner output shaft 17. The second final reduction gear 26 passes through the differential ring gear 24 and finally outputs power from the differential 23 .

Nine-speed powertrain route:

First, the first synchronizer 4 is engaged with the ninth-speed driven gear 3, and the other synchronizers are disengaged. The first clutch 31 is closed, and the engine torque is transmitted to the seventh-speed driving gear 32 of the outer input shaft 28 through the first clutch 31 (seven and ninth gears share one driving gear), and is transmitted to the ninth-speed driven gear 3 via the seventh-speed driving gear 32 . Through the engagement of the ninth-speed driven gear 3 and the first synchronizer 4, the torque is transmitted to the first final reduction gear 2 on the first inner output shaft 1, then through the differential ring gear 24, and finally by the differential 23 output power.

Tenth gear powertrain route:

First, the fifth synchronizer 20 is engaged with the eighth-speed driven gear 19; the sixth synchronizer 25 is engaged with the seventh-speed driven gear 27; the first synchronizer 4 is engaged with the ninth-speed driven gear 3, and the other synchronizers are disengaged. The second clutch 30 is closed, and the engine torque is transmitted to the eighth-speed driving gear 15 of the inner input shaft 14 through the second clutch 30 , and is transmitted to the eighth-speed driven gear 19 via the eighth-speed driving gear 15 . The torque is transmitted to the sixth synchronizer 25 on the second outer output shaft 18 through the engagement of the eighth-speed driven gear 19 and the fifth synchronizer 20, and then through the engagement of the sixth synchronizer 25 with the seventh-speed driven gear 27, The torque is transmitted to the seventh-speed driving gear 32 on the outer input shaft 28, and the seventh-speed driving gear 32 transmits the torque to the ninth-speed driven gear 3; The power is transmitted to the first final reduction gear 2 on the first inner output shaft 1 , then passes through the differential ring gear 24 , and is finally outputted by the differential 23 .

Reverse driveline:

First, the third synchronizer 8 is engaged with the second-speed driven gear 9; the second synchronizer 6 is engaged with the reverse driving gear 5; the fourth synchronizer 16 is engaged with the second outer output shaft 18; the sixth synchronizer 25 is engaged with the third The gear driven gear 22 is engaged, and the other synchronizers are disengaged. The second clutch 30 is closed, and the engine torque is transmitted to the second-speed driving gear 13 of the inner input shaft 14 through the second clutch 30 , and is transmitted to the second-speed driven gear 9 via the second-speed driving gear 13 . The torque is transmitted to the second synchronizer 6 on the first outer output shaft 10 through the engagement of the second-speed driven gear 9 and the third synchronizer 8, and then through the engagement of the second synchronizer 6 with the reverse drive gear 5, by The reverse gear driving gear 5 transmits the torque to the third gear driven gear 22; through the engagement of the third gear driven gear 22 and the sixth synchronizer 25, the torque is transmitted to the second outer output shaft 18, and then through the second outer output The engagement of the shaft 18 with the fourth synchronizer 16 transmits torque to the second final gear 26 on the second inner output shaft 17 , through the differential ring gear 24 , and finally through the differential 23 .

In the ten-speed dual-clutch transmission described above, the nine-speed dual-clutch transmission can be obtained by removing the control process of the tenth speed under the condition that the mechanical structure remains unchanged.

Of course, in other embodiments, the ninth-speed driven gear and the control process of the ninth-gear and tenth-gear can also be removed, and an eight-speed dual-clutch transmission can also be obtained.

According to the multi-speed dual-clutch transmission of the above embodiments of the present invention, in addition to controlling the coupling and separation of all driven gears and their shafts, the synchronizing device can also control the first outer output shaft and the first outer output shaft. The combination and separation of the inner output shaft and the combination and separation of the second outer output shaft and the second inner output shaft, in this way, the driven gear of the corresponding gear on the first outer output shaft and the second outer output shaft is connected with the inner input shaft. After the corresponding gears on the shaft or the outer input shaft are engaged, the synchronizing device controls the combination of the first outer output shaft and the first inner output shaft or the second outer output shaft and the second inner output shaft, so that the power can be directly transmitted. It is transmitted to the first main reduction gear on the first inner output shaft or the second main reduction gear on the second inner output shaft without resorting to the driven gear and driving gear of other gears, thus shortening the time required by the power source. The power transmission path from the engine (engine or motor) to the first main reduction gear or the second main reduction gear improves the transmission efficiency of the transmission, reduces the response time of shifting, and improves the comfort of vehicle operation.

In addition, as shown in FIG. 2 , in another embodiment of the present invention, a seven-speed dual-clutch transmission is provided. Compared with the ten-speed dual-clutch transmission shown in FIG. 1 , the seven-speed dual-clutch transmission of this embodiment is , In terms of structure, the eighth-speed driving gear 15, the eighth-speed driven gear 19 and the ninth-speed driven gear 3 are removed, and the other mechanical structures are the same. Exactly the same.

In the seven-speed dual-clutch transmission of this embodiment, there are only five driving gears on the outer input shaft 28 and the inner input shaft 14, so that the axial length of the dual-clutch transmission of this embodiment is only longer than that of the conventional seven-speed dual-clutch transmission The axial length of the clutch transmission is short (a conventional seven-speed dual-clutch transmission requires seven forward gears and one reverse gear), which is beneficial to the miniaturization of the transmission and the arrangement of front-drive models.

In addition, an embodiment of the present invention also provides a vehicle, which includes the above-mentioned multi-speed dual-clutch transmission.

The above descriptions are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention shall be included in the protection of the present invention. within the range.

Claims (6)

1. A multi-speed dual-clutch transmission, comprising: an outer input shaft (28) and an inner input shaft (14) coaxially nested together, the outer input shaft (28) is connected with the power source (29) through the first clutch (31), the inner input shaft ( 14) Connecting with the power source (29) through the second clutch (30), the outer input shaft (28) and the inner input shaft (14) are fixedly provided with a plurality of driving gears; A first outer output shaft (10) and a first inner output shaft (1) that are coaxially nested together, the first inner output shaft (1) is fixedly provided with a ring gear ( 24) The meshed first main reduction gear (2), the first outer output shaft (10) and the first inner output shaft (1) are sleeved with at least one driven gear that meshes with the corresponding driving gear; A second outer output shaft (18) and a second inner output shaft (17) coaxially nested together, the second inner output shaft (17) is fixedly provided with a ring gear ( 24) The meshed second main reduction gear (26), the second outer output shaft (18) and the second inner output shaft (17) are sleeved with at least one driven gear that meshes with the corresponding driving gear; A synchronizing device, the synchronizing device is used to control the combination and separation of all the driven gears and their shafts, the combination and separation of the first outer output shaft (10) and the first inner output shaft (1), and the Combination and separation of the second outer output shaft (18) and the second inner output shaft (17); The driving gear of the outer input shaft (28) includes a seventh-speed driving gear (32) and a third-speed driving gear (33) that are sequentially arranged in a direction away from the power source (29). The seventh-speed driving gear (32) ) is simultaneously used as a ninth-speed driving gear, and the driving gear of the inner input shaft (14) includes a fourth-speed driving gear (11) and a sixth-speed driving gear (12) which are sequentially arranged in the direction away from the power source (29). , an eighth-speed driving gear (15) and a second-speed driving gear (13); the idle driven gear on the first inner output shaft (1) includes a ninth-speed driven gear that meshes with the seventh-speed driving gear (32) Gear (3); the idle driven gear on the first outer output shaft (10) includes a sixth-speed driven gear (7) respectively meshing with the sixth-speed driving gear (12) and the second-speed driving gear (13) ) and the second-speed driven gear (9); the idle driven gear on the second outer output shaft (18) includes the third-speed driving gear (33), the fourth-speed driving gear (11) and the eighth-speed The third-speed driven gear (22), the fourth-speed driven gear (21) and the eighth-speed driven gear (19) meshed with the driving gear (15); the idle driven gear on the second inner output shaft (17) A seventh-speed driven gear (27) meshing with the seventh-speed driving gear (32) is included. 2 . The multi-speed dual-clutch transmission according to claim 1 , wherein the first outer output shaft ( 10 ) is also vacantly provided with a reverse drive gear ( 5 ), the reverse drive gear ( 5 ). 3 . ) meshes with one of the drive gears on the outer input shaft (28) or the inner input shaft (14). 3. The multi-speed dual-clutch transmission according to claim 2, wherein the synchronizing device comprises: A first synchronizer (4) connected to the first inner output shaft (1), the first synchronizer (4) is used to control the first outer output shaft (10) and the first inner output shaft (1) and the combination and separation of the ninth-speed driven gear (3) and the first inner output shaft (1); a second synchronizer (6) connected to the first outer output shaft (10) and located between the reverse drive gear (5) and the sixth-speed driven gear (7), the second A synchronizer (6) is used to control the sixth gear driven gear (7) and the first outer output shaft (10) and the reverse gear driving gear (5) and the first outer output shaft (10) combination and separation; A third synchronizer (8) connected to the first outer output shaft (10) and located between the sixth-speed driven gear (7) and the second-speed driven gear (9), the first A third synchronizer (8) is used to control the combination and separation of the sixth-speed driven gear (7) and the second-speed driven gear (9) and the first outer output shaft (10); a fourth synchronizer (16) connected to the second inner output shaft (17), the fourth synchronizer (16) is used to control the second outer output shaft (18) and the second inner output shaft (17) Combination and separation; A fifth synchronizer (20) connected to the second outer output shaft (18) and located between the eighth-speed driven gear (19) and the fourth-speed driven gear (21), the first The fifth synchronizer (20) is used to control the combination and separation of the eighth-speed driven gear (19) and the fourth-speed driven gear (21) and the second outer output shaft (18); A sixth synchronizer (25) connected to the second outer output shaft (18) and located between the third-speed driven gear (22) and the seventh-speed driven gear (27), the sixth synchronizer A device (25) is used to control the third-speed driven gear (22) and the second outer output shaft (18) and the seventh-speed driven gear (27) and the second inner output shaft (17) combination and separation. 4. The multi-speed dual-clutch transmission according to claim 3, wherein the fourth synchronizer (16) is provided on the second inner output shaft (17) away from the power source (29) one end. 5. The multi-speed dual-clutch transmission according to any one of claims 2-4, wherein the reverse gear (5) meshes with the third-speed drive gear (33). 6. A vehicle, characterized by comprising the multi-speed dual-clutch transmission according to any one of claims 1-5.