CN101713459A - Double clutch type automatic gearbox - Google Patents
Double clutch type automatic gearbox Download PDFInfo
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- CN101713459A CN101713459A CN200910305477A CN200910305477A CN101713459A CN 101713459 A CN101713459 A CN 101713459A CN 200910305477 A CN200910305477 A CN 200910305477A CN 200910305477 A CN200910305477 A CN 200910305477A CN 101713459 A CN101713459 A CN 101713459A
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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
- 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
- F16H3/087—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 characterised by the disposition of the gears
- F16H3/093—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 characterised by the disposition of the gears with two or more countershafts
- F16H2003/0931—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 characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the 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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a double clutch type automatic gearbox, which comprises a shell of the gearbox, first and second input shafts, and first and second automatic clutches which selectively transmit the rotation of a motor to the first or second input shaft; two sides of the first and second input shafts are provided with first and second output shafts basically parallel to the first and second input shafts; driving gears arranged on the input shafts are meshed with driven gears capable of rotatably sleeved on the first output shaft and/or the second output shaft; and at least one driving gear in the driving gears arranged on the first input shaft or the second input shaft is simultaneously two driven gears on the first and second output shafts. The driving gears are shared, so the arrangement mode of the gear transmission group is changed into a parallel arrangement mode, the length of the gearbox can be greatly shortened, the gearbox can be provided with eight gears on the premise of maintaining the same dimension as a five- or six-gear gearbox, and the dynamic property, the economical efficiency and the grade of the whole vehicle are obviously improved.
Description
Technical field
The present invention relates to a kind of transmission for vehicle, particularly a kind of double-clutch automatic transmission of preceding horizontal forerunner's car.
Background technique
The main automatic transmission of employed three classes of automobile is divided for by fluid torque converter at present, the hydraulic automatic speed variator AT (Automatic Transmission) that planetary gears and electrohydraulic control system are formed, the electric control mechanical type automatic speed variator AMT (Automated ManualTransmission) that forms by conventional fixed shaft type gearbox and dry clutch and corresponding electrohydraulic control system, and CVT (continuously variable transmission) CVT (Continuously Variable Transmission).
Hydraulic automatic speed variator AT have starting steadily, quicken rapid, even, soft advantage, be the leading products of present vehicular automatic transmission, but exist complex structure simultaneously, make difficulty, cost is high and efficient is lower, the more high deficiency of oil consumption; Cost and price is lower though automatic mechanical transmission AMT has, transmission efficiency is than advantages such as height, has the problem of power interruption and shifting shock in gearshift procedure; Though and CVT can realize real stepless change, it is not good enough that it quickens power character, and the transmission efficiency of its metal driving belt is low, and manufacture process requirement height of driving belt, so its manufacture cost simultaneously and maintenance expenses are higher.
Double-clutch automatic transmission DCT (DoubleClutch Transmission), be that two gearboxes and two clutches are integrated in the gearbox, two input shafts that connect together rotationally are connected with one of them clutch respectively, two input shafts transmit the power of two gearbox speed groups respectively, thereby finish the gearshift program by between two clutches, automaticallying switch, therefore can realize the power shfit of gearshift procedure, promptly interrupt power at gearshift procedure, overcome the shortcoming of AMT shifting shock, vehicle is in gearshift procedure, the power of motor can be delivered to wheel all the time, gear shift is steady rapidly, not only guaranteed the acceleration of vehicle, and, also improved the travelling comfort of vehicle operating greatly because vehicle no longer produces the abrupt deceleration situation that causes owing to gear shift.But, because the gear transmission group of existing double-clutch automatic transmission is linear arrangement, therefore its axial dimension is longer, structure is comparatively huge, so for preceding transverse engine, the such vehicle of front-wheel drive, because its installing space is restricted, above-mentioned speed changer is just difficult to be adopted, and because the gear of its speed change is less, make motor difficulty be operated in optimum working zone, thereby the power character and the Economy of car load had a negative impact.
The dual clutch transmission that disclosed a kind of publication number is CN 1842664A on Chinese patent literature, this speed changer comprises first input shaft and second input shaft, engine rotation selectively is input on these input shafts through two independent clutches, first gear train that is associated with the first gearbox speed group is between the rear end and countershaft of the first outstanding input shaft, second gear train that is associated with the second gearbox speed group is between second input shaft and countershaft, second gear train is located such that can provide bearing to keep the space between first input shaft and second input shaft, locate farthest apart from motor with the gear train that lowest gearbox speed in the second gearbox speed group is associated, and with the residue gearbox speed of the second gearbox speed group in the most close motor of the gear train location of the highest gearbox velocity correlation connection.Above-mentioned gearbox is because only by the gearing down between a countershaft realization input shaft and the output shaft, therefore, the gear train of its all gears is to be arranged in successively linearly on first input shaft and second input shaft, and its output shaft is positioned at input shaft, and formation is connected in series arrangement on the same axis, thereby make the casing length of whole gearbox longer, the speed change needs of horizontal forerunner's vehicle before being difficult to adapt to.
Summary of the invention
The present invention is that the casing length of the speed changer that exists for the double-clutch automatic transmission that overcomes prior art is longer, the deficiency of the speed change needs of horizontal forerunner's vehicle before being difficult to adapt to, a kind of compact structure is provided, gear is many, the double-clutch automatic transmission of the speed change needs of horizontal forerunner's vehicle before can adapting to.
To achieve these goals, the present invention is by the following technical solutions: a kind of double-clutch automatic transmission, the housing that comprises speed changer, first input shaft, second input shaft and first automatic clutch and second automatic clutch that optionally the rotation of motor are passed to first input shaft or second input shaft, first input shaft is coaxial rotationally to be socketed on second input shaft, second input shaft protrudes from first input shaft away from motor one end, is provided with first output shaft substantially parallel with first input shaft and second input shaft and second output shaft at described first input shaft and the second input shaft both sides; On first input shaft, be set with some driving gears that are used for the first gear transmission group that is associated with the first speed, transmission group, protrude from second input shaft on the second half section of first input shaft, be set with some driving gears that are used for the second gear transmission group that is associated with the second speed, transmission group, described driving gear is meshed with driven gear on being socketed in first output shaft and/or second output shaft rotationally, and being located at least respectively has a driving gear to be meshed with two driven gears on first output shaft and second output shaft simultaneously in the driving gear on first input shaft and second input shaft.In order to shorten the axial length dimension of speed changer, make its more compact structure, gear transmission group of the present invention adopts parallel arrangement, two output shafts that are used to export the engine power of different gears are set in the housing of speed changer substantially parallel, therefore, the driven gear of being located at respectively in the gear transmission group of two gears on first output shaft and second output shaft can mesh simultaneously with a driving gear on first input shaft or second input shaft, like this, the gear transmission group of two gears can be carried out transmission by a shared driving gear, thereby can reduce the quantity of driving gear, make the axial length dimension of the gear transmission group of original two gears shorten to the axial length dimension of a gear transmission group, since at least respectively have in the driving gear on first input shaft and second input shaft driving gear respectively be located at first output shaft and second output shaft on two driven gears be meshed, so whole speed changer can reduce by two driving gears at least, in addition, because output shaft and input shaft are parallel arrangements, therefore shortened the length dimension of speed changer effectively, make the overall structure of speed changer more compact, thereby make the speed changer of same length dimension can arrange more gear, it is big that the gear range of speed changer becomes, it is more reasonable that its velocity ratio distributes, therefore motor has more probability to be operated in its best region, has improved the power character and the Economy of car load.
As preferably, the described first gear transmission group is associated with four even number shelves and a reverse gear of speed changer, wherein shared four or six grades of driving gear of fourth gear transmission group and six shift of gears transmission group; The second gear transmission group then is associated with four odd number shelves of speed changer, wherein three-range transmission transmission group and shared three or five grades of driving gear of five grades of gear transmission groups.The odd number shelves and the even number shelves of speed changer are associated with the first gear transmission group and the second gear transmission group respectively, thereby just can make speed changer gear shift up or down, avoided between the associated gear of same clutch, shifting gears by switching two clutches.In addition, the fourth gear that velocity ratio is close, shared four or six grades of driving gear of six shift of gears transmission group, and third gear, shared three or five grades of driving gear of five grades of gear transmission groups, both reduced the quantity of driving gear, shortened the length of speed changer, help the gear collocation of whole transmission gear transmission group again, make the velocity ratio distribution between each gear more reasonable.
As preferably, also be provided with reverse gear shaft abreast at the first output shaft side, be provided with the reverse gear synchronizer on the reverse gear shaft side by side and be socketed in reverse gear output gear on the reverse gear shaft rotationally, simultaneously, the second gear driven gear that belongs in the intermediate gear transmission group of the first gear transmission group is located on first output shaft, second gear driven gear side is provided with and links into an integrated entity with the second gear driven gear and be socketed in reverse gear input gear on first output shaft rotationally, described reverse gear input gear and reverse gear output gear engagement driving and with two reverse gear driving gears, the second gear driven gear constitutes the reverse gear drive group jointly, and the rotation of motor is exported from reverse gear shaft by the reverse gear drive group when selecting reverse gear.Because reverse gear input gear and second gear driven gear are located on first output shaft integratedly, therefore two reverse gear driving gears can shared driving gear as reverse gear, thereby can save a reverse driving gear, further shorten the length dimension of speed changer, be convenient to the layout of gear simultaneously, and can reduce cost.
As preferably, the driving gear of being located in the first gear transmission group on first input shaft is followed successively by from close motor one end: eight grades of driving gears, two reverse gear driving gears and four or six grades of driving gears, corresponding second gear driven gear, fourth gear driven gear and two fourth gear synchronizers between two driven gears are being set on first output shaft, and corresponding eight grades of driven gears, six grades of driven gears and six or eight grades of synchronizers between two driven gears are being set on second output shaft; Be located at driving gear on the second half section that second input shaft protrudes from first input shaft in the second gear transmission group from being followed successively by: three or five grades of driving gears, one grade of driving gear and seven grades of driving gears near motor one end, corresponding third gear driven gear, first speed driven gear and the third gear synchronizer between two driven gears are being set on first output shaft, and corresponding five grades of driven gears, seven grades of driven gears and five or seven grades of synchronizers between two driven gears are being set on second output shaft.Four or six grades of driving gears (8) are placed on first input shaft a end away from motor, help utilizing the big characteristics of four or six grades of driving gears (8) radial dimension, second input shaft passes from the assembling through hole at its center when being convenient to assemble, place three or five grades of driving gears (10) second input shaft (2) to go up a side of close motor simultaneously, also help between two input shafts, laying the end face bearing, help integrally-built layout, and then help optimizing the manufacturability of complete machine.
As preferably, on first output shaft, be provided with and its first final gear that rotates synchronously near engine crankshaft one end, the relevant position is provided with second final gear on second output shaft, the relevant position then is provided with the reverse gear final gear on reverse gear shaft, described first final gear, second final gear and reverse gear final gear respectively with differential mechanism on the engagement of main deceleration driven gear.It is well-to-do and characteristics that axial dimension is limited can be arranged more gear in limited space that this structure has made full use of motor front deck radial dimension, simultaneously owing to be a plurality of output shafts, and its gear flexible arrangement, implementation platformization easily.In addition, because reverse gear shaft and final gear link, therefore can be so that parking and braking mechanism be arranged on the reverse gear shaft or on first output shaft, the while can not increase the length of complete machine again, thereby helps simplifying parking and braking mechanism and make its miniaturization to reduce cost.
Therefore, the present invention has following beneficial effect: (1) makes the arrangement of gear transmission group become parallel arrangement, thereby has shortened the whole length dimension of speed changer greatly by shared driving gear, makes the overall structure of speed changer more compact; (2) obviously shorten owing to the entire length size, therefore with the prerequisite of common five, identical external dimension of six-speed gearbox under eight gears can be set, thereby make gear range become big, it is more reasonable that velocity ratio distributes, and then obviously improve power character, Economy and the class of car load.
Description of drawings
Fig. 1 is a structured flowchart of the present invention.
Embodiment
The present invention will be further described below in conjunction with accompanying drawing.
In the embodiment shown in fig. 1, double-clutch automatic transmission of the present invention, the first automatic clutch K1 that comprises the speed, transmission group that is used for even number shelves and reverse gear, the second automatic clutch K2 that is used for the speed, transmission group of odd number shelves, the active friction plate of the first automatic clutch K1 and the second automatic clutch K2 is connected on the bent axle 32 of motor, in addition, also comprise first input shaft 1 that is connected from movable friction plate with the first automatic clutch K1, second input shaft 2 that is connected from movable friction plate with the second automatic clutch K2, first input shaft 1 is the tubulose of hollow, and be socketed in rotationally on second input shaft 2, second input shaft 2 protrudes from first input shaft 1 away from an end of engine crankshaft 32, the length of its convex section equates substantially with the length of first input shaft 1, and first output shaft 16 and second output shaft 3 are set abreast in the both sides of first input shaft 1 and second input shaft 2.In addition, on first input shaft 1, set gradually eight grades of driving gears 23 from close engine crankshaft 32 1 ends, two reverse gear driving gears 6 and four or six grades of driving gears 8, thereby fixedly connected and to rotate synchronously between above-mentioned driving gear and first input shaft 1, and with eight grades of driven gears 5 of eight grades of driving gear 23 engagement driving, be socketed in rotationally on second output shaft 3 with 9 of six grades of driven gears of four or six grades of driving gear 8 engagement driving, and between above-mentioned two driven gears, six or eight grades of synchronizers 7 are set, accordingly, second gear driven gear 22 with two reverse gear driving gears, 6 engagement driving, be socketed in rotationally on first output shaft 16 with 20 of the fourth gear driven gears of four or six grades of driving gear 8 engagement driving, and between above-mentioned two driven gears, two fourth gear synchronizers 21 are set, above-mentioned 8 whiles and fourth gear driven gear 20 and six grades of driven gear 9 engagement driving of four or six grades of driving gears.Further, away from the opposite side of two fourth gear synchronizers 21 a reverse gear input gear 24 is set abreast at second gear driven gear 22, this reverse gear input gear 24 fuses with second gear driven gear 22 and is socketed in rotationally on first output shaft 16, thereby reverse gear input gear 24 can be rotated synchronously with second gear driven gear 22.In addition, be provided for the reverse gear shaft 26 of reverse gear output abreast at first output shaft, 16 sides, reverse gear shaft 26 be provided be rotatably connected with it and with the reverse gear output gear 28 of reverse gear input gear 24 engagement driving, be located at reverse gear output gear 28 away from the reverse gear synchronizer 27 of engine crankshaft 32 1 sides and the reverse gear final gear 29 of fixedlying connected with reverse gear shaft 26 near engine crankshaft 32 1 sides.Similar with first input shaft 1, protrude from the second half section of first input shaft 1 at second input shaft 2, from setting gradually three or five grades of driving gears 10 near engine crankshaft 32 1 ends, one grade of driving gear 12 and seven grades of driving gears 14, thereby fixedly connected and to rotate synchronously between above-mentioned driving gear and second input shaft 2, and with the third gear driven gear 19 of three or five grades of driving gear 10 engagement driving, be socketed in rotationally on first output shaft 16 with the first speed driven gear 17 of one grade of driving gear 12 engagement driving, and between above-mentioned two driven gears, a third gear synchronizer 18 is set, accordingly, five grades of driven gears 11 with three or five grades of driving gear 10 engagement driving, be socketed in rotationally on second output shaft 3 with 15 of seven grades of driven gears of seven grades of driving gear 14 engagement driving, and between above-mentioned two driven gears, five or seven grades of synchronizers 13 be set.In addition, on first output shaft 16 and second output shaft 3, first final gear 25 and second final gear 4 are set respectively near engine crankshaft 32 1 ends, reverse gear final gear 29 on first final gear 25, second final gear 4 and the reverse gear shaft 26 respectively with differential mechanism 31 on main deceleration driven gear 30 engagement, so that the rotation of motor is delivered on the differential mechanism 31 after by corresponding gear transmission group by selected gear, and finally is delivered on the wheel.
Do with regard to power transmission line of the present invention below and describe in further detail.
When vehicle was in vehicle stop state, first clutch K1 and second clutch K2 often opened, so the rotation of motor can not passed.
When vehicle was started to walk with one grade, self-clanging gear-shift engaged a third gear synchronizer 18 with first speed driven gear 17, and gear switch is one grade.Second clutch K2 combination this moment, and first clutch K1 keeps off state, the rotation of engine crankshaft 32 passes to second input shaft 2 through second clutch K2, pass to first speed driven gear 17 on first output shaft 16 by one grade of driving gear 12 on second input shaft 2 then, because all driven gears all are to be socketed on the axle rotationally, therefore can not directly drive axle rotates together, self-clanging gear-shift engages a third gear synchronizer 18 with first speed driven gear 17, at this moment, power passes to first output shaft 16 by a third gear synchronizer 18, pass to main deceleration driven gear 30 by first final gears 25 that rotate synchronously with first output shaft 16 again, transmission of power is gone out through differential mechanism 31.
When vehicle quickens, when reaching the shift point near second gear, self-clanging gear-shift changes to second gear in advance with gear, be about to two fourth gear synchronizers 21 and engage, unclamp second clutch K2 then, and engage first clutch K1 with second gear driven gear 22, two clutches are finished switching, and vehicle changes to second gear.This moment, the rotation of bent axle 32 passed to first input shaft 1 through first clutch K1, pass to second gear driven gear 22 on first output shaft 16 by two reverse gear driving gears 6 on first input shaft 1 then, and two fourth gear synchronizers 21 through engaging with second gear driven gear 22 pass to first output shaft 16, pass to main deceleration driven gear 30 by first final gear 25 again, finally transmission of power is gone out through differential mechanism 31.
After vehicle entered the second gear operation, electrical control unit of automatic transmission can be known the current running state of vehicle according to relevant sensor signals, and then judged that vehicle is about to enter the gear of operation, if vehicle quickens, then next gear is a third gear, if vehicle deceleration, then next gear is one grade.And one grade and third gear are controlled by second clutch K2, because this clutch is in separated state at this moment, transferring power not, so can instruct self-clanging gear-shift to change to the gear that is about to the work of entering very easily in advance, when vehicle operating reaches shift point, only need the first clutch K1 that will work to separate, engage second clutch K2 simultaneously, whole gear shift action can be finished.The handoff procedure of other gear that advances similarly, the power transmission line of other gear is as follows:
The third gear power transmission line: the rotation of bent axle 32 passes to second input shaft 2 through second clutch K2, pass to third gear driven gear 19 on first output shaft 16 by three or five grades of driving gears 10 on second input shaft 2, and pass to first output shaft 16 by a third gear synchronizer 18 that engages with third gear driven gear 19, pass to main deceleration driven gear 30 by first final gear 25 again, finally transmission of power is gone out through differential mechanism 31.
The fourth gear power transmission line: the rotation of bent axle 32 passes to first input shaft 1 through first clutch K1, pass to fourth gear driven gear 20 on first output shaft 16 by four or six grades of driving gears 8 on first input shaft 1, and pass to first output shaft 16 by the two fourth gear synchronizers 21 that engage with fourth gear driven gear 20, pass to main deceleration driven gear 30 by first final gear 25 again, finally transmission of power is gone out through differential mechanism 31.
Five grades of power transmission lines: the rotation of bent axle 32 passes to second input shaft 2 through second clutch K2, pass to five grades of driven gears 11 on second output shaft 3 by three or five grades of driving gears 10 on second input shaft 2, and pass to second output shaft 3 by five or seven grades of synchronizers 13 that engage with five grades of driven gears 11, pass to main deceleration driven gear 30 by second final gears 4 that rotate synchronously with second output shaft 3 again, finally transmission of power is gone out through differential mechanism 31.
Six grades of power transmission lines: the rotation of bent axle 32 passes to first input shaft 1 through first clutch K1, pass to six grades of driven gears 9 on second output shaft 3 by four or six grades of driving gears 8 on first input shaft 1, and pass to second output shaft 3 by six or eight grades of synchronizers 7 that engage with six grades of driven gears 9, pass to main deceleration driven gear 30 by second final gears 4 that rotate synchronously with second output shaft 3 again, finally transmission of power is gone out through differential mechanism 31.
Seven grades of power transmission lines: the rotation of bent axle 32 passes to second input shaft 2 through second clutch K2, pass to seven grades of driven gears 15 on second output shaft 3 by seven grades of driving gears 14 on second input shaft 2, and pass to second output shaft 3 by five or seven grades of synchronizers 13 that engage with seven grades of driven gears 15, pass to main deceleration driven gear 30 by second final gears 4 that rotate synchronously with second output shaft 3 again, finally transmission of power is gone out through differential mechanism 31.
Eight grades of power transmission lines: the rotation of bent axle 32 passes to first input shaft 1 through first clutch K1, pass to eight grades of driven gears 5 on second output shaft 3 by eight grades of driving gears 23 on first input shaft 1, and pass to second output shaft 3 by six or eight grades of synchronizers 7 that engage with eight grades of driven gears 5, pass to main deceleration driven gear 30 by second final gears 4 that rotate synchronously with second output shaft 3 again, finally transmission of power is gone out through differential mechanism 31.
The reverse gear power transmission line: the rotation of bent axle passes to first input shaft 1 through first clutch K1, pass to second gear driven gear 22 on first output shaft 16 by two reverse gear driving gears 6 on first input shaft 1, pass to the reverse gear output gear of being located on the reverse gear shaft 26 28 by reverse gear input gear 24 again with second gear driven gear 22 rotation synchronously, pass to reverse gear shaft 26 by the reverse gear synchronizer 27 that engages with reverse gear output gear 28 then, pass to main deceleration driven gear 30 by the reverse gear final gears 29 that rotate synchronously with reverse gear shaft 26 again, finally transmission of power is gone out through differential mechanism 31.
Claims (5)
1. double-clutch automatic transmission, the housing that comprises speed changer, first input shaft, second input shaft and first automatic clutch and second automatic clutch that optionally the rotation of motor are passed to first input shaft or second input shaft, first input shaft is coaxial rotationally to be socketed on second input shaft, second input shaft protrudes from first input shaft away from motor one end, it is characterized in that: be provided with first output shaft (16) substantially parallel with first input shaft (1) and second input shaft (2) and second output shaft (3) at described first input shaft (1) and second input shaft (2) both sides; On first input shaft (1), be set with some first gear transmission group (G2 of being associated with the first speed, transmission group of being used for, G4, G6, G8, GR) driving gear, protrude from the second half section of first input shaft (1) at second input shaft (2), be set with some second gear transmission group (G1 of being associated with the second speed, transmission group of being used for, G3, G5, G7) driving gear, described driving gear is meshed with driven gear on being socketed in first output shaft (16) and/or second output shaft (3) rotationally, be located at least respectively have in the driving gear on first input shaft (1) and second input shaft (2) driving gear simultaneously with first output shaft (16) and second output shaft (3) on two driven gears mesh simultaneously.
2. double-clutch automatic transmission according to claim 1, it is characterized in that, the described first gear transmission group (G2, G4, G6, G8, GR) is associated with four even number shelves and a reverse gear of speed changer, wherein fourth gear transmission group (G4) and shared one four or six grades driving gears of six shift of gears transmission group (G6) (8); The second gear transmission group (G1, G3, G5, G7) then is associated with four odd number shelves of speed changer, wherein three-range transmission transmission group (G3) and shared one three or five grades driving gears of five grades of gear transmission groups (G5) (10).
3. double-clutch automatic transmission according to claim 2, it is characterized in that, also be provided with reverse gear shaft (26) abreast at first output shaft (16) side, be provided with reverse gear synchronizer (27) on the reverse gear shaft (26) side by side and be socketed in reverse gear output gear (28) on the reverse gear shaft (26) rotationally, simultaneously, belong to the first gear transmission group (G2, G4, G6, G8, GR) the second gear driven gear (22) in the intermediate gear transmission group (G2) is located on first output shaft (16), second gear driven gear (22) side is provided with and links into an integrated entity with second gear driven gear (22) and be socketed in reverse gear input gear (24) on first output shaft (16) rotationally, described reverse gear input gear (24) and reverse gear output gear (28) engagement driving and with two reverse gear driving gears (6), second gear driven gear (22) constitutes reverse gear drive group (GR) jointly, and the rotation of motor is exported from reverse gear shaft (26) by reverse gear drive group (GR) when selecting reverse gear.
4. double-clutch automatic transmission according to claim 3, it is characterized in that, the first gear transmission group (G2, G4, G6, G8, GR) driving gear of being located on first input shaft (1) is followed successively by from close engine crankshaft (32) one ends: eight grades of driving gears (23), two reverse gear driving gears (6) and four or six grades of driving gears (8), corresponding second gear driven gear (22) is set on first output shaft (16), fourth gear driven gear (20) and two fourth gear synchronizers (21) between two driven gears, and corresponding eight grades of driven gears (5) are set on second output shaft (3), six grades of driven gears (9) and six or the eight grades of synchronizers (7) between two driven gears; The second gear transmission group (G1, G3, G5, G7) be located at driving gear on the second half section that second input shaft (2) protrudes from first input shaft (1) in from being followed successively by: three or five grades of driving gears (10) near engine crankshaft (32) one ends, one grade of driving gear (12) and seven grades of driving gears (14), corresponding third gear driven gear (19) is set on first output shaft (16), first speed driven gear (17) and the third gear synchronizer (18) between two driven gears, and corresponding five grades of driven gears (11) are set on second output shaft (3), seven grades of driven gears (15) and five or the seven grades of synchronizers (13) between two driven gears.
5. according to claim 3 or 4 described double-clutch automatic transmissions, it is characterized in that, go up first final gear (25) that close engine crankshaft (32) one ends are provided with and it rotates synchronously at first output shaft (16), go up the relevant position at second output shaft (3) and be provided with second final gear (4), go up the relevant position at reverse gear shaft (26) and then be provided with reverse gear final gear (29), described first final gear (25), second final gear (4) and reverse gear final gear (29) respectively with differential mechanism (31) on main deceleration driven gear (3) mesh.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 200910305477 CN101713459B (en) | 2009-08-11 | 2009-08-11 | Double clutch type automatic gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 200910305477 CN101713459B (en) | 2009-08-11 | 2009-08-11 | Double clutch type automatic gearbox |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101713459A true CN101713459A (en) | 2010-05-26 |
| CN101713459B CN101713459B (en) | 2013-02-20 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 200910305477 Active CN101713459B (en) | 2009-08-11 | 2009-08-11 | Double clutch type automatic gearbox |
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Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102588523A (en) * | 2011-01-10 | 2012-07-18 | 通用汽车环球科技运作有限责任公司 | Eight speed dual clutch transmission |
| CN102734397A (en) * | 2011-04-14 | 2012-10-17 | 通用汽车环球科技运作有限责任公司 | Eight speed dual clutch transmission |
| CN102913595A (en) * | 2011-08-04 | 2013-02-06 | 通用汽车环球科技运作有限责任公司 | Eight speed dual clutch transmission |
| CN103047374A (en) * | 2013-01-14 | 2013-04-17 | 格特拉克（江西）传动系统有限公司 | Five-speed and six-speed sharing mechanical automotive transmission structure |
| CN103195880A (en) * | 2013-03-29 | 2013-07-10 | 长城汽车股份有限公司 | Variable-speed transmission mechanism of double-clutch speed changer |
| CN103758945A (en) * | 2013-12-25 | 2014-04-30 | 浙江吉利控股集团有限公司 | Dual-clutch automatic transmission |
| CN103867656A (en) * | 2014-03-14 | 2014-06-18 | 合肥工业大学 | Transmission with two clutches and two intermediate shafts |
| KR101417667B1 (en) | 2013-07-25 | 2014-07-09 | 현대 파워텍 주식회사 | Double clutch eight speed transmission |
| KR101470203B1 (en) * | 2013-08-05 | 2014-12-05 | 현대 파워텍 주식회사 | Eight speed transmission applyed double clutch |
| KR101470202B1 (en) * | 2013-08-05 | 2014-12-05 | 현대 파워텍 주식회사 | Eight speed transmission using double clutch |
| WO2015055086A1 (en) * | 2013-10-16 | 2015-04-23 | 浙江吉利控股集团有限公司 | Dual-clutch automatic transmission |
| CN104641158A (en) * | 2012-07-26 | 2015-05-20 | 舍弗勒技术股份两合公司 | Gear unit |
| CN105221674A (en) * | 2014-06-30 | 2016-01-06 | 广州汽车集团股份有限公司 | Eight speed double-clutch formula automatic transmission |
| CN105221676A (en) * | 2014-06-30 | 2016-01-06 | 广州汽车集团股份有限公司 | A kind of speed changer |
| CN105276100A (en) * | 2014-06-30 | 2016-01-27 | 广州汽车集团股份有限公司 | Transmission |
| US9777822B2 (en) | 2012-07-26 | 2017-10-03 | Schaeffler Technologies AG & Co. KG | Gear unit |
| CN111853178A (en) * | 2020-06-17 | 2020-10-30 | 宁波上中下自动变速器有限公司 | Double-clutch automatic transmission and automobile with same |
| CN111853170A (en) * | 2019-04-25 | 2020-10-30 | 广州汽车集团股份有限公司 | Eight-speed double-clutch type automatic transmission and vehicle |
| CN111853171A (en) * | 2019-04-25 | 2020-10-30 | 广州汽车集团股份有限公司 | Eight-speed double-clutch type automatic transmission and vehicle |
| CN112303192A (en) * | 2019-07-30 | 2021-02-02 | 广州汽车集团股份有限公司 | Eight-speed double-clutch type automatic transmission and vehicle |
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Cited By (28)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102588523A (en) * | 2011-01-10 | 2012-07-18 | 通用汽车环球科技运作有限责任公司 | Eight speed dual clutch transmission |
| CN102588523B (en) * | 2011-01-10 | 2014-09-10 | 通用汽车环球科技运作有限责任公司 | Eight speed dual clutch transmission |
| CN102734397A (en) * | 2011-04-14 | 2012-10-17 | 通用汽车环球科技运作有限责任公司 | Eight speed dual clutch transmission |
| CN102734397B (en) * | 2011-04-14 | 2015-06-17 | 通用汽车环球科技运作有限责任公司 | Eight speed dual clutch transmission |
| CN102913595A (en) * | 2011-08-04 | 2013-02-06 | 通用汽车环球科技运作有限责任公司 | Eight speed dual clutch transmission |
| CN102913595B (en) * | 2011-08-04 | 2016-08-03 | 通用汽车环球科技运作有限责任公司 | Eight speed dual-clutch transmissions |
| CN104641158A (en) * | 2012-07-26 | 2015-05-20 | 舍弗勒技术股份两合公司 | Gear unit |
| CN104641158B (en) * | 2012-07-26 | 2018-02-16 | 舍弗勒技术股份两合公司 | Speed changer |
| US9777822B2 (en) | 2012-07-26 | 2017-10-03 | Schaeffler Technologies AG & Co. KG | Gear unit |
| CN103047374A (en) * | 2013-01-14 | 2013-04-17 | 格特拉克（江西）传动系统有限公司 | Five-speed and six-speed sharing mechanical automotive transmission structure |
| CN103195880A (en) * | 2013-03-29 | 2013-07-10 | 长城汽车股份有限公司 | Variable-speed transmission mechanism of double-clutch speed changer |
| KR101417667B1 (en) | 2013-07-25 | 2014-07-09 | 현대 파워텍 주식회사 | Double clutch eight speed transmission |
| KR101470202B1 (en) * | 2013-08-05 | 2014-12-05 | 현대 파워텍 주식회사 | Eight speed transmission using double clutch |
| KR101470203B1 (en) * | 2013-08-05 | 2014-12-05 | 현대 파워텍 주식회사 | Eight speed transmission applyed double clutch |
| US10520064B2 (en) | 2013-10-16 | 2019-12-31 | Zhejiang Geely Holding Group Co., Ltd | Dual-clutch automatic transmission |
| WO2015055086A1 (en) * | 2013-10-16 | 2015-04-23 | 浙江吉利控股集团有限公司 | Dual-clutch automatic transmission |
| CN103758945A (en) * | 2013-12-25 | 2014-04-30 | 浙江吉利控股集团有限公司 | Dual-clutch automatic transmission |
| CN103867656A (en) * | 2014-03-14 | 2014-06-18 | 合肥工业大学 | Transmission with two clutches and two intermediate shafts |
| CN103867656B (en) * | 2014-03-14 | 2016-08-03 | 合肥工业大学 | There is the variator of the double jackshaft of double clutch |
| CN105221674B (en) * | 2014-06-30 | 2018-01-23 | 广州汽车集团股份有限公司 | Eight speed double-clutch formula automatic transmission |
| CN105276100A (en) * | 2014-06-30 | 2016-01-27 | 广州汽车集团股份有限公司 | Transmission |
| CN105221676A (en) * | 2014-06-30 | 2016-01-06 | 广州汽车集团股份有限公司 | A kind of speed changer |
| CN105276100B (en) * | 2014-06-30 | 2018-06-05 | 广州汽车集团股份有限公司 | A kind of speed changer |
| CN105221674A (en) * | 2014-06-30 | 2016-01-06 | 广州汽车集团股份有限公司 | Eight speed double-clutch formula automatic transmission |
| CN111853170A (en) * | 2019-04-25 | 2020-10-30 | 广州汽车集团股份有限公司 | Eight-speed double-clutch type automatic transmission and vehicle |
| CN111853171A (en) * | 2019-04-25 | 2020-10-30 | 广州汽车集团股份有限公司 | Eight-speed double-clutch type automatic transmission and vehicle |
| CN112303192A (en) * | 2019-07-30 | 2021-02-02 | 广州汽车集团股份有限公司 | Eight-speed double-clutch type automatic transmission and vehicle |
| CN111853178A (en) * | 2020-06-17 | 2020-10-30 | 宁波上中下自动变速器有限公司 | Double-clutch automatic transmission and automobile with same |
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