WO2020029547A1 - 九挡自动变速器 - Google Patents

九挡自动变速器 Download PDF

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Publication number
WO2020029547A1
WO2020029547A1 PCT/CN2019/071973 CN2019071973W WO2020029547A1 WO 2020029547 A1 WO2020029547 A1 WO 2020029547A1 CN 2019071973 W CN2019071973 W CN 2019071973W WO 2020029547 A1 WO2020029547 A1 WO 2020029547A1
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WIPO (PCT)
Prior art keywords
clutch
brake
planetary
gear
row
Prior art date
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PCT/CN2019/071973
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English (en)
French (fr)
Inventor
邰昌宁
凌晓明
谢天礼
雷格
周友
刘学武
关佳景
Original Assignee
广州汽车集团股份有限公司
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Publication of WO2020029547A1 publication Critical patent/WO2020029547A1/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
    • 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
    • F16H3/62—Gearings having three or more central gears
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
    • 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
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse 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
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means

Definitions

  • the invention belongs to the technical field of automobile transmission, and particularly relates to a nine-speed automatic transmission.
  • the mechanism of the electronically controlled hydraulic automatic transmission drive train to achieve speed change generally includes multiple planetary rows.
  • the power of the engine is transmitted to the planetary gear shifting mechanism through the torque converter, and is output after shifting.
  • the volume, weight, efficiency and carrying capacity of automatic transmissions are directly related to the planetary gear shifting mechanism.
  • the more gears in the automatic transmission driveline the lower the fuel consumption of the car and the better the economy.
  • the number of planetary gears and the number of control elements also increase, and it is more difficult to achieve a design that meets the theoretical ratio. People have been looking for a planetary gear transmission with a compact structure, greater strength and higher efficiency that uses fewer planetary rows, clutches, and brakes to meet the performance requirements of automobiles.
  • ZF ZF 9HP uses four simple planetary rows, four clutches and two brakes, of which there are two dog-tooth clutches, which require higher control.
  • Mercedes-Benz 9G-Tronic adopts a vertical arrangement of four simple planetary rows, three clutches and three brakes. This solution occupies half of the operating elements. The scattered positions are not easy to nest. It is only suitable for axial Space-saving vertical layout plan.
  • GM 9T50 uses three planetary rows, three clutches, and four brakes. One planetary row is a compound row. The clutch and brake of this scheme are relatively concentrated, which is suitable for highly nested compression integrated arrangements. There is also a brake for Multi-mode clutch, this solution has excellent axial arrangement space and is suitable for horizontal arrangement.
  • the ZF ZF 9HP solution and the Mercedes-Benz 9G-Tronic solution are four-degree-of-freedom systems. Each operating gear requires three operating elements to be closed, which places higher demands on the hydraulic system.
  • ZF ZF 9HP uses two dog-tooth clutches, which have very high control requirements.
  • the Mercedes-Benz 9G-Tronic's scheme is more suitable for the vertical scheme.
  • the GM 9T50 solution uses three clutches and four brakes. One brake is far from other clutches. The distribution of the clutches and brakes is relatively scattered, making the clutches and brakes unable to be fully nested and the height of the clutches and brakes. Integration, which in turn makes the axial space of the entire transmission larger, and the structure is not compact, which is not conducive to lightweight design and reduced costs.
  • the technical problem to be solved by the present invention is to provide a nine-speed automatic transmission for the defects that the existing nine-speed automatic transmission has a large axial space and a compact structure.
  • an embodiment of the present invention provides a nine-speed automatic transmission, including:
  • the first planetary row includes a composite row of a first sun gear, a composite row of a second sun gear, a first planetary gear set, a first ring gear, and a first planet
  • the first sun gear of the compound row and the second sun gear of the compound row are externally meshed with the first planetary gear set, and the first planetary gear set is meshed with the first ring gear, and the first A planetary gear set is rotatably supported on the first planet carrier
  • the second planetary row includes a second sun gear, a second planet gear, a second ring gear, and a second planet carrier; the second sun gear and the first planet carrier
  • Two planet gears are externally meshed, the second planet gear is internally meshed with a second ring gear, and the second planet gear is rotatably supported on the second planet carrier
  • the third planetary row includes a third sun gear , The third planetary gear, the third ring gear, and the
  • the fourth clutch is connected between any two of the first sun gear of the compound row, the second sun gear of the compound row, the first planet carrier and the first ring gear;
  • the first clutch, the second clutch, the third clutch, the fourth clutch, the first brake, the second brake, and the third brake are selectively engaged or disengaged to generate nine between the input member and the output member. Forward speed ratio and a reverse speed ratio.
  • the nine-speed automatic transmission according to the embodiment of the present invention is provided with 3 planetary rows and 7 operating elements (4 clutches and 3 brakes). By selectively engaging or disengaging these 7 operating elements, the input member and the output can be changed. Nine forward speed ratios and one reverse speed ratio are generated between the components, thereby achieving nine forward speeds and one reverse speed of the nine-speed transmission.
  • the number of planetary rows and the number of degrees of freedom have been reduced by 1, simplifying the transmission system of the 9-speed automatic transmission and reducing the difficulty of developing the hydraulic control system.
  • a clutch is added (reduction of one brake).
  • the distribution of clutches and brakes is further concentrated, so that the clutches and brakes can be fully embedded.
  • Sleeve arrangement so that the arrangement of clutches and brakes is highly integrated, thereby maximizing the possible compression of the axial space of the entire planetary gear mechanism (composed of the first planetary row, the second planetary row, and the third planetary row), so that the entire planetary gear The mechanism is more compact.
  • the present invention adopts more clutches (less brakes), which is more conducive to multi-speed expansion in the future by adding planetary rows or adding more operating members.
  • the third sun gear is directly connected to the transmission case, which avoids the direct impact of the third sun gear in the prior art when the brake is connected to the transmission case to the transmission case, thereby improving the load of the transmission case.
  • this patent uses a three planetary row structure.
  • the first planetary row is a composite row that includes two sun wheels and shares a planet carrier.
  • the structure is more compact, in addition to having axial size advantages, it can also achieve lighter weight.
  • the present invention also saves a ring gear, in addition to the advantages of light weight, it also significantly reduces costs.
  • the compound row used by the first planetary row is not a Lavina compound row. Compared to the Lavina compound row, the first planetary row of the present invention has a set of internal planetary gears, and has the advantages of light weight and low cost. .
  • only two of the first clutch, the second clutch, the third clutch, the fourth clutch, the first brake, the second brake, and the third brake are selectively engaged at each shift operation.
  • the first clutch, the second clutch, the fourth clutch, the first brake, and the second brake are separated to be between the input member and the output member.
  • the first clutch, the second clutch, the fourth clutch, the first brake, and the third brake are disengaged to generate a second speed between the input member and the output member. ratio;
  • the first clutch, the second clutch, the first brake, the second brake, and the third brake are disengaged to generate a fourth speed between the input member and the output member. ratio;
  • the first clutch, the third clutch, the fourth clutch, the first brake, and the third brake are disengaged to generate a 9th speed between the input member and the output member. ratio.
  • the second clutch, the third clutch, the fourth clutch, the first brake, and the second brake are separated to be between the input member and the output member. Creates a reverse gear ratio.
  • first planetary row, the second planetary row, and the third planetary row are arranged coaxially.
  • the second planetary row is arranged axially between the first planetary row and the third planetary row.
  • the first clutch, the second clutch, the third clutch, and the fourth clutch are multi-plate wet clutches or dog teeth clutches.
  • the first brake, the second brake, and the third brake are a drum brake, a multi-plate wet brake, a multi-mode clutch, or a one-way clutch.
  • the first ring gear is splined, welded or integrated with the third planet carrier;
  • the third planet carrier is splined, welded or integrated with the output member
  • the second planet carrier is splined, welded or integrated with the third ring gear
  • the second sun gear is splined, welded or integrated with the input member
  • the third sun gear is splined, welded or integrally formed with the transmission case.
  • the first planetary gear set includes a composite planetary first planetary gear and a composite planetary second planetary gear.
  • the composite planetary first sun gear is externally meshed with the composite planetary first planetary gear.
  • the second row of sun gears is externally meshed with the second planetary gear of the compound row, the second planetary gears of the second composite row are meshed with the first ring gear, and the first planetary wheel of the second compound row is second
  • the planet wheel is rotatably supported on the first planet carrier.
  • FIG. 1 is a schematic structural diagram of a nine-speed automatic transmission provided by a first embodiment of the present invention
  • FIG. 2 is a schematic diagram of a first speed power transmission of a nine speed automatic transmission provided by a first embodiment of the present invention
  • FIG. 3 is a schematic diagram of a two-speed power transmission of a nine-speed automatic transmission provided by a first embodiment of the present invention
  • FIG. 4 is a schematic diagram of a three-speed power transmission of a nine-speed automatic transmission provided by the first embodiment of the present invention
  • FIG. 5 is a schematic diagram of a 4-speed power transmission of a nine-speed automatic transmission according to a first embodiment of the present invention
  • FIG. 6 is a schematic diagram of a 5-speed power transmission of a nine-speed automatic transmission according to a first embodiment of the present invention
  • FIG. 7 is a schematic diagram of a 6-speed power transmission of a nine-speed automatic transmission provided by the first embodiment of the present invention.
  • FIG. 8 is a schematic diagram of a 7-speed power transmission of a 9-speed automatic transmission provided by the first embodiment of the present invention.
  • FIG. 9 is a schematic diagram of eight-speed power transmission of a nine-speed automatic transmission provided by the first embodiment of the present invention.
  • FIG. 10 is a schematic diagram of 9-speed power transmission of a 9-speed automatic transmission provided by the first embodiment of the present invention.
  • FIG. 11 is a schematic diagram of power transmission in reverse of a nine-speed automatic transmission provided by the first embodiment of the present invention.
  • FIG. 12 is a schematic structural diagram of a nine-speed automatic transmission provided by a second embodiment of the present invention.
  • FIG. 13 is a schematic structural diagram of a nine-speed automatic transmission provided by a third embodiment of the present invention.
  • FIG. 14 is a schematic structural diagram of a nine-speed automatic transmission according to a fourth embodiment of the present invention.
  • a nine-speed automatic transmission provided by a first embodiment of the present invention includes an input member 1, an output member 2, a transmission case 23, a first planetary row, a second planetary row, a third planetary row, and a first The clutch 6, the second clutch 7, the third clutch 8, the fourth clutch 9, the first brake 3, the second brake 4, and the third brake 5.
  • the first clutch 6, the second clutch 7, the third clutch 8, and the fourth clutch 9 are also shown in the figure as C1, C2, C3, and C4, respectively, and the first brake 3, the second brake 4, and the third brake
  • the brake 5 is also represented by B1, B2, and B3 in the figure.
  • the first planetary row is a compound planetary row
  • the second and third planetary rows are single planetary rows (simple planetary rows).
  • the first planetary row, the second planetary row, and the third planetary row are arranged coaxially.
  • the second planetary row is arranged axially between the first planetary row and the third planetary row.
  • the first planetary row includes a composite row of the first sun gear 10, a composite row of the second sun gear 13, a first planetary gear set 12, a first ring gear 14, and a first planet carrier 11.
  • the first composite sun gear 10 and the second composite sun gear 13 are externally meshed with the first planetary gear set 12, and the first planetary gear set 12 is meshed with the first ring gear 14,
  • the first planetary gear set 12 is rotatably supported on the first planet carrier 11 through rolling or sliding bearings.
  • the first planetary gear set 12 includes a composite planetary first planetary gear and a composite planetary second planetary gear.
  • the composite planetary first sun gear 10 is externally meshed with the composite planetary first planetary gear.
  • the composite row second sun gear 13 is externally meshed with the composite row second planetary gear, the composite row second planetary gear is internally driven with the first ring gear 14, and the composite row first planetary gear is The second row of planet wheels is rotatably supported on the first planet carrier 11.
  • the second planetary row includes a second sun gear 17, a second planet gear 16, a second ring gear 15, and a second planet carrier 18.
  • the second sun gear 17 is externally meshed with the second planetary gear 16.
  • the second planetary gear 16 is internally meshed with the second ring gear 15.
  • the second planetary gear 16 is rotatably supported by rolling or sliding bearings. Said on the second planet carrier 18.
  • the third planetary row includes a third sun gear 19, a third planet gear 20, a third ring gear 22, and a third planet carrier 21; the third sun gear 19 and the third planet gear 20 are externally meshed and driven, and The third planetary gear 20 is internally meshed with the third ring gear 22, and the third planetary gear 20 is rotatably supported on the third planet carrier 21 by rolling or sliding bearings.
  • the first ring gear 14 is fixedly connected to the third planet carrier 21, the third planet carrier 21 is fixedly connected to the output member 2, and the second planet carrier 18 is fixed to the third ring gear 22
  • the second sun gear 17 is fixedly connected to the input member 1, and the third sun gear 19 is fixedly connected to the transmission case 23.
  • the fixed connection here can be a spline connection, welding or integrally formed.
  • the first ring gear 14 is splined, welded or integrally formed with the third planet carrier 21, the third planetary carrier 21 is splined, welded, or integrally formed with the output member 2, the second planet carrier 18 is splined, welded or integrally formed with the third ring gear 22, the second sun gear 17 is splined, welded or integrally formed with the input member 1, the third sun gear 19 is splined with the transmission case 23 Connected, welded, or integrated.
  • the input member 1 is connected to the compound row second sun gear 13 through the first clutch 6, and the input member 1 is connected to the first planet carrier 11 through the second clutch 7.
  • the second planet carrier 18 is connected to the second ring gear 15 through the third clutch 8, and the second row of the sun gear 13 is connected to the transmission case 23 through the first brake 3.
  • the first solar wheel 10 of the composite row is connected to the transmission case 23 through the second brake 4, and the first planet carrier 11 is connected to the transmission case 23 through the third brake 5.
  • the fourth clutch 9 is connected between the composite row second sun gear 13 and the first planet carrier 11.
  • the role of the clutch is to achieve fixed connection and separation between the two components by engaging or disengaging.
  • a multi-plate wet clutch or a dog clutch can be used. That is, the first clutch 6, the second clutch 7, the third clutch 8, and the fourth clutch 9 are multi-plate wet clutches or dog-tooth clutches.
  • the function of the brake is to connect or disconnect the component from the transmission case 23 by engaging or disengaging to brake or disengage the component.
  • a drum brake, a multi-plate wet brake, a multi-mode clutch, or a one-way clutch can be used. That is, the first brake 3, the second brake 4, and the third brake 5 are a drum brake, a multi-plate wet brake, a multi-mode clutch, or a one-way clutch.
  • the first clutch 6, the second clutch 7, the third clutch 8, the fourth clutch 9, the first brake 3, the second brake 4, and the third brake 5 are selectively engaged or disengaged so that Nine forward speed ratios and one reverse speed ratio are generated between the input member 1 and the output member 2.
  • the nine-speed automatic transmission of this embodiment is composed of three planetary rows of a three-degree-of-freedom system, and only two operating elements need to be closed for each shift operation. That is, each of the first clutch 6, the second clutch 7, the third clutch 8, the fourth clutch 9, the first brake 3, the second brake 4, and the third brake 5 is selectively engaged at each shift operation. Of two. In this way, compared with the other four-degree-of-freedom 9AT systems, each gear needs to engage three operating elements at the same time.
  • This embodiment is a three-degree-of-freedom system. Only two operating elements need to be engaged at the same time for each shift operation, which reduces the hydraulic pressure Development and design of control systems is difficult.
  • the operating logic of the first clutch 6, the second clutch 7, the third clutch 8, the fourth clutch 9, the first brake 3, the second brake 4, and the third brake 5 is shown in Table 1 below:
  • K0 is the ratio of the number of teeth of the first ring gear 14 and the first sun gear 10 of the composite row
  • K1 is the ratio of the number of teeth of the first ring gear 14 and the second sun gear 13 of the composite row
  • k2 is the ratio of the number of teeth of the second ring gear 15 and the second sun gear 17
  • k3 is the ratio of the number of teeth of the third ring gear 22 and the third sun gear 19.
  • the power transmission route of each gear of the nine-speed automatic transmission is as follows (the line on the transmission route is thickened).
  • the engagement of the third brake 5 causes the first planetary carrier 11 and the second ring gear 15 to brake simultaneously, and the third sun gear 19 is in a constant braking state, so that the second planetary row and the first planetary
  • the three planetary banks all realize single-degree-of-freedom output, and the power is decelerated by the first planetary bank and then connected to the third planetary bank for second stage deceleration.
  • the specific power transmission route is: input by the input member 1 ⁇ second sun gear 17 ⁇ second planet gear 16 ⁇ second planet carrier 18 ⁇ third ring gear 22 ⁇ third planet gear 20 ⁇ third planet carrier 21 ⁇ output Component 2 performs output.
  • the engagement of the second brake 4 causes the composite row of the first sun gear 10 to brake, and the third sun gear 19 is in a constant braking state.
  • the power transmission route is divided into two:
  • the engagement of the first brake 3 causes the composite row of the second sun gear 13 to brake, and the third sun gear 19 is in a constant braking state.
  • the power transmission route is divided into two:
  • the specific power transmission route is: input by the input member 1 ⁇ overall rotation of the second planetary row ⁇ third ring gear 22 ⁇ third planet gear 20 ⁇ third planet carrier 21 ⁇ output member 2 for output.
  • the specific power transmission route is: input from the input member 1 ⁇ constant rotation of the first planetary row at constant speed ⁇ constant speed output of the first planet carrier 11 ⁇ output by the output member 2.
  • the output member 2, the third planet carrier 21, and the first planet carrier 11 are fixed integrally, so the output member 2 and the input member 1 are at the same speed.
  • the specific power transmission route is: input by the input member 1 ⁇ the second clutch 7 ⁇ the first planet carrier 11 ⁇ the first planetary gear set 12 elements ⁇ the first planet carrier 11 ⁇ the third planet carrier 21 ⁇ the output member 2 for output.
  • the specific power transmission route is: input by the input member 1 ⁇ second clutch 7 ⁇ first planet carrier 11 ⁇ first planet wheel set 12 ⁇ first planet carrier 11 ⁇ third planet carrier 21 ⁇ output member 2 for output.
  • the specific power transmission route is: input by input member 1 ⁇ first clutch 6 ⁇ compound row second sun gear 13 ⁇ first planetary gear set 12 ⁇ first ring gear 14 ⁇ third planet carrier 21 ⁇ output member 2 for output .
  • the nine-speed automatic transmission is provided with three planetary rows and seven operating elements (four clutches and three brakes). By selectively engaging or disengaging these seven operating elements, the input member 1 and Nine forward speed ratios and one reverse speed ratio are generated between the output members 2, thereby realizing nine forward speeds and one reverse speed of the nine-speed transmission.
  • the number of planetary rows and the number of degrees of freedom have been reduced by 1, simplifying the transmission system of the 9-speed automatic transmission and reducing the difficulty of developing the hydraulic control system.
  • a clutch is added (reduction of one brake).
  • the distribution of clutches and brakes is further concentrated, so that the clutches and brakes can be fully embedded.
  • Sleeve arrangement so that the arrangement of clutches and brakes is highly integrated, thereby maximizing the possible compression of the axial space of the entire planetary gear mechanism (composed of the first planetary row, the second planetary row, and the third planetary row), so that the entire planetary gear The mechanism is more compact.
  • the present invention adopts more clutches (less brakes), which is more conducive to multi-speed expansion in the future by adding planetary rows or adding more operating members.
  • the third sun gear 19 is directly connected to the transmission case 23 to avoid direct impact of the third sun gear 19 on the transmission case 23 using a brake and the transmission case 23 in the prior art, thereby improving the load on the transmission case 23 happening.
  • this patent uses a three planetary row structure.
  • the first planetary row is a composite row that includes two sun wheels and shares a planet carrier.
  • the structure is more compact, in addition to having axial size advantages, it can also achieve lighter weight.
  • the present invention also saves a ring gear, in addition to the advantages of light weight, it also significantly reduces costs.
  • the compound row used by the first planetary row is not a Lavina compound row. Compared with the Lavina compound row, the first planet of the present invention lacks a set of internal planetary gears, and has the advantages of light weight and low cost.
  • FIG. 12 is a schematic diagram of a nine-speed automatic transmission provided by a second embodiment of the present invention. The difference from the first embodiment shown in FIG. 1 is that the fourth clutch 9 is connected between the first ring gear 14 and the first planet carrier 11.
  • FIG. 13 is a schematic diagram of a nine-speed automatic transmission according to a third embodiment of the present invention. The difference from the first embodiment shown in FIG. 1 is that the fourth clutch 9 is connected between the composite row first sun gear 10 and the first planet carrier 11.
  • FIG. 14 is a schematic diagram of a nine-speed automatic transmission provided by a fourth embodiment of the present invention.
  • the difference from the first embodiment shown in FIG. 1 is that the fourth clutch 9 is connected between the composite row first sun gear 10 and the composite row second sun gear 13.
  • the fourth clutch 9 may be connected between any two of the composite row first sun gear 10, the composite row second sun gear 13, the first planet carrier 11 and the first ring gear 14.
  • the function of the fourth clutch 9 is to make the first planetary bank realize overall rotation.
  • the fourth clutch may also be connected between the first sun gear and the first ring gear of the composite row.
  • the fourth clutch may also be connected between the second sun gear of the composite row and the first ring gear.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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Abstract

一种九挡自动变速器，包括输入构件(1)、输出构件(2)、变速器壳体(23)、第一行星排、第二行星排、第三行星排、第一离合器(6)、第二离合器(7)、第三离合器(8)、第四离合器(9)、第一制动器(3)、第二制动器(4)及第三制动器(5)。该九挡自动变速器，通过对4个离合器和3个制动器的合理组合布置，实现离合器和制动器的分布得到进一步的集中，使得离合器和制动器能够做到充分的嵌套布置，从而使得离合器和制动器的布置实现高度的集成，进而最大可能的压缩整个行星齿轮机构的轴向空间，使得整个行星齿轮机构更为紧凑。

Description

九挡自动变速器 技术领域
本发明属于汽车传动技术领域，特别是涉及一种九挡自动变速器。
背景技术
电控液力自动变速器传动系实现变速的机构一般包括多个行星排。发动机的动力经液力变矩器后传入行星齿轮变速机构进行变速后输出。自动变速器的体积、重量、效率以及承载能力直接与行星齿轮变速机构有关。自动变速器传动系的挡位数越多，汽车的燃油消耗越低，经济性越好。但是，随着挡位数的增加，行星排的数量以及操纵元件(离合器和制动器)的数量也在增加，满足理论级比的设计更是难以实现。人们一直在寻求用较少的行星排、离合器和制动器数量组合出满足汽车性能需求，且结构紧凑、强度更大及效率更高的行星齿轮变速机构。
目前，搭载乘用车的9AT(9速自动变速器)产品主要有三款，即采埃孚ZF 9HP、奔驰9G-Tronic及通用9T50。
采埃孚ZF 9HP采用四个简单行星排、四个离合器和两个制动器的方案，其中有两个犬牙式离合器，对控制要求较高。奔驰9G-Tronic采用四个简单行星排、三个离合器和三个制动器的纵置方案，该方案离合器和制动器各占操纵元件的一半，位置分散不易于进行嵌套布置，只适合于对轴向空间要求不高的纵向布置方案。通用9T50采用三个行星排、三个离合器和四个制动器的方案，其中一个行星排为复合排，该方案的离合器与制动器相对集中，适合于作高度嵌套压缩集成布置，还有一个制动器为多模离合器，该方案具有优异的轴向布置空间，适宜横向布置。
采埃孚ZF 9HP的方案和奔驰9G-Tronic方案为4自由度系统，每一工作挡位均需闭合三个操纵元件，对液压系统的要求较高。另外，如上所述，采埃孚ZF 9HP采用两个犬牙式离合器，对控制要求非常高。而奔驰9G-Tronic的方案更合适于纵置方案。通用9T50方案采用三个离合器和四个制动器，有一个制动器远离其他离合器，离合器和制动器的分布比较分散，使得离合器和制动器不能够做到充分的嵌套布置，无法使得离合器和制动器的布置实现高度的集成，进而使得整个变速器的轴向空间较大，结构不紧凑，不利于轻量化设计及降低成本。
发明内容
本发明所要解决的技术问题是：针对现有的九挡自动变速器的轴向空间较大，结构不紧凑的缺陷，提供一种九挡自动变速器。
为解决上述技术问题，本发明实施例提供一种九挡自动变速器，包括：
输入构件；
输出构件；
变速器壳体；
第一行星排、第二行星排及第三行星排；所述第一行星排包括复合排第一太阳轮、复合排第二太阳轮、第一行星轮组、第一齿圈及第一行星架；所述复合排第一太阳轮及复合排第二太阳轮与所述第一行星轮组外啮合传动，所述第一行星轮组与所述第一齿圈内啮合传动，所述第一行星轮组旋转支撑在所述第一行星架上；所述第二行星排包括第二太阳轮、第二行星轮、第二齿圈及第二行星架；所述第二太阳轮与第二行星轮外啮合传动，所述第二行星轮与第二齿圈内啮合传动，所述第二行星轮旋转支撑在所述第二行星架上；所述第三行星排包括第三太阳轮、第三行星轮、第三齿圈及第三行星架；所述第三太阳轮与第三行星轮外啮合传动，所述第三行星轮与第三齿圈内啮合传动，所述第三行星轮旋转支撑在所述第三行星架上；所述第一齿圈与第三行星架固定相连，所述第三行星架与输出构件固定相连，所述第二行星架与第三齿圈固定相连，所述第二太阳轮与输入构件固定相连，所述第三太阳轮与变速器壳体固定相连；
第一离合器、第二离合器、第三离合器、第四离合器、第一制动器、第二制动器及第三制动器，所述输入构件通过所述第一离合器与所述复合排第二太阳轮相连，所述输入构件通过所述第二离合器与所述第一行星架相连，所述第二行星架通过所述第三离合器与所述第二齿圈相连，所述复合排第二太阳轮通过所述第一制动器与所述变速器壳体相连，所述复合排第一太阳轮通过所述第二制动器与所述变速器壳体相连，所述第一行星架通过所述第三制动器与所述变速器壳体相连，所述第四离合器连接在所述复合排第一太阳轮、复合排第二太阳轮、第一行星架及第一齿圈中的任意两个之间；
所述第一离合器、第二离合器、第三离合器、第四离合器、第一制动器、第二制动器及第三制动器选择性地接合或分离，以在所述输入构件与输出构件之间产生九个前进挡速比及一个倒挡速比。
本发明实施例的九挡自动变速器，设置有3个行星排及7个操纵元件(4个离合器与3个制动器)，通过选择性地接合或分离这7个操纵元件，可以在输入构件与输出构件之间产生九个前进挡速比及一个倒挡速比，进而实现九挡变速器的九个前进挡位和一个倒挡。相对于现有的由4个行星排构成的4自由度9AT自动变速器，行星排数量及自由度数都减少了1个，简化了九挡自动变速器的传动系统，降低了液压控制系统的开发难度。
相对于通用9T50方案增加了一个离合器(减少一个制动器)，通过对4个离合器和3个制动器的合理组合布置，实现离合器和制动器的分布得到进一步的集中，使得离合器和制动器能够做到充分的嵌套布置，从而使得离合器和制动器的布置实现高度的集成进而最大可能的压缩整个行星齿轮机构(由第一行星排、第二行星排及第三行星排组成)的轴向空间，使得整个行星齿轮机构更为紧凑。此外，相对于通用9T50方案，本发明采用更多的离合器(更少的制动器)会更有利于日后通过增加行星排或者增加更多的操纵件来进行多速拓展。
第三太阳轮与变速器壳体直接连接，避免现有技术中的第三太阳轮采用制动器与变速器壳体连接对变速器壳体的直接冲击，从而改善变速器壳体的受载情况。
另外，相比采埃孚ZF 9HP方案和奔驰9G-Tronic类的4行星排方案，本专利采用三行星排结构，其中第一行星排为包括两个太阳轮且共用一个行星架的复合排，结构更加紧凑，除了具有轴向尺寸优势外还能够更好的实现轻量化。此外，相对采埃孚ZF 9HP和奔驰9G-Tronic类的4简单行星排方案，本发明还节省了一个齿圈，除了具有轻量化优势外还明显地降低了成本。并且，第一行星排所采用的复合排并非拉维娜复合排，相对于拉维娜复合排，本发明的第一行星排少了一组内行星齿轮，更具有轻量化和低成本的优势。
可选地，每次换挡操作时仅选择性地接合所述第一离合器、第二离合器、第三离合器、第四离合器、第一制动器、第二制动器及第三制动器中的两个。
可选地，通过接合所述第三离合器及第三制动器，分离所述第一离合器、第二离合器、第四离合器、第一制动器及第二制动器，以在所述输入构件与输出构件之间产生1挡速比；
通过接合所述第三离合器及第二制动器，分离所述第一离合器、第二离合器、第四离合器、第一制动器及第三制动器，以在所述输入构件与输出构件之间产生2挡速比；
通过接合所述第三离合器及第一制动器，分离所述第一离合器、第二离合器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生3挡速比；
通过接合所述第三离合器及第四离合器，分离所述第一离合器、第二离合器、第一制动器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生4挡速比；
通过接合所述第一离合器及第三离合器，分离所述第二离合器、第四离合器、第一制动器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生5挡速比；
通过接合所述第二离合器及第三离合器，分离所述第一离合器、第四离合器、第一制动器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生6挡速比；
通过接合所述第一离合器及第二离合器，分离所述第三离合器、第四离合器、第一制动器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生7挡速比；
通过接合所述第二离合器及第一制动器，分离所述第一离合器、第三离合器、第四离合器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生8挡速比；
通过接合所述第二离合器及第二制动器，分离所述第一离合器、第三离合器、第四离合器、第一制动器及第三制动器，以在所述输入构件与输出构件之间产生9挡速比。
可选地，通过接合所述第一离合器及第三制动器，分离所述第二离合器、第三离合器、第四离合器、第一制动器及第二制动器，以在所述输入构件与输出构件之间产生倒挡速比。
可选地，所述第一行星排、第二行星排及第三行星排同轴布置。
可选地，所述第二行星排在轴向上布置在所述第一行星排及第三行星排之间。
可选地，所述第一离合器、第二离合器、第三离合器及第四离合器为多片式湿式离合器或犬牙式离合器。
可选地，所述第一制动器、第二制动器及第三制动器为鼓式制动器、多片式湿式制动器、多模离合器或单向离合器。
可选地，所述第一齿圈与第三行星架花键连接、焊接或一体形成；
所述第三行星架与输出构件花键连接、焊接或一体形成；
所述第二行星架与第三齿圈花键连接、焊接或一体形成；
所述第二太阳轮与输入构件花键连接、焊接或一体形成；
所述第三太阳轮与变速器壳体花键连接、焊接或一体形成。
可选地，所述第一行星轮组包括复合排第一行星轮和复合排第二行星轮，所述复合排第一太阳轮与所述复合排第一行星轮外啮合传动，所述复合排第二太阳轮与所述复合排第二行星轮外啮合传动，所述复合排第二行星轮与所述第一齿圈内啮合传动，所述复合排第一行星轮与复合排第二行星轮旋转支撑在所述第一行星架上。
附图说明
图1是本发明第一实施例提供的九挡自动变速器的结构简图；
图2是本发明第一实施例提供的九挡自动变速器1挡动力传递示意图；
图3是本发明第一实施例提供的九挡自动变速器2挡动力传递示意图；
图4是本发明第一实施例提供的九挡自动变速器3挡动力传递示意图；
图5是本发明第一实施例提供的九挡自动变速器4挡动力传递示意图；
图6是本发明第一实施例提供的九挡自动变速器5挡动力传递示意图；
图7是本发明第一实施例提供的九挡自动变速器6挡动力传递示意图；
图8是本发明第一实施例提供的九挡自动变速器7挡动力传递示意图；
图9是本发明第一实施例提供的九挡自动变速器8挡动力传递示意图；
图10是本发明第一实施例提供的九挡自动变速器9挡动力传递示意图；
图11是本发明第一实施例提供的九挡自动变速器倒挡动力传递示意图；
图12是本发明第二实施例提供的九挡自动变速器的结构简图；
图13是本发明第三实施例提供的九挡自动变速器的结构简图；
图14是本发明第四实施例提供的九挡自动变速器的结构简图。
说明书中的附图标记如下：
1、输入构件；2、输出构件；3、第一制动器；4、第二制动器；5、第三制 动器；6、第一离合器；7、第二离合器；8、第三离合器；9、第四离合器；10、复合排第一太阳轮；11、第一行星架；12、第一行星轮组；13、复合排第二太阳轮；14、第一齿圈；15、第二齿圈；16、第二行星轮；17、第二太阳轮；18、第二行星架；19、第三太阳轮；20、第三行星轮；21、第三行星架；22、第三齿圈；23、变速器壳体。
具体实施方式
为了使本发明所解决的技术问题、技术方案及有益效果更加清楚明白，以下接合附图及实施例，对本发明进行进一步的详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本发明，并不用于限定本发明。
如图1所示，本发明第一实施例提供的九挡自动变速器，包括输入构件1、输出构件2、变速器壳体23、第一行星排、第二行星排、第三行星排、第一离合器6、第二离合器7、第三离合器8、第四离合器9、第一制动器3、第二制动器4及第三制动器5。此外，第一离合器6、第二离合器7、第三离合器8及第四离合器9在图中还采用了C1、C2、C3及C4分别表示，而第一制动器3、第二制动器4及第三制动器5在图中还采用了B1、B2及B3分别表示。
本实施例中，第一行星排为复合行星排，第二行星排及第三行星排为单行星排(简单行星排)。优选地，所述第一行星排、第二行星排及第三行星排同轴布置。所述第二行星排在轴向上布置在所述第一行星排及第三行星排之间。
所述第一行星排包括复合排第一太阳轮10、复合排第二太阳轮13、第一行星轮组12、第一齿圈14及第一行星架11。所述复合排第一太阳轮10及复合排第二太阳轮13与所述第一行星轮组12外啮合传动，所述第一行星轮组12与所述第一齿圈14内啮合传动，所述第一行星轮组12通过滚动或滑动轴承旋转支撑在所述第一行星架11上。优选地，所述第一行星轮组12包括复合排第一行星轮和复合排第二行星轮，所述复合排第一太阳轮10与所述复合排第一行星轮外啮合传动，所述复合排第二太阳轮13与所述复合排第二行星轮外啮合传动，所述复合排第二行星轮与所述第一齿圈14内啮合传动，所述复合排第一行星轮与复合排第二行星轮旋转支撑在所述第一行星架11上。
所述第二行星排包括第二太阳轮17、第二行星轮16、第二齿圈15及第二行星架18。所述第二太阳轮17与第二行星轮16外啮合传动，所述第二行星轮16与第二齿圈15内啮合传动，所述第二行星轮16通过滚动或滑动轴承旋转支撑在所述第二行星架18上。
所述第三行星排包括第三太阳轮19、第三行星轮20、第三齿圈22及第三行星架21；所述第三太阳轮19与第三行星轮20外啮合传动，所述第三行星轮20与第三齿圈22内啮合传动，所述第三行星轮20滚动或滑动轴承旋转支撑在所述第三行星架21上。
如图1所示，所述第一齿圈14与第三行星架21固定相连，所述第三行星架21与输出构件2固定相连，所述第二行星架18与第三齿圈22固定相连，所述第二太阳轮17与输入构件1固定相连，所述第三太阳轮19与变速器壳体23 固定相连。此处的固定相连可以是花键连接、焊接或一体形成。即，所述第一齿圈14与第三行星架21花键连接、焊接或一体形成，所述第三行星架21与输出构件2花键连接、焊接或一体形成，所述第二行星架18与第三齿圈22花键连接、焊接或一体形成，所述第二太阳轮17与输入构件1花键连接、焊接或一体形成，所述第三太阳轮19与变速器壳体23花键连接、焊接或一体形成。
如图1所示，所述输入构件1通过所述第一离合器6与所述复合排第二太阳轮13相连，所述输入构件1通过所述第二离合器7与所述第一行星架11相连，所述第二行星架18通过所述第三离合器8与所述第二齿圈15相连，所述复合排第二太阳轮13通过所述第一制动器3与所述变速器壳体23相连，所述复合排第一太阳轮10通过所述第二制动器4与所述变速器壳体23相连，所述第一行星架11通过所述第三制动器5与所述变速器壳体23相连，所述第四离合器9连接在所述复合排第二太阳轮13与第一行星架11之间。
离合器的作用是通过接合或分离实现两构件间的固定连接与分离，本实施例可采用多片式湿式离合器或犬牙式离合器(Dog Clutch)。即，所述第一离合器6、第二离合器7、第三离合器8及第四离合器9为多片式湿式离合器或犬牙式离合器。
制动器作用是通过接合或分离实现构件与变速器壳体23的相连或分离，以对构件制动或分离，本实施例可采用鼓式制动器、多片式湿式制动器、多模离合器或单向离合器。即，所述第一制动器3、第二制动器4及第三制动器5为鼓式制动器、多片式湿式制动器、多模离合器或单向离合器。
本实施例中，所述第一离合器6、第二离合器7、第三离合器8、第四离合器9、第一制动器3、第二制动器4及第三制动器5选择性地接合或分离，以在所述输入构件1与输出构件2之间产生九个前进挡速比及一个倒挡速比。
本实施例的九挡自动变速器，由3个行星排构成3自由度系统，每次换挡操作时只需闭合两个操纵元件即可。即，每次换挡操作时仅选择性地接合所述第一离合器6、第二离合器7、第三离合器8、第四离合器9、第一制动器3、第二制动器4及第三制动器5中的两个。这样，相对于其它四自由度9AT系统的每个挡位需同时接合3个操作元件，本实施例为三自由度系统，每次换挡操作时只需同时接合两个操作元件，降低了液压控制系统的开发设计难度。
本实施例中，所述第一离合器6、第二离合器7、第三离合器8、第四离合器9、第一制动器3、第二制动器4及第三制动器5的操纵逻辑参见以下表1：
表1
Figure PCTCN2019071973-appb-000001
Figure PCTCN2019071973-appb-000002
表1中，标●表示该操纵元件接合，空白处表示该操纵元件分离。K0为第一齿圈14与复合排第一太阳轮10的齿数之比，K1为第一齿圈14与复合排第二太阳轮13的齿数之比。k2为第二齿圈15与第二太阳轮17的齿数之比，k3为第三齿圈22与第三太阳轮19的齿数之比。
参见图2至图11，在表1的操纵逻辑之下，该九挡自动变速器的各个挡位的动力传递路线具体如下(传递路线上线条加粗处理)。
(1)1挡
如图2所示，当第三离合器8和第三制动器5接合时(其它制动器和离合器分离)，实现1挡，1挡速比为：i1＝[(1+K2)*(1+K3)]/K3。在第三离合器8的接合状态下，第三制动器5的接合使得第一行星架11和第二齿圈15同时制动，第三太阳轮19为常制动状态，使得第二行星排及第三行星排均实现单自由度输出，动力经第二行星排进行一级减速后串入第三行星排进行二级减速。
具体的动力传递路线为：由输入构件1输入→第二太阳轮17→第二行星轮16→第二行星架18→第三齿圈22→第三行星轮20→第三行星架21→输出构件2进行输出。
(2)2挡
如图3所示，当第三离合器8和第二制动器4接合时(其它制动器和离合器分离)，实现2挡，2挡速比为：i2＝[(1+K0)*(1+K2)+K3*(1+K0+K2)]/[K3*(1+K0)]。第二制动器4的接合使得复合排第一太阳轮10制动，第三太阳轮19为常制动状态，在第三离合器8的接合状态下，动力传递路线分为两条：
①由输入构件1输入→第二太阳轮17→第二行星轮16→第二行星架18→第三齿圈22→第三行星轮20→第三行星架21→输出构件2进行输出。
②由输入构件1输入→第二太阳轮17→第二行星轮16→第二齿圈15→第三离合器8→第一行星架11→第一行星轮组12→第一齿圈14→第三行星架21→输出构件2进行输出。
(3)3挡
如图4所示，当第三离合器8和第一制动器3接合时(其它制动器和离合器分离)，实现3挡，3挡速比为：i3＝[(1+K1)*(1+K2)+K3*(1+K1+K2)]/[K3*(1+K1)]。第一制动器3的接合使得复合排第二太阳轮13制动，第三太阳轮 19为常制动状态，在第三离合器8的接合状态下，动力传递路线分为两条：
①由输入构件1输入→第二太阳轮17→第二行星轮16→第二行星架18→第三齿圈22→第三行星轮20→第三行星架21→输出构件2进行输出。
②由输入构件1输入→第二太阳轮17→第二行星轮16→第二齿圈15→第三离合器8→第一行星架11→第一行星轮组12→第一齿圈14→第三行星架21→输出构件2进行输出。
(4)4挡
如图5所示，当第三离合器8和第四离合器9接合时(其它制动器和离合器分离)，实现4挡，4挡速比为：i4＝(1+K2+K3)/K3。第四离合器9的接合使得第一行星排实现整体回转，第三离合器8的接合使得第二齿圈15通过第一回转整体与第三齿圈22连接在一起，从而实现单自由度输出。该挡位下有两条动力传递路线，分别为：
①由输入构件1输入→第二太阳轮17→第二行星轮16→第二行星架18→第三齿圈22→第三行星轮20→第三行星架21→输出构件2进行输出。
②由输入构件1输入→第二太阳轮17→第二行星轮16→第二齿圈15→第三离合器8→第一行星排回转整体→第三行星架21→输出构件2进行输出。
(5)5挡
如图6所示，当第一离合器6和第三离合器8接合时(其它制动器和离合器分离)，实现5挡，5挡速比为：I5＝[(1+K1)*(1+K2)+K3*(1+K1+K2)]/[K3*(1+K1+K2)]。第三太阳轮19为常制动状态，第一离合器6与第三离合器8的接合使得动力传递路线有三条：
①由输入构件1输入→第二太阳轮17→第二行星轮16→第二行星架18→第三齿圈22→第三行星轮20→第三行星架21→输出构件2进行输出。
②由输入构件1输入→第二太阳轮17→第二行星轮16→第二齿圈15→第三离合器8→第一行星架11→第一行星轮组12→第一齿圈14→第三行星架21→输出构件2进行输出。
③由输入构件1输入→第一离合器6→复合排第二太阳轮13→第一行星轮组12→第一齿圈14→第三行星架21→输出构件2进行输出。
(6)6挡
如图7所示，当第二离合器7和第三离合器8接合时(其它制动器和离合器分离)，实现6挡，6挡速比为i6＝(1+K3)/K3。第二离合器7和第三离合器8同时接合使得第二行星排实现整体回转，第三太阳轮19为常制动状态使得第三行星排实现单自由度输出，动力由第二行星排回转整体输入经第三行星排进行单级减速后输出。
具体的动力传递路线为：由输入构件1输入→第二行星排整体回转→第三齿圈22→第三行星轮20→第三行星架21→输出构件2进行输出。
(7)7挡
如图8所示，当第一离合器6和第二离合器7接合时(其它制动器和离合器分离)，实现7挡，7挡为直接挡，速比为i7＝1。第一离合器6与第二离合器 7同时接合时，第一行星排整体回转。
具体的动力传递路线为：由输入构件1输入→第一行星排等速整体回转→第一行星架11等速输出→输出构件2进行输出。输出构件2、第三行星架21及第一行星架11三者固定一体，故输出构件2与输入构件1等速。
(8)8挡
如图9所示，当第二离合器7和第一制动器3接合时(其它制动器和离合器分离)，实现8挡，8挡速比为i8＝K1/(1+K1)。第二离合器7的接合使得动力由第一行星排行星架输入，第一制动器3的接合使得复合排第二太阳轮13制动，从而使得第一行星排实现第一个单自由度增速输出。
具体的动力传递路线为：由输入构件1输入→第二离合器7→第一行星架11→第一行星轮组12元件→第一行星架11→第三行星架21→输出构件2进行输出。
(9)9挡
如图10所示，当第二离合器7和第二制动器4接合时(其它制动器和离合器分离)，实现9挡，9挡速比为i9＝K0/(1+K0)。第二离合器7的接合使得动力由第一行星排行星架输入，第二制动器4的接合使得复合排第一太阳轮10制动，从而使得第一行星排实现第二个单自由度增速输出。
具体的动力传递路线为：由输入构件1输入→第二离合器7→第一行星架11→第一行星轮组12→第一行星架11→第三行星架21→输出构件2进行输出。
(10)倒挡
如图11所示，当第一离合器6和第三制动器5接合时(其它制动器和离合器分离)，实现倒挡，倒挡速比为iR＝-K1。第一离合器6的接合使得动力由复合排第二太阳轮13输入，第三制动器5的接合使得第一行星架11制动，从而使得第一行星排实现单自由度负减速输出。
具体的动力传递路线为：由输入构件1输入→第一离合器6→复合排第二太阳轮13→第一行星轮组12→第一齿圈14→第三行星架21→输出构件2进行输出。
本发明实施例的九挡自动变速器，设置有3个行星排及7个操纵元件(4个离合器与3个制动器)，通过选择性地接合或分离这7个操纵元件，可以在输入构件1与输出构件2之间产生九个前进挡速比及一个倒挡速比，进而实现九挡变速器的九个前进挡位和一个倒挡。相对于现有的由4个行星排构成的4自由度9AT自动变速器，行星排数量及自由度数都减少了1个，简化了九挡自动变速器的传动系统，降低了液压控制系统的开发难度。
相对于通用9T50方案增加了一个离合器(减少一个制动器)，通过对4个离合器和3个制动器的合理组合布置，实现离合器和制动器的分布得到进一步的集中，使得离合器和制动器能够做到充分的嵌套布置，从而使得离合器和制动器的布置实现高度的集成进而最大可能的压缩整个行星齿轮机构(由第一行星排、第二行星排及第三行星排组成)的轴向空间，使得整个行星齿轮机构更为紧凑。此外，相对于通用9T50方案，本发明采用更多的离合器(更少的制动 器)会更有利于日后通过增加行星排或者增加更多的操纵件来进行多速拓展。
第三太阳轮19与变速器壳体23直接连接，避免现有技术中的第三太阳轮19采用制动器与变速器壳体23连接对变速器壳体23的直接冲击，从而改善变速器壳体23的受载情况。
另外，相比采埃孚ZF 9HP方案和奔驰9G-Tronic类的4行星排方案，本专利采用三行星排结构，其中第一行星排为包括两个太阳轮且共用一个行星架的复合排，结构更加紧凑，除了具有轴向尺寸优势外还能够更好的实现轻量化。此外，相对采埃孚ZF 9HP和奔驰9G-Tronic类的4简单行星排方案，本发明还节省了一个齿圈，除了具有轻量化优势外还明显地降低了成本。并且，第一行星排所采用的复合排并非拉维娜复合排，相对于拉维娜复合排，本发明的第一行星少了一组内行星齿轮，更具有轻量化和低成本的优势。
图12为本发明第二实施例提供的九挡自动变速器的示意图。与图1所示的第一实施例不同之处在于，所述第四离合器9连接在所述第一齿圈14与第一行星架11之间。
图13为本发明第三实施例提供的九挡自动变速器的示意图。与图1所示的第一实施例不同之处在于，所述第四离合器9连接在所述复合排第一太阳轮10与第一行星架11之间。
图14为本发明第四实施例提供的九挡自动变速器的示意图。与图1所示的第一实施例不同之处在于，所述第四离合器9连接在所述复合排第一太阳轮10与复合排第二太阳轮13之间。
在图12至图14所示的实施例中，换挡操纵逻辑与图1所示的实施例相同。
事实上，所述第四离合器9可以连接在所述复合排第一太阳轮10、复合排第二太阳轮13、第一行星架11及第一齿圈14中的任意两个之间。所述第四离合器9的作用是，使得第一行星排实现整体回转。
因而，在其他未图示的一实施例中，所述第四离合器还可以连接在所述复合排第一太阳轮与第一齿圈之间。
在其他未图示的一实施例中，所述第四离合器还可以连接在所述复合排第二太阳轮与第一齿圈之间。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种九挡自动变速器，其特征在于，包括：
    输入构件；
    输出构件；
    变速器壳体；
    第一行星排、第二行星排及第三行星排；所述第一行星排包括复合排第一太阳轮、复合排第二太阳轮、第一行星轮组、第一齿圈及第一行星架；所述复合排第一太阳轮及复合排第二太阳轮与所述第一行星轮组外啮合传动，所述第一行星轮组与所述第一齿圈内啮合传动，所述第一行星轮组旋转支撑在所述第一行星架上；所述第二行星排包括第二太阳轮、第二行星轮、第二齿圈及第二行星架；所述第二太阳轮与第二行星轮外啮合传动，所述第二行星轮与第二齿圈内啮合传动，所述第二行星轮旋转支撑在所述第二行星架上；所述第三行星排包括第三太阳轮、第三行星轮、第三齿圈及第三行星架；所述第三太阳轮与第三行星轮外啮合传动，所述第三行星轮与第三齿圈内啮合传动，所述第三行星轮旋转支撑在所述第三行星架上；所述第一齿圈与第三行星架固定相连，所述第三行星架与输出构件固定相连，所述第二行星架与第三齿圈固定相连，所述第二太阳轮与输入构件固定相连，所述第三太阳轮与变速器壳体固定相连；
    第一离合器、第二离合器、第三离合器、第四离合器、第一制动器、第二制动器及第三制动器，所述输入构件通过所述第一离合器与所述复合排第二太阳轮相连，所述输入构件通过所述第二离合器与所述第一行星架相连，所述第二行星架通过所述第三离合器与所述第二齿圈相连，所述复合排第二太阳轮通过所述第一制动器与所述变速器壳体相连，所述复合排第一太阳轮通过所述第二制动器与所述变速器壳体相连，所述第一行星架通过所述第三制动器与所述变速器壳体相连，所述第四离合器连接在所述复合排第一太阳轮、复合排第二太阳轮、第一行星架及第一齿圈中的任意两个之间；
    所述第一离合器、第二离合器、第三离合器、第四离合器、第一制动器、第二制动器及第三制动器选择性地接合或分离，以在所述输入构件与输出构件之间产生九个前进挡速比及一个倒挡速比。
  2. 根据权利要求1所述的九挡自动变速器，其特征在于，每次换挡操作时仅选择性地接合所述第一离合器、第二离合器、第三离合器、第四离合器、第一制动器、第二制动器及第三制动器中的两个。
  3. 根据权利要求2所述的九挡自动变速器，其特征在于，通过接合所述第三离合器及第三制动器，分离所述第一离合器、第二离合器、第四离合器、第一制动器及第二制动器，以在所述输入构件与输出构件之间产生1挡速比；
    通过接合所述第三离合器及第二制动器，分离所述第一离合器、第二离合器、第四离合器、第一制动器及第三制动器，以在所述输入构件与输出构件之间产生2挡速比；
    通过接合所述第三离合器及第一制动器，分离所述第一离合器、第二离合器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生3挡速比；
    通过接合所述第三离合器及第四离合器，分离所述第一离合器、第二离合器、第一制动器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生4挡速比；
    通过接合所述第一离合器及第三离合器，分离所述第二离合器、第四离合器、第一制动器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生5挡速比；
    通过接合所述第二离合器及第三离合器，分离所述第一离合器、第四离合器、第一制动器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生6挡速比；
    通过接合所述第一离合器及第二离合器，分离所述第三离合器、第四离合器、第一制动器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生7挡速比；
    通过接合所述第二离合器及第一制动器，分离所述第一离合器、第三离合器、第四离合器、第二制动器及第三制动器，以在所述输入构件与输出构件之间产生8挡速比；
    通过接合所述第二离合器及第二制动器，分离所述第一离合器、第三离合器、第四离合器、第一制动器及第三制动器，以在所述输入构件与输出构件之间产生9挡速比。
  4. 根据权利要求2或3所述的九挡自动变速器，其特征在于，通过接合所述第一离合器及第三制动器，分离所述第二离合器、第三离合器、第四离合器、第一制动器及第二制动器，以在所述输入构件与输出构件之间产生倒挡速比。
  5. 根据权利要求1所述的九挡自动变速器，其特征在于，所述第一行星排、第二行星排及第三行星排同轴布置。
  6. 根据权利要求5所述的九挡自动变速器，其特征在于，所述第二行星排在轴向上布置在所述第一行星排及第三行星排之间。
  7. 根据权利要求1所述的九挡自动变速器，其特征在于，所述第一离合器、第二离合器、第三离合器及第四离合器为多片式湿式离合器或犬牙式离合器。
  8. 根据权利要求1所述的九挡自动变速器，其特征在于，所述第一制动器、第二制动器及第三制动器为鼓式制动器、多片式湿式制动器、多模离合器或单向离合器。
  9. 根据权利要求1所述的九挡自动变速器，其特征在于，所述第一齿圈与第三行星架花键连接、焊接或一体形成；
    所述第三行星架与输出构件花键连接、焊接或一体形成；
    所述第二行星架与第三齿圈花键连接、焊接或一体形成；
    所述第二太阳轮与输入构件花键连接、焊接或一体形成；
    所述第三太阳轮与变速器壳体花键连接、焊接或一体形成。
  10. 根据权利要求1所述的九挡自动变速器，其特征在于，所述第一行星轮组包括复合排第一行星轮和复合排第二行星轮，所述复合排第一太阳轮与所述复合排第一行星轮外啮合传动，所述复合排第二太阳轮与所述复合排第二行星轮外啮合传动，所述复合排第二行星轮与所述第一齿圈内啮合传动，所述复合排第一行星轮与复合排第二行星轮旋转支撑在所述第一行星架上。
PCT/CN2019/071973 2018-08-10 2019-01-16 九挡自动变速器 WO2020029547A1 (zh)

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CN114056076B (zh) * 2020-08-03 2023-07-25 广州汽车集团股份有限公司 双动力源单行星排多模混合驱动系统
CN112324877B (zh) * 2020-11-19 2023-04-18 中国地质大学（武汉） 一种九挡自动变速器
CN112324875B (zh) * 2020-11-19 2023-04-18 中国地质大学（武汉） 一种阶跃比小的九挡自动变速器
CN112324873A (zh) * 2020-11-27 2021-02-05 东华大学 一种乘用车多挡变速器
CN112324874B (zh) * 2020-11-30 2023-05-26 中国地质大学（武汉） 一种阶跃比稳定的九挡自动变速器
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