CN115045964A - Multi-gear automatic transmission device with economy mode and power mode conversion and automobile - Google Patents
Multi-gear automatic transmission device with economy mode and power mode conversion and automobile Download PDFInfo
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- CN115045964A CN115045964A CN202210456373.4A CN202210456373A CN115045964A CN 115045964 A CN115045964 A CN 115045964A CN 202210456373 A CN202210456373 A CN 202210456373A CN 115045964 A CN115045964 A CN 115045964A
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- 230000005540 biological transmission Effects 0.000 title claims description 46
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- 230000007246 mechanism Effects 0.000 claims abstract description 7
- 230000009977 dual effect Effects 0.000 claims description 10
- 238000000034 method Methods 0.000 description 7
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- 239000006096 absorbing agent Substances 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
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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
- F16H3/087—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 characterised by the disposition of the gears
- F16H3/091—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 characterised by the disposition of the gears including a single countershaft
- F16H3/0915—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 characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
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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
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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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
- F16H57/00—General details of gearing
- F16H57/08—General details of gearing of gearings with members having orbital motion
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02039—Gearboxes for particular applications
- F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02095—Measures for reducing number of parts or components
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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
- F16H2200/0069—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising ten 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
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
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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
- F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The device comprises a double clutch assembly, a main speed reducing box assembly and an auxiliary speed reducing box assembly; the odd-numbered gear input shaft and the even-numbered gear input shaft are respectively connected with the odd-numbered gear clutch and the even-numbered gear clutch through splines; the gear on the intermediate shaft is respectively connected with the gears on the even-gear input shaft and the odd-gear input shaft; the intermediate shaft is also connected with a driven gear on the output shaft; the idler on the idler shaft is respectively connected with a second gear on the even-numbered gear input shaft, a reverse gear driving gear and a reverse gear driven gear on the intermediate shaft; the reduction auxiliary box assembly comprises a first synchronizer, a wet clutch, a first brake, a second synchronizer and a second brake; the output shaft transmits power to a planetary gear mechanism of the reduction auxiliary box assembly, and secondary speed reduction and torque increase are realized by three modes of a first synchronizer, or the combination of a wet clutch and a first brake, or the combination of a second synchronizer and a second brake.
Description
Technical Field
The invention relates to the technical field of transmissions, in particular to a multi-gear automatic transmission device with an economy mode and a power mode conversion function and an automobile.
Background
With the rapid development of the automobile market, the automatic transmission is widely applied, the number of gears applied to the automatic transmission in the current market is mostly six-gear or seven-gear, and the number of gears is relatively small, so that the advantages of the whole automobile in the aspects of economy and power performance are not obvious, and the automatic transmission with more gears is urgently required to be developed. The double clutch type automatic transmission is capable of continuously transmitting the power of the engine to the wheels all the time due to its characteristic structural characteristics, so that the gear shifting process thus accomplished is power gear shifting. The vehicle realizes the power gear shifting process, greatly improves the gear shifting comfort, simultaneously ensures that the vehicle has good economy, and improves the aspects of vehicle oil consumption, emission and the like. In the design of the existing double-clutch type automatic transmission, the transmission with double intermediate shafts and a meshing gear set uses different special gear pairs to realize the speed ratios of a plurality of forward gears and reverse gears, but occupies larger space of the whole vehicle and is inconvenient to arrange. Therefore, in designing the speed ratio of the transmission, the number of gears required is excessive, and particularly, the gear ratio is more prominent in a transmission having a large number of gear positions.
Therefore, current automatic transmission designs for vehicles suffer from a number of drawbacks, such as: the gear ratio steps between adjacent gears are large, the transmission ratio range is small, and the economic and dynamic advantages are not obvious; during the working process, the gear shifting impact is large, the normal operation of the transmission is influenced, and potential safety hazards exist; the gear shifting response speed is slow, the gear shifting pause feeling is obvious, and the automobile maneuverability is poor. Moreover, most of the existing dual clutch type automatic transmissions adopt dual output shafts or single output shafts and adopt a common driving gear or a linearly arranged gear set, so that the axial size of the transmission is long. At present, the gear positions of the longitudinal DCT transmission in China are mostly six gears and seven gears, and the requirements of the whole vehicle on improving the economy and the dynamic property are not met. In addition, the existing automatic transmission schemes with more than seven gears are mostly realized by increasing the number of gears and the number of intermediate shafts, so that the design occupies more space of the whole vehicle.
In the prior art, patent document CN112343978A discloses a ten-speed dual-clutch automatic transmission, which realizes unpowered interrupted gear shifting through two clutches, and has the characteristics of compact structure and meeting the requirement of high economical power performance of vehicles. Patent document CN206522419U discloses "a ten-gear automatic transmission based on a parallel shaft gear train", which is connected to an output shaft of an auxiliary box through a third parallel shaft and a fourth parallel shaft on both sides via a rear end of the output shaft of a main box; the locking and damping clutch is arranged between the hydraulic torque converter and the engine, locking gear shifting can be realized after starting, and the power transmission efficiency of the engine is improved; and the processing and manufacturing difficulty is low.
In summary, the existing transmission has the following defects: the gears are few, the occupied space of the whole vehicle is large, and the arrangement is inconvenient.
Disclosure of Invention
The invention solves the problems of few gears, large occupied space of the whole vehicle and inconvenient arrangement of the existing transmission.
The invention relates to a multi-gear automatic transmission device with an economy mode and a power mode conversion function, which comprises a double clutch assembly a, a main speed reduction box assembly b and an auxiliary speed reduction box assembly c;
the dual clutch assembly a includes an odd-numbered stage clutch C1 and an even-numbered stage clutch C2;
the main speed reducing box component b comprises an input shaft assembly, a middle shaft assembly, an output shaft assembly and an idler shaft assembly;
the input shaft assembly comprises an even-gear input shaft 1, an odd-gear input shaft 2, a second-gear driving gear and a reverse-gear driving gear 7;
the countershaft assembly includes a countershaft 36 and a reverse driven gear 32;
the output shaft assembly comprises an output shaft 22 and a reduction driven gear 15;
the idler shaft assembly comprises an idler shaft 9 and an idler 8;
the odd-numbered gear input shaft 2 and the even-numbered gear input shaft 1 are respectively connected with an odd-numbered gear clutch C1 and an even-numbered gear clutch C2 through splines;
the gears on the intermediate shaft 36 are respectively connected with the gears on the even-gear input shaft 1 and the odd-gear input shaft 2; the intermediate shaft 36 is also connected with the driven gear 15 on the output shaft 22;
the idler 8 on the idler shaft 9 is respectively connected with a second gear driving gear 7 and a reverse gear driven gear 32 on the even-numbered gear input shaft 1 and the intermediate shaft 36;
the reduction sub-box assembly c includes a first synchronizer 19, a wet clutch 38, a first brake 37, a second synchronizer 40, and a second brake 39;
the output shaft 22 transmits power to the planetary gear mechanism of the reduction auxiliary box assembly c, and the secondary speed reduction and torque increase are realized by three modes of the first synchronizer 19, or the combination of the wet clutch 38 and the first brake 37, or the combination of the second synchronizer 40 and the second brake 39.
Further, in one embodiment of the present invention, the dual clutch assembly a further includes a connecting disc 3, a torsional damper 4 and a clutch housing 5;
the power is transmitted to the odd-numbered stage clutch C1 and the even-numbered stage clutch C2 through the connecting disc 3, the torsional damper 4, and the clutch housing 5.
Further, in an embodiment of the present invention, the input shaft assembly further includes a fourth gear driving gear 10, a first gear driving gear 11, a fifth gear driving gear 13, and a third gear and fifth gear synchronizer 14;
the four-gear driving gear 10) is arranged on the even-gear input shaft 1;
the first gear driving gear 11, the fifth gear driving gear 13 and the third gear synchronizer 14 and the fifth gear synchronizer 14 are arranged on the odd-numbered gear input shaft 2.
Further, in one embodiment of the present invention, the input shaft assembly further comprises a first bearing 6 and a second bearing 12;
the odd-numbered gear input shaft 2 and the even-numbered gear input shaft 1 are supported on the shell by a first bearing 6 and a second bearing 12 respectively in an independent limiting mode.
Further, in one embodiment of the present invention, the intermediate shafts further include a first gear 29, a second gear 34, a third gear 31, a fifth gear 27, a reduction driving gear 26, a first gear, a fourth gear synchronizer 30, and a second gear, a reverse gear synchronizer 33.
Further, in one embodiment of the present invention, the intermediate shaft further includes a first ball bearing 28, a second ball bearing 35, and a column bearing 25;
the intermediate shaft 36 is supported by the first ball bearing 28, the second ball bearing 35, and the column bearing 25.
Further, in one embodiment of the present invention, the output shaft further includes a first conical bearing 16 and a first conical bearing 17;
the output shaft 22 is supported by the first conical bearing 16 and the first conical bearing 17.
Further, in one embodiment of the present invention, the reduction sub-tank assembly c further comprises an external gear 18, a sub-tank planet carrier output shaft 20, a parking gear 21, a sub-tank planet row sun gear 23 and four planet gears 24;
the parking gear 21 is arranged on the auxiliary box planet carrier output shaft 20;
the outer gear ring 18, the sun gear 23 of the planet row of the auxiliary box and four planet gears 24 are connected through gears.
Further, in one embodiment of the present invention, the sun gear 23 of the planetary row of the sub-tank is designed as one body with the rear end of the output shaft 22.
The invention provides a vehicle which comprises the multi-gear automatic transmission device.
The invention solves the problems of few gears, large occupied space of the whole vehicle and inconvenient arrangement of the existing transmission. The method has the following specific beneficial effects:
1. the multi-gear automatic transmission device with the economic mode and the power mode conversion adopts a design structure scheme of combining the main box and the auxiliary box, realizes the functions of realizing ten forward gears and one reverse gear by adopting the least gear set parts, greatly reduces the axial size, reduces the number of parts and reduces the cost.
2. According to the multi-gear automatic transmission device with the economic mode and the power mode conversion, when the whole vehicle needs power, the auxiliary box is controlled to run at a low gear; when the whole vehicle needs to improve the economy, the auxiliary box is lifted to a high gear, so that the economy and the performance of the whole vehicle in the aspect of power performance are greatly improved.
Drawings
The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic diagram of an embodiment of the structure; a is a double clutch assembly; b is a main speed reducing box component; c, reducing the auxiliary box assembly; c1 is an odd-gear clutch; c2 is an even-numbered gear clutch; 1 is an even-numbered stage input shaft; 2 is an input shaft with odd gears; 3 is a connecting disc; 4 is a torsional vibration damper; 5 is a clutch housing; 6 is a first bearing; 7 is a second gear and reverse gear driving gear; 8 is an idler wheel; 9 is an idler shaft; 10 is a four-gear driving gear; 11 is a first gear driving gear; 12 is a second bearing; 13 is a five-gear driving gear; 14 is a third gear synchronizer and a fifth gear synchronizer; 15 is a driven gear; 16 is a first cone bearing; 17 is a first cone bearing; 18 is an outer gear ring; 19 is a first synchronizer; 20 is an output shaft of the planet carrier of the auxiliary box; 21 is a parking gear; 22 is an output shaft; 23 is an auxiliary box planet row sun gear; 24 are four planet wheels; 25 is a column bearing; 26 is a reduction drive gear; 27 is fifth gear; 28 is a first ball bearing; 29 is the first gear; 30 are first gear synchronizer and fourth gear synchronizer; 31 is third gear; 32 is a reverse driven gear; 33 is a synchronizer for second gear and reverse gear; 34 is second gear; 35 is a second ball bearing; and 36 is an intermediate shaft.
FIG. 2 is a schematic illustration of a brake and clutch shift planetary gearset arrangement according to an exemplary embodiment; 37 is a first brake; reference numeral 38 denotes a wet clutch.
FIG. 3 is a schematic illustration of a brake and synchronizer shift planetary gearset sub-tank configuration according to an exemplary embodiment; 39 is a second brake; and 40 is a second synchronizer.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
The multi-gear automatic transmission device with the economy mode and power mode conversion comprises a double clutch assembly a, a main speed reduction box assembly b and a secondary speed reduction box assembly c;
the dual clutch assembly a includes an odd-numbered stage clutch C1 and an even-numbered stage clutch C2;
the main speed reducing box component b comprises an input shaft assembly, a middle shaft assembly, an output shaft assembly and an idler shaft assembly;
the input shaft assembly comprises an even gear input shaft 1, an odd gear input shaft 2, a second gear and a reverse gear driving gear 7;
the countershaft assembly includes a countershaft 36 and a reverse driven gear 32;
the output shaft assembly comprises an output shaft 22 and a reduction driven gear 15;
the idler shaft assembly comprises an idler shaft 9 and an idler 8;
the odd-numbered gear input shaft 2 and the even-numbered gear input shaft 1 are respectively connected with an odd-numbered gear clutch C1 and an even-numbered gear clutch C2 through splines;
the gear on the intermediate shaft 36 is respectively connected with the gears on the even-gear input shaft 1 and the odd-gear input shaft 2; the intermediate shaft 36 is also connected with the driven gear 15 on the output shaft 22;
the idler 8 on the idler shaft 9 is respectively connected with a second gear driving gear 7 and a reverse gear driven gear 32 on the even-numbered gear input shaft 1 and the intermediate shaft 36;
the reduction sub-box assembly c includes a first synchronizer 19, a wet clutch 38, a first brake 37, a second synchronizer 40, and a second brake 39;
the output shaft 22 transmits power to the planetary gear mechanism of the reduction auxiliary box assembly c, and the secondary speed reduction and torque increase are realized by three modes of the first synchronizer 19, or the combination of the wet clutch 38 and the first brake 37, or the combination of the second synchronizer 40 and the second brake 39.
In the present embodiment, the dual clutch assembly a further includes a connecting plate 3, a torsional vibration damper 4 and a clutch housing 5;
the power is transmitted to the odd-numbered stage clutch C1 and the even-numbered stage clutch C2 through the connecting disc 3, the torsional damper 4, and the clutch housing 5.
In this embodiment, the input shaft assembly further includes a fourth gear driving gear 10, a first gear driving gear 11, a fifth gear driving gear 13, and a third gear synchronizer 14 and a fifth gear synchronizer 14;
the four-gear driving gear 10 is arranged on the even-gear input shaft 1;
the first gear driving gear 11, the fifth gear driving gear 13 and the third gear synchronizer 14 and the fifth gear synchronizer 14 are arranged on the odd-numbered gear input shaft 2.
In this embodiment, the input shaft assembly further includes a first bearing 6 and a second bearing 12;
the odd-numbered gear input shaft 2 and the even-numbered gear input shaft 1 are supported on the shell by a first bearing 6 and a second bearing 12 respectively in an independent limiting mode.
In the present embodiment, the intermediate shaft further includes a first gear 29, a second gear 34, a third gear 31, a fifth gear 27, a reduction driving gear 26, a first gear synchronizer 30, a fourth gear synchronizer 30, a second gear synchronizer 33, and a reverse gear synchronizer 33.
In this embodiment, the intermediate shaft further includes a first ball bearing 28, a second ball bearing 35, and a column bearing 25;
the intermediate shaft 36 is supported by the first ball bearing 28, the second ball bearing 35, and the column bearing 25.
In the present embodiment, the output shaft further includes a first conical bearing 16 and a first conical bearing 17;
the output shaft 22 is supported by the first conical bearing 16 and the first conical bearing 17.
In the present embodiment, the reduction sub-tank assembly c further includes an external gear ring 18, a sub-tank planet carrier output shaft 20, a parking gear 21, a sub-tank planet row sun gear 23 and four planet gears 24;
the parking gear 21 is arranged on the auxiliary box planet carrier output shaft 20;
the outer gear ring 18, the sun gear 23 of the planet row of the auxiliary box and four planet gears 24 are connected through gears.
In the present embodiment, the sub-tank planetary line sun gear 23 is integrally formed with the rear end of the output shaft 22.
An automobile according to the present embodiment includes the multi-speed automatic transmission device according to the above embodiment.
This embodiment is based on the multi-speed automatic transmission device with economy mode and power mode switching according to the present invention, and provides a practical embodiment in combination with the specific objects:
a multiple speed automatic transmission device having an economy mode and a power mode shift, comprising: the double clutch assembly a, the main speed reducing box assembly b and the auxiliary speed reducing box assembly c;
the dual clutch assembly a is composed of a connecting plate 3, a torsional damper 4, a clutch housing 5, an odd-numbered stage clutch C1 and an even-numbered stage clutch C2.
The main speed reducing box component b consists of an odd-gear input shaft 2, an even-gear input shaft 1, an intermediate shaft 36, an idler shaft 9, an output shaft 22, gears of all gears and synchronizers of all gears; the odd-numbered gear input shaft 2 and the even-numbered gear input shaft 1 are respectively connected with an odd-numbered gear clutch C1 and an even-numbered gear clutch C2 through splines; the even-numbered stage input shaft 1 is a hollow sleeve shaft, the gears on the intermediate shaft 36 are respectively connected with the gears on the even-numbered stage input shaft 1 and the odd-numbered stage input shaft 2, and the intermediate shaft 36 is simultaneously connected with the driven gear 15 on the output shaft 22. The idler gear 8 on the idler shaft 9 is connected with a second gear driving gear 7 on the even-numbered gear input shaft 1 and a reverse driven gear 32 on the intermediate shaft 36 respectively.
As shown in fig. 1, the main reduction box assembly b is composed of the following parts:
1. input shaft assembly
The second gear, the reverse gear 7 and the fourth gear driving gear 10 are arranged on the even number gear input shaft 1; first gear 11 and fifth gear drive gear 13 are mounted on odd-numbered gear input shaft 2. The second gear and the reverse gear share the same driving gear 7. A third-gear synchronizer 14, a fifth-gear synchronizer 14 and a fifth-gear drive gear 13 are also arranged on the odd-numbered gear input shaft 2. The odd-numbered gear input shaft 2 and the even-numbered gear input shaft 1 are supported on the shell by a first bearing 6 and a second bearing 12 respectively in an independent limiting mode. The odd-numbered stage input shaft 2 is connected with an odd-numbered stage clutch C1; the even-numbered stage input shaft 1 is connected to an even-numbered stage clutch C2.
2. Intermediate shaft assembly
The intermediate shaft assembly comprises an intermediate shaft 36, a first gear 29, a second gear 34, a fourth gear 31, a fifth gear 27, a reverse driven gear 32, a speed reduction driving gear 26, a second gear, a reverse synchronizer 33, a first gear and a fourth gear synchronizer 30. The intermediate shaft 36 is supported by the first ball bearing 28, the second ball bearing 35 and the column bearing 25, and can bear large axial force.
3. Output shaft assembly
The output shaft assembly includes an output shaft 22 and a reduction driven gear 15. The reduction driven gear 15 is mounted on the output shaft 22. The output shaft 22 is supported by the first conical bearing 16 and the first conical bearing 17, and can bear large axial force. The rear end of the output shaft 22 and the auxiliary box planet row sun gear 23 are designed into a whole, and the transmission torque is stable and reliable, and the installation is convenient.
4. Idler shaft assembly
The idler shaft assembly includes an idler shaft 9 and an idler 8. The driving idler wheel and the driven idler wheel adopt a dual gear structure, and have the advantages of compact structure and high bearing capacity. The idler shaft 9 is fixed to the housing.
The reduction sub-box assembly c is a planet row mechanism and consists of an outer gear ring 18, a sub-box planet row sun gear 23 and four planet gears 24. The range section gear shifting mechanism takes the form of a first synchronizer 19, while shifting can be effected by means of a wet clutch 38 and a first brake 37, as shown in fig. 2, or a second synchronizer 40 and a second brake 39, as shown in fig. 3, while the parking gear 21 is arranged on the range section carrier output shaft 20. The design finally ensures that the reduction auxiliary box assembly can provide two gears.
During operation, the double clutch assembly transmits power of an engine to the odd-numbered gear clutch C1 and the even-numbered gear clutch C2 through the connecting disc 3, the torsional vibration absorber 4 and the clutch housing 5, then transmits the power to the odd-numbered gear input shaft (2) or the even-numbered gear input shaft 1, then transmits the power to the corresponding intermediate shaft 36 and the idler shaft 9 through the gears of each gear of the odd-numbered gear input shaft 2 and the even-numbered gear input shaft 1, and transmits the power to the output shaft assembly 22 through the reduction gears of the corresponding intermediate shaft 36 and the idler shaft 9. The output shaft assembly 22 transmits power to the planetary row mechanism of the auxiliary box assembly c, and the first synchronizer 19 or the combination of the wet clutch 38 and the first brake 37 and the combination of the second synchronizer 40 and the second brake 39 realize secondary speed reduction and torque increase, so that the total transmission ratio of the transmission is the main box gear ratio multiplied by the auxiliary box gear ratio, and the speed ratio range is improved. The invention adopts the design structure scheme of combining the main box and the auxiliary box, realizes the functions of realizing ten forward gears and one reverse gear by adopting the least gear set parts, greatly reduces the axial size, reduces the number of parts and reduces the cost. When the whole vehicle needs power, the auxiliary box is controlled to operate at a low gear; when the whole vehicle needs to improve the economy, the auxiliary box is lifted to a high gear, so that the economy and the performance of the whole vehicle in the aspect of power performance are greatly improved.
The method, the system, the equipment and the medium for extracting the news webpage information based on the multi-dimensional text features are introduced in detail, specific examples are applied in the method for explaining the principle and the implementation mode of the invention, and the description of the embodiments is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
Claims (10)
1. A multiple speed automatic transmission assembly having an economy mode and a power mode shift, said assembly comprising a dual clutch assembly (a), a reduction main box assembly (b) and a reduction sub-box assembly (c);
the dual clutch assembly (a) includes an odd-numbered stage clutch (C1) and an even-numbered stage clutch (C2);
the main speed reducing box component (b) comprises an input shaft assembly, a middle shaft assembly, an output shaft assembly and an idler shaft assembly;
the input shaft assembly comprises an even-gear input shaft (1), an odd-gear input shaft (2), a second-gear driving gear and a reverse-gear driving gear (7);
the countershaft assembly includes a countershaft (36) and a reverse driven gear (32);
the output shaft assembly comprises an output shaft (22) and a reduction driven gear (15);
the idler shaft assembly comprises an idler shaft (9) and an idler (8);
the odd-numbered gear input shaft (2) and the even-numbered gear input shaft (1) are respectively connected with an odd-numbered gear clutch (C1) and an even-numbered gear clutch (C2) through splines;
the gear on the intermediate shaft (36) is respectively connected with the gears on the even-gear input shaft (1) and the odd-gear input shaft (2); the intermediate shaft (36) is also connected with a driven gear (15) on the output shaft (22);
the idler (8) on the idler shaft (9) is respectively connected with a second gear and a reverse gear driving gear (7) on the even-numbered gear input shaft (1) and a reverse gear driven gear (32) on the intermediate shaft (36);
the reduction sub-box assembly (c) comprises a first synchronizer (19), a wet clutch (38), a first brake (37), a second synchronizer (40) and a second brake (39);
the output shaft (22) transmits power to a planetary row mechanism of a reduction auxiliary box assembly (c), and secondary speed reduction and torque increase are realized by three modes of combining a first synchronizer (19), a wet clutch (38) and a first brake (37) or combining a second synchronizer (40) and a second brake (39).
2. The multiple speed automatic transmission device with economy and power mode conversion according to claim 1, characterized in that said double clutch assembly (a) further comprises a connection disc (3), a torsional vibration damper (4) and a clutch housing (5);
the power is transmitted to the odd-numbered gear clutch (C1) and the even-numbered gear clutch (C2) through the connecting disc (3), the torsional vibration damper (4) and the clutch housing (5).
3. The multiple speed automatic transmission device with economy and power mode conversion of claim 1 wherein said input shaft assembly further comprises a fourth gear drive gear (10), a first gear drive gear (11), a fifth gear drive gear (13) and a third and fifth gear synchronizer (14);
the four-gear driving gear (10) is arranged on the even-gear input shaft (1);
the first gear driving gear (11), the fifth gear driving gear (13) and the third gear synchronizer (14) and the fifth gear synchronizer (14) are arranged on the odd-numbered gear input shaft (2).
4. The multiple speed automatic transmission device with economy and power mode conversion of claim 1 wherein said input shaft assembly further comprises a first bearing (6) and a second bearing (12);
the odd-numbered gear input shaft (2) and the even-numbered gear input shaft (1) are supported on the shell through a first bearing (6) and a second bearing (12) in an independent limiting mode respectively.
5. The multiple speed automatic transmission device with economy and power mode conversion of claim 1, wherein the countershafts further comprise first (29), second (34), third (31), fifth (27), reduction drive gears (26), first, fourth synchronizers (30) and second, reverse synchronizers (33).
6. The multi-speed automatic transmission device with economy and power mode shifting of claim 1 wherein the countershaft further comprises a first ball bearing (28), a second ball bearing (35) and a post bearing (25);
the intermediate shaft (36) is supported by a first ball bearing (28), a second ball bearing (35) and a column bearing (25).
7. The multiple speed automatic transmission device with economy and power mode conversion of claim 1 wherein said output shaft further comprises a first cone bearing (16) and a first cone bearing (17);
the output shaft (22) adopts a first conical bearing (16) and a first conical bearing (17) support mode.
8. The multiple speed automatic transmission arrangement with economy and power mode conversion of claim 1, wherein the reduction range subassembly (c) further comprises an outer ring gear (18), a range planet carrier output shaft (20), a parking gear (21), a range planet row sun gear (23) and four planet gears (24);
the parking gear (21) is arranged on an auxiliary box planet carrier output shaft (20);
the outer gear ring (18), the auxiliary box planet row sun gear (23) and the four planet wheels (24) are connected through gears.
9. Multiple-speed automatic transmission device with economy and power mode conversion according to claim 8, characterised in that the auxiliary box planet row sun gear (23) is designed in one piece with the rear end of the output shaft (22).
10. A motor vehicle comprising the multiple speed automatic transmission device of claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210456373.4A CN115045964A (en) | 2022-04-28 | 2022-04-28 | Multi-gear automatic transmission device with economy mode and power mode conversion and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210456373.4A CN115045964A (en) | 2022-04-28 | 2022-04-28 | Multi-gear automatic transmission device with economy mode and power mode conversion and automobile |
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| Publication Number | Publication Date |
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| CN115045964A true CN115045964A (en) | 2022-09-13 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210456373.4A Pending CN115045964A (en) | 2022-04-28 | 2022-04-28 | Multi-gear automatic transmission device with economy mode and power mode conversion and automobile |
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| CN (1) | CN115045964A (en) |
Citations (6)
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|---|---|---|---|---|
| JPH02275148A (en) * | 1989-04-14 | 1990-11-09 | Hino Motors Ltd | Twin clutch type gear shifter |
| US20080156127A1 (en) * | 2006-12-18 | 2008-07-03 | Oliver Nicklass | Dual clutch transmission |
| CN101392803A (en) * | 2007-09-21 | 2009-03-25 | 日产自动车株式会社 | Resistance moment reduction control device of wet rotary clutch |
| CN101949430A (en) * | 2010-08-13 | 2011-01-19 | 中国第一汽车集团公司 | Novel double clutch type automatic transmission (DCT) layout structure |
| CN202418444U (en) * | 2011-12-16 | 2012-09-05 | 中国第一汽车股份有限公司 | Structure for double-clutch type automatic transmission to realize fast starting of vehicle |
| CN109641519A (en) * | 2016-07-20 | 2019-04-16 | 伊顿公司 | Power take-off drive gear thrust load is offset |
-
2022
- 2022-04-28 CN CN202210456373.4A patent/CN115045964A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02275148A (en) * | 1989-04-14 | 1990-11-09 | Hino Motors Ltd | Twin clutch type gear shifter |
| US20080156127A1 (en) * | 2006-12-18 | 2008-07-03 | Oliver Nicklass | Dual clutch transmission |
| CN101392803A (en) * | 2007-09-21 | 2009-03-25 | 日产自动车株式会社 | Resistance moment reduction control device of wet rotary clutch |
| CN101949430A (en) * | 2010-08-13 | 2011-01-19 | 中国第一汽车集团公司 | Novel double clutch type automatic transmission (DCT) layout structure |
| CN202418444U (en) * | 2011-12-16 | 2012-09-05 | 中国第一汽车股份有限公司 | Structure for double-clutch type automatic transmission to realize fast starting of vehicle |
| CN109641519A (en) * | 2016-07-20 | 2019-04-16 | 伊顿公司 | Power take-off drive gear thrust load is offset |
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Application publication date: 20220913 |
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