CN113685505A - Nine-gear double-clutch transmission and vehicle - Google Patents
Nine-gear double-clutch transmission and vehicle Download PDFInfo
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- CN113685505A CN113685505A CN202010421777.0A CN202010421777A CN113685505A CN 113685505 A CN113685505 A CN 113685505A CN 202010421777 A CN202010421777 A CN 202010421777A CN 113685505 A CN113685505 A CN 113685505A
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- 230000007704 transition Effects 0.000 claims abstract description 52
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- 238000000926 separation method Methods 0.000 claims description 6
- 238000003466 welding Methods 0.000 claims description 4
- 230000007246 mechanism Effects 0.000 claims description 3
- 238000000034 method Methods 0.000 description 13
- 230000008569 process Effects 0.000 description 13
- 230000009286 beneficial effect Effects 0.000 description 4
- 238000009826 distribution Methods 0.000 description 4
- 230000004323 axial length Effects 0.000 description 3
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- 238000000465 moulding Methods 0.000 description 3
- 230000008878 coupling Effects 0.000 description 2
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/001—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion convertible for varying the gear-ratio, e.g. for selecting one of several shafts as the input shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
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Abstract
本发明提供一种九挡双离合变速器及车辆，该九挡双离合变速器包括第二主减齿轮、差速器齿圈、差速器、4挡从动齿轮、8挡从动齿轮、7挡从动齿轮、3挡从动齿轮、第二输出轴、6/8挡主动齿轮、过渡主动齿轮、内输入轴、5/7挡主动齿轮、3挡主动齿轮、第一输出轴、倒挡齿轮、5挡从动齿轮、过渡从动齿轮、6挡从动齿轮、2挡从动齿轮、第一主减齿轮、2挡主动齿轮、4挡主动齿轮、第二离合器、第一离合器、外输入轴及同步装置。该九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 nine-speed dual-clutch transmission and a vehicle. The nine-speed dual-clutch transmission includes a second main reduction gear, a differential ring gear, a differential, a 4th-speed driven gear, an 8-speed driven gear, and a 7th-speed driven gear. Driven gear, 3rd driven gear, 2nd output shaft, 6/8th drive gear, transition drive gear, inner input shaft, 5th/7th drive gear, 3rd drive gear, 1st output shaft, reverse gear , 5-speed driven gear, transition driven gear, 6-speed driven gear, 2-speed driven gear, first main reduction gear, 2-speed driving gear, 4-speed driving gear, second clutch, first clutch, external input Shafts and Synchronizers. The nine-speed dual-clutch transmission greatly shortens the overall length of the dual-clutch transmission, and can be applied to front-traverse front-drive vehicles.
Description
Technical Field
The invention belongs to the technical field of vehicle transmissions, and particularly relates to a nine-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 nine-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 front-transverse front-drive vehicle types.
In order to solve the technical problem, on one hand, an embodiment of the invention provides a nine-gear dual-clutch transmission, which comprises a second main reduction gear, a differential gear ring, a differential, a 4-gear driven gear, an 8-gear driven gear, a 7-gear driven gear, a 3-gear driven gear, a second output shaft, an 6/8-gear driving gear, a transition driving gear, an inner input shaft, a 5/7-gear driving gear, a 3-gear driving gear, a first output shaft, a reverse gear, a 5-gear driven gear, a transition driven gear, a 6-gear driven gear, a 2-gear driven gear, a first main reduction gear, a 2-gear driving gear, a 4-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 4-gear driving gear, the 2-gear driving gear, the 6/8-gear driving gear and the transition driving gear are sequentially fixed on the outer input shaft in a direction far away from the power source, and the 5/7-gear driving gear and the 3-gear driving gear are sequentially fixed on the inner input shaft in a direction far away from the power source;
the first output shaft is sequentially sleeved with the 2-gear driven gear, the 6-gear driven gear, the transition driven gear, the 5-gear driven gear and the reverse gear in an empty manner in the direction away from the power source, the second output shaft is sequentially sleeved with the 4-gear driven gear, the 8-gear driven gear, the 7-gear driven gear and the 3-gear driven gear in an empty manner in the direction away from the power source, the first main reduction gear is fixed on the first output shaft, and the second main reduction gear is fixed on the second output shaft; the 2-gear driving gear is meshed with the 2-gear driven gear, the 3-gear driven gear is meshed with the 3-gear driving gear and the reverse gear simultaneously, the 4-gear driving gear (27) is meshed with the 4-gear driven gear, the 5/7-gear driving gear is meshed with the 5-gear driven gear and the 7-gear driven gear simultaneously, the 6/8-gear driving gear is meshed with the 6-gear driven gear and the 8-gear driven gear simultaneously, the transition driving gear is meshed with the transition driven gear, and the differential gear ring is meshed with the first main reduction gear and the second main reduction gear simultaneously;
a synchronizer for controlling engagement and disengagement of each idler gear with its shaft to achieve nine forward gears and reverse.
According to the nine-gear double-clutch transmission provided by the embodiment of the invention, improvement is carried out on the basis of the traditional manual transmission, so that the effect of a rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, and the structure is more compact. Because the resources of the manual transmission are utilized to the maximum extent, the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like.
Through the bypassing mode, realize 1, 9 fender transmissions with other fender gear gears to cancel 1, 9 fender owner, driven gear, obtain more fender transmission with less gear, greatly shorten derailleur axial length, alleviate derailleur weight, practice thrift whole car cost. When the nine-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft are provided with six driving gears in total, so that the external dimension of the nine-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.
Nine 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 nine-gear double-clutch transmission has 9 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 power performance and the economical efficiency of the whole vehicle are improved.
In addition, the second output shaft is used as an idler shaft in reverse gear transmission, and the second output shaft and the 3-gear driven gear are used as transmission parts of reverse gear, so that a special reverse gear shaft is saved, gear recycling is increased, weight is reduced, and cost is saved. The center distance between the input shaft and the two output shafts can be designed to be smaller, and the structure is more compact. Reverse gear transmission path is simple, only uses 3 grades of driven gear as the idler switching-over, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher.
In another aspect, an embodiment of the present invention further provides a vehicle, which includes the nine-gear dual-clutch transmission.
Drawings
FIG. 1 is a frame diagram of a nine 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 4-gear driven gear; 5. a first synchronizer; 6. a 8-gear driven gear; 7. a 7-gear driven gear; 8. a second synchronizer; 9. a 3-gear driven gear; 10. a second output shaft; 11. 6/8 gear drive gear; 12. a transition driving gear; 13. an inner input shaft; 14. 5/7 gear drive gear; 15. a 3-gear driving gear; 16. a first output shaft; 17. a reverse gear; 18. a third synchronizer; 19. a 5-gear driven gear; 20. a transition driven gear; 21. a fourth synchronizer; 22. a 6-gear driven gear; 23. a fifth synchronizer; 24. a 2-gear driven gear; 25. a first main reduction gear; 26. a 2-gear driving gear; 27. a 4-gear driving gear; 28. a power source; 29. a second clutch; 30. a first clutch; 31. an outer input shaft; 32. 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 nine-speed dual 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 4-speed driven gear 4, a 8-speed driven gear 6, a 7-speed driven gear 7, a 3-speed driven gear 9, a second output shaft 10, an 6/8-speed driving gear 11, a transition driving gear 12, an inner input shaft 13, a 5/7-speed driving gear 14, a 3-speed driving gear 15, a first output shaft 16, a reverse gear 17, a 5-speed driven gear 19, a transition driven gear 20, a 6-speed driven gear 22, a 2-speed driven gear 24, a first main reduction gear 25, a 2-speed driving gear 26, a 4-speed driving gear 27, a second clutch 29, a first clutch 30, an outer input shaft 31, and a synchronizer. Power source 28 may be, for example, an engine, an electric machine, or a hybrid powertrain of an electric machine and an engine.
The outer input shaft 31 and the inner input shaft 13 are coaxially nested, the inner input shaft 13 is connected with a power source 28 through a first clutch 30, the outer input shaft 31 is connected with the power source 28 through a second clutch 29, the 4-gear driving gear 27, the 2-gear driving gear 26, the 6/8-gear driving gear 11 and the transition driving gear 12 are sequentially fixed on the outer input shaft 31 in the direction away from the power source 28, and the 5/7-gear driving gear 14 and the 3-gear driving gear 15 are sequentially fixed on the inner input shaft 13 in the direction away from the power source 28.
The first output shaft 16 is sequentially sleeved with the 2-gear driven gear 24, the 6-gear driven gear 22, the transition driven gear 20, the 5-gear driven gear 19 and the reverse gear 17 in a free manner in a direction away from the power source 28, the second output shaft 10 is sequentially sleeved with the 4-gear driven gear 4, the 8-gear driven gear 6, the 7-gear driven gear 7 and the 3-gear driven gear 9 in a free manner in a direction away from the power source 28, the first main reduction gear 25 is fixed on the first output shaft 16, and the second main reduction gear 1 is fixed on the second output shaft 10; the meshing of 2 grades driving gear 26 and 2 grades driven gear 24, 3 grades driven gear 9 simultaneously with 3 grades driving gear 15 and reverse gear 17 meshing, 4 grades driving gear 27 and 4 grades driven gear 4 meshing, 5/7 grades driving gear 14 simultaneously with 5 grades driven gear 19 and 7 grades driven gear 7 meshing, 6/8 grades driving gear 11 simultaneously with 6 grades driven gear 22 and 8 grades driven gear 6 meshing, transition driving gear 12 and transition driven gear 20 meshing, differential ring gear 2 simultaneously with first main subtracting gear 25 and the meshing of second main subtracting gear 1.
A synchronizer for controlling engagement and disengagement of each idler gear with its shaft to achieve nine forward gears and reverse.
Thus, gears 6 and 8 share a common drive gear and gears 5 and 7 share a common drive gear. In addition, the 1-gear transmission and the 9-gear transmission are realized by other gear gears in a bypassing mode, so that 1-gear driving gears and 9-gear 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 31 is a hollow shaft coaxially sleeved on the inner input shaft 13, and the inner input shaft 13 can be a solid shaft or a hollow shaft. The first output shaft 16, the second output shaft 10 and the external input shaft 31 are arranged in parallel at intervals to form a parallel shaft type structure. The power source 28 is coaxial with the inner input shaft 13.
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 30 and the second clutch 29 share a housing to be integrated as a dual clutch. To make the transmission space more compact.
In an embodiment, the nine-gear dual clutch transmission further includes a hollow shaft 32 coaxially sleeved on the first output shaft 16, the 5-gear driven gear 19 is fixed on the hollow shaft 32, and the transition driven gear 20 is loosely sleeved on the hollow shaft 32.
In one embodiment, the synchronizing device includes a first synchronizer 5, a second synchronizer 8, a third synchronizer 18, a fourth synchronizer 21 and a fifth synchronizer 23, the first synchronizer 5 and the second synchronizer 8 are disposed on the second output shaft 10, the third synchronizer 18 and the fifth synchronizer 23 are disposed on the first output shaft 16, and the fourth synchronizer 21 is disposed on the hollow shaft 32.
The first synchronizer 5 is positioned between the 4 th-gear driven gear 4 and the 8 th-gear driven gear 6 and is used for controlling the combination and the separation of the 4 th-gear driven gear 4 and the 8 th-gear driven gear 6 and the second output shaft 10; the second synchronizer 8 is positioned between the 3-gear driven gear 9 and the 7-gear driven gear 7 and is used for controlling the connection and disconnection of the 3-gear driven gear 9 and the 7-gear driven gear 7 with the second output shaft 10; the third synchronizer 18 is positioned between the 5 th driven gear 19 and the reverse gear 17 and is used for controlling the combination and the separation of the 5 th driven gear 19 and the reverse gear 17 with the first output shaft 16; the fourth synchronizer 21 is positioned between the 6 th-gear driven gear 22 and the transition driven gear 20, and is used for controlling the combination and the separation of the transition driven gear 20 and the hollow shaft 32; the fifth synchronizer 23 is located between the 6 th and 2 nd driven gears 22 and 24, and is used for controlling the engagement and disengagement of the 6 th and 2 nd driven gears 22 and 24 with the first output shaft 16.
The first synchronizer 5, the second synchronizer 8, the third synchronizer 18, the fourth synchronizer 21 and the fifth synchronizer 23 are all conventional synchronizers, and are controlled by a shifting fork to slide on a shaft.
The hubs of the first synchronizer 5 and the second synchronizer 8 are splined to the second output shaft 10; the hubs of the third synchronizer 18 and the fifth synchronizer 23 are splined to the first output shaft 16; the hub of the fourth synchronizer 21 is fixed to the 5-speed driven gear 19 by welding, spline, interference press-fitting, or integral molding.
However, it is also possible that the hub of the fourth synchronizer 21 is splined to the hollow shaft 32.
Nine forward gears and one reverse gear can be achieved by controlling the engagement and disengagement of the different states of the first synchronizer 5, the second synchronizer 8, the third synchronizer 18, the fourth synchronizer 21, the fifth synchronizer 23, the first clutch 30, and the second clutch 29.
Thus, when the nine-gear double-clutch transmission is realized, the outer input shaft 31 and the inner input shaft 13 have six driving gears in total, so that the external dimension of the nine-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, thereby being beneficial to the miniaturization of the transmission and the arrangement of a front transverse front-drive vehicle.
In a preferred embodiment, the first main reduction gear 25, the 2 nd driven gear 24, the fifth synchronizer 23, the 6 th driven gear 22, the fourth synchronizer 21, the transition driven gear 20, the 5 th driven gear 19, the third synchronizer 18 and the reverse gear 17 are sequentially arranged in a direction away from the power source 28. The second main reduction gear 1, the 4-gear driven gear 4, the first synchronizer 5, the 8-gear driven gear 6, the 7-gear driven gear 7, the second synchronizer 8 and the 3-gear driven gear 9 are sequentially arranged in a direction away from the power source 28.
In a preferred embodiment, the 3 rd, 3 rd and reverse gear drive gears 9, 15 and 17 are co-planar gear sets, the 5/7 th gear drive gears 14, 19 and 7 th gear drive gears 7 are co-planar gear sets, the 6/8 th gear drive gears 11, 6 th gear drive gears 22 and 8 th gear drive gear 6 are co-planar gear sets, and the first and second main reduction gears 25, 1 and the differential ring gear 2 are co-planar 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 two ends of the inner input shaft 13 and the outer input shaft 31 are rotatably supported by bearings on a transmission housing, the two ends of the first output shaft 16 are rotatably supported by bearings on a transmission housing, and the two ends of the second output shaft 10 are rotatably supported by bearings on a transmission housing. To achieve stable support of the respective shafts.
In one embodiment, the 4-gear driving gear 27, the 2-gear driving gear 26, the 6/8-gear driving gear 11 and the transition driving gear 12 are fixed on the outer input shaft 31 by welding, spline connection, interference press-fitting or integral molding; the 5/7 gear driving gear 14 and the 3 gear driving gear 15 are fixed on the inner input shaft 13 by welding, spline connection, interference press fitting or integral molding.
The nine-gear dual clutch transmission of the above embodiment has the following power transmission in each gear (the power source 28 is taken as an engine as an example):
a first gear power transmission route: the fourth synchronizer 21 is coupled with the transition driven gear 20, the fifth synchronizer 23 is coupled with the 2 nd gear driven gear 24, the first clutch 30 is closed, the torque provided by the engine is transmitted to the inner input shaft 13 through the first clutch 30, the torque is transmitted to the 5 th driven gear 19 through the 5/7 th driving gear 14 fixed on the inner input shaft 13, then is transmitted to the transition driven gear 20 through the 5 th driven gear 19 by combining the fourth synchronizer 21 with the transition driven gear 20, then is transmitted to the transition driving gear 12 through the transition driven gear 20, then is transmitted to the 2 nd driving gear 26 through the outer input shaft 31 by the transition driving gear 12, then is transmitted to the 2 nd driven gear 24 through the 2 nd driving gear 26, and then is transmitted to the first main reducing gear 25 on the first output shaft 16 through the combination of the fifth synchronizer 23 and the 2 nd driven gear 24, then passes through the differential ring gear 2, and finally is output by the differential 3.
A second-gear power transmission route: the fifth synchronizer 23 is engaged with the 2 nd driven gear 24, the second clutch 29 is closed, the torque provided by the engine is transmitted to the outer input shaft 31 through the second clutch 29, is transmitted to the 2 nd driven gear 24 through the 2 nd driving gear 26 fixed on the outer input shaft 31, is transmitted to the first main reduction gear 25 on the first output shaft 16 through the engagement of the fifth synchronizer 23 and the 2 nd driven gear 24, passes through the differential ring gear 2, and is finally output by the differential 3.
A third gear power transmission route: the second synchronizer 8 is combined with the 3 rd gear driven gear 9, the first clutch 30 is closed, the torque provided by the engine is transmitted to the inner input shaft 13 through the first clutch 30, is transmitted to the 3 rd gear driven gear 9 through the 3 rd gear driving gear 15 fixed on the inner input shaft 13, is transmitted to the second main reduction gear 1 on the second output shaft 10 through the combination of the second synchronizer 8 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 4, the second clutch 29 is closed, the torque provided by the engine is transmitted to the outer input shaft 31 through the second clutch 29, is transmitted to the 4-gear driven gear 4 through the 4-gear driving gear 27 fixed on the outer input shaft 31, is transmitted to the second main reduction gear 1 on the second output shaft 10 through the combination of the first synchronizer 5 and the 4-gear driven gear 4, passes through the differential gear ring 2, and is finally output by the differential 3.
A fifth-gear power transmission route: the third synchronizer 18 is engaged with the 5 th driven gear 19, the first clutch 30 is closed, the torque provided by the engine is transmitted to the inner input shaft 13 through the first clutch 30, is transmitted to the 5 th driven gear 19 through the 5/7 th driving gear 14 fixed on the inner input shaft 13, is transmitted to the first main reduction gear 25 on the first output shaft 16 through the engagement of the third synchronizer 18 and the 5 th driven gear 19, passes through the differential ring gear 2, and is finally output by the differential 3.
A six-gear power transmission route: the fifth synchronizer 23 is engaged with the 6 th driven gear 22, the second clutch 29 is closed, the torque provided by the engine is transmitted to the outer input shaft 31 through the second clutch 29, is transmitted to the 6 th driven gear 22 through the 6/8 th driving gear 11 fixed on the outer input shaft 31, is transmitted to the first main reduction gear 25 on the first output shaft 16 through the engagement of the fifth synchronizer 23 and the 6 th driven gear 22, passes through the differential ring gear 2, and is finally output by the differential 3.
A seven-gear power transmission route: the second synchronizer 8 is engaged with the 7 th driven gear 7, the first clutch 30 is closed, the torque provided by the engine is transmitted to the inner input shaft 13 through the first clutch 30, is transmitted to the 7 th driven gear 7 through the 5/7 th driving gear 14 fixed on the inner input shaft 13, is transmitted to the second main reduction gear 1 on the second output shaft 10 through the engagement of the second synchronizer 8 and the 7 th driven gear 7, 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 6, the second clutch 29 is closed, the torque provided by the engine is transmitted to the outer input shaft 31 through the second clutch 29, is transmitted to the 8 th driven gear 6 through the 6/8 th driving gear 11 fixed on the outer input shaft 31, is transmitted to the second main reduction gear 1 on the second output shaft 10 through the engagement of the first synchronizer 5 and the 8 th driven gear 6, passes through the differential ring gear 2, and is finally output by the differential 3.
Nine-gear power transmission route: the fourth synchronizer 21 is coupled to the transition driven gear 20, the second synchronizer 8 is coupled to the 7 th driven gear 7, the second clutch 29 is closed, the torque provided by the engine is transmitted to the outer input shaft 31 through the second clutch 29, is transmitted to the transition driven gear 20 through the transition driving gear 12 fixed to the outer input shaft 31, is transmitted to the 5 th driven gear 19 through the coupling of the fourth synchronizer 21 and the transition driven gear 20, is transmitted to the 5/7 th driving gear 14 through the 5 th driven gear 19, is transmitted to the 7 th driven gear 7 through the 5/7 th driving gear 14, is transmitted to the second main reduction gear 1 on the second output shaft 10 through the coupling of the second synchronizer 8 and the 7 th driven gear 7, passes through the differential ring gear 2, and is finally output power from the differential 3.
Reverse gear power transmission route: the third synchronizer 18 is combined with the reverse gear 17, the first clutch 30 is closed, the torque provided by the engine is transmitted to the inner input shaft 13 through the first clutch 30, is transmitted to the 3-gear driven gear 9 through the 3-gear driving gear 15 fixed on the inner input shaft 13, is transmitted to the reverse gear 17 through the 3-gear driven gear 9, is transmitted to the first main reduction gear 25 on the first output shaft 16 through the combination of the third synchronizer 18 and the reverse gear 17, passes through the differential gear ring 2, and is finally output by the differential 3.
The nine speed dual clutch transmission shift process of the present embodiment is as follows:
1-gear shift and 2-gear shift processes: in the 1 gear, the fourth synchronizer 21 is combined with the transition driven gear 20, and the fifth synchronizer 23 is combined with the 2-gear driven gear 24; the first clutch 30 is closed and the second clutch 29 is open; after the double clutch transmission control system sends a 1-gear shift and 2-gear shift instruction, the second clutch 29 is still in an open state at the moment, namely, the second clutch 29 and the outer input shaft 31 do not transmit power; as the shifting process continues, the first clutch 30 is gradually opened while the second clutch 29 is gradually closed, and during this process, the clutches are always engaged and torque interruption does not occur; after the first clutch 30 is completely opened and the second clutch 29 is completely closed, the shifting process is ended. At this time, the first clutch 30 is in an open state, i.e., the first clutch 30 and the inner input shaft 13 do not transmit power, and the engine torque is transmitted to the 2 nd-gear driven gear 24 via the second clutch 29.
2-shift 3-shift process: in gear 2, the fifth synchronizer 19 is engaged with the 2 nd driven gear 24; the second clutch 29 is closed and the first clutch 30 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 second synchronizer 8 and a 3-gear driven gear 9 in advance; the first clutch 30 is still open, i.e. neither the first clutch 30 nor the inner input shaft 13 is transmitting power; as the shifting process continues, the second clutch 29 is gradually opened while the first clutch 30 is gradually closed, and during this process, the clutches are always engaged and torque interruption does not occur; after the second clutch 29 is completely opened and the first clutch 30 is completely closed, the shifting process is ended. At this time, the second clutch 29 is in an open state, i.e., the second clutch 29 and the outer input shaft 31 do not transmit power, and the engine torque is transmitted to the 3 rd-speed driven gear 9 via the first clutch 30.
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 nine-gear double-clutch transmission provided by the embodiment of the invention, improvement is carried out on the basis of the traditional manual transmission, so that the effect of a rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, and the structure is more compact. Because the resources of the manual transmission are utilized to the maximum extent, the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like.
Through the bypassing mode, realize 1, 9 fender transmissions with other fender gear gears to cancel 1, 9 fender owner, driven gear, obtain more fender transmission with less gear, greatly shorten derailleur axial length, alleviate derailleur weight, practice thrift whole car cost. When the nine-gear double-clutch transmission is realized, the outer input shaft and the inner input shaft are provided with six driving gears in total, so that the external dimension of the nine-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.
Nine 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 nine-gear double-clutch transmission has 9 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 power performance and the economical efficiency of the whole vehicle are improved.
In addition, the second output shaft is used as an idler shaft in reverse gear transmission, and the second output shaft and the 3-gear driven gear are used as transmission parts of reverse gear, so that a special reverse gear shaft is saved, gear recycling is increased, weight is reduced, and cost is saved. The center distance between the input shaft and the two output shafts can be designed to be smaller, and the structure is more compact. Reverse gear transmission path is simple, only uses 3 grades of driven gear as the idler switching-over, 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 nine-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.
Claims (10)
1. The utility model provides a nine grades of double clutch derailleur, a serial communication port, including second owner subtract gear (1), differential ring gear (2), differential mechanism (3), 4 grades of driven gear (4), 8 grades of driven gear (6), 7 grades of driven gear (7), 3 grades of driven gear (9), second output shaft (10), 6/8 grades of driving gear (11), transition driving gear (12), interior input shaft (13), 5/7 grades of driving gear (14), 3 grades of driving gear (15), first output shaft (16), reverse gear (17), 5 grades of driven gear (19), transition driven gear (20), 6 grades of driven gear (22), 2 grades of driven gear (24), first owner subtracts gear (25), 2 grades of driving gear (26), 4 grades of driving gear (27), second clutch (29), first clutch (30), An outer input shaft (31) and a synchronizer;
the outer input shaft (31) and the inner input shaft (13) are coaxially nested, the inner input shaft (13) is connected with a power source (28) through a first clutch (30), the outer input shaft (31) is connected with the power source (28) through a second clutch (29), the 4-gear driving gear (27), the 2-gear driving gear (26), the 6/8-gear driving gear (11) and the transition driving gear (12) are sequentially fixed on the outer input shaft (31) in a direction away from the power source (28), and the 5/7-gear driving gear (14) and the 3-gear driving gear (15) are sequentially fixed on the inner input shaft (13) in a direction away from the power source (28);
the first output shaft (16) is sequentially sleeved with the 2-gear driven gear (24), the 6-gear driven gear (22), the transition driven gear (20), the 5-gear driven gear (19) and the reverse gear (17) in an empty manner in the direction away from the power source (28), the second output shaft (10) is sequentially sleeved with the 4-gear driven gear (4), the 8-gear driven gear (6), the 7-gear driven gear (7) and the 3-gear driven gear (9) in an empty manner in the direction away from the power source (28), the first main reduction gear (25) is fixed on the first output shaft (16), and the second main reduction gear (1) is fixed on the second output shaft (10); the 2-gear driving gear (26) is meshed with a 2-gear driven gear (24), the 3-gear driven gear (9) is meshed with the 3-gear driving gear (15) and a reverse gear (17) at the same time, the 4-gear driving gear (27) is meshed with a 4-gear driven gear (4), the 5/7-gear driving gear (14) is meshed with the 5-gear driven gear (19) and a 7-gear driven gear (7) at the same time, the 6/8-gear driving gear (11) is meshed with the 6-gear driven gear (22) and an 8-gear driven gear (6) at the same time, the transition driving gear (12) is meshed with a transition driven gear (20), and the differential gear ring (2) is meshed with the first main reduction gear (25) and the second main reduction gear (1) at the same time;
a synchronizer for controlling engagement and disengagement of each idler gear with its shaft to achieve nine forward gears and reverse.
2. The nine-gear double-clutch transmission according to claim 1, characterized in that the nine-gear double-clutch transmission further comprises a hollow shaft (32) coaxially sleeved on the first output shaft (16), the 5-gear driven gear (19) is fixed on the hollow shaft (32), and the transition driven gear (20) is idly sleeved on the hollow shaft (32).
3. The nine-speed double-clutch transmission according to claim 2, characterized in that the synchronizing means comprise a first synchronizer (5), a second synchronizer (8), a third synchronizer (18), a fourth synchronizer (21) and a fifth synchronizer (23), the first synchronizer (5) and the second synchronizer (8) being provided on the second output shaft (10), the third synchronizer (18) and the fifth synchronizer (23) being provided on the first output shaft (16), the fourth synchronizer (21) being provided on the hollow shaft (32);
the first synchronizer (5) is positioned between the 4-gear driven gear (4) and the 8-gear driven gear (6) and is used for controlling the combination and the separation of the 4-gear driven gear (4) and the 8-gear driven gear (6) and the second output shaft (10);
the second synchronizer (8) is positioned between the 3-gear driven gear (9) and the 7-gear driven gear (7) and is used for controlling the combination and the separation of the 3-gear driven gear (9) and the 7-gear driven gear (7) and the second output shaft (10);
the third synchronizer (18) is positioned between the 5-gear driven gear (19) and the reverse gear (17) and is used for controlling the combination and the separation of the 5-gear driven gear (19) and the reverse gear (17) and the first output shaft (16);
the fourth synchronizer (21) is positioned between the 6 th-gear driven gear (22) and the transition driven gear (20) and is used for controlling the connection and disconnection of the transition driven gear (20) and the hollow shaft (32);
the fifth synchronizer (23) is positioned between the 6-gear driven gear (22) and the 2-gear driven gear (24) and is used for controlling the connection and disconnection of the 6-gear driven gear (22) and the 2-gear driven gear (24) and the first output shaft (16).
4. The nine-speed dual-clutch transmission according to claim 3, characterized in that the first main reduction gear (25), the 2-speed driven gear (24), the fifth synchronizer (23), the 6-speed driven gear (22), the fourth synchronizer (21), the transition driven gear (20), the 5-speed driven gear (19), the third synchronizer (18) and the reverse gear (17) are sequentially arranged in a direction away from the power source (28);
the second main reduction gear (1), the 4-gear driven gear (4), the first synchronizer (5), the 8-gear driven gear (6), the 7-gear driven gear (7), the second synchronizer (8) and the 3-gear driven gear (9) are sequentially arranged in the direction far away from the power source (28).
5. Nine-speed double-clutch transmission according to claim 3, characterized in that the hubs of the first and second synchronizers (5, 8) are splined on the second output shaft (10);
the gear hubs of the third synchronizer (18) and the fifth synchronizer (23) are connected to the first output shaft (16) through splines;
the gear hub of the fourth synchronizer (21) is fixed on the 5-gear driven gear (19) in a welding, spline, interference press-fitting or integrated forming mode; alternatively, the hub of the fourth synchronizer (21) is splined to the hollow shaft (32).
6. The nine-speed dual-clutch transmission according to claim 1, characterized in that the 3-speed driven gear (9), the 3-speed driving gear (15) and the reverse gear (17) are co-planar gear sets, the 5/7-speed driving gear (14), the 5-speed driven gear (19) and the 7-speed driven gear (7) are co-planar gear sets, the 6/8-speed driving gear (11), the 6-speed driven gear (22) and the 8-speed driven gear (6) are co-planar gear sets, and the first main reduction gear (25), the second main reduction gear (1) and the differential ring gear (2) are co-planar gear sets.
7. The nine-speed dual-clutch transmission according to claim 3, wherein the first-speed power transmission route of the nine-speed dual-clutch transmission is as follows:
the fourth synchronizer (21) is combined with the transition driven gear (20), the fifth synchronizer (23) is combined with the 2-gear driven gear (24), the first clutch (30) is closed, the torque provided by the power source (28) is transmitted to the inner input shaft (13) through the first clutch (30), is transmitted to the 5-gear driven gear (19) through an 5/7-gear driving gear (14) fixed on the inner input shaft (13), is transmitted to the transition driven gear (20) through the combination of the fourth synchronizer (21) and the transition driven gear (20), is transmitted to the transition driven gear (20) through the 5-gear driven gear (19), is transmitted to the transition driving gear (12) through the transition driven gear (20), is transmitted to the 2-gear driving gear (26) through the outer input shaft (31), and is transmitted to the 2-gear driven gear (24) through the 2-gear driving gear (26), and then the torque is transmitted to a first main reduction gear (25) on a first output shaft (16) through the combination of the fifth synchronizer (23) and a 2-gear driven gear (24), then passes through the differential gear ring (2), and finally is output by the differential (3).
8. The nine-speed dual-clutch transmission according to claim 3, wherein a nine-speed power transmission route of the nine-speed dual-clutch transmission is as follows:
the fourth synchronizer (21) is combined with the transition driven gear (20), the second synchronizer (8) is combined with the 7-gear driven gear (7), the second clutch (29) is closed, the torque provided by the power source (28) is transmitted to the outer input shaft (31) through the second clutch (29), is transmitted to the transition driven gear (20) through the transition driving gear (12) fixed on the outer input shaft (31), is transmitted to the 5-gear driven gear (19) through the combination of the fourth synchronizer (21) and the transition driven gear (20), is transmitted to the 5/7-gear driving gear (14) through the 5-gear driven gear (19), is transmitted to the 7-gear driven gear (7) through the 5/7-gear driving gear (14), and is transmitted to the second main reducing gear (1) on the second output shaft (10) through the combination of the second synchronizer (8) and the 7-gear driven gear (7), then passes through the differential gear ring (2) and finally is output by the differential (3).
9. The nine-speed dual-clutch transmission according to claim 3, wherein the reverse power transmission route of the nine-speed dual-clutch transmission is as follows:
the third synchronizer (18) is combined with the reverse gear (17), the first clutch (30) is closed, torque provided by the power source (28) is transmitted to the inner input shaft (13) through the first clutch (30), is transmitted to the 3-gear driven gear (9) through the 3-gear driving gear (15) fixed on the inner input shaft (13), is transmitted to the reverse gear (17) through the 3-gear driven gear (9), and is transmitted to the first main reduction gear (25) on the first output shaft (16) through the combination of the third synchronizer (18) and the reverse gear (17), then passes through the differential gear ring (2), and finally is output by the differential (3).
10. A vehicle comprising a nine speed dual clutch transmission according to any one of claims 1 to 9.
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| CN202010421777.0A CN113685505B (en) | 2020-05-18 | 2020-05-18 | Nine-speed dual-clutch transmission and vehicle |
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