CN112343975B - Nine-speed dual clutch type automatic transmission and vehicle - Google Patents

Nine-speed dual clutch type automatic transmission and vehicle Download PDF

Info

Publication number
CN112343975B
CN112343975B CN201910719690.9A CN201910719690A CN112343975B CN 112343975 B CN112343975 B CN 112343975B CN 201910719690 A CN201910719690 A CN 201910719690A CN 112343975 B CN112343975 B CN 112343975B
Authority
CN
China
Prior art keywords
gear
synchronizer
driven gear
driven
input shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201910719690.9A
Other languages
Chinese (zh)
Other versions
CN112343975A (en
Inventor
黄波
凌晓明
刘学武
周友
赵虹桥
张倍坚
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangzhou Automobile Group Co Ltd
Original Assignee
Guangzhou Automobile Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Priority to CN201910719690.9A priority Critical patent/CN112343975B/en
Publication of CN112343975A publication Critical patent/CN112343975A/en
Application granted granted Critical
Publication of CN112343975B publication Critical patent/CN112343975B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • 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
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • 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
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • 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
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • 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
    • 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
    • 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

Abstract

The invention relates to a nine-speed double-clutch type automatic transmission and a vehicle, which comprise two output shafts and two input shafts, wherein the two input shafts are respectively connected to an engine through clutches; in the second to eighth gears: the three driving gears with odd gears are arranged on the first input shaft, and the four driving gears with even gears are arranged on the second input shaft; the first output shaft is sequentially provided with a second-gear driven gear, a sixth-gear driven gear, a fifth-gear driven gear and a reverse-gear driven gear, the second output shaft is sequentially provided with an eight-gear driven gear, a fourth-gear driven gear, a seventh-gear driven gear and a third-gear driven gear, and the reverse-gear driven gear is connected with the third-gear driven gear; five synchronizers are arranged on the two output shafts, the power of the corresponding driven gear of each gear is output to the corresponding shaft through the four synchronizers, and the five-gear driven gear and the six-gear driven gear are connected through one synchronizer and used for realizing that the first gear and the ninth gear borrow other gears. The axial dimension is short, and more gears are provided, so that the engine has more probability to work in the optimal area, the dynamic property and the economical efficiency of the whole vehicle are obviously improved, and the oil consumption is reduced.

Description

Nine-speed dual clutch type automatic transmission and vehicle
Technical Field
The invention belongs to the field of transmissions, and particularly relates to a nine-speed dual-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 used 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 its small gear number for speed change, thereby adversely affecting the power performance and the economical efficiency 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 existing scheme, the nine-speed dual-clutch type automatic transmission and the vehicle are provided.
In order to solve the technical problem, an embodiment of the present invention provides a nine-speed dual clutch automatic transmission, including an engine, a first input shaft, a second input shaft, a first output shaft, and a second output shaft, where the first input shaft is connected to the engine through a first clutch, and the second input shaft is connected to the engine through a second clutch;
the first input shaft is provided with a fifth-gear driving gear, a seventh-gear driving gear and a third-gear driving gear;
the second input shaft is provided with an eight-gear driving gear, a two-gear driving gear, a six-gear driving gear and a four-gear driving gear;
a second-gear driven gear, a first synchronizer, a sixth-gear driven gear, a second synchronizer, a fifth-gear driven gear, a third synchronizer and a reverse-gear driven gear are sequentially arranged on the first output shaft; the second-gear driven gear and the sixth-gear driven gear output power to the first output shaft through the first synchronizer; the second synchronizer is used for connecting the fifth-gear driven gear and the sixth-gear driven gear, the fifth-gear driven gear and the reverse-gear driven gear output power to the first output shaft through the third synchronizer, and the reverse-gear driven gear is connected with the third-gear driven gear;
an eight-gear driven gear, a fourth synchronizer, a fourth gear driven gear, a seventh gear driven gear, a fifth synchronizer and a third gear driven gear are sequentially arranged on the second output shaft; the fourth-gear driven gear and the eighth-gear driven gear output power to the second output shaft through the fourth synchronizer; the seventh-gear driven gear and the third-gear driven gear output power to the second output shaft through the fifth synchronizer.
Optionally, the fifth-gear driving gear and the seventh-gear driving gear are the same gear, and the fifth-gear driving gear and the third-gear driving gear are sequentially arranged on the first input shaft in a direction away from the engine.
Optionally, the eight-gear driving gear, the two-gear driving gear, the six-gear driving gear, and the four-gear driving gear are sequentially disposed on the second input shaft along a direction away from the engine.
Optionally, the hub of the second synchronizer is generated on the fifth-speed driven gear or the sixth-speed driven gear.
Optionally, the first input shaft, the second input shaft, the first output shaft and the second output shaft are arranged in parallel.
Optionally, the differential further comprises a first main reduction gear arranged on the first output shaft and used for outputting power to wheels and a second main reduction gear arranged on the second output shaft and used for outputting power to the wheels, and the first main reduction gear and the second main reduction gear are simultaneously connected with a gear ring of the differential.
Optionally, the first main reduction gear is located on one side of the second-gear driven gear close to the engine, and the second main reduction gear is located on one side of the eighth-gear driven gear close to the engine.
Optionally, the first main reduction gear and the second main reduction gear are co-planar gear sets.
Optionally, the third drive gear, the third driven gear and the reverse driven gear are co-planar gear sets.
An embodiment of the present invention provides a vehicle, including a controller and the aforementioned nine-speed dual clutch automatic transmission, wherein the engine, the first clutch, the second clutch, the first synchronizer, the second synchronizer, the third synchronizer, the fourth synchronizer, and the fifth synchronizer are all connected to and controlled by the controller.
The nine-speed double-clutch type automatic transmission and the vehicle provided by the embodiment of the invention utilize two input shafts to be respectively provided with three odd-numbered gears and four even-numbered gears in seven forward gears such as two-eight gears and the like, utilize two output shafts to be respectively provided with four driven gears in eight gears such as two-eight gears and reverse gears and the like, the driven gears corresponding to the driving 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 connected to the output shafts through the synchronizer in a selective transmission manner, the automatic transmission has short axial size, is suitable for a front-drive vehicle, has relatively fewer parts, simple and compact structure, greatly reduces the manufacturing cost and has high transmission efficiency;
the power of an engine is selectively transmitted to one of two input shafts through selective engagement of two clutches, and one of four driven gears linked with the input shafts is selectively connected to an output shaft through a synchronizer in a transmission manner, so that the power output of a certain gear can be realized, and the working states of the corresponding clutches and the corresponding synchronizer can be switched when gear shifting is needed, so that the clutch is convenient to use;
the first-gear and nine-gear output is realized by means of gears, independent first-gear and nine-gear gears are not required to be arranged, more forward gears can be arranged on the premise of the same external dimension, so that the speed ratio range is larger, the speed ratio distribution is more reasonable compared with that of 5-, 6-and 7-gear transmissions, the engine has more probability to work in the optimal area, the dynamic property and the economical efficiency of the whole vehicle are obviously improved, and the oil consumption is reduced;
the reverse gear driven gear is connected with the three-gear driven gear, so that reverse gear driving gears are reduced, the structure is further simplified, and the structural compactness is improved;
on the first output shaft, high-gear (five, six keep off) driven gear arranges in the centre, and low-gear (keep off and reverse gear) driven gear arranges at both ends, is close to support bearing, avoids the amount of deflection of axle too big, reduces the transmission error of low-gear, is favorable to promoting the NVH performance. In a similar way, in the gear which is arranged on the second output shaft and is in transmission connection with the second input shaft, the low-gear (third-gear) driven gear is close to the end part, and the NVH performance is favorably improved.
Drawings
FIG. 1 is a schematic illustration of a nine 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;
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 fifth synchronizer;
13. a first main reduction gear; 14. a second main reduction gear;
15. a differential, 151, a ring gear;
221. a second gear driving gear; 222. a second driven gear;
23R, a three-gear driving gear; 232. a third-gear driven gear; 2R2, reverse driven gear;
241. a fourth gear drive gear; 242. a fourth-gear driven gear;
257. a fifth-seventh gear driving gear; 252. a fifth-gear driven gear; 272. a seven-speed driven gear;
261. a six-gear driving gear; 262. a six-gear driven gear;
281. an eight-gear driving gear; 282. eight keeps off driven gear.
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, the nine-speed dual clutch automatic transmission according to the embodiment of the present invention includes an engine 1, a first input shaft 2, a second input shaft 3, a first output shaft 4, and a second output shaft 5, wherein the first input shaft 2 is connected to the engine 1 through a first clutch 71, and the second input shaft 3 is connected to the engine 1 through a second clutch 72;
a fifth-gear driving gear, a seventh-gear driving gear and a third-gear driving gear 23R are arranged on the first input shaft 2;
the second input shaft 3 is provided with an eight-gear driving gear 281, a two-gear driving gear 221, a six-gear driving gear 261 and a four-gear driving gear 241;
the first output shaft 4 is sequentially provided with a second-gear driven gear 222, a first synchronizer 8, a sixth-gear driven gear 262, a second synchronizer 9, a fifth-gear driven gear 252, a third synchronizer 10 and a reverse-gear driven gear 2R 2; the second-gear driven gear 222 and the sixth-gear driven gear 262 output power to the first output shaft 4 through the first synchronizer 8; the second synchronizer 9 is used for connecting the fifth-gear driven gear 252 and the sixth-gear driven gear 262, the fifth-gear driven gear 252 and the reverse-gear driven gear 2R2 output power to the first output shaft 4 through the third synchronizer 10, and the reverse-gear driven gear 2R2 is connected with the third-gear driven gear 232;
the second output shaft 5 is sequentially provided with an eight-gear driven gear 282, a fourth synchronizer 11, a fourth-gear driven gear 242, a seventh-gear driven gear 272, a fifth synchronizer 12 and a third-gear driven gear 232; the fourth-speed driven gear 242 and the eighth-speed driven gear 282 output power to the second output shaft 5 through the fourth synchronizer 11; the seventh-speed driven gear 272 and the third-speed driven gear 232 output power to the second output shaft 5 through the fifth synchronizer 12.
In addition, the driving gear of each of seven forward gears, such as two to eight gears, is connected to the driven gear.
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 and the output shaft are collectively referred to as a shaft, the driving gears of the second to eighth gears are collectively referred to as a driving gear, the driven gears of the second to eighth gears and the reverse gear are collectively referred to as a driven gear, the first synchronizer 8 to the fifth synchronizer 12 are collectively referred to as a synchronizer, the first clutch 71 and the second clutch 72 are collectively referred to as a clutch, and the nine-speed dual clutch type automatic transmission is simply referred to as an automatic transmission.
The first synchronizer 8 is connected with the second-gear driven gear 222, the second synchronizer 9 is connected with the fifth-gear driven gear 252 and the sixth-gear driven gear 262, so that power is transmitted to the first output shaft 4 through the fifth-gear driving gear, the fifth-gear driven gear 252, the second synchronizer 9, the sixth-gear driven gear 262, the sixth-gear driving gear 261, the second-gear driving gear 221, the second-gear driven gear 222 and the first synchronizer 8, and then the wheels are driven, so that first-gear output is realized by means of gears; the seventh synchronizer 12 is engaged with the seventh-gear driven gear 272, the second synchronizer 9 is engaged with the fifth-gear driven gear 252 and the sixth-gear driven gear 262, so that power is transmitted to the second output shaft 5 through the sixth-gear driving gear 261, the sixth-gear driven gear 262, the second synchronizer 9, the fifth-gear driven gear 252, the fifth-gear driving gear, the seventh-gear driven gear 272 and the fifth synchronizer 12, and then the wheels are driven, so that the nine-gear output is realized by means of gears;
the nine-speed double-clutch type automatic transmission provided by the embodiment of the invention utilizes two input shafts to be respectively provided with three odd-numbered gears and four even-numbered gears in seven forward gears such as two-eight gears and the like, utilizes two output shafts to be respectively provided with driven gears in four gears in eight gears such as two-eight gears, reverse gears and the like, driven gears corresponding to the driving 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 connected to the output shafts through a synchronizer in a selective transmission manner, so that the automatic transmission has a short axial size, is suitable for a front-drive vehicle, has relatively few parts, is simple and compact in 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 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 first-gear and nine-gear output is realized by means of gears, independent first-gear and nine-gear gears are not required to be arranged, more forward gears can be arranged on the premise of the same external dimension, so that the speed ratio range is larger, the speed ratio distribution is more reasonable compared with that of 5-, 6-and 7-gear transmissions, the engine 1 has more probability to work in the optimal area, the dynamic property and the economical efficiency of the whole vehicle are obviously improved, and the oil consumption is reduced;
the reverse gear driven gear 2R2 is connected with the third gear driven gear 232, so that reverse gear driving gears are reduced, the structure is further simplified, and the structural compactness is improved;
on first output shaft 4, high gear (five, six keep off) driven gear arranges in the centre, and low gear (keeping off and reversing gear) driven gear arranges at both ends, is close to support bearing, avoids the amount of deflection of axle too big, reduces the transmission error of low gear, is favorable to promoting the NVH performance. In a similar way, in the gear which is connected with the first input shaft 2 in a transmission way on the second output shaft 5, the low-gear (third-gear) driven gear is close to the end part, and the NVH performance is favorably improved.
Specifically, the first input shaft 2, the second input shaft 3, the first output shaft 4, and the second output shaft 5 are arranged in parallel and supported on the transmission case by bearings. The second input shaft 3 is preferably disposed to be nested with the first input shaft 2, which is advantageous in downsizing the automatic transmission.
Specifically, the driving gears on the first input shaft 2 and the second input shaft 3 can be welded, connected by a spline, pressed in an interference fit 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 and the second output shaft 5 are sleeved on the corresponding shafts through bearings, so that the corresponding gears are connected with the output shafts in a rotating mode.
Specifically, the hubs of the first synchronizer 8, the third synchronizer 10, the fourth synchronizer 11, and the fifth synchronizer 12 may be welded, splined, interference press-fitted, or directly generated on the respective shafts.
Specifically, the hub of the second synchronizer 9 may be connected to the fifth-gear driven gear 252 or the sixth-gear driven gear 262 through a connection manner such as welding, spline or interference press-fitting, and preferably, the hub of the second synchronizer 9 is directly generated on the fifth-gear driven gear 252 or the sixth-gear driven gear 262, which is beneficial to simplifying the structure and assembling.
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, the fifth-gear driving gear and the seventh-gear driving gear are the same gear, and the fifth-gear driving gear (or the seventh-gear driving gear) and the third-gear driving gear 23R are sequentially disposed on the first input shaft 2 in a direction away from the engine 1. In order to simplify subsequent expression, a gear which is used as a five-gear driving gear and a seven-gear driving gear at the same time is called a five-seven-gear driving gear 279, a common driving gear of the five-gear and the seven-gear which are close to each other in the intermediate speed of odd gears is selected, more forward gears can be arranged on the premise of the same external dimension, so that the range of the speed ratio 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 efficiency of the whole vehicle are obviously improved, the oil consumption is reduced, meanwhile, a high-gear (five-seven-gear) main gear is positioned at the part, close to the second input shaft 3, of the first input shaft 2, the three-gear driving gear 23R is positioned at the end part, far away from the engine 1, of the first input shaft 2 is prevented from excessive deflection, the transmission error of the low gear is reduced, and the NVH performance is favorably improved.
The first input shaft 2 and the second input shaft 3 which are arranged in a nested mode correspondingly arrange driving gears of three input gears, reverse gears and four input gears, a first gear and a ninth gear are reduced, and a fifth gear and a seventh gear share the driving gear, so that nine gears are arranged on the premise that the application has the same external dimension with a common six-gear transmission and a common seven-gear transmission, the transmission ratio range is enlarged, the transmission ratio distribution is more reasonable, and the power performance and the gear frequency of the whole vehicle are obviously improved.
In an embodiment, as shown in fig. 1, the eight-gear driving gear 281, the two-gear driving gear 221, the six-gear driving gear 261 and the four-gear driving gear 241 are sequentially disposed on the second input shaft 3 along a direction away from the engine 1, the driving gears of the high and low gears (second and eighth gears) in the even gears are located at one end of the second input shaft 3, and the driving gears of the intermediate gears (fourth and sixth gears) are located at the other end of the second input shaft 3, which is beneficial to increase of transmission stability.
In one embodiment, as shown in fig. 1, the differential further comprises a first main reduction gear 13 provided on the first output shaft 4 and used for outputting power to the wheels, and a second main reduction gear 14 provided on the second output shaft 5 and used for outputting power to the wheels, wherein the first main reduction gear 13 and the second main reduction gear 14 are simultaneously connected with the ring gear 151 of the differential 15; the two main reduction gears are used for reducing speed and increasing torque of the power of the two output shafts respectively, so that the power requirements of wheels can be better matched.
Preferably, the first main reduction gear 13 is located on the side of the second driven gear 222 close to the engine 1, and the second main reduction gear 14 is located on the side of the eighth driven gear 282 close to the engine 1; simple and compact structure, and is convenient to be connected with the differential 15.
In one embodiment, as shown in fig. 1, the first main reduction gear 13 and the second main reduction gear 14 are coplanar gear sets, which are simple and compact in structure and smooth in transmission.
In one embodiment, as shown in fig. 1, the three-gear driven gear 232 and the reverse-gear driven gear 2R2 are coplanar gear sets, and have simple and compact structure and smooth transmission.
Specifically, as shown in fig. 1, the driving gear and the driven gear corresponding to each gear are coplanar gear sets.
The following detailed description of the various gears of the preferred embodiment, with the exception of the particular emphasis on the synchronizers and clutches being engaged, the other synchronizers and clutches are disengaged:
in the first gear, the first synchronizer 8 engages the second-gear driven gear 222, the second synchronizer 9 engages the fifth-gear driven gear 252 and the sixth-gear driven gear 262, the first clutch 71 is engaged, 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 six-gear driven gear 262- > the six-gear driving gear 261- > the second input shaft 3- > the two-gear driving gear 221- > the two-gear driven gear 222- > the first synchronizer 8- > the first output shaft 4- > the first main reduction gear 13- > the differential 15- > wheel.
When the second gear works, the first synchronizer 8 is engaged with the second-gear driven gear 222, the second clutch 72 is engaged, and the power transmission route is as follows: the engine 1- > the second clutch 72- > the second input shaft 3- > the second driving gear 221- > the second driven gear 222- > the first synchronizer 8- > the first output shaft 4- > the first main reducing gear 13- > the differential 15- > wheels.
In the third gear, the fifth synchronizer 12 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 23R- > the third gear driven gear 232- > the fifth synchronizer 12- > the second output shaft 5- > the second main reducing gear 14- > the differential 15- > the wheel.
In the fourth gear, the fourth synchronizer 11 engages the fourth driven gear 242, the second clutch 72 is engaged, and the power transmission route is: the engine 1- > second clutch 72- > second input shaft 3- > fourth input driving gear 241- > fourth driven gear 242- > fourth synchronizer 11- > second output shaft 5- > second main reducing gear 14- > differential 15- > wheel.
In the fifth gear, the third synchronizer 10 engages the fifth-gear driven gear 252, the first clutch 71 is engaged, 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 third synchronizer 10- > the first output shaft 4- > the first main reducing gear 13- > the differential 15- > wheels.
In the sixth gear, the first synchronizer 8 engages the sixth driven gear 262, the second clutch 72 engages, and the power transmission route is: the engine 1- > second clutch 72- > second input shaft 3- > six-gear driving gear 261- > six-gear driven gear 262- > first synchronizer 8- > first output shaft 4- > first main reducing gear 13- > differential 15- > wheel.
In the seventh gear, the fifth synchronizer 12 engages the seventh-gear driven gear 272, the first clutch 71 is engaged, 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 seven-gear driven gear 272- > the fifth synchronizer 12- > the second output shaft 5- > the second main reducing gear 14- > the differential 15- > wheels.
In the eighth gear, the fourth synchronizer 11 engages the eighth driven gear 282, the second clutch 72 is engaged, and the power transmission route is: the engine 1- > second clutch 72- > second input shaft 3- > eight-gear driving gear 281- > eight-gear driven gear 282- > fourth synchronizer 11- > second output shaft 5- > second main reducing gear 14- > differential 15- > wheel.
In the ninth gear, the fifth synchronizer 12 engages the seventh-gear driven gear 272, the second synchronizer 9 engages the fifth-gear driven gear 252 and the sixth-gear driven gear 262, the second clutch 72 is engaged, and the power transmission route is as follows: the engine 1- > second clutch 72- > second input shaft 3- > six-gear driving gear 261- > six-gear driven gear 262- > second synchronizer 9- > fifth-gear driven gear 252- > five-seven-gear driving gear 257- > seventh-gear driven gear 272- > fifth synchronizer 12- > second output shaft 5- > second main reducing gear 14- > differential 15- > wheel.
In the reverse operation, the third synchronizer 10 engages the reverse driven gear 2R2, the first clutch 71 engages, and the power transmission route is: the engine 1- > the first clutch 71- > the first input shaft 2- > the three-gear driving gear 23R- > the three-gear driven gear 232- > the reverse gear driven gear 2R 2- > the third synchronizer 10- > the first output shaft 4- > the first main reducing gear 13- > the differential 15- > wheels.
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 explanation of shifting the process of this application with one fender gear shift two, two keep off and shift three and seven keep off and shift nine, the switching of other fender gears is similar to this, no longer explains:
the first gear and the second gear are shifted: in the first gear, the first synchronizer 8 engages the second-gear driven gear 222, the second synchronizer 9 engages the fifth-and sixth-gear driven gears 262, the first clutch 71 is engaged, and the second clutch 72 is disengaged; after the control system of the nine-speed dual clutch type automatic transmission sends a first gear shifting and second gear shifting command, the second clutch 72 is still in a separation state at the moment, 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 in a disengaged state, that is, 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 second gear shifting and the third gear shifting: in the second gear, the first synchronizer 8 engages the second-gear driven gear 222, the second clutch 72 engages, and the first clutch 71 disengages; after the control system of the nine-speed dual clutch type automatic transmission sends a two-gear and three-gear instruction, the gear shifting actuating mechanism engages the fifth synchronizer 12 and the three-gear driven gear 232 in advance, at the moment, the first clutch 71 is still in a separation state, namely, the first clutch 71 and the first input shaft 2 do not transmit power; as the gear shift process continues, the second clutch 72 is gradually disengaged while the first clutch 71 is gradually engaged, during which there is always clutch engagement and no torque interruption occurs; after the second clutch 72 is completely disengaged and the first clutch 71 is completely engaged, the shifting process is terminated, and at this time, the second clutch 72 is in a disengaged state, that is, the second clutch 72 and the second input shaft 3 do not transmit power, and the engine 1 transmits power to the third-gear driven gear 232 via the first clutch 71.
The seven-gear nine-gear shifting process comprises the following steps: in the seventh gear, the fifth synchronizer 12 engages the seventh-gear driven gear 272, the first clutch 71 is engaged, and the second clutch 72 is disengaged; after the control system of the nine-speed double-clutch type automatic transmission sends out a seven-gear nine-gear instruction, the gear shifting actuating mechanism engages the second synchronizer 9 with the five-gear driven gear and the six-gear driven gear in advance, 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 in a disengaged state, i.e., the first clutch 71 and the first input shaft 2 do not transmit power, and the engine 1 transmits power to the seventh-speed driven gear 272 via the second clutch 72.
The embodiment of the invention also provides a vehicle, which comprises a controller and the nine-speed double-clutch 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, the fourth synchronizer 11 and the fifth synchronizer 12 are all connected with and controlled by the controller.
The nine-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, the processing capacity of the built MT can be continued, 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. A nine-speed dual clutch type automatic transmission including an engine, a first input shaft, a second input shaft, a first output shaft, and a second output shaft, the first input shaft being connected to the engine through a first clutch, the second input shaft being connected to the engine through a second clutch, characterized in that,
the first input shaft is provided with a fifth-gear driving gear, a seventh-gear driving gear and a third-gear driving gear;
the second input shaft is provided with an eight-gear driving gear, a two-gear driving gear, a six-gear driving gear and a four-gear driving gear;
a second-gear driven gear, a first synchronizer, a sixth-gear driven gear, a second synchronizer, a fifth-gear driven gear, a third synchronizer and a reverse-gear driven gear are sequentially arranged on the first output shaft; the second-gear driven gear and the sixth-gear driven gear output power to the first output shaft through the first synchronizer; the second synchronizer is used for connecting the fifth-gear driven gear and the sixth-gear driven gear, the fifth-gear driven gear and the reverse-gear driven gear output power to the first output shaft through the third synchronizer, and the reverse-gear driven gear is connected with the third-gear driven gear;
an eight-gear driven gear, a fourth synchronizer, a fourth gear driven gear, a seventh gear driven gear, a fifth synchronizer and a third gear driven gear are sequentially arranged on the second output shaft; the fourth-gear driven gear and the eighth-gear driven gear output power to the second output shaft through the fourth synchronizer; the seventh-gear driven gear and the third-gear driven gear output power to the second output shaft through the fifth synchronizer;
the nine-speed dual clutch type automatic transmission realizes first-gear output by transmitting power through the five-gear driving gear, the five-gear driven gear, the second synchronizer, the six-gear driven gear, the six-gear driving gear, the two-gear driven gear and the first synchronizer;
the nine-speed dual clutch type automatic transmission realizes nine-gear output by transmitting power through the six-gear driving gear, the six-gear driven gear, the second synchronizer, the five-gear driven gear, the five-gear driving gear, the seven-gear driven gear and the fifth synchronizer.
2. The nine-speed dual clutch automatic transmission according to claim 1, wherein the fifth-gear drive gear and the seventh-gear drive gear are the same gear, and the fifth-gear drive gear and the third-gear drive gear are sequentially arranged on the first input shaft in a direction away from the engine.
3. The nine-speed dual clutch automatic transmission according to claim 1, wherein the eight-speed drive gear, the two-speed drive gear, the six-speed drive gear, and the four-speed drive gear are provided on the second input shaft in this order in a direction away from the engine.
4. The nine-speed dual clutch automatic transmission of claim 1, wherein the hub of the second synchronizer is generated on the fifth-speed driven gear or the sixth-speed driven gear.
5. The nine-speed dual clutch automatic transmission of claim 1, wherein the first input shaft, the second input shaft, the first output shaft, and the second output shaft are arranged in parallel.
6. The nine-speed dual clutch automatic transmission according to claim 1, further comprising a first main reduction gear provided on the first output shaft for outputting power to wheels and a second main reduction gear provided on the second output shaft for outputting power to wheels, the first main reduction gear and the second main reduction gear being connected to a ring gear of a differential at the same time.
7. The nine-speed dual clutch automatic transmission of claim 6, wherein the first main reduction gear is located on a side of the two-speed driven gear that is closer to the engine, and the second main reduction gear is located on a side of the eight-speed driven gear that is closer to the engine.
8. The nine-speed dual clutch automatic transmission of claim 6, wherein the first and second main reduction gears are co-planar gear sets.
9. The nine-speed dual clutch automatic transmission of claim 1, wherein the three drive gear, the three driven gear, and the reverse driven gear are co-planar gear sets.
10. A vehicle comprising a controller, characterized by further comprising the nine-speed dual clutch automatic transmission of any one of claims 1-9, the engine, the first clutch, the second clutch, the first synchronizer, the second synchronizer, the third synchronizer, the fourth synchronizer, and the fifth synchronizer being connected to and controlled by the controller.
CN201910719690.9A 2019-08-06 2019-08-06 Nine-speed dual clutch type automatic transmission and vehicle Active CN112343975B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201910719690.9A CN112343975B (en) 2019-08-06 2019-08-06 Nine-speed dual clutch type automatic transmission and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201910719690.9A CN112343975B (en) 2019-08-06 2019-08-06 Nine-speed dual clutch type automatic transmission and vehicle

Publications (2)

Publication Number Publication Date
CN112343975A CN112343975A (en) 2021-02-09
CN112343975B true CN112343975B (en) 2022-04-26

Family

ID=74366302

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201910719690.9A Active CN112343975B (en) 2019-08-06 2019-08-06 Nine-speed dual clutch type automatic transmission and vehicle

Country Status (1)

Country Link
CN (1) CN112343975B (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101865258A (en) * 2009-04-14 2010-10-20 腓特烈斯港齿轮工厂股份公司 Dual-clutch transmission
WO2011157479A1 (en) * 2010-06-18 2011-12-22 Zf Friedrichshafen Ag Double-clutch transmission
JP2012087863A (en) * 2010-10-19 2012-05-10 Suzuki Motor Corp Dual clutch transmission
EP3121483A1 (en) * 2015-07-23 2017-01-25 Volkswagen Aktiengesellschaft Double clutch transmission
CN108884912A (en) * 2016-04-28 2018-11-23 Zf 腓德烈斯哈芬股份公司 The double-clutch speed changer of countershaft form

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101865258A (en) * 2009-04-14 2010-10-20 腓特烈斯港齿轮工厂股份公司 Dual-clutch transmission
WO2011157479A1 (en) * 2010-06-18 2011-12-22 Zf Friedrichshafen Ag Double-clutch transmission
JP2012087863A (en) * 2010-10-19 2012-05-10 Suzuki Motor Corp Dual clutch transmission
EP3121483A1 (en) * 2015-07-23 2017-01-25 Volkswagen Aktiengesellschaft Double clutch transmission
CN108884912A (en) * 2016-04-28 2018-11-23 Zf 腓德烈斯哈芬股份公司 The double-clutch speed changer of countershaft form

Also Published As

Publication number Publication date
CN112343975A (en) 2021-02-09

Similar Documents

Publication Publication Date Title
CN210106496U (en) Eight-speed double-clutch type automatic transmission and vehicle
CN112343976B (en) Nine-speed dual clutch type automatic transmission and vehicle
CN210106498U (en) Eight-speed double-clutch type automatic transmission and vehicle
CN112343980B (en) Ten-speed double-clutch type automatic transmission and vehicle
CN210770063U (en) Eight-speed double-clutch type automatic transmission and vehicle
CN210106497U (en) Eight-speed double-clutch type automatic transmission and vehicle
CN210106499U (en) Eight-speed double-clutch type automatic transmission and vehicle
CN111853170A (en) Eight-speed double-clutch type automatic transmission and vehicle
CN112343975B (en) Nine-speed dual clutch type automatic transmission and vehicle
CN112343983B (en) Nine-speed dual clutch type automatic transmission and vehicle
CN112343979B (en) Ten-speed double-clutch type automatic transmission and vehicle
CN112343978B (en) Ten-speed double-clutch type automatic transmission and vehicle
CN113685502B (en) Nine-gear double-clutch transmission and vehicle
CN113685505B (en) Nine-gear double-clutch transmission and vehicle
CN215928261U (en) Sixteen-speed double-clutch transmission for automobile
CN113685507B (en) Nine-gear double-clutch transmission and vehicle
CN113685504B (en) Ten-gear double-clutch transmission and vehicle
CN112303192A (en) Eight-speed double-clutch type automatic transmission and vehicle
CN113685510B (en) Nine-gear double-clutch transmission and vehicle
CN113685506B (en) Ten-gear double-clutch transmission and vehicle
CN113685497B (en) Ten-gear double-clutch transmission and vehicle
CN113389853B (en) Ten-speed double-clutch transmission, gearbox and automobile
CN113685499B (en) Nine-gear double-clutch transmission and vehicle
CN111853171A (en) Eight-speed double-clutch type automatic transmission and vehicle
CN214118864U (en) Transmission device and vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant