CN111853170A - Eight-speed double-clutch type automatic transmission and vehicle - Google Patents
Eight-speed double-clutch type automatic transmission and vehicle Download PDFInfo
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- CN111853170A CN111853170A CN201910337554.3A CN201910337554A CN111853170A CN 111853170 A CN111853170 A CN 111853170A CN 201910337554 A CN201910337554 A CN 201910337554A CN 111853170 A CN111853170 A CN 111853170A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 89
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- 230000009977 dual effect Effects 0.000 claims description 21
- 238000004519 manufacturing process Methods 0.000 abstract description 3
- 238000000034 method Methods 0.000 description 7
- 230000008569 process Effects 0.000 description 6
- 230000009286 beneficial effect Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
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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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
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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
- 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
- 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
- F16H2003/0826—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 wherein at least one gear on the input shaft, or on a countershaft is used for two different forward gear ratios
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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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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
Abstract
The invention relates to an eight-speed double-clutch type automatic transmission and a vehicle, which comprise two output shafts, a reverse gear shaft and two input shafts, wherein the two input shafts are respectively connected with an engine through clutches; the four driving gears with odd gears are arranged on the first input shaft, the driving gears are shared by three-fifth gear or five-seventh gear, and the four driven gears with odd gears are arranged on the two output shafts in pairs; in a direction away from the engine: the second input shaft is provided with eight, two and four-six gear driving gears, the first output shaft is sequentially provided with a reverse gear driving gear, a two-gear driven gear and a four-gear driven gear which are connected with a two-gear driven gear, and the second output shaft is sequentially provided with eight-gear and six-gear driven gears; a reverse driven gear is arranged on the reverse shaft; synchronizers are arranged on the two output shafts and the reverse gear shaft, and the power of the corresponding driven gear of each gear is output to the corresponding shaft through the five synchronizers. The axial dimension is short, the structure is simple and compact, the manufacturing cost is low, and the transmission efficiency is high.
Description
Technical Field
The invention belongs to the field of transmissions, and particularly relates to an eight-speed double-clutch type automatic transmission and a vehicle.
Background
The double clutch type automatic transmission integrates two gearboxes and two clutches into one transmission, two input shafts which are rotatably sleeved together are respectively connected with one clutch, the two input shafts respectively transmit power of two gearbox speed groups, and a gear shifting procedure is completed by automatically switching between the two clutches, so that power gear shifting in the gear shifting process can be realized, namely, power is not interrupted in the gear shifting process, the defect of gear shifting impact of an Automated Mechanical Transmission (AMT) is overcome, the power of an engine can be always transmitted to wheels in the gear shifting process of a vehicle, gear shifting is rapid and stable, the acceleration of the vehicle is ensured, and the running comfort of the vehicle is greatly improved because the vehicle does not generate a rapid deceleration condition caused by gear shifting any more. However, since the conventional double clutch type automatic transmission mostly uses dual output shafts or a single output shaft and uses a common drive gear or a linearly arranged gear train, its axial dimension is long, so that the above-mentioned transmission is difficult to be adopted for a vehicle such as a front transverse engine or a front wheel drive, particularly a small vehicle, because its installation space is limited, and the engine is difficult to work in an optimum working area because of a small number of gear positions for speed change, thereby adversely affecting the power performance and the economy of the whole vehicle.
A dual clutch manual transmission for an engine is known which includes a first input shaft and a second input shaft to which engine rotation is selectively input via separate clutches. A first gearset associated with the first gearbox speed grouping is located between the countershaft and an aft end of the projecting first input shaft. A second gearset associated with a second gearbox speed grouping is located between the second input shaft and the layshaft. The second gearsets are positioned such that the gearset associated with the lowest gearbox speed of the second gearbox speed grouping that is capable of providing a bearing retaining space between the first input shaft and the second input shaft is positioned furthest from the engine, and the gearset associated with the highest gearbox speed of the remaining gearbox speeds of the second gearbox speed grouping is positioned closest to the engine. The speed reduction transmission between the input shaft and the output shaft is realized only through one auxiliary shaft, the whole length of the speed changer is long, the speed change requirement of a front transverse front-drive vehicle is difficult to apply, the structure is large, gears are few, and the speed changer is not beneficial to enabling an engine to work in the best region.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the problems of longer overall length and fewer gears of the transmission in the prior scheme, the eight-speed double-clutch type automatic transmission and the vehicle are provided.
In order to solve the above technical problem, an embodiment of the present invention provides an eight-speed dual clutch automatic transmission, including an engine, a first input shaft, a second input shaft, a first output shaft, a second output shaft, and a reverse gear shaft, wherein the first input shaft is connected to the engine through a first clutch, the second input shaft is rotatably sleeved on the first input shaft and connected to the engine through a second clutch,
a first-gear driving gear, a third-gear driving gear, a fifth-gear driving gear and a seventh-gear driving gear are arranged on one section of the first input shaft extending out of the second input shaft;
an eight-gear driving gear, a second-gear driving gear and a fourth-sixth-gear driving gear are arranged on the second input shaft along the direction far away from the engine;
a reverse gear driving gear, a second-gear driven gear, a first synchronizer, a fourth-gear driven gear and a second synchronizer are sequentially arranged on the first output shaft along the direction far away from the engine; the second-gear driven gear and the fourth-gear driven gear output power to the first output shaft through the first synchronizer, and the second-gear driven gear is coupled with the reverse driving gear;
an eight-gear driven gear, a third synchronizer, a sixth-gear driven gear and a fourth synchronizer are sequentially arranged on the second output shaft along the direction far away from the engine; the eight-gear driven gear and the six-gear driven gear output power to the second output shaft through the third synchronizer;
The third-gear driving gear and the fifth-gear driving gear share a third-fifth-gear driving gear, the first-gear driven gear and the third-gear driven gear are arranged on the first output shaft and output power to the first output shaft through the second synchronizer, and the fifth-gear driven gear and the seventh-gear driven gear are arranged on the second output shaft and output power to the second output shaft through the fourth synchronizer, or
The fifth-gear driving gear and the seventh-gear driving gear share a fifth-seventh-gear driving gear, the first-gear driven gear and the fifth-gear driven gear are arranged on the first output shaft and output power to the first output shaft through the second synchronizer, and the third-gear driven gear and the seventh-gear driven gear are arranged on the second output shaft and output power to the second output shaft through the fourth synchronizer;
the reverse gear shaft is provided with a reverse gear driven gear and a reverse gear synchronizer, and the reverse gear driven gear outputs power to the reverse gear shaft through the reverse gear synchronizer;
the first-gear driving gear is normally engaged with the first-gear driven gear, the second-gear driving gear is normally engaged with the second-gear driven gear, the third-gear driving gear is normally engaged with the third-gear driven gear, the fourth-sixth-gear driving gear is normally engaged with the fourth-gear driven gear and the sixth-gear driven gear respectively, the fifth-gear driving gear is normally engaged with the fifth-gear driven gear, the seventh-gear driving gear is normally engaged with the seventh-gear driven gear, the eighth-gear driving gear is normally engaged with the eighth-gear driven gear, and the reverse-gear driving gear is normally engaged with the reverse-gear driven gear.
Optionally, when the third gear driving gear and the fifth gear driving gear share the third gear driving gear and the fifth gear driving gear:
the third-fifth gear driving gear, the first-gear driving gear and the seventh-gear driving gear are fixedly arranged on the first input shaft in sequence along the direction far away from the engine,
the third-gear driven gear and the first-gear driven gear are arranged on the first output shaft, the third-gear driven gear is positioned on one side of the second synchronizer close to the fourth-gear driven gear, the first-gear driven gear is positioned on the other side of the second synchronizer,
the seventh-gear driven gear and the fifth-gear driven gear are arranged on the second output shaft, the seventh-gear driven gear is located on one side, far away from the sixth-gear driven gear, of the fourth synchronizer, and the fifth-gear driven gear is located on the other side of the fourth synchronizer.
Optionally, when the third gear driving gear and the fifth gear driving gear share the third gear driving gear and the fifth gear driving gear:
the seven-gear driving gear, the first-gear driving gear and the third-fifth-gear driving gear are fixedly arranged on the first input shaft in sequence along the direction far away from the engine,
the third-gear driven gear and the first-gear driven gear are arranged on the first output shaft, the third-gear driven gear is positioned on one side of the second synchronizer far away from the fourth-gear driven gear, the first-gear driven gear is positioned on the other side of the second synchronizer,
The seventh-gear driven gear and the fifth-gear driven gear are arranged on the second output shaft, the seventh-gear driven gear is positioned on one side, close to the sixth-gear driven gear, of the fourth synchronizer, and the fifth-gear driven gear is positioned on the other side of the fourth synchronizer.
Optionally, the fifth-gear driving gear and the seventh-gear driving gear share the fifth-seventh-gear driving gear:
the fifth-seventh gear driving gear, the third gear driving gear and the first gear driving gear are fixedly arranged on the first input shaft in sequence along the direction far away from the engine,
the fifth-gear driven gear and the first-gear driven gear are arranged on the first output shaft, the fifth-gear driven gear is positioned on one side of the second synchronizer, which is adjacent to the fourth-gear driven gear, the first-gear driven gear is positioned on the other side of the second synchronizer,
the seventh-gear driven gear and the third-gear driven gear are arranged on the second output shaft, the seventh-gear driven gear is positioned on one side, adjacent to the sixth-gear driven gear, of the fourth synchronizer, and the third-gear driven gear is positioned on the other side of the fourth synchronizer.
Optionally, the fifth-gear driving gear and the seventh-gear driving gear share the fifth-seventh-gear driving gear:
The first-gear driving gear, the third-gear driving gear and the fifth-seventh-gear driving gear are fixedly arranged on the first input shaft in sequence along the direction far away from the engine;
the fifth-gear driven gear and the first-gear driven gear are arranged on the first output shaft, the fifth-gear driven gear is positioned on one side, far away from the fourth-gear driven gear, of the second synchronizer, and the first-gear driven gear is positioned on the other side of the second synchronizer;
the seventh-gear driven gear and the third-gear driven gear are arranged on the second output shaft, the seventh-gear driven gear is positioned on one side, far away from the sixth-gear driven gear, of the fourth synchronizer, and the third-gear driven gear is positioned on the other side of the fourth synchronizer.
Optionally, the first input shaft, the second input shaft, the first output shaft, the second output shaft and the reverse shaft are arranged in parallel.
Optionally, the transmission further comprises a first main reduction gear arranged on the first output shaft and used for outputting power to wheels, a second main reduction gear arranged on the second output shaft and used for outputting power to the wheels, and a third main reduction gear arranged on the reverse gear shaft and used for outputting power to the wheels;
The first main reduction gear is positioned on one side of the reverse driving gear close to the engine;
the second main reduction gear is positioned on one side of the eight-gear driven gear close to the engine;
the third main reduction gear is positioned on one side of the reverse driven gear close to the engine;
the first main reduction gear, the second main reduction gear and the third main reduction gear are simultaneously in constant mesh with a gear ring of a differential, and the first main reduction gear, the second main reduction gear and the third main reduction gear are coplanar gear sets.
Optionally, the reverse drive gear and the eight drive gear are co-planar gear sets.
Optionally, the first clutch and the second clutch are integrated into a dual clutch that shares a clutch housing.
An embodiment of the present invention provides a vehicle including a controller and the aforementioned eight-speed dual clutch automatic transmission, wherein the engine, the first clutch, the second clutch, the first synchronizer, the second synchronizer, the third synchronizer, and the fourth synchronizer are all connected to and controlled by the controller.
According to the eight-speed double-clutch type automatic transmission and the vehicle provided by the embodiment of the invention, the two nested input shafts are respectively provided with the driving gears of four forward gears in the eight forward gears, the two output shafts are respectively provided with the driven gears of four forward gears in the eight forward gears, the four driven gears corresponding to the driving gears of the four gears on the same input shaft are averagely arranged on the two output shafts, and the two driven gears on the same output shaft are selectively connected to the output shafts in a transmission manner through the synchronizer;
The power of an engine is selectively transmitted to one of two input shafts through the selective engagement of two clutches, and one of four driven gears linked with the input shafts is selectively connected to an output shaft through the transmission of a synchronizer, so that the power output of a certain forward gear can be realized, and the working states of the corresponding clutches and the synchronizer can be switched when gear shifting is needed, so that the use is convenient;
the four gears and the six gears share a driving gear, the three gears and the five gears or the five gears and the seven gears share a driving gear, and eight forward gears can be arranged on the premise of the same external dimension as that of a common five-speed, six-speed and seven-speed transmission, so that the speed ratio range is larger, the speed ratio distribution is more reasonable, the engine has more probability to work in the optimal area, the dynamic property and the economical property of the whole vehicle are obviously improved, and the oil consumption is reduced;
the reverse driven gear is linked with the second-gear driven gear, the first synchronizer realizes the selective transmission connection of the second-gear driven gear and the fourth-gear driven gear to the first output shaft and also realizes the selective transmission connection of the reverse driven gear to the first output shaft, so that the structure is further simplified and the structural compactness is increased;
the four gears and the six gears which are relatively close to each other in the even-number gears are selected to share the driving gear, the driven gears corresponding to the four gears and the six gears are respectively arranged on the two output shafts, the six gears and the eight gears which are relatively close to each other in the speed ratio are positioned on the same output shaft and correspond to the same clutch, and the two gears and the four gears which are relatively close to each other in the speed ratio are positioned on the same output shaft and correspond to the same clutch, so that the structure is simplified, the structure compactness is improved, and the transmission stability is improved.
Drawings
FIG. 1 is a schematic illustration of an eight speed dual clutch automatic transmission according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of an eight speed dual clutch automatic transmission according to an embodiment of the present invention;
FIG. 3 is a diagrammatic illustration of an eight speed dual clutch automatic transmission according to an embodiment of the present invention;
FIG. 4 is a diagrammatic view of an eight speed dual clutch automatic transmission according to an embodiment of the present invention;
the reference numerals in the specification are as follows:
1. an engine; 2. a first input shaft; 3. a second input shaft; 4. a first output shaft; 5. a second output shaft; 6. a reverse gear shaft;
71. a first clutch; 72. a second clutch;
8. a first synchronizer; 9. a second synchronizer; 10. a third synchronizer; 11. a fourth synchronizer; 12. a reverse gear synchronizer;
13. a first main reduction gear; 14. a second main reduction gear; 15. a third main reduction gear;
16. a differential gear 161, a ring gear;
171. a reverse drive gear; 172. a reverse driven gear;
211. a first gear driving gear; 212. a first-gear driven gear;
221. a second gear driving gear; 222. a second-gear driven gear;
231. a third gear driving gear; 232. a third-gear driven gear;
241. A fourth and a sixth gear driving gear; 242. a fourth-gear driven gear;
251. a five-gear driving gear; 252. a fifth-speed driven gear;
235. a third gear driving gear and a fifth gear driving gear;
262. a six-speed driven gear;
271. a seven-gear driving gear; 272. a seven-speed driven gear;
257. a fifth-seventh gear driving gear;
281. an eight-gear driving gear; 282. eight grades of driven gears.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1 to 4, an eight-speed dual clutch type automatic transmission according to an embodiment of the present invention includes an engine 1, a first input shaft 2, a second input shaft 3, a first output shaft 4, a second output shaft 5, and a reverse shaft 6, wherein the first input shaft 2 is connected to the engine 1 through a first clutch 71, and the second input shaft 3 is rotatably sleeved on the first input shaft 2 and connected to the engine 1 through a second clutch 72;
a section of the first input shaft 2 extending out of the second input shaft 3 is provided with a first-gear driving gear 211, a third-gear driving gear, a fifth-gear driving gear and a seventh-gear driving gear, namely, the first-gear driving gear 211, the third-gear driving gear, the fifth-gear driving gear and the seventh-gear driving gear are arranged on the first input shaft 2 and are positioned outside one end of the second input shaft 3;
An eight-gear driving gear 281, a second-gear driving gear 221 and a fourth-sixth-gear driving gear 241 are arranged on the second input shaft 3 along the direction far away from the engine 1;
the first output shaft 4 is provided with a reverse driving gear 171, a second-gear driven gear 222, a first synchronizer 8, a fourth-gear driven gear 242 and a second synchronizer 9 in sequence along the direction far away from the engine 1 (namely, the reverse driving gear 171 in a plurality of structures is closer to the engine 1); the second-speed driven gear 222 and the fourth-speed driven gear 242 output power to the first output shaft 4 through the first synchronizer 8, and the second-speed driven gear 222 is coupled with the reverse driving gear 171;
an eight-gear driven gear 282, a third synchronizer 10, a sixth-gear driven gear 262 and a fourth synchronizer 11 are sequentially arranged on the second output shaft 5 along the direction far away from the engine 1; the eighth-speed driven gear 282 and the sixth-speed driven gear 262 output power to the second output shaft 5 through the third synchronizer 10;
the third gear driving gear and the fifth gear driving gear share the third and fifth gear driving gear 235, the first gear driven gear 212 and the third gear driven gear 232 are disposed on the first output shaft 4 and output power to the first output shaft 4 through the second synchronizer 9, and the fifth gear driven gear 252 and the seventh gear driven gear 272 are disposed on the second output shaft 5 and output power to the second output shaft 5 through the fourth synchronizer 11, or
The fifth-gear driving gear and the seventh-gear driving gear share the fifth-seventh-gear driving gear 257, the first-gear driven gear 212 and the fifth-gear driven gear 252 are arranged on the first output shaft 4 and output power to the first output shaft 4 through the second synchronizer 9, and the third-gear driven gear 232 and the seventh-gear driven gear 272 are arranged on the second output shaft 5 and output power to the second output shaft 5 through the fourth synchronizer 11;
the reverse shaft 6 is provided with a reverse driven gear 172 and a reverse synchronizer 12, and the reverse driven gear 172 outputs power to the reverse shaft 6 through the reverse synchronizer 12;
the first-gear driving gear 211 is normally meshed with the first-gear driven gear 212, the second-gear driving gear 221 is normally meshed with the second-gear driven gear 222, the third-gear driving gear is normally meshed with the third-gear driven gear 232, the fourth-sixth-gear driving gear 281 is normally meshed with the fourth-gear driven gear 242 and the sixth-gear driven gear 262 respectively, the fifth-gear driving gear is normally meshed with the fifth-gear driven gear 252, the seventh-gear driving gear is normally meshed with the seventh-gear driven gear 272, the eighth-gear driving gear 281 is normally meshed with the eighth-gear driven gear 282, and the reverse-gear driving gear 171 is normally meshed with the reverse-gear driven.
In the present application, for simplicity, the first input shaft 2 and the second input shaft 3 are collectively referred to as an input shaft, the first output shaft 4 and the second output shaft 5 are collectively referred to as an output shaft, the input shaft, the output shaft, and the reverse shaft 6 are collectively referred to as a shaft, eight driving gears of forward gears and reverse gears are collectively referred to as driving gears, eight driven gears of forward gears and reverse gears are collectively referred to as driven gears, the first synchronizer 8 to the fourth synchronizer 11 and the reverse synchronizer 12 are collectively referred to as synchronizers, the first clutch 71 and the second clutch 72 are collectively referred to as clutches, and the eight-speed double-clutch automatic transmission is simply referred to as an automatic transmission.
The eight-speed double-clutch type automatic transmission provided by the embodiment of the invention has the advantages that the two nested input shafts are respectively provided with the driving gears of four forward gears in eight forward gears, the two output shafts are respectively provided with the driven gears of four forward gears, the four driven gears corresponding to the driving gears of four gears on the same input shaft are averagely arranged on the two output shafts, the two driven gears on the same output shaft are selectively connected to the output shafts through the synchronizer in a transmission manner, the automatic transmission has short axial size, is suitable for front-drive vehicles, has relatively few parts, simple and compact structure, greatly reduces the manufacturing cost and has high transmission efficiency;
the power of the engine 1 is selectively transmitted to one of the two input shafts through the selective engagement of the two clutches, and one of the four driven gears linked with the input shaft is selectively connected to the output shaft through the synchronizer in a transmission manner, so that the power output of a certain forward gear can be realized, and the working states of the corresponding clutches and the synchronizer can be switched when gear shifting is needed, so that the use is convenient;
the four gears and the six gears share the driving gear, the three gears and the five gears or the five gears and the seven gears share the driving gear, and eight forward gears can be arranged on the premise of the same external dimension as that of a common five-speed, six-speed and seven-speed transmission, so that the speed ratio range is larger, the speed ratio distribution is more reasonable, the engine 1 has more probability to work in the optimal area, the dynamic property and the economical property of the whole vehicle are obviously improved, and the oil consumption is reduced;
The reverse driven gear 172 is linked with the second-gear driven gear 222, the first synchronizer 8 realizes the selective transmission connection of the second-gear driven gear 222 and the fourth-gear driven gear 242 to the first output shaft 4 and also realizes the selective transmission connection of the reverse driven gear 172 to the first output shaft 4, the structure is further simplified, and the structural compactness is increased;
the four-gear and the six-gear which are relatively close in the middle speed of even gears are selected to share the driving gear, the driven gears corresponding to the four gears and the six gears are respectively arranged on the two output shafts, the six-gear and the eight-gear driven gears 282 which are relatively close in the speed ratio are positioned on the same output shaft and correspond to the same clutch, and the two-gear and the four-gear driven gears 242 which are relatively close in the speed ratio are positioned on the same output shaft and correspond to the same clutch, so that the structure is simplified, the structure compactness is increased, and the transmission stability is improved;
selecting a common driving gear for the third gear and the fifth gear which are relatively close to each other in the odd-numbered gears; in the first gear and the seventh gear, the speed ratio of the first gear is closer to that of the third gear, the speed ratio of the seventh gear is closer to that of the fifth gear, the third gear and the first gear are positioned on the first output shaft 4, the fifth gear and the seventh gear are positioned on the second output shaft 5, and four odd gears correspond to the same clutch, so that four low-speed gears and four high-speed gears in eight forward gears are positioned on the first output shaft 4 and the second output shaft 5, which is beneficial to simplifying the structure, increasing the structural compactness and improving the transmission stability;
A fifth gear and a seventh gear which are relatively close to each other in the odd-numbered gears are selected to share a driving gear; in first gear and third gear, first gear and fifth gear speed ratio are comparatively close, the speed ratio of third gear and seventh gear is comparatively close, fifth gear and first gear driven gear are located first output shaft 4, seventh gear and third gear driven gear are located second output shaft 5, and four odd number gears correspond same clutch, so make eight advancing in the gear, the two gears of lower speed in four odd number gears and four even number gears are located first output shaft 4, the two gears of higher speed in four odd number gears and four even number gears are located first output shaft 4, be favorable to simplifying the structure, increase compact structure nature and promotion transmission stationarity.
Specifically, the first input shaft 2, the second input shaft 3, the first output shaft 4, the second output shaft 5, and the reverse shaft 6 are supported on the transmission case by bearings.
Specifically, the driving gears on the first input shaft 2 and the second input shaft 3 can be welded, splined, press-fitted in an interference manner or directly generated on the corresponding input shafts, so that the connection and synchronous rotation of the corresponding driving gears and the input shafts are realized.
Specifically, all the driven gears on the first output shaft 4, the second output shaft 5 and the reverse gear shaft 6 and the reverse gear driving and driven gears are sleeved on the corresponding shafts through bearings in a hollow mode, and therefore the corresponding gears are connected with the shafts in a rotating mode.
Specifically, the hubs of the synchronizers are splined to the respective shafts.
Specifically, the first clutch 71 and the second clutch 72 are integrated into a dual clutch that shares a clutch housing, thereby simplifying the structure and reducing the system load.
In one embodiment, as shown in fig. 1 to 4, the first input shaft 2, the second input shaft 3, the first output shaft 4, the second output shaft 5 and the reverse gear shaft 6 are arranged in parallel, so that the structure and assembly of the automatic transmission are simplified, and the transmission stability is improved.
In one embodiment, as shown in fig. 1, the transmission further includes a first main reduction gear 13 provided on the first output shaft 4 and configured to output power to the wheels, a second main reduction gear 14 provided on the second output shaft 5 and configured to output power to the wheels, and a third main reduction gear 15 provided on the reverse shaft 6 and configured to output power to the wheels; the three main reduction gears are used for reducing speed and increasing torque of power output by the two output shafts and the reverse gear shaft respectively, so that the power requirements of wheels are better matched.
Preferably, the first main reduction gear 13 is located on a side of the reverse drive gear 171 close to the engine 1; the second main reduction gear 14 is located on the side of the eight-speed driven gear 282 close to the engine 1; the third main reduction gear 15 is located on the side of the reverse driven gear 172 close to the engine 1. The structure is simple and compact, and the differential mechanism is convenient to connect.
In one embodiment, as shown in fig. 1 to 4, the third main reduction gear 15, the reverse driven gear 172 and the reverse synchronizer 12 are sequentially arranged on the reverse shaft 6 in a direction away from the engine, so that the structure is more compact.
In one embodiment, as shown in fig. 1 to 4, the first main reduction gear 13, the second main reduction gear 14 and the third main reduction gear 15 are constantly meshed with the ring gear 161 of the differential 16 at the same time, and the first main reduction gear 13, the second main reduction gear 14 and the third main reduction gear 15 are coplanar gear sets, so that the structure is simple and compact, and the transmission is smooth.
In one embodiment, as shown in fig. 1 to 4, the reverse driving gear 171 and the eight driving gear 281 are coplanar gear sets, and have a simple and compact structure and smooth transmission.
Specifically, as shown in fig. 1 to 4, the driving gear and the driven gear corresponding to each gear are coplanar gear sets.
The following description of preferred embodiments of the arrangement of the driving and driven gears corresponding to the first, third, fifth and seventh gears is as follows:
example one
In one embodiment, as shown in fig. 1, when the third-gear driving gear and the fifth-gear driving gear share the third-fifth-gear driving gear 235:
the third-fifth gear driving gear 235, the first-gear driving gear 211 and the seventh-gear driving gear 271 are sequentially fixed on the first input shaft 2 along a direction away from the engine 1,
The third-gear driven gear 232 and the first-gear driven gear 212 are arranged on the first output shaft 4, the third-gear driven gear 232 is arranged on one side of the second synchronizer 9 close to the fourth-gear driven gear 242, the first-gear driven gear 212 is arranged on the other side of the second synchronizer 9, the seventh-gear driven gear 272 and the fifth-gear driven gear 252 are arranged on the second output shaft 5, the seventh-gear driven gear 272 is arranged on one side of the fourth synchronizer 11 far away from the sixth-gear driven gear 262, and the fifth-gear driven gear 252 is arranged on the other side of the fourth synchronizer 11.
In this embodiment, the second synchronizer 9 is used for switching between the first gear and the third gear, and the fourth synchronizer 11 is used for switching between the fifth gear and the seventh gear.
In the first gear, the second synchronizer 9 engages the first gear driven gear 212, the first clutch 71 engages, and the power transmission route is as follows: the engine 1- > the first clutch 71- > the first input shaft 2- > the first gear driving gear 211- > the first gear driven gear 212- > the second synchronizer 9- > the first output shaft 4- > the first main reducing gear 13- > the differential 16- > the wheel.
In the second gear, the first synchronizer 8 engages the second driven gear 222, the second clutch 72 engages, and the power transmission route is: the engine 1- > second clutch 72- > second input shaft 3- > second gear driving gear 221- > second gear driven gear 222- > first synchronizer 8- > first output shaft 4- > first main reducing gear 13- > differential 16- > wheel.
In the third gear, the second synchronizer 9 engages the third driven gear 232, the first clutch 71 engages, and the power transmission route is as follows: the engine 1- > the first clutch 71- > the first input shaft 2- > the third five-speed driving gear 235- > the third five-speed driven gear 232- > the second synchronizer 9- > the second output shaft 5- > the second main reducing gear 14- > the differential 16- > wheels.
In the fourth gear, the first synchronizer 8 engages the fourth driven gear 242, the second clutch 72 engages, and the power transmission route is: the engine 1- > second clutch 72- > second input shaft 3- > fourth six-speed driving gear 241- > fourth driven gear 242- > first synchronizer 8- > first output shaft 4- > first main reducing gear 13- > differential 16- > wheel.
In the fifth gear operation, the fourth synchronizer 11 engages the fifth gear driven gear 252, the first clutch 71 is engaged, and the power transmission route is: the engine 1- > the first clutch 71- > the first input shaft 2- > the third five-speed driving gear 235- > the fifth five-speed driven gear 252- > the fourth synchronizer 11- > the first output shaft 4- > the first main reducing gear 13- > the differential 16- > wheels.
In sixth gear operation, the third synchronizer 10 engages the sixth driven gear 262, the second clutch 72 is engaged, and the power transmission path is: engine 1- > second clutch 72- > second input shaft 3- > fourth six-speed driving gear 241- > six-speed driven gear 262- > third synchronizer 10- > second output shaft 5- > second main reducing gear 14- > differential 16- > wheel.
In the seventh gear, the fourth synchronizer 11 engages the seventh-gear driven gear 272, the first clutch 71 engages, and the power transmission route is: the engine 1- > the first clutch 71- > the first input shaft 2- > the seven-speed driving gear 271- > the seven-speed driven gear 272- > the fourth synchronizer 11- > the second output shaft 5- > the second main reducing gear 14- > the differential 16- > wheels.
In eighth gear operation, the third synchronizer 10 engages the eighth driven gear 282, the second clutch 72 engages, and the power transmission path is: the engine 1- > second clutch 72- > second input shaft 3- > eight-gear driving gear 281- > eight-gear driven gear 282- > third synchronizer 10- > second output shaft 5- > second main reducing gear 14- > differential 16- > wheel.
When the reverse gear works, the reverse synchronizer 12 is connected with the reverse driven gear 172, the second clutch 72 is connected, and the power transmission route is as follows: the engine 1- > second clutch 72- > second input shaft 3- > second gear driving gear 221- > second gear driven gear 222, reverse driving gear 171- > reverse driven gear 172- > reverse synchronizer 12- > reverse shaft 6- > third main reduction gear 15- > differential 16- > wheel.
Example two
As shown in fig. 2, when the third-gear driving gear and the fifth-gear driving gear share the third-fifth-gear driving gear 235:
the seven-gear driving gear 271, the first-gear driving gear 211 and the third-fifth-gear driving gear 235 are sequentially fixed on the first input shaft 2 along a direction away from the engine 1,
the third-gear driven gear 232 and the first-gear driven gear 212 are arranged on the first output shaft 4, the third-gear driven gear 232 is arranged on one side, away from the fourth-gear driven gear 242, of the second synchronizer 9, the first-gear driven gear 212 is arranged on the other side of the second synchronizer 9, the seventh-gear driven gear 272 and the fifth-gear driven gear 252 are arranged on the second output shaft 5, the seventh-gear driven gear 272 is arranged on one side, close to the sixth-gear driven gear 262, of the fourth synchronizer 11, and the fifth-gear driven gear 252 is arranged on the other side of the fourth synchronizer 11.
In this embodiment, when each gear is operated, the operating state of the clutch, the operating state of the synchronizer, and the power transmission route are the same as those of the corresponding gear in the first embodiment, and details are not described here.
EXAMPLE III
As shown in fig. 3, the fifth gear drive gear and the seventh gear drive gear share the fifth and seventh gear drive gear 257:
the fifth-seventh gear driving gear 257, the third gear driving gear 231 and the first gear driving gear 211 are sequentially fixed on the first input shaft 2 in a direction away from the engine 1,
A fifth-speed driven gear 252 and a first-speed driven gear 212 are provided on the first output shaft 4, the fifth-speed driven gear 252 is located on one side of the second synchronizer 9 adjacent to the fourth-speed driven gear 242, the first-speed driven gear 212 is located on the other side of the second synchronizer 9, a seventh-speed driven gear 272 and a third-speed driven gear 232 are provided on the second output shaft 5, the seventh-speed driven gear 272 is located on one side of the fourth synchronizer 11 adjacent to the sixth-speed driven gear 262, and the third-speed driven gear 232 is located on the other side of the fourth synchronizer 11.
In this embodiment, the second synchronizer 9 is used for switching between the first gear and the fifth gear, and the fourth synchronizer 11 is used for switching between the third gear and the seventh gear.
In the first gear, the second synchronizer 9 engages the first gear driven gear 212, the first clutch 71 engages, and the power transmission route is as follows: the engine 1- > the first clutch 71- > the first input shaft 2- > the first gear driving gear 211- > the first gear driven gear 212- > the second synchronizer 9- > the first output shaft 4- > the first main reducing gear 13- > the differential 16- > the wheel.
In the second gear, the first synchronizer 8 engages the second driven gear 222, the second clutch 72 engages, and the power transmission route is: the engine 1- > second clutch 72- > second input shaft 3- > second gear driving gear 221- > second gear driven gear 222- > first synchronizer 8- > first output shaft 4- > first main reducing gear 13- > differential 16- > wheel.
In the third gear, the fourth synchronizer 11 engages the third driven gear 232, the first clutch 71 engages, and the power transmission route is: the engine 1- > the first clutch 71- > the first input shaft 2- > the third gear driving gear 231- > the third gear driven gear 232- > the fourth synchronizer 11- > the second output shaft 5- > the second main reducing gear 14- > the differential 16- > the wheel.
In the fourth gear, the first synchronizer 8 engages the fourth driven gear 242, the second clutch 72 engages, and the power transmission route is: the engine 1- > second clutch 72- > second input shaft 3- > fourth six-speed driving gear 241- > fourth driven gear 242- > first synchronizer 8- > first output shaft 4- > first main reducing gear 13- > differential 16- > wheel.
In the fifth gear, the second synchronizer 9 engages the fifth gear driven gear 252, the first clutch 71 engages, and the power transmission route is as follows: the engine 1- > the first clutch 71- > the first input shaft 2- > the five-seven-gear driving gear 257- > the five-gear driven gear 252- > the second synchronizer 9- > the first output shaft 4- > the first main reducing gear 13- > the differential 16- > wheels.
In sixth gear operation, the third synchronizer 10 engages the sixth driven gear 262, the second clutch 72 is engaged, and the power transmission path is: engine 1- > second clutch 72- > second input shaft 3- > fourth six-speed driving gear 241- > six-speed driven gear 262- > third synchronizer 10- > second output shaft 5- > second main reducing gear 14- > differential 16- > wheel.
In the seventh gear, the fourth synchronizer 11 engages the seventh-gear driven gear 272, the first clutch 71 engages, and the power transmission route is: the engine 1- > the first clutch 71- > the first input shaft 2- > the five-seven-gear driving gear 257- > the seven-gear driven gear 272- > the fourth synchronizer 11- > the second output shaft 5- > the second main reducing gear 14- > the differential 16- > wheels.
In eighth gear operation, the third synchronizer 10 engages the eighth driven gear 282, the second clutch 72 engages, and the power transmission path is: the engine 1- > second clutch 72- > second input shaft 3- > eight-gear driving gear 281- > eight-gear driven gear 282- > third synchronizer 10- > second output shaft 5- > second main reducing gear 14- > differential 16- > wheel.
When the reverse gear works, the reverse synchronizer 12 is connected with the reverse driven gear 172, the second clutch 72 is connected, and the power transmission route is as follows: the engine 1- > second clutch 72- > second input shaft 3- > second gear driving gear 221- > second gear driven gear 222, reverse driving gear 171- > reverse driven gear 172- > reverse synchronizer 12- > reverse shaft 6- > third main reduction gear 15- > differential 16- > wheel.
Example four
As shown in fig. 4, the fifth gear drive gear and the seventh gear drive gear share the fifth and seventh gear drive gear 257:
the first gear driving gear 211, the third gear driving gear 231 and the fifth and seventh gear driving gear 257 are sequentially and fixedly arranged on the first input shaft 2 along a direction far away from the engine 1;
a fifth-gear driven gear 252 and a first-gear driven gear 212 are arranged on the first output shaft 4, the fifth-gear driven gear 252 is positioned on one side of the second synchronizer 9 far away from the fourth-gear driven gear 242, and the first-gear driven gear 212 is positioned on the other side of the second synchronizer 9;
a seventh-speed driven gear 272 and a third-speed driven gear 232 are provided on the second output shaft 5, the seventh-speed driven gear 272 being located on one side of the fourth synchronizer 11 remote from the sixth-speed driven gear 262, and the third-speed driven gear 232 being located on the other side of the fourth synchronizer 11.
In this embodiment, when each gear is operated, the operating state of the clutch, the operating state of the synchronizer, and the power transmission route are the same as those of the corresponding gear in the first embodiment, and details are not described here.
In the first to fourth embodiments of the present application, when the first to eighth gears and the reverse gear operating state are described, the other synchronizers and clutches are in the disengaged state, except that the synchronizers and clutches in the engaged state are particularly emphasized.
Adjacent gears are connected with different clutches, so that speed ratio switching is easy to realize, and power is not interrupted when the adjacent gears are switched; the following describes the gear shifting process of any one of the first to fourth embodiments of the present application by shifting from the first gear to the second gear, and the other gears are similar to this and will not be described again:
in the first gear, the second synchronizer 9 engages the first-gear driven gear 212, the first clutch 71 is engaged, and the second clutch 72 is disengaged; after the control system of the eight-speed double-clutch type automatic transmission sends a first gear shifting and second gear shifting command, the gear shifting actuating mechanism is used for engaging the first synchronizer 8 with the second gear driven gear 222 in advance, and at the moment, the second clutch 72 is still in a separation state, namely, the second clutch 72 and the second input shaft 3 do not transmit power; as the gear shift process continues, the first clutch 71 is gradually disengaged while the second clutch 72 is gradually engaged, during which there is always clutch engagement and no torque interruption occurs; after the first clutch 71 is completely disengaged and the second clutch 72 is completely engaged, the shifting process is terminated, and the first clutch 71 is disengaged, i.e., the first clutch 71 and the first input shaft 2 do not transmit power, and the engine 1 transmits power to the second driven gear 222 via the second clutch 72.
The embodiment of the invention also provides a vehicle which comprises a controller and the eight-speed double-clutch type automatic transmission mentioned in any one of the previous embodiments, wherein the engine 1, the first clutch 71, the second clutch 72, the first synchronizer 8, the second synchronizer 9, the third synchronizer 10 and the fourth synchronizer 11 are connected with the controller and controlled by the controller. The eight-speed double-clutch type automatic transmission is automated on the basis of the original traditional manual MT, so that the effect of a rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, the structure is more compact, the transmission efficiency is high, and the processing capacity of the built MT can be continued, so that the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like; meanwhile, as the double-output shaft structure is adopted, the length of the whole automatic transmission can be shortened and the automatic transmission is more compact, more gears can be arranged on the basis of the MT length, the speed ratio of each gear is more reasonable due to the increase of the number of the gears, better dynamic property and economy can be obtained, and the oil consumption is reduced; wherein: AT denotes an automatic transmission, MT denotes a manual transmission, and CVT denotes a continuously variable transmission.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. An eight-speed double-clutch type automatic transmission comprises an engine, a first input shaft, a second input shaft, a first output shaft, a second output shaft and a reverse shaft, wherein the first input shaft is connected to the engine through a first clutch, the second input shaft is rotatably sleeved on the first input shaft and is connected to the engine through a second clutch,
a first-gear driving gear, a third-gear driving gear, a fifth-gear driving gear and a seventh-gear driving gear are arranged on one section of the first input shaft extending out of the second input shaft;
an eight-gear driving gear, a second-gear driving gear and a fourth-sixth-gear driving gear are arranged on the second input shaft along the direction far away from the engine;
a reverse gear driving gear, a second-gear driven gear, a first synchronizer, a fourth-gear driven gear and a second synchronizer are sequentially arranged on the first output shaft along the direction far away from the engine; the second-gear driven gear and the fourth-gear driven gear output power to the first output shaft through the first synchronizer, and the second-gear driven gear is coupled with the reverse driving gear;
An eight-gear driven gear, a third synchronizer, a sixth-gear driven gear and a fourth synchronizer are sequentially arranged on the second output shaft along the direction far away from the engine; the eight-gear driven gear and the six-gear driven gear output power to the second output shaft through the third synchronizer;
the third-gear driving gear and the fifth-gear driving gear share a third-fifth-gear driving gear, the first-gear driven gear and the third-gear driven gear are arranged on the first output shaft and output power to the first output shaft through the second synchronizer, and the fifth-gear driven gear and the seventh-gear driven gear are arranged on the second output shaft and output power to the second output shaft through the fourth synchronizer, or
The fifth-gear driving gear and the seventh-gear driving gear share a fifth-seventh-gear driving gear, the first-gear driven gear and the fifth-gear driven gear are arranged on the first output shaft and output power to the first output shaft through the second synchronizer, and the third-gear driven gear and the seventh-gear driven gear are arranged on the second output shaft and output power to the second output shaft through the fourth synchronizer;
the reverse gear shaft is provided with a reverse gear driven gear and a reverse gear synchronizer, and the reverse gear driven gear outputs power to the reverse gear shaft through the reverse gear synchronizer;
The first-gear driving gear is normally engaged with the first-gear driven gear, the second-gear driving gear is normally engaged with the second-gear driven gear, the third-gear driving gear is normally engaged with the third-gear driven gear, the fourth-sixth-gear driving gear is normally engaged with the fourth-gear driven gear and the sixth-gear driven gear respectively, the fifth-gear driving gear is normally engaged with the fifth-gear driven gear, the seventh-gear driving gear is normally engaged with the seventh-gear driven gear, the eighth-gear driving gear is normally engaged with the eighth-gear driven gear, and the reverse-gear driving gear is normally engaged with the reverse-gear driven gear.
2. The eight-speed dual clutch automatic transmission according to claim 1, wherein when the third gear drive gear and the fifth gear drive gear share the third and fifth gear drive gears:
the third-fifth gear driving gear, the first-gear driving gear and the seventh-gear driving gear are fixedly arranged on the first input shaft in sequence along the direction far away from the engine,
the third-gear driven gear and the first-gear driven gear are arranged on the first output shaft, the third-gear driven gear is positioned on one side of the second synchronizer close to the fourth-gear driven gear, the first-gear driven gear is positioned on the other side of the second synchronizer,
The seventh-gear driven gear and the fifth-gear driven gear are arranged on the second output shaft, the seventh-gear driven gear is located on one side, far away from the sixth-gear driven gear, of the fourth synchronizer, and the fifth-gear driven gear is located on the other side of the fourth synchronizer.
3. The eight-speed dual clutch automatic transmission according to claim 1, wherein when the third gear drive gear and the fifth gear drive gear share the third and fifth gear drive gears:
the seven-gear driving gear, the first-gear driving gear and the third-fifth-gear driving gear are fixedly arranged on the first input shaft in sequence along the direction far away from the engine,
the third-gear driven gear and the first-gear driven gear are arranged on the first output shaft, the third-gear driven gear is positioned on one side of the second synchronizer far away from the fourth-gear driven gear, the first-gear driven gear is positioned on the other side of the second synchronizer,
the seventh-gear driven gear and the fifth-gear driven gear are arranged on the second output shaft, the seventh-gear driven gear is positioned on one side, close to the sixth-gear driven gear, of the fourth synchronizer, and the fifth-gear driven gear is positioned on the other side of the fourth synchronizer.
4. The eight-speed dual clutch automatic transmission of claim 1, wherein the fifth gear drive gear and the seventh gear drive gear share the fifth seven gear drive gear:
the fifth-seventh gear driving gear, the third gear driving gear and the first gear driving gear are fixedly arranged on the first input shaft in sequence along the direction far away from the engine,
the fifth-gear driven gear and the first-gear driven gear are arranged on the first output shaft, the fifth-gear driven gear is positioned on one side of the second synchronizer, which is adjacent to the fourth-gear driven gear, the first-gear driven gear is positioned on the other side of the second synchronizer,
the seventh-gear driven gear and the third-gear driven gear are arranged on the second output shaft, the seventh-gear driven gear is positioned on one side, adjacent to the sixth-gear driven gear, of the fourth synchronizer, and the third-gear driven gear is positioned on the other side of the fourth synchronizer.
5. The eight-speed dual clutch automatic transmission of claim 1, wherein the fifth gear drive gear and the seventh gear drive gear share the fifth seven gear drive gear:
the first-gear driving gear, the third-gear driving gear and the fifth-seventh-gear driving gear are fixedly arranged on the first input shaft in sequence along the direction far away from the engine;
The fifth-gear driven gear and the first-gear driven gear are arranged on the first output shaft, the fifth-gear driven gear is positioned on one side, far away from the fourth-gear driven gear, of the second synchronizer, and the first-gear driven gear is positioned on the other side of the second synchronizer;
the seventh-gear driven gear and the third-gear driven gear are arranged on the second output shaft, the seventh-gear driven gear is positioned on one side, far away from the sixth-gear driven gear, of the fourth synchronizer, and the third-gear driven gear is positioned on the other side of the fourth synchronizer.
6. The eight-speed dual clutch automatic transmission according to claim 1, characterized in that the first input shaft, the second input shaft, the first output shaft, the second output shaft, and the reverse shaft are arranged in parallel.
7. The eight-speed dual clutch automatic transmission according to claim 1, further comprising a first main reduction gear provided on the first output shaft and configured to output power to wheels, a second main reduction gear provided on the second output shaft and configured to output power to wheels, and a third main reduction gear provided on the reverse shaft and configured to output power to wheels;
The first main reduction gear is positioned on one side of the reverse driving gear close to the engine;
the second main reduction gear is positioned on one side of the eight-gear driven gear close to the engine;
the third main reduction gear is positioned on one side of the reverse driven gear close to the engine;
the first main reduction gear, the second main reduction gear and the third main reduction gear are simultaneously in constant mesh with a gear ring of a differential, and the first main reduction gear, the second main reduction gear and the third main reduction gear are coplanar gear sets.
8. The eight speed dual clutch automatic transmission of claim 1 wherein the reverse drive gear and the eight speed drive gear are co-planar gear sets.
9. The eight-speed dual clutch automatic transmission of claim 1, wherein the first clutch and the second clutch are integrated into a dual clutch of a common clutch housing.
10. A vehicle comprising a controller, characterized by further comprising an eight-speed dual clutch automatic transmission according to any one of claims 1 to 9, said engine, said first clutch, said second clutch, said first synchronizer, said second synchronizer, said third synchronizer, and said fourth synchronizer being connected to and controlled by said controller.
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| CN201910337554.3A CN111853170A (en) | 2019-04-25 | 2019-04-25 | Eight-speed double-clutch type automatic transmission and vehicle |
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| CN201910337554.3A CN111853170A (en) | 2019-04-25 | 2019-04-25 | Eight-speed double-clutch type automatic transmission and vehicle |
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| CN113606297A (en) * | 2021-08-11 | 2021-11-05 | 宁波上中下自动变速器有限公司 | Double-clutch automatic transmission and vehicle |
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| CN204226571U (en) * | 2014-09-29 | 2015-03-25 | 浙江吉利控股集团有限公司 | The fast double-clutch automatic gearbox driving mechanism of automobile eight |
| CN106321748A (en) * | 2016-10-11 | 2017-01-11 | 宁波上中下自动变速器有限公司 | Eight-speed double clutch speed change device |
| CN210106496U (en) * | 2019-04-25 | 2020-02-21 | 广州汽车集团股份有限公司 | Eight-speed double-clutch type automatic transmission and vehicle |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113606297A (en) * | 2021-08-11 | 2021-11-05 | 宁波上中下自动变速器有限公司 | Double-clutch automatic transmission and vehicle |
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