CN114763822A - Nine-speed dual-clutch automatic transmission and vehicle - Google Patents
Nine-speed dual-clutch automatic transmission and vehicle Download PDFInfo
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- CN114763822A CN114763822A CN202110036621.5A CN202110036621A CN114763822A CN 114763822 A CN114763822 A CN 114763822A CN 202110036621 A CN202110036621 A CN 202110036621A CN 114763822 A CN114763822 A CN 114763822A
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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
- F16H3/001—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion convertible for varying the gear-ratio, e.g. for selecting one of several shafts as the input 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
- F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine 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
- F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
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- General Engineering & Computer Science (AREA)
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Abstract
The invention relates to a nine-speed double-clutch automatic transmission and a vehicle, which comprise an engine, two output shafts and two input shafts, wherein the two input shafts are respectively connected to the engine through clutches; the first input shaft is provided with a driving gear with three, five and seven gears, the second input shaft is provided with a driving gear with two, four, six and eight gears, the first output shaft is provided with a driven gear with two, five and six gears, the second output shaft is provided with a driven gear with three, four, seven and eight gears, the driven gear outputs power to the corresponding output shaft through a corresponding synchronizer, the power output by the engine is sequentially transmitted to the first output shaft through the gear gears of the five, six and two gears in a bypassing manner to realize power output of the first gear, and the power output by the engine is sequentially transmitted to the second output shaft through the gear gears of the six, five and seven gears in a bypassing manner to realize power output of the nine gears. The gear gears of the first gear and the ninth gear are cancelled, the first gear and the ninth gear are driven by bypassing, the speed ratio range is wide, the transmission efficiency is high, the axial size is short, the number of parts is small, the weight is reduced, and the cost is reduced.
Description
Technical Field
The invention belongs to the field of transmissions, and particularly relates to a nine-speed dual-clutch automatic transmission and a vehicle.
Background
The double-clutch type automatic Transmission integrates two gearboxes and two clutches into one Transmission, two input shafts which are rotatably sleeved together are respectively connected with one clutch, the two input shafts respectively transmit power of two gearbox speed groups, and a gear shifting program is completed by automatic switching between the two clutches, so that power gear shifting in the gear shifting process can be realized, namely, power is not interrupted in the gear shifting process, the defect of gear shifting impact of an Automated Mechanical Transmission (AMT) is overcome, the power of an engine can be always transmitted to wheels in the gear shifting process of a vehicle, gear shifting is rapid and stable, the acceleration of the vehicle is ensured, and the running comfort of the vehicle is greatly improved because the vehicle does not generate rapid deceleration caused by gear shifting. The existing double-clutch type automatic transmission is generally provided with a gear corresponding to each forward gear, if the gear is increased to realize more gears, the problems of complex structure, more parts, large axial length and high cost exist, the double-clutch type automatic transmission is difficult to be applied to small-sized vehicles driven by front transverse engines and front wheels, meanwhile, the transmission efficiency can be influenced due to large load, if the gear is reduced to realize the reduction of the axial length, the engine is difficult to work in an optimal working area, the transmission efficiency is low, and thus, the dynamic property and the economical efficiency of the whole vehicle are adversely influenced.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the problem that the transmission efficiency of an automatic transmission in the existing scheme is low, a nine-speed double-clutch automatic transmission and a vehicle are provided.
In order to solve the technical problem, an embodiment of the present invention provides a nine-speed dual-clutch automatic transmission, including an engine, a first input shaft, a second input shaft, a first output shaft, and a second output shaft, where the first input shaft is connected to the engine through a first clutch, and the second input shaft is connected to the engine through a second clutch; the first input shaft is fixedly provided with a three-gear driving gear, a five-gear driving gear and a seven-gear driving gear;
the second input shaft is fixedly provided with a second four-gear driving gear, a sixth-gear driving gear and an eighth-gear driving gear;
a second-gear driven gear, a fifth-gear driven gear and a sixth-gear driven gear are arranged on the first output shaft;
a third-gear driven gear, a fourth-gear driven gear, a seventh-gear driven gear and an eighth-gear driven gear are arranged on the second output shaft;
synchronizers are arranged on the first output shaft and the second output shaft, the second-gear driven gear, the fifth-gear driven gear and the sixth-gear driven gear output power to the first output shaft through the synchronizers positioned on the first output shaft, and the third-gear driven gear, the fourth-gear driven gear, the seventh-gear driven gear and the eighth-gear driven gear output power to the second output shaft through the synchronizers positioned on the second output shaft;
The power output by the engine is sequentially transmitted to a first output shaft through the five-gear driving gear, the five-gear driven gear, the six-gear driving gear, the two-fourth-gear driving gear and the two-gear driven gear in a winding manner, and the first-gear power output can be realized;
the power output by the engine is sequentially transmitted to the second output shaft through the six-gear driving gear, the six-gear driven gear, the five-gear driving gear, the seven-gear driving gear and the seven-gear driven gear in a bypassing manner, and nine-gear power output can be realized.
Optionally, the first input shaft and the second input shaft are nested with each other;
the synchronizer arranged on the first output shaft comprises a first synchronizer, a second synchronizer and a third synchronizer;
the second-gear driven gear, the first synchronizer, the sixth-gear driven gear, the second synchronizer, the fifth-gear driven gear and the third synchronizer are sequentially arranged on the first output shaft;
the second-gear driven gear and the sixth-gear driven gear output power to the first output shaft through the first synchronizer, the fifth-gear driven gear outputs power to the first output shaft through the third synchronizer, and the sixth-gear driven gear is connected with the fifth-gear driven gear through the second synchronizer;
The synchronizer arranged on the second output shaft comprises a fourth synchronizer and a fifth synchronizer;
the fourth-gear driven gear, the fourth synchronizer, the eighth-gear driven gear, the seventh-gear driven gear, the fifth synchronizer and the third-gear driven gear are sequentially arranged on the second output shaft;
the fourth-gear driven gear and the eighth-gear driven gear output power to the second output shaft through the fourth synchronizer, and the seventh-gear driven gear and the third-gear driven gear output power to the second output shaft through the fifth synchronizer.
Optionally, the seven-gear driving gear, the five-gear driving gear and the three-gear driving gear are sequentially arranged on the first input shaft along a direction away from the engine.
Optionally, the second-fourth gear driving gear, the sixth gear driving gear and the eighth gear driving gear are sequentially arranged on the second input shaft along a direction away from the engine.
Optionally, the reverse driven gear of the nine-speed dual-clutch automatic transmission is arranged on the first output shaft, outputs power to the output shaft through the third synchronizer, and is meshed with the third driven gear.
Optionally, the third drive gear, the third driven gear and the reverse driven gear are co-planar gear sets.
Optionally, the differential further comprises a first main reduction gear arranged on the first output shaft and used for outputting power to wheels and a second main reduction gear arranged on the second output shaft and used for outputting power to the wheels, and the first main reduction gear and the second main reduction gear are meshed with the gear ring of the differential at the same time.
Optionally, the first main reduction gear, the second main reduction gear, and the ring gear of the differential are co-planar gear sets.
Optionally, the first main reduction gear is located on a side of the second-gear driven gear facing away from the first synchronizer, and the second main reduction gear is located on a side of the fourth-gear driven gear facing away from the fourth synchronizer.
An embodiment of the invention provides a vehicle which comprises the nine-speed dual-clutch automatic transmission.
The nine-speed double-clutch automatic transmission and the vehicle provided by the embodiment of the invention are provided with the driving gears and the driven gears of seven gears, and the driving gears and the driven gears of one gear and nine gears are cancelled, so that four gear gears are reduced, the transmission of the first gear and nine gears is realized in a bypassing way of the gear gears of other forward gears, the transmission of multiple gears is obtained by fewer gear gears, the speed ratio range is large, the transmission efficiency is high, the transmission ratio distribution is more reasonable, the engine has more probability to work in the optimal interval, the dynamic property and the economical efficiency are improved, the axial length is shortened, the installation space is saved, the number of parts is small, the structure is simplified, the weight is lightened, and the processing difficulty and the cost are reduced; the power of the engine is selectively transmitted to one of the two input shafts through the selective combination of the two clutches, one of the driven gears linked with the input shafts is selectively connected to the output shaft through the synchronizer in a transmission mode, the power output of a certain forward gear can be achieved, and the working states of the corresponding clutches and the synchronizer can be switched when gear shifting is needed, so that the clutch is convenient to use.
Drawings
FIG. 1 is a schematic illustration of a nine speed, dual clutch automatic transmission according to an embodiment of the present invention;
the reference numerals in the specification are as follows:
1. an engine; 2. a first input shaft; 3. a second input shaft; 4. a first output shaft; 5. a second output shaft;
6. a first clutch; 7. a second clutch;
8. a first synchronizer; 9. a second synchronizer; 10. a third synchronizer; 11. a fourth synchronizer; 12. a fifth synchronizer;
13. a first main reduction gear; 14. a second main reduction gear; 15. a differential mechanism; 151. a ring gear;
224. a second and fourth gear driving gear; 222. a second driven gear; 242. a fourth-gear driven gear;
231. a third gear drive gear; 232. a third-gear driven gear;
251. a fifth gear drive gear; 252. a fifth-gear driven gear;
261. a six-gear driving gear; 262. a six-gear driven gear;
271. a seven-gear driving gear; 272. a seven-speed driven gear;
281. an eight-gear driving gear; 282. an eight-gear driven gear;
29. reverse gear driven gear.
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.
As shown in fig. 1, a nine-speed dual-clutch automatic transmission according to an embodiment of the present invention includes an engine 1, a first input shaft 2, a second input shaft 3, a first output shaft 4, and a second output shaft 5, where the first input shaft 2 is connected to the engine 1 through a first clutch 6, and the second input shaft 3 is connected to the engine 1 through a second clutch 7;
the first input shaft 2 is fixedly provided with a third-gear driving gear 231, a fifth-gear driving gear 251 and a seventh-gear driving gear 271;
the second input shaft 3 is fixedly provided with a second-fourth gear driving gear 224, a sixth gear driving gear 261 and an eighth gear driving gear 281; the second-fourth gear driving gear 224 refers to a gear used for both the second gear transmission and the fourth gear transmission;
the first output shaft 4 is provided with a second-gear driven gear 222, a fifth-gear driven gear 252 and a sixth-gear driven gear 262;
the second output shaft 5 is provided with a third-gear driven gear 232, a fourth-gear driven gear 242, a seventh-gear driven gear 272 and an eighth-gear driven gear 282;
synchronizers are arranged on the first output shaft 4 and the second output shaft 5, the second-gear driven gear 222, the fifth-gear driven gear 252 and the sixth-gear driven gear 262 output power to the first output shaft 4 through the synchronizers on the first output shaft 4, and the third-gear driven gear 232, the fourth-gear driven gear 242, the seventh-gear driven gear 272 and the eighth-gear driven gear 282 output power to the second output shaft 5 through the synchronizers on the second output shaft 5;
The power output by the engine 1 is sequentially transmitted to the first output shaft 4 by the five-gear driving gear 251, the five-gear driven gear 252, the six-gear driven gear 262, the six-gear driving gear 261, the two-fourth-gear driving gear 224 and the two-gear driven gear 222 in a bypassing manner, so that the first-gear power output can be realized;
the power output from the engine 1 is sequentially transmitted to the second output shaft 5 by the six-speed drive gear 261, the six-speed driven gear 262, the five-speed driven gear 252, the five-speed drive gear 251, the seven-speed drive gear 271, and the seven-speed driven gear 272 in a bypassing manner, and thus, the nine-speed power output can be realized.
In addition, the driving gear of each forward gear is correspondingly meshed with the driven gear.
In the present application, for simplicity, the first input shaft 2 and the second input shaft 3 are collectively referred to as an input shaft, the first output shaft 4 and the second output shaft 5 are collectively referred to as an output shaft, the input shaft and the output shaft are collectively referred to as a shaft, the driving gear of the forward gear is collectively referred to as a driving gear, the driven gear of the forward gear and the subsequent reverse gear is collectively referred to as a driven gear, the driving gear and the driven gear are collectively referred to as a gear, the first clutch 6 and the second clutch 7 are collectively referred to as a clutch, and the nine-speed dual-clutch automatic transmission is simply referred to as an automatic transmission.
The nine-speed double-clutch automatic transmission provided by the embodiment of the invention is provided with the driving gears and the driven gears of seven gears, and the driving gears and the driven gears of one gear and nine gears are cancelled, so that four gear gears are reduced, the transmission of the first gear and the nine gears is realized in a bypassing way of the gear gears of other forward gears, the multi-gear transmission is obtained by fewer gear gears, the speed ratio range is large, the transmission efficiency is high, the transmission ratio distribution is more reasonable, the engine 1 has more probability to work in the optimal range, the dynamic property and the economical efficiency are improved, the axial length is shortened, the installation space is saved, the number of parts is small, the structure is simplified, the weight is reduced, and the processing difficulty and the cost are reduced; the power of the engine 1 is selectively transmitted to one of the two input shafts through the selective combination of the two clutches, one of the driven gears linked with the input shaft is selectively connected to the output shaft through the synchronizer in a transmission mode, the power output of a certain forward gear can be achieved, and the working states of the corresponding clutches and the synchronizer can be switched when gear shifting is needed, so that the engine is convenient to use.
In one embodiment, as shown in fig. 1, the first input shaft 2 and the second input shaft 3 are nested within each other;
the synchronizers arranged on the first output shaft 4 comprise a first synchronizer 8, a second synchronizer 9 and a third synchronizer 10;
the second-gear driven gear 222, the first synchronizer 8, the sixth-gear driven gear 262, the second synchronizer 9, the fifth-gear driven gear 252 and the third synchronizer 10 are sequentially arranged on the first output shaft 4;
the second-gear driven gear 222 and the sixth-gear driven gear 262 output power to the first output shaft 4 through the first synchronizer 8, the fifth-gear driven gear 252 outputs power to the first output shaft 4 through the third synchronizer 10, and the sixth-gear driven gear 262 is connected with the fifth-gear driven gear 252 through the second synchronizer 9;
the synchronizers provided on the second output shaft 5 include a fourth synchronizer 11 and a fifth synchronizer 12;
the fourth-speed driven gear 242, the fourth synchronizer 11, the eighth-speed driven gear 282, the seventh-speed driven gear 272, the fifth synchronizer 12, and the third-speed driven gear 232 are arranged on the second output shaft 5 in this order;
the fourth-speed driven gear 242 and the eighth-speed driven gear 282 output power to the second output shaft 5 through the fourth synchronizer 11, and the seventh-speed driven gear 272 and the third-speed driven gear 232 output power to the second output shaft 5 through the fifth synchronizer 12.
The first synchronizer 8 is used for switching between the second gear and the sixth gear, the third synchronizer 10 is used for switching between the fifth gear, the fourth synchronizer 11 is used for switching between the fourth gear and the eighth gear, the fifth synchronizer 12 is used for switching between the seventh gear and the third gear, the second synchronizer 9 and the first synchronizer 8 are used for switching between the first gear, and the second synchronizer 9 and the fifth synchronizer 12 are used for switching between the ninth gear.
On the same output shaft, a synchronizer is arranged by utilizing the gap between adjacent gears, which is beneficial to reducing the axial size of the output shaft;
the nine gears are arranged on the premise of the same external dimension as that of a common six-gear and seven-gear transmission, so that the transmission ratio range is enlarged, the transmission ratio distribution is more reasonable, the engine 1 has more probability to work in the optimal range, the dynamic property and the economical property of the whole vehicle are obviously improved, the structure is simple and compact, and the light weight and the miniaturization of the nine-speed double-clutch automatic transmission are facilitated. The first-gear driving gear and the driven gear of the first gear and the ninth gear are eliminated, the seventh-gear driven gear 272 and the eighth-gear driven gear 282 are adjacently arranged and are two driven gears in the middle of four driven gears on the same output shaft, so that the seventh-gear driving gear 271 and the eighth-gear driving gear 281 can be correspondingly arranged on different input shafts, only one synchronizer (second synchronizer 9) is added, the fourth-gear driven gear 242, the eighth-gear driven gear 282, the seventh-gear driven gear 272 and the third-gear driven gear 232 are sequentially arranged, the second-gear driven gear 222, the sixth-gear driven gear 262 and the fifth-gear driven gear 252 are sequentially arranged, namely, the first gear can be realized by the gear bypassing of the fifth gear, the sixth gear and the second gear, and the ninth gear can be realized by the gear bypassing of the sixth gear, the fifth gear and the seventh gear, so that the automatic transmission can output power of nine forward gears, the structure is simple and compact, easy processing, the part is few, and transmission efficiency is high.
In one embodiment, as shown in fig. 1, the seven speed drive gear 271, the five speed drive gear 251, and the three speed drive gear 231 are sequentially disposed on the first input shaft 2 in a direction away from the engine 1. The fifth-gear driving gear 251 is arranged in the space between the seventh-gear driven gear 272 and the third-gear driven gear 232 of the first input shaft 2, so that the length of the first input shaft 2 can be shortened, and more forward gears can be arranged on the premise of the same external dimension.
In one embodiment, as shown in fig. 1, the second-four drive gear 224, the sixth drive gear 261, and the eighth drive gear 281 are sequentially disposed on the second input shaft 3 in a direction away from the engine 1. The sixth-gear driving gear 261 is disposed in the second input shaft 3 corresponding to the space between the eight-gear driven gear 282 and the fourth-gear driven gear 242, which is beneficial to shortening the length of the second input shaft 3 and providing more forward gears on the premise of the same external dimension.
In one embodiment, as shown in fig. 1, the reverse driven gear 29 of the nine-speed dual clutch automatic transmission is provided on the first output shaft 4, and outputs power to the first output shaft 4 through the third synchronizer 10, and meshes with the third driven gear 232.
The reverse gear driven gear 29 is meshed with the third gear driven gear 232, the third synchronizer 10 realizes that the reverse gear driven gear 29 is in transmission connection with the first output shaft 4, reverse gear is realized through reversing of the third gear driven gear 232, the third gear driven gear 232 is used as an idler gear, a reverse gear driving gear special for reverse gear is reduced, gear recycling is realized, and great contribution is made in weight reduction and cost reduction; four driven gears are respectively arranged on the first output shaft 4 and the second output shaft 5, so that the overall length of the nine-speed double-clutch automatic transmission can be shortened, and the nine-speed double-clutch automatic transmission can be applied to a front-drive vehicle.
Specifically, the first input shaft 2, the second input shaft 3, the first output shaft 4, and the second output shaft 5 are supported on the transmission case by bearings.
Specifically, the driving gears on the first input shaft 2 and the second input shaft 3 can be welded, splined, press-fitted in an interference manner or directly generated on the corresponding input shafts, so that the connection and synchronous rotation of the corresponding driving gears and the input shafts are realized.
Specifically, all the driven gears on the first output shaft 4 and the second output shaft 5 are sleeved on the corresponding output shafts through bearings, so that the corresponding driven gears are connected with the output shafts in a rotating mode.
Specifically, the hubs of the other synchronizers, except for the second synchronizer 9, are splined on the corresponding shafts, and the hubs of the second synchronizer 9 are produced directly to the six-speed driven gear 262 by welding, spline, interference press-fitting, or the like.
In one embodiment, as shown in fig. 1, the three-speed drive gear 231, the three-speed driven gear 232, and the reverse driven gear 29 are co-planar gear sets; simple and compact structure and stable transmission.
In one embodiment, as shown in fig. 1, the differential further includes a first main reduction gear 13 provided on the first output shaft 4 and configured to output power to the wheels, and a second main reduction gear 14 provided on the second output shaft 5 and configured to output power to the wheels, and the first main reduction gear 13 and the second main reduction gear 14 are simultaneously meshed with the ring gear 151 of the differential 15. The two main reduction gears are used for reducing speed and increasing torque of power output by the two output shafts respectively, so that the power requirements of wheels can be better matched.
Preferably, as shown in fig. 1, the first main reduction gear 13, the second main reduction gear 14 and the ring gear 151 of the differential 15 are coplanar gear sets, and have simple and compact structure and smooth transmission.
Preferably, as shown in fig. 1, the first main reduction gear 13 is located on a side of the second-speed driven gear 222 facing away from the first synchronizer 8, and the second main reduction gear 14 is located on a side of the fourth-speed driven gear 242 facing away from the fourth synchronizer 11; simple and compact structure, and is convenient to be connected with the differential 15.
Preferably, as shown in fig. 1, the first clutch 6 and the second clutch 7 are integrated into a dual clutch, preferably a wet dual clutch, sharing a clutch housing, which is simple in structure and more beneficial to reducing the system load.
The nine-speed dual clutch automatic transmission includes nine forward and reverse operating modes, each of which is described below in the preferred embodiment:
in the first to ninth gears and the reverse gear operation, the other clutch is in the disengaged state except for the clutch in the engaged state, and when one output shaft participates in power output, the other synchronizer on the output shaft participating in power output is in the disengaged state except for the synchronizer in the engaged state.
In the first gear, the first clutch 6 is engaged, the second synchronizer 9 engages the second-gear driven gear 222 with the sixth-gear driven gear 262, the first synchronizer 8 engages the second-gear driven gear 222 with the first output shaft 4, and the power transmission route is: the engine 1- > the first clutch 6- > the first input shaft 2- > the five-gear driving gear 251- > the five-gear driven gear 252- > the second synchronizer 9- > the six-gear driven gear 262- > the six-gear driving gear 261- > the second input shaft 3- > the second four-gear driving gear 224- > the two-gear driven gear 222- > the first synchronizer 8- > the first output shaft 4- > the first main reduction gear 13- > the differential 15- > wheel.
When the second gear works, the second clutch 7 is combined, the second gear driven gear 222 is combined with the first output shaft 4 by the first synchronizer 8, and the power transmission route is as follows: the engine 1- > the second clutch 7- > the second input shaft 3- > the second four-gear driving gear 224- > the second gear driven gear 222- > the first synchronizer 8- > the first output shaft 4- > the first main reducing gear 13- > the differential 15- > the wheel.
When the third gear works, the first clutch 6 is combined, the fifth synchronizer 12 combines the third-gear driven gear 232 with the second output shaft 5, and the power transmission route is as follows: the engine 1- > the first clutch 6- > the first input shaft 2- > the three-gear driving gear 231- > the three-gear driven gear 232- > the fifth synchronizer 12- > the second output shaft 5- > the second main reducing gear 14- > the differential 15- > the wheel.
When the fourth gear works, the second clutch 7 is combined, the fourth synchronizer 11 combines the fourth-gear driven gear 242 with the second output shaft 5, and the power transmission route is as follows: engine 1- > second clutch 7- > second input shaft 3- > second four-gear driving gear 224- > fourth four-gear driven gear 242- > fourth synchronizer 11- > second output shaft 5- > second main reducing gear 14- > differential mechanism 15- > wheels.
When the fifth gear works, the first clutch 6 is combined, the third synchronizer 10 combines the fifth-gear driven gear 252 with the first output shaft 4, and the power transmission route is as follows: engine 1- > first clutch 6- > first input shaft 2- > five-gear driving gear 251- > five-gear driven gear 252- > third synchronizer 10- > first output shaft 4- > first main reducing gear 13- > differential mechanism 15- > wheels.
When the sixth gear works, the second clutch 7 is combined, the first synchronizer 8 combines the sixth gear driven gear 262 with the first output shaft 4, and the power transmission route is as follows: the engine 1- > second clutch 7- > second input shaft 3- > six-gear driving gear 261- > six-gear driven gear 262- > first synchronizer 8- > first output shaft 4- > first main reducing gear 13- > differential mechanism 15- > wheels.
When the seventh gear works, the first clutch 6 is combined, the fifth synchronizer 12 combines the seventh-gear driven gear 272 with the second output shaft 5, and the power transmission route is as follows: the engine 1- > the first clutch 6- > the first input shaft 2- > the seven-gear driving gear 271- > the seven-gear driven gear 272- > the fifth synchronizer 12- > the second output shaft 5- > the second main reducing gear 14- > the differential 15- > wheels.
When the eighth gear is operated, the second clutch 7 is engaged, the fourth synchronizer 11 engages the eighth gear driven gear 282 with the second output shaft 5, and the power transmission route is as follows: engine 1- > second clutch 7- > second input shaft 3- > eight-gear driving gear 281- > eight-gear driven gear 282- > fourth synchronizer 11- > second output shaft 5- > second main reducing gear 14- > differential mechanism 15- > wheels.
In the ninth gear, the second clutch 7 is engaged, the second synchronizer 9 engages the fifth-gear driven gear 252 with the sixth-gear driven gear 262, the fifth synchronizer 12 engages the seventh-gear driven gear 272 with the second output shaft 5, and the power transmission route is as follows: engine 1- > second clutch 7- > second input shaft 3- > six-gear driving gear 261- > six-gear driven gear 262- > second synchronizer 9- > five-gear driven gear 252- > five-gear driving gear 251- > first input shaft 2- > seven-gear driving gear 271- > seven-gear driven gear 272- > fifth synchronizer 12- > second output shaft 5- > second main reduction gear 14- > differential mechanism 15- > wheels.
During reverse operation, the first clutch 6 is engaged, the third synchronizer 10 engages the reverse driven gear 29 with the first output shaft 4, and the power transmission route is as follows: the engine 1- > the first clutch 6- > the first input shaft 2- > the three-gear driving gear 231- > the three-gear driven gear 232- > the reverse gear driven gear 29- > the third synchronizer 10- > the first output shaft 4- > the first main reducing gear 13- > the differential 15- > the wheel.
The shifting procedure is illustrated as follows:
the first gear and the second gear are shifted: in the first gear, the second synchronizer 9 engages the fifth-gear driven gear 252 with the sixth-gear driven gear 262, the first synchronizer 8 engages the second-gear driven gear 222 with the first output shaft 4, the first clutch 6 is engaged, and the second clutch 7 is disengaged; after the double-clutch transmission control system sends a first gear and second gear shifting command, the second clutch 7 is still in a separated state at the moment, namely, the second clutch 7 and the second input shaft 3 do not transmit power; as the gear shifting process continues, the first clutch 6 is gradually disengaged, and at the same time, the second clutch 7 is gradually engaged, and in the process, the clutches are always engaged, so that torque interruption cannot occur; after the first clutch 6 is completely disengaged and the second clutch 7 is completely engaged, the shifting process is ended. At this time, the first clutch 6 is in a disengaged state, i.e., the first clutch 6 and the first input shaft 2 do not transmit power, and the torque of the engine 1 is transmitted to the second driven gear 222 via the second clutch 7.
The second gear shifting and the third gear shifting: in the second gear, the first synchronizer 8 combines the second-gear driven gear 222 with the first output shaft 4; the second clutch 7 is engaged, and the first clutch 6 is disengaged; after the double clutch transmission control system sends a two-gear and three-gear instruction, the gear shifting actuating mechanism combines the fifth synchronizer 12 and the three-gear driven gear 232 in advance; the first clutch 6 is still in a disengaged state, i.e. neither the first clutch 6 nor the first input shaft 2 transmits power; as the gear shifting process continues, the second clutch 7 is gradually disengaged, and at the same time, the first clutch 6 is gradually engaged, and in the process, the clutches are always engaged, so that torque interruption cannot occur; after the second clutch 7 is completely disengaged and the first clutch 6 is completely engaged, the shifting process is ended. At this time, the second clutch 7 is in a disengaged state, i.e., the second clutch 7 and the second input shaft 3 do not transmit power, and the torque of the engine 1 is transmitted to the third driven gear 232 via the first clutch 6.
The embodiment of the invention further provides a vehicle which comprises the nine-speed dual-clutch automatic transmission. The nine-speed double-clutch automatic transmission is automated on the basis of the original traditional manual transmission, so that the effect of a rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, the structure is more compact, and the MT resource is utilized to the maximum extent, so that the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like.
Specifically, the engine 1, the first clutch 6, the second clutch 7, the first synchronizer 8, the second synchronizer 9, the third synchronizer 10, the fourth synchronizer 11, and the fifth synchronizer 12 are all connected to and controlled by the controller.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A nine-speed dual-clutch automatic transmission comprises an engine, a first input shaft, a second input shaft, a first output shaft and a second output shaft, wherein the first input shaft is connected to the engine through a first clutch, and the second input shaft is connected to the engine through a second clutch; the transmission is characterized in that a third-gear driving gear, a fifth-gear driving gear and a seventh-gear driving gear are fixedly arranged on the first input shaft;
the second input shaft is fixedly provided with a second four-gear driving gear, a sixth-gear driving gear and an eighth-gear driving gear;
a second-gear driven gear, a fifth-gear driven gear and a sixth-gear driven gear are arranged on the first output shaft;
a third-gear driven gear, a fourth-gear driven gear, a seventh-gear driven gear and an eighth-gear driven gear are arranged on the second output shaft;
Synchronizers are arranged on the first output shaft and the second output shaft, the second-gear driven gear, the fifth-gear driven gear and the sixth-gear driven gear output power to the first output shaft through the synchronizers positioned on the first output shaft, and the third-gear driven gear, the fourth-gear driven gear, the seventh-gear driven gear and the eighth-gear driven gear output power to the second output shaft through the synchronizers positioned on the second output shaft;
the power output by the engine is sequentially transmitted to a first output shaft through the five-gear driving gear, the five-gear driven gear, the six-gear driving gear, the two-fourth-gear driving gear and the two-gear driven gear in a winding manner, and the first-gear power output can be realized;
and power output by the engine sequentially passes through the six-gear driving gear, the six-gear driven gear, the five-gear driving gear, the seven-gear driving gear and the seven-gear driven gear to be transmitted to a second output shaft in a bypassing manner, so that nine-gear power output can be realized.
2. The nine-speed, dual-clutch automatic transmission of claim 1, wherein the first input shaft and the second input shaft are nested within one another;
The synchronizer arranged on the first output shaft comprises a first synchronizer, a second synchronizer and a third synchronizer;
the second-gear driven gear, the first synchronizer, the sixth-gear driven gear, the second synchronizer, the fifth-gear driven gear and the third synchronizer are sequentially arranged on the first output shaft;
the second-gear driven gear and the sixth-gear driven gear output power to the first output shaft through the first synchronizer, the fifth-gear driven gear outputs power to the first output shaft through the third synchronizer, and the sixth-gear driven gear is connected with the fifth-gear driven gear through the second synchronizer;
the synchronizer arranged on the second output shaft comprises a fourth synchronizer and a fifth synchronizer;
the fourth-gear driven gear, the fourth synchronizer, the eight-gear driven gear, the seventh-gear driven gear, the fifth synchronizer and the third-gear driven gear are sequentially arranged on the second output shaft;
the fourth-gear driven gear and the eighth-gear driven gear output power to the second output shaft through the fourth synchronizer, and the seventh-gear driven gear and the third-gear driven gear output power to the second output shaft through the fifth synchronizer.
3. The nine-speed dual-clutch automatic transmission according to claim 2, wherein the seven-speed drive gear, the five-speed drive gear, and the three-speed drive gear are sequentially disposed on the first input shaft in a direction away from the engine.
4. The nine-speed dual-clutch automatic transmission according to claim 2, wherein the two-and-four-speed drive gear, the six-speed drive gear, and the eight-speed drive gear are sequentially disposed on the second input shaft in a direction away from the engine.
5. The nine-speed dual-clutch automatic transmission according to claim 2, wherein a reverse driven gear of the nine-speed dual-clutch automatic transmission is provided on the first output shaft, and outputs power to the one output shaft through the third synchronizer and is meshed with the third driven gear.
6. The nine-speed, dual-clutch automatic transmission of claim 5, wherein the three drive gear, the three driven gear, and the reverse driven gear are co-planar gear sets.
7. The nine-speed, dual-clutch automatic transmission of claim 1, further comprising a first main reduction gear provided on the first output shaft for outputting power to wheels and a second main reduction gear provided on the second output shaft for outputting power to wheels, the first main reduction gear and the second main reduction gear being simultaneously meshed with a ring gear of a differential.
8. The nine-speed, dual-clutch automatic transmission of claim 7, wherein the first main reduction gear, the second main reduction gear, and the ring gear of the differential are co-planar gear sets.
9. The nine-speed, dual-clutch automatic transmission of claim 7, wherein the first reduction gear is located on a side of the second-speed driven gear that faces away from the first synchronizer and the second reduction gear is located on a side of the fourth-speed driven gear that faces away from the fourth synchronizer.
10. A vehicle characterized by comprising the nine-speed dual-clutch automatic transmission according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110036621.5A CN114763822A (en) | 2021-01-12 | 2021-01-12 | Nine-speed dual-clutch automatic transmission and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110036621.5A CN114763822A (en) | 2021-01-12 | 2021-01-12 | Nine-speed dual-clutch automatic transmission and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114763822A true CN114763822A (en) | 2022-07-19 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110036621.5A Pending CN114763822A (en) | 2021-01-12 | 2021-01-12 | Nine-speed dual-clutch automatic transmission and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114763822A (en) |
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2021
- 2021-01-12 CN CN202110036621.5A patent/CN114763822A/en active Pending
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