CN113389854A - Eight-speed double-clutch transmission and automobile - Google Patents
Eight-speed double-clutch transmission and automobile Download PDFInfo
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- CN113389854A CN113389854A CN202010167196.9A CN202010167196A CN113389854A CN 113389854 A CN113389854 A CN 113389854A CN 202010167196 A CN202010167196 A CN 202010167196A CN 113389854 A CN113389854 A CN 113389854A
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- driven gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- 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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2051—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with eight engaging means
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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
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Abstract
The invention belongs to the technical field of automobile clutches, and particularly relates to an eight-speed double-clutch transmission and an automobile. The eight-speed double-clutch transmission comprises an outer input shaft and an inner input shaft which are coaxially nested, wherein a fourth-sixth gear driving gear and a second-gear driving gear are arranged on the outer input shaft, and a first-gear driving gear, a third-gear driving gear and a fifth-seventh gear driving gear are arranged on the inner input shaft; a fourth-gear driven gear, a second-gear driven gear, a first-gear driven gear and a fifth-gear driven gear are sequentially sleeved on the first output shaft in an empty mode; the second output shaft is sequentially sleeved with a six-gear driven gear, a three-gear driving gear and a seven-gear driven gear in an empty manner; the third output shaft is sleeved with an eight-gear driven gear in an empty manner; an idler wheel is sleeved above the idler wheel shaft; the synchronizer is used for controlling the combination and the separation of all driven gears and the shaft on which the driven gears are arranged. The eight-speed double clutch transmission can realize the speed change of eight gears, so that the speed ratio of each gear of an automobile is more reasonable, the eight-speed double clutch transmission has better dynamic property and economic index, and the oil consumption is reduced.
Description
Technical Field
The invention belongs to the technical field of automobile clutches, and particularly relates to an eight-speed double-clutch transmission and an automobile.
Background
With the continuous development of automobile technology, a dual clutch transmission with high efficiency and high comfort gradually becomes a new development trend. In the double-clutch automatic transmission in the prior art, two gearboxes and two clutches are integrated in one gearbox, 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 a gear shifting process can be realized, namely, the power is not interrupted in the gear shifting process, and the gear shifting of a vehicle is rapid and stable.
However, since the conventional double clutch type automatic transmission mostly uses dual output shafts or a single output shaft, and is generally disposed in a manner of using a common drive gear or a linearly disposed gear train, its axial dimension is long, so that the installation space of a vehicle, particularly a small vehicle, driven by a front transverse engine or a front wheel is limited, and therefore, the above-mentioned double clutch type automatic transmission in the prior art is difficult to be employed, and since the number of gear positions for speed change is small, it is difficult for the engine to operate in an optimum operation region, thereby adversely affecting the power efficiency and the economical efficiency of the entire vehicle.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the technical problems that an existing double clutch is limited in installation space, few in speed change gears and the like are solved, and an eight-speed double clutch transmission and an automobile are provided.
To solve the above problems, an embodiment of the present invention provides an eight-speed dual clutch transmission, including:
the outer input shaft is coaxially nested with the inner input shaft, the outer input shaft is connected with a power source through a first clutch, the inner input shaft is connected with the power source through a second clutch, a fourth-sixth gear driving gear and a second-sixth gear driving gear are sequentially and fixedly arranged on the outer input shaft in the direction far away from the power source, and a first-gear driving gear, a third-gear driving gear and a fifth-seventh gear driving gear are sequentially and fixedly arranged on the inner input shaft in the direction far away from the power source;
a fourth-gear driven gear meshed with the fourth-sixth-gear driving gear, a second-gear driven gear meshed with the second-gear driving gear, a first-gear driven gear meshed with the first-gear driving gear and a fifth-gear driven gear meshed with the fifth-seventh-gear driving gear are sleeved on the first output shaft in an air-tight manner;
a sixth-gear driven gear meshed with the fourth and sixth-gear driving gears, a third-gear driving gear meshed with the third-gear driving gear and a seventh-gear driven gear meshed with the fifth and seventh-gear driving gear are sleeved on the second output shaft in an air-free manner;
the third output shaft is sleeved with an eight-gear driven gear;
the idler shaft is sleeved with an idler wheel which is meshed with the six-gear driven gear and the eight-gear driven gear;
and the synchronizing device is used for controlling the combination and the separation of all driven gears and the shaft on which the driven gears are arranged.
Optionally, a reverse driven gear engaged with the second-gear driven gear is further sleeved on the second output shaft, and the reverse driven gear is located between the sixth-gear driven gear and the third-gear driven gear.
Optionally, the synchronization apparatus includes: and the second-fourth gear synchronizer is connected to the first output shaft and positioned between the fourth-gear driven gear and the second-fourth gear driven gear, and is used for controlling the combination and separation of the second-gear driven gear and the fourth-gear driven gear with the first output shaft.
Optionally, the synchronization apparatus further includes: and the first-fifth gear synchronizer is connected to the first output shaft and positioned between the first-gear driven gear and the fifth-gear driven gear, and is used for controlling the combination and separation of the first-gear driven gear and the fifth-gear driven gear with the first output shaft.
Optionally, the synchronization apparatus further includes: and the sixth-gear synchronizer is connected to the second output shaft and is positioned between the sixth-gear driven gear and the reverse gear driven gear and used for controlling the combination and the separation of the sixth-gear driven gear and the second output shaft.
Optionally, the reverse driven gear comprises a meshing portion and an overhang portion connected to an end of the meshing portion remote from the sixth driven gear; the third-gear driven gear is sleeved on the extension part in an empty mode.
Optionally, a reverse synchronizer connected to the extension for controlling engagement and disengagement of the second output shaft of the third driven gear.
Optionally, the synchronization apparatus further includes: and the pseudo-gear synchronizer is connected to the second output shaft and positioned between the third-gear driven gear and the seventh-gear driven gear and is used for controlling the combination and separation of the third-gear driven gear and the seventh-gear driven gear with the second output shaft.
Optionally, the synchronization apparatus further includes: and the eight-gear synchronizer is connected to the third output shaft and is used for controlling the combination and separation of the eight-gear driven gear and the third output shaft.
In the eight-speed double-clutch transmission, the inner input shaft, the outer input shaft, the first output shaft, the second output shaft, the third output shaft and the idler shaft are all designed in parallel, so that the eight-speed double-clutch transmission is short in distance in the direction of the power source, the manufacturing cost of the eight-speed double-clutch transmission is reduced, the structure is compact, and the installation space is small; in addition, the inner input shaft is provided with a first-gear driving gear, a third-gear driving gear and a fifth-seventh-gear driving gear, and the outer input shaft is provided with a fourth-sixth-gear driving gear and a second-gear driving gear, so that the inner input shaft and the driving gears on the outer input shaft of the eight-speed double-clutch transmission are convenient to install and maintain; and through the meshing with the driven gears on the first output shaft, the second output shaft, the third output shaft and the idler shaft, the speed change of eight gears can be realized, so that the speed ratio of each gear of the automobile is more reasonable, better dynamic performance and economic index can be obtained, and the oil consumption is reduced.
The invention also provides an automobile comprising the eight-speed double-clutch transmission.
Drawings
The invention is further illustrated with reference to the following figures and examples.
Fig. 1 is a schematic structural diagram of an eight-speed dual clutch transmission according to an embodiment of the present invention.
The reference numerals in the specification are as follows:
1. an outer input shaft; 11. a first clutch; 12. a fourth and a sixth gear driving gear; 13. a second gear driving gear; 2. an inner input shaft; 21. a second clutch; 22. a first gear driving gear; 23. a third gear driving gear; 24. a fifth-seventh gear driving gear; 3. a first output shaft; 31. a first main reduction gear; 32. a fourth-gear driven gear; 33. A second-gear driven gear; 34. a first-gear driven gear; 35. a fifth-speed driven gear; 4. a second output shaft; 41. A second main reduction gear; 42. a six-speed driven gear; 43. a third-gear driven gear; 44. a seven-speed driven gear; 45. a reverse driven gear; 5. a third output shaft; 51. a third main reduction gear; 52. an eight-gear driven gear; 6. an idler shaft; 61. an idler pulley; 7. a synchronization device; 71. a second and fourth gear synchronizer; 72. a fifth gear synchronizer; 73. a sixth gear synchronizer; 74. a reverse gear synchronizer; 75. a pseudo-ginseng grade synchronizer; 76. an eight-gear synchronizer; 8. a transmission; 81. a ring gear; 9. a power source.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly 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.
It is to be understood that the terms "upper", "lower", "left", "right", "front", "rear", "middle", and the like, as used herein, refer to an orientation or positional relationship based on that shown in the drawings, which is for convenience in describing the invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the invention.
As shown in fig. 1, an embodiment of the present invention provides an eight-speed dual clutch transmission, including:
the input shaft assembly comprises an outer input shaft 1 and an inner input shaft 2 which are coaxially nested together, wherein the outer input shaft 1 is connected with a power source 9 through a first clutch 11, the inner input shaft 2 is connected with the power source 9 through a second clutch 21, a fourth-sixth gear driving gear 12 and a second-gear driving gear 13 are sequentially and fixedly arranged on the outer input shaft 1 in a direction far away from the power source 9, and a first-gear driving gear 22, a third-gear driving gear 23 and a fifth-seventh gear driving gear 24 are sequentially and fixedly arranged on the inner input shaft 2 in a direction far away from the power source 9; it can be understood that the outer input shaft 1 is a hollow shaft, the inner input shaft 2 is a solid shaft, and the outer input shaft 1 is nested on the inner input shaft 2, so that the eight-speed double clutch transmission is compact in structure. The power source 9 includes, but is not limited to, an engine or a motor, etc.
Specifically, the fourth-sixth gear driving gear 12 and the second-gear driving gear 13 may be fixedly connected to the inner input shaft 2 through spline connection, welding, interference connection, or the like, or integrally formed with the inner input shaft 2; the first-gear driving gear 22, the third-gear driving gear 23 and the fifth-seventh-gear driving gear 24 may be fixedly connected to the outer input shaft 1 through spline connection, welding, interference connection, or the like, or integrally formed with the outer input shaft 1.
A fourth-gear driven gear 32 engaged with the fourth-sixth-gear driving gear 12, a second-gear driven gear 33 engaged with the second-gear driving gear 13, a first-gear driven gear 34 engaged with the first-gear driving gear 22, and a fifth-gear driven gear 35 engaged with the fifth-seventh-gear driving gear 24 are sleeved on the first output shaft 3;
preferably, in an embodiment, a first main reduction gear 31 engaged with a ring gear 81 of a differential 8 is fixedly arranged at one end of the first output shaft 3 close to the power source 9; a fourth-gear driven gear 32 meshed with the fourth-sixth-gear driving gear 12, a second-gear driven gear 33 meshed with the second-gear driving gear 13, a first-gear driven gear 34 meshed with the first-gear driving gear 22 and a fifth-gear driven gear 35 meshed with the fifth-seventh-gear driving gear 24 are sequentially sleeved on the first output shaft 3 in a direction away from the first main reduction gear 31 in an empty manner; it is understood that the first main reduction gear 31 may be fixedly connected to the first output shaft 3 by spline connection, welding, interference connection, or the like, or integrally formed with the first output shaft 3, and the fourth-gear driven gear 32, the second-gear driven gear 33, and the fifth-gear driven gear 35 are sleeved on the first output shaft 3 by needle bearings.
A sixth-gear driven gear 42 meshed with the fourth-sixth-gear driving gear 12, a third-gear driving gear 23 meshed with the third-gear driving gear 23, and a seventh-gear driven gear 44 meshed with the fifth-seventh-gear driving gear 24 are sleeved on the second output shaft 4 in an air-free manner;
preferably, in an embodiment, a second main reduction gear 41 engaged with the ring gear 81 of the differential 8 is fixedly arranged at one end of the second output shaft 4 close to the power source 9; a sixth-gear driven gear 42 meshed with the fourth-sixth-gear driving gear 12, a third-gear driving gear 23 meshed with the third-gear driving gear 23 and a seventh-gear driven gear 44 meshed with the fifth-seventh-gear driving gear 24 are sequentially sleeved on the second output shaft 4 in a direction away from the second main reduction gear 41; it is understood that the second main reduction gear 41 may be fixedly connected to the second output shaft 4 by spline connection, welding, interference connection, or the like, or integrally formed with the second output shaft 4, and the sixth-gear driven gear 42, the third-gear driving gear 23, and the seventh-gear driven gear 44 are sleeved on the second output shaft 4 through needle bearings.
The third output shaft 5 is sleeved with an eight-gear driven gear 52 in an empty manner on the third output shaft 5;
preferably, in an embodiment, a third main reduction gear 51 engaged with the ring gear 81 of the differential 8 is fixedly arranged at one end of the third output shaft 5 close to the power source 9; an eight-gear driven gear 52 is also sleeved on one end, far away from the third main reduction gear 51, of the third output shaft 5 in an empty manner; it is understood that the third main reduction gear 51 may be fixedly connected to the third output shaft 5 by spline connection, welding, interference connection, or the like, or integrally formed with the third output shaft 5, and the eight-speed driven gear 52 is sleeved on the third output shaft 5 by a needle bearing.
An idler shaft 6, wherein an idler wheel 61 meshed with the six-gear driven gear and the eight-gear driven gear 52 is sleeved on the idler shaft 6;
preferably, in an embodiment, the idler shaft 6 is arranged in parallel with the inner input shaft 2, and an idler wheel 61 meshed with the six-gear driven gear 42 and the eight-gear driven gear 52 is sleeved on the idler shaft 6; it will be appreciated that the idler wheel 61 is journalled on the idler shaft 6 by means of needle bearings.
Preferably, the first output shaft 3, the second output shaft 4, the third output shaft 5, and the idler shaft 6 are all disposed in parallel with the inner input shaft 2.
And the synchronizing device 7 is used for controlling the combination and the separation of all driven gears and the shaft on which the driven gears are positioned.
The fifth-seventh gear driving gear 24, the fifth-gear driven gear 35 and the seventh-gear driven gear 44 are coplanar gears, that is, the fifth-gear driven gear 35 and the seventh-gear driven gear 44 are both engaged with the fifth-seventh gear driving gear 24; the fourth-sixth gear driving gear 12, the fourth-fourth gear driven gear 32 and the sixth gear driven gear 42 are coplanar gears, and the fourth-sixth gear driven gear 32 and the sixth gear driven gear 42 are both meshed with the fourth-sixth gear driving gear 12; the ring gear 81 of the differential 8 and the first main reduction gear 31, the second main reduction gear 41, the third main reduction gear 51 are coplanar gears, specifically, the ring gear 81 is a ring gear with a large diameter, the first main reduction gear 31, the second main reduction gear 41, the third main reduction gear 51 are gears with a small diameter, and are distributed at different positions of the ring gear 81 and are all meshed with the ring gear 81.
In the eight-speed double-clutch transmission, an inner input shaft 2, an outer input shaft 1, a first output shaft 3, a second output shaft 4, a third output shaft 5 and an idler shaft 6 are all designed in parallel, so that the eight-speed double-clutch transmission is short in distance in the direction of a power source 9; the eight-speed double-clutch transmission can be applied to an automatic transmission, and a manufacturing mode of a manual transmission is adopted (the eight-speed double-clutch transmission is equivalent to combining two manual transmissions on one transmission), so that the manufacturing of a middle planetary gear of the traditional automatic transmission is overcome, the manufacturing cost of the eight-speed double-clutch transmission is reduced, the structure is compact, and the installation space is small; in addition, the first-gear driving gear 22, the third-gear driving gear 23 and the fifth-seventh-gear driving gear 24 are arranged on the inner input shaft 2, and the fourth-sixth-gear driving gear 12 and the second-gear driving gear 13 are arranged on the outer input shaft 1, so that the mounting and maintenance of the driving gears on the inner input shaft 2 and the outer input shaft 1 of the eight-speed double clutch transmission are facilitated; and the speed of eight gears can be changed by meshing with the driven gears on the first output shaft 3, the second output shaft 4, the third output shaft 5 and the idler shaft 6, so that the speed ratio of each gear of the automobile is more reasonable, better dynamic performance and economic index can be obtained, and the oil consumption is reduced.
In one embodiment, as shown in fig. 1, a reverse driven gear 45 engaged with the second-speed driven gear 33 is further sleeved on the second output shaft 4, and the reverse driven gear 45 is located between the sixth-speed driven gear 42 and the third-speed driven gear 43. It is understood that the reverse driven gear 45 is sleeved on the second output shaft 4 through a needle bearing, wherein the second-speed driven gear 33 is a coplanar gear with the second-speed driving gear 13 and the reverse driven gear 45, that is, the second-speed driven gear 33 is simultaneously meshed with the second-speed driving gear 13 and the reverse driven gear 45. The reverse driven gear 45 is designed to realize the reverse driving of the vehicle (the transmission path of each gear when the vehicle runs in reverse gear, which is described in detail below).
In one embodiment, as shown in fig. 1, the synchronization device 7 includes: and a second-fourth gear synchronizer 71 connected to the first output shaft 3 and located between the fourth gear driven gear 32 and the second gear driven gear 33, wherein the second-fourth gear synchronizer 71 is used for controlling the combination and separation of the second gear driven gear 33 and the fourth gear driven gear 32 with the first output shaft 3. It is understood that the second-fourth gear synchronizer 71 is a conventional synchronizer which slides on the first output shaft 3 under the control of a shifting fork, and the inner ring of the second-fourth gear synchronizer 71 is provided with an internal spline, while the outer surface of the first output shaft 3 is provided with an external spline, which can realize that the second-fourth gear synchronizer 71 can only move along the axial direction of the first output shaft 3, but can not rotate around the first output shaft 3.
In one embodiment, as shown in fig. 1, the synchronization device 7 further includes: a fifth-gear synchronizer 72 connected to the first output shaft 3 and located between the first-gear driven gear 34 and the fifth-gear driven gear 35, wherein the fifth-gear synchronizer 72 is used for controlling the combination and separation of the first-gear driven gear 34 and the fifth-gear driven gear 35 with the first output shaft 3. It can be understood that the fifth first-gear synchronizer is a conventional synchronizer which slides on the first output shaft 3 under the control of a shifting fork, and the inner rings of the first fifth-gear synchronizer 72 are all provided with internal splines and the outer surface of the first output shaft 3 is provided with external splines, so that the fifth first-gear synchronizer 72 can only move along the axial direction of the first output shaft 3 but cannot rotate around the first output shaft 3.
In one embodiment, as shown in fig. 1, the synchronization device 7 further includes: and a sixth-speed synchronizer 73 connected to the second output shaft 4 and located between the sixth-speed driven gear 42 and the reverse driven gear 45, wherein the sixth-speed synchronizer 73 is used for controlling the combination and separation of the sixth-speed driven gear 42 and the second output shaft 4. It can be understood that the sixth-gear synchronizer 73 is a conventional synchronizer which slides on the second output shaft 4 under the control of a shifting fork, and the inner rings of the sixth-gear synchronizer 73 are provided with internal splines and the outer surface of the second output shaft 4 is provided with external splines, so that the sixth-gear synchronizer 73 can only move along the axial direction of the second output shaft 4 but cannot rotate around the second output shaft 4.
In one embodiment, the reverse driven gear 45 includes a meshing portion and an overhang portion connected to an end of the meshing portion remote from the sixth driven gear 42; the third-speed driven gear 43 is freely sleeved on the overhang part, and understandably, the third-speed driven gear 43 is freely sleeved on the overhang part of the reverse driven gear 45 through a needle bearing, so that the installation space of the eight-speed double clutch transmission is further reduced.
In an embodiment, the synchronization device 7 further comprises: a reverse synchronizer 74 connected to the overhang portion, the reverse synchronizer 74 being used to control engagement and disengagement of the third driven gear 43 with and from the second output shaft 4. As can be appreciated, the reverse synchronizer 74 is fixedly connected with an extension through the third driven gear 43, and the reverse synchronizer 74 is a conventional synchronizer, which is controlled by a shifting fork to slide on an extension part of the reverse driven gear 45, and inner rings of the reverse synchronizer 74 are all provided with internal splines, the provision of external splines on the outer surface of the overhang portion of the reverse driven gear 45, which enables the reverse synchronizer 74 to move only in the axial direction of the overhang portion of the reverse driven gear 45, but not about the extension of the reverse driven gear 45, and the reverse synchronizer 74 is fixedly connected to the third driven gear 43, so that the second output shaft 4 has enough space for installing other components, or the length of the second output shaft 4 can be made shorter, so that the eight-speed double clutch transmission is more compact in structure.
In one embodiment, as shown in fig. 1, the synchronization device 7 further includes: and a pseudo-gear synchronizer 75 connected to the second output shaft 4 and located between the third-gear driven gear 43 and the seventh-gear driven gear 44, wherein the pseudo-gear synchronizer 75 is used for controlling the connection and disconnection of the third-gear driven gear 43 and the seventh-gear driven gear 44 with and from the second output shaft 4. It can be understood that the pseudo-gear synchronizer 75 is a conventional synchronizer, which slides on the second output shaft 4 under the control of a shifting fork, and the inner rings of the pseudo-gear synchronizer 75 are all provided with internal splines and the outer surface of the second output shaft 4 is provided with external splines, so that the pseudo-gear synchronizer 75 can only move along the axial direction of the second output shaft 4, but cannot rotate around the second output shaft 4.
In one embodiment, as shown in fig. 1, the synchronization device 7 further includes: an eight-speed synchronizer 76 connected to the third output shaft 5, wherein the eight-speed synchronizer 76 is used for controlling the combination and separation of the eight-speed driven gear 52 and the third output shaft 5. It can be understood that the eight-gear synchronizer 76 is a conventional synchronizer which slides on the third output shaft 5 under the control of a shifting fork, and the inner rings of the eight-gear synchronizer 76 are provided with internal splines, and the outer surface of the third output shaft 5 is provided with external splines, so that the eight-gear synchronizer 76 can only move along the axial direction of the third output shaft 5, but can not rotate around the third output shaft 5.
In the present invention, the eight forward gears and one reverse gear of the eight-speed dual clutch transmission have the following transmission routes:
a first gear transmission route: the first-fifth synchronizer 72 is engaged with the first-speed driven gear 34, and the first clutch 11 is closed; the power source 9 drives the inner input shaft 2 to rotate through the first clutch 11, and then drives the first-gear driving gear 22 to rotate (because the first-gear driving gear 22 is fixedly connected to the inner input shaft 2), and then drives the first-gear driven gear 34 to rotate (because the first-gear driven gear 34 is meshed with the first-gear driving gear 22), because the first-fifth-gear synchronizer 72 is engaged with the first-gear driven gear 34, the rotation of the first-gear driven gear 34 drives the rotation of the first output shaft 3, and then the first main speed reduction gear 31 drives the differential gear 8 to rotate through the differential gear 8 gear ring 81, and finally, the rotation of the automobile wheel at the first gear is realized.
A second gear transmission route: the second-fourth synchronizer 71 is engaged with the second-speed driven gear 33, and the second clutch 21 is closed; the power supply 9 passes through the second clutch 21 drives the outer input shaft 1 rotates, drives the second gear driving gear 13 rotates (because the second gear driving gear 13 fixed connection is in on the outer input shaft 1), drives the second gear driven gear 33 rotates (because the second gear driven gear 33 with the meshing of second gear driving gear 13), because the second four-gear synchronizer 71 with the second gear driven gear 33 joint to drive the first output shaft 3 rotates, thereby drives the rotation of first main speed reduction gear 31, through the differential mechanism 8 ring gear 81 drives differential mechanism 8 rotates, finally realizes the rotation of auto wheel when second gear.
A third gear transmission route: the pseudo-gear synchronizer 75 is engaged with the third-gear driven gear 43, and the second clutch 21 is closed; the power source 9 drives the outer input shaft 1 to rotate through the second clutch 21, drives the rotation of the third gear driving gear 23 (because the third gear driving gear 23 is fixedly connected to the outer input shaft 1), and then drives the rotation of the third gear driven gear 43 (because the third gear driven gear 43 is meshed with the third gear driving gear 23), and the pseudo-ginseng gear synchronizer 75 is engaged with the third gear driven gear 43 to drive the second output shaft 4 to rotate, so as to drive the rotation of the second main speed reduction gear 41, and the differential gear 8 is driven to rotate through the gear ring 81 of the differential gear 8, so that the rotation of the automobile wheel in the third gear is finally realized.
A fourth gear transmission route: the second fourth synchronizer 71 is engaged with the fourth driven gear 32, and the second clutch 21 is closed; the power source 9 drives the outer input shaft 1 to rotate through the second clutch 21, drives the fourth six-gear driving gear 12 to rotate (because the fourth six-gear driving gear 12 is fixedly connected to the outer input shaft 1), and then drives the fourth four-gear driven gear 32 to rotate (because the fourth four-gear driven gear 32 is meshed with the fourth six-gear driving gear 12), and because the second four-gear synchronizer 71 is engaged with the fourth four-gear driven gear 32, the first output shaft 3 is driven to rotate, the first main speed reduction gear 31 is driven to rotate, the differential gear 8 is driven by the differential gear ring 81, and finally the rotation of the automobile wheel at the fourth gear is realized.
A fifth gear transmission route: the first-fifth gear synchronizer 72 is combined with the fifth gear driven gear 35, and the first clutch 11 is closed; the power source 9 drives the inner input shaft 2 to rotate through the first clutch 11, drives the five-seven-gear driving gear 24 to rotate (because the five-seven-gear driving gear 24 is fixedly connected to the inner input shaft 2), then drives the five-gear driven gear 35 (because the five-gear driven gear 35 is meshed with the five-seven-gear driving gear 24), and drives the first output shaft 3 to rotate due to the combination of the first five-gear synchronizer 72 and the five-gear driven gear 35, so as to drive the first main speed reduction gear 31 to rotate, and drives the differential gear 8 to rotate through the differential gear ring 81 of the differential gear 8, so that the rotation of the automobile wheel in five gears is finally realized.
A sixth gear transmission route: the sixth synchronizer 73 is engaged with the sixth driven gear 42, and the second clutch 21 is closed; the power source 9 drives the outer input shaft 1 to rotate through the second clutch 21, drives the four-six gear driving gear 12 to rotate (because the four-six gear driving gear 12 is fixedly connected to the outer input shaft 1), then drives the six gear driven gear 42 to rotate (because the six gear driven gear 42 is meshed with the four-six gear driving gear 12), and drives the second output shaft 4 to rotate due to the engagement of the six gear synchronizer 73 and the six gear driven gear 42, so as to drive the rotation of the second output shaft 4 and further drive the rotation of the second main reduction gear 41, and drives the differential gear 8 to rotate through the gear ring 81 of the differential gear 8, and finally realizes the rotation of the automobile wheel at six gear.
A seven-gear transmission route: the pseudo-gear synchronizer 75 is engaged with the third-gear driven gear 43, and the first clutch 11 is closed; the power source 9 drives the inner input shaft 2 to rotate through the first clutch 11, drives the five-seven-gear driving gear 24 to rotate (because the five-seven-gear driving gear 24 is fixedly connected to the inner input shaft 2), then drives the seven-gear driven gear 44 to rotate (because the seven-gear driven gear 44 is meshed with the five-seven-gear driving gear 24), and drives the second output shaft 4 to rotate due to the engagement of the pseudo-gear synchronizer 75 and the third-gear driven gear 43, so as to drive the second group of reduction gears to rotate, and drives the differential gear 8 to rotate through the gear ring 81 of the differential gear 8, so that the rotation of the automobile wheel at seven gears is finally realized.
Eight-gear transmission route: the eighth synchronizer 76 is engaged with the eighth driven gear 52, and the second clutch 21 is closed; the power source 9 drives the external input shaft 1 to rotate through the second clutch 21, drives the four-six-gear driving gear to rotate (because the four-six-gear driving gear 12 is fixedly connected to the external input shaft 1), then drives the six-gear driven gear 42 to rotate (because the six-gear driven gear 42 is meshed with the four-six-gear driving gear 12), then drives the idler 61 to rotate (because the idler 61 is meshed with the six-gear driven gear 42), and further drives the eight-gear driven gear 52 to rotate (because the idler 61 is also meshed with the eight-gear driven gear 52), and because the eight-gear synchronizer 76 is engaged with the eight-gear driven gear 52, the third output shaft 5 is driven to rotate, and then the third main reduction gear 51 is driven to rotate, and the differential 8 is driven to rotate through the gear ring 81 of the differential 8, finally, the rotation of the automobile wheel in the eighth gear is realized.
Reverse gear transmission line: the reverse synchronizer is combined with the third-gear driven gear 43, the first-fifth-gear synchronizer 72 is combined with the first-gear driven gear 34, and the second clutch 21 is closed; the power source 9 drives the external input shaft 1 to rotate through the second clutch 21, drives the second-gear driving gear 13 to rotate (because the second-gear driving gear 13 is fixedly connected to the external input shaft 1), then drives the second-gear driven gear 33 to rotate (because the second-gear driven gear 33 is engaged with the second-gear driving gear 13), then drives the reverse driven gear 45 to rotate (because the reverse driven gear 45 is engaged with the second-gear driven gear 33), and then drives the third-gear driven gear 43 to rotate and then drives the third-gear driving gear 23 to engage (because the third-gear driving gear 23 is engaged with the third-gear driven gear 43), thus driving the internal input shaft 2 to rotate, thereby driving the first gear driving gear 22 to rotate, driving the first gear driven gear 34 to rotate (because the first gear driven gear 34 is meshed with the first gear driving gear 22), and driving the second output shaft 4 to rotate because the first five-gear synchronizer 72 is combined with the first gear driven gear 34, thereby driving the second main reduction gear 41 to rotate, driving the differential gear 8 to rotate through the gear ring 81 of the differential gear 8, and finally realizing the rotation of the automobile wheels during gear backing.
Further, the principle of the eight-speed dual clutch transmission during shifting is described by taking the first gear and the second gear as an example when the automobile runs, and the switching of other gears is the same as the first gear and the second gear, and is not described herein again.
When the automobile runs in the first gear, the first-fifth gear synchronizer 72 is engaged with the first-gear driven gear 22, the first clutch 11 is closed, and the second clutch 21 is opened; at this time, after the control system of the eight-speed dual clutch transmission receives a first gear shift command, the control system controls the shift actuator to engage the second-fourth gear synchronizer 71 and the second-gear driven gear 33 in advance; at this time, the second clutch 21 is still in an open state, that is, the second clutch 21 does not drive the outer input shaft 1 to rotate; as the gear shifting process continues, the first clutch 11 is gradually opened, and at the same time, the second clutch 21 is gradually closed, during which there is always clutch engagement (including the first clutch 11 and the second clutch 21), and no torque interruption occurs; after the first clutch 11 is fully open and the second clutch 21 is fully closed, the shifting process is ended. At this time, the first clutch 11 is in an open state, that is, the first clutch 11 does not drive the inner input shaft 2 to rotate, the power source 9 drives the outer input shaft 1 to rotate through the second clutch 21, and drives the second-gear driving gear 13 and the second-gear driven gear 33 to rotate, and finally, the driving of the automobile in the second gear is realized, and the step of shifting the first gear of the automobile to the second gear is completed.
The invention also provides an automobile comprising the eight-speed double-clutch transmission.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. An eight speed dual clutch transmission comprising:
the input shaft structure comprises an outer input shaft (1) and an inner input shaft (2) which are coaxially nested together, wherein the outer input shaft (1) is connected with a power source (9) through a first clutch (11), the inner input shaft (2) is connected with the power source (9) through a second clutch (21), a fourth-sixth gear driving gear (12) and a second-gear driving gear (13) are sequentially and fixedly arranged on the outer input shaft (1) in the direction far away from the power source (9), and a first-gear driving gear (22), a third-gear driving gear (23) and a fifth-seventh gear driving gear (24) are sequentially and fixedly arranged on the inner input shaft (2) in the direction far away from the power source (9);
a fourth-gear driven gear (32) meshed with the fourth-sixth-gear driving gear (12), a second-gear driven gear (33) meshed with the second-gear driving gear (13), a first-gear driven gear (34) meshed with the first-gear driving gear (22) and a fifth-gear driven gear (35) meshed with the fifth-seventh-gear driving gear (24) are sleeved on the first output shaft (3) in an empty manner;
a sixth-gear driven gear (42) meshed with the fourth and sixth-gear driving gear (12), a third-gear driving gear (23) meshed with the third-gear driving gear (23) and a seventh-gear driven gear (44) meshed with the fifth and seventh-gear driving gear (24) are sleeved on the second output shaft (4) in an air-free mode;
the third output shaft (5), the third output shaft (5) is sleeved with an eight-gear driven gear (52);
the idler shaft (6), the idler (61) which is meshed with the six-gear driven gear and the eight-gear driven gear (52) is sleeved on the idler shaft (6);
and the synchronizing device (7) is used for controlling the combination and the separation of all driven gears and the shaft on which the driven gears are positioned.
2. The eight-speed dual clutch transmission according to claim 1, characterized in that a reverse driven gear (45) meshing with the second-speed driven gear (33) is further sleeved on the second output shaft (4), the reverse driven gear (45) being located between the sixth-speed driven gear (42) and the third-speed driven gear (43).
3. Eight-speed dual clutch transmission according to claim 1, characterized in that the synchronizing device (7) comprises: and a second and fourth gear synchronizer (71) connected to the first output shaft (3) and positioned between the fourth gear driven gear (32) and the second gear driven gear (33), wherein the second and fourth gear synchronizer (71) is used for controlling the combination and separation of the second gear driven gear (33) and the fourth gear driven gear (32) with the first output shaft (3).
4. The eight-speed dual clutch transmission according to claim 1, wherein the synchronizing device (7) further comprises: and the first-fifth gear synchronizer (72) is connected to the first output shaft (3) and positioned between the first-gear driven gear (34) and the fifth-gear driven gear (35), and the first-fifth gear synchronizer (72) is used for controlling the combination and separation of the first-gear driven gear (34) and the fifth-gear driven gear (35) with the first output shaft (3).
5. The eight-speed dual clutch transmission according to claim 2, wherein the synchronizing device (7) further comprises: a sixth-gear synchronizer (73) connected to the second output shaft (4) and located between the sixth-gear driven gear (42) and the reverse driven gear (45), the sixth-gear synchronizer (73) being used for controlling the connection and disconnection of the sixth-gear driven gear (42) and the second output shaft (4).
6. The eight-speed dual clutch transmission according to claim 2, wherein the reverse driven gear (45) includes an engaging portion and an overhang portion connected to an end of the engaging portion remote from the sixth driven gear (42); the third-gear driven gear (43) is sleeved on the protruding part in an empty mode.
7. The eight-speed dual clutch transmission according to claim 6, wherein the synchronizing device (7) further comprises: a reverse synchronizer (74) connected to the extension, the reverse synchronizer (74) for controlling engagement and disengagement of the third driven gear (43) with and from the second output shaft (4).
8. The eight-speed dual clutch transmission according to claim 1, wherein the synchronizing device (7) further comprises: and the pseudo-gear synchronizer (75) is connected to the second output shaft (4) and is positioned between the third-gear driven gear (43) and the seventh-gear driven gear (44), and the pseudo-gear synchronizer (75) is used for controlling the combination and the separation of the third-gear driven gear (43) and the seventh-gear driven gear (44) and the second output shaft (4).
9. The eight-speed dual clutch transmission according to claim 1, wherein the synchronizing device (7) further comprises: an eight-gear synchronizer (76) connected to the third output shaft (5), the eight-gear synchronizer (76) being used for controlling the combination and separation of the eight-gear driven gear (52) and the third output shaft (5).
10. The invention also provides a motor vehicle comprising an eight-speed dual clutch transmission according to any of claims 1 to 9.
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| CN202010167196.9A CN113389854B (en) | 2020-03-11 | 2020-03-11 | Eight-speed double-clutch transmission and automobile |
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| CN202010167196.9A CN113389854B (en) | 2020-03-11 | 2020-03-11 | Eight-speed double-clutch transmission and automobile |
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| US20050262956A1 (en) * | 2004-05-25 | 2005-12-01 | David Janson | Dual clutch automatic transaxle |
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| CN201916428U (en) * | 2010-12-20 | 2011-08-03 | 浙江吉利汽车研究院有限公司 | Dual-clutch automatic transmission |
| CN104455236A (en) * | 2014-11-28 | 2015-03-25 | 安徽江淮汽车股份有限公司 | Double-clutch speed changer transmission device |
| CN104773063A (en) * | 2015-01-16 | 2015-07-15 | 比亚迪股份有限公司 | Speed changer, power transmission system and vehicle |
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2020
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20050262956A1 (en) * | 2004-05-25 | 2005-12-01 | David Janson | Dual clutch automatic transaxle |
| CN101691886A (en) * | 2008-03-31 | 2010-04-07 | Gm全球科技运作股份有限公司 | Double-clutch transmission for vehicles |
| CN201916428U (en) * | 2010-12-20 | 2011-08-03 | 浙江吉利汽车研究院有限公司 | Dual-clutch automatic transmission |
| CN104455236A (en) * | 2014-11-28 | 2015-03-25 | 安徽江淮汽车股份有限公司 | Double-clutch speed changer transmission device |
| CN104773063A (en) * | 2015-01-16 | 2015-07-15 | 比亚迪股份有限公司 | Speed changer, power transmission system and vehicle |
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