CN202628959U - Automatic speed changer with two clutches - Google Patents

Abstract

The utility model provides a dual-clutch automatic transmission, which belongs to the technical field of machinery. It solves the technical problems of low transmission efficiency of the existing double-clutch automatic transmission and complicates the transmission. This dual-clutch automatic transmission includes a clutch one, a clutch two, a differential and five shafts arranged in parallel: input shaft one, input shaft two, output shaft one, output shaft two and a reverse gear shaft, and the reverse gear shaft is sequentially There is a reverse gear synchronizer, a reverse passive gear and a main reduction gear three, and a reverse driving gear is also provided on the output shaft one, the reverse driving gear is arranged between the second gear passive gear and the main reduction gear one, and the reverse gear is active A synchronous structure capable of synchronously rotating the gear and the second gear driven gear is provided. The utility model has the advantages of making the whole machine more compact, no power interruption when shifting gears, and more comfortable and stable driving.

Description

A dual-clutch automatic transmission

technical field

The utility model belongs to the technical field of automobile parts, and relates to a transmission, in particular to a dual-clutch automatic transmission. the

Background technique

As the domestic oil supply becomes more and more severe, the requirements of emission regulations become more and more stringent, and the number of non-professional drivers continues to increase, the market needs automatic transmissions with high efficiency, high comfort and low cost. At present, the automatic transmissions used in automobiles can be roughly divided into three categories: one is a hydraulic automatic transmission AT (Automatic Transmission) composed of a hydraulic torque converter, a planetary gear mechanism and an electro-hydraulic control system; the other is a traditional fixed transmission. The electro-mechanical automatic transmission AMT (Automated Manual Transmission) is composed of shaft gearbox, dry clutch and corresponding electro-hydraulic control system; the other type is continuously variable automatic transmission CVT (Continuously Variable Transminssion). the

AT starts smoothly, accelerates quickly, uniformly and softly, and has become the leading product of vehicle automatic transmissions in the world today. However, its structure is complicated, its manufacture is difficult, its cost is high, its efficiency is low, its fuel consumption is high, and its market share is shrinking day by day. Although the price of AMT is lower than that of AT, due to the power interruption during the shifting process, shifting impact and shifting noise are generated. Although CVT can realize the real stepless speed change, it needs high pressure and clamping force between the belt and the pulley, so the loss caused by the hydraulic oil pump is large, the transmission efficiency is low, and the cost of the belt is high, and the maintenance cost is high; Torque has limitations, etc. the

DCT (Double Clutch Transmission) realizes the power shift during the shifting process, that is, the power is not interrupted during the shifting process, which overcomes the shortcomings of AMT and solves the shortcoming of AMT shifting shock. The advantages of good shift quality such as AT and CVT are retained. This makes the engine power can always be transmitted to the wheels during the gear shifting process of the vehicle, and the gear shifting is quick and smooth, which not only ensures the acceleration of the vehicle, but also greatly reduces the speed of the vehicle due to the sharp deceleration caused by the gear shifting. Improve the comfort of vehicle operation. the

Dual-clutch transmission combines the advantages of manual transmission and automatic transmission. Instead of using a torque converter, it uses two sets of clutches. Through the alternate work of the two sets of clutches, the effect of gapless gear shifting is achieved. The two sets of clutches respectively control odd and even gears. Specifically, before shifting gears, the automatic shifting mechanism has pre-engaged the next gear, and after receiving the shifting command, the automatic shifting mechanism quickly sends instructions to the engine. , the engine speed rises, and the previously meshed gears are quickly combined, and at the same time, the first set of clutches is completely released to complete an upshift action, and so on for subsequent actions. the

At the same time, due to the dual output shaft structure of the DCT, the length of the entire gearbox can be shortened and more compact, and more gears can be arranged on the basis of the length of the MT. The addition of the number of gears makes the speed ratio of each gear more reasonable. It can achieve better power performance and economic indicators, and reduce fuel consumption. the

In order to promote DCT technology, reduce fuel consumption, and enable DCT to be installed on a wider range of models, this requires DCT to have smaller axial and radial dimensions so that it can be adapted to different models. Usually, a reverse gear shaft is set on the DCT, and the reverse gear is completed through the gear installed on the reverse gear shaft. For example, the dual-clutch automatic transmission [authorized announcement number CN201502691U] disclosed in the Chinese patent literature includes the first input shaft and the second input shaft. And the first clutch and the second clutch, the first input shaft and the second input shaft are provided with the first output shaft parallel to the first input shaft and the second input shaft, the second output shaft and the reverse gear shaft: the first input The shaft is equipped with several even-numbered drive gears that rotate synchronously with the first input shaft, and the part where the second input shaft protrudes from the first input shaft is equipped with several odd-numbered drive gears that rotate synchronously with the second input shaft and Drive gear for reverse gear: the first main reduction gear and several driven gears are sequentially arranged on the first output shaft: the second main reduction gear and several driven gears and reverse passive gear are arranged sequentially for the second output shaft: differential A main reduction driven gear and two half shaft gears are installed on the gear, and the main reduction driven gear meshes with the first main reduction gear on the first output shaft and the second main reduction gear on the second output shaft respectively. When the transmission is in reverse gear, the power needs to be transmitted to the reverse gear input gear first, and then transmitted to the second output shaft through the reverse gear driven gear, and the power is transmitted by the second output shaft. The whole transmission process needs to pass through the second input shaft, Only the second output shaft and the reverse gear shaft can transmit the power, which is not only inefficient but also complicates the transmission and increases the volume of the transmission. the

Contents of the invention

The purpose of the utility model is to solve the above-mentioned problems in the existing technology, and propose a dual-clutch automatic transmission with high transmission efficiency and compact structure. the

The purpose of this utility model can be achieved through the following technical solutions: a dual-clutch automatic transmission, including a clutch one, a clutch two, a differential and five shafts arranged in parallel: input shaft one, input shaft two, output shaft one , the second output shaft and the reverse gear shaft, one end of the second input shaft is connected with the second clutch, and the other end of the second input shaft is sequentially provided with a fourth-speed driving gear, a second-speed driving gear and a sixth-speed driving gear; The first input shaft is coaxially installed in the second input shaft, one end of the first input shaft is connected with the first clutch, and the other end of the first input shaft passes through the second input shaft and is sequentially provided with a first-speed driving gear and a fifth-speed driving gear and the third gear driving gear; the output shaft one is successively provided with a first gear driven gear, a third gear synchronizer, a third gear driven gear, a second gear synchronizer, a second gear driven gear and the main reduction gear one, and the output The second shaft is provided with a fifth-speed synchronizer, a fifth-speed driven gear, a fourth-speed driven gear, a fourth-sixth gear synchronizer, a sixth-speed driven gear, and the second main reduction gear. The main deceleration and passive gears of the device are constantly meshed, and it is characterized in that the reverse gear is provided with a reverse gear synchronizer, a reverse gear and a main deceleration gear in sequence, and the output shaft 1 is also provided with a reverse gear. Drive gear, the reverse drive gear is arranged between the second gear driven gear and the main reduction gear one, and a synchronous structure is provided between the reverse gear drive gear and the second gear driven gear to make the two rotate synchronously. the

The dual-clutch automatic transmission also includes an automatic shift mechanism controlled by the ECU; when the vehicle is in a parked state, clutch one and clutch two are in a disengaged state and do not transmit power; when the vehicle starts with the first gear, it automatically shifts The mechanism engages the synchronizer of the first and third gears with the passive gear of the first gear, the gear is switched to the first gear, the clutch one is combined, the clutch two remains disconnected, and the vehicle starts to run in the first gear; when the vehicle is running in the first gear, because the clutch The second is in a separated state and does not transmit power. When the vehicle accelerates and reaches the shift point close to the second gear, the automatic shift mechanism can shift the gear to the second gear in advance, that is, the second and fourth gear synchronizers are engaged with the second gear passive gear. When the second gear is engaged, the first clutch is disengaged, the second clutch is engaged, and the whole shifting process ends, and the vehicle shifts into the second gear; after the vehicle enters the second gear, the ECU can perceive the current running state of the vehicle according to the relevant sensor signals, and then judge that the vehicle is about to Into the running gear, if the vehicle accelerates, the next gear is third gear, if the vehicle decelerates, the next gear is first gear; and both first and third gear are controlled by clutch one, because clutch one is disengaged , does not transmit power, so the automatic shifting mechanism can be instructed to shift into the gear that is about to enter work in advance. When reversing, the gear is put into the reverse gear, the clutch 2 is engaged, the clutch 1 is disengaged, the power is transmitted to the input shaft 2 through the clutch 2, and is transmitted to the output shaft through the second-speed driving gear on the input shaft 2 The second-speed passive gear on the first one transmits power to the reverse gear driving gear through the synchronous structure, to the reverse gear passive gear, to the reverse gear shaft through the reverse gear synchronizer, and to the main deceleration passive gear through the main deceleration gear 3, The power is transmitted through the differential. Through the synchronous structure, the driving gear of the second gear can drive the driving gear of the reverse gear to rotate, so that the power can be directly transmitted through the reverse gear shaft during the reverse gear process, which reduces the process of power transmission in reverse gear, reduces the loss of power, and makes the reverse gear Smoother, but also makes the whole machine more compact. the

In the dual-clutch automatic transmission described above, the synchronous structure is a synchronous bearing, the inner ring of the synchronous bearing is fixed on the output shaft 1, and the second gear driven gear is fixed on the outer ring of the synchronous bearing and can be meshed with the above-mentioned second gear driving gear; the reverse gear driving gear is also fixed on the synchronous bearing outer ring and can be meshed with the reverse gear driven gear. In the second gear, the driving gear of the second gear drives the driven gear of the second gear to rotate, and the power is transmitted to the output shaft 1 through the synchronizer of the second gear. The gear is idling; when in reverse gear, the driving gear of the second gear drives the passive gear of the second gear to rotate idly, and at the same time the outer ring of the synchronous bearing drives the driving gear of the reverse gear to rotate, and the driving gear of the reverse gear rotates to drive the passive gear of the reverse gear to rotate. Power is transmitted to the reverse gear shaft. the

In the above-mentioned dual-clutch automatic transmission, the third final reduction gear is in constant mesh with the final reduction and passive gears of the differential. the

In the dual-clutch automatic transmission described above, the first-gear driving gear is in constant mesh with the first-gear driven gear, the fifth-gear driving gear is in constant mesh with the fifth-gear driven gear, and the third-gear driving gear is in constant mesh with the fifth-gear driven gear. The third gear is constantly meshed with the driven gear, the fourth gear is constantly meshed with the fourth gear driven gear, and the sixth gear is constantly meshed with the sixth gear driven gear. the

Compared with prior art, this dual-clutch automatic transmission has the following advantages:

1. By fixing the second gear passive gear and the reverse gear driving gear on the outer ring of the synchronous bearing, the reverse gear driving gear is arranged on the output shaft 1, which reduces the number of gears on the reverse gear shaft, so that the reverse gear shaft can be designed Shorter makes the whole machine more compact. the

2. The power is transmitted through the main reduction gear 3 of the reverse gear shaft, which reduces the power transmission path during the reverse gear process, reduces the power loss during the transmission process, and makes the car consume less fuel. the

3. By switching between clutch one and clutch two and shifting into corresponding gears in advance, there is no power interruption when shifting gears, making driving more comfortable and stable. the

Description of drawings

Fig. 1 is the structural representation of this six-speed dual-clutch automatic transmission. the

In the figure, 1, main reduction gear 2; 2, sixth gear driven gear; 3, fourth and sixth gear synchronizer; 4, fourth gear passive gear; 5, sixth gear driving gear; 6, second gear driving gear; 7, fourth gear Driving gear; 8, fifth gear passive gear; 9, third gear driving gear; 10, fifth gear synchronizer; 11, output shaft two; 12, fifth gear driving gear; 13, first gear driving gear; 14, input shaft one; 15. Input shaft two; 16. Output shaft one; 17. First gear driven gear; 18. First and third gear synchronizer; 19. Third gear driven gear; 20. Second gear synchronizer; 21. Second gear driven gear; 22. Reverse gear synchronizer; 23, reverse gear driving gear; 24, reverse gear driven gear; 25, main reduction gear one; 26, main reduction gear three; 27, reverse shaft; 28, synchronous bearing; 29a, clutch one; 29b , clutch two; 30, differential; 31, main reduction and passive gear. the

Detailed ways

The following are specific embodiments of the utility model and in conjunction with the accompanying drawings, the technical solution of the utility model is further described, but the utility model is not limited to these embodiments. the

As shown in Figure 1, a kind of dual-clutch automatic transmission comprises a clutch one 29a, a clutch two 29b, a differential 30 and five shafts arranged in parallel: input shaft one 14, input shaft two 15, output shaft one 16, Output shaft 2 11 and reverse gear shaft 27, one end of input shaft 2 15 is connected with clutch 2 29b, and the other end of input shaft 2 15 is provided with fourth gear driving gear 7, second gear driving gear 6 and sixth gear driving gear 5 successively ; Input shaft one 14 coaxially penetrates in input shaft two 15, one end of input shaft one 14 is connected with clutch one 29a, and the other end of input shaft one 14 passes through said input shaft two 15 and is provided with a gear in turn Driving gear 13, fifth gear driving gear 12 and third gear driving gear 9; output shaft one 16 is successively provided with first gear passive gear 17, first third gear synchronizer 18, third gear passive gear 19, second gear synchronizer 20, second gear Passive gear 21 and final reduction gear one 25, output shaft two 11 are provided with fifth gear synchronizer 10, fifth gear driven gear 8, fourth gear driven gear 4, fourth and sixth gear synchronizers 3, sixth gear driven gear 2 and main gear Reduction gear 2 1, main reduction gear 1 25 and main reduction gear 2 1 can be constantly meshed with the main reduction and driven gear 31 of differential 30; the first gear driving gear 13 is constantly meshed with the first gear driven gear 17, and the fifth gear The driving gear 12 is in constant mesh with the fifth-speed passive gear 8, the third-speed driving gear 9 is in constant mesh with the third-speed passive gear 19, the fourth-speed driving gear 7 is in constant mesh with the fourth-speed passive gear 4, and the sixth-speed driving gear 5 is in constant mesh with the sixth-speed passive gear 2 constant mesh. the

Reverse gear shaft 27 is provided with reverse gear synchronizer 22, reverse gear driven gear 24 and final reduction gear three 26 successively, and final reduction gear three 26 is constantly meshed with the main reduction and passive gear 31 of differential 30. Output shaft one 16 is also provided with reverse gear driving gear 23, and reverse gear driving gear 23 is arranged between second gear driven gear 21 and main reduction gear one 25, and reverse gear driving gear 23 and second gear driven gear 21 are provided with A synchronous structure that enables both to rotate synchronously. the

The synchronous structure is a synchronous bearing 28, the inner ring of the synchronous bearing 28 is fixed on the output shaft 16, and the second gear driven gear 21 is fixed on the outer ring of the synchronous bearing 28, and can be meshed with the above-mentioned second gear driving gear 6; Block driving gear 23 is also fixed on the outer ring of synchronous bearing 28, and can be meshed with reverse gear driven gear 24. During the second gear, the second gear driving gear 6 drives the second gear passive gear 21 to rotate, and the power is transmitted to the output shaft one 16 through the second gear synchronizer 20. At the same time, the outer ring of the synchronous bearing 28 drives the reverse gear 23 to rotate, and the reverse gear is active. The rotation of the gear 23 drives the reverse gear passive gear 24 to idle; during the reverse gear, the second gear driving gear 6 drives the second gear passive gear 21 to rotate idle, and the outer ring of the synchronous bearing 28 drives the reverse gear driving gear 23 to rotate, and the reverse gear driving gear 23 rotates It drives the reverse gear passive gear 24 to rotate, and the power is transmitted to the reverse gear shaft 27 through the reverse gear synchronizer 22 . the

The dual-clutch automatic transmission also includes an automatic shift mechanism controlled by the ECU; when the vehicle is in a parked state, clutch one 29a and clutch two 29b are in a disengaged state and do not transmit power; The gear mechanism engages the first and third gear synchronizer 18 with the first gear driven gear 17, the gear position is switched to the first gear, the clutch one 29a is combined, the clutch two 29b remains disconnected, and the vehicle begins to run with the first gear; when the vehicle is running in the first gear , because the clutch 2 29b is in the disengaged state at this time, and does not transmit power. When the vehicle accelerates and reaches the shift point close to the second gear, the automatic shift mechanism can shift the gear into the second gear in advance, that is, the synchronizer of the second and fourth gears and The driven gear 21 of the second gear is engaged. When the second gear is engaged, the clutch one 29a is disengaged and the clutch two 29b is engaged. After the whole shifting process is over, the vehicle shifts into the second gear. After the vehicle enters the second gear operation, the ECU can perceive the The current running state of the vehicle, and then judge the gear that the vehicle is about to enter. If the vehicle accelerates, the next gear is the third gear. If the vehicle decelerates, the next gear is the first gear; and the first and third gears are controlled by the clutch. One 29a control, because clutch one 29a is in disengagement state, does not transmit power, so can instruct the automatic shifting mechanism to shift into the gear that is about to enter work in advance, when the vehicle runs and reaches the shift point, only need to be working clutch two 29b disengages, and clutch one 29a engages simultaneously, and vehicle just can hang into corresponding gear. the

The specific power transmission route is as follows:

First gear power transmission route: the power is transmitted to the input shaft one 14 through the clutch one 29a, the first gear driving gear 13 on the input shaft one 14 is transmitted to the first gear passive gear 17, and the power is transmitted to the output shaft one 16 through the first third gear synchronizer 18 , through the main reduction gear 1 25 to the main reduction driven gear 31, and through the differential 30 the power is sent out. the

Second gear power transmission route: power is transmitted to input shaft two 15 through clutch two 29b, second gear driving gear 6 on input shaft two 15 is transmitted to second gear passive gear 21, and second gear synchronizer 20 is transmitted to output shaft one 16, The main reduction gear 1 25 is transmitted to the main reduction driven gear 31, and the power is transmitted through the differential 30. the

The third gear power transmission route: the power is transmitted to the input shaft one 14 through the clutch one 29a, the third gear driving gear 9 on the input shaft one 14 is transmitted to the third gear driven gear 19, and the third gear synchronizer 18 is transmitted to the output shaft one 16 , through the main reduction gear 1 25 to the main reduction driven gear 31, and through the differential 30 the power is sent out. the

4th gear power transmission route: power is transmitted to input shaft 2 15 through clutch 2 29b, 4th gear driving gear 7 on input shaft 14 to 4th gear driven gear 4, and then to output shaft 2 11 through fourth and sixth gear synchronizer 3 , through the main reduction gear 2 1 to the main reduction driven gear 31, and through the differential 30 the power is sent out. the

Fifth gear power transmission route: the power is transmitted to the input shaft one 14 through the clutch one 29a, the fifth gear driving gear 12 on the input shaft one 14 is transmitted to the fifth gear passive gear 8, and the fifth gear synchronizer 10 is transmitted to the output shaft two 11, The main reduction gear 2 is transmitted to the main reduction driven gear 31, and the power is transmitted through the differential 30. the

Six-speed power transmission route: power is transmitted to input shaft two 15 through clutch two 29b, through six-speed driving gear 5 on input shaft two 15 to sixth-speed passive gear 2, and through fourth- and sixth-speed synchronizer 3 to output shaft two 11 , through the main reduction gear 2 1 to the main reduction driven gear 31, and through the differential 30 the power is sent out. the

When reversing, the gear is put into the reverse gear, the clutch two 29b is engaged, the clutch one 29a is disengaged, the power is transmitted to the input shaft two 15 through the clutch two 29b, and the second gear driving gear 6 on the input shaft two 15 is transmitted to the output shaft The second gear passive gear 21 on the first gear 16 transmits power to the reverse gear driving gear 23 through the synchronous structure, then to the reverse gear passive gear 24, and then to the reverse gear shaft 27 through the reverse gear synchronizer 22, and then through the main reduction gear three 26 It is transmitted to the final reduction and driven gear 31, and the power is transmitted through the differential 30. the

By fixing the second gear passive gear 21 and the reverse gear driving gear 23 on the outer ring of the synchronous bearing 28, the second gear driving gear 6 can drive the reverse gear 23 to rotate. Transmission out reduces the process of power transmission in reverse gear, reduces the loss of power, makes reverse gear smoother, and also makes the whole machine more compact. the

The specific embodiments described herein are only examples to illustrate the spirit of the present invention. Those skilled in the technical field to which the utility model belongs can make various modifications or supplements to the described specific embodiments or adopt similar methods to replace them, but they will not deviate from the spirit of the utility model or go beyond the appended claims defined range. the

Although this article uses more main reduction gear 21; sixth-speed passive gear 2; fourth-speed and sixth-speed synchronizer 3; fourth-speed passive gear 4; sixth-speed driving gear 5; second-speed driving gear 6; fourth-speed driving gear 7; Fifth gear passive gear 8; third gear driving gear 9; fifth gear synchronizer 10; output shaft two 11; fifth gear driving gear 12; first gear driving gear 13; input shaft one 14; input shaft two 15; output shaft one 16; One gear driven gear 17; One third gear synchronizer 18; Three gear driven gear 19; Second gear synchronizer 20; Second gear driven gear 21; Reverse gear synchronizer 22; Reverse gear driving gear 23; Reverse gear driven gear 24; Reduction gear one 25; main deceleration gear three 26; reverse gear shaft 27; synchronous bearing 28; clutch one 29a; clutch two 29b; sex. These terms are only used to describe and explain the essence of the utility model more conveniently; interpreting them as any kind of additional limitation is contrary to the spirit of the utility model. the

Claims (4)

1. double-clutch automatic transmission; Comprise clutch one (29a), clutch (29b), differential mechanism (30) and five axles that laterally arrange: input shaft one (14), input shaft two (15), output shaft one (16), output shaft two (11) and reverse gear shaft (27); One end of described input shaft two (15) is connected with clutch (29b), and the other end of input shaft two (15) is provided with four retaining driving gears (7), two retaining driving gears (6) and six retaining driving gears (5) successively; Described input shaft one (14) coaxial being located in the input shaft two (15); One end of input shaft one (14) is connected with clutch one (29a), and the other end of input shaft one (14) passes described input shaft two (15) and is provided with a retaining driving gear (13), five retaining driving gears (12) and three retaining driving gears (9) successively; Be provided with a retaining driven gear (17), one or three retaining synchronizers (18), three retaining driven gears (19), two retaining synchronizers (20), two retaining driven gear (21) and final gears one (25) on the described output shaft one (16) successively; Be provided with five retaining synchronizers (10), five retaining driven gears (8), four retaining driven gears (4), four or six retaining synchronizers (3), six retaining driven gear (2) and final gears two (1) on the described output shaft two (11) successively; Final gear one (25) and final gear two (1) can mesh with the main deceleration driven gear (31) of differential mechanism (30) is normal; It is characterized in that; Be provided with the synchronizer that reverses gear (22), the driven gear that reverses gear (24) and final gear three (26) on the described reverse gear shaft (27) successively; Also be provided with the driving gear that reverses gear (23) on the described output shaft one (16); The described driving gear that reverses gear (23) is arranged between two retaining driven gears (21) and the final gear one (25), is provided with the synchronization structure that both are rotated synchronously between described driving gear that reverses gear (23) and the two retaining driven gears (21).

2. double-clutch automatic transmission according to claim 1; It is characterized in that; Described synchronization structure is a synchronous bearing (28); The inner ring of described synchronous bearing (28) is fixed on the output shaft one (16), and described two retaining driven gears (21) are fixed on synchronous bearing (28) outer ring, and can be meshed with two above-mentioned retaining driving gears (6); The described driving gear that reverses gear (23) also is fixed on synchronous bearing (28) outer ring, and can be meshed with the driven gear that reverses gear (24).

3. double-clutch automatic transmission according to claim 1 and 2 is characterized in that, described final gear three (26) and the normal engagement of the main deceleration driven gear (31) of differential mechanism (30).

4. double-clutch automatic transmission according to claim 1 and 2; It is characterized in that; A described retaining driving gear (13) and the normal engagement of a retaining driven gear (17), described five retaining driving gears (12) and the normal engagement of five retaining driven gears (8), described three retaining driving gears (9) and the normal engagement of three retaining driven gears (19); Described four retaining driving gears (7) and the normal engagement of four retaining driven gears (4), described six retaining driving gears (5) and the normal engagement of six retaining driven gears (2).

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