CN112343976B - Nine-speed dual clutch type automatic transmission and vehicle - Google Patents

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

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Publication number
CN112343976B
CN112343976B CN201910719713.6A CN201910719713A CN112343976B CN 112343976 B CN112343976 B CN 112343976B CN 201910719713 A CN201910719713 A CN 201910719713A CN 112343976 B CN112343976 B CN 112343976B
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China
Prior art keywords
gear
synchronizer
driven gear
driven
shaft
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CN201910719713.6A
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CN112343976A (en
Inventor
赵虹桥
黄波
凌晓明
刘学武
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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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
    • 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, a reverse gear shaft and two input shafts, wherein the two input shafts are respectively connected with an engine through clutches; in the second to ninth gears: the four 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 third-gear driven gear, the second output shaft is sequentially provided with a fourth-gear driven gear, an eighth-gear driven gear, a seventh-gear driven gear and a ninth-gear driven gear, and the reverse gear shaft is provided with a reverse gear driven gear connected with the second-gear driven gear; six synchronizers are arranged on the two output shafts and the reverse gear shaft, the power of the corresponding driven gear of each gear is output to the corresponding shaft through the five synchronizers, and the five-gear driven gear and the six-gear driven gear are connected through one synchronizer and used for realizing the first gear. 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, a second output shaft, and a reverse gear 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, a ninth-gear driving gear and a third-gear driving gear;
the second input shaft is provided with a four-gear driving gear, a two-gear driving gear, a six-gear driving gear and an eight-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 third-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, and the fifth-gear driven gear and the third-gear driven gear output power to the first output shaft through the third synchronizer;
a fourth-gear driven gear, a fourth synchronizer, an eight-gear driven gear, a seventh-gear driven gear, a fifth synchronizer and a ninth-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 ninth-gear driven gear output power to the second output shaft through the fifth synchronizer;
the reverse gear shaft is provided with a reverse gear driven gear and a reverse gear synchronizer, the reverse gear driven gear is connected with the two gear driven gear, and power is output to the reverse gear shaft through the reverse gear synchronizer.
Optionally, the fifth-gear driving gear and the seventh-gear driving gear are the same gear, and the fifth-gear driving gear, the ninth-gear driving gear and the third-gear driving gear are sequentially arranged on the first input shaft along a direction away from the engine.
Optionally, the six-gear driving gear and the eight-gear driving gear are the same gear, and the four-gear driving gear, the two-gear driving gear and the six-gear driving gear are sequentially arranged 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, the second output shaft and the reverse gear 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, 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, wherein the first main reduction gear, the second main reduction gear and the third main reduction gear are simultaneously connected with a gear ring of the differential.
Optionally, the third main reduction gear, the reverse synchronizer and the reverse driven gear are sequentially arranged on the reverse shaft along a direction away from the engine.
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 fourth-gear driven gear close to the engine;
the first, second, and third main reduction gears are co-planar gear sets.
Optionally, the reverse gear driven gear, the second gear driven gear and the second gear driving gear are a co-planar gear set.
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, the fifth synchronizer, and the reverse 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 four odd-numbered gears and four even-numbered gears in eight forward gears such as two to nine gears, and two output shafts to be respectively provided with four driven gears in eight forward gears such as two to nine gears, the four driven gears corresponding to the four 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 selective transmission of the synchronizer;
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 forward 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 engine is convenient to use;
the transmission has nine forward gears, a second synchronizer is connected with a second driven gear, a fifth driven gear and a sixth driven gear are connected with a second synchronizer, so that power is transmitted through a fifth driving gear, a fifth driven gear, a second synchronizer, a sixth driven gear, a sixth driving gear, a second driving gear and a second driven gear, and therefore first-gear output is achieved by means of gears, no independently-arranged first gear is provided, more forward gears can be arranged on the premise of the same external dimension, the speed ratio range is larger, the speed ratio distribution is more reasonable compared with a 5-gear, 6-gear and 7-gear transmission, the engine has more probability to work in the optimal area, the power performance 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 second gear driven gear, so that reverse gear driving gears are reduced, the structure is further simplified, and the structural compactness is improved;
in the second gear to the ninth gear, the driven gear of the lowest speed gear (third gear) of the odd gears is positioned on the first output shaft, the driven gear of the highest speed gear (ninth gear) is positioned on the second output shaft, the driven gear of the lowest speed gear (second gear) of the even gears is positioned on the first output shaft, and the driven gear of the highest speed gear (eighth gear) is positioned on the second output shaft, so that the structure is simplified, the structure compactness is increased, and the transmission stability is improved;
on the first output shaft, high-gear (five, six) driven gear arranges in the middle, and low-gear (two keep off with three) driven gear arranges at both ends, is close to the 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 (fourth-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; 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 fifth synchronizer; 13. a reverse gear synchronizer;
14. a first main reduction gear; 15. a second main reduction gear; 16. a third main reduction gear;
17. a differential 171, a ring gear;
22R and a second gear driving gear; 222. a second driven gear; 2R2, reverse driven gear;
231. a third gear drive gear; 232. a third-gear 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;
268. a six-eight gear driving gear; 262. a six-gear driven gear; 282. an eight-gear driven gear;
291. a nine-gear driving gear; 292. nine keep 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, 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 connected to the engine 1 through a second clutch 72;
the first input shaft 2 is provided with a fifth-gear driving gear, a seventh-gear driving gear, a ninth-gear driving gear 291 and a third-gear driving gear 231;
the second input shaft 3 is provided with a fourth-gear driving gear 241, a second-gear driving gear 22R, a sixth-gear driving gear and an eighth-gear driving gear;
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 third-gear driven gear 232; 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, and the fifth-gear driven gear 252 and the third-gear driven gear 232 output power to the first output shaft 4 through the third synchronizer 10;
the second output shaft 5 is sequentially provided with a fourth-gear driven gear 242, a fourth synchronizer, an eight-gear driven gear 282, a seventh-gear driven gear 272, a fifth synchronizer 12 and a ninth-gear driven gear 292; 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 ninth-speed driven gear 292 output power to the second output shaft 5 through the fifth synchronizer 12;
the reverse gear shaft 6 is provided with a reverse gear driven gear 2R2 and a reverse gear synchronizer 13, the reverse gear driven gear 2R2 is connected with the second gear driven gear 222, and power is output to the reverse gear shaft 6 through the reverse gear synchronizer 13;
in addition, the driving gear of each of eight forward gears, such as two to nine gears, is connected with 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, the output shaft, and the reverse shaft 6 are collectively referred to as a shaft, the driving gears of the second to ninth gears are collectively referred to as a driving gear, the driven gears of the second to ninth gears and the reverse gear are collectively referred to as a driven gear, the first synchronizer 8 to the fifth synchronizer 12 and the reverse synchronizer 13 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 automatic transmission is simply referred to as an automatic transmission.
The nine-speed double-clutch type automatic transmission provided by the embodiment of the invention utilizes two nested input shafts to respectively arrange four odd-numbered gears and four even-numbered gears in eight forward gears such as two to nine gears, utilizes two output shafts to respectively arrange driven gears of four gears in eight forward gears such as two to nine gears, four driven gears corresponding to the driving gears of 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 connected to the output shafts through the selective transmission of a synchronizer;
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;
nine forward gears are provided, the first synchronizer 8 is connected with the second driven gear 222, the second synchronizer 9 is connected with the fifth driven gear 252 and the sixth driven gear 262, so that power is transmitted through the fifth driving gear, the fifth driven gear 252, the second synchronizer 9, the sixth driven gear 262, the sixth driving gear, the second driving gear 22R and the second driven gear 222, therefore, first gear output is realized by means of gears, no separately-arranged first gear is provided, more forward gears can be arranged on the premise of the same external dimension, the speed ratio range is larger, the speed ratio distribution is more reasonable compared with a 5-gear, 6-gear and 7-gear transmission, 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 gear driven gear 2R2 is connected with the second gear driven gear 222, so that reverse gear driving gears are reduced, the structure is further simplified, and the structural compactness is improved;
in the second to ninth gears, the driven gear of the lowest speed gear (third gear) of the odd gears is positioned on the first output shaft 4, the driven gear of the highest speed gear (ninth gear) is positioned on the second output shaft 5, the driven gear of the lowest speed gear (second gear) of the even gears is positioned on the first output shaft 4, and the driven gear of the highest speed gear (eighth gear) is positioned on the second output shaft 5, so that the structure is simplified, the structural compactness is increased, and the transmission stability is improved;
on first output shaft 4, high gear (five, six keep off) driven gear arranges in the centre, and low gear (two keep off and three keep off) driven gear arranges at both ends, is close to the 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 second input shaft 3 on the second output shaft 5 in a transmission manner, the low-gear (fourth-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, the second output shaft 5, and the reverse shaft 6 are arranged in parallel and supported on the transmission case through 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, the second output shaft 5 and the reverse gear shaft 6 are sleeved on the corresponding shafts through bearings in an empty mode, and therefore 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, the fifth synchronizer 12, and the reverse synchronizer 13 may be welded, splined, interference press-fitted, or directly formed 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), the ninth-gear driving gear 291, and the third-gear driving gear 231 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 257, 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, the highest gear (nine-gear) main gear is positioned in the middle, the three-gear driving gear 231 and the five-seven-gear driving gear 257 are positioned at two sides of the nine-gear driving gear, and the three-gear driving gear 231 is positioned at the end of the first input shaft 2, the excessive deflection of the first input shaft 2 is avoided, the transmission error of the low gear is reduced, and the NVH performance is improved.
In one embodiment, as shown in fig. 1, the sixth-gear driving gear and the eighth-gear driving gear are the same gear, and the fourth-gear driving gear 241, the second-gear driving gear 22R, and the sixth-gear driving gear (or the eighth-gear driving gear) are sequentially disposed on the second input shaft 3 in a direction away from the engine 1. In order to simplify the subsequent expression, the gear used as the six-gear driving gear and the eight-gear driving gear is referred to as a six-eight-gear driving gear 268, a common driving gear with six gears and eight gears is selected, the intermediate speed of the even-numbered gear is closer, more forward gears can be arranged on the premise of the same external dimension, 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 efficiency of the whole vehicle are obviously improved, the oil consumption is reduced, meanwhile, the high-gear (six-eight-gear) main gear is positioned at one end of the second input shaft 3 far away from the engine 1 and is positioned in the middle of the input shaft, the low-gear (two and four-gear) driving gear is positioned close to the engine 1, and the second-gear driving gear 22R which is in transmission connection with the second-gear driven gear 222 and the reverse-gear driven gear 2R2 is positioned between the fourth-gear driving gear 241 and the six-eight-gear driving gear 268, the deflection of the second input shaft 3 is avoided being too large, the transmission error of a 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 are respectively provided with four input gear driving gears, a first gear, a fifth gear, a seventh gear, a common driving gear and a sixth gear, eighth gear and common driving gear are reduced, nine gears can be arranged on the premise that the six gears and the seven gears are the same in external dimension as a common six-gear transmission and seven-gear transmission, the transmission ratio range is enlarged, the transmission ratio distribution is more reasonable, and the power performance and the gear number of the whole vehicle are obviously improved.
In one embodiment, as shown in fig. 1, the differential further includes a first main reduction gear 14 provided on the first output shaft 4 and configured to output power to the wheels, a second main reduction gear 15 provided on the second output shaft 5 and configured to output power to the wheels, and a third main reduction gear 16 provided on the reverse shaft 6 and configured to output power to the wheels, wherein the first main reduction gear 14, the second main reduction gear 15, and the third main reduction gear 16 are simultaneously connected to a ring gear 171 of a differential 17; the three main reduction gears respectively reduce the speed and increase the torque of the power output by the two output shafts and the reverse gear shaft 6, so that the power requirements of wheels are better matched.
In one embodiment, as shown in fig. 1, the third main reduction gear 16, the reverse synchronizer 13 and the reverse driven gear 2R2 are sequentially arranged on the reverse shaft 6 in a direction away from the engine 1, and the reverse synchronizer 13 is arranged by utilizing the clearance between the third main reduction gear 16 and the reverse driven gear 2R2, so that the structure is more compact.
Preferably, the first main reduction gear 14 is located on the side of the second-gear driven gear 222 close to the engine 1, and the second main reduction gear 15 is located on the side of the fourth-gear driven gear 242 close to the engine 1; the structure is simple and compact, and the differential 17 is convenient to connect.
In one embodiment, as shown in fig. 1, the first main reduction gear 14, the second main reduction gear 15 and the third main reduction gear 16 are coplanar gear sets, which are simple and compact in structure and smooth in transmission.
In one embodiment, as shown in fig. 1, the reverse driven gear 2R2, the secondary driven gear 222 and the secondary driving gear 22R are coplanar gear sets, which are simple and compact in structure and smooth in transmission.
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 eight-gear driving gear 268- > the second input shaft 3- > the two-gear driving gear 22R- > the two-gear driven gear 222- > the first synchronizer 8- > the first output shaft 4- > the first main reduction gear 14- > the differential 17- > 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 22R- > the second driven gear 222- > the first synchronizer 8- > the first output shaft 4- > the first main reducing gear 14- > the differential 17- > the wheels.
In the third gear, the third synchronizer 10 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 three-gear driving gear 231- > the three-gear driven gear 232- > the third synchronizer 10- > the first output shaft 4- > the first main reducing gear 14- > the differential 17- > 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 15- > differential 17- > 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 14- > the differential 17- > the wheel.
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 eight-gear driving gear 268- > six-gear driven gear 262- > first synchronizer 8- > first main reducing gear 14- > differential 17- > 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 15- > the differential 17- > the 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- > six eight-gear driving gear 268- > eight-gear driven gear 282- > fourth synchronizer 11- > second main reducing gear 15- > differential 17- > wheel.
In the ninth gear, the fifth synchronizer 12 engages the ninth driven gear 292, the first clutch 71 engages, and the power transmission route is: the engine 1- > the first clutch 71- > the first input shaft 2- > the nine-gear driving gear 291- > the nine-gear driven gear 292- > the fifth synchronizer 12- > the second output shaft 5- > the second main reducing gear 15- > the differential 17- > the wheel.
In the reverse operation, the reverse synchronizer 13 engages the reverse driven gear 2R2, the second clutch 72 engages, and the power transmission route is: the engine 1- > the second clutch 72- > the second input shaft 3- > the second driving gear 22R- > the second driven gear 222- > the reverse driven gear 2R 2- > the reverse synchronizer 13- > the reverse shaft 6- > the third main reduction gear 16- > the differential 17- > 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 grade shift two, two grades shift three, 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 third synchronizer 10 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 embodiment of the invention also provides a vehicle which comprises a controller and the nine-speed double-clutch automatic transmission, 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, the fifth synchronizer 12 and the reverse gear synchronizer 13 are connected with the controller 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 includes an engine, a first input shaft, a second input shaft, a first output shaft, a second output shaft, and a reverse shaft, the first input shaft is connected to the engine through a first clutch, the second input shaft is 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, a ninth-gear driving gear and a third-gear driving gear;
the second input shaft is provided with a four-gear driving gear, a two-gear driving gear, a six-gear driving gear and an eight-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 third-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, and the fifth-gear driven gear and the third-gear driven gear output power to the first output shaft through the third synchronizer;
a fourth-gear driven gear, a fourth synchronizer, an eight-gear driven gear, a seventh-gear driven gear, a fifth synchronizer and a ninth-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 ninth-gear driven gear output power to the second output shaft through the fifth synchronizer;
a reverse gear driven gear and a reverse gear synchronizer are arranged on the reverse gear shaft, the reverse gear driven gear is connected with the two gear driven gear, and power is output to the reverse gear shaft through the reverse gear 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.
2. The nine-speed dual clutch automatic transmission according to claim 1, wherein the fifth-speed drive gear and the seventh-speed drive gear are the same gear, and the fifth-speed drive gear, the ninth-speed drive gear, and the third-speed 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 six-speed drive gear and the eight-speed drive gear are the same gear, and the four-speed drive gear, the two-speed drive gear, and the six-speed drive gear are sequentially arranged on the second input shaft 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, the second output shaft, and the reverse 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 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, the first main reduction gear, the second main reduction gear, and the third main reduction gear being simultaneously connected to a ring gear of a differential.
7. The nine-speed dual clutch automatic transmission of claim 6, wherein the third main reduction gear, the reverse synchronizer, and the reverse driven gear are sequentially disposed on the reverse shaft in a direction away from the engine.
8. The nine-speed dual clutch-type automatic transmission according to claim 6, wherein the first reduction gear is located on a side of the second-speed driven gear that is close to the engine, and the second reduction gear is located on a side of the fourth-speed driven gear that is close to the engine;
the first, second, and third main reduction gears are co-planar gear sets.
9. The nine-speed dual clutch automatic transmission of claim 1, wherein the reverse driven gear, the second driven gear, and the second drive 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, the fifth synchronizer, and the reverse synchronizer being connected to and controlled by the controller.
CN201910719713.6A 2019-08-06 2019-08-06 Nine-speed dual clutch type automatic transmission and vehicle Active CN112343976B (en)

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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
CN115045963A (en) * 2022-06-13 2022-09-13 中国第一汽车股份有限公司 Multi-gear double-clutch transmission

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CN106168272A (en) * 2015-05-21 2016-11-30 现代自动车株式会社 The ten gear dual-clutch transmissions for vehicle
CN209067777U (en) * 2018-10-30 2019-07-05 长城汽车股份有限公司 Transmission for a vehicle

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CN101802446A (en) * 2007-10-15 2010-08-11 腓特烈斯港齿轮工厂股份公司 Dual clutch transmission
CN101865259A (en) * 2009-04-14 2010-10-20 腓特烈斯港齿轮工厂股份公司 Dual-clutch transmission
CN105370820A (en) * 2014-08-29 2016-03-02 广州汽车集团股份有限公司 Automatic ten-gear double-clutch transmission
CN106168272A (en) * 2015-05-21 2016-11-30 现代自动车株式会社 The ten gear dual-clutch transmissions for vehicle
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