CN210770063U - Eight-speed double-clutch type automatic transmission and vehicle - Google Patents
Eight-speed double-clutch type automatic transmission and vehicle Download PDFInfo
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- CN210770063U CN210770063U CN201921230663.7U CN201921230663U CN210770063U CN 210770063 U CN210770063 U CN 210770063U CN 201921230663 U CN201921230663 U CN 201921230663U CN 210770063 U CN210770063 U CN 210770063U
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Abstract
The utility model discloses eight-speed double clutch formula automatic gearbox and vehicle, including two output shafts and two input shafts that are connected to the engine through the clutch respectively; the driving gears of the third, fifth and seventh gears are arranged on the first input shaft, the driving gears of the second, fourth, sixth and eighth gears are arranged on the second input shaft, the driven gears of the second, fifth and sixth gears are arranged on the first output shaft, and the driven gears of the third, fourth, seventh and eighth gears are arranged on the second output shaft; the second-gear driven gear and the sixth-gear driven gear are connected with the first output shaft through the first synchronizer, the fifth-gear driven gear is connected with the first output shaft and the sixth-gear driven gear through the second synchronizer and the third synchronizer respectively, the fourth-gear driven gear and the eighth-gear driven gear are connected with the second output shaft through the fourth synchronizer, and the third-gear driven gear and the seventh-gear driven gear are connected with the second output shaft through the fifth synchronizer. The first gear is reduced, the two sleeved input shafts are adopted to arrange driving gears of seven forward gears, the fifth gear, the sixth gear and the second gear are combined to realize the first gear, the axial size is short, and the power performance and the economical efficiency of the whole vehicle are improved.
Description
Technical Field
The utility model belongs to the new energy automobile field especially relates to eight-speed double clutch formula automatic gearbox and vehicle.
Background
The double clutch type automatic transmission integrates two gearboxes and two clutches into one transmission, two input shafts which are rotatably sleeved together are respectively connected with one clutch, the two input shafts respectively transmit power of two gearbox speed groups, and a gear shifting procedure is completed by automatically switching between the two clutches, so that power gear shifting in the gear shifting process can be realized, namely, power is not interrupted in the gear shifting process, the defect of gear shifting impact of an Automated Mechanical Transmission (AMT) is overcome, the power of an engine can be always transmitted to wheels in the gear shifting process of a vehicle, gear shifting is rapid and stable, the acceleration of the vehicle is ensured, and the running comfort of the vehicle is greatly improved because the vehicle does not generate a rapid deceleration condition caused by gear shifting any more. However, since the conventional double clutch type automatic transmission mostly uses dual output shafts or a single output shaft and uses a common drive gear or a linearly arranged gear train, its axial dimension is long, so that the above-mentioned transmission is difficult to be adopted for a vehicle such as a front transverse engine or a front wheel drive, particularly a small vehicle, because its installation space is limited, and the engine is difficult to work in an optimum working area because of a small number of gear positions for speed change, thereby adversely affecting the power performance and the economy of the whole vehicle.
A dual clutch manual transmission for an engine is known which includes a first input shaft and a second input shaft to which engine rotation is selectively input via separate clutches. A first gearset associated with the first gearbox speed grouping is located between the countershaft and an aft end of the projecting first input shaft. A second gearset associated with a second gearbox speed grouping is located between the second input shaft and the layshaft. The second gearsets are positioned such that the gearset associated with the lowest gearbox speed of the second gearbox speed grouping that is capable of providing a bearing retaining space between the first input shaft and the second input shaft is positioned furthest from the engine, and the gearset associated with the highest gearbox speed of the remaining gearbox speeds of the second gearbox speed grouping is positioned closest to the engine. The speed reduction transmission between the input shaft and the output shaft is realized only through one auxiliary shaft, the whole length of the speed changer is long, the speed change requirement of a front transverse front-drive vehicle is difficult to apply, the structure is large, gears are few, and the speed changer is not beneficial to enabling an engine to work in the best region.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the technical problem that will solve is: aiming at the problems of longer overall length and fewer gears of the transmission in the prior scheme, the eight-speed double-clutch type automatic transmission and the vehicle are provided.
In order to solve the technical problem, an embodiment of the present invention provides an eight-speed dual clutch automatic transmission, including an engine, a first input shaft, a second input shaft, a first output shaft and a second output shaft, wherein the first input shaft is connected to the engine through a first clutch, and the second input shaft is rotatably sleeved on the first input shaft and connected to the engine through a second clutch;
a section of the first input shaft extending out of the second input shaft is provided with a third-gear driving gear, a fifth-gear driving gear and a seventh-gear driving gear;
the second input shaft is provided with a second-gear driving gear, a fourth-gear driving gear, a sixth-gear driving gear and an eighth-gear driving gear;
a second-gear driven gear, a sixth-gear driven gear, a fifth-gear driven gear, a first synchronizer, a second synchronizer and a third synchronizer are arranged on the first output shaft, the second-gear driven gear and the sixth-gear driven gear output power to the first output shaft through the first synchronizer, the fifth-gear driven gear outputs power to the first output shaft through the second synchronizer, and the fifth-gear driven gear outputs power to the sixth-gear driven gear through the third synchronizer;
a fourth-gear driven gear, an eighth-gear driven gear, a seventh-gear driven gear, a third-gear driven gear, a fourth synchronizer and a fifth synchronizer are arranged on the second output shaft, the fourth-gear driven gear and the eighth-gear driven gear output power to the second output shaft through the fourth synchronizer, and the third-gear driven gear and the seventh-gear driven gear output power to the second output shaft through the fifth synchronizer;
the second-gear driving gear is normally meshed with the second-gear driven gear, the third-gear driving gear is normally meshed with the third-gear driven gear, the fourth-gear driving gear is normally meshed with the fourth-gear driven gear, the fifth-gear driving gear is normally meshed with the fifth-gear driven gear, the sixth-gear driving gear is normally meshed with the sixth-gear driven gear, the seventh-gear driving gear is normally meshed with the seventh-gear driven gear, and the eighth-gear driving gear is normally meshed with the eighth-gear driven gear.
Optionally, the fifth-gear driving gear and the seventh-gear driving gear share a fifth-seventh-gear driving gear, and the sixth-gear driving gear and the eighth-gear driving gear share a sixth-eighth-gear driving gear.
Optionally, the third-gear driven gear is coupled to the reverse driving gear, the reverse driven gear outputs power to the first output shaft through the second synchronizer, and the reverse driving gear is in constant mesh with the reverse driven gear.
Optionally, the fifth-seventh gear driving gear and the third gear driving gear are sequentially arranged on the first input shaft along a direction away from the engine;
the fourth gear driving gear, the second gear driving gear and the sixth and eighth gear driving gear are sequentially arranged on the second input shaft along a direction far away from the engine;
the second-gear driven gear, the first synchronizer, the sixth-gear driven gear, the third synchronizer, the fifth-gear driven gear, the second synchronizer and the reverse driven gear are sequentially arranged on the first output shaft along the direction far away from the engine;
the fourth-gear driven gear, the fourth synchronizer, the eighth-gear driven gear, the seventh-gear driven gear, the fifth synchronizer, the third-gear driven gear and the reverse gear driving gear are sequentially arranged on the second output shaft along a direction far away from the engine.
Optionally, the reverse drive gear is fixed to the third driven gear.
Optionally, the hub of the third synchronizer is formed on the fifth-speed driven gear or the sixth-speed driven gear.
Optionally, the first input shaft, the second input shaft, the first output shaft and the second output shaft are arranged in parallel.
Optionally, the first clutch and the second clutch are integrated into a dual clutch that shares a clutch housing.
Optionally, the differential further comprises a first main reduction gear arranged on the first output shaft and a second main reduction gear arranged on the second output shaft, and the first main reduction gear and the second main reduction gear are simultaneously in constant mesh with a gear ring of the differential.
Optionally, the first main reduction gear is positioned on one side of the second driven gear close to the engine;
the second main reduction gear is positioned on one side of the fourth gear driven gear close to the engine;
the first main reduction gear and the second main reduction gear are co-planar gear sets.
An embodiment of the utility model provides a vehicle, including controller and aforementioned eight speed double clutch formula automatic gearbox, the engine the first clutch the second clutch first synchronizer the second synchronizer the third synchronizer the fourth synchronizer with the fifth synchronizer all connect in the controller receives controller control.
The embodiment of the utility model provides an eight speed double clutch formula automatic transmission and vehicle, reduced driving gear and driven gear that first gear corresponds, through the driving gear and the driven gear of seven advancing gears that two to eight grades are constituteed with the power transmission of corresponding input shaft to corresponding output shaft, increase the third synchronizer, through the engagement of first clutch, the fourth synchronizer engages fifth gear driven gear and sixth gear driven gear, the first synchronizer engages second gear driven gear, thereby combine by fifth gear, sixth gear and second gear and realize first gear output, thereby can realize eight advancing gears, simplified structure and increased compact structure nature, set up eight advancing gears under the prerequisite with ordinary six, seven advancing gear's derailleur the same overall dimension, thereby make the drive ratio scope grow, the drive ratio distribution is more reasonable, can make the engine have more probability work in its best region, thereby obviously improving the power performance and the economical efficiency of the whole vehicle and reducing the oil consumption;
the automatic transmission has the advantages that the two nested input shafts are respectively provided with driving gears of odd gears and even gears in the seven forward gears, the two output shafts are provided with driven gears of the seven forward gears, the driven gears corresponding to the driving gears of adjacent gears on the same input shaft are arranged on the two output shafts, the two driven gears on the same output shaft are selectively connected to the output shafts in a transmission manner through a synchronizer, the automatic transmission is short in axial size, and suitable for front-mounted front-transverse front-drive vehicles, parts are relatively few, the structure is simple and compact, the axial length and weight are reduced, the manufacturing cost is greatly reduced, the transmission stability is improved, the transmission efficiency is high, and the oil consumption is reduced;
the power of the engine is selectively transmitted to one of the two input shafts through the selective engagement of the two clutches, one of the driven gears linked with the input shaft is selectively connected to the output shaft through the synchronizer in a transmission mode, the power output of a certain forward gear can be achieved, and the working states of the corresponding clutches and the synchronizer can be switched when gear shifting is needed, so that the gear shifting device is convenient to use.
Drawings
Fig. 1 is a schematic structural diagram of an eight-speed dual clutch automatic transmission according to an embodiment of the present invention;
the reference numerals in the specification are as follows:
1. an engine; 2. a first input shaft; 3. a second input shaft; 4. a first output shaft; 5. a second output shaft;
61. a first clutch; 62. a second clutch;
7. a first synchronizer; 8. a second synchronizer; 9. a third synchronizer; 10. a fourth synchronizer; 11. a fifth synchronizer;
12. a first main reduction gear; 13. a second main reduction gear;
14. differential, 141, ring gear;
151. a reverse drive gear; 152. a reverse driven gear;
221. a second gear driving gear; 222. a second-gear driven gear;
231. a third gear driving gear; 232. a third-gear driven gear;
241. a fourth gear driving gear; 242. a fourth-gear driven gear;
257. a fifth-seventh gear driving gear; 252. a fifth-speed driven gear; 272. a seven-speed driven gear;
268. a six-eight gear driving gear; 262. a six-speed driven gear; 282. eight grades of driven gears.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects of the present invention more clearly understood, the following detailed description of the present invention is provided with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.
As shown in fig. 1, an eight-speed dual clutch type automatic transmission provided by the embodiment of the present invention includes an engine 1, a first input shaft 2, a second input shaft 3, a first output shaft 4 and a second output shaft 5, wherein the first input shaft 2 is connected to the engine 1 through a first clutch 61, and the second input shaft 3 is rotatably sleeved on the first input shaft 2 and is connected to the engine 1 through a second clutch 62;
a third-gear driving gear 231, a fifth-gear driving gear and a seventh-gear driving gear are arranged on a section of the first input shaft 2 extending out of the second input shaft 3;
the second input shaft 3 is provided with a second-gear driving gear 221, a fourth-gear driving gear 241, a sixth-gear driving gear and an eighth-gear driving gear;
a second-gear driven gear 222, a sixth-gear driven gear 262, a fifth-gear driven gear 252, a first synchronizer 7, a second synchronizer 8 and a third synchronizer 9 are arranged on the first output shaft 4, the second-gear driven gear 222 and the sixth-gear driven gear 262 output power to the first output shaft 4 through the first synchronizer 7, the fifth-gear driven gear 252 outputs power to the first output shaft 4 through the second synchronizer 8, and the fifth-gear driven gear 252 outputs power to the sixth-gear driven gear 262 through the third synchronizer 9;
the second output shaft 5 is provided with a fourth-gear driven gear 242, an eighth-gear driven gear 282, a seventh-gear driven gear 272, a third-gear driven gear 232, a fourth synchronizer 10 and a fifth synchronizer 11, the fourth-gear driven gear 242 and the eighth-gear driven gear 282 output power to the second output shaft 5 through the fourth synchronizer 10, and the third-gear driven gear 232 and the seventh-gear driven gear 272 output power to the second output shaft 5 through the fifth synchronizer 11;
the second-gear driving gear 221 is normally engaged with the second-gear driven gear 222, the third-gear driving gear 231 is normally engaged with the third-gear driven gear 232, the fourth-gear driving gear 241 is normally engaged with the fourth-gear driven gear 242, the fifth-gear driving gear is normally engaged with the fifth-gear driven gear 252, the sixth-gear driving gear is normally engaged with the sixth-gear driven gear 262, the seventh-gear driving gear is normally engaged with the seventh-gear driven gear 272, and the eighth-gear driving gear is normally engaged with the eighth-gear driven gear 282.
In the present application, for simplicity, the first input shaft 2 and the second input shaft 3 are collectively referred to as an input shaft, the first output shaft 4 and the second output shaft 5 are collectively referred to as an output shaft, the input shaft and the output shaft are collectively referred to as a shaft, the seven driving gears of the forward gear and the reverse gear are collectively referred to as a driving gear, the seven driven gears of the forward gear and the reverse gear are collectively referred to as a driven gear, the first synchronizer 7 to the fifth synchronizer 11 are collectively referred to as a synchronizer, the first clutch 61 and the second clutch 62 are collectively referred to as a clutch, and the eight-speed dual clutch automatic transmission is simply referred to as an automatic transmission.
The embodiment of the utility model provides an eight speed double clutch formula automatic transmission, reduced driving gear and driven gear that first gear corresponds, through two to eight grades of seven driving gear and driven gear of advancing the gear transmission corresponding input shaft to corresponding output shaft that constitute, increase third synchronizer 9, through the joint of first clutch 61, fourth synchronizer 10 joint fifth gear driven gear 252 and sixth gear driven gear 262, first synchronizer 7 joint second gear driven gear 222, thereby combine by fifth gear, sixth gear and second gear and realize first gear output, thereby can realize eight advancing the gear, simplified structure and increased structural compactness, set up eight advancing the gear under the prerequisite with the same overall dimension of ordinary six, seven speed transmission's derailleur, thereby make the drive ratio scope grow, the drive ratio distribution is more reasonable, can make engine 1 have more probability work in its best region, thereby obviously improving the power performance and the economical efficiency of the whole vehicle and reducing the oil consumption;
the automatic transmission has the advantages that the two nested input shafts are respectively provided with driving gears of odd gears and even gears in the seven forward gears, the two output shafts are provided with driven gears of the seven forward gears, the driven gears corresponding to the driving gears of adjacent gears on the same input shaft are arranged on the two output shafts, the two driven gears on the same output shaft are selectively connected to the output shafts in a transmission manner through a synchronizer, the automatic transmission is short in axial size, and suitable for front-mounted front-transverse front-drive vehicles, parts are relatively few, the structure is simple and compact, the axial length and weight are reduced, the manufacturing cost is greatly reduced, the transmission stability is improved, the transmission efficiency is high, and the oil consumption is reduced;
the power of the engine 1 is selectively transmitted to one of the two input shafts through the selective engagement of the two clutches, one of the driven gears linked with the input shaft is selectively connected to the output shaft through the synchronizer in a transmission mode, the power output of a certain forward gear can be achieved, and the working states of the corresponding clutches and the synchronizer can be switched when gear shifting is needed, so that the engine is convenient to use.
Specifically, the first input shaft 2, the second input shaft 3, the first output shaft 4, and the second output shaft 5 are supported on the transmission case by bearings.
Specifically, the driving gears on the first input shaft 2 and the second input shaft 3 can be welded, splined, press-fitted in an interference manner or directly generated on the corresponding input shafts, so that the connection and synchronous rotation of the corresponding driving gears and the input shafts are realized.
Specifically, the hubs of the first synchronizer 7, the second synchronizer 8, the fourth synchronizer 10, and the fifth synchronizer 11 are splined on the respective shafts.
Specifically, the first clutch 61 and the second clutch 62 are integrated into a dual clutch that shares a clutch housing, thereby simplifying the structure and reducing the system load.
In one embodiment, as shown in fig. 1, the fifth gear driving gear and the seventh gear driving gear share the fifth seven gear driving gear 257, and the sixth gear driving gear and the eighth gear driving gear share the sixth eight gear driving gear 268. The six-gear and eight-gear common driving gear which are closer to the even-gear medium speed ratio are selected, the five-gear and seven-gear common driving gear which are closer to the even-gear medium speed ratio are selected, the system load is reduced, the structure is simplified, the structure compactness is improved, the axial space of the transmission is saved, and more gears can be arranged in the transmission shell, so that the speed ratio range is larger, the speed ratio distribution is more reasonable, the engine 1 has more probability to work in the optimal area, and the power performance and the economical efficiency of the whole vehicle are obviously improved.
In one embodiment, as shown in fig. 1, the transmission further includes a reverse driving gear 151 disposed on the second output shaft 5 and a reverse driven gear 152 disposed on the first output shaft 4, the third driven gear 232 is coupled to the reverse driving gear 151, the reverse driven gear 152 outputs power to the first output shaft 4 through the second synchronizer 8, and the reverse driving gear 151 and the reverse driven gear 152 are constantly meshed.
The reverse shaft is omitted, the reverse driving gear 151 is linked with the third-gear driven gear 232, the fifth synchronizer 11 realizes that the third-gear driven gear 232 and the reverse driving gear 151 are in transmission connection with the second output shaft 5 and the seventh-gear driven gear 272 is in transmission connection with the second output shaft 5, and the second synchronizer 8 realizes that the fifth-gear driven gear 252 and the reverse driven gear 152 are in selective transmission connection with the first output shaft 4.
Specifically, all the driven gears and the reverse driven gear on the first output shaft 4 and the second output shaft 5 are sleeved on the corresponding shafts through bearings in an empty mode, and therefore the corresponding gears are connected with the shafts in a rotating mode.
Preferably, the reverse driving gear 151 is fixed to the third-gear driven gear 232, and can be fixed to the third-gear driven gear 232 through welding, spline, interference press fitting or direct generation, so that the reverse driving gear 151 and the third-gear driven gear 232 are connected and synchronously rotate, the structure is simple and compact, and the axial space of the transmission is saved.
In one embodiment, as shown in fig. 1, the fifth and seventh gear driving gears 257 and the third gear driving gear 231 are sequentially disposed on the first input shaft 2 in a direction away from the engine 1;
the fourth gear driving gear 241, the second gear driving gear 221 and the sixth and eighth gear driving gear 268 are sequentially arranged on the second input shaft 3 in a direction away from the engine 1;
the second-speed driven gear 222, the first synchronizer 7, the sixth-speed driven gear 262, the third synchronizer 9, the fifth-speed driven gear 252, the second synchronizer 8 and the reverse driven gear 152 are sequentially arranged on the first output shaft 4 in a direction away from the engine 1;
the fourth-speed driven gear 242, the fourth synchronizer 10, the eighth-speed driven gear 282, the seventh-speed driven gear 272, the fifth synchronizer 11, the third-speed driven gear 232, and the reverse drive gear 151 are sequentially arranged on the second output shaft 5 in a direction away from the engine 1.
The high-gear driving gear on the first input shaft 2 is arranged at a position closer to the engine 1, and the high-gear driving gear on the first input shaft 2 is arranged at a position farther from the engine 1, so that the high-gear driving gear is positioned in the middle of the sleeved first input shaft 2 and second input shaft 3, the high-gear driven gear is positioned in the middle of the first output shaft 4 and second output shaft 5, the low-gear driving gear and the low-gear driven gear are positioned at two ends of the corresponding shafts, the gear distribution is reasonable, and the transmission stability is more favorably improved; the synchronizer of the adjacent gear is arranged between the driven gears of the corresponding two gears, so that the structure is simplified, and the synchronizer can be used for selectively engaging any one driven gear adjacent to the synchronizer with the corresponding output shaft.
In one embodiment, the third synchronizer 9 is fixed to the fifth-speed driven gear 252 (shown in fig. 1) or the sixth-speed driven gear 262, so that the fifth-speed driven gear 252 and the sixth-speed driven gear 262 can be engaged through the third synchronizer 9, and the structure is simplified.
Preferably, the hub of the third synchronizer 9 is formed on the fifth-speed driven gear 252 or the sixth-speed driven gear 262, so that the fifth-speed driven gear 252 or the sixth-speed driven gear 262 is integrated, the structure is simplified, and the structural stability is increased. Since the first input shaft 2 is an input shaft of three odd-numbered forward gears, the driving gear corresponding to the fifth-numbered driven gear 252 is located on the first input shaft 2, the second input shaft 3 is an input shaft of four even-numbered forward gears, and the driving gear corresponding to the sixth-numbered driven gear 262 is located on the second input shaft 3, preferably, the hub of the third synchronizer 9 is formed on the fifth-numbered driven gear 252, which is beneficial to reducing the system load.
In one embodiment, as shown in fig. 1, the first input shaft 2, the second input shaft 3, the first output shaft 4 and the second output shaft 5 are arranged in parallel, so that the structure and assembly of the automatic transmission are simplified, and the transmission stability is improved.
In one embodiment, as shown in fig. 1, the differential further includes a first main reduction gear 12 disposed on the first output shaft 4 and a second main reduction gear 13 disposed on the second output shaft 5, and the first main reduction gear 12 and the second main reduction gear 13 are both in constant mesh with the ring gear 141 of the differential 14. The power on the first output shaft 4 is transmitted to the differential 14 through the first main reducing gear 12 and then output to the wheels, and the power on the second output shaft 5 is transmitted to the differential 14 through the two main reducing gears and then output to the wheels, so that the power output by the two output shafts is reduced and torque-increased through the first main reducing gear 12 and the second main reducing gear 13 respectively, and the power requirements of the wheels are better matched.
In one embodiment, as shown in fig. 1, the first main reduction gear 12 is located on the side of the second driven gear 222 close to the engine 1; the second drive reducing gear 13 is located on the side of the fourth-speed driven gear 242 close to the engine 1. The structure is simple and compact, and the differential 14 is convenient to connect.
Preferably, the first main reduction gear 12 and the second main reduction gear 13 are coplanar gear sets, and have simple and compact structure and smooth transmission.
Specifically, as shown in fig. 1, the driving gear and the driven gear corresponding to each gear are co-planar gear sets.
The power flows of the respective gears in the operation of the preferred embodiment of the eight-speed dual clutch automatic transmission of the present application are explained as follows:
in the first gear, the third synchronizer 9 engages the sixth-gear driven gear 262, the first synchronizer 7 engages the second-gear driven gear 222, the first clutch 61 is engaged, and the power transmission route is as follows: the engine 1- > first clutch 61- > first input shaft 2- > five seven-speed driving gear 257- > five-speed driven gear 252- > third synchronizer 9- > six-speed driven gear 262- > six eight-speed driving gear 268- > second output shaft 5- > second-speed driving gear 221- > second-speed driven gear 222- > first synchronizer 7- > first input shaft 2- > first main reduction gear 12- > differential 14 > wheel.
In the second gear, the first synchronizer 7 engages the second driven gear 222, the second clutch 62 is engaged, and the power transmission route is as follows: the engine 1- > the second clutch 62- > the second input shaft 3- > the second gear driving gear 221- > the second gear driven gear 222- > the first synchronizer 7- > the first output shaft 4- > the first main reducing gear 12- > the differential 14- > the wheel.
In the third gear, the fifth synchronizer 11 engages the third driven gear 232, the first clutch 61 is engaged, and the power transmission route is: the engine 1- > the first clutch 61- > the first input shaft 2- > the third gear driving gear 231- > the third gear driven gear 232- > the fifth synchronizer 11- > the second output shaft 5- > the second main reducing gear 13- > the differential 14- > the wheel.
In the fourth gear, the fourth synchronizer 10 engages the fourth driven gear 242, the second clutch 62 is engaged, and the power transmission route is: the engine 1- > the second clutch 62- > the second input shaft 3- > the fourth gear driving gear 241- > the fourth gear driven gear 242- > the fourth synchronizer 10- > the second output shaft 5- > the second main reducing gear 13- > the differential 14- > the wheel.
In the fifth gear, the second synchronizer 8 engages the fifth gear driven gear 252, the first clutch 61 is engaged, and the power transmission route is: the engine 1- > the first clutch 61- > the first input shaft 2- > the five seven-speed driving gear 257- > the five-speed driven gear 252- > the second synchronizer 8- > the first output shaft 4- > the first main reducing gear 12- > the differential 14- > the wheels.
In the sixth gear, the first synchronizer 7 engages the sixth-gear driven gear 262, the second clutch 62 is engaged, and the power transmission route is as follows: the engine 1- > the second clutch 62- > the second input shaft 3- > the six eight speed driving gear 268- > the six speed driven gear 262- > the first synchronizer 7- > the first output shaft 4- > the first main reducing gear 12- > the differential 14- > the wheel.
In the seventh gear, the fifth synchronizer 11 engages the seventh-gear driven gear 272, the first clutch 61 is engaged, and the power transmission route is: the engine 1- > the first clutch 61- > the first input shaft 2- > the five-seven-gear driving gear 257- > the seven-gear driven gear 272- > the fifth synchronizer 11- > the second output shaft 5- > the second main reducing gear 13- > the differential 14- > wheels.
In eighth gear operation, the fourth synchronizer 10 engages the eighth driven gear 282, the second clutch 62 is engaged, and the power transmission path is: the engine 1- > the second clutch 62- > the second input shaft 3- > the six eight-speed driving gear 268- > the eight-speed driven gear 282- > the fourth synchronizer 10- > the second output shaft 5- > the second main reducing gear 13- > the differential 14- > wheels.
In the reverse gear operation, the second synchronizer 8 engages the reverse driven gear 152, the fifth synchronizer 11 engages the third driven gear 232, the first clutch 61 is engaged, and the power transmission route is as follows: the engine 1- > the first clutch 61- > the first input shaft 2- > the third gear driving gear 231- > the third gear driven gear 232, the reverse gear driving gear 151- > the reverse gear driven gear 152- > the second synchronizer 8- > the first output shaft 4- > the first main reducing gear 12- > the differential 14- > wheel.
In the description of the first to eighth gears and the reverse operating state, the other synchronizers and clutches are disengaged except that the synchronizers and clutches in the engaged state are particularly emphasized.
Adjacent gears are connected with different clutches, so that speed ratio switching is easy to realize, and power is not interrupted when the adjacent gears are switched; the following describes the shifting process by shifting from the first gear to the second gear, and the other gears are switched similarly, and will not be described again:
in the first gear, the third synchronizer 9 engages the sixth-gear driven gear 262, the first synchronizer 7 engages the second-gear driven gear 222, the first clutch 61 is engaged, and the second clutch 62 is disengaged; after the control system of the eight-speed double-clutch type automatic transmission sends a first gear shifting and second gear shifting command, the gear shifting actuating mechanism is used for engaging the first synchronizer 7 with the second gear driven gear 222 in advance, and at the moment, the second clutch 62 is still in a separation state, namely, the second clutch 62 and the second input shaft 3 do not transmit power; as the gear shift process continues, the first clutch 61 is gradually disengaged while the second clutch 62 is gradually engaged, during which there is always clutch engagement and no torque interruption occurs; after the first clutch 61 is completely disengaged and the second clutch 62 is completely engaged, the shifting process is terminated, and the first clutch 61 is in a disengaged state, i.e., the first clutch 61 and the first input shaft 2 do not transmit power, and the engine 1 transmits power to the second driven gear 222 through the second clutch 62.
The embodiment of the utility model provides a vehicle is still provided, including the eight speed double clutch formula automatic gearbox that controller and any preceding embodiment were mentioned, engine 1, first clutch 61, second clutch 62, first synchronizer 7, second synchronizer 8, third synchronizer 9, fourth synchronizer 10 and fifth synchronizer 11 all connect in the controller and are controlled by the controller. The eight-speed double-clutch type automatic transmission is automated on the basis of the original traditional MT, so that the effect of a rotating shaft planetary gear type automatic transmission with a complex structure is achieved by a parallel shaft type structure with a simple structure, the structure is more compact, the transmission efficiency is high, and the processing capacity of the built MT can be continued, so that the manufacturing cost can be greatly reduced, and the cost is lower than that of automatic transmissions such as AT, CVT and the like; meanwhile, because the utility model discloses a dual output shaft structure, can make the length of whole automatic gearbox shorten, compacter, can arrange more gears on the basis of MT length, the increase of gear number makes each gear speed ratio more reasonable, can obtain better dynamic nature and economic nature, reduces the oil consumption; wherein: AT denotes an automatic transmission, MT denotes a manual transmission, and CVT denotes a continuously variable transmission.
The above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents and improvements made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. An eight-speed double-clutch type automatic transmission comprises an engine, a first input shaft, a second input shaft, a first output shaft and a second output shaft, wherein the first input shaft is connected to the engine through a first clutch, the second input shaft is rotatably sleeved on the first input shaft and is connected to the engine through a second clutch,
a section of the first input shaft extending out of the second input shaft is provided with a third-gear driving gear, a fifth-gear driving gear and a seventh-gear driving gear;
the second input shaft is provided with a second-gear driving gear, a fourth-gear driving gear, a sixth-gear driving gear and an eighth-gear driving gear;
a second-gear driven gear, a sixth-gear driven gear, a fifth-gear driven gear, a first synchronizer, a second synchronizer and a third synchronizer are arranged on the first output shaft, the second-gear driven gear and the sixth-gear driven gear output power to the first output shaft through the first synchronizer, the fifth-gear driven gear outputs power to the first output shaft through the second synchronizer, and the fifth-gear driven gear outputs power to the sixth-gear driven gear through the third synchronizer;
a fourth-gear driven gear, an eighth-gear driven gear, a seventh-gear driven gear, a third-gear driven gear, a fourth synchronizer and a fifth synchronizer are arranged on the second output shaft, the fourth-gear driven gear and the eighth-gear driven gear output power to the second output shaft through the fourth synchronizer, and the third-gear driven gear and the seventh-gear driven gear output power to the second output shaft through the fifth synchronizer;
the second-gear driving gear is normally meshed with the second-gear driven gear, the third-gear driving gear is normally meshed with the third-gear driven gear, the fourth-gear driving gear is normally meshed with the fourth-gear driven gear, the fifth-gear driving gear is normally meshed with the fifth-gear driven gear, the sixth-gear driving gear is normally meshed with the sixth-gear driven gear, the seventh-gear driving gear is normally meshed with the seventh-gear driven gear, and the eighth-gear driving gear is normally meshed with the eighth-gear driven gear.
2. The eight-speed dual clutch automatic transmission of claim 1, wherein the fifth gear drive gear and the seventh gear drive gear share a fifth seven gear drive gear and the sixth gear drive gear and the eighth gear drive gear share a sixth eight gear drive gear.
3. The eight-speed dual clutch automatic transmission according to claim 2, further comprising a reverse drive gear provided on the second output shaft and a reverse driven gear provided on the first output shaft, wherein the third driven gear is coupled to the reverse drive gear, the reverse driven gear outputs power to the first output shaft through the second synchronizer, and the reverse drive gear is in constant mesh with the reverse driven gear.
4. The eight-speed dual clutch automatic transmission of claim 3, wherein the fifth seven drive gear and the third drive gear are sequentially disposed on the first input shaft in a direction away from the engine;
the fourth gear driving gear, the second gear driving gear and the sixth and eighth gear driving gear are sequentially arranged on the second input shaft along a direction far away from the engine;
the second-gear driven gear, the first synchronizer, the sixth-gear driven gear, the third synchronizer, the fifth-gear driven gear, the second synchronizer and the reverse driven gear are sequentially arranged on the first output shaft along the direction far away from the engine;
the fourth-gear driven gear, the fourth synchronizer, the eighth-gear driven gear, the seventh-gear driven gear, the fifth synchronizer, the third-gear driven gear and the reverse gear driving gear are sequentially arranged on the second output shaft along a direction far away from the engine.
5. The eight speed dual clutch automatic transmission of claim 3, wherein the reverse drive gear is fixed to the third driven gear.
6. The eight-speed dual clutch automatic transmission of claim 1, wherein the hub of the third synchronizer is formed on the fifth-speed driven gear or the sixth-speed driven gear.
7. The eight-speed dual clutch automatic transmission of claim 1, wherein the first input shaft, the second input shaft, the first output shaft, and the second output shaft are arranged in parallel;
the first clutch and the second clutch are integrated into a dual clutch that shares a clutch housing.
8. The eight-speed dual clutch automatic transmission of claim 1, further comprising a first main reduction gear disposed on the first output shaft and a second main reduction gear disposed on the second output shaft, the first main reduction gear and the second main reduction gear being in constant mesh with a ring gear of a differential at the same time.
9. The eight-speed dual clutch automatic transmission of claim 8, wherein the first main reduction gear is located on a side of the second driven gear that is closer to the engine;
the second main reduction gear is positioned on one side of the fourth gear driven gear close to the engine;
the first main reduction gear and the second main reduction gear are co-planar gear sets.
10. A vehicle comprising a controller, characterized by further comprising an eight-speed dual clutch automatic transmission according to any one of claims 1 to 9, wherein the engine, the first clutch, the second clutch, the first synchronizer, the second synchronizer, the third synchronizer, the fourth synchronizer, and the fifth synchronizer are connected to and controlled by the controller.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921230663.7U CN210770063U (en) | 2019-07-30 | 2019-07-30 | Eight-speed double-clutch type automatic transmission and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921230663.7U CN210770063U (en) | 2019-07-30 | 2019-07-30 | Eight-speed double-clutch type automatic transmission and vehicle |
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| CN210770063U true CN210770063U (en) | 2020-06-16 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112303192A (en) * | 2019-07-30 | 2021-02-02 | 广州汽车集团股份有限公司 | Eight-speed double-clutch type automatic transmission and vehicle |
| CN113915298A (en) * | 2020-07-08 | 2022-01-11 | 广州汽车集团股份有限公司 | Vehicle automatic gearbox and vehicle |
-
2019
- 2019-07-30 CN CN201921230663.7U patent/CN210770063U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112303192A (en) * | 2019-07-30 | 2021-02-02 | 广州汽车集团股份有限公司 | Eight-speed double-clutch type automatic transmission and vehicle |
| CN112303192B (en) * | 2019-07-30 | 2024-06-14 | 广州汽车集团股份有限公司 | Eight-speed double clutch type automatic transmission and vehicle |
| CN113915298A (en) * | 2020-07-08 | 2022-01-11 | 广州汽车集团股份有限公司 | Vehicle automatic gearbox and vehicle |
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