CN112343979A - Ten-speed double-clutch type automatic transmission and vehicle - Google Patents
Ten-speed double-clutch type automatic transmission and vehicle Download PDFInfo
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- CN112343979A CN112343979A CN201910719712.1A CN201910719712A CN112343979A CN 112343979 A CN112343979 A CN 112343979A CN 201910719712 A CN201910719712 A CN 201910719712A CN 112343979 A CN112343979 A CN 112343979A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
Abstract
The invention relates to a ten-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 an eight-gear driven gear, a fourth-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 the engine has ten forward gears, 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
Technical Field
The invention belongs to the field of transmissions, and particularly relates to a ten-speed double-clutch type automatic transmission and a vehicle.
Background
The double clutch type automatic Transmission integrates two gearboxes and two clutches into one Transmission, two input shafts which are rotatably sleeved together are respectively connected with one clutch, the two input shafts respectively transmit power of two gearbox speed groups, and a gear shifting program is completed by automatically switching between the two clutches, so that power gear shifting in the gear shifting process can be realized, namely, power is not interrupted in the gear shifting process, the defect of gear shifting impact of an Automated Mechanical Transmission (AMT) is overcome, the power of an engine can be always transmitted to wheels in the gear shifting process of a vehicle, gear shifting is rapid and stable, the acceleration of the vehicle is ensured, and the running comfort of the vehicle is greatly improved because the vehicle does not generate a rapid deceleration condition caused by gear shifting any more. However, since the conventional double clutch type automatic transmission mostly uses dual output shafts or a single output shaft and uses a common drive gear or a linearly arranged gear train, its axial dimension is long, so that the above-mentioned transmission is difficult to be adopted for a vehicle such as a front transverse engine or a front wheel drive, particularly a small vehicle, because its installation space is limited, and the engine is difficult to work in an optimum working area because of a small number of gear positions for speed change, thereby adversely affecting the power performance and the economy of the whole vehicle.
A dual clutch manual transmission for an engine is known which includes a first input shaft and a second input shaft to which engine rotation is selectively input via separate clutches. A first gearset associated with the first gearbox speed grouping is located between the countershaft and an aft end of the projecting first input shaft. A second gearset associated with a second gearbox speed grouping is located between the second input shaft and the layshaft. The second gearsets are positioned such that the gearset associated with the lowest gearbox speed of the second gearbox speed grouping that is capable of providing a bearing retaining space between the first input shaft and the second input shaft is positioned furthest from the engine, and the gearset associated with the highest gearbox speed of the remaining gearbox speeds of the second gearbox speed grouping is positioned closest to the engine. The speed reduction transmission between the input shaft and the output shaft is realized only through one auxiliary shaft, the whole length of the speed changer is long, the speed change requirement of a front transverse front-drive vehicle is difficult to apply, the structure is large, gears are few, and the speed changer is not beneficial to enabling an engine to work in the best region.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the problems of longer overall length and fewer gears of the transmission in the prior scheme, the ten-speed double-clutch type automatic transmission and the vehicle are provided.
In order to solve the technical problem, an embodiment of the present invention provides a ten-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 five-gear driving gear, a seven-gear driving gear, a nine-gear driving gear and a three-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;
the first output shaft is sequentially provided with 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; 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;
the second output shaft is sequentially provided with an eight-gear driven gear, a fourth synchronizer, a fourth gear driven gear, a seventh gear driven gear, a fifth synchronizer and a ninth gear driven gear; the eight-gear driven gear and the fourth-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;
and the reverse shaft is provided with a reverse driven gear and a reverse synchronizer, the reverse driven gear is connected with the second-gear driven gear, and the power is output to the reverse shaft through the reverse 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 eight-gear driving gear, the second-gear driving gear, the sixth-gear driving gear and the fourth-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 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 positioned on one side of the second-gear driven gear close to the engine, and the second main reduction gear is positioned on one side of the eighth-gear driven gear close to the engine;
the first, second, and third main reduction gears are co-planar gear sets.
Optionally, the reverse driven gear, the second driven gear and the second driving gear are a co-planar gear set.
An embodiment of the present invention provides a vehicle, including a controller and the above-mentioned ten-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 ten-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 gears to nine gears, utilize two output shafts to be respectively provided with four driven gears in eight forward gears such as two gears to nine gears, 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 selectively connected to the output shafts through a synchronizer in a transmission manner, the automatic transmission has short axial size and is suitable for a front-drive vehicle;
the power of an engine is selectively transmitted to one of two input shafts through the selective engagement of two clutches, and one of four driven gears linked with the input shafts is selectively connected to an output shaft through the transmission of a synchronizer, so that the power output of a certain forward gear can be realized, and the working states of the corresponding clutches and the synchronizer can be switched when gear shifting is needed, so that the use is convenient;
only two to nine gears are arranged, the output of the first gear and the ten gears is realized by means of the gears, so that ten forward gears are realized, the first gear and the ten gears which are independently arranged are not 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, an engine has more probability to work in the optimal area, the power consumption and the economical efficiency of the whole vehicle are obviously improved, and the oil consumption is reduced;
the reverse driven gear is connected with the second-gear driven gear, so that reverse driving gears are reduced, the structure is further simplified, and the structural compactness is improved;
in two to nine grades, the driven gear of low-speed gear (second, third grade) arranges in the both ends of first output shaft, be close to support bearing, it is too big to avoid the amount of deflection of first output shaft, reduce the transmission error of low-speed gear, be favorable to promoting NVH performance, second grade driven gear both is used for the power take off of the gear of advancing again, the driven gear of middle two grades (fifth, sixth grade) arranges in the middle part of first output shaft, and connect in first output shaft through the second synchronous ware selective transmission, both be used for the power take off of fifth, sixth grade, be used for supplying first grade and ten grades of borrowing the gear again, be favorable to simplifying the structure, increase compact structure and promotion transmission stationarity.
Drawings
FIG. 1 is a schematic illustration of a ten 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, a second gear driving gear; 222. a second-gear driven gear; 2R2, reverse driven gear;
231. a third gear driving gear; 232. a third-gear driven gear;
241. a fourth gear driving gear; 242. a fourth-gear driven gear;
257. a fifth-seventh gear driving gear; 252. a fifth-speed driven gear; 272. a seven-speed driven gear;
261. a six-gear driving gear; 262. a six-speed driven gear;
281. an eight-gear driving gear; 282. an eight-gear driven gear;
291. a nine-gear driving gear; 292. nine grades of driven gears.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, a ten-speed dual clutch type automatic transmission according to an embodiment of the present invention includes an engine 1, a first input shaft 2, a second input shaft 3, a first output shaft 4, a second output shaft 5, and a reverse shaft 6, the first input shaft 2 being connected to the engine 1 through a first clutch 71, the second input shaft 3 being connected to the engine 1 through a second clutch 72;
a fifth gear driving gear, a seventh gear driving gear, a ninth gear driving gear 291 and a third gear driving gear 231 are arranged on the first input shaft 2;
the second input shaft 3 is provided with an eight-gear driving gear 281, a second-gear driving gear 22R, a sixth-gear driving gear 261 and a fourth-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 third-gear driven gear 232; the second-speed driven gear 222 and the sixth-speed 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 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 ninth-gear driven gear 292; the eighth-speed driven gear 282 and the fourth-speed driven gear 242 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 shaft 6 is provided with a reverse driven gear 2R2 and a reverse synchronizer 13, the reverse driven gear 2R2 is connected with the second-gear driven gear 222, and power is output to the reverse shaft 6 through the reverse synchronizer 13.
In addition, the driving gear of each of eight forward speed stages, i.e., two to nine forward speed stages, 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, 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 ten-speed dual clutch type automatic transmission is simply referred to as an automatic transmission.
When the first synchronizer 8 is used, the second-gear driven gear 222 is connected with the first synchronizer 11, the third-gear driven gear 232 is connected with the fourth-gear driven gear 242, and the fourth synchronizer 11 is connected with the third-gear driven gear 232 and the fourth-gear driven gear 242, so that power is transmitted to the first output shaft 4 sequentially through the third-gear driving gear 231, the third-gear driven gear 232, the fourth synchronizer 11, the fourth-gear driven gear 242, the fourth-gear driving gear 241, the second input shaft 3, the second-gear driving gear 22R, the second-gear driven gear 222 and the first synchronizer 8, then the wheels are driven, and therefore first-gear output is achieved by means of;
the second synchronizer 9 is engaged with the ninth-gear driven gear 292, and the fourth synchronizer 11 is engaged with the third-gear driven gear 232 and the fourth-gear driven gear 242, so that power is transmitted to the first output shaft 4 through the fourth-gear driving gear 241, the fourth-gear driven gear 242, the fourth synchronizer 11, the third-gear driven gear 232, the third-gear driving gear 231, the first input shaft 2, the ninth-gear driving gear 291, the ninth-gear driven gear 292 and the second synchronizer 9 in sequence, and then the wheels are driven, so that ten-gear output is realized by means of gears.
The ten-speed double-clutch type automatic transmission provided by the embodiment of the invention utilizes two input shafts to be respectively provided with four odd gears and four even gears in eight forward gears such as two to nine gears, and driven gears in four gears in eight forward gears such as two to nine gears, and two output shafts are respectively provided with four driven gears in four gears, and the four driven gears corresponding to the driving gears in 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 synchronizer in a selective transmission manner, so that the automatic transmission has short axial size, is suitable for front-drive vehicles, has relatively fewer parts, simple and compact structure, greatly reduces the manufacturing cost, and has high transmission efficiency;
the power of the engine 1 is selectively transmitted to one of the two input shafts through the selective engagement of the two clutches, and one of the four driven gears linked with the input shaft is selectively connected to the output shaft through the synchronizer in a transmission manner, so that the power output of a certain forward gear can be realized, and the working states of the corresponding clutches and the synchronizer can be switched when gear shifting is needed, so that the use is convenient;
only two to nine gears are arranged, the output of the first gear and the ten gears is realized by means of the gears, so that ten forward gears are realized, the first gear and the ten gears which are independently arranged are not arranged, 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 power performance and the economical efficiency of the whole vehicle are obviously improved, and the oil consumption is reduced;
the reverse driven gear 2R2 is connected with the second driven gear 222, so that reverse driving gears are reduced, the structure is further simplified, and the structural compactness is increased;
in the second to ninth gears, the driven gears of the low-speed gears (second and third gears) are arranged at two ends of the first output shaft 4 and are close to the supporting bearing, the excessive deflection of the first output shaft 4 is avoided, the transmission error of the low gears is reduced, the NVH performance is favorably improved, the second-gear driven gear 222 is used for power output of both the forward gear and the reverse gear, the driven gears of the middle two gears (fifth and sixth gears) are arranged in the middle of the first output shaft 4, and are selectively in transmission connection with the first output shaft 4 through the second synchronizer 9, the power output of the fifth and sixth gears is used for borrowing the first gear and the tenth gear, the structure is favorably simplified, the structure compactness is increased, and the transmission stability is 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 welding, spline or interference press-fitting, and preferably, the hub of the second synchronizer 9 is directly formed 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 along a direction away from the engine 1. In order to simplify subsequent expression, the gear which is simultaneously used as a five-gear driving gear and a seven-gear driving gear is called as a five-seven-gear driving gear 257, the five-gear and seven-gear common driving gear which are closer in odd-gear medium speed are selected, and 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, the gear distribution is reasonable, the excessive deflection of the first input shaft 2 is avoided, and the axial compactness and the transmission stability are favorably improved.
In an embodiment, as shown in fig. 1, the eight-gear driving gear 281, the two-gear driving gear 22R, the six-gear driving gear 261 and the four-gear driving gear 241 are sequentially arranged on the second input shaft 3 along a direction away from the engine 1, and the gears are reasonably distributed, which is beneficial to increasing axial compactness and improving transmission smoothness.
The four input gear driving gears are respectively arranged through the first input shaft 2 and the second input shaft 3 which are arranged in a nested mode, one gear and ten gears are reduced, and a five-seven gear common driving gear is used, so that ten forward gears are arranged on the premise that the external dimensions of the four-gear input gear driving gears and the five-seven gear common driving gear are the same as those of 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 grade 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 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 reducing gear 16, the reverse synchronizer 13 and the reverse driven gear 2R2 are sequentially arranged on the reverse shaft 6 along the direction far away from the engine 1, and the reverse synchronizer 13 is arranged by utilizing the clearance between the third main reducing gear 16 and the reverse driven gear 2R2, so that the structure is more compact, and the axial size of the reverse shaft 6 is reduced.
Preferably, the first main reduction gear 14 is located on the side of the second-speed driven gear 222 close to the engine 1, and the second main reduction gear 15 is located on the side of the eighth-speed driven gear 282 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, the reverse driven gear 2R2, the second driven gear 222 and the second driving gear 22R are coplanar gear sets as shown in fig. 1, and have simple and compact structure and smooth 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- > first clutch 71- > first input shaft 2- > five seven-speed driving gear 257- > five-speed driven gear 252- > second synchronizer 9- > six-speed driven gear 262- > six-speed driving gear 261- > second input shaft 3- > second-speed driving gear 22R- > second-speed driven gear 222- > first output shaft 4- > first main reduction gear 14- > differential 17- > wheel.
In the second gear, the first synchronizer 8 engages the second driven gear 222, the second clutch 72 engages, and the power transmission route is: the engine 1- > second clutch 72- > second input shaft 3- > second driving gear 22R- > second driven gear 222- > first synchronizer 8- > first output shaft 4- > first main reducing gear 14- > differential 17- > wheel.
In third gear operation, 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 third gear driving gear 231- > 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 gear driving gear 241- > fourth gear driven gear 242- > fourth synchronizer 11- > second output shaft 5- > second main reducing gear 15- > differential 17- > wheel.
In the fifth gear operation, 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 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-speed driving gear 261- > six-speed driven gear 262- > first synchronizer 8- > first output shaft 4- > first main reducing gear 14- > differential 17- > wheels.
In seventh gear operation, the fifth synchronizer 12 engages the seventh gear driven gear 272, the first clutch 71 is engaged, and the power transmission path is: the engine 1- > the first clutch 71- > the first input shaft 2- > the five-seven-gear driving gear 257- > the seven-gear driven gear 272- > the 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 gear 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 15- > differential 17- > wheel.
In the ninth gear, the fifth synchronizer 12 engages the ninth gear 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-speed driving gear 291- > the nine-speed driven gear 292- > the fifth synchronizer 12- > the second output shaft 5- > the second main reducing gear 15- > the differential 17- > the wheels.
In the tenth gear, the fifth synchronizer 12 engages the nine-gear driven gear 292, 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-speed driving gear 261- > six-speed driven gear 262- > second synchronizer 9- > five-speed driven gear 252- > five-seven-speed driving gear 257- > first input shaft 2- > nine-speed driving gear 291- > nine-speed driven gear 292- > second output shaft 5- > second main reduction gear 15- > differential 17- > wheel.
When the reverse gear works, the reverse synchronizer 13 is connected with a reverse driven gear 2R2, the second clutch 72 is connected, and the power transmission route is as follows: engine 1- > second clutch 72- > second input shaft 3- > second driving gear 22R- > second driven gear 222- > reverse driven gear 2R 2- > reverse synchronizer 13- > reverse shaft 6- > third main reduction gear 16- > differential 17- > wheel.
Adjacent gears are connected with different clutches, so that speed ratio switching is easy to realize, and power is not interrupted when the adjacent gears are switched; the following describes the gear shifting process of the present application by shifting first gear to second gear and shifting second gear to third gear, and the switching of other gears is similar to this and will not be described again:
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 double-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 disengaged, i.e., the first clutch 71 and the first input shaft 2 do not transmit power, and the engine 1 transmits power to the second driven gear 222 via the second clutch 72.
The second gear shifting and the third gear shifting: in the second gear, the first synchronizer 8 engages the second driven gear 222, the second clutch 72 is engaged, and the first clutch 71 is disengaged; after the control system of the nine-speed double-clutch type automatic transmission sends out a second gear shifting and third gear shifting command, the gear shifting actuating mechanism engages the third synchronizer 10 and the third 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 the second clutch 72 is disengaged, i.e., the second clutch 72 and the second input shaft 3 do not transmit power, and the engine 1 transmits power to the third driven gear 232 via the first clutch 71.
The nine-gear tenth-gear shifting process: in the ninth gear, the fifth synchronizer 12 engages the ninth driven gear 292, the first clutch 71 is engaged, and the second clutch 72 is disengaged; after the control system of the ten-speed double-clutch type automatic transmission sends out a nine-gear ten-gear shifting command, the gear shifting actuating mechanism engages the second synchronizer 9 with the five-gear driven gear 262 and the six-gear driven gear 262 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 disengaged, i.e., the first clutch 71 and the first input shaft 2 do not transmit power, and the engine 1 transmits power to the nine-speed driven gear 292 through the second clutch 72.
The embodiment of the invention also provides a vehicle which comprises a controller and the ten-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 synchronizer 13 are connected with and controlled by the controller.
The ten-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 ten-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 five-gear driving gear, a seven-gear driving gear, a nine-gear driving gear and a three-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;
the first output shaft is sequentially provided with 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; 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;
the second output shaft is sequentially provided with an eight-gear driven gear, a fourth synchronizer, a fourth gear driven gear, a seventh gear driven gear, a fifth synchronizer and a ninth gear driven gear; the eight-gear driven gear and the fourth-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;
and the reverse shaft is provided with a reverse driven gear and a reverse synchronizer, the reverse driven gear is connected with the second-gear driven gear, and the power is output to the reverse shaft through the reverse synchronizer.
2. The ten-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 disposed on the first input shaft in a direction away from the engine.
3. The ten-speed dual clutch automatic transmission according to claim 1, wherein the eight-speed drive gear, the second-speed drive gear, the sixth-speed drive gear, and the fourth-speed drive gear are sequentially disposed on the second input shaft in a direction away from the engine.
4. The ten-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 ten-speed dual clutch automatic transmission according to claim 1, characterized in that the first input shaft, the second input shaft, the first output shaft, the second output shaft, and the reverse shaft are arranged in parallel.
6. The ten-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, a second main reduction gear provided on the second output shaft for outputting 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 connected to a ring gear of a differential at the same time.
7. The ten-speed dual clutch automatic transmission according to claim 6, wherein the third main reduction gear, the reverse synchronizer, and the reverse driven gear are disposed on the reverse shaft in this order in a direction away from the engine.
8. The ten-speed dual clutch automatic transmission of claim 6, wherein the first main reduction gear is located on a side of the second-speed driven gear that is closer to the engine, and the second main reduction gear is located on a side of the eighth-speed driven gear that is closer to the engine;
the first, second, and third main reduction gears are co-planar gear sets.
9. The ten-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 a ten-speed dual clutch automatic transmission according to any one of claims 1 to 9, 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 connected to and controlled by the controller.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910719712.1A CN112343979B (en) | 2019-08-06 | 2019-08-06 | Ten-speed double-clutch type automatic transmission and vehicle |
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| CN201910719712.1A CN112343979B (en) | 2019-08-06 | 2019-08-06 | Ten-speed double-clutch type automatic transmission and vehicle |
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| CN112343979B (en) | 2022-04-19 |
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