WO2015055086A1 - 一种双离合自动变速器 - Google Patents

一种双离合自动变速器 Download PDF

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Publication number
WO2015055086A1
WO2015055086A1 PCT/CN2014/087813 CN2014087813W WO2015055086A1 WO 2015055086 A1 WO2015055086 A1 WO 2015055086A1 CN 2014087813 W CN2014087813 W CN 2014087813W WO 2015055086 A1 WO2015055086 A1 WO 2015055086A1
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WO
WIPO (PCT)
Prior art keywords
gear
speed
driven gear
input shaft
reverse
Prior art date
Application number
PCT/CN2014/087813
Other languages
English (en)
French (fr)
Inventor
傅灵玲
黄波
罗大伟
刘江海
罗大国
Original Assignee
浙江吉利控股集团有限公司
宁波上中下自动变速器有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 浙江吉利控股集团有限公司, 宁波上中下自动变速器有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to EP14854404.2A priority Critical patent/EP3059476B1/en
Priority to US15/029,840 priority patent/US10520064B2/en
Publication of WO2015055086A1 publication Critical patent/WO2015055086A1/zh

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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
    • F16H57/037—Gearboxes for accommodating differential gearings
    • 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
    • F16H3/12—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 means for synchronisation not incorporated in the clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3425—Parking lock mechanisms or brakes in the transmission characterised by pawls or wheels
    • 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
    • F16H3/093—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 with two or more countershafts
    • F16H2003/0931—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 with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • 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

Definitions

  • the present invention relates to the field of automotive transmissions, and more particularly to a dual clutch automatic transmission.
  • Another further object of the invention is to make the transmission described above safer and more stable.
  • the present invention provides a dual clutch automatic transmission comprising:
  • a first input shaft having a first input shaft first end and a first input shaft second end opposite the first input shaft first end;
  • a first clutch coupled to the first input shaft at a first end of the first input shaft
  • a second input shaft having a first end of the second input shaft and a second end of the second input shaft opposite the first end of the second input shaft;
  • a second clutch coupled to the second input shaft at a first end of the second input shaft
  • the second input shaft is a hollow shaft that is fitted on the first input shaft
  • a seven-speed drive gear, a first-speed drive gear, a five-speed drive gear and a third-speed drive gear independently disposed, respectively, which are fixedly connected to the first input shaft;
  • a four-speed drive gear and a second-speed drive gear independently disposed, respectively, fixedly coupled to the second input shaft; wherein the fourth-speed drive gear is simultaneously used as a six-speed drive gear; the second-speed drive gear is simultaneously used Reverse the drive gear to omit the reverse shaft;
  • the seven-speed drive gear, the first-speed drive gear, the fifth-speed drive gear, and the third-speed drive gear are on the first input shaft along a second end from the first input shaft The portions are sequentially disposed in a direction to the first end of the first input shaft.
  • the fourth-speed drive gear and the second-speed drive gear are on the second input shaft along a direction from the second input shaft second end to the second input shaft first end Set it in order.
  • a seventh-speed driven gear and a fifth-speed slave gear respectively corresponding to the seventh-speed driving gear, the fifth-speed driving gear, the fourth-speed driving gear, and the second-speed driving gear are respectively disposed on the second output shaft.
  • a first driven gear, a third driven gear and a fourth driven gear respectively corresponding to the first speed driving gear, the third speed driving gear and the fourth speed driving gear are respectively disposed on the first output shaft. And reverse gears.
  • parking ratchet is fixedly coupled to the second output shaft between the fifth-speed driven gear and the sixth-speed driven gear.
  • a differential having a differential housing is further included; wherein the parking ratchet is fixedly disposed on the differential housing.
  • the second-speed driven gear is used as a reverse idler gear to mesh with the reverse driven gear.
  • the reverse idler is in a form in which the second-speed driven gear faces away from the sixth-speed driven gear, and is formed in the form of a joint double-gear with the second-speed driven gear.
  • the reverse idler gear is in a form in which the second-speed driven gear faces the sixth-speed driven gear, and is formed in the form of a joint double gear with the second-speed driven gear.
  • a third-speed synchronizer is fixedly disposed on the first output shaft between the first-speed driven gear and the third-speed driven gear; the fourth-speed driven gear and the reverse driven gear are The first between A four-reverse synchronizer is fixed on the output shaft;
  • a second-six-speed synchronizer is fixed on the second output shaft between the sixth-speed driven gear and the second-speed driven gear; between the seventh-speed driven gear and the fifth-speed driven gear A fifth-seven-speed synchronizer is fixed on the second output shaft.
  • the fourth and sixth gears share the driving gear in the forward gear, and the driving gears of other gears are not shared, and the speed ratio ranges of other gears are not affected by the gear group sharing, so that the transmission It is easier to adjust the speed ratio according to the needs of the matched models, and can adapt to more models.
  • the use of the reverse shaft is eliminated in the present invention, which effectively reduces the radial size in the transmission, making assembly easier. It is also conducive to the realization of lightweight car; at the same time, the reverse gear adopts double gear, which is more conducive to the distribution and adjustment of the second gear and the reverse gear ratio, and also reduces the requirement for the clutch heat capacity when the reverse gear is reversed;
  • first-speed and reverse-displacement clutch control of the dual-clutch automatic transmission of the present invention is also more advantageous for the distribution and adjustment of the first-speed and reverse-speed ratios, and also reduces the requirement for the clutch starting heat capacity, particularly in the first gear. ;
  • the seventh-speed gear set as the high-speed gear is disposed at the outermost end of the first input shaft, which can slow down the influence of the centrifugal force generated by the high-speed rotation on the first input shaft, and prolong the service life. , further making the transmission run safer and more stable;
  • a part of the low speed gear is arranged in the middle, and a part of the high speed gear is arranged on both sides of the low speed gear, for example, a low speed gear is provided between the fifth gear and the seventh gear of the high speed gear.
  • a low-speed third gear between the fifth and sixth gears of the high-speed gear, which can make the output shaft and the input shaft for carrying the gears more balanced, increase the stability of the overall structure, and The uniform distribution makes the above stability less affected by the change of the total axial length of the dual clutch automatic transmission, and can be applied to more vehicles;
  • the parking ratchet of the dual clutch automatic transmission of the present invention is disposed on the differential housing, which can save the axial length of the transmission, facilitate the arrangement of the entire vehicle and the transmission parking rod mechanism; and the relative parking ratchet is disposed at The method of the vicinity of the differential ring gear can further save the axial length of the differential, and is also convenient for the arrangement of the whole vehicle and the transmission parking rod mechanism;
  • the parking ratchet in the dual clutch automatic transmission of the present invention is fixedly disposed on the second output shaft between the fifth-speed driven gear and the sixth-speed driven gear, that is, in the middle position of the second output shaft, which can make The output shaft is more evenly distributed, improving stability and extending service life.
  • FIG. 1 is a schematic view showing the arrangement of a transmission structure according to an embodiment of the present invention.
  • FIG. 2 is a schematic view of a structural arrangement of a transmission in accordance with other alternative embodiments of the present invention.
  • the inventors of the present application have found that in the existing dual clutch automatic transmission structure, due to some factors, it is possible to adopt a structure in which the driving gears are shared between the gear positions, but such a structure may cause the range of the gear ratio to be limited. Ultimately, it will also limit the use of the transmission in more models.
  • the arrangement of the high and low speed gears in the existing dual clutch automatic transmission structure is unreasonable, which will make the dual clutch automatic transmission have poor stability, and the stability will decrease as the double clutch automatic transmission increases in the total axial length, thereby indirectly Limiting the development of the total axial length of the dual clutch automatic transmission will eventually limit the use of the dual clutch automatic transmission in more models.
  • the existing dual clutch automatic transmission structure is usually arranged at the end of the output shaft, but on the one hand, the output shaft is unevenly distributed and the stability is lowered; in addition, the parking ratchet is located at the output shaft.
  • the axial distance of the transmission will also increase, which will increase the difficulty of vehicle layout and vehicle loading.
  • FIG. 1 is a schematic view showing the arrangement of a transmission structure in accordance with one embodiment of the present invention.
  • the present invention provides a dual clutch automatic transmission that can include a housing (not shown) that at least partially seals the gearing of the transmission.
  • the gearing apparatus can include various shafts, intermeshing co-planar gear sets, dual clutch assemblies, and selectively engageable synchronizers, as will be described herein.
  • the shaft of the present invention may include a first input shaft 1 and a second input shaft 2 that are coaxially disposed.
  • the first input shaft 1 can have a first input shaft first end and a first input shaft second end opposite the first input shaft first end.
  • the second input shaft 2 can have a second input shaft first end and a second input shaft second end opposite the second input shaft first end. Both ends of the first input shaft 1 and the second input shaft 2 are typically mounted to the transmission housing by bearings.
  • the second input shaft 2 is a hollow shaft that fits over the first input shaft 1 such that the first input shaft 1 and the second input shaft 2 are relatively free to rotate.
  • the dual clutch assembly of the present invention may include a first clutch K1 and a second clutch K2 that are concentrically nested.
  • the first clutch K1 is coupled to the first input shaft 1 at a first end of the first input shaft for common rotation with the first input shaft 1.
  • the second clutch K2 is connected to the second input at the first end of the second input shaft
  • the input shaft 2 can also rotate together with the second input shaft 2. Therefore, the first-speed and reverse-displacement clutch control of the dual-clutch automatic transmission of the present invention is also more advantageous for the distribution and adjustment of the first-speed and reverse-speed ratios, and also reduces the requirement for the clutch starting heat capacity, particularly in the first gear.
  • the shaft of the present invention may also include a first output shaft 3 and a second output shaft 4 that are disposed in parallel and spaced apart.
  • the intermeshing co-planar gear set of the present invention may comprise seven sets of forward gear sets and one reverse gear set, respectively disposed on the first input shaft 1, the second input shaft 2, the first output shaft 3, and the second Output on axis 4.
  • a seventh-speed driving gear 17, a first-speed driving gear 11, and a five-speed active are fixedly disposed on the first input shaft 1 in a direction from the second end of the first input shaft to the first end of the first input shaft.
  • Gear 15 and third gear drive gear 13 are fixedly disposed in the direction from the second end of the second input shaft to the first end of the second input shaft.
  • the fourth-speed drive gear 24 simultaneously functions as a six-speed drive gear; the second-speed drive gear 22 also serves as a reverse drive gear.
  • a first driven gear 31, a third driven gear 33 and a fourth gear respectively corresponding to the first driving gear 11, the third gear driving gear 13, and the fourth gear driving gear 24 are respectively disposed on the first output shaft 3.
  • the driven gear 34 and the reverse driven gear 32 are respectively disposed on the first output shaft 3.
  • the driving gears of the other gears are not shared, which is advantageous for reducing the overall axial length of the transmission and is easy to be integrated.
  • the speed ratio range of other gears is not affected by the sharing of gear sets, making it easier for the transmission to adjust the speed ratio according to the needs of the matched models, and can adapt to more models.
  • each pair of the driving gear and the driven gear is in constant meshing.
  • the seven-speed drive gear 17 and the seventh-speed driven gear 47 are normally meshed to form a seven-speed gear set; the first-speed drive gear 11 and the first-speed driven gear 31 are constantly meshed to form a first gear set;
  • the driving gear 15 and the fifth-speed driven gear 45 are constantly meshed to form a five-speed gear set;
  • the third-speed driving gear 13 and the third-speed driven gear 33 are constantly meshed to form a third-speed gear set;
  • the driven gear 34 is normally meshed to form a fourth gear set;
  • the fourth gear drive gear 24 and the sixth gear driven gear 46 are normally meshed to form a sixth gear set;
  • the second gear drive gear 22 and the second gear driven gear 32 are common.
  • the second-speed driven gear 42 and the reverse driven gear 32 are in constant meshing.
  • the second-speed driving gear 22 is simultaneously used as the reverse driving gear, and sequentially passes through the second-speed driving gear 23 and the second-speed driven gear. 42 to reverse gear from The moving gear 32 transmits power to realize the reverse function.
  • Such a structure can eliminate the use of the reverse shaft, reduce the use of a reverse shaft and related components, effectively reduce the radial size in the transmission, make assembly easier, and facilitate weight reduction.
  • the order of the gear positions on the first input shaft 1 or the second input shaft 2 is not necessarily in accordance with the one shown in FIG. 1, that is, seven files and one file from left to right. , five, three, four, six, two / R. It may also be arranged in the manner of, for example, third gear, fifth gear, first gear, seventh gear, fourth gear, sixth gear, second gear/R gear, etc., and is also within the protection scope of the present invention.
  • the seventh gear set as the high speed gear is disposed at the outermost end of the first input shaft 1, that is, close to the mounting bearing, and this can extend the service life of the first input shaft 1, further making the transmission operation safer and more stable.
  • a part of the low speed gear is arranged in the middle, and a part of the high speed gear is arranged on both sides of the low speed gear, for example, a low speed gear is provided between the fifth gear and the seventh gear of the high speed gear, and then There are three gears in the low speed range between the fifth and sixth gears of the high speed gear.
  • Such an arrangement can make the output shaft and the input shaft for carrying the gears more balanced, increase the stability of the overall structure, and the above stability is changed by the total axial length of the dual clutch automatic transmission due to the uniform distribution of the high speed gears. The impact is small and can be applied to more models.
  • the synchronizer of the present invention may comprise four, respectively disposed between the driven gears of two adjacent gear positions. Specifically, a third-speed synchronizer 5 is fixedly mounted on the first output shaft 3 between the first-speed driven gear 31 and the third-speed driven gear 33, and the first-speed torque and the third-speed torque are selectively selected. Passed to the first output shaft 3. A fourth reverse synchronizer 6 is fixedly mounted on the first output shaft 3 between the fourth-speed driven gear 34 and the reverse driven gear 32, and the fourth-speed torque and the reverse torque are selectively transmitted to the first Output shaft 3.
  • a second-speed synchronizer 7 is fixedly disposed on the second output shaft 4 between the sixth-speed driven gear 46 and the second-speed driven gear 42 to selectively transmit the sixth-speed torque and the second-speed torque to the second gear Two output shafts 4.
  • a fifth-seven-speed synchronizer 8 is fixedly disposed on the second output shaft 4 between the seventh-speed driven gear 47 and the fifth-speed driven gear 45, and the seventh-speed torque and the fifth-speed torque are selectively transmitted to the first Two output shafts 4.
  • the first output shaft 3 end of the present invention may also be fixedly coupled with a first output gear 38.
  • the first output gear 38 meshes with the reduction driven gear 10 on the differential 9 for outputting the torque of the first output shaft 3.
  • the differential 9 has components such as a differential case 901.
  • a second output gear 48 may be fixedly coupled to the end of the second output shaft 4, and the second output gear 48 meshes with the reduction driven gear 10 for outputting the torque of the second output shaft 4, where the torque is outputted.
  • Most dual clutch structure Like, no longer repeat them.
  • a parking ratchet 11b can also be fixedly disposed on the differential housing 901, which belongs to a part of the parking mechanism (not fully shown) and functions as a parking device.
  • This arrangement can save the axial length of the transmission and facilitate the whole vehicle. Equipped with the arrangement of the transmission parking rod mechanism.
  • the present invention can further save the axial length of the differential relative to the manner in which the parking ratchet is disposed in the vicinity of the differential ring gear, and also facilitates the arrangement of the entire vehicle and the transmission parking rod mechanism.
  • the parking ratchet 11b may also be disposed at other locations, such as the parking ratchet 11a also shown in FIG.
  • the parking ratchet 11a can be fixedly disposed on the second output shaft between the fifth-speed driven gear 45 and the sixth-speed driven gear 46, that is, in the middle of the second output shaft. It is also part of the parking mechanism (not fully shown), which acts as a parking device. This arrangement can make the output shaft more evenly distributed, improve stability and extend service life. Moreover, it will be understood by those skilled in the art that in the dual clutch automatic transmission, only one of the parking ratchet 11a and the parking ratchet 11b is required to operate normally.
  • FIG. 2 is a schematic view showing a structural arrangement of a transmission according to other alternative embodiments of the present invention.
  • the dual clutch automatic transmission configuration is substantially the same as in the embodiment of Fig. 1 described above, and the arrangement of the parking ratchets is also present in at least two of the above.
  • the second output shaft 4 is sleeved with a seven-speed drive gear 17, a fifth-speed drive gear 15, a fourth-speed drive gear 24, and a reverse driven gear 32, respectively.
  • a seventh-speed driven gear 47, a fifth-speed driven gear 45, a sixth-speed driven gear 46, a reverse idler gear 42a, and a second-speed driven gear 42 that are meshed with the second-speed driving gear 22, wherein the second-speed driven gear 42 42 and the reverse idler gear 42a are formed in the form of a joint double gear, and the second speed drive gear 22 is simultaneously used as the reverse drive gear, so the power sequentially passes through the second gear drive gear 22, the second gear driven gear 42, and the reverse gear.
  • the idler gear 42a is again transmitted to the reverse driven gear 42 to implement the reverse gear function.
  • the above structure can reduce the use of a reverse shaft and related components on the one hand, effectively reducing the radial size in the transmission, making the assembly simpler and facilitating the realization of weight reduction.
  • the reverse gear adopts the double gear, which is more conducive to the distribution and adjustment of the second gear and the reverse gear ratio, and also reduces the requirement for the clutch starting heat capacity in the reverse gear.
  • the reverse idler gear 42a may be on the side of the second-speed driven gear 42 that faces away from the sixth-speed driven gear 46.
  • it may be provided at other locations, such as the reverse idler 42b, also shown in FIG. 2, which may be used instead to eliminate the reverse idler 42a of the above embodiment.
  • the reverse idler gear 42b may be located on the other side of the second-speed driven gear 42, that is, on the side of the second-speed driven gear 42 facing the sixth-speed driven gear 46, and the reverse idler gear 42b is also It can be engaged with the reverse driven gear 32, which is the current conventional setting method, and will not be described herein.
  • those skilled in the art should know that only the reverse idler 42a and the reverse clutch automatic transmission are usually required.
  • One of the reverse idler pulleys 42b can operate normally.
  • the power transmission routes of the seven forward gears and one reverse gear of the present invention are as follows:
  • the first clutch K1 In the first gear, the first clutch K1 is closed, the torque of the engine is transmitted to the first input shaft 1 through the first clutch K1; the first drive gear 11 on the first input shaft 1 is transmitted to the first driven gear 31; The driven gear 31 is engaged with a third speed synchronizer 5 to transmit torque to the first output shaft 3, and then to the reduction driven gear 10 via the first output gear 38 and finally to drive out.
  • the second clutch K2 When the vehicle enters the first gear, the second clutch K2 is in the off state and does not transmit power.
  • the automatic shifting mechanism can shift the gear position into the second gear in advance, that is, the second and sixth gears
  • the synchronizer 7 is engaged with the second-speed driven gear 42, and then the first clutch K1 is opened, the second clutch K2 is closed, the shifting process is ended, and the vehicle enters the second gear.
  • the second clutch K2 In the second gear, the second clutch K2 is closed, the torque of the engine is transmitted to the second input shaft 2 through the second clutch K2; the second-speed drive gear 22 on the second input shaft 2 is transmitted to the second-speed driven gear 42; The driven gear 42 is engaged with the second and sixth speed synchronizers 7, transmits torque to the second output shaft 4, and is transmitted to the reduction driven gear 9 via the second output gear 48 and finally driven out.
  • the automatic transmission electronic control unit in the general vehicle can judge the current running state of the vehicle according to the relevant sensor signal, and then determine the gear position that the vehicle is about to be engaged, such as the vehicle acceleration, and the next gear position is the third gear. If the vehicle decelerates, the next gear will be the first gear.
  • the first clutch and the third gear are both controlled by the first clutch K1. Since the first clutch K1 is in the off state at this time and does not transmit power, the automatic shifting mechanism can be pre-exchanged into the gear to be operated. When the vehicle reaches the shifting point, only the working second clutch K2 needs to be disconnected, and the first clutch K1 is closed, and the switching sequence of the two clutches is matched, and the entire shifting process is completed. The same is true for the switching process of other forward gears, which will not be described below.
  • the first clutch K1 In the third gear, the first clutch K1 is closed, the torque of the engine is transmitted to the first input shaft 1 through the first clutch K1; the third-speed drive gear 13 on the first input shaft 1 is transmitted to the third-speed driven gear 33; The driven gear 33 is engaged with a third speed synchronizer 5 to transmit torque to the first output shaft 3, to the first output gear 38 to the reduction driven gear 9 and finally to drive out.
  • the second clutch K2 In the fourth gear, the second clutch K2 is closed, the torque of the engine is transmitted to the second input shaft 2 through the second clutch K2; the fourth-speed drive gear 24 on the second input shaft 2 is transmitted to the fourth-speed driven gear 34;
  • the driven gear 34 is engaged with the four reverse synchronizer 6, transmits torque to the first output shaft 3, is transmitted to the reduction driven gear 9 via the first output gear 38, and is finally driven out.
  • the first clutch K1 In the fifth gear, the first clutch K1 is closed, the torque of the engine is transmitted to the first input shaft 1 through the first clutch K1; the fifth-speed drive gear 15 on the first input shaft 1 is transmitted to the fifth-speed driven gear 45; The driven gear 45 is engaged with the fifth-seventh synchronizer 8, transmits torque to the second output shaft 4, is transmitted to the reduction driven gear 9 via the second output gear 48, and is finally driven out.
  • the second clutch K2 In the sixth gear, the second clutch K2 is closed, the torque of the engine is transmitted to the second input shaft 2 through the second clutch K2; the fourth-speed drive gear 24 on the second input shaft 2 is transmitted to the sixth-speed driven gear 46;
  • the driven gear 46 is engaged with the second and sixth speed synchronizers 7, transmits torque to the second output shaft 4, and is transmitted to the reduction driven gear 9 via the second output gear 48 and finally driven out.
  • the first clutch K1 In the seventh gear, the first clutch K1 is closed, the torque of the engine is transmitted to the first input shaft 1 through the first clutch K1; the seventh-speed drive gear 17 on the first input shaft 1 is transmitted to the seventh-speed driven gear 47; The driven gear 47 is engaged with the fifth-seventh synchronizer 8, transmits torque to the second output shaft 4, is transmitted to the reduction driven gear 9 via the second output gear 48, and is finally driven out.
  • the transmission route can be divided into two ways:
  • the first type is to use the second-speed driven gear 42 as a manner in which the reverse idler gear meshes with the reverse driven gear 32.
  • the second clutch K2 is closed, the torque of the engine is transmitted to the second input shaft 2 through the second clutch K2; then is transmitted to the second-speed driven gear 42 via the second-speed drive gear 22 on the second input shaft 2, second gear
  • the driven gear 42 simultaneously drives the reverse driven gear 32 meshed therewith, thereby being transmitted to the reverse driven gear 32, and the reverse driven gear 32 is engaged with the four reverse synchronizer 6 to transmit torque to the first output shaft 3.
  • the first output gear 38 is transmitted to the reduction driven gear 9 and finally driven out.
  • the reverse idler 42a or the reverse idler 42b provided in the second output shaft 4, the reverse idler 42a or the reverse idler 42b can be formed with the second driven gear 42 as The joint double gear is in the form of engagement with the reverse driven gear 32 by the reverse idler 42a or the reverse idler 42b.
  • the second clutch K2 is closed, the torque of the engine is transmitted to the second input shaft 2 through the second clutch K2; then is transmitted to the second-speed driven gear 42 via the second-speed drive gear 22 on the second input shaft 2, second gear
  • the driven gear 42 simultaneously drives the reverse idler 42a or the reverse idler 42b, which together form a joint double gear, to rotate, and is then driven to the reverse driven gear 32 by the reverse idler 42a or the reverse idler 42b.
  • the reverse driven gear 32 is engaged with the four reverse synchronizer 6, transmits torque to the first output shaft 3, is transmitted to the reduction driven gear 9 via the first output gear 38, and is finally driven out.

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Abstract

一种双离合自动变速器，具有七个前进档和一个倒档；其中七档主动齿轮（17）、一档主动齿轮（11）、五档主动齿轮（15）和三档主动齿轮（13）分别独立固定设置在第一输入轴上（1），四档主动齿轮（24）和二档主动齿轮（22）分别独立固定设置在第二输入轴（2）上；在第一输出轴（3）和第二输出轴（4）又分别空套设置有与上述各主动齿轮对应啮合的被动齿轮；并且四档主动齿轮（24）同时作为六档主动齿轮，其他档位齿轮组不共用，这样既有利于减小变速器的整体轴向长度，易于整车的布置，又使得其他档位的速比范围不受齿轮组共用的影响，可适应更多的车型；另外，优化了驻车棘轮（11a，11b）布置，还可以使得输出轴受力分布更加均匀，提高稳定性，延长使用寿命。

Description

一种双离合自动变速器 技术领域
本发明涉及汽车变速器领域，特别是涉及一种双离合自动变速器。
背景技术
当今汽车工业的发展，节能减排成为设计的主要方向，整车对于变速器的设计要求越趋严格，因此具有高效率、高舒适性、高速比范围的双离合自动变速器逐渐成为发展趋势。双离合自动变速器中的传动系结构及驻车棘轮的布置结构是整个变速器的重要组成部分，也是后续机械硬件设计和软件设计的首要条件，因此双离合变速器对传动及驻车棘轮的布置结构要求也越来越高。
对于传动系统方面，为了获得更好的动力性和经济性，更宽的速比范围，更合理的速比分配已经是变速器的一个重要的发展方向。虽然许多双离合自动变速器轴系设计已经取得很大的进步，但是也还存在一些因为考虑不全面导致的缺陷，使得其在结构紧凑性、传动性能以及工作稳定性方面存在不足。
发明内容
本发明的一个目的是提供一种结构紧凑并且运用范围更广的双离合自动变速器。
本发明一个进一步的目的是减小上述变速器经向长度以及内部零件数量，优化装配过程。
本发明另一个进一步的目的是使得上述变速器运行更安全稳定。
特别地，本发明提供了一种双离合自动变速器，包括：
第一输入轴，其具有第一输入轴第一端部和与所述第一输入轴第一端部相反的第一输入轴第二端部；
第一离合器，其在所述第一输入轴第一端部处连接至所述第一输入轴；
第二输入轴，其具有第二输入轴第一端部和与所述第二输入轴第一端部相反的第二输入轴第二端部；
第二离合器，其在所述第二输入轴第一端部处连接至所述第二输入轴；
所述第二输入轴为空心轴，其套装在所述第一输入轴上；
独立设置的七档主动齿轮、一档主动齿轮、五档主动齿轮和三档主动齿轮，其分别固定连接至所述第一输入轴；
独立设置的四档主动齿轮和二档主动齿轮，其分别固定连接至所述第二输入轴；其中，所述四档主动齿轮同时用作六档主动齿轮；所述二档主动齿轮同时用作倒档主动齿轮，以省略倒档轴；
第一输出轴和第二输出轴，其上分别空套设置有与各主动齿轮对应啮合的被动齿轮；以及
驻车棘轮。
进一步地，所述七档主动齿轮、所述一档主动齿轮、所述五档主动齿轮和所述三档主动齿轮在所述第一输入轴上沿着从所述第一输入轴第二端部到所述第一输入轴第一端部的方向依次设置。
进一步地，所述四档主动齿轮和所述二档主动齿轮在所述第二输入轴上沿着从所述第二输入轴第二端部到所述第二输入轴第一端部的方向依次设置。
进一步地，在所述第二输出轴上空套设置有分别与所述七档主动齿轮、五档主动齿轮、四档主动齿轮、和二档主动齿轮对应啮合的七档从动齿轮、五档从动齿轮、六档从动齿轮和二档从动齿轮；
在所述第一输出轴上空套设置有分别与所述一档主动齿轮、三档主动齿轮和四档主动齿轮对应啮合的一档从动齿轮、三档从动齿轮和四档从动齿轮，以及倒档从动齿轮。
进一步地，所述驻车棘轮固定连接在所述五档从动齿轮与所述六档从动齿轮之间的所述第二输出轴上。
进一步地，还包括具有差速器壳体的差速器；其中，所述驻车棘轮固定设置在所述差速器壳体上。
进一步地，所述二档从动齿轮用作倒档惰轮与所述倒档从动齿轮啮合。
进一步地，还包括在所述第二输出轴空套设置的倒档惰轮，所述倒档惰轮与所述倒档从动齿轮啮合；
其中，所述倒档惰轮处于所述二档从动齿轮背离所述六档从动齿轮的一侧，并与所述二档从动齿轮形成为联体双联齿轮的形式。
进一步地，还包括在所述第二输出轴空套设置的倒档惰轮，所述倒档惰轮与所述倒档从动齿轮啮合；
其中，所述倒档惰轮处于所述二档从动齿轮面向所述六档从动齿轮的一侧，并与所述二档从动齿轮形成为联体双联齿轮的形式。
进一步地，在所述一档从动齿轮和三档从动齿轮之间的所述第一输出轴上固定设有一三档同步器；在所述四档从动齿轮和倒档从动齿轮之间的所述第一 输出轴上固定设有四倒档同步器；
在所述六档从动齿轮和二档从动齿轮之间的所述第二输出轴上固定设有二六档同步器；在所述七档从动齿轮和五档从动齿轮之间的所述第二输出轴上固定设有五七档同步器。
本发明的双离合自动变速器中，前进档中四档和六档共用主动齿轮外，其他档位的主动齿轮则不进行共用，其他档位的速比范围不受齿轮组共用的影响，使得变速器更容易根据匹配的车型的需求进行速比的调整，可以适应更多的车型；另外，本发明中取消了倒档轴的使用，有效减小了变速器内的径向尺寸，使得装配更简单，也有利于汽车轻量化的实现；同时倒档采用双联齿，更有利于二档和倒档速比的分配和调整，也降低了倒档时对离合器起步热容量的要求；
进一步地，本发明的双离合自动变速器中一档和倒档分离合器控制，同样更有利于一档和倒档速比的分配和调整，也降低了特别是一档时对离合器起步热容量的要求；
进一步地，本发明的双离合自动变速器中将作为高速档的七档齿轮组设置在第一输入轴最外端，可以减缓由于高速旋转产生的离心力对第一输入轴的影响，延长了使用寿命，进一步使得变速器运转更安全稳定；
进一步地，本发明的双离合自动变速器中将部分低速档布置在中间，并将部分高速档布置与上述低速档的两边，比如在高速档五档和七档之间设有低速档一档，再比如在高速档五档和六档之间设有低速档三档等，这样可以使得用于承载齿轮的输出轴和输入轴受力更加平衡，增加整体结构的稳定性，并且由于高速档齿轮的均匀分布使得上述稳定性受到双离合自动变速器总轴向长度改变的影响较小，可以运用到更多车型中；
进一步地，本发明的双离合自动变速器中驻车棘轮布置在差速器外壳上，可以节约变速器的轴向长度，便于整车搭载和变速器驻车拉杆机构的布置；并且相对驻车棘轮布置在差速器齿圈附近的方式，本发明也可以进一步节约差速器的轴线长度，同样也便于整车搭载和变速器驻车拉杆机构的布置；
进一步地，本发明的双离合自动变速器中驻车棘轮固定设置在五档从动齿轮与六档从动齿轮之间第二输出轴上，也即是位于第二输出轴的中间位置，可以使得输出轴受力分布更加均匀，提高稳定性，延长使用寿命。
根据下文结合附图对本发明具体实施例的详细描述，本领域技术人员将会更加明了本发明的上述以及其他目的、优点和特征。
附图说明
后文将参照附图以示例性而非限制性的方式详细描述本发明的一些具体实施例。附图中相同的附图标记标示了相同或类似的部件或部分。本领域技术人员应该理解，这些附图未必是按比例绘制的。附图中：
图1是根据本发明一个实施例的变速器结构布置示意图；
图2是根据本发明其他替换性实施例的变速器结构布置示意图。
具体实施方式
本申请的发明人发现，在现有的双离合器自动变速器结构中，出于一些因素，可能采用档位之间主动齿轮共用的结构，可是这样的结构又会导致档位速比范围受到限制，最终也会限制变速器在更多车型中的运用。另外，现有的双离合器自动变速器结构中高低速档位的布置不合理，会使得双离合自动变速器稳定性差，并且稳定性还会随着双离合自动变速器在总轴向长度增加而降低，从而间接限制了双离合自动变速器在总轴向长度的发展，最终也会限制双离合自动变速器在更多车型中的运用。此外，对于驻车棘轮，现有的双离合器自动变速器结构中通常是布置在输出轴末端，但是这样一方面会使得输出轴受力分布不均，降低稳定性；另外，驻车棘轮位于输出轴上也会增加变速器的轴向距离，使得整车布置和整车搭载困难程度有所增加。
图1是根据本发明一个实施例的变速器结构布置示意图。如图1所示，本发明提供了一种双离合自动变速器，变速器可以包括壳体(未示出)，壳体至少部分地密封变速器的齿轮设备。该齿轮设备可以包括各种轴、相互啮合的共面齿轮组、双离合器组件以及能够选择性接合的同步器，如本文中将要描述的。
本发明的轴可以包括同轴设置的第一输入轴1和第二输入轴2。
第一输入轴1可以具有第一输入轴第一端部和与所述第一输入轴第一端部相反的第一输入轴第二端部。第二输入轴2可以具有第二输入轴第一端部和与所述第二输入轴第一端部相反的第二输入轴第二端部。第一输入轴1和第二输入轴2的两端通常是通过轴承安装在变速器壳体上。
第二输入轴2为空心轴，其套装在所述第一输入轴1上，使得第一输入轴1和第二输入轴2之间可以相对自由转动。
本发明的双离合器组件可以包括同心嵌套的第一离合器K1和第二离合器K2。第一离合器K1在第一输入轴第一端部处连接至第一输入轴1，以便与第一输入轴1共同旋转。第二离合器K2在第二输入轴第一端部处连接至第二输 入轴2，同样能够与第二输入轴2共同旋转。因此，本发明的双离合自动变速器中一档和倒档分离合器控制，同样更有利于一档和倒档速比的分配和调整，也降低了特别是一档时对离合器起步热容量的要求。
本发明的轴还可以包括平行且分隔设置的第一输出轴3和第二输出轴4。
本发明的相互啮合的共面齿轮组可以包括七组前进档齿轮组和一个倒档齿轮组，是分别设置在上述第一输入轴1、第二输入轴2、第一输出轴3以及第二输出轴4上。
具体地，在第一输入轴1上沿着从第一输入轴第二端部到第一输入轴第一端部的方向依次固定设置七档主动齿轮17、一档主动齿轮11、五档主动齿轮15和三档主动齿轮13。而在第二输入轴2上沿着从第二输入轴第二端部到第二输入轴第一端部的方向依次固定设置四档主动齿轮24和二档主动齿轮22。并且本发明中，四档主动齿轮24同时作为六档主动齿轮；二档主动齿轮22还同时作为倒档主动齿轮。
同时，在第一输出轴3上空套设置有分别与一档主动齿轮11、三档主动齿轮13和四档主动齿轮24对应啮合的一档从动齿轮31、三档从动齿轮33和四档从动齿轮34，以及倒档从动齿轮32。在第二输出轴4上空套设置有分别与七档主动齿轮17、五档主动齿轮15、四档主动齿轮24和二档主动齿轮22对应啮合的七档从动齿轮47、五档从动齿轮45、六档从动齿轮46和二档从动齿轮42。其中，二档从动齿轮42用作倒档惰轮与倒档从动齿轮32啮合。因此，在本发明的变速器中，除前进档中4档和6档共用主动齿轮外，其他档位的主动齿轮则不进行共用，这样既有利于减小变速器的整体轴向长度，并且易于整车的布置。而其他档位的速比范围又不受齿轮组共用的影响，使得变速器更容易根据匹配的车型的需求进行速比的调整，可以适应更多的车型。
本发明中各对主动齿轮和从动齿轮之间为常啮合。具体地，其中七档主动齿轮17与七档从动齿轮47为常啮合，构成七档齿轮组；一档主动齿轮11与一档从动齿轮31为常啮合，构成一档齿轮组；五档主动齿轮15与五档从动齿轮45为常啮合，构成五档齿轮组；三档主动齿轮13与三档从动齿轮33为常啮合，构成三档齿轮组；四档主动齿轮24与四档从动齿轮34为常啮合，构成四档齿轮组；四档主动齿轮24与六档从动齿轮46为常啮合，构成六档齿轮组；二档主动齿轮22与二档从动齿轮32为常啮合，构成二档齿轮组。另外，二档从动齿轮42与倒档从动齿轮32为常啮合，本例中上将二档主动齿轮22同时用作倒档主动齿轮，依次通过二档主动齿轮23、二档从动齿轮42再到倒档从 动齿轮32来传递动力，实现倒档功能。这样的结构可以取消了倒档轴的使用，减少一根倒档轴及相关零部件的使用，有效减小了变速器内的径向尺寸，使得装配更简单，也有利于轻量化的实现。
需要说明的是，本发明中无论是第一输入轴1还是第二输入轴2上的档位布置顺序不一定是按照图1中所示的，即从左到右依次为七档、一档、五档、三档、四档、六档、二档/R档。也可以是例如三档、五档、一档、七档、四档、六档、二档/R档等方式布置，同样是在本发明保护范围内。但是，考虑到特别是高速档齿轮旋转过程中会产生很大的离心力，此时如果高速档齿轮设置在第一输入轴1偏中间部位，可能会更容易导致第一输入轴1弯曲或折断等现象。所以作为高速档的七档齿轮组设置在第一输入轴1最外端，即靠近安装轴承，并且这样可以延长第一输入轴1的使用寿命，进一步使得变速器运转更安全稳定。
并且进一步地，本实施例中是将部分低速档布置在中间，并将部分高速档布置与上述低速档的两边，比如在高速档五档和七档之间设有低速档一档，再比如在高速档五档和六档之间设有低速档三档等。这样的设置方式可以使得用于承载齿轮的输出轴和输入轴受力更加平衡，增加整体结构的稳定性，并且由于高速档齿轮的均匀分布使得上述稳定性受到双离合自动变速器总轴向长度改变的影响较小，可以运用到更多车型中。
本发明的同步器可以包括四个，分别设置在相邻两个档位的从动齿轮之间。具体地，在一档从动齿轮31和三档从动齿轮33之间的第一输出轴3上固定设有一三档同步器5，可选择性地将第一档扭矩和第三档扭矩传递给第一输出轴3。在四档从动齿轮34和倒档从动齿轮32之间的第一输出轴3上固定设有四倒档同步器6，可选择性地将第四档扭矩和倒档扭矩传递给第一输出轴3。在六档从动齿轮46和二档从动齿轮42之间的第二输出轴4上固定设有二六档同步器7，可选择性地将第六档扭矩和第二档扭矩传递给第二输出轴4。在七档从动齿轮47和五档从动齿轮45之间的第二输出轴4上固定设有五七档同步器8，可选择性地将第七档扭矩和第五档扭矩传递给第二输出轴4。
本发明的第一输出轴3端部还可以固定连接有第一输出齿轮38，第一输出齿轮38与差速器9上的减速被动齿轮10相啮合，用来输出第一输出轴3的扭矩，其中，差速器9具有差速器壳体901等部件。同样，在第二输出轴4端部也可以固定连接有第二输出齿轮48，第二输出齿轮48与减速被动齿轮10相啮合用来输出第二输出轴4的扭矩，此处输出扭矩方式与大部分双离合器结构相 似，不再赘述。
在差速器壳体901上还可以固定设置驻车棘轮11b，属于驻车机构(未完全示出)的一部分，起到驻车作用，这样设置方式可以节约变速器的轴向长度，便于整车搭载和变速器驻车拉杆机构的布置。并且相对驻车棘轮布置在差速器齿圈附近的方式，本发明也可以进一步节约差速器的轴线长度，同样也便于整车搭载和变速器驻车拉杆机构的布置。需要说明的是，在其他替换性实施例中，驻车棘轮11b还可以设置在其他位置，例如在本发明实施例的图1中还示出的驻车棘轮11a，可以用来替代从而取消上述实施例中的驻车棘轮11b，此驻车棘轮11a可以固定设置在五档从动齿轮45与六档从动齿轮46之间第二输出轴上，也即是位于第二输出轴的中间位置，同样是属于驻车机构(未完全示出)的一部分，起到驻车作用，这样的设置方式可以使得输出轴受力分布更加均匀，提高稳定性，延长使用寿命。并且，本领域普通技术人员应当知道，通常双离合自动变速器中只需要有驻车棘轮11a和驻车棘轮11b的其中一个即可正常运行。
另外，如图2是根据本发明其他替换性实施例的变速器结构布置示意图。在其他替换性实施例中，与上述图1所示实施例中双离合自动变速器结构基本相同，并且驻车棘轮的布置方式也是存在至少上述两种情况。
但是区别在于，如图2所示，本实施例中在第二输出轴4上空套设置有分别与七档主动齿轮17、五档主动齿轮15、四档主动齿轮24、倒档从动齿轮32和二档主动齿轮22对应啮合的七档从动齿轮47、五档从动齿轮45、六档从动齿轮46、倒档惰轮42a和二档从动齿轮42，其中，二档从动齿轮42和倒档惰轮42a形成为联体双联齿轮的形式，并且二档主动齿轮22同时用作倒档主动齿轮，所以动力依次通过二档主动齿轮22、二档从动齿轮42、倒档惰轮42a再传递到倒档从动齿轮42，实现倒档功能。本例中上这样的结构可以一方面是减少一根倒档轴及相关零部件的使用，有效减小了变速器内的径向尺寸，使得装配更简单，也有利于轻量化的实现。另一方面，倒档采用双联齿，更有利于二档和倒档速比的分配和调整，也降低了倒档时对离合器起步热容量的要求。
本实施例中，特别如图2中所示，倒档惰轮42a可以处于二档从动齿轮42背离六档从动齿轮46的一侧。当然，在其他替换性实施例中，还可以设置在其他位置，例如在图2中还示出的倒档惰轮42b，可以用来替代从而取消上述实施例中的倒档惰轮42a，此倒档惰轮42b可以位于二档从动齿轮42的另一侧，即可以处于二档从动齿轮42面向六档从动齿轮46的一侧，倒档惰轮42b同样 可以与倒档从动齿轮32对应啮合，这是目前通常的设置方法，此处不再赘述，但是，本领域普通技术人员应当知道，通常双离合自动变速器中只需要有倒档惰轮42a和倒档惰轮42b的其中一个即可正常运行。
本发明的七个前进档和一个倒档的动力传递路线如下：
一档时，第一离合器K1闭合，发动机的扭矩通过第一离合器K1传递至第一输入轴1；经第一输入轴1上的一档主动齿轮11传递至一档从动齿轮31；一档从动齿轮31与一三档同步器5接合，将扭矩传递至第一输出轴3，再经第一输出齿轮38传递至减速被动齿轮10并最终传动出去。
当车辆进入一档时，第二离合器K2处于断开状态，不传递动力，当车辆加速至二档的换档点时，自动换档机构可以将档位提前换入二档，即将二六档同步器7与二档从动齿轮42接合，然后第一离合器K1断开，第二离合器K2闭合，换档过程结束，车辆进入二档。
二档时，第二离合器K2闭合，发动机的扭矩通过第二离合器K2传递至第二输入轴2；经第二输入轴2上的二档主动齿轮22传递至二档从动齿轮42；二档从动齿轮42与二六档同步器7接合，将扭矩传递至第二输出轴4，再经第二输出齿轮48传递至减速被动齿轮9并最终传动出去。
当车辆进入二档时，一般车辆内的自动变速器电控单元可以根据相关传感器信号判断车辆当前运行的状态，进而判断车辆即将挂入的档位，如车辆加速，下一个档位为三档，如车辆减速，下一个档位则为一档。而一档和三档均由第一离合器K1控制，因为第一离合器K1此时处于断开状态，不传递动力，故可以通过自动换档机构预先换入即将进行工作的档位。当车辆达到换档点时，只需要将正在工作的第二离合器K2断开，同时第一离合器K1闭合即可，配合好两个离合器的切换顺序，整个换档过程即完成。其他前进档的切换过程也是如此，下面不再进行赘述。
三档时，第一离合器K1闭合，发动机的扭矩通过第一离合器K1传递至第一输入轴1；经第一输入轴1上的三档主动齿轮13传递至三档从动齿轮33；三档从动齿轮33与一三档同步器5接合，将扭矩传递至第一输出轴3，再经第一输出齿轮38传递至减速被动齿轮9并最终传动出去。
四档时，第二离合器K2闭合，发动机的扭矩通过第二离合器K2传递至第二输入轴2；经第二输入轴2上的四档主动齿轮24传递至四档从动齿轮34；四档从动齿轮34与四倒档同步器6接合，将扭矩传递至第一输出轴3，再经第一输出齿轮38传递至减速被动齿轮9并最终传动出去。
五档时，第一离合器K1闭合，发动机的扭矩通过第一离合器K1传递至第一输入轴1；经第一输入轴1上的五档主动齿轮15传递至五档从动齿轮45；五档从动齿轮45与五七档同步器8接合，将扭矩传递至第二输出轴4，再经第二输出齿轮48传递至减速被动齿轮9并最终传动出去。
六档时，第二离合器K2闭合，发动机的扭矩通过第二离合器K2传递至第二输入轴2；经第二输入轴2上的四档主动齿轮24传递至六档从动齿轮46；六档从动齿轮46与二六档同步器7接合，将扭矩传递至第二输出轴4，再经第二输出齿轮48传递至减速被动齿轮9并最终传动出去。
七档时，第一离合器K1闭合，发动机的扭矩通过第一离合器K1传递至第一输入轴1；经第一输入轴1上的七档主动齿轮17传递至七档从动齿轮47；七档从动齿轮47与五七档同步器8接合，将扭矩传递至第二输出轴4，再经第二输出齿轮48传递至减速被动齿轮9并最终传动出去。
针对倒档时，根据上述各实施例可以将其传递路线分为两种方式：
第一种，是将二挡从动齿轮42用作倒档惰轮与倒档从动齿轮32啮合的方式。具体地，第二离合器K2闭合，发动机的扭矩通过第二离合器K2传递至第二输入轴2；接着经第二输入轴2上的二档主动齿轮22传递至二档从动齿轮42，二档从动齿轮42同时带动与其啮合的倒档从动齿轮32，从而传递至倒档从动齿轮32，倒档从动齿轮32与四倒档同步器6接合，将扭矩传递至第一输出轴3，再经第一输出齿轮38传递至减速被动齿轮9并最终传动出去。
第二种，是通过在第二输出轴4空套设置的倒档惰轮42a或倒档惰轮42b，倒档惰轮42a或倒档惰轮42b均可以与二档从动齿轮42形成为联体双联齿轮的形式，从而由倒档惰轮42a或倒档惰轮42b与倒档从动齿轮32进行啮合。具体地，第二离合器K2闭合，发动机的扭矩通过第二离合器K2传递至第二输入轴2；接着经第二输入轴2上的二档主动齿轮22传递至二档从动齿轮42，二档从动齿轮42同时带动与其一起构成联体双联齿轮的倒档惰轮42a或倒档惰轮42b转动，再由倒档惰轮42a或倒档惰轮42b传动至倒档从动齿轮32，倒档从动齿轮32与四倒档同步器6接合，将扭矩传递至第一输出轴3，再经第一输出齿轮38传递至减速被动齿轮9并最终传动出去。
至此，本领域技术人员应认识到，虽然本文已详尽示出和描述了本发明的多个示例性实施例，但是，在不脱离本发明精神和范围的情况下，仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此，本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。

Claims (10)

  1. 一种双离合自动变速器，包括：
    第一输入轴，其具有第一输入轴第一端部和与所述第一输入轴第一端部相反的第一输入轴第二端部；
    第一离合器，其在所述第一输入轴第一端部处连接至所述第一输入轴；
    第二输入轴，其具有第二输入轴第一端部和与所述第二输入轴第一端部相反的第二输入轴第二端部；
    第二离合器，其在所述第二输入轴第一端部处连接至所述第二输入轴；
    所述第二输入轴为空心轴，其套装在所述第一输入轴上；
    独立设置的七档主动齿轮、一档主动齿轮、五档主动齿轮和三档主动齿轮，其分别固定连接至所述第一输入轴；
    独立设置的四档主动齿轮和二档主动齿轮，其分别固定连接至所述第二输入轴；其中，所述四档主动齿轮同时用作六档主动齿轮；所述二档主动齿轮同时用作倒档主动齿轮，以省略倒档轴；
    第一输出轴和第二输出轴，其上分别空套设置有与各主动齿轮对应啮合的被动齿轮；以及
    驻车棘轮。
  2. 根据权利要求1所述的双离合自动变速器，其特征在于，所述七档主动齿轮、所述一档主动齿轮、所述五档主动齿轮和所述三档主动齿轮在所述第一输入轴上沿着从所述第一输入轴第二端部到所述第一输入轴第一端部的方向依次设置。
  3. 根据权利要求1或2所述的双离合自动变速器，其特征在于，所述四档主动齿轮和所述二档主动齿轮在所述第二输入轴上沿着从所述第二输入轴第二端部到所述第二输入轴第一端部的方向依次设置。
  4. 根据权利要求1-3中任一项所述的双离合自动变速器，其特征在于，在所述第二输出轴上空套设置有分别与所述七档主动齿轮、五档主动齿轮、四档主动齿轮、和二档主动齿轮对应啮合的七档从动齿轮、五档从动齿轮、六档从动齿轮和二档从动齿轮；
    在所述第一输出轴上空套设置有分别与所述一档主动齿轮、三档主动齿轮和四档主动齿轮对应啮合的一档从动齿轮、三档从动齿轮和四档从动齿轮，以及倒档从动齿轮。
  5. 根据权利要求4所述的双离合自动变速器，其特征在于，所述驻车棘轮固定连接在所述五档从动齿轮与所述六档从动齿轮之间的所述第二输出轴上。
  6. 根据权利要求4所述的双离合自动变速器，其特征在于，还包括具有差速器壳体的差速器；其中，所述驻车棘轮固定设置在所述差速器壳体上。
  7. 根据权利要求4-6中任一项所述的双离合自动变速器，其特征在于，所述二档从动齿轮用作倒档惰轮与所述倒档从动齿轮啮合。
  8. 根据权利要求4-6中任一项所述的双离合自动变速器，其特征在于，还包括在所述第二输出轴空套设置的倒档惰轮，所述倒档惰轮与所述倒档从动齿轮啮合；
    其中，所述倒档惰轮处于所述二档从动齿轮背离所述六档从动齿轮的一侧，并与所述二档从动齿轮形成为联体双联齿轮的形式。
  9. 根据权利要求4-6中任一项所述的双离合自动变速器，其特征在于，还包括在所述第二输出轴空套设置的倒档惰轮，所述倒档惰轮与所述倒档从动齿轮啮合；
    其中，所述倒档惰轮处于所述二档从动齿轮面向所述六档从动齿轮的一侧，并与所述二档从动齿轮形成为联体双联齿轮的形式。
  10. 根据权利要求4-9中任一项所述的双离合自动变速器，其特征在于，在所述一档从动齿轮和三档从动齿轮之间的所述第一输出轴上固定设有一三档同步器；在所述四档从动齿轮和倒档从动齿轮之间的所述第一输出轴上固定设有四倒档同步器；
    在所述六档从动齿轮和二档从动齿轮之间的所述第二输出轴上固定设有二六档同步器；在所述七档从动齿轮和五档从动齿轮之间的所述第二输出轴上固定设有五七档同步器。
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