CN112443630A - Automatic transmission and vehicle with same - Google Patents

Automatic transmission and vehicle with same Download PDF

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Publication number
CN112443630A
CN112443630A CN201910816904.4A CN201910816904A CN112443630A CN 112443630 A CN112443630 A CN 112443630A CN 201910816904 A CN201910816904 A CN 201910816904A CN 112443630 A CN112443630 A CN 112443630A
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CN
China
Prior art keywords
gear
output shaft
reverse
driven
driven gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201910816904.4A
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Chinese (zh)
Inventor
邰昌宁
马粉粉
黄波
凌晓明
龙雨诗
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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Filing date
Publication date
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Priority to CN201910816904.4A priority Critical patent/CN112443630A/en
Publication of CN112443630A publication Critical patent/CN112443630A/en
Pending legal-status Critical Current

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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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

Abstract

A first gear group of the automatic transmission is arranged between a first input shaft and a second output shaft, a second reverse gear group is arranged between the second input shaft and the first output shaft and the second output shaft, a third gear group is arranged between the first input shaft and the first output shaft, a fourth sixth gear group is arranged between the second input shaft and the first output shaft and the second output shaft, a fifth gear group is arranged between the first input shaft and the second output shaft, and the first gear group, the third gear group, the fifth gear group, the fourth sixth gear group and the second reverse gear group are sequentially arranged along the direction from far away from a power source to near the power source. The automatic transmission has the advantages of simple structure, reasonable gear arrangement, small deflection of an output shaft, and realization of good oil consumption and economy within the range of the optimal speed ratio.

Description

Automatic transmission and vehicle with same
Technical Field
The invention relates to the field of transmissions, in particular to an automatic transmission and a vehicle with the same.
Background
With the development of the automobile industry and the increasing importance of the society on environmental protection, automobile emission regulations are becoming strict, the requirements on the comfort of the whole automobile and the fuel consumption economy are becoming higher and higher, hybrid power driven automobiles, particularly P2 type hybrid driven automobiles, become the mainstream trend of the traditional power driven automobiles in the period of transition to pure electric driven automobiles increasingly, on the basis of a double-clutch transmission, a separating clutch is added to be connected with a motor, a hydraulic torque converter is omitted, the structure is simpler, but the existing hybrid power automatic transmission generally has a more complex structure, or can only realize pure electric and hybrid drive of partial gears, the efficiency is low, the manufacturing cost is high, and the fuel consumption is high. For example, the BSG (Belt drive integrated Starter Generator) with a light mixing structure, which is widely used at present, is not obvious to improve the fuel efficiency, and gradually cannot meet the increasingly severe emission standard.
Disclosure of Invention
The invention provides an automatic transmission and a vehicle with the same.
The invention provides an automatic transmission, which comprises a first input shaft, a second input shaft, a first output shaft, a second output shaft, a first clutch, a second clutch, a first gear group, a second reverse gear group, a third gear group, a fourth gear group, a sixth gear group, a fifth gear group and a power source, wherein the second input shaft is sleeved outside the first input shaft, the first input shaft is selectively connected to the power source through the first clutch, the second input shaft is selectively connected to the power source through the second clutch, the first gear group is arranged between the first input shaft and the second output shaft, the second reverse gear group is arranged between the second input shaft and the first output shaft and the second output shaft, the third gear group is arranged between the first input shaft and the first output shaft, the four-six gear set is arranged between the second input shaft and the first output shaft and between the second output shaft, the five gear set is arranged between the first input shaft and the second output shaft, and the first gear set, the three gear set, the five gear set, the four-six gear set and the two reverse gear set are sequentially arranged from the direction far away from the power source to the direction close to the power source.
Further, the first-gear group comprises a first-gear driving gear and a first-gear driven gear, the first-gear driving gear is fixed on the first input shaft, the first-gear driven gear is sleeved on the second output shaft in a free mode, and the first-gear driving gear is meshed with the first-gear driven gear;
the two reverse gear set comprises a two reverse gear driving gear, a two gear driven gear and a reverse gear driven gear, the two reverse gear driving gear is fixed on the second input shaft, the two gear driven gear is sleeved on the first output shaft in a free mode, the reverse gear driven gear is sleeved on the second output shaft in a free mode, the two reverse gear driving gear is meshed with the two gear driven gear, and the reverse gear driven gear is meshed with the two gear driven gear;
the three-gear set comprises a three-gear driving gear and a three-gear driven gear, the three-gear driving gear is fixed on the first input shaft, the three-gear driven gear is sleeved on the first output shaft in a hollow mode, and the three-gear driving gear is meshed with the three-gear driven gear;
the four-sixth gear set comprises a four-sixth gear driving gear, a four-sixth gear driven gear and a six-sixth gear driven gear, the four-sixth gear driving gear is fixed on the second input shaft, the four-fourth gear driven gear is sleeved on the second output shaft in an empty mode, the six-sixth gear driven gear is sleeved on the first output shaft in an empty mode, the four-fourth gear driven gear is meshed with the four-sixth gear driving gear, and the six-sixth gear driven gear is meshed with the four-sixth gear driving gear;
the five-gear set comprises a five-gear driving gear and a five-gear driven gear, the five-gear driving gear is fixed on the first input shaft, the five-gear driven gear is sleeved on the second output shaft in a free mode, and the five-gear driving gear is meshed with the five-gear driven gear.
Further, the automatic transmission also comprises a third gear synchronizer, a first-fifth gear synchronizer, a second-sixth gear synchronizer and a fourth reverse gear synchronizer;
the third-gear synchronizer is arranged on the first output shaft and is positioned on one side, away from the sixth-gear driven gear, of the third-gear driven gear, and the third-gear synchronizer selectively connects the third-gear driven gear with the first output shaft;
the first-fifth gear synchronizer is arranged on the second output shaft and is positioned between the first-fifth gear driven gear and the fifth-fifth gear driven gear, and the first-fifth gear synchronizer selectively connects the first-fifth gear driven gear or the fifth gear driven gear with the second output shaft;
the second-sixth gear synchronizer is arranged on the first output shaft and is positioned between the second-gear driven gear and the sixth-gear driven gear, and the second-sixth gear synchronizer selectively connects the second-gear driven gear or the sixth-gear driven gear with the first output shaft;
the fourth reverse gear synchronizer is arranged on the second output shaft and is positioned between the fourth-gear driven gear and the reverse gear driven gear, and the fourth reverse gear synchronizer selectively connects the fourth-gear driven gear or the reverse gear driven gear with the second output shaft.
Further, in reverse, the second clutch is closed and the four reverse synchronizer is engaged with the reverse driven gear.
Furthermore, the four-gear and six-gear set and the two reverse gear set are coplanar gear sets.
Further, automatic transmission still includes first final reduction gear, second final reduction gear, differential mechanism ring gear and drive shaft, first final reduction gear is fixed first output shaft is close to the one end of power supply, the second final reduction gear is fixed the second output shaft is close to the one end of power supply, the differential mechanism ring gear set up in on the differential mechanism, the differential mechanism ring gear respectively with first final reduction gear with the meshing of second final reduction gear, first final reduction gear with the second final reduction gear through with the meshing of differential mechanism ring gear, with power transmission to differential mechanism, differential mechanism with the drive shaft links to each other.
Further, the power source comprises a motor, and the motor is connected with the first input shaft and the second input shaft through the first clutch and the second clutch respectively.
Further, the automatic transmission further includes a third clutch and an engine, the engine being connected to the first clutch and the second clutch through the third clutch.
The invention also provides a vehicle comprising the automatic transmission.
In summary, the embodiment of the present invention provides an automatic transmission, in which three low-gear gears, namely a first-gear driven gear, a third-gear driven gear and a second-reverse-gear driven gear, are disposed at two ends of an output shaft to be close to a support bearing, so as to avoid excessive deflection of the output shaft, reduce transmission errors of the gear gears, and significantly improve NVH performance and fuel consumption economy of the automatic transmission. Furthermore, through combination and separation of the first clutch, the second clutch and the third clutch and control of the working states of the motor and the engine, pure motor driving and hybrid driving can be realized, and seven working modes can be realized.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented in accordance with the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more clearly understood, the following preferred embodiments are described in detail with reference to the accompanying drawings.
Drawings
Fig. 1 is a schematic structural diagram of an automatic transmission according to an embodiment of the present invention.
Detailed Description
To further explain the technical means and effects of the present invention adopted to achieve the predetermined objects, the present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments.
The invention provides an automatic transmission and a vehicle with the same.
Fig. 1 is a schematic structural diagram of an automatic transmission according to an embodiment of the present invention. As shown in fig. 1, an automatic transmission according to an embodiment of the present invention includes a first input shaft 11, a second input shaft 12, a first output shaft 13, a second output shaft 14, a first clutch 41, a second clutch 42, a first-gear set 15, a second-reverse gear set 16, a third-gear set 17, a fourth-sixth-gear set 18, a fifth-gear set 19, and a power source 20. The first input shaft 11, the second input shaft 12, the first output shaft 13, and the second output shaft 14 are arranged in parallel, and each shaft is supported by a transmission case through a bearing. The second input shaft 12 is a hollow shaft, the second input shaft 12 is sleeved on the outer side of the first input shaft 11, the axial length of the first input shaft 11 is greater than that of the second input shaft 12, the first clutch 41 and the second clutch 42 are coaxially arranged, the first input shaft 11 is selectively connected to the power source 20 through the first clutch 41, and the second input shaft 12 is selectively connected to the power source 20 through the second clutch 42. The first-gear set 15 is disposed between the first input shaft 11 and the second output shaft 14, the second reverse-gear set 16 is disposed between the second input shaft 12 and the first output shaft 13 and the second output shaft 14, the third-gear set 17 is disposed between the first input shaft 11 and the first output shaft 13, and the fourth-sixth-gear set 18 is disposed between the second input shaft 12 and the first output shaft 13 and the second output shaft 14. The fifth gear gearset 19 is disposed between the first input shaft 11 and the second output shaft 14. The first-gear set 15, the third-gear set 17, the fifth-gear set 19, the fourth-sixth-gear set 18 and the second-reverse-gear set 16 are sequentially arranged from the direction far away from the power source 20 to the direction close to the power source 20. That is, the first-gear group 15, the third-gear group 17, and the second-reverse gear group 16 are disposed at both end portions of each of the input shaft and the output shaft.
In this embodiment, the three low-gear sets of the first-gear set 15, the third-gear set 17 and the second-gear reverse gear set 16 are arranged at two ends of the shaft so as to be close to the support bearing, so that the excessive deflection of the output shaft is avoided, the transmission error of the gear gears is reduced, and the NVH performance and the oil consumption economy of the automatic transmission can be remarkably improved.
With reference to fig. 1, the first-gear set 15 includes a first-gear driving gear 151 and a first-gear driven gear 152, the first-gear driving gear 151 may be fixed on the first input shaft 11 by welding, spline, interference press-fitting, or integrally manufactured, the first-gear driven gear 152 may be loosely sleeved on the second output shaft 14 by a bearing, and the first-gear driving gear 151 is engaged with the first-gear driven gear 152.
Two reverse gear wheel sets 16 include two reverse gear driving gears 161, two keep off driven gear 162 and reverse gear driven gear 163, two reverse gear driving gears 161 can be fixed on second input shaft 12 through modes such as welding, the spline, interference pressure equipment or integrated manufacturing, two keep off driven gear 162 can be through bearing free sleeve on first output shaft 13, reverse gear driven gear 163 can be through bearing free sleeve on second output shaft 14, two reverse gear driving gears 161 and two keep off driven gear 162 meshing, reverse gear driven gear 163 and two keep off driven gear 162 meshing. The second reverse drive gear 161, the second reverse driven gear 162, and the reverse driven gear 163 are a co-planar gear set.
The third gear set 17 includes a third gear driving gear 171 and a third gear driven gear 172, the third gear driving gear 171 may be fixed to the first input shaft 11 by welding, spline, interference press-fitting, or integrally manufactured, and the like, the third gear driven gear 172 may be idly sleeved on the first output shaft 13 by a bearing, and the third gear driving gear 171 is engaged with the third gear driven gear 172.
The fourth-sixth gear set 18 includes a fourth-sixth gear driving gear 181, a fourth-sixth gear driven gear 182 and a sixth gear driven gear 183, the fourth-sixth gear driving gear 181 may be fixed to the second input shaft 12 by welding, spline, interference press-fitting, or integrally manufactured, the fourth gear driven gear 182 may be idly mounted to the second output shaft 14 through a bearing, the sixth gear driven gear 183 may be idly mounted to the first output shaft 13 through a bearing, the fourth gear driven gear 182 is engaged with the fourth-sixth gear driving gear 181, and the sixth gear driven gear 183 is engaged with the fourth-sixth gear driving gear 181. The fourth-sixth speed drive gear 181, the fourth-fourth speed driven gear 182, and the sixth speed driven gear 183 are a co-planar gear set.
The fifth-gear set 19 includes a fifth-gear driving gear 191 and a fifth-gear driven gear 192, the fifth-gear driving gear 191 may be fixed to the first input shaft 11 by welding, spline, interference press-fitting, or integrally manufactured, and the like, the fifth-gear driven gear 192 may be idly sleeved on the second output shaft 14 by a bearing, and the fifth-gear driving gear 191 is engaged with the fifth-gear driven gear 192.
In the embodiment, the driven gear of each gear is directly meshed with the corresponding driving gear, so that the transmission efficiency is high, the transmission error of each gear is small, the gear transmission is more stable, and the NVH performance of the whole automatic transmission is obviously improved. In addition, in this embodiment, the reverse gear driven gear 163 is meshed with the second gear driven gear 161, that is, in the reverse gear mode, the second gear driven gear 162 serves as a transmission component of the reverse gear driven gear 163, the second reverse gear driving gear 161 transmits power to the reverse gear driven gear 163 through the second gear driven gear 162, a dedicated reverse gear idler shaft is saved, the arrangement space of the automatic transmission can be made to be more compact, the overall weight of the automatic transmission can be reduced, oil consumption is further saved, cost is saved, oil consumption economy of the automatic transmission is improved, meanwhile, due to the fact that the number of gear meshes is reduced, the transmission can be made to be smoother, and efficiency is higher. Further, by using coplanar gears for the three gears of the two reverse gear set 16 and the three gears of the four sixth gear set 18, the axial length is shortened and the weight is reduced. Further, in the embodiment, the first gear and the reverse gear can be controlled by two different clutches, and the clutches are switched along with the first gear and the reverse gear, so that the service life of the clutches is prolonged.
Further, the automatic transmission also includes a third-gear synchronizer 31, a fifth-gear synchronizer 32, a second-sixth-gear synchronizer 33, and a fourth-reverse synchronizer 34.
The third-speed synchronizer 31 is provided on the first output shaft 13 on a side of the third-speed driven gear 172 remote from the sixth-speed driven gear 183, and the third-speed synchronizer 31 selectively connects the third-speed driven gear 172 with the first output shaft 13.
A fifth-speed synchronizer 32 is provided on the second output shaft 14 between the first-speed driven gear 152 and the fifth-speed driven gear 192, and the fifth-speed synchronizer 32 selectively connects the first-speed driven gear 152 or the fifth-speed driven gear 192 with the second output shaft 14.
The second-sixth speed synchronizer 33 is provided on the first output shaft 13 between the second-speed driven gear 162 and the sixth-speed driven gear 183, and the second-sixth speed synchronizer 33 selectively connects the second-speed driven gear 162 or the sixth-speed driven gear 183 to the first output shaft 13.
The fourth reverse synchronizer 34 is provided on the second output shaft 14 between the fourth driven gear 182 and the reverse driven gear 163, and the fourth reverse synchronizer 34 selectively connects either the fourth driven gear 182 or the reverse driven gear 163 with the second output shaft 14.
Further, the automatic transmission further includes a first final reduction gear 51, a second final reduction gear 52, a differential 60, a differential ring gear 61 and a drive shaft 62, the first final reduction gear 51 is fixed at one end of the first output shaft 13 close to the power source 20, the second final reduction gear 52 is fixed at one end of the second output shaft 14 close to the power source 20, the differential ring gear 61 is disposed on the differential 60, the differential ring gear 61 is respectively engaged with the first final reduction gear 51 and the second final reduction gear 52, the first final reduction gear 51 and the second final reduction gear 52 transmit power to the differential 60 by engaging with the differential ring gear 61, and the differential 60 is connected with the drive shaft 62. The first final drive gear 51, the second final drive gear 52 and the differential ring gear 61 are co-planar gear sets.
The power transmission paths of the six forward gears and the reverse gear are as follows:
first-gear forward gear power transmission path: the first clutch 41 is closed, the first-fifth gear synchronizer 32 is engaged with the first-fifth gear driven gear 152, and the power provided by the power source 20 (i.e., the torque provided by the power source) is transmitted to the drive shaft 62 sequentially through the first clutch 41, the first input shaft 11, the first-gear driving gear 151, the first-gear driven gear 152, the first-fifth gear synchronizer 32, the second output shaft 14, the second main reduction gear 52, the differential ring gear 61, and the differential 60.
Two-gear forward gear power transmission path: the second clutch 42 is closed, the second-sixth speed synchronizer 33 is engaged with the second-speed driven gear 162, and the power supplied from the power source 20 is transmitted to the drive shaft 62 through the second clutch 42, the second input shaft 12, the second-reverse driving gear 161, the second-speed driven gear 162, the second-sixth speed synchronizer 33, the first output shaft 13, the first main reduction gear 51, the differential ring gear 61, and the differential 60 in this order.
Power transmission path of the third forward gear: the first clutch 41 is closed, the third synchronizer 31 is engaged with the third driven gear 172, and the power provided by the power source 20 is transmitted to the drive shaft 62 through the first clutch 41, the first input shaft 11, the third driving gear 171, the third driven gear 172, the third synchronizer 31, the first output shaft 13, the first main reduction gear 51, the differential ring gear 61, and the differential 60 in this order.
Power transmission path of the fourth forward gear: the second clutch 42 is closed, the fourth reverse synchronizer 34 is engaged with the fourth driven gear 182, and the power provided by the power source 20 is transmitted to the drive shaft 62 via the second clutch 42, the second input shaft 12, the fourth sixth driving gear 181, the fourth driven gear 182, the fourth reverse synchronizer 34, the second output shaft 14, the second main reduction gear 52, the differential ring gear 61 and the differential 60 in this order.
Power transmission path of fifth forward gear: the first clutch 41 is closed, the first-fifth synchronizer 32 is engaged with the fifth driven gear 192, and the power provided by the power source 20 is transmitted to the drive shaft 62 through the first clutch 41, the first input shaft 11, the fifth driving gear 191, the fifth driven gear 192, the first-fifth synchronizer 32, the second output shaft 14, the second main reduction gear 52, the differential ring gear 61 and the differential 60 in sequence.
Power transmission path of the sixth forward gear: the second clutch 42 is closed, the second-sixth speed synchronizer 33 is coupled to the sixth speed driven gear 183, and the power supplied from the power source 20 is transmitted to the drive shaft 62 via the second clutch 42, the second input shaft 12, the fourth-sixth speed driving gear 181, the sixth speed driven gear 183, the second-sixth speed synchronizer 33, the first output shaft 13, the first final drive gear 51, the differential ring gear 61, and the differential 60 in this order.
Reverse gear power transmission path: the second clutch 42 is closed, the fourth reverse synchronizer 34 is engaged with the reverse driven gear 163, and the power supplied from the power source 20 is transmitted to the drive shaft 62 via the second clutch 42, the second input shaft 12, the second reverse drive gear 161, the second reverse driven gear 162, the reverse driven gear 163, the fourth reverse synchronizer 34, the second output shaft 14, the second final drive gear 52, the differential ring gear 61, and the differential 60 in this order.
In the present embodiment, the power source 20 includes the motor 21, and the motor 21 is connected to the first input shaft 11 and the second input shaft 12 through the first clutch 41 and the second clutch 42, respectively.
Further, the automatic transmission further includes a third clutch 43 and the engine 22, the third clutch 43 is disposed coaxially with the first clutch 41 and the second clutch 42, and the engine 22 is connected to the first clutch 41 and the second clutch 42 through the third clutch 43, and selectively transmits power generated by the engine 22 to the first input shaft 11 or the second input shaft 12. The combination and the separation of the first clutch 41, the second clutch 42 and the third clutch 43, and the control of the operating states of the motor 21 and the engine 22 can realize pure electric motor drive and hybrid drive, and can realize seven operating modes, which are as follows:
pure motor drive mode: under low-speed working conditions such as vehicle starting and traffic jam, the third clutch 43 is disconnected, the engine 22 does not participate in driving, the motor 21 serves as a driving motor at the moment, the vehicle is in a pure electric motor driving mode at the moment, and pure electric motor driving in different gears can be achieved by selectively closing the first clutch 41 or the second clutch 42. When the vehicle is running on a smooth road, the third clutch 43 is disengaged, so that the load of the engine 22 can be reduced during running of the vehicle, and the running resistance during coasting can be reduced.
Parallel driving mode: the third clutch 43 is closed, so that the engine 22 and the motor 21 can be driven in parallel, and the motor 21 can be used as a generator and a driving motor. When the power provided by the engine 22 is insufficient, additional torque can be provided by the motor 21, a parallel driving mode is realized, and the system power is improved.
Direct drive mode of the engine: when the engine 22 is in the economy mode, the motor 21 is not powered, and the third clutch 43 is closed, so that the vehicle is in the engine direct drive mode.
The driving charging mode is as follows: if the output power of the engine 22 is excessive, the motor 21 is used as a generator to charge the battery, thereby realizing the charging mode of driving.
A braking energy recovery mode: the third clutch 43 is disengaged, and is mainly used for storing the energy regenerated by the brake in the battery through the power converter when the vehicle running at high speed brakes for a long time, and charging the battery to realize the braking energy recovery mode.
Starting the engine mode: in the electric-only drive mode, when the power is insufficient to meet the vehicle driving power demand or the battery level is low, the third clutch 43 may be closed to start the engine 22; the motor 21 can replace a starter of a traditional vehicle, and the motor 21 is utilized to start the engine 22; when a long braking process is about to be completed and it is necessary to restart the engine 22, the braking energy can be used to restart the engine 22.
Parking charging mode: when the vehicle is in a parking condition and the battery level is low, the third clutch 43 is closed and the engine 22 charges the battery.
The embodiment can realize seven working modes, is suitable for various road conditions, ensures that the engine 22 always operates in the optimal working area, improves the efficiency of the engine 22, and saves energy and reduces emission.
Further, the first clutch 41 and the second clutch 42 are dual clutches. The wear of a single clutch is reduced, the overall service life of the clutch is prolonged, and the gear shifting time of the double clutches is short.
In summary, in the automatic transmission provided in the embodiments of the present invention, the first-gear set 15, the third-gear set 17, and the second-gear reverse gear set 16 are disposed at two ends of the shaft to be close to the support bearing, so as to avoid the excessive deflection of the output shaft, reduce the transmission error of the gear gears, and significantly improve the NVH performance and the fuel consumption economy of the automatic transmission. Further, by engaging and disengaging the first clutch 41, the second clutch 42, and the third clutch 43, and controlling the operating states of the motor 21 and the engine 22, pure electric drive and hybrid drive can be realized, and seven operating modes can be realized.
The present invention also provides a vehicle including the above automatic transmission, and other technical features of the vehicle are referred to in the prior art and are not described herein again.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (9)

1. An automatic transmission characterized in that: the automatic transmission comprises a first input shaft, a second input shaft, a first output shaft, a second output shaft, a first clutch, a second clutch, a first gear group, a second reverse gear group, a third gear group, a fourth gear group, a sixth gear group, a fifth gear group and a power source, wherein the second input shaft is sleeved outside the first input shaft, the first input shaft is selectively connected to the power source through the first clutch, the second input shaft is selectively connected to the power source through the second clutch, the first gear group is arranged between the first input shaft and the second output shaft, the second reverse gear group is arranged between the second input shaft and the first output shaft and the second output shaft, the third gear group is arranged between the first input shaft and the first output shaft, and the fourth gear group is arranged between the second input shaft and the first output shaft and the second output shaft The five-gear set is arranged between the first input shaft and the second output shaft, and the first gear set, the third gear set, the five-gear set, the fourth-sixth gear set and the second reverse gear set are sequentially arranged from the position far away from the power source to the position close to the power source.
2. The automatic transmission of claim 1, wherein: the first-gear set comprises a first-gear driving gear and a first-gear driven gear, the first-gear driving gear is fixed on the first input shaft, the first-gear driven gear is sleeved on the second output shaft in a free mode, and the first-gear driving gear is meshed with the first-gear driven gear;
the two reverse gear set comprises a two reverse gear driving gear, a two gear driven gear and a reverse gear driven gear, the two reverse gear driving gear is fixed on the second input shaft, the two gear driven gear is sleeved on the first output shaft in a free mode, the reverse gear driven gear is sleeved on the second output shaft in a free mode, the two reverse gear driving gear is meshed with the two gear driven gear, and the reverse gear driven gear is meshed with the two gear driven gear;
the three-gear set comprises a three-gear driving gear and a three-gear driven gear, the three-gear driving gear is fixed on the first input shaft, the three-gear driven gear is sleeved on the first output shaft in a hollow mode, and the three-gear driving gear is meshed with the three-gear driven gear;
the four-sixth gear set comprises a four-sixth gear driving gear, a four-sixth gear driven gear and a six-sixth gear driven gear, the four-sixth gear driving gear is fixed on the second input shaft, the four-fourth gear driven gear is sleeved on the second output shaft in an empty mode, the six-sixth gear driven gear is sleeved on the first output shaft in an empty mode, the four-fourth gear driven gear is meshed with the four-sixth gear driving gear, and the six-sixth gear driven gear is meshed with the four-sixth gear driving gear;
the five-gear set comprises a five-gear driving gear and a five-gear driven gear, the five-gear driving gear is fixed on the first input shaft, the five-gear driven gear is sleeved on the second output shaft in a free mode, and the five-gear driving gear is meshed with the five-gear driven gear.
3. The automatic transmission of claim 2, wherein: the automatic transmission also comprises a three-gear synchronizer, a first-five-gear synchronizer, a second-six-gear synchronizer and a fourth reverse gear synchronizer;
the third-gear synchronizer is arranged on the first output shaft and is positioned on one side, away from the sixth-gear driven gear, of the third-gear driven gear, and the third-gear synchronizer selectively connects the third-gear driven gear with the first output shaft;
the first-fifth gear synchronizer is arranged on the second output shaft and is positioned between the first-fifth gear driven gear and the fifth-fifth gear driven gear, and the first-fifth gear synchronizer selectively connects the first-fifth gear driven gear or the fifth gear driven gear with the second output shaft;
the second-sixth gear synchronizer is arranged on the first output shaft and is positioned between the second-gear driven gear and the sixth-gear driven gear, and the second-sixth gear synchronizer selectively connects the second-gear driven gear or the sixth-gear driven gear with the first output shaft;
the fourth reverse gear synchronizer is arranged on the second output shaft and is positioned between the fourth-gear driven gear and the reverse gear driven gear, and the fourth reverse gear synchronizer selectively connects the fourth-gear driven gear or the reverse gear driven gear with the second output shaft.
4. The automatic transmission of claim 3, wherein: in reverse, the second clutch is closed and the four reverse synchronizer is engaged with the reverse driven gear.
5. The automatic transmission of claim 2, wherein: the four-gear and six-gear set and the two reverse gear set are coplanar gear sets.
6. The automatic transmission of claim 2, wherein: automatic transmission still includes first final reduction gear, second final reduction gear, differential mechanism ring gear and drive shaft, first final reduction gear is fixed first output shaft is close to the one end of power supply, the second final reduction gear is fixed the second output shaft is close to the one end of power supply, the differential mechanism ring gear set up in on the differential mechanism, the differential mechanism ring gear respectively with first final reduction gear with the meshing of second final reduction gear, first final reduction gear with second final reduction gear through with the meshing of differential mechanism ring gear, with power transmission extremely the differential mechanism, the differential mechanism with the drive shaft links to each other.
7. The automatic transmission of claim 1, wherein: the power source comprises a motor, and the motor is connected with the first input shaft and the second input shaft through the first clutch and the second clutch respectively.
8. The automatic transmission of claim 7, wherein: the automatic transmission further includes a third clutch and an engine, the engine being connected to the first clutch and the second clutch through the third clutch.
9. A vehicle, characterized in that: the vehicle includes an automatic transmission according to any one of claims 1 to 8.
CN201910816904.4A 2019-08-30 2019-08-30 Automatic transmission and vehicle with same Pending CN112443630A (en)

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN201851608U (en) * 2010-09-28 2011-06-01 安徽江淮汽车股份有限公司 Transmission device of dual-clutch transmission
US20150167785A1 (en) * 2013-12-18 2015-06-18 Hyundai Motor Company Power transmitting apparatus for hybrid electric vehicle
CN104786819A (en) * 2015-03-10 2015-07-22 重庆长安汽车股份有限公司 Vehicle and highly integrated hybrid power drive system thereof
CN205715479U (en) * 2016-06-29 2016-11-23 长城汽车股份有限公司 Double-clutch automatic gearbox and vehicle
WO2016202583A1 (en) * 2015-06-15 2016-12-22 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Double-clutch transmission and vehicle transmission
CN107191552A (en) * 2017-06-06 2017-09-22 重庆长安汽车股份有限公司 A kind of double-clutch automatic gearbox transmission device
CN208364707U (en) * 2018-06-20 2019-01-11 浙江吉利控股集团有限公司 Three clutch hybrid gearboxes
CN208896853U (en) * 2018-10-09 2019-05-24 广州汽车集团股份有限公司 Hybrid electric drive system and vehicle

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN201851608U (en) * 2010-09-28 2011-06-01 安徽江淮汽车股份有限公司 Transmission device of dual-clutch transmission
US20150167785A1 (en) * 2013-12-18 2015-06-18 Hyundai Motor Company Power transmitting apparatus for hybrid electric vehicle
CN104786819A (en) * 2015-03-10 2015-07-22 重庆长安汽车股份有限公司 Vehicle and highly integrated hybrid power drive system thereof
WO2016202583A1 (en) * 2015-06-15 2016-12-22 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Double-clutch transmission and vehicle transmission
CN205715479U (en) * 2016-06-29 2016-11-23 长城汽车股份有限公司 Double-clutch automatic gearbox and vehicle
CN107191552A (en) * 2017-06-06 2017-09-22 重庆长安汽车股份有限公司 A kind of double-clutch automatic gearbox transmission device
CN208364707U (en) * 2018-06-20 2019-01-11 浙江吉利控股集团有限公司 Three clutch hybrid gearboxes
CN208896853U (en) * 2018-10-09 2019-05-24 广州汽车集团股份有限公司 Hybrid electric drive system and vehicle

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Application publication date: 20210305