CN103148175A - Dual-clutch automatic transmission of automobile - Google Patents

Abstract

The invention provides a dual-clutch automatic transmission of an automobile, belongs to the field of mechanical engineering, and solves the problems of a current transmission of complex structure and messy layout caused by the fact that the current transmission comprises a plurality of associated toothed wheels. The dual-clutch automatic transmission comprises seven forward gears and a reverse gear, as well as a clutch I, a clutch II, a solid input shaft, a hollow input shaft, a first forward shaft, a second forward shaft, a reverse shaft and a compensating gear with a main speed-down gear ring, wherein four forward gear toothed wheels are arranged on the second forward shaft in a positioning manner, and are meshed with four driving toothed wheels on the solid input shaft and the hollow input shaft in a one-to-one correspondence manner; and a reverse gear toothed wheel is arranged on the reverse gear in a positioning manner. The dual-clutch automatic transmission of the automobile only comprises five gear-driven assistant layers, and at least two gear-driven assistant layers are omitted, so that layout size in the axial direction of a gear-driven part is maximally shortened, and the loadable performance of the automatic transmission can be effectively ensured.

Description

Automobile dual clutch automatic transmission

technical field

The invention belongs to the technical field of mechanical engineering, and relates to an automatic transmission, in particular to an automatic double-clutch transmission for automobiles.

Background technique

A transmission is a device that changes the speed or traction of a car. With the continuous reduction of non-renewable oil resources and the increasing pollution of the environment by vehicle exhaust, countries have become more and more strict on the fuel consumption and emission regulations of vehicles. The transmission efficiency of the transmission system has a greater impact on the fuel consumption of automobiles, and the development of efficient and energy-saving automatic transmissions has become the focus of research and development by domestic and foreign automobile companies. The traditional automatic transmission AT and continuously variable automatic transmission CVT adopt a hydraulic torque converter with low transmission efficiency, and the maximum comprehensive transmission efficiency can only reach about 85%, while the transmission efficiency of the dual-clutch automatic transmission can reach more than 93%. Vehicles equipped with dual-clutch automatic transmissions have shown a rapid growth trend in recent years, and are favored by more and more consumers.

In terms of power performance, the more gears, the more opportunities for the engine to exert high power near the maximum power, and improve the acceleration and climbing ability of the car; in terms of fuel economy, the more gears, the greater the engine power It is possible to work in a low fuel consumption rate area, which reduces fuel consumption; in terms of shift comfort, the more gears, the smaller the step ratio between each gear, and the easier the shift; The more the number of bits, the larger the axial layout space required, and the worse the loadability. Therefore, designing multi-gear, dual-clutch automatic transmissions with short axial dimensions is a future development trend.

There are many relevant documents about dual-clutch automatic transmissions, such as a dual-clutch automatic transmission without a reverse shaft [application number: 200910311888.X; announcement number: CN101907150B] disclosed in Chinese patent literature, including clutch one, clutch two, input The first shaft, the second input shaft, the first output shaft, the second output shaft and the differential; The corresponding driven gears form the speed output of each gear; each gear speed includes seven forward gears and one reverse gear; among the seven forward gears, the two even-numbered gears on the input shaft share a driving gear, and the two even-numbered gears on the second shaft input The odd-numbered gears share another driving gear; the reverse gear includes a reverse gear driving gear associated with the low gear driven gear and a reverse gear driven gear meshing with the reverse gear driving gear, the reverse gear driving gear is arranged on the output shaft, and the reverse gear passive The gears are arranged on the output two shafts. Although this speed changer can realize the function, from the structural point of view, the speed changer has seven layers of gear transmission pairs from the clutch to the other end, that is, there is a problem that the required space for axial arrangement is large. There are also many associated gears in the transmission, resulting in the problems of complex structure and messy arrangement.

Contents of the invention

The object of the present invention is to solve the above-mentioned problems in the prior art, and propose a dual-clutch automatic transmission for automobiles. The technical problem to be solved by the automatic transmission is how to shorten the axial layout size of the gear transmission part to the greatest extent.

The object of the present invention can be realized through the following technical scheme: a kind of automatic transmission of double clutch of automobile, has and comprises seven forward gears and a reverse gear; It is characterized in that, comprises clutch one, clutch two, solid input shaft, hollow input shaft, The first forward shaft, the second forward shaft, the reverse gear shaft and the differential gear with the main reduction ring gear; the hollow input shaft is sleeved on the solid input shaft, the solid input shaft is connected with the clutch one, and the hollow input shaft The shaft is connected to the second phase of the clutch; the first forward shaft, the second forward shaft and the reverse gear shaft are all fixed with connecting gears meshing with the main reduction ring gear; the solid input shaft and the hollow input shaft are fixed with two driving gears ; There are three forward gears positioned on the forward first shaft, the above two forward gears are meshed with the two driving gears on the solid input shaft one by one, and the other forward gear is engaged with a driving gear on the hollow input shaft. The gears are meshed; four forward gears are positioned on the two forward shafts, and the above four forward gears are meshed with a total of four driving gears on the solid input shaft and the hollow input shaft in one-to-one correspondence; the reverse gear shaft A reverse gear is positioned on the top, and the above-mentioned reverse gear meshes with a forward low gear on the first forward shaft or the second forward shaft.

From a structural point of view, the dual-clutch automatic transmission for automobiles only has the transmission sub-layer between the connecting gear and the main reduction ring gear and the transmission sub-layer between the four driving gears and the corresponding forward gear, so the gear transmission part is shortened to the greatest extent. The axial layout size of the automatic transmission effectively ensures the loadability of the automatic transmission.

In the above-mentioned automatic dual-clutch transmission for automobiles, one driving gear on the solid input shaft is a 1/3-speed driving gear, and the other driving gear is a 5/7-speed driving gear.

In the above-mentioned automatic dual-clutch transmission for automobiles, one driving gear on the hollow input shaft is a 2nd gear, and the other driving gear is a 4/6 driving gear.

In the above-mentioned automatic dual-clutch transmission for automobiles, the three forward gears positioned on the first forward shaft are sequentially forward 3rd gear, forward 7th gear and forward 4th gear from one end to the other end along the axial direction of the forward first shaft. gear.

In the above-mentioned automatic dual-clutch transmission for automobiles, the four forward gears positioned on the two forward shafts are sequentially forward 1st gear, forward 5th gear, forward 6th gear along the axial direction of the forward two shafts from one end to the other. first gear and forward 2nd gear.

In the above-mentioned automatic dual-clutch transmission for an automobile, the forward low gear is a forward first gear or a forward second gear.

In the above-mentioned dual-clutch automatic transmission for automobiles, the first forward shaft is also fixedly connected with a parking ratchet.

In the above-mentioned automatic dual-clutch transmission for automobiles, the parking ratchet is located between the connecting gear and the forward 4th gear.

The dual-clutch automatic transmission of the automobile needs to be provided with a synchronizer corresponding to the forward gear, and the transmission of the corresponding gear is realized by manipulating the corresponding synchronizer. The preferred scheme that the synchronizer of the present invention is set is: in the above-mentioned automatic dual-clutch transmission for automobiles, a 3/7 gear synchronizer is arranged between the described forward 3rd gear and the forward 7th gear; the forward 2nd gear and the forward There is a 2/6th gear synchronizer between the 6th gear; a 1/5th gear is set between the forward 1st gear and the forward 5th gear; gear synchronizer; one side of the reverse gear is provided with a one-sided engaging reverse gear synchronizer.

In the above-mentioned automatic dual-clutch transmission for automobiles, the first forward shaft, the second forward shaft and the reverse gear shaft are all located outside the main reduction ring gear, and are arranged in sequence along the circumference of the main reduction ring gear; the hollow input shaft , The first forward axis and the second forward axis are arranged in an acute triangle.

The dual-clutch automatic transmission for automobiles has only five layers of gear transmission pairs, and compared with the prior art, at least two layers of gear transmission pairs are reduced; thus the axial layout size of the gear transmission part is shortened to the greatest extent, effectively ensuring The mountable performance of this automatic transmission.

The double-clutch automatic transmission of the automobile has the advantages of reasonable arrangement and compact structure. At the same time, the parking ratchet is stepped on the output shaft, thereby more effectively improving the compactness of the structure.

Description of drawings

Fig. 1 is a structural schematic diagram of the dual-clutch automatic transmission of the automobile.

Fig. 2 is a schematic diagram of the layout of the dual-clutch automatic transmission of the automobile.

In the figure, 1. Solid input shaft; 2. Hollow input shaft; 3. One forward shaft; 4. Two forward shafts; 5. Reverse gear shaft; 6. Differential; 2nd gear driving gear; 9, 1/3 gear driving gear; 10, 4/6 gear driving gear; 11, connecting gear one; 12, connecting gear two; 13, connecting gear three; 14, main reduction ring gear; G1, Forward 1st gear; G2, forward 2nd gear; G3, forward 3rd gear; G4, forward 4th gear; G5, forward 5th gear; G6, forward 6th gear; G7, forward 7th gear; GR, reverse gear; P, parking ratchet; S1, 3/7 gear synchronizer; S2, 2/6 gear synchronizer; S3, unilateral engagement 4 gear synchronizer; S4, 1/5 gear synchronizer; S5, unilateral Engage reverse synchronizer; K1, clutch one; K2, clutch two.

Detailed ways

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

As shown in Figure 1, the dual clutch automatic transmission of this automobile has seven forward gears and one reverse gear. The dual-clutch automatic transmission of the automobile includes clutch one K1, clutch two K2, solid input shaft 1, hollow input shaft 2, forward first shaft 3, forward second shaft 4, reverse gear shaft 5 and a differential with main reduction ring gear 14 6; The dual-clutch automatic transmission of the automobile also includes seven forward gears, one reverse gear GR, four driving gears and three connecting gears.

Specifically, the hollow input shaft 2 is sleeved on one end of the solid input shaft 1, the solid input shaft 1 is connected with the clutch one K1, and the hollow input shaft 2 is connected with the clutch two K2; the clutch one K1 and the clutch two K2 can be Alternate transmission of running power to achieve gear switching.

The first forward shaft 3, the second forward shaft 4 and the reverse gear shaft 5 are all arranged in parallel with the hollow input shaft 2; in order to realize the compact structure, the end of the first forward shaft 3 close to the clutch is fixed with a connecting gear 11, and the second forward shaft 4 is close to the clutch Connecting gear 2 12 is fixed at one end of the reverse gear shaft 5, and connecting gear 3 13 is fixed at one end of the reverse gear shaft 5 close to the clutch; the above three connecting gears are all meshed with the main reduction ring gear 14; therefore, the differential 6 and the clutch are at the same side setting.

Two driving gears are fixed on the solid input shaft 1, and the other two driving gears are fixed on the hollow input shaft 2. In order to distribute the output power more reasonably and the driving gears are divided into even and odd gears, the sizes of the four driving gears are completely different. From the smallest to the largest, they are 1/3 driving gear 9, 2nd driving gear 8, 5/ 7-speed driving gear 7 and 4/6-speed driving gear 10. A driving gear on the solid input shaft 1 is 1/3 gear driving gear 9, and another driving gear is 5/7 gear driving gear 7. A driving gear on the hollow input shaft 2 is the 2nd gear driving gear 8, and the other driving gear is the 4/6 gear driving gear 10.

Three forward gears are positioned on the forward first shaft 3, wherein two forward gears in the above three forward gears and the other forward gear are meshed with a driving gear on the hollow input shaft 2. More specifically, the three forward gears positioned on the first forward shaft 3 are forward third gear G3, forward seventh gear G7, and forward fourth gear G4 from one end to the other in the axial direction of the first forward shaft 3. Thus, the arrangement positions of the two driving gears on the solid input shaft 1 and the two driving gears on the hollow input shaft 2 correspond to the positions of the three forward gears on the forward first shaft 3 .

Four forward gears are positioned on the two forward shafts 4, and the four forward gears are meshed with four driving gears on the solid input shaft 1 and the hollow input shaft 2 in one-to-one correspondence. Then the four forward gears positioned on the forward two shaft 4 are sequentially forward 1st gear G1, forward 5th gear G5, forward 6th gear G6 and forward 2nd gear along the axial direction of the forward two shaft 4 from one end to the other. G2.

The reverse gear GR is positioned on the reverse shaft 5 , and the reverse gear GR meshes with a forward low gear on the forward first shaft 3 or the forward second shaft 4 . More specifically, the forward low gear is the forward first gear G1 or the forward second gear G2. As shown in FIG. 1, the reverse gear GR meshes with the forward second gear G2. The forward second gear G2 is closest to the clutch, effectively shortening the length of the reverse gear shaft 5 and reducing the required occupied space.

The first forward shaft 3 is also fixedly connected with a parking ratchet P. From a structural point of view, the position corresponding to the second-speed driving gear 8 on the forward first shaft 3 is empty; then the parking ratchet P is arranged at the above-mentioned position, that is, the parking ratchet P is located between the connecting gear one 11 and the forward fourth gear between gears G4.

In order to ensure the compactness of the structure, the first forward shaft 3, the second forward shaft 4 and the reverse gear shaft 5 are all located outside the main reduction ring gear 14, and arranged in sequence along the circumference of the main reduction ring gear 14; the hollow input shaft 2, the forward The first shaft 3 and the second forward shaft 4 are arranged in an acute triangle.

There is a 3/7 synchronizer S1 between the forward 3rd gear G3 and the forward 7th gear G7; there is a 2/6 synchronizer S2 between the forward 2nd gear G2 and the forward 6th gear G6; the forward 1st gear There is a 1/5th gear synchronizer S4 between G1 and the forward 5th gear G5; a side of the forward 4th gear G4 is equipped with a unilateral engagement 4th gear synchronizer S3; a side of the reverse gear GR is equipped with a unilateral engagement Reverse synchronizer S5.

As shown in Figure 1, the power transmission route of the present invention illustrates:

When the car is in the parking state, the parking pawl is engaged with the parking ratchet P; the clutch one K1 and the clutch two K2 are normally open, that is, the two clutches are in the separated state at ordinary times, no power is transmitted, and only the corresponding clutches need to be engaged. When the gear is selected, the corresponding clutch is engaged to transmit power.

When the car needs to start in the first gear, the automatic shift mechanism will engage the 1/5th gear synchronizer S4 with the forward first gear G1, the gear will be switched to the first gear, the clutch one K1 will be engaged, the clutch two K2 will remain disconnected, and the car will start Run in first gear. The power transmission route of the first gear: the power is transmitted to the solid input shaft 1 through the clutch K1, and then transmitted to the forward gear G1 through the 1/3 driving gear 9 on the solid input shaft 1, and then transmitted through the 1/5 gear synchronizer S4 To the forward two shaft 4, through the connecting gear two 12, it is transmitted to the final reduction ring gear 14 of the differential 6, and finally the power is transmitted through the differential 6.

When the car is running in the first gear, because the clutch K2 is in the disengaged state at this time, no power is transmitted. When the car accelerates and reaches the shift point close to the second gear, the automatic gear shift mechanism can shift the gear into the second gear in advance. The 2/6th gear synchronizer S2 is engaged with the forward 2nd gear G2, then the first clutch K1 is released, the second clutch K2 is engaged, and the two clutches are alternately switched until the first clutch K1 is completely separated, and the second clutch K2 is fully combined. At the end, the car shifts into second gear.

2nd gear power transmission route: Power is sequentially transmitted to hollow input shaft 2, 2nd gear driving gear 8, forward 2nd gear G2, 2nd/6th gear synchronizer S2, forward 2nd shaft 4, connecting gear 2 12, differential through clutch 2 K2 in sequence The final reduction gear ring gear 14 of the transmission 6 finally transmits the power through the differential 6 .

After the vehicle enters the second gear, the electronic control unit of the automatic transmission of the vehicle can know the current running state of the vehicle according to the relevant sensor signals, and then judge the gear that the vehicle is about to enter. If the vehicle accelerates, the next gear will be third gear. If the vehicle slows down , then the next gear is the first gear. Both the first gear and the third gear are controlled by the clutch one K1, because the clutch is in a disengaged state and does not transmit power, so it is very convenient to instruct the automatic shift mechanism to pre-change the gear that is about to enter the work, when the vehicle runs to the gear shift At the same time, it is only necessary to separate the working clutch K2, and at the same time, engage the clutch K1, cooperate with the switching sequence of the two clutches, and the entire shifting action is completed. The same is true for the switching process of other forward gears; the description will not be redundant below.

The following describes the detailed power transmission routes of the remaining gears.

Three-speed power transmission route: Power is sequentially transmitted to solid input shaft 1, 1/3rd gear driving gear 9, forward 3rd gear G3, 3/7th gear synchronizer S1, forward 1st shaft 3, connecting gear 11 through clutch 1 K1 , The final reduction ring gear 14 of the differential 6, and finally transmits the power through the differential 6.

4th gear power transmission route: Power is sequentially transmitted to the hollow input shaft 2, 4th/6th gear driving gear 10, forward 4th gear G4, unilaterally engaged 4th gear synchronizer S3, forward 1st shaft 3, and connecting gear 1 via clutch 2 K2 11. The main reduction ring gear 14 of the differential 6 finally transmits the power through the differential 6 .

Five-speed power transmission route: Power is transmitted to solid input shaft 1, 5/7 gear drive gear 7, forward 5th gear G5, 1/5 gear synchronizer S4, forward 2nd shaft 4, connecting gear 2 12 through clutch 1 K1 in sequence , The final reduction ring gear 14 of the differential 6, and finally transmits the power through the differential 6.

Six-speed power transmission route: Power is sequentially transmitted to the hollow input shaft 2, 4/6th gear driving gear 10, forward 6th gear G6, 2/6th gear synchronizer S2, forward 2nd shaft 4, and connecting gear 2 12 through clutch 2 K2 , The final reduction ring gear 14 of the differential 6, and finally transmits the power through the differential 6.

Seven-speed power transmission route: power is sequentially transmitted to solid input shaft 1, 5/7 gear driving gear 7, forward 7 gear G7, 3/7 gear synchronizer S1, forward shaft 3, connecting gear 11 through clutch one K1 , The final reduction ring gear 14 of the differential 6, and finally transmits the power through the differential 6.

Reverse gear power transmission route: Power is sequentially transmitted to hollow input shaft 2, 2nd gear driving gear 8, forward 2nd gear G2, reverse gear GR, unilateral engagement reverse gear S5, reverse gear shaft 5, The main reduction ring gear 14 connecting the gear three 13 and the differential 6 finally transmits the power through the differential 6 . In this state, the forward 2nd gear G2 is the reverse intermediate idler gear of the reverse gear.

The specific embodiments described herein are merely illustrative of the spirit of the invention. Those skilled in the art to which the present invention belongs can make various modifications or supplements to the described specific embodiments or adopt similar methods to replace them, but they will not deviate from the spirit of the present invention or go beyond the definition of the appended claims range.

Claims (10)

1. An automobile dual-clutch automatic transmission, which has seven forward gears and one reverse gear; it is characterized in that it includes clutch one (K1), clutch two (K2), solid input shaft (1), hollow input shaft (2 ), the first forward shaft (3), the second forward shaft (4), the reverse gear shaft (5) and the differential (6) with the main reduction ring gear (14); the hollow input shaft (2) is sleeved on On the solid input shaft (1), the solid input shaft (1) is connected to the first clutch (K1), and the hollow input shaft (2) is connected to the second clutch (K2); the first forward shaft (3) 1. The two forward shafts (4) and the reverse gear shaft (5) are fixed with connecting gears meshing with the main reduction ring gear (14); the solid input shaft (1) and the hollow input shaft (2) are fixed with two three driving gears; the first forward shaft (3) is positioned with three forward gears, the above two forward gears mesh with the two driving gears on the solid input shaft (1) one by one, and the other forward gear The gear meshes with a driving gear on the hollow input shaft (2); four forward gears are positioned on the two forward shafts (4), and the four forward gears are connected with the solid input shaft (1) and the hollow input shaft (2) A total of four driving gears mesh with each other in a one-to-one correspondence; a reverse gear (GR) is positioned on the reverse gear shaft (5), and the above reverse gear (GR) is connected to the forward shaft (3) or A forward low gear on the forward two shafts (4) engages. 2. The dual-clutch automatic transmission for automobiles according to claim 1, characterized in that one driving gear on the solid input shaft (1) is a 1/3 driving gear (9), and the other driving gear is a 5 /7th gear driving gear (7). 3. The dual-clutch automatic transmission for automobiles according to claim 1, characterized in that one driving gear on the hollow input shaft (2) is the second-speed driving gear (8), and the other driving gear is 4/6 Gear driving gear (10). 4. The dual-clutch automatic transmission for automobiles according to claim 1, characterized in that the three forward gears positioned on the first forward shaft (3) move from one end to the other in the axial direction of the first forward shaft (3). One end is sequentially forward 3rd gear (G3), forward 7th gear (G7) and forward 4th gear (G4). 5. The dual-clutch automatic transmission for automobiles according to claim 1, characterized in that the four forward gears positioned on the two forward shafts (4) move from one end to the other in the axial direction of the two forward shafts (4). One end is forward 1st gear (G1), forward 5th gear (G5), forward 6th gear (G6) and forward 2nd gear (G2). 6. The dual-clutch automatic transmission for automobiles according to claim 1, wherein the forward low gear is a forward first gear (G1) or a forward second gear (G2). 7. The dual-clutch automatic transmission for automobiles according to claim 1, characterized in that a parking ratchet (P) is fixedly connected to the first forward shaft (3). 8. The dual-clutch automatic transmission for automobiles according to claim 1, characterized in that the parking ratchet (P) is located between the connecting gear and the forward 4th gear (G4). 9. The dual-clutch automatic transmission for automobiles according to claim 1, characterized in that a 3/7 synchronizer (S1) is provided between the forward 3rd gear (G3) and the forward 7th gear (G7) ;There is a 2/6th gear synchronizer (S2) between the forward 2nd gear (G2) and the forward 6th gear (G6); there is a 1 between the forward 1st gear (G1) and the forward 5th gear (G5) /5th gear synchronizer (S4); one side of the forward 4th gear (G4) is provided with a unilaterally engaged 4th gear synchronizer (S3); one side of the reverse gear (GR) is provided with a unilaterally engaged reverse gear synchronizer (S5). 10. The automotive dual-clutch automatic transmission according to claim 1, characterized in that, the first forward shaft (3), the second forward shaft (4) and the reverse gear shaft (5) are all located on the main reduction ring gear (14 ), and arranged in sequence along the circumference of the final reduction ring gear (14); the hollow input shaft (2), the first forward shaft (3) and the second forward shaft (4) are arranged in an acute triangle.

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