Dual Clutch Transmission

Abstract

The present invention provides a dual clutch transmission. A first input shaft and a second input shaft are coaxially mounted. A first output shaft and a second output shaft are mounted parallel to the first input shaft and respectively include output gears meshed with a ring gear of a differential device. The rotation of the first gear and the second gear is constrained by the first input shaft. The rotation of the third gear and the fourth gear is constrained by the second input shaft. The rotation of the fifth gear and the sixth gear, which are respectively meshed with the second gear and the third gear, is constrained by the first output shaft. The rotation of the seventh gear meshed with the first gear is constrained by the second output shaft. The eighth gear is meshed with the second gear to be rotatable around the second output shaft. The rotation of the ninth gear, which is meshed with the fourth gear and constrained by the eighth gear, is constrained by the second output shaft.

Description

Technical Field

[0001] The present invention relates to a dual clutch transmission (DCT) installed in a vehicle. Background Art

[0002] Advantageously, a dual clutch transmission (DCT) has excellent power transmission efficiency and high transmission quality.

[0003] Generally, in a vehicle transmission, an increase in the number of transmission gears provided in the vehicle can enable an operating point of the engine to be more ideally achieved, thereby improving the fuel efficiency of the vehicle.

[0004] However, as the number of transmission gears increases, the length of the transmission tends to increase, and thus the ability of the transmission to be installed in a vehicle may be further limited. In particular, in a front engine front drive (FF) vehicle, the space to be occupied by the transmission is greatly limited, making it impossible to install the transmission on the vehicle.

[0005] The information included in this Background section of the present invention is only intended to enhance understanding of the overall background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information constitutes the prior art already known to a person skilled in the art. Summary of the invention

[0006] Various aspects of the present invention are directed to providing a dual clutch transmission (DCT) that can achieve excellent vehicle mountability by achieving a relatively short length while realizing a plurality of transmission gears to improve fuel efficiency of a vehicle.

[0007] In various aspects of the present invention, a dual clutch transmission is provided according to various aspects of the present invention, comprising: a first input shaft and a second input shaft, the second input shaft being coaxially mounted with the first input shaft; a first output shaft and a second output shaft, the first output shaft and the second output shaft being mounted parallel to the first input shaft and respectively comprising a first output gear and a second output gear meshed with a ring gear of a differential device; a first gear and a second gear, the rotation of the first gear and the second gear being constrained by the first input shaft; a third gear and a fourth gear, the rotation of the third gear and the fourth gear being continuously constrained by the second input shaft; a fifth gear meshed with the second gear, the rotation of the fifth gear being selectively constrained by the first output shaft; a sixth gear meshed with the third gear, the rotation of the sixth gear being selectively constrained by the first output shaft; a seventh gear meshed with the first gear, the rotation of the seventh gear being continuously constrained by the second output shaft; an eighth gear meshed with the second gear and rotatably mounted on the second output shaft; and a ninth gear meshed with the fourth gear and rotatably mounted on the second output shaft, the ninth gear being configured to be constrained by the eighth gear.

[0008] The second input shaft may include a hollow shaft surrounding the first input shaft, and the first gear, the second gear, the third gear, and the fourth gear may be sequentially installed in an axial direction of the second input shaft.

[0009] The dual clutch transmission may further include: a first synchronizer, which is arranged between the first gear and the second gear and is configured to constrain the rotation of the first gear relative to the first input shaft; and a second synchronizer, which is arranged between the first synchronizer and the second gear and is configured to constrain the rotation of the second gear relative to the first input shaft.

[0010] The first output shaft may be provided with a third synchronizer and a fourth synchronizer, the third synchronizer selectively constraining the fifth gear from rotating relative to the first output shaft, and the fourth synchronizer selectively constraining the sixth gear from rotating relative to the first output shaft. The fifth gear and the sixth gear may be located between the third synchronizer and the fourth synchronizer.

[0011] The dual clutch transmission may further include a third output shaft mounted parallel to the first input shaft and including a third output gear meshed with the ring gear of the differential device. A tenth gear may be disposed between the sixth gear and the fourth synchronizer, the rotation of the tenth gear being continuously constrained by the sixth gear. An eleventh gear may be disposed on the third output shaft to mesh with the tenth gear, the rotation of the eleventh gear being selectively constrained by the third output shaft.

[0012] The third output shaft may be provided with a seventh synchronizer and a parking gear, the seventh synchronizer selectively restricting rotation of the eleventh gear relative to the third output shaft.

[0013] The second output shaft may be provided with a fifth synchronizer that selectively constrains the ninth gear to the second output shaft. A sixth synchronizer configured to selectively connect the eighth gear with the ninth gear may be provided between the eighth gear and the ninth gear.

[0014] The eighth gear may be rotatably mounted on the second output shaft. The sixth synchronizer may be disposed between the eighth gear and the ninth gear along the axial direction.

[0015] A total of six gear trains can be provided, which are spaces occupied in the axial direction by gears meshing with each other in a direction perpendicular to the axial direction thereof. In addition to the spaces occupied by the gear trains, a total of three sleeve trains can be provided in the axial direction thereof, which are spaces occupied by synchronizers in the axial direction thereof. All transmission gears of six forward gears and one reverse gear can be realized.

[0016] The eighth gear may be rotatably mounted at an outer region of a portion connecting the ninth gear and the fifth synchronizer. The sixth synchronizer may be disposed between the eighth gear and the fifth synchronizer in an axial direction of the second output shaft.

[0017] A total of six gear trains can be provided, the gear train being the space occupied in the axial direction by gears meshing with each other in a direction perpendicular to the axial direction thereof. In addition to the space occupied by the gear trains, a total of two sleeve trains can be provided in the axial direction thereof, the sleeve train being the space occupied by the synchronizer in the axial direction thereof. All transmission gears of six forward gears and one reverse gear can be realized.

[0018] The second input shaft may include a hollow shaft surrounding the first input shaft.The first gear, the second gear, the fourth gear, and the third gear may be sequentially installed in an axial direction of the second input shaft.

[0019] The dual clutch transmission may further include: a first synchronizer, which is arranged between the first gear and the second gear and is configured to constrain the rotation of the first gear relative to the first input shaft; and a second synchronizer, which is arranged between the first synchronizer and the second gear and is configured to constrain the rotation of the second gear relative to the first input shaft.

[0020] The first output shaft may be provided with a third synchronizer and a fourth synchronizer, the third synchronizer selectively constraining the rotation of the fifth gear relative to the first output shaft, the fourth synchronizer selectively constraining the rotation of the sixth gear relative to the first output shaft, the fifth gear being located between the third synchronizer and the fourth synchronizer, and the fourth synchronizer being located between the fifth gear and the sixth gear.

[0021] The second output shaft may be provided with a fifth synchronizer that selectively constrains the ninth gear to the second output shaft. A sixth synchronizer configured to selectively connect the eighth gear with the ninth gear may be provided between the eighth gear and the ninth gear.

[0022] The eighth gear may be rotatably mounted at an outer region of a portion connecting the ninth gear and the fifth synchronizer. The sixth synchronizer may be disposed between the eighth gear and the fifth synchronizer in an axial direction of the second output shaft.

[0023] The present invention can achieve excellent vehicle mountability of the transmission by achieving a relatively short length while realizing a plurality of transmission gears to improve the fuel efficiency of the vehicle.

[0024] The methods and apparatus of the present invention have other features and advantages that will be apparent from, or are described in detail in, the accompanying drawings and subsequent detailed descriptions incorporated herein, which together serve to explain the specific principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The above and other objects, features and other advantages of the present invention will be more clearly understood from the following detailed description presented in conjunction with the accompanying drawings, in which:

[0026] Figure 1 is a schematic diagram showing various exemplary embodiments of a dual clutch transmission according to an exemplary embodiment of the present invention;

[0027] Figure 2 It is shown by Figure 1 A schematic diagram of the first gear achieved by the transmission shown;

[0028] Figure 3 It is shown by Figure 1 A schematic diagram of the second gear achieved by the transmission shown;

[0029] Figure 4 It is shown by Figure 1 A schematic diagram of the third gear achieved by the transmission shown;

[0030] Figure 5 It is shown by Figure 1A schematic diagram of the fourth gear achieved by the transmission shown;

[0031] Figure 6 It is shown by Figure 1 A schematic diagram of the fifth gear achieved by the transmission shown;

[0032] Figure 7 It is shown by Figure 1 A schematic diagram of the sixth gear achieved by the transmission shown;

[0033] Figure 8 It is shown by Figure 1 A schematic diagram of the reverse gear position implemented by the transmission shown;

[0034] Fig. 9 It is shown by Figure 1 Operation table of the gears achieved by the transmission shown;

[0035] Fig.10 yes Figure 1 The shift chart of the transmission shown;

[0036] Fig.11 is a schematic diagram showing various exemplary embodiments of a dual clutch transmission according to an exemplary embodiment of the present invention;

[0037] Fig.12 is a schematic diagram showing various exemplary embodiments of a dual clutch transmission according to an exemplary embodiment of the present invention;

[0038] Fig.13 It is shown by Fig.12 A schematic diagram of the first gear achieved by the transmission shown;

[0039] Fig.14 It is shown by Fig.12 A schematic diagram of the second gear achieved by the transmission shown;

[0040] Fig.15 It is shown by Fig.12 A schematic diagram of the third gear achieved by the transmission shown;

[0041] Fig.16 It is shown by Fig.12 A schematic diagram of the fourth gear achieved by the transmission shown;

[0042] Fig.17 It is shown by Fig.12 A schematic diagram of the fifth gear achieved by the transmission shown;

[0043] Fig.18 It is shown by Fig.12 A schematic diagram of the sixth gear achieved by the transmission shown;

[0044] Fig.19 It is shown by Fig.12 A schematic diagram of the reverse gear position implemented by the transmission shown;

[0045] Fig. 20 is a schematic diagram showing various exemplary embodiments of a dual clutch transmission according to an exemplary embodiment of the present invention;

[0046] Fig.21 is a schematic diagram showing gear columns and sleeve columns of various exemplary embodiments of a dual clutch transmission according to an exemplary embodiment of the present invention;

[0047] Fig. 22 2 is a schematic diagram showing a gear train and a sleeve train of various exemplary embodiments of a dual clutch transmission according to an exemplary embodiment of the present invention.

[0048] It should be understood that the accompanying drawings are not necessarily drawn to scale, but rather show a slightly simplified depiction of various features that illustrate the basic principles of the invention. The specific design features (including, for example, specific size, orientation, location, and shape) included in the present invention will be determined in part by the specific intended application and use environment.

[0049] In the figures, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0050] Reference will now be made in detail to various embodiments of the present invention, examples of which are presented in the accompanying drawings and are described below. Although the present invention will be described in conjunction with the exemplary embodiments of the present invention, it should be understood that this specification is not intended to limit the present invention to those exemplary embodiments. On the other hand, the present invention is intended to cover not only the exemplary embodiments of the present invention, but also various alternative forms, modified forms, equivalent forms and other embodiments that may be included in the spirit and scope of the present invention as defined by the appended claims.

[0051] refer to Figure 1 , Fig.11 , Fig.12 and Fig. 20, all embodiments of the dual clutch transmission (DCT) according to the exemplary embodiment of the present invention generally include: a first input shaft IN1 and a second input shaft IN2 installed coaxially; a first output shaft O1 and a second output shaft O2 installed to be parallel to the first input shaft IN1 and respectively including a first output gear and a second output gear meshed with the ring gear RG of the differential device DF; a first gear G1 and a second gear G2, the rotation of which is selectively constrained by the first input shaft IN1; a third gear G3 and a fourth gear G4, the rotation of which is constrained by the second input shaft IN2; a fifth gear G1 and a fifth ... A gear G5, which is meshed with the second gear G2, and the rotation of the fifth gear G5 is selectively constrained by the first output shaft O1; a sixth gear G6, which is meshed with the third gear G3, and the rotation of the sixth gear G6 is selectively constrained by the first output shaft O1; a seventh gear G7, which is meshed with the first gear G1, and the rotation of the seventh gear G7 is constrained by the second output shaft O2; an eighth gear G8, which is meshed with the second gear G2 to be able to rotate around the second output shaft O2; and a ninth gear G9, which is meshed with the fourth gear G4, and the rotation of the ninth gear G9 is constrained by the second output shaft O2, and the ninth gear G9 is configured to be selectively constrained by the eighth gear G8.

[0052] That is, each exemplary embodiment of the present invention includes: a first input shaft IN1 and a second input shaft IN2 receiving power from a power source such as an engine or a motor, a first output shaft O1 and a second output shaft O2 installed parallel to the first input shaft IN1 and the second input shaft IN2, and a first gear G1 to a ninth gear G9.

[0053] Here, the first input shaft IN1 is configured to receive power through the first clutch CL1 , and the second input shaft IN2 is configured to receive power through the second clutch CL2 .

[0054] The first output shaft O1 meshes with the ring gear RG of the differential device DF through the first output gear OG1 , and the second output shaft O2 meshes with the ring gear RG of the differential device DF through the second output gear OG2 .

[0055] For reference, the term "axial direction" used herein means the length direction of each of the first input shaft IN1, the second input shaft IN2, the first output shaft O1, and the second output shaft O2. Since the first input shaft IN1, the second input shaft IN2, the first output shaft O1, and the second output shaft O2 are all installed in parallel, their length directions mean the same direction thereof.

[0056] exist Figure 1 , Fig.11 and Fig.12In various exemplary embodiments of the present invention, the second input shaft IN2 is configured as a hollow shaft surrounding the first input shaft IN1, and the first gear G1, the second gear G2, the third gear G3 and the fourth gear G4 are installed sequentially along the axial direction of the second input shaft IN2.

[0057] Here, compared with the situation of other embodiments, according to Fig. 20 Various exemplary embodiments exchange positions of the third gear G3 and the fourth gear G4. Details of various exemplary embodiments will be described later, respectively.

[0058] A first synchronizer S1 configured to restrict the rotation of the first gear G1 relative to the first input shaft IN1 is provided between the first gear G1 and the second gear G2, and a second synchronizer S2 configured to restrict the rotation of the second gear G2 relative to the first input shaft IN1 is provided between the first synchronizer S1 and the second gear G2.

[0059] That is, the first synchronizer S1 and the second synchronizer S2 are sequentially disposed between the first gear G1 and the second gear G2 .

[0060] For reference, a "synchronizer" is generally a device that includes a sleeve configured to engage or disengage a hub that rotates integrally with a shaft and a clutch gear that is rotatable relative to the shaft while sliding between the hub and the clutch gear in an axial direction. Typically, the synchronizer further includes a synchronizer ring that performs a synchronization action in response to movement of the sleeve.

[0061] However, in recent years, hybrid vehicles, electric vehicles, etc. can perform synchronization actions by actively and accurately controlling the motor without setting an additional synchronizer ring. Considering that the present invention is applicable to such vehicles, the "synchronizer" in the exemplary embodiment of the present invention may not be understood as indicating a device that must include a synchronizer ring.

[0062] In the drawings, the synchronizer is represented by two adjacent straight lines drawn perpendicular to its axial direction. The two straight lines can be regarded as representing the hub and clutch gear of the related art, or can be understood as a simple schematic diagram representing a structure in which the sleeve is mounted on one of the two straight lines so as to be slidable in the axial direction while being coupled to the other straight line.

[0063] The first output shaft O1 is provided with a third synchronizer S3 and a fourth synchronizer S4, the third synchronizer S3 is configured to restrict the rotation of the fifth gear G5 relative to the first output shaft O1, and the fourth synchronizer S4 is configured to restrict the rotation of the sixth gear G6 relative to the first output shaft O1. The fifth gear G5 and the sixth gear G6 are located between the third synchronizer S3 and the fourth synchronizer S4.

[0064] The second output shaft O2 is provided with a fifth synchronizer S5 configured for constraining the ninth gear G9 to the second output shaft O2. A sixth synchronizer S6 configured for connecting the eighth gear G8 and the ninth gear G9 is provided between the eighth gear G8 and the ninth gear G9.

[0065] The features described above are common to various exemplary embodiments of the present invention.

[0066] Usually, in Figure 1 and Fig.11 In various exemplary embodiments of the present invention, the eighth gear G8 is rotatably installed at the second output shaft O2, and the sixth synchronizer S6 is a component provided between the eighth gear G8 and the ninth gear G9 in the axial direction.

[0067] Figure 1 Various exemplary embodiments in the present invention further include a third output shaft O3, which is installed parallel to the first input shaft IN1 and includes a third output gear OG3 meshed with the ring gear RG of the differential device DF. The tenth gear G10 is provided between the sixth gear G6 and the fourth synchronizer S4, and the rotation of the tenth gear G10 is constrained by the sixth gear G6. The eleventh gear G11 is provided on the third output shaft O3 to mesh with the tenth gear G10, and the rotation of the eleventh gear G11 is constrained by the third output shaft O3. These components of various exemplary embodiments form Figure 1 Reverse (R) gear in the gearbox.

[0068] The third output shaft O3 is provided with a seventh synchronizer S7 and a parking gear P, and the seventh synchronizer S7 is configured to restrict the rotation of the eleventh gear G11 relative to the third output shaft O3.

[0069] In contrast, Fig.11 The various exemplary embodiments in the invention provide neither the third output shaft O3 nor the components constituting the R gear, thereby providing a transmission with a simpler configuration that can be mounted on a hybrid vehicle or an electric vehicle.

[0070] In this case, the R gear position may be set by causing the motor of the hybrid vehicle or the electric vehicle to rotate in reverse while the first gear position is achieved by the transmission.

[0071] For reference, in Fig.11 In various exemplary embodiments of the present invention, the parking gear P is installed on the second output shaft O2.

[0072] In the above mentioned Figure 1 and Fig.11In various exemplary embodiments, only a total of six (6) gear trains GC, i.e., the space occupied in the axial direction by the gears meshing with each other in a direction perpendicular to the axial direction thereof, are provided, and, in addition to the space occupied in the axial direction by the gear train GC, only a total of three (3) sleeve trains SC, i.e., the space occupied in the axial direction by the synchronizer, are provided, so that all transmission gears of six (6) forward gears and one reverse (R) gear can be realized. Therefore, a relatively large number of transmission gears can be realized while the length of the transmission is relatively short (see Fig.21 ).

[0073] Here, the "gear train" means the space that can be obtained in the transmission to achieve the required strength level, taking into account the minimum axial length required for the parts of the transmission (gears meshing to form the transmission gears). The "sleeve train" is the space that can be obtained in the transmission by calculating the parts that do not overlap with the gear train, taking into account the minimum axial length required for the sleeve of the synchronizer to engage or disengage two rotating bodies by axial movement.

[0074] Usually, in Fig.12 The various exemplary embodiments and Fig. 20 In the various exemplary embodiments shown, the eighth gear G8 is rotatably mounted at an outer region of a portion connecting the ninth gear G9 and the fifth synchronizer S5, and the sixth synchronizer S6 is disposed between the eighth gear G8 and the fifth synchronizer S5 in an axial direction of the second output shaft O2.

[0075] Fig.12 Various exemplary embodiments in the present invention further include a third output shaft O3, which is installed parallel to the first input shaft IN1 and includes a third output gear OG3 meshed with the ring gear RG of the differential device DF. The tenth gear G10 is provided between the sixth gear G6 and the fourth synchronizer S4, and the rotation of the tenth gear G10 is constrained by the sixth gear G6. The eleventh gear G11 is provided on the third output shaft O3 to mesh with the tenth gear G10, and the rotation of the eleventh gear G11 is constrained by the third output shaft O3. These components of various exemplary embodiments form Fig.12 Reverse (R) gear in the gearbox.

[0076] The third output shaft O3 is provided with a seventh synchronizer S7 and a parking gear P, and the seventh synchronizer S7 is configured to restrict the rotation of the eleventh gear G11 relative to the third output shaft O3.

[0077] exist Fig.12In various exemplary embodiments of the present invention, only a total of six (6) gear trains GC, i.e., the space occupied in the axial direction by the gears meshing with each other in a direction perpendicular to the axial direction thereof, are provided, and, in addition to the space occupied in the axial direction by the gear train GC, only a total of two (2) sleeve trains SC, i.e., the space occupied in the axial direction by the synchronizer, are provided, thereby realizing all transmission gears of six forward gears and one reverse gear (see Fig. 22 ).

[0078] That is to say, despite Fig.12 Various exemplary embodiments have Figure 1 Various exemplary embodiments and Fig.11 Various exemplary embodiments in the shorter length, but various exemplary embodiments can be with Figure 1 and Fig.11 All transmission gears of 6 forward gears and one reverse gear are achieved in the same manner as in the various exemplary embodiments.

[0079] also, Fig. 20 The various exemplary embodiments in the invention provide neither the third output shaft O3 nor the components constituting the R gear, thereby providing a transmission with a simpler configuration that can be mounted on a hybrid vehicle or an electric vehicle.

[0080] In this case, the R gear position may be set by causing the motor of the hybrid vehicle or the electric vehicle to rotate in reverse while the first gear position is achieved by the transmission.

[0081] For reference, in Fig. 20 In various exemplary embodiments of the present invention, the parking gear P is mounted on the second output shaft O2.

[0082] Apart from Fig. 20 In addition to the above features of various exemplary embodiments of the present invention in which the positions of the third gear and the fourth gear are swapped compared to the remaining embodiments, Fig. 20 The various exemplary embodiments in differ from the remaining embodiments in that a third synchronizer and a fourth synchronizer are provided on the first output shaft, the third synchronizer selectively constrains the rotation of the fifth gear relative to the first output shaft, and the fourth synchronizer selectively constrains the rotation of the sixth gear relative to the first output shaft, wherein the fifth gear is located between the third synchronizer and the fourth synchronizer, and the fourth synchronizer is located between the fifth gear and the sixth gear.

[0083] As mentioned above Fig. 20Various exemplary embodiments in the invention can realize the full transmission gears of 6 forward gears and one reverse gear, while only providing a total of 5 gear trains GC and only a total of 2 sleeve trains. Fig. 20 Various exemplary embodiments in may provide a transmission having the shortest length while being able to achieve the same number of transmission gears.

[0084] In the following, reference will be made to Figures 2 to 10 To describe according to Figure 1 The first to sixth forward gears and the reverse gear position implemented by the dual clutch transmission according to various exemplary embodiments of the present invention.

[0085] Figure 2 The first gear achieved by the transmission is shown. Figure 2 The power provided to the first input shaft IN1 through the first clutch CL1 is transmitted to the ring gear RG of the differential device DF in sequence through the second synchronizer S2, the second gear G2, the eighth gear G8, the sixth synchronizer S6, the ninth gear G9, the fourth gear G4, the third gear G3, the sixth gear G6 and the fourth synchronizer S4.

[0086] That is, the transmission can achieve the first gear ratio by combining a plurality of gears instead of providing a separate first transmission gear that achieves the first gear ratio.

[0087] Figure 3 The second gear achieved by the transmission is shown. Figure 3 , the shift from the first gear to the second gear is achieved by disconnecting the first clutch CL1 and connecting the second clutch CL2. The power is transmitted to the second input shaft IN2 through the second clutch CL2, and then transmitted to the differential device DF through the third gear G3, the sixth gear G6 and the fourth synchronizer S4 in sequence.

[0088] Figure 4 The third gear achieved by the transmission is shown. Figure 4 In a state where the third gear power path is set by pre-engaging the second synchronizer S2 and the third synchronizer S3, the transmission can achieve shifting from the second gear to the third gear by disconnecting the second clutch CL2 and connecting the first clutch CL1.

[0089] The power transmitted to the first input shaft IN1 is transmitted to the differential device DF through the second synchronizer S2, the second gear G2, the fifth gear G5, and the third synchronizer S3 in sequence.

[0090] Figure 5 The fourth gear achieved by the transmission is shown. Figure 5, similar to the first gear, the transmission can achieve the fourth gear by combining a plurality of gears instead of providing a separate fourth transmission gear for achieving the fourth gear.

[0091] The power transmitted to the second input shaft IN2 is transmitted to the differential device DF through the fourth gear G4, the sixth synchronizer S6, the eighth gear G8, the second gear G2, the fifth gear G5 and the third synchronizer S3 in sequence.

[0092] Figure 6 The fifth gear achieved by the transmission is shown. Figure 6 , the transmission can achieve shifting from the fourth gear to the fifth gear by disconnecting the second clutch CL2 while pre-engaging the first synchronizer S1 and connecting the first clutch CL1.

[0093] The power transmitted to the first input shaft IN1 is transmitted to the differential device DF through the first synchronizer S1 , the first gear G1 , and the seventh gear G7 in sequence.

[0094] Figure 7 The sixth gear achieved by the transmission is shown. Figure 7 , the transmission can achieve shifting from the fifth gear to the sixth gear by disconnecting the first clutch CL1 while pre-engaging the fifth synchronizer S5 and connecting the second clutch CL2.

[0095] The power transmitted to the second input shaft IN2 is output to the differential device DF through the fourth gear G4, the ninth gear G9 and the fifth synchronizer S5 in sequence.

[0096] Figure 8 The reverse (R) gear position implemented by the transmission is shown. Figure 8 The power transmitted to the first input shaft IN1 through the first clutch CL1 is transmitted to the differential device DF in sequence through the second synchronizer S2, the second gear G2, the eighth gear G8, the ninth gear G9, the fourth gear G4, the third gear G3, the sixth gear G6, the tenth gear G10, the eleventh gear G11 and the seventh synchronizer S7, thereby realizing the reverse gear.

[0097] When the transmission gear is achieved as described above, the engagement of the clutch and synchronizer can be as follows: Fig. 9 Listed in. Fig.10 The power transfer without power interruption is shown by the points when shifting between transmission gears.

[0098] For reference, in addition to the part that realizes the reverse gear, Fig. 9 and Fig.10 Applies to Figure 1 , Fig.11 , Fig.12 and Fig. 20All of the various exemplary embodiments of the present invention.

[0099] also, Figures 13 to 19 It is shown in sequence that Fig.12 The transmission of various exemplary embodiments implements the first to sixth gears and a reverse gear. Fig.12 Detailed transmission operation and power flow of the transmission of various exemplary embodiments of the present invention Figure 1 Transmission operations and power flows of the transmissions according to various exemplary embodiments of the present invention are substantially the same, and a detailed description thereof will be omitted.

[0100] For convenience of explanation and precise definition of the appended claims, the terms "upper", "lower", "inner", "outer", "above", "below", "upward", "downward", "front", "back", "rear", "inner", "outer", "inner", "external", "inner", "external", "inner side", "outer side", "forward", "rearward" are used to describe the features of the exemplary embodiments with reference to the positions of such features as shown in the accompanying drawings. It will be further understood that the term "connect" or its derivatives refer to both direct and indirect connections.

[0101] In addition, the term "fixedly connected" means that the fixedly connected members always rotate at the same speed. In addition, the term "selectively connectable" means that "when the selectively connectable members are not engaged with each other, the selectively connectable members rotate separately, when the selectively connectable members are engaged with each other, the selectively connectable members rotate at the same speed, and when at least one selectively connectable member is a fixed member and the remaining selectively connectable members are engaged to the fixed member, the selectively connectable members are stationary."

[0102] The foregoing description of the specific exemplary embodiments of the present invention is presented for the purpose of illustration and description. The foregoing description is not intended to be exhaustive or to limit the present invention to the precise form disclosed, and it is apparent that many changes and variations are possible in accordance with the above teachings. The exemplary embodiments are selected and described to explain the specific principles of the present invention and their practical applications, so that other technical personnel in the art can implement and utilize the various exemplary embodiments of the present invention and their various selected forms and modified forms. The scope of the present invention is intended to be limited by the appended claims and their equivalents.

Claims

1. A dual clutch transmission, comprising: a first input shaft and a second input shaft, the second input shaft being coaxially mounted with the first input shaft; a first output shaft and a second output shaft, each of which is mounted parallel to the first input shaft and includes a first output gear and a second output gear, respectively, which mesh with a ring gear of a differential device; a first gear and a second gear, the first gear and the second gear being selectively constrained for rotation by a first input shaft; a third gear and a fourth gear, the rotation of the third gear and the fourth gear being continuously constrained by the second input shaft; a fifth gear meshing with the second gear, wherein rotation of the fifth gear is selectively constrained by the first output shaft; a sixth gear meshing with the third gear, wherein rotation of the sixth gear is selectively constrained by the first output shaft; a seventh gear meshing with the first gear, wherein the rotation of the seventh gear is continuously constrained by the second output shaft; an eighth gear meshing with the second gear and rotatably mounted on the second output shaft; as well as A ninth gear meshes with the fourth gear and is rotatably mounted on the second output shaft, wherein the ninth gear is selectively constrained by the eighth gear.

2. The dual clutch transmission according to claim 1, wherein: The second input shaft is formed hollow so as to surround the first input shaft; The first gear, the second gear, the third gear and the fourth gear are installed sequentially in the axial direction of the second input shaft.

3. The dual clutch transmission according to claim 2, further comprising: a first synchronizer installed between the first gear and the second gear and selectively connecting the first gear to the first input shaft; as well as A second synchronizer is installed between the first synchronizer and the second gear and selectively connects the second gear to the first input shaft.

4. The dual clutch transmission according to claim 3, wherein: The first output shaft is installed with a third synchronizer and a fourth synchronizer, the third synchronizer selectively connects the fifth gear to the first output shaft, and the fourth synchronizer selectively connects the sixth gear to the first output shaft; The fifth gear and the sixth gear are located between the third synchronizer and the fourth synchronizer.

5. The dual clutch transmission according to claim 4, further comprising a third output shaft installed parallel to the first input shaft and comprising a third output gear meshing with the ring gear of the differential device, in, The tenth gear is mounted on the first output shaft between the sixth gear and the fourth synchronizer, and the rotation of the tenth gear is continuously constrained by the sixth gear; The eleventh gear is mounted on the third output shaft to mesh with the tenth gear, and the rotation of the eleventh gear is selectively restricted by the third output shaft.

6. The dual clutch transmission according to claim 5, wherein: The third output shaft is installed with a parking gear and a seventh synchronizer that selectively connects the eleventh gear to the third output shaft.

7. The dual clutch transmission according to claim 6, wherein: The second output shaft is mounted with a fifth synchronizer, which selectively constrains the ninth gear to the second output shaft; A sixth synchronizer configured for selectively connecting the eighth gear and the ninth gear is installed between the eighth gear and the ninth gear.

8. The dual clutch transmission according to claim 7, wherein: The eighth gear is rotatably mounted on the second output shaft; The sixth synchronizer is installed between the eighth gear and the ninth gear along the axial direction of the second output shaft.

9. The dual clutch transmission according to claim 8, wherein: A total of six gear rows are provided, the six gear rows being spaces occupied in the axial direction by the first to eleventh gears meshing with each other in a direction perpendicular to the axial direction and the first output gear, the second output gear, and the third output gear; In addition to the space occupied by the six gear rows, a total of three sleeve rows are installed in the axial direction, and the three sleeve rows are the space occupied by the first synchronizer to the seventh synchronizer in the axial direction; This allows for a full range of transmission gears, including six forward gears and one reverse gear.

10. The dual clutch transmission according to claim 9, wherein: The six gear trains include: a first gear train including a first output gear, a second output gear, and a third output gear; a second gear train including a fourth gear and a ninth gear; a third gear train including a tenth gear and an eleventh gear; a fourth gear train including a third gear and a sixth gear; a fifth gear train including a second gear, a fifth gear, and an eighth gear; and a sixth gear train including a first gear and a seventh gear; The three sleeve rows include: a first sleeve row including a fourth synchronizer, a fifth synchronizer, and a seventh synchronizer; a second sleeve row including a second synchronizer and a third synchronizer; and a third sleeve row including a first synchronizer.

11. The dual clutch transmission according to claim 10, wherein: The first gear train, the first sleeve train, the second gear train, the third gear train, the fourth gear train, the fifth gear train, the second sleeve train, the third sleeve train and the sixth gear train are sequentially arranged along the axial direction.

12. The dual clutch transmission according to claim 7, wherein: The eighth gear is rotatably mounted on an outer region of a portion connecting the ninth gear and the fifth synchronizer; The sixth synchronizer is installed between the eighth gear and the fifth synchronizer in the axial direction.

13. The dual clutch transmission according to claim 12, wherein: A total of six gear rows are provided, the six gear rows being spaces occupied in the axial direction by the first to eleventh gears meshing with each other in a direction perpendicular to the axial direction and the first output gear, the second output gear, and the third output gear; In addition to the space occupied by the six gear rows, a total of two sleeve rows are installed in the axial direction, and the two sleeve rows are the space occupied by the first synchronizer to the seventh synchronizer in the axial direction; This allows for a full range of transmission gears, including six forward gears and one reverse gear.

14. The dual clutch transmission according to claim 13, wherein: The six gear trains include: a first gear train including a first output gear, a second output gear, and a third output gear; a second gear train including a fourth gear and a ninth gear; a third gear train including a tenth gear and an eleventh gear; a fourth gear train including a third gear and a sixth gear; a fifth gear train including a second gear, a fifth gear, and an eighth gear; and a sixth gear train including a first gear and a seventh gear; The two sleeve trains include: a first sleeve train including a second synchronizer, a third synchronizer, and a sixth synchronizer; and a second sleeve train including a first synchronizer and a fifth synchronizer.

15. The dual clutch transmission according to claim 14, wherein: The first gear train, the second gear train, the third gear train, the fourth gear train, the fifth gear train, the first sleeve train, the second sleeve train, and the sixth gear train are sequentially arranged along the axial direction of the first input shaft.

16. The dual clutch transmission according to claim 1, wherein: The second input shaft is formed hollow so as to surround the first input shaft; The first gear, the second gear, the fourth gear and the third gear are installed sequentially in the axial direction of the second input shaft.

17. The dual clutch transmission of claim 16, further comprising: a first synchronizer installed between the first gear and the second gear and configured to selectively connect the first gear to the first input shaft; as well as A second synchronizer is installed between the first synchronizer and the second gear and is configured to selectively connect the second gear to the first input shaft.

18. The dual clutch transmission according to claim 17, wherein: The first output shaft is installed with a third synchronizer and a fourth synchronizer, the third synchronizer selectively connects the fifth gear to the first output shaft, and the fourth synchronizer selectively connects the sixth gear to the first output shaft; The fifth gear is located between the third synchronizer and the fourth synchronizer; The fourth synchronizer is located between the fifth gear and the sixth gear.

19. The dual clutch transmission according to claim 18, wherein: The second output shaft is mounted with a fifth synchronizer, which selectively constrains the ninth gear to the second output shaft; A sixth synchronizer configured to selectively connect the eighth gear and the ninth gear is installed between the eighth gear and the ninth gear.

20. The dual clutch transmission according to claim 19, wherein: The eighth gear is rotatably mounted on an outer region of a portion connecting the ninth gear and the fifth synchronizer; The sixth synchronizer is installed between the eighth gear and the fifth synchronizer in the axial direction.

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