CN105443673A - Seven-speed dual-clutch type automatic gearbox - Google Patents

Abstract

A seven-speed dual-clutch automatic transmission, including two nested input shafts, two output shafts, an input countershaft, an intermediate idler support shaft, and a reverse gear shaft, the automatic transmission has seven There are three forward gears and one reverse gear. The driving gears of odd gears are arranged on the first input shaft, the driving gears of even gears are arranged on the input counter shaft, the driven gears of odd gears are arranged on the first output shaft, and the driven gears of even gears are arranged on the first output shaft. The gears are arranged on the second output shaft, and the intermediate idler gear is installed on the supporting shaft of the intermediate idler gear. Through the intermediate idler gear, the engine power is transmitted from the input second shaft to the input countershaft, and then transmitted to some gears by the input countershaft. The driving gears of this part of gears are arranged on the input counter shaft, so that the driving gears of all gears do not need to be arranged on the two input shafts in sequence, which greatly shortens the axial length of the entire transmission and makes the overall structure of the transmission more efficient. Compact, the layout of the vehicle is more reasonable.

Description

Seven-speed dual-clutch automatic transmission

technical field

The invention relates to the technical field of automobile transmissions, in particular to a seven-speed dual-clutch automatic transmission.

Background technique

The dual-clutch automatic transmission integrates two gearboxes and two clutches into one gearbox, and two rotatably sleeved input shafts are respectively connected to one of the clutches, and the two input shafts transmit two transmissions respectively. The power of the gearbox speed group completes the shift program by automatically switching between the two clutches, so it can realize the power shift during the shift process, that is, the power is not interrupted during the shift process, and the AMT shift shock is overcome. Disadvantages: During the shifting process of the vehicle, the power of the engine can always be transmitted to the wheels, and the shifting is fast and smooth, which not only ensures the acceleration of the vehicle, but also greatly reduces the speed of the vehicle due to the sharp deceleration caused by the shifting. The comfort of vehicle operation is improved.

In the existing double-clutch automatic transmission, the driving gears of all gears are arranged on the first input shaft and the second input shaft in turn, so the axial dimension of the transmission is relatively long, so for front transverse engine, front wheel drive Such vehicles, especially small cars, are difficult to adopt due to the limited installation space. Secondly, when some gears use a common driving gear, although the axial size of the transmission can be relatively reduced, the speed ratio error of the gear transmission may be large, and it is difficult to achieve the required speed ratio, which is not conducive to making the engine operate in the optimum area. Work. In addition, due to the lack of shifting gears in the existing transmissions, generally up to six gears, it is difficult to achieve a reasonable distribution of transmission ratios, making it difficult for the engine to work in the optimal working area, thus affecting the power and economy of the vehicle. produce adverse effects.

Contents of the invention

In view of this, it is necessary to provide a seven-speed dual-clutch automatic transmission, which can shorten the axial length of the transmission, make the actual speed ratio closer to the required speed ratio, and make the transmission ratio distribution more reasonable.

Embodiments of the present invention provide a seven-speed dual-clutch automatic transmission, comprising:

The first input shaft and the second input shaft are nested with each other. The first input shaft is sequentially installed with the fifth-speed driving gear, the third-speed driving gear, the seventh-speed driving gear, and the first-speed driving gear. The input two-axis driving gear is fixedly installed;

a first clutch connected to the input shaft;

a second clutch, the second clutch is connected to the two input shafts;

An output shaft, on which the first final reduction gear, the fifth-speed driven gear, the third-speed driven gear, the seventh-speed driven gear, and the first-speed driven gear are installed sequentially from one end;

The second output shaft is equipped with a second gear driven gear, a reverse gear driven gear, a second final reduction gear, a fourth gear driven gear, and a sixth gear driven gear sequentially from one end on the second output shaft;

The input subshaft is equipped with the second gear drive gear, the reverse gear drive gear, the input countershaft drive gear, the fourth gear drive gear, and the sixth gear drive gear successively from one end on the input countershaft, and the input countershaft drive gear is fixed on on the input layshaft;

The intermediate idler support shaft, the intermediate idler is installed in an empty sleeve on the intermediate idler support shaft;

The reverse gear shaft, the reverse gear idler gear is installed on the reverse gear shaft; wherein, the driving gear of the first gear is in constant mesh with the driven gear of the first gear, and the driving gear of the second gear is in constant mesh with the driven gear of the second gear. The third-speed driving gear is in constant mesh with the third-speed driven gear, the fourth-speed driving gear is in constant mesh with the fourth-speed driven gear, the fifth-speed driving gear is in constant mesh with the fifth-speed driven gear, and the sixth-speed driving gear is in constant mesh with the fifth-speed driven gear. The sixth-gear driven gear is in constant mesh, the seventh-gear driving gear is in constant mesh with the seventh-gear driven gear, the reverse drive gear is in constant mesh with the reverse idler gear, the reverse idler gear is in constant mesh with the reverse driven gear Constantly meshing, the input secondary shaft driving gear is constantly meshing with the intermediate idler gear, and the intermediate idler gear is constantly meshing with the input countershaft drive gear;

a seventh gear synchronizer that controls engagement of first and seventh gears;

a second reverse synchronizer that controls engagement of second and reverse gears;

a third and fifth gear synchronizer that controls engagement of third and fifth gears; and

The fourth and sixth gear synchronizers, which control the engagement of fourth and sixth gears.

Further, the driving gear of the first gear and the driving gear of the seventh gear are fixed on the first input shaft, the driven gear of the first gear and the driven gear of the seventh gear are sleeved on the first output shaft, and the synchronizer of the seventh gear It is arranged on the first output shaft and located between the first gear driven gear and the seventh gear driven gear.

Further, the second gear driving gear and the reverse gear driving gear are fixed on the input layshaft, the second gear driven gear and the reverse gear driven gear are idly sleeved on the output two shafts, and the second reverse gear synchronizer It is arranged on the second output shaft and located between the second gear driven gear and the reverse gear driven gear.

Further, the third-gear driving gear and the fifth-gear driving gear are fixed on the first input shaft, the third-gear driven gear and the fifth-gear driven gear are idly sleeved on the output first shaft, and the third-gear and fifth-gear synchronizers It is arranged on the first output shaft and located between the third-speed driven gear and the fifth-speed driven gear.

Further, the third-gear driving gear and the fifth-gear driving gear are idly sleeved on the first input shaft, the third-gear driven gear and the fifth-gear driven gear are fixed on the output first shaft, and the third-gear and fifth-gear synchronizers It is arranged on the first input shaft and located between the fifth-speed driving gear and the third-speed driving gear.

Further, the fourth-speed driving gear and the sixth-speed driving gear are idly sleeved on the input countershaft, the fourth-speed driven gear and the sixth-speed driven gear are fixed on the second output shaft, and the fourth- and sixth-speed synchronizers It is arranged on the input countershaft and is located between the fourth-speed driving gear and the sixth-speed driving gear.

Further, the fourth-speed driving gear and the sixth-speed driving gear are fixed on the input subshaft, the fourth-speed driven gear and the sixth-speed driven gear are idly sleeved on the output second shaft, and the fourth- and sixth-speed synchronizers It is arranged on the second output shaft and located between the fourth-speed driven gear and the sixth-speed driven gear.

Further, the seven-speed dual-clutch automatic transmission also includes a differential ring gear, the first final reduction gear is fixed on the first output shaft, the second final reduction gear is fixed on the second output shaft, and the first final reduction gear is fixed on the second output shaft. The final reduction gear and the second final reduction gear are in constant mesh with the differential ring gear at the same time.

Further, the input secondary shaft drive gear, the intermediate idler gear and the input countershaft drive gear form a first co-planar gear set, the first final reduction gear, the second final reduction gear and the differential ring gear Formed as a second co-planar gear set, the reverse drive gear, the reverse idler gear and the reverse driven gear are formed as a third co-planar gear set, wherein the first co-planar gear set is located on the second co-planar On one side of the gear set, the third co-planar gear set is located on the other side of the second co-planar gear set.

Further, the two input shafts are hollow shafts, the two input shafts are nested on the first input shaft and coaxial with the first input shaft.

The beneficial effects brought by the technical solution provided by the embodiments of the present invention are:

(1) Through an intermediate idler, the engine power is transmitted from the input secondary shaft to the input countershaft, and then transmitted to some gears (ie second gear, fourth gear, sixth gear and reverse gear) by the input counter shaft, The driving gears of this part of gears are arranged on the input counter shaft, so that the driving gears of all gears do not need to be arranged on the first input shaft and the second input shaft in turn, which greatly shortens the axial length of the entire transmission and makes the overall structure of the transmission more compact. It is more compact and the layout of the vehicle is more reasonable.

(2) The driving gear of each gear is constantly meshed with the corresponding driven gear by adopting a non-shared driving gear, that is, the driving gear of each gear is only used as the driving gear of the gear, and no longer as another gear All gears do not share the same driving gear, so that the actual speed ratio can be closer to the required speed ratio, improving the power and economy of the vehicle;

(3) Since the overall length is significantly shortened, seven forward gears can be set on the premise of the same external dimensions as ordinary five- and six-speed transmissions, so that the transmission ratio range becomes larger, the transmission ratio distribution is more reasonable, and the transmission ratio is significantly improved. The power performance and grade of the whole vehicle.

Description of drawings

FIG. 1 is a schematic structural view of a seven-speed dual-clutch automatic transmission according to the first embodiment of the present invention.

Fig. 2 is a structural schematic diagram of a seven-speed dual-clutch automatic transmission according to the second embodiment of the present invention.

detailed description

The present invention provides a seven-speed dual-clutch automatic transmission, in particular a seven-speed dual-clutch automatic transmission suitable for front transverse engines and front-drive cars. To overcome the problems of few gears, a seven-speed dual-clutch automatic transmission with small axial length, wide range of speed ratios, and easy distribution of speed ratios is provided. In order to make the purpose, technical solution and advantages of the present invention clearer, the embodiments of the present invention will be further described below in conjunction with the accompanying drawings.

first embodiment

Fig. 1 is the schematic structural view of the seven-speed dual-clutch automatic transmission of the first embodiment of the present invention, please refer to Fig. 1, the automatic transmission of the present embodiment comprises: second gear driving gear 1, second gear driven gear 2, second reverse gear Synchronizer 3, reverse gear driving gear 4, reverse gear driven gear 5, second main reduction gear 6, input countershaft driving gear 7, fourth gear driven gear 8, fourth gear driving gear 9, fourth and sixth gear synchronizer 10 , sixth-speed driven gear 11, output second shaft 12, sixth-speed driving gear 13, input countershaft 14, intermediate idler gear 15, fifth-speed driving gear 16, third-speed driving gear 17, input first shaft 18, seventh-speed driving gear 19. First gear driving gear 20, first and seventh gear synchronizer 21, first gear driven gear 22, first output shaft 23, seventh gear driven gear 24, third gear driven gear 25, third and fifth gear synchronizer 26, fifth gear Driven gear 27, differential gear 28, differential gear ring gear 29, first final reduction gear 30, input two shaft driving gear 31, engine crankshaft 32, first clutch 33, second clutch 34, input two shafts 35, The intermediate idler gear support shaft 36 , the reverse idler gear 37 , and the reverse gear shaft 38 .

The automatic transmission includes seven shafts, which are: input one shaft 18, input two shafts 35, output one shaft 23, output two shafts 12, input counter shaft 14, intermediate idler support shaft 36, and reverse gear shaft 38, seven The root axes are arranged parallel to each other. On the input shaft 18, five gears driving gear 16, three gears driving gear 17, seven gears driving gear 19 and first gear driving gear 20 are installed successively from one end near the engine. The input two shaft driving gear 31 is fixedly installed on the input two shaft 35 . The first final reduction gear 30 , the fifth gear driven gear 27 , the third gear driven gear 25 , the seventh gear driven gear 24 and the first gear driven gear 22 are installed successively from one end near the engine on the output one shaft 23 . Second gear driven gear 2, reverse gear driven gear 5, second final reduction gear 6, fourth gear driven gear 8 and sixth gear driven gear 11 are installed successively from one end near the engine on the output two shafts 12. On the input countershaft 14, the second gear driving gear 1, the reverse gear driving gear 4, the input countershaft drive gear 7, the fourth gear driving gear 9, and the sixth gear driving gear 13 are installed sequentially from one end close to the engine. Gear 7 is fixed on this input countershaft 14 . The intermediate idler wheel 15 is installed with the empty cover on the intermediate idler wheel support shaft 36. Reverse gear idler gear 37 is installed in empty sleeve on the reverse gear shaft 38 .

The first input shaft 18 and the second input shaft 35 are mutually nested. In this embodiment, the second input shaft 35 is a hollow shaft, and the second input shaft 35 is nested on the first input shaft 18 and coaxial with the first input shaft 18 . The first clutch 33 is connected with the first input shaft 18 and is used for controlling the first input shaft 18 , and the second clutch 34 is connected with the second input shaft 35 and is used for controlling the second input shaft 35 .

The first gear driving gear 20 is in constant mesh with the first gear driven gear 22; the second gear driving gear 1 is in constant mesh with the second gear driven gear 2; the third gear driving gear 17 is in constant mesh with the third gear driven gear 25; the fourth gear driving gear 9 It is constantly meshed with the fourth-speed driven gear 8; the fifth-speed driving gear 16 is constantly meshed with the fifth-speed driven gear 27; the sixth-speed driving gear 13 is constantly meshed with the sixth-speed driven gear 11; the seventh-speed driving gear 19 is constantly meshed with the seventh-speed driven gear The gear 24 is in constant mesh; the reverse drive gear 4 is in constant mesh with the reverse idler gear 37, and the reverse idler 37 is in constant mesh with the reverse driven gear 5, that is, there is no gap between the reverse drive gear 4 and the reverse driven gear 5. In the direct meshing relationship, the reverse gear driven gear 5 is indirectly meshed with the reverse gear driving gear 4 through the reverse gear idler gear 37; the input two-axis driving gear 31 is constantly meshed with the intermediate idler gear 15, and the intermediate idler gear 15 is in constant mesh with the input countershaft The drive gear 7 is in constant mesh.

The input coaxial drive gear 31 , the intermediate idler gear 15 and the input countershaft drive gear 7 form a first co-planar gear set. The first final reduction gear 30 is fixed on the first output shaft 23 . The second final reduction gear 6 is fixed on the output two shafts 12, the first final reduction gear 30 and the second final reduction gear 6 are in constant mesh with the differential ring gear 29 at the same time, the first final reduction gear 30, the second final reduction gear 6 and differential ring gear 29 form a second co-planar gear set. The reverse drive gear 4, the reverse idler gear 37 and the reverse driven gear 5 form a third co-planar gear set. Wherein, the first co-planar gear set is located on the left side of the second co-planar gear set, and the third co-planar gear set is located on the right side of the second co-planar gear set.

The first gear driving gear 20 and the seventh gear driving gear 19 are fixed on the first input shaft 18, the first gear driven gear 22 and the seventh gear driven gear 24 are vacantly sleeved on the output first shaft 23, and the first and seventh gear synchronizers 21 are arranged on the output shaft 23. On the first shaft 23 and between the first gear driven gear 22 and the seventh gear driven gear 24 , the first gear and the seventh gear are controlled and engaged by a seventh gear synchronizer 21 .

The second gear driving gear 1 and the reverse gear driving gear 4 are fixed on the input layshaft 14, the second gear driven gear 2 and the reverse gear driven gear 5 are idly sleeved on the output two shaft 12, and the second gear synchronizer 3 is arranged on the output shaft 12. On the second shaft 12 and between the second gear driven gear 2 and the reverse gear 5 , the second gear and the reverse gear are controlled and engaged by the second reverse gear synchronizer 3 .

In this embodiment, the third-gear driving gear 17 and the fifth-gear driving gear 16 are fixed on the first input shaft 18, and the third-gear driven gear 25 and the fifth-gear driven gear 27 are idly sleeved on the output first shaft 23. The synchronizer 26 is arranged on the first output shaft 23 and is located between the third gear driven gear 25 and the fifth gear driven gear 27 , and the third gear and the fifth gear are engaged by the third and fifth gear synchronizers 26 .

In this embodiment, the fourth-speed driving gear 9 and the sixth-speed driving gear 13 are idly sleeved on the input countershaft 14, the fourth-speed driven gear 8 and the sixth-speed driven gear 11 are fixed on the output second shaft 12, and the fourth and sixth gears The synchronizer 10 is arranged on the input layshaft 14 and is located between the fourth gear 9 and the sixth gear 13 , and the fourth gear and the sixth gear are engaged by the fourth and sixth gear synchronizers 10 .

Each gear power transmission of the automatic transmission of the present embodiment is as follows when working:

The first-gear power transmission route: the seventh-gear synchronizer 21 is engaged with the first-gear driven gear 22, the first clutch 33 is closed, the engine torque is transmitted to the input shaft 18 through the first clutch 33, and then transmitted to the first-gear driving gear 20 through the first gear. The gear driven gear 22, and then the torque is transmitted to the first final reduction gear 30 on the output first shaft 23 by the engagement of the first gear driven gear 22 and the seventh gear synchronizer 21, then through the differential ring gear 29, and Finally, the power is output by the differential 28 .

The second gear power transmission route: the second reverse gear synchronizer 3 and the second gear driven gear 2 are engaged, the second clutch 34 is closed, the engine torque is transmitted to the input second shaft 35 through the second clutch 34, and the input second shaft driving gear 31, the middle The idler gear 15 and the input countershaft drive gear 7 are transmitted to the input countershaft 14 and the second gear driving gear 1, and then the torque is transmitted to the output second shaft 12 by the engagement of the second gear driven gear 2 and the second reverse gear synchronizer 3 The second final reduction gear 6 passes through the differential gear ring gear 29 and finally outputs power from the differential gear 28 .

The third-gear power transmission route: the third-gear synchronizer 26 and the third-gear driven gear 25 are engaged, the first clutch 33 is closed, and the engine torque is transmitted to the input shaft 18 through the first clutch 33, and then to the third-gear drive gear 17 to the third gear. gear driven gear 25, and then the torque is transmitted to the first final reduction gear 30 on the output first shaft 23 by the engagement of the third gear driven gear 25 and the third and fifth gear synchronizers 26, then through the differential ring gear 29, and Finally, the power is output by the differential 28 .

4th gear power transmission route: 4th and 6th gear synchronizer 10 engages with 4th gear driving gear 9, second clutch 34 closes, engine torque is transmitted to input two shafts 35 through second clutch 34, via input two shafts driving gear 31, intermediate idler Wheel 15 and the input countershaft drive gear 7 are transmitted to the input countershaft 14, and then the torque is transmitted to the fourth-speed driven gear 8 by the engagement of the fourth-speed driving gear 9 and the fourth- and sixth-speed synchronizer 10, and the fourth-speed driven gear 8 is driven by the fourth-speed The gear 8 is transmitted to the second final reduction gear 6 on the output two shaft 12 , then through the differential ring gear 29 , and finally the power is output by the differential 28 .

Fifth-gear power transmission route: third- and fifth-gear synchronizer 26 engages with fifth-gear driven gear 27, first clutch 33 is closed, engine torque is transmitted to input first shaft 18 through first clutch 33, and then to fifth-gear drive gear 16 to fifth-gear. gear driven gear 27, and then the torque is transmitted to the first final reduction gear 30 on the output first shaft 23 by the engagement of the fifth gear driven gear 27 and the third and fifth gear synchronizers 26, then through the differential ring gear 29, and Finally, the power is output by the differential 28 .

Sixth gear power transmission route: the fourth and sixth gear synchronizers 10 are engaged with the sixth gear driving gear 13, the second clutch 34 is closed, the engine torque is transmitted to the input second shaft 35 through the second clutch 34, and the input second shaft driving gear 31, intermediate idler Wheel 15 and input countershaft drive gear 7 are transmitted to the input countershaft 14, and then the torque is transmitted to the sixth-speed driven gear 11 by the engagement of the sixth-speed driving gear 13 and the fourth- and sixth-speed synchronizer 10, and the sixth-speed driven gear The gear 11 is transmitted to the second final reduction gear 6 on the output two shaft 12 , then through the differential ring gear 29 , and finally the power is output by the differential 28 .

Seventh gear power transmission line: the seventh gear synchronizer 21 and the seventh gear driven gear 24 are engaged, the first clutch 33 is closed, the engine torque is transmitted to the input shaft 18 through the first clutch 33, and then transmitted to the seventh gear through the seventh gear 19. Gear driven gear 24, then by the engagement of seventh gear driven gear 24 and seventh gear synchronizer 21, the torque is transmitted to the first final reduction gear 30 on the output first shaft 23, then through differential ring gear 29, and Finally, the power is output by the differential 28 .

Reverse gear power transmission route: the second reverse gear synchronizer 3 and the reverse gear driven gear 5 are engaged, the second clutch 34 is closed, the engine torque is transmitted to the input two shafts 35 through the second clutch 34, via the input two shaft driving gear 31, the middle The idler gear 15 and the input countershaft drive gear 7 are transmitted to the input countershaft 14 and the reverse drive gear 4, and the power is transmitted to the reverse driven gear 5 through the reverse idler gear 37, and then the second reverse synchronizer 3 and The engagement of the reverse driven gear 5 transmits the torque to the second final reduction gear 6 on the output two shaft 12 , then passes through the differential ring gear 29 , and finally outputs power from the differential 28 .

The process of shifting from first gear to second gear: when in first gear, the first and seventh gear synchronizers 21 and the first gear driven gear 22 are engaged, the first clutch 33 is closed, and the second clutch 34 is opened; the dual-clutch transmission control system issues a first gear to second gear command Finally, the shift actuator engages the second reverse gear synchronizer 3 and the second gear driven gear 2 in advance, and at this moment, the second clutch 34 is still in an open state, that is, neither the second clutch 34 nor the second input shaft 35 transmits power; As the shifting process continues, the first clutch 33 is gradually opened, and at the same time the second clutch 34 is gradually closed. During this process, the clutch is engaged all the time, and there will be no torque interruption; After fully closed, the shifting process ends. The gear position at this moment is the second gear, and the first clutch 33 is in an open state, that is, the first clutch 33 and the input shaft 18 do not transmit power, and the engine power is transmitted to the second gear driven gear 2 via the second clutch 34 . The shifting process between the rest of the gears in this embodiment is the same, and those skilled in the art can draw the shifting process between the rest of the gears in this embodiment according to the shift rule of the dual-clutch automatic transmission, here No longer.

second embodiment

Fig. 2 is the structural representation of the seven-speed dual-clutch automatic transmission of the second embodiment of the present invention, please refer to Fig. 2, the difference between the automatic transmission of this embodiment and the automatic transmission of the first embodiment is: in this embodiment, The third-gear driving gear 17 and the fifth-gear driving gear 16 are set on the first input shaft 18, the third-gear driven gear 25 and the fifth-gear driven gear 27 are fixed on the output first shaft 23, and the third-gear and fifth-gear synchronizers 26 are arranged on the input shaft 18. On the first shaft 18 and between the third gear driving gear 17 and the fifth gear driving gear 16; the fourth gear driving gear 9 and the sixth gear driving gear 13 are fixed on the input subshaft 14, the fourth gear driven gear 8 and the sixth gear driven gear The gear 11 is idle on the output second shaft 12 , and the fourth and sixth gear synchronizers 10 are arranged on the output second shaft 12 and between the fourth gear driven gear 8 and the sixth gear driven gear 11 . For other structures and working principles of this embodiment, reference may be made to the above-mentioned first embodiment, which will not be repeated here.

It can also be understood that in the third embodiment of the present invention, it can also be: the third-speed driving gear 17 and the fifth-speed driving gear 16 are fixed on the input first shaft 18, and the third-speed driven gear 25 and the fifth-speed driven gear 27 empty sleeves on the first output shaft 23, the third and fifth gear synchronizers 26 are arranged on the first output shaft 23 and are located between the third gear driven gear 25 and the fifth gear driven gear 27; the fourth gear driving gear 9 and the sixth gear driving gear The gear 13 is fixed on the input countershaft 14, the fourth gear driven gear 8 and the sixth gear driven gear 11 are vacantly sleeved on the second output shaft 12, the fourth and sixth gear synchronizers 10 are arranged on the second output shaft 12 and are located on the fourth gear slave Between the driven gear 8 and the sixth speed driven gear 11. For other structures and working principles of this embodiment, reference may be made to the above-mentioned first embodiment, which will not be repeated here.

It can also be understood that in the fourth embodiment of the present invention, it can also be: the third-speed driving gear 17 and the fifth-speed driving gear 16 are idly sleeved on the first input shaft 18, the third-speed driven gear 25 and the fifth-speed driven gear The gear 27 is fixed on the first output shaft 23, and the third and fifth gear synchronizers 26 are arranged on the first input shaft 18 and between the third gear driving gear 17 and the fifth gear driving gear 16; the fourth gear driving gear 9 and the sixth gear driving gear 13 The empty sleeve is placed on the input countershaft 14, the fourth gear driven gear 8 and the sixth gear driven gear 11 are fixed on the output second shaft 12, the fourth and sixth gear synchronizers 10 are arranged on the input counter shaft 14 and located on the fourth gear driving gear 9 Between the driving gear 13 and the sixth gear. For other structures and working principles of this embodiment, reference may be made to the above-mentioned first embodiment, which will not be repeated here.

The dual-clutch automatic transmission of the embodiment of the present invention includes two coaxially arranged input shafts, two output shafts, an input auxiliary shaft, an intermediate idler support shaft, and a reverse gear shaft. The automatic transmission has seven There are two forward gears and one reverse gear. The driving gears of odd gears are arranged on the first input shaft, the driving gears of even gears are arranged on the input counter shaft, the driven gears of odd gears are arranged on the first output shaft, and the driven gears of even gears are arranged on the first output shaft. The gears are arranged on the two output shafts, and the idler gear is installed in an empty sleeve on the supporting shaft of the intermediate idler gear. The seven-speed dual-clutch automatic transmission of this embodiment has the following beneficial effects:

(1) Through an intermediate idler, the engine power is transmitted from the input secondary shaft to the input countershaft, and then transmitted to some gears (ie second gear, fourth gear, sixth gear and reverse gear) by the input counter shaft, The driving gears of this part of gears are arranged on the input counter shaft, so that the driving gears of all gears do not need to be arranged on the first input shaft and the second input shaft in turn, which greatly shortens the axial length of the entire transmission and makes the overall structure of the transmission more compact. It is more compact and the layout of the vehicle is more reasonable.

(2) The driving gear of each gear is constantly meshed with the corresponding driven gear by adopting a non-shared driving gear, that is, the driving gear of each gear is only used as the driving gear of the gear, and no longer as another gear All gears do not share the same driving gear, so that the actual speed ratio can be closer to the required speed ratio, improving the power and economy of the vehicle;

(3) Since the overall length is significantly shortened, seven forward gears can be set on the premise of the same external dimensions as ordinary five- and six-speed transmissions, so that the transmission ratio range becomes larger, the transmission ratio distribution is more reasonable, and the transmission ratio is significantly improved. The power performance and grade of the whole vehicle.

As used herein, the terms "comprises", "comprises" or any other variation thereof are intended to cover a non-exclusive inclusion of elements other than those listed and also other elements not expressly listed.

In this article, the orientation words such as front, rear, upper, and lower involved are defined by the parts in the drawings and the positions between the parts in the drawings, just for the clarity and convenience of expressing the technical solution. It should be understood that the use of the location words should not limit the scope of protection claimed in this application.

In the case of no conflict, the above-mentioned embodiments and features in the embodiments herein may be combined with each other.

The above descriptions are only preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included in the protection of the present invention. within range.

Claims (10)

1. A seven-speed dual-clutch automatic transmission, characterized in that it comprises: The first input shaft (18) and the second input shaft (35) that are nested with each other are installed with fifth gear driving gear (16), third gear driving gear (17), seven Gear driving gear (19) and first gear driving gear (20), the input two shaft driving gear (31) is fixedly installed on the input two shafts (35); a first clutch (33), the first clutch (33) is connected to the input shaft (18); The second clutch (34), the second clutch (34) is connected with the input two shafts (35); Output one shaft (23), the first final reduction gear (30), the fifth gear driven gear (27), the third gear driven gear (25), the seventh gear are installed sequentially from one end on the output one shaft (23). Driven gear (24), and first gear driven gear (22); The second output shaft (12) is equipped with the second gear driven gear (2), the reverse gear driven gear (5), the second final reduction gear (6), the fourth gear gear in sequence from one end on the second output shaft (12). Driven gear (8), and sixth gear driven gear (11); The input countershaft (14), the second gear drive gear (1), the reverse gear drive gear (4), the input countershaft drive gear (7), and the fourth gear drive gear are installed sequentially from one end on the input countershaft (14). (9), and the sixth gear driving gear (13), the input layshaft drive gear (7) is fixed on the input layshaft (14); Intermediate idler support shaft (36), the intermediate idler wheel (15) is installed with empty cover on this intermediate idler support shaft (36); The reverse gear shaft (38), the reverse gear idler gear (37) is installed on the upper empty sleeve of the reverse gear shaft (38); wherein, the driving gear (20) of the first gear is constantly meshed with the driven gear (22) of the first gear, and the driven gear (22) of the first gear is constantly meshed. The second gear driving gear (1) is in constant mesh with the second gear driven gear (2), the third gear driving gear (17) is in constant mesh with the third gear driven gear (25), and the fourth gear driving gear (9) is in constant mesh with the third gear driven gear (25). The fourth gear driven gear (8) is in constant mesh, the fifth gear driving gear (16) is in constant mesh with the fifth gear driven gear (27), the sixth gear driving gear (13) is in constant mesh with the sixth gear driven gear (11 ) are in constant mesh, the seventh gear driving gear (19) is in constant mesh with the seventh gear driven gear (24), the reverse gear driving gear (4) is in constant mesh with the reverse idler gear (37), and the reverse idler gear (37) is constantly meshed with the reverse driven gear (5), the input two-shaft driving gear (31) is constantly meshed with the intermediate idler gear (15), and the intermediate idler gear (15) is constantly meshed with the input countershaft drive gear (7) Constant meshing; a seventh gear synchronizer (21) which controls the engagement of first gear and seventh gear; a second reverse gear synchronizer (3), which controls the engagement of second gear and reverse gear; a third and fifth gear synchronizer (26) which controls the engagement of third and fifth gears; and A fourth and sixth gear synchronizer (10), which controls the engagement of fourth and sixth gears. 2. The seven-speed dual-clutch automatic transmission according to claim 1, characterized in that: the first-speed driving gear (20) and the seventh-speed driving gear (19) are fixed on the first input shaft (18), the The first gear driven gear (22) and the seventh gear driven gear (24) are vacantly sleeved on the output first shaft (23), and the first seventh gear synchronizer (21) is arranged on the output first shaft (23) and It is located between the first gear driven gear (22) and the seventh gear driven gear (24). 3. The seven-speed dual-clutch automatic transmission according to claim 1, characterized in that: the second gear driving gear (1) and the reverse gear driving gear (4) are fixed on the input countershaft (14), the The second gear driven gear (2) and the reverse gear driven gear (5) are vacantly sleeved on the output two shafts (12), the second reverse gear synchronizer (3) is arranged on the output two shafts (12) and Located between the second gear driven gear (2) and the reverse gear driven gear (5). 4. The seven-speed dual-clutch automatic transmission according to claim 1, characterized in that: the third-speed driving gear (17) and the fifth-speed driving gear (16) are fixed on the first input shaft (18), the The third gear driven gear (25) and the fifth gear driven gear (27) are vacantly sleeved on the output first shaft (23), and the third and fifth gear synchronizers (26) are arranged on the output first shaft (23) and It is located between the third-speed driven gear (25) and the fifth-speed driven gear (27). 5. The seven-speed dual-clutch automatic transmission according to claim 1, characterized in that: the third-gear driving gear (17) and the fifth-gear driving gear (16) are idly sleeved on the first input shaft (18), The third gear driven gear (25) and the fifth gear driven gear (27) are fixed on the output first shaft (23), the third and fifth gear synchronizers (26) are arranged on the input first shaft (18) and It is located between the fifth-speed driving gear (16) and the third-speed driving gear (17). 6. The seven-speed dual-clutch automatic transmission according to claim 1, characterized in that: the fourth-speed driving gear (9) and the sixth-speed driving gear (13) are idly sleeved on the input layshaft (14), The fourth gear driven gear (8) and the sixth gear driven gear (11) are fixed on the output two shafts (12), the fourth and sixth gear synchronizers (10) are arranged on the input countershaft (14) and It is located between the fourth-speed driving gear (9) and the sixth-speed driving gear (13). 7. The seven-speed dual-clutch automatic transmission according to claim 1, characterized in that: the fourth-speed driving gear (9) and the sixth-speed driving gear (13) are fixed on the input layshaft (14), the The fourth gear driven gear (8) and the sixth gear driven gear (11) are vacantly sleeved on the output two shafts (12), and the fourth and sixth gear synchronizers (10) are arranged on the output two shafts (12) and Located between the fourth-speed driven gear (8) and the sixth-speed driven gear (11). 8. The seven-speed dual-clutch automatic transmission according to claim 1, characterized in that: the automatic transmission further comprises a differential ring gear (29), and the first final reduction gear (30) is fixed on the output shaft (23), the second final reduction gear (6) is fixed on the output two shafts (12), the first final reduction gear (30) and the second final reduction gear (6) are simultaneously connected with the differential The ring gear (29) is in constant mesh. 9. The seven-speed dual-clutch automatic transmission as claimed in claim 8, characterized in that: the input two-shaft driving gear (31), the intermediate idler gear (15) and the input countershaft drive gear (7) are formed as A first co-planar gear set, the first final drive gear (30), the second final drive gear (6) and the differential ring gear (29) form a second co-planar gear set, the reverse drive gear (4), the reverse idler gear (37) and the reverse driven gear (5) form a third co-planar gear set, wherein the first co-planar gear set is located in one of the second co-planar gear sets side, the third co-planar gear set is located on the other side of the second co-planar gear set. 10. The seven-speed dual-clutch automatic transmission according to claim 1, characterized in that: the two input shafts (35) are hollow shafts, and the two input shafts (35) are nested on the first input shaft (18) And coaxial with the input shaft (18).