CN110230667B - Nine-speed double-clutch automatic transmission and vehicle - Google Patents
Nine-speed double-clutch automatic transmission and vehicle Download PDFInfo
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- CN110230667B CN110230667B CN201810183115.7A CN201810183115A CN110230667B CN 110230667 B CN110230667 B CN 110230667B CN 201810183115 A CN201810183115 A CN 201810183115A CN 110230667 B CN110230667 B CN 110230667B
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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
- F16H3/02—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
- F16H3/12—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 means for synchronisation not incorporated in the clutches
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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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
- F16H2003/0822—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 arrangement of at least one reverse gear
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02039—Gearboxes for particular applications
- F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02091—Measures for reducing weight of gearbox
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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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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
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Abstract
The invention relates to a nine-speed dual-clutch automatic transmission and a vehicle, wherein the nine-speed dual-clutch automatic transmission comprises: an input shaft comprising a first input shaft, a second input shaft, and an input gear shaft; an output shaft including a first intermediate shaft and a second intermediate shaft. The first intermediate shaft is provided with a first output gear, a first double-sided synchronizer, a first output gear shaft, a fourth output gear and a first single-sided synchronizer, and the first output gear shaft is provided with a third output gear and a second double-sided synchronizer; the second intermediate shaft is provided with a fifth output gear, a third bilateral synchronizer, a second output gear shaft, an eighth output gear and a second unilateral synchronizer, and the second output gear shaft is provided with a seventh output gear and a fourth bilateral synchronizer. The nine-speed double-clutch automatic transmission is improved on the basis of the existing seven-speed double-clutch transmission, the number of the core output gears and the synchronizers can be optimized to the maximum extent while nine-speed gear shifting is completed, the structure is compact, and the occupied space is small.
Description
Technical Field
The invention relates to the field of automobile transmissions, in particular to a nine-speed double-clutch automatic transmission and a vehicle.
Background
The current market of double clutch automatic transmissions is dominated by 6-speed and 7-speed. With the upgrade of national emission standards, in order to improve the fuel performance of vehicles, various manufacturers develop and research gearboxes with more gears.
In the development of the current automobile industry, energy conservation and emission reduction become the main design direction, and the design requirements of the whole automobile on the transmission become stricter, so that the dual-clutch automatic transmission with high efficiency, high comfort and high speed ratio range gradually becomes the development trend. The transmission system structure and the arrangement structure of the parking ratchet wheel in the dual-clutch automatic transmission are important components of the whole transmission and are the primary conditions of subsequent mechanical hardware design and software design, so that the requirements of the dual-clutch transmission on the arrangement structure of the transmission and the parking ratchet wheel are higher and higher.
For the aspect of transmission systems, in order to obtain better power performance and economy, a wider speed ratio range and more reasonable speed ratio distribution are already an important development direction of the speed changer. Although many designs of dual clutch automatic transmission shafting have made great progress, there are some defects caused by incomplete consideration, which make it have disadvantages in terms of compactness, transmission performance and operational stability.
Disclosure of Invention
The invention aims to provide a nine-speed double-clutch automatic transmission and a vehicle, which are improved on the basis of the existing seven-speed double-clutch transmission, can optimize the number of gears and synchronizers to the maximum extent while completing nine-speed gear shifting, and have compact structure and smaller occupied space.
In order to solve the above technical problem, the present invention provides a nine-speed dual clutch automatic transmission, comprising:
the input shaft comprises a first input shaft coupled with the engine through a first clutch, a second input shaft coupled with the engine through a second clutch and an input gear shaft, the second input shaft is coaxially sleeved on the outer side of the first input shaft, and the input gear shaft is coaxially sleeved on the outer side of the second input shaft;
the output shaft comprises a first intermediate shaft and a second intermediate shaft which are arranged on two sides of the input shaft in parallel, and the first intermediate shaft and the second intermediate shaft are respectively provided with a main reduction gear meshed with a differential gear;
the first output gear shaft is coaxially sleeved on the outer side of the first intermediate shaft and is provided with a third output gear and a second double-sided synchronizer acting between the third output gear and the fourth output gear;
A fifth output gear, a third bilateral synchronizer, a second output gear shaft, an eighth output gear and a second unilateral synchronizer are sequentially arranged on the second intermediate shaft from one side facing the engine, the second output gear shaft is coaxially sleeved on the outer side of the second intermediate shaft and is provided with a seventh output gear and a fourth bilateral synchronizer acting between the seventh output gear and the eighth output gear;
the input shaft is provided with input gears corresponding to the output gears of the output shaft, and forms a first gear pair, a second gear pair, a fifth gear pair and a sixth gear pair which are positioned on the input gear shaft, a fourth gear pair and an eighth gear pair which are positioned on the first input shaft, and a third gear pair and a seventh gear pair which are positioned on the second input shaft.
Optionally, the transmission device further comprises a reverse gear idler shaft, the reverse gear idler shaft is arranged between the input gear shaft and the first intermediate shaft or between the input gear shaft and the second intermediate shaft, and the reverse gear idler shaft and the input gear shaft are matched to form a fifth gear pair.
Optionally, the reverse gear idler shaft is disposed between the input gear shaft and the second intermediate shaft, and cooperates with the fifth output gear to form an eleventh gear pair.
Optionally, one end of the first input shaft, which is far away from the engine, extends out of the second input shaft, and one end of the second input shaft, which is far away from the engine, extends out of the input gear shaft.
The nine-speed double-clutch automatic transmission provided by the invention has the following advantages:
(1) the design and the manufacturing process are simple, and the high localization of parts can be realized;
(2) the structure is compact, two gears are changed into gear shafts on the basis of the existing seven-speed dual-clutch transmission, and only three groups of parallel gear shaft structures (a first output gear shaft, a second output gear shaft and an input gear shaft) are still kept while the number of gears is increased;
(3) the gear box is light in weight, the number of gears and synchronizers is optimized to the maximum extent while nine-speed gear shifting is completed, and meanwhile, hollow shafts (the first output gear shaft, the second output gear shaft and the input gear shaft are hollow shafts) are used to achieve the aim of light weight;
(4) the oil consumption is low, the gears are more, the engine torque can be matched more fully, the speed ratio is more selected, and the engine works in a more reasonable range;
(5) the power is strong, the speed ratio span is larger, the torque is larger when starting and climbing, and the high-grade position has a faster speed.
In addition, the invention also provides a vehicle which is provided with the nine-speed double-clutch automatic transmission.
The technical effect of the vehicle with the nine-speed dual-clutch automatic transmission is similar to that of the nine-speed dual-clutch automatic transmission, and for saving space, the detailed description is omitted here.
Drawings
FIG. 1 is a schematic illustration of a nine speed dual clutch automatic transmission according to an embodiment of the present invention;
FIG. 2 is a gear operation chart for a nine speed dual clutch automatic transmission according to an embodiment of the present invention.
In fig. 1 and 2, the reference numerals are illustrated as follows:
11-first input shaft, 12-second input shaft, 13-input gear shaft;
FD 1-first countershaft, FD 2-second countershaft;
k1-first clutch, K2-second clutch;
g1-first output gear, G2-first output gear shaft, G3-third output gear, G4-fourth output gear, G5-fifth output gear, G6-second output gear shaft, G7-seventh output gear, G8-eighth output gear, G9-first main reduction gear, G10-second main reduction gear, G11-differential gear, G12-reverse idler shaft;
z1-a first gear pair, Z2-a second gear pair, Z3-a third gear pair, Z4-a fourth gear pair, Z5-a fifth gear pair, Z6-a sixth gear pair, Z7-a seventh gear pair, Z8-an eighth gear pair, Z9-a ninth gear pair, Z10-a tenth gear pair, and Z11-an eleventh gear pair;
S1-first double-sided synchronizer, S2-second double-sided synchronizer, S3-first single-sided synchronizer, S4-third double-sided synchronizer, S5-fourth double-sided synchronizer, S6-second single-sided synchronizer.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a nine-speed dual-clutch automatic transmission according to an embodiment of the present invention; FIG. 2 is a gear operation chart for a nine speed dual clutch automatic transmission according to an embodiment of the present invention.
The embodiment of the invention provides a nine-speed dual-clutch automatic transmission and a vehicle with the same. As shown in fig. 1, the nine-speed dual clutch automatic transmission includes a first clutch K1, a second clutch K2, an input shaft, and an output shaft. The input shaft comprises a first input shaft 11, a second input shaft 12 and an input gear shaft 13, the first input shaft 11 is coupled with an engine through a first clutch K1, the second input shaft 12 is coaxially sleeved on the outer side of the first input shaft 11 and is coupled with the engine through a second clutch K2, the third input shaft is coaxially sleeved on the outer side of the second input shaft 12, one end of the first input shaft 11, far away from the engine, protrudes out of the second input shaft 12, and one end of the second input shaft 12, far away from the engine, protrudes out of the input gear shaft 13.
The output shaft comprises a first intermediate shaft FD1 and a second intermediate shaft FD2, the first intermediate shaft FD1 and the second intermediate shaft FD2 are arranged on two sides of the input shaft in parallel and symmetrically, and are respectively provided with a main reduction gear meshed with the differential gear G11. Wherein the first countershaft FD1 meshes with differential gear G11 through first main reduction gear G9 to form a ninth gear pair Z9, and the second countershaft FD2 meshes with differential gear G11 through second main reduction gear G10 to form a tenth gear pair Z10.
The first countershaft FD1 is provided with a first output gear G1, a first double-sided synchronizer S1, a first output gear shaft G2, a fourth output gear G4 and a first single-sided synchronizer S3 in sequence from the side facing the engine, wherein the first output gear shaft G2 is a gear shaft coaxially sleeved on the outer side of the first countershaft FD1 and is provided with a third output gear G3 and a second double-sided synchronizer S2. The first double synchronizer S1 acts between the first output gear G1 and the first output gear shaft G2, and the second double synchronizer S2 acts between the third output gear G3 and the fourth output gear G4.
The second countershaft FD2 is provided with a fifth output gear G5, a third double-sided synchronizer S4, a second output gear shaft G6, an eighth output gear G8 and a second single-sided synchronizer S6 in sequence from the side facing the engine, wherein the second output gear shaft G6 is a gear shaft coaxially sleeved on the outer side of the second countershaft FD2 and is provided with a sixth output gear G6 and a fourth double-sided synchronizer S5. The third double-sided synchronizer S4 acts between the fifth output gear G5 and the second output gear shaft G5, and the fourth double-sided synchronizer S5 acts between the seventh output gear G7 and the eighth output gear G8.
The input shaft is provided with input gears which correspond to the output gears of the output shaft and form a plurality of gear pairs, wherein the input gear shaft 13 is provided with a first gear pair Z1, a second gear pair Z2, a fifth gear pair Z5 and a sixth gear pair Z6, the first input shaft 11 is provided with a fourth gear pair Z4 and an eighth gear pair Z8, and the second input shaft 12 is provided with a third gear pair Z3 and a seventh gear pair Z7. By selecting the first clutch K1 or the second clutch K2 and adjusting the synchronizers, power flow is transmitted between the gear pairs to adjust the gears.
The nine-speed dual-clutch automatic transmission is improved only on the basis of the original seven-speed dual-clutch automatic transmission, specifically, two output gears arranged on an output shaft are changed into output gear shafts, an input gear shaft 13 is additionally arranged on the outer side of a second input shaft 12, and the nine-speed dual-clutch automatic transmission is simple in design and manufacturing process. Meanwhile, the arrangement of the first output gear shaft G2, the second output gear shaft G6 and the input gear shaft 13 increases a power flow transmission path, so that the gear number is increased, only three groups of parallel gear shafts are kept while nine-speed gear shifting is completed, the structure is compact, the number of gears and synchronizers is optimized to the maximum extent, the size of a transmission system is further ensured, and the transmission system is convenient to mount.
Compared with a seven-speed dual-clutch automatic transmission, the nine-speed dual-clutch automatic transmission has the advantages that as the number of gears is increased after improvement, the torque of an engine can be more sufficiently matched, the number of speed ratio selections is increased, the engine of a vehicle can work in a more reasonable range, and the oil consumption is further reduced; and the speed ratio span is larger, the torque of the vehicle is larger when the vehicle starts and climbs, the dynamic property is strong, and the high gear has a faster speed.
Meanwhile, the output gear shaft is coaxially sleeved on the outer side of the intermediate shaft, and the input gear shaft 13 is coaxially sleeved on the outer side of the second input shaft 12, that is, the input gear shaft 13, the first output gear shaft G2 and the second output gear shaft G6 are hollow shafts, so that the aim of integral light weight of the vehicle can be achieved.
In addition, the nine-speed dual clutch automatic transmission is further provided with a reverse gear idler shaft G12, and in the present embodiment, the reverse gear idler shaft G12 is provided between the input gear shaft 13 and the second intermediate shaft FD2, and forms a fifth gear pair Z5 with the input gear shaft 13 and an eleventh gear pair Z11 with the output gear G5 of the second intermediate shaft FD2, so as to realize the reverse gear function of the vehicle. Of course, in the present embodiment, the reverse idler shaft G12 may be provided on the first intermediate shaft FD1 or the second intermediate shaft FD2, but the reverse idler shaft G12 may be provided between the input gear shaft 13 and the intermediate shaft, so that it is not necessary to provide a position corresponding to the position on the first intermediate shaft FD1 or the second intermediate shaft FD2, as compared to the case where the reverse idler shaft G12 is provided on the first intermediate shaft FD1 or the second intermediate shaft FD2, and the axial length of the first intermediate shaft FD1 or the second intermediate shaft FD2 can be reduced, thereby reducing the overall size and facilitating the mounting of the transmission.
In this embodiment, of course, since the first intermediate shaft FD1 and the second intermediate shaft FD2 are symmetrically disposed, the reverse idler shaft G12 may be disposed between the input gear shaft 13 and the first intermediate shaft FD1, which is not particularly required.
As shown in fig. 1 and 2, a shift process of a nine-speed dual clutch automatic transmission for a vehicle provided according to an embodiment of the present invention will now be described in detail.
When the driver requests the D gear (forward gear, namely first gear) to drive, the power flow is Z4-Z2-Z6-Z10.
The second double-sided synchronizer S2 moves to the right position D (fourth output gear G4), the fourth double-sided synchronizer S4 moves to the right position H (second output gear shaft G2), the first clutch K1 is engaged, the second clutch K2 is disengaged, power is transmitted to the fourth gear pair Z4 via the second input shaft 12, torque is transmitted to the sixth gear pair Z6 via the second gear pair Z2, and finally torque is transmitted to the differential via the tenth gear pair Z10 to complete power output, so that forward gears are achieved.
When the TCU (Transmission control Module) determines that an upshift to second gear is required, power flow is Z7-Z10.
The third double-sided synchronizer S4 keeps the right H, the fourth double-sided synchronizer S5 moves to the left I (seventh output gear G7), the first clutch K1 is open, the second clutch K2 is closed, power is transmitted to the seventh gear pair Z7 via the second input shaft 12, and then the tenth gear pair Z10 transmits torque to the differential to complete power output, thereby realizing forward gear.
When the TCU judges that the three-gear is required to be increased, the power flow is Z8-Z10.
The second single-side synchronizer S6 moves to the left position J (an eighth output gear G8), the first clutch K1 is closed, the second clutch K2 is opened, power is transmitted to the eighth gear pair Z8 through the first input shaft 11, then the tenth gear pair Z10 transmits torque to the differential and completes power output, and forward gears are achieved.
When the TCU judges that the four-gear is required to be increased, the power flow is Z3-Z2-Z1-Z9.
The first double-sided synchronizer S1 moves to a left position A (a first output gear G1), the second double-sided synchronizer S2 moves to a left position E (a third output gear G3), the first clutch K1 is opened, the second clutch K2 is closed, power is transmitted to the third gear pair Z3 through the second input shaft 12, torque is transmitted to the first gear pair Z1 through the second gear pair Z2, and finally the torque is transmitted to the differential through the ninth gear pair Z9 to complete power output, so that forward gears are achieved.
When the TCU judges that the five-gear is required to be increased, the power flow is Z8-Z6-Z1-Z9.
The first double-sided synchronizer S1 keeps a left position A, the fourth double-sided synchronizer S5 moves to a right position K (an eighth output gear G8), the first clutch K1 is closed, the second clutch K2 is opened, power is transmitted to the eighth gear pair Z8 through the first input shaft 11, torque is transmitted to the first gear pair Z1 through the sixth gear pair Z6, and finally the torque is transmitted to the differential through the ninth gear pair Z9 to complete power output, so that forward gears are achieved.
When the TCU judges that the six-gear is required to be increased, the power flow is Z7-Z6-Z1-Z9.
The first double-sided synchronizer S1 keeps the left position a, the fourth double-sided synchronizer S5 moves to the left position I (seventh output gear G7), the first clutch K1 is open, the second clutch K2 is closed, power is transmitted to the seventh gear pair Z7 from the second input shaft 12, torque is transmitted to the first gear pair Z1 from the sixth gear pair Z6, and finally torque is transmitted to the differential by the ninth gear pair Z9 to complete power output, thereby realizing forward gear.
When the TCU judges that the seven gears need to be increased, the power flow is Z4-Z9.
The first single-side synchronizer S3 moves to the left position B (a fourth output gear G4), the first clutch K1 is closed, the second clutch K2 is opened, power is transmitted to the fourth gear pair Z4 through the first input shaft 11, then the torque is transmitted to the differential gear through the ninth gear pair Z9, power output is completed, and forward gears are achieved.
When the TCU judges that the eight gears need to be increased, the power flow is Z3-Z9.
The first double-sided synchronizer S1 moves to the right position C (a first output gear shaft G2), the second double-sided synchronizer S2 moves to the left position E (a third output gear G3), the first clutch K1 is opened, the second clutch K2 is closed, power is transmitted to the third gear pair Z3 through the second input shaft 12, then torque is transmitted to the differential through the ninth gear pair Z9, power output is completed, and forward gears are achieved.
When the TCU judges that the nine gears need to be increased, the power flow is Z8-Z6-Z2-Z9.
The first double-sided synchronizer S1 keeps the right position C, the fourth double-sided synchronizer S5 moves to the right position K (eighth output gear G8), the first clutch K1 is engaged, the second clutch K2 is disengaged, power is transmitted to the eighth gear pair Z8 via the first input shaft 11, torque is transmitted to the second gear pair Z2 via the sixth gear pair Z6, and finally torque is transmitted to the differential via the gear pair ninth Z9 to complete power output, so that forward gears are achieved.
Other downshifting processes are also possible and will not be described in detail here.
When the driver requests the R gear (reverse gear) to drive, the power flow is Z3-Z2-Z5-Z11-Z10.
The second double-sided synchronizer S2 moves to the left position E (a third output gear G3), the third double-sided synchronizer S4 moves to the left position G (a fifth output gear G5), the first clutch K1 is opened, the second clutch K2 is closed, power is transmitted to the third gear pair Z3 from the second input shaft 12, then transmitted to the fifth gear pair Z5 through the second gear pair Z2, and then transmitted to the second intermediate shaft FD2 through the eleventh gear pair Z11, so that the torque reversal is realized; finally, the torque is transmitted to the differential through a tenth gear pair Z10 and output is completed, and reverse gear is realized.
When the driver requests N gear, the two clutches are separated, and all synchronizers are in neutral (according to the standard requirement, whether 1 gear and R gear are pre-engaged or not).
When the driver requires the P gear, the two clutches are separated, all synchronizers are in the middle (whether the 1 gear and the R gear are pre-engaged or not according to the standard requirement), and at the moment, the parking mechanism works.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.
Claims (4)
1. A nine-speed, dual-clutch automatic transmission, comprising:
the input shaft comprises a first input shaft (11) coupled with an engine through a first clutch (K1), a second input shaft (12) coupled with the engine through a second clutch (K2) and an input gear shaft (13), wherein the second input shaft (12) is coaxially sleeved on the outer side of the first input shaft (11), and the input gear shaft (13) is coaxially sleeved on the outer side of the second input shaft (12);
an output shaft comprising a first intermediate shaft (FD1) and a second intermediate shaft (FD2) which are arranged in parallel on both sides of the input shaft, wherein the first intermediate shaft (FD1) and the second intermediate shaft (FD2) are respectively provided with a main reduction gear meshed with a differential gear (G11);
The first intermediate shaft (FD1) is provided with a first output gear (G1), a first double-side synchronizer (S1), a first output gear shaft (G2), a fourth output gear (G4) and a first single-side synchronizer (S3) in sequence from one side facing an engine, the first output gear shaft (G2) is coaxially sleeved on the outer side of the first intermediate shaft (FD1) and is provided with a third output gear (G3) and a second double-side synchronizer (S2) acting between the third output gear (G3) and the fourth output gear (G4);
a fifth output gear (G5), a third double-sided synchronizer (S4), a second output gear shaft (G6), an eighth output gear (G8) and a second single-sided synchronizer (S6) are sequentially arranged on the second intermediate shaft (FD2) from one side facing the engine, the second output gear shaft (G6) is coaxially sleeved on the outer side of the second intermediate shaft (FD2), and the second output gear shaft (G6) is provided with a seventh output gear (G7) and a fourth double-sided synchronizer (S5) acting between the seventh output gear (G7) and the eighth output gear (G8);
the input shaft is provided with input gears corresponding to each output gear of the output shaft, and forms a first gear pair (Z1), a second gear pair (Z2), a fifth gear pair (Z5) and a sixth gear pair (Z6) on the input gear shaft (13), a fourth gear pair (Z4) and an eighth gear pair (Z8) on the first input shaft (11), and a third gear pair (Z3) and a seventh gear pair (Z7) on the second input shaft (12);
The transmission is characterized by further comprising a reverse gear idler shaft (G12), wherein the reverse gear idler shaft (G12) is arranged between the input gear shaft (13) and the first intermediate shaft (FD1) or between the input gear shaft (13) and the second intermediate shaft (FD2), and the reverse gear idler shaft (G12) and the input gear shaft (13) are matched to form a fifth gear pair (Z5).
2. The nine-speed dual-clutch automatic transmission according to claim 1, characterized in that the reverse idler shaft (G12) is provided between the input gear shaft (13) and the second countershaft (FD2) and forms an eleventh gear pair (Z11) in cooperation with the fifth output gear (G5).
3. The nine-speed dual-clutch automatic transmission according to claim 1 or 2, characterized in that an end of the first input shaft (11) remote from the engine protrudes out of the second input shaft (12), and an end of the second input shaft (12) remote from the engine protrudes out of the input gear shaft (13).
4. A vehicle characterized by comprising the nine-speed dual-clutch automatic transmission according to any one of claims 1 to 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810183115.7A CN110230667B (en) | 2018-03-06 | 2018-03-06 | Nine-speed double-clutch automatic transmission and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810183115.7A CN110230667B (en) | 2018-03-06 | 2018-03-06 | Nine-speed double-clutch automatic transmission and vehicle |
Publications (2)
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| CN113685498B (en) * | 2020-05-18 | 2024-06-14 | 广州汽车集团股份有限公司 | Nine-gear double-clutch transmission and vehicle |
| CN113685510B (en) * | 2020-05-18 | 2024-01-26 | 广州汽车集团股份有限公司 | Nine-gear double-clutch transmission and vehicle |
| CN114763822B (en) * | 2021-01-12 | 2024-07-12 | 广州汽车集团股份有限公司 | Nine-speed double-clutch automatic transmission and vehicle |
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| DE102012222117A1 (en) * | 2012-12-04 | 2014-06-05 | Zf Friedrichshafen Ag | Motor car gear box has hollow shaft which is connected to jackshafts through respective translation stages, while input shaft of the partial gear box is connected to one translation stage |
| DE102012024504A1 (en) * | 2012-12-14 | 2014-06-18 | Daimler Ag | Double clutch transmission for drive train of motor vehicle, has two input shafts, which are provided for connecting load switch coupling, where first countershaft is arranged in parallel to input shaft |
| CN105465290A (en) * | 2014-09-04 | 2016-04-06 | 上海汽车集团股份有限公司 | Eight-speed dual clutch transmission (DCT) and gear-shifting control method thereof |
| CN106523607A (en) * | 2015-09-14 | 2017-03-22 | 上海汽车集团股份有限公司 | Double-clutch automatic transmission and automobile |
| KR20170064035A (en) * | 2015-11-30 | 2017-06-09 | 현대 파워텍 주식회사 | Dual clutch transmission |
| CN206439350U (en) * | 2016-12-30 | 2017-08-25 | 中国第一汽车股份有限公司 | Nine gear double-clutch automatic transmissions |
| CN107575543A (en) * | 2017-09-18 | 2018-01-12 | 广州汽车集团股份有限公司 | Nine gear double-clutch speed changers |
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| DE102012222117A1 (en) * | 2012-12-04 | 2014-06-05 | Zf Friedrichshafen Ag | Motor car gear box has hollow shaft which is connected to jackshafts through respective translation stages, while input shaft of the partial gear box is connected to one translation stage |
| DE102012024504A1 (en) * | 2012-12-14 | 2014-06-18 | Daimler Ag | Double clutch transmission for drive train of motor vehicle, has two input shafts, which are provided for connecting load switch coupling, where first countershaft is arranged in parallel to input shaft |
| CN105465290A (en) * | 2014-09-04 | 2016-04-06 | 上海汽车集团股份有限公司 | Eight-speed dual clutch transmission (DCT) and gear-shifting control method thereof |
| CN106523607A (en) * | 2015-09-14 | 2017-03-22 | 上海汽车集团股份有限公司 | Double-clutch automatic transmission and automobile |
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| CN110230667A (en) | 2019-09-13 |
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