CN111853178A - Double-clutch automatic transmission and automobile with same - Google Patents
Double-clutch automatic transmission and automobile with same Download PDFInfo
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- CN111853178A CN111853178A CN202010555249.4A CN202010555249A CN111853178A CN 111853178 A CN111853178 A CN 111853178A CN 202010555249 A CN202010555249 A CN 202010555249A CN 111853178 A CN111853178 A CN 111853178A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 66
- 230000009977 dual effect Effects 0.000 claims description 15
- 230000002349 favourable effect Effects 0.000 abstract 1
- 230000009286 beneficial effect Effects 0.000 description 4
- 230000018109 developmental process Effects 0.000 description 3
- 230000002265 prevention Effects 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000004323 axial length Effects 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
- F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
- F16H3/30—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial
- F16H3/32—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial and an additional shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
- F16D23/02—Arrangements for synchronisation, also for power-operated clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention provides a double-clutch automatic transmission and an automobile with the same, wherein the double-clutch automatic transmission comprises a first input shaft, a second input shaft, a first output shaft, a second output shaft and double clutches, the second input shaft is coaxially sleeved on the first input shaft, the first output shaft and the second output shaft are arranged on two sides of the second input shaft in parallel, and the double clutches are used for respectively transmitting power to the first input shaft or the second input shaft; wherein be provided with a plurality of driving gears on first input shaft and the second input shaft respectively, be provided with driven gear with a plurality of driving gear engaged with on first output shaft and the second output shaft respectively, be provided with duplicate gear three/six grades of driven gear on the first output shaft, duplicate gear's setting has shortened the axial arrangement size of derailleur gear drive part, has reduced the internals quantity, is favorable to dwindling occupation space and reduce cost.
Description
Technical Field
The invention belongs to the technical field of automobile transmission systems, and particularly relates to a double-clutch automatic transmission and an automobile with the same.
Background
In the development of the current automobile industry, energy conservation and emission reduction become the main design direction, and the design requirements of the whole automobile on the transmission become stricter, so that the double-clutch automatic transmission with high efficiency and high comfort gradually becomes the development trend. The transmission structure in the dual clutch automatic transmission is an important component of the whole transmission and is a primary condition for subsequent hardware and software design, so that the dual clutch transmission has higher and higher requirements on the arrangement structure of a transmission scheme. Within a certain space size range, the power performance and the economical efficiency of the whole vehicle are improved, and the cost is reduced, so that the transmission becomes a development direction. Therefore, it is necessary to optimize the transmission structure of the transmission based on the existing dual-clutch automatic transmission to obtain better dynamic property and economy, wider speed ratio range and more reasonable speed ratio distribution.
Disclosure of Invention
The invention aims to solve the problems that in the prior art, a double-clutch automatic transmission has more parts, longer axial size and larger occupied space, and the dynamic property and the economical efficiency of the whole vehicle are influenced.
The invention provides a double-clutch automatic transmission which comprises a first input shaft, a second input shaft, a first output shaft, a second output shaft and double clutches, wherein the second input shaft is coaxially sleeved on the first input shaft, the first output shaft and the second output shaft are arranged on two sides of the second input shaft in parallel, the double clutches are arranged at one ends of the first output shaft and the second output shaft close to an engine, and the double clutches are used for respectively transmitting power to the first input shaft or the second input shaft;
The first output shaft is sequentially provided with a reverse gear driven gear, a third/reverse gear synchronizer and a third/sixth gear driven gear along the axial direction far away from the double clutch, the second output shaft is sequentially provided with a second gear driven gear, a second gear synchronizer, a fourth gear driven gear, a fourth/eighth gear synchronizer and an eighth gear driven gear along the axial direction far away from the double clutch, the third/sixth gear driven gear is a conjoined duplicate gear, and the third/sixth gear driven gear comprises a third gear driven gear and a sixth gear driven gear;
the first input shaft is provided with a first driving gear, the first driving gear is meshed with the six-gear driven gear and the eight-gear driven gear respectively, the second input shaft is provided with a second driving gear and a third driving gear, the second driving gear is meshed with the second-gear driven gear, the third driving gear is meshed with the third-gear driven gear and the fourth-gear driven gear respectively, and the second-gear driven gear is meshed with the reverse gear driven gear.
Further, the dual clutch includes a first clutch and a second clutch nested radially, the first clutch for engaging or disengaging with the first input shaft, the second clutch for engaging or disengaging with the second input shaft.
Further, the first clutch is fixedly connected with the first input shaft through a spline, the second clutch is fixedly connected with the second input shaft through a spline, the third/reverse gear synchronizer is connected with the first output shaft through a spline, and the second gear synchronizer and the fourth/eighth gear synchronizer are connected with the second output shaft through a spline.
Further, the second input shaft is a hollow shaft, and the second input shaft is sleeved on the first input shaft through a bearing.
Furthermore, the reverse driven gear, the third/sixth driven gear, the second driven gear, the fourth driven gear and the eighth driven gear are sleeved on the first output shaft or the second output shaft through a bearing and a bushing or directly in an empty mode.
Further, the three/reverse gear synchronizer and the four/eight gear synchronizer are synchronizers with two-side synchronization function, and the second gear synchronizer is a synchronizer with only one-side connection function.
Further, a first output gear is further arranged on the first output shaft, a second output gear is arranged on the second output shaft, and the first output gear and the second output gear are used for outputting power of the automatic transmission.
Further, the differential mechanism comprises a differential gear ring gear, and the differential gear ring gear is meshed with the first output gear and the second output gear respectively.
Further, the parking ratchet wheel is connected with the first output shaft through a spline.
The invention also provides an automobile which comprises an automobile body system, a chassis system and the double-clutch automatic transmission, wherein the double-clutch automatic transmission is connected with the chassis system.
The embodiment of the invention has the following beneficial effects:
(1) the three/six-gear driven gear is a conjoined duplicate gear, and the adoption of the duplicate gear enables the transmission to increase forward gears under the condition of not increasing other parts such as synchronizers and the like, thereby being more beneficial to the transmission to obtain better dynamic property and economy, wider speed ratio range and more reasonable speed ratio distribution.
(2) Under the condition of increasing the number of forward gears, the invention shortens the axial arrangement size of the transmission gear transmission part of the transmission, reduces the number of internal parts, and is beneficial to reducing the occupied space of the transmission and reducing the cost.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
Fig. 1 is a schematic configuration diagram of a dual clutch automatic transmission according to embodiment 1 of the invention.
Wherein the reference numerals in the figures correspond to: 1-first input shaft, 11-first driving gear, 2-second input shaft, 21-second driving gear, 22-third driving gear, 3-first output shaft, 31-reverse driven gear, 32-third/reverse synchronizer, 33-third/sixth driven gear, 331-third driven gear, 332-sixth driven gear, 34-first output gear, 4-second output shaft, 41-second driven gear, 42-second synchronizer, 43-fourth driven gear, 44-fourth/eighth synchronizer, 45-eighth driven gear, 46-second output gear, 5-double clutch, 51-first clutch, 52-second clutch, 6-differential, 61-differential gear ring, gear ring, 7-parking ratchet.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without any inventive step, are within the scope of the present invention.
It should be noted that the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Example 1
As shown in fig. 1, an embodiment 1 of the present invention provides a dual clutch automatic transmission, including a first input shaft 1, a second input shaft 2, a first output shaft 3, a second output shaft 4, and a dual clutch 5, where the second input shaft 2 is coaxially sleeved on the first input shaft 1, and the first output shaft 3 and the second output shaft 4 are arranged in parallel at two sides of the second input shaft 2. Specifically, the second input shaft 2 is a hollow shaft, the second input shaft 2 is sleeved on the first input shaft 1 through a bearing, and the first input shaft 1 has a longer axial length than the second input shaft 2.
The engine is connected with a double clutch 5, the double clutch 5 is arranged at one end of the first output shaft 3 and one end of the second output shaft 4 close to the engine, and the double clutch 5 is used for respectively transmitting power to the first input shaft 1 or the second input shaft 2.
The first output shaft 3 is provided with a reverse driven gear 31, a three/reverse synchronizer 32 and a three/sixth driven gear 33 in sequence along the axial direction far away from the double clutch 5. The second output shaft 4 is provided with a second-gear driven gear 41, a second-gear synchronizer 42, a fourth-gear driven gear 43, a fourth/eighth-gear synchronizer 44 and an eighth-gear driven gear 45 in sequence along the axial direction away from the double clutch 5. The third/sixth-gear driven gear 33 is a duplicate gear, and the third/sixth-gear driven gear 33 includes a third-gear driven gear 331 and a sixth-gear driven gear 332 which are connected to each other. Specifically, in the embodiment of the present invention, one dual gear is equivalent to two separate gears in a conventional transmission, and by using the dual gear three/six-gear driven gear 33, the number of parts in the transmission can be reduced, the occupied space can be reduced, the structure can be more compact, and the transmission can have a wider speed ratio range and more reasonable speed ratio distribution in a limited space under the condition of realizing the same gear number.
Specifically, the three/reverse synchronizer 32 is connected to the first output shaft 3 by a spline, and is provided between the reverse driven gear 31 and the three/sixth driven gear 33 for controlling engagement or disengagement of the reverse driven gear 31 and the three/sixth driven gear 33 with or from the first output shaft 3. The second speed synchronizer 42 is connected to the second output shaft 4 by a spline, and the second speed synchronizer 42 is provided on one side of the second speed driven gear 41 for controlling engagement or disengagement of the second speed driven gear 41 with or from the second output shaft 4. A fourth/eighth synchronizer 44 is spline-connected to the second output shaft 4, and the fourth/eighth synchronizer 44 is provided between the fourth-speed driven gear 43 and the eighth-speed driven gear 45 and connected to the second output gear for controlling engagement or disengagement of the fourth-speed driven gear 43 and the eighth-speed driven gear 45 with or from the second output shaft 4. Specifically, the three/reverse synchronizer 32 and the four/eighth synchronizer 44 are synchronizers having a two-side synchronization function, and the second synchronizer 42 is a synchronizer having only a one-side engagement function. The synchronizer is used to control power transmission with the gear, i.e., when the synchronizer is engaged with the gear, the gear rotates together with the synchronizer, and when the synchronizer is disengaged from the gear, the gear does not rotate together with the synchronizer.
The first input shaft 1 is provided with a first driving gear 11, the first driving gear 11 is respectively engaged with the sixth-gear driven gear 332 and the eighth-gear driven gear 45, the second input shaft 2 is provided with a second driving gear 21 and a third driving gear 22, the second driving gear 21 is engaged with the second-gear driven gear 41, the third driving gear 22 is respectively engaged with the third-gear driven gear 331 and the fourth-gear driven gear 43, and the second-gear driven gear 41 is normally engaged with the reverse-gear driven gear 31. Specifically, in the embodiment of the present invention, the first driving gear 11 is disposed at an end of the first input shaft 1 away from the dual clutch 5, and in consideration of a large centrifugal force generated particularly during rotation of the high-speed gear, in order to avoid bending or breaking of the input shaft, the high-speed gear set is disposed at outer ends of the first input shaft and the second input shaft away from the engine, so as to prolong the service life of the input shaft and further make the operation of the transmission safer and more stable.
Specifically, the dual clutch 5 includes a first clutch 51 and a second clutch 52 which are radially nested, the first clutch 51 is used for engaging or disengaging with the first input shaft 1, and the second clutch 52 is used for engaging or disengaging with the second input shaft 2. In the embodiment of the invention, the double clutches can be wet double clutches or dry double clutches. In the present embodiment, to reduce the axial dimension, the first clutch 51 and the second clutch 52 are disposed in a radially nested manner. In other embodiments, the first clutch 51 and the second clutch 52 may be disposed axially in parallel. Specifically, the first clutch 51 is fixedly connected to the first input shaft 1 by a spline, and the second clutch 52 is fixedly connected to the second input shaft 2 by a spline.
Specifically, the reverse driven gear 31, the third/sixth driven gear 33, the second driven gear 41, the fourth driven gear 43 and the eighth driven gear 45 are all sleeved on the first output shaft 3 or the second output shaft 4 through bearings, bushings or direct idle sleeves.
Specifically, the first output shaft 3 is further provided with a first output gear 34, the second output shaft 4 is provided with a second output gear 46, and the first output gear 34 and the second output gear 46 are used for outputting power of the automatic transmission.
Specifically, a differential gear 6 is further included, and the differential gear 6 includes a differential ring gear 61, and the differential ring gear 61 is meshed with the first output gear 34 and the second output gear 46, respectively.
Specifically, the parking ratchet 7 is further included, and the parking ratchet 7 is connected with the first output shaft 3 through a spline. The parking ratchet wheel 7, the gear shifting arm, the positioning spring, the parking pawl, the torsion spring and other parts form a parking mechanism together, and the parking mechanism is used for safe parking, automatic gear disengagement prevention, abnormal parking prevention and the like.
The power transmission route of the dual-clutch automatic transmission of the embodiment of the invention is as follows:
in the second gear operating mode, the first clutch 51 is engaged with the first input shaft 1, and the second synchronizer 42 is engaged with the second driven gear 41.
First gear power transmission route: the engine torque is input through the first clutch 51 and the first input shaft 1, the first driving gear 11, the third/sixth gear driven gear 33, the third driving gear 22, the second input shaft 2 and the second driving gear 21, and power is output through the second driving gear 21, the second gear driven gear 41, the second gear synchronizer 42, the second output shaft 4, the second output gear 46 and the differential.
In the second gear operating mode, the second clutch 52 is engaged with the second input shaft 2, and the second synchronizer 42 is engaged with the second driven gear 41.
Second gear power transmission route: the engine torque is input through the second clutch 52 and the second input shaft 2-the second driving gear 21-the second gear driven gear 41-the second gear synchronizer 42-the second output shaft 4-the second output gear 46-the differential to output power.
And under the third working condition: the second clutch 52 is engaged with the second input shaft 2, and the third/reverse synchronizer 32 is engaged with the third/sixth-speed driven gear 33.
Third gear power transmission route: the engine torque is output through the second clutch 52 and the second input shaft 2 input-the third driving gear 22-the third/sixth-gear driven gear 33-the third/reverse synchronizer 32-the first output shaft 3-the first output gear 34-the differential 6.
In the fourth gear condition, the second clutch 52 is engaged with the second input shaft 2 and the fourth/eighth synchronizer 44 is engaged with the fourth driven gear 43.
A fourth gear power transmission route: the engine torque is output through the second clutch 52 and the second input shaft 2 input-the third driving gear 22-the fourth gear driven gear 43-the fourth/eighth gear synchronizer 44-the second output shaft 4-the second output gear 46-the differential.
In the fifth gear condition, the second clutch 52 is engaged with the second input shaft 2 and the fourth/eighth synchronizer 44 is engaged with the eighth driven gear 45.
A fifth gear power transmission route: the engine torque is input through the second clutch 52 and the second input shaft 2-the third driving gear 22-the third/sixth gear driven gear 33-the first driving gear 11 and the first input shaft 1-the eighth gear driven gear 45-the fourth/eighth gear synchronizer 44-the second output shaft 4-the second output gear 46-the differential to output power.
In the sixth gear condition, the first clutch 51 is engaged with the first input shaft 1, and the third/reverse synchronizer 32 and the third/sixth gear driven gear 33 are engaged.
Sixth-gear power transmission route: the engine torque is input through the first clutch 51 and the first input shaft 1, the first driving gear 11, the third/sixth-gear driven gear 33, the third/reverse synchronizer 32, the first output shaft 3, the first output gear 34 and the differential mechanism 6 to output power.
In the seventh gear condition, the first clutch 51 is engaged with the first input shaft 1, and the fourth/eighth synchronizer 44 is engaged with the fourth driven gear 43.
A seventh-gear power transmission route: the engine torque is input through the first clutch 51 and the first input shaft 1, the first driving gear 11, the third/sixth-gear driven gear 33, the third driving gear 22, the second input shaft 2, the fourth-gear driven gear 43, the fourth/eighth-gear synchronizer 44, the second output shaft 4, the second output gear 46 and the differential mechanism 6 to output power.
In the eighth gear condition, the first clutch 51 is engaged with the first input shaft 1 and the fourth/eighth synchronizer 44 is engaged with the eighth driven gear 45.
Eight-gear power transmission route: the engine torque is input through the first clutch 51 and the first input shaft 1, the first driving gear 11, the eight-gear driven gear 45, the four/eight-gear synchronizer 44, the second output shaft 4, the second output gear 46 and the differential mechanism 6 to output power.
In the reverse operating mode, the second clutch 52 is engaged with the second input shaft 2, and the third/reverse synchronizer 32 is engaged with the reverse driven gear 31.
Reverse gear power transmission route: the engine torque is input through the second clutch 52 and the second input shaft 2, the second driving gear 21, the second-speed driven gear 41, the reverse driven gear 31, the third/reverse synchronizer 32, the first output shaft 3, the first output gear 34 and the differential mechanism 6 to output power.
The double clutch automatic transmission provided by the above embodiment has eight forward gears and one reverse gear, wherein the three/six-gear driven gear 33 is a duplicate gear, and can be used as a third-gear driven gear and a sixth-gear driven gear, and can also transmit the power input on the first input shaft 1 and the second input shaft 2 respectively. The three/six-gear driven gear is a conjoined duplicate gear, and the adoption of the duplicate gear enables the transmission to increase forward gears under the condition of not increasing other parts such as synchronizers and the like, thereby being more beneficial to the transmission to obtain better dynamic property and economy, wider speed ratio range and more reasonable speed ratio distribution. The invention shortens the axial arrangement size of the transmission gear transmission part, reduces the number of internal parts and optimizes the assembly steps under the condition of increasing the number of forward gears.
The embodiment of the invention also provides an automobile which comprises an automobile body system, a chassis system and the double-clutch automatic transmission, wherein the double-clutch automatic transmission is connected with the chassis system.
While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention.
Claims (10)
1. A double-clutch automatic transmission is characterized by comprising a first input shaft (1), a second input shaft (2), a first output shaft (3), a second output shaft (4) and a double clutch (5), wherein the second input shaft (2) is coaxially sleeved on the first input shaft (1), the first output shaft (3) and the second output shaft (4) are arranged on two sides of the second input shaft (2) in parallel, the double clutch (5) is arranged at one end, close to an engine, of the first output shaft (3) and one end, close to the engine, of the second output shaft (4), and the double clutch (5) is used for respectively transmitting power to the first input shaft (1) or the second input shaft (2);
the first output shaft (3) is sequentially provided with a reverse gear driven gear (31), a three/reverse gear synchronizer (32) and a three/six gear driven gear (33) along the axial direction far away from the double clutch (5), the second output shaft (4) is sequentially provided with a second gear driven gear (41), a second gear synchronizer (42), a fourth gear driven gear (43), a fourth/eight gear synchronizer (44) and an eight gear driven gear (45) along the axial direction far away from the double clutch (5), the three/six gear driven gear (33) is a duplicate gear, and the three/six gear driven gear (33) comprises a three gear driven gear (331) and a six gear driven gear (332) which are connected;
The driving gear mechanism is characterized in that a first driving gear (11) is arranged on the first input shaft (1), the first driving gear (11) is respectively meshed with the six-gear driven gear (332) and the eight-gear driven gear (45), a second driving gear (21) and a third driving gear (22) are arranged on the second input shaft (2), the second driving gear (21) is meshed with the second-gear driven gear (41), the second-gear driven gear (41) is meshed with the reverse gear driven gear (31), and the third driving gear (22) is respectively meshed with the third-gear driven gear (331) and the fourth-gear driven gear (43).
2. A dual clutch automatic transmission according to claim 1, characterized in that the dual clutch (5) comprises a first clutch (51) and a second clutch (52) nested radially, the first clutch (51) being adapted to engage or disengage the first input shaft (1), the second clutch (52) being adapted to engage or disengage the second input shaft (2).
3. A twin-clutch automatic transmission according to claim 2, characterised in that the first clutch (51) is fixedly connected to the first input shaft (1) by splines, the second clutch (52) is fixedly connected to the second input shaft (2) by splines, the third/reverse synchronizer (32) is connected to the first output shaft (3) by splines, and the second gear synchronizer (42) and the fourth/eighth gear synchronizer (44) are connected to the second output shaft (4) by splines.
4. A twin-clutch automatic transmission as claimed in claim 1, characterized in that the second input shaft (2) is a hollow shaft, the second input shaft (2) being mounted on the first input shaft (1) by means of bearings.
5. A twin-clutch automatic transmission according to claim 1, characterised in that the reverse driven gear (31), the third/sixth driven gear (33), the second driven gear (41), the fourth driven gear (43) and the eighth driven gear (45) are all fitted on the first output shaft (3) or the second output shaft (4) through bearings, bushings or directly empty.
6. A twin-clutch automatic transmission as defined in claim 1, wherein the three/reverse synchronizer (32) and the four/eight-speed synchronizer (44) are synchronizers having a two-side synchronization function, and the two-speed synchronizer (42) is a synchronizer having only a one-side engagement function.
7. A twin-clutch automatic transmission according to claim 1, characterized in that the first output shaft (3) is further provided with a first output gear (34), the second output shaft (4) is provided with a second output gear (46), and the first output gear (34) and the second output gear (46) are used for outputting power of the automatic transmission.
8. A dual clutch automatic transmission according to claim 7, characterized by further comprising a differential (6), said differential (6) comprising a differential ring gear (61), said differential ring gear (61) meshing with said first output gear (34) and second output gear (46), respectively.
9. A twin-clutch automatic transmission according to claim 1, characterised in that it further comprises a parking ratchet wheel (7), said parking ratchet wheel (7) being splined to said first output shaft (3).
10. An automobile comprising a body system, a chassis system and a dual clutch automatic transmission according to any one of claims 1 to 9, said dual clutch automatic transmission being connected to said chassis system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010555249.4A CN111853178A (en) | 2020-06-17 | 2020-06-17 | Double-clutch automatic transmission and automobile with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010555249.4A CN111853178A (en) | 2020-06-17 | 2020-06-17 | Double-clutch automatic transmission and automobile with same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111853178A true CN111853178A (en) | 2020-10-30 |
Family
ID=72987409
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010555249.4A Pending CN111853178A (en) | 2020-06-17 | 2020-06-17 | Double-clutch automatic transmission and automobile with same |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111853178A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1770306A1 (en) * | 2005-09-30 | 2007-04-04 | HONDA MOTOR CO., Ltd. | Double clutch transmission with a centrifugal starting clutch |
| CN101713459A (en) * | 2009-08-11 | 2010-05-26 | 浙江吉利汽车研究院有限公司 | Double clutch type automatic gearbox |
| US20100257959A1 (en) * | 2009-04-14 | 2010-10-14 | Zf Friedrichshafen Ag | Double clutch transmission |
| CN102588523A (en) * | 2011-01-10 | 2012-07-18 | 通用汽车环球科技运作有限责任公司 | Eight speed dual clutch transmission |
| CN108036028A (en) * | 2017-11-09 | 2018-05-15 | 宁波上中下自动变速器有限公司 | The transmission device and double-clutch speed changer of a kind of double-clutch speed changer |
-
2020
- 2020-06-17 CN CN202010555249.4A patent/CN111853178A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1770306A1 (en) * | 2005-09-30 | 2007-04-04 | HONDA MOTOR CO., Ltd. | Double clutch transmission with a centrifugal starting clutch |
| US20100257959A1 (en) * | 2009-04-14 | 2010-10-14 | Zf Friedrichshafen Ag | Double clutch transmission |
| CN101713459A (en) * | 2009-08-11 | 2010-05-26 | 浙江吉利汽车研究院有限公司 | Double clutch type automatic gearbox |
| CN102588523A (en) * | 2011-01-10 | 2012-07-18 | 通用汽车环球科技运作有限责任公司 | Eight speed dual clutch transmission |
| CN108036028A (en) * | 2017-11-09 | 2018-05-15 | 宁波上中下自动变速器有限公司 | The transmission device and double-clutch speed changer of a kind of double-clutch speed changer |
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Application publication date: 20201030 |