CN2587699Y - Double-clutch type automatic speed variator mechanism - Google Patents

Abstract

The utility model relates to a power transmission speed change device of a walking machine, in particular to an automatic shift speed change mechanism which is especially suitable for automobiles. The mechanism can effectively solve the problem of power interruption generated during the shifting process of the current electronically controlled mechanical automatic transmission of automobiles, so as to improve the running comfort of the automobile. Its technical solution is: the mechanism includes a shift control system connected with a clutch and a shift synchronizer, an electronic control system TCU and a five-speed transmission. It is characterized in that two wet clutches C1 and C2 are arranged on the power output shaft. The driving gear of the transmission is respectively driven and connected with the clutches C1 and C2 according to the odd and even gears, and the clutches C1 and C2 alternately transmit working power to realize gear shifting.

Description

Dual-clutch automatic transmission mechanism

Technical Field The utility model relates to a power transmission transmission device of a walking machine, in particular to an automatic gear transmission mechanism especially suitable for automobiles.

Background Art At present, with the rapid development of vehicle manipulation automation, automobile automatic transmissions are showing a trend of vigorous development. Present automobile automatic transmissions mainly include hydromechanical automatic transmission (AT), mechanical continuously variable transmission (CVT), and electromechanical automatic transmission (AMT) which is being researched with great efforts at home and abroad in recent years. In particular, the development of electronically controlled mechanical automatic transmissions is being paid attention to by major automobile factories because of its advantages of high fuel economy, low emission and protection of existing manual transmission production investment required by the development of the automobile industry.

The electromechanical automatic transmission is developed based on the traditional parallel shaft manual transmission. In the process of developing and researching the electronically controlled mechanical automatic transmission, some of its shortcomings were gradually discovered. Its biggest problem is the power interruption when shifting gears, which affects the power, comfort and fuel economy of the vehicle. and emissions have a certain impact. Due to its structural principle, AMT must first disengage the clutch in the process of shifting gears, then remove the transmission from neutral, then select gears, shift gears, and finally engage the clutch. In this way, when the clutch is disengaged, the power of the engine will not be transmitted to the wheels to drive the vehicle until the clutch is re-engaged, so the power transmission is interrupted during the shifting process, the vehicle will inevitably decelerate, and the shifting time will be long , which will adversely affect the acceleration and comfort of the vehicle.

SUMMARY OF THE INVENTION The purpose of this utility model is to provide a double-clutch automatic transmission mechanism to effectively solve the problem of power interruption during the shifting process of the current electronically controlled mechanical automatic transmission of automobiles, so as to improve the comfort of automobile operation.

The utility model double-clutch automatic transmission mechanism includes a shift control system connected with a clutch and a shift synchronizer, an electric control system TCU and a five-gear transmission, and is characterized in that two wet clutches are arranged on its power input shaft. C1, C2, the driving gears of each gear of the transmission are connected with the clutches C1, C2 respectively according to the odd and even gears, and the clutches C1, C2 transmit the working power alternately to realize the gear switching.

The working principle of the structure of the utility model is: when the vehicle is running at a certain gear connected with a clutch, the electronic control unit of the automatic transmission of the vehicle can judge the next gear connected with another clutch that is about to enter work according to the signal of the relevant sensor Because this gear has not yet transmitted power, it is very convenient to command the hydraulic control solenoid valve to control the gear shift actuator, pre-engage this gear, and only need to separate the working clutch when the vehicle reaches the shift point. , and engage the other clutch at the same time, the car will run in the next gear. During the shifting process, the power of the engine is continuously transmitted to the wheels, so the shifting process completed in this way is power uninterrupted shifting.

Since there is no power interruption during the shifting process of the double-clutch automatic transmission mechanism of the utility model, there is no obvious sharp deceleration when shifting gears, and the switching time of the two clutches is usually about 0.3 to 0.4 seconds, and the shifting is completed. The time is very short, so it is not easy to be felt by the cab occupants, which greatly improves the comfort of shifting gears, and at the same time ensures that the vehicle has good economy, and also improves the fuel consumption and emissions of the vehicle. Secondly, because this automatic transmission mechanism is carried out on the basis of former traditional manual transmission, thereby has reached the purpose of the automatic transmission of the rotating shaft (planetary gear) of complex structure with the simple parallel axis structure. Moreover, the original synchronizer can also be replaced with an engaging sleeve, and its structure is simple, and its cost is far lower than that of traditional automatic transmissions such as AT.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic diagram of the structural principle of the utility model. FIG. 2 is a schematic diagram of another modification of the structure shown in FIG. 1 . Fig. 3 is a schematic diagram of the principle of another arrangement mode of the structure of the present invention. Fig. 4 is a schematic diagram of the power transmission flow when the structure shown in Fig. 1 works in gear I. Fig. 5 is a schematic diagram of power transmission flow when the structure shown in Fig. 1 is in gear II.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The technical solution of the utility model is described in further detail below in conjunction with the embodiments given in the accompanying drawings.

Example 1

As shown in Figure 1, the main components of the dual-clutch automatic transmission mechanism include two wet clutches C1 and C2, a total of five transmission gears I, II, III, VI, V and their corresponding shift synchronizers, and Other shift control systems and electronic control systems TCU etc. (not shown in the figure).

The specific structural features of this automatic transmission mechanism are: its I, III, V gears are connected with the clutch C1, and the II and IV gears are connected with the clutch C2. The clutch split configuration, the synchronizer used for transmission shifting, etc. are exactly the same as the original ordinary manual transmission. The gear position of the transmission is set according to the following connection method: on the shaft 1 with two gear-shift synchronizers A1 and A2 fixed, the I, III and V-gear idler driving gears Z1 and Z3 are arranged adjacent to the gear-shift synchronizers , Z5, shaft 1 is drivingly connected with clutch C1, driven gears Z1′, Z3′, Z5′, which are constantly meshed with driving gears Z1, Z3, Z5, are fixedly arranged on shaft 2; driving gears Z2, Z4 of gear II and IV are fixedly arranged On the hollow shaft 3 connected with the clutch C2, the idler driven gears Z2', Z4', which are constantly meshed with the driving gears Z2, Z4, are arranged on the shaft 2, and are connected to the shift synchronizer A3 fixed on the shaft 2. Adjacent, shaft 2 is drivingly connected to the output shaft.

The working process of the dual-clutch automatic transmission mechanism: the power of the power source is transmitted from the input shaft. When the clutch C1 is engaged, the power is transmitted to the first shaft through the clutch C1, and two synchronizers are fixedly connected to the first shaft. At this time, If the two synchronizers are respectively engaged with the gears of I, III, and V gears, the power can be transmitted through the I, III, and V gears that are engaged with the synchronizers Z1, Z3, and Z5 (for idle gears, and 1 free rotation between the shafts), it is transmitted to the driven gears Z1', Z3', Z5' fixed together with the 2 shafts, and the power is output through the 2 shafts. Similarly, the driving gears Z2 and Z4 of the II and IV gears are fixedly connected to the clutch C2. When the clutch C2 is engaged, the power is directly transmitted from the clutch C2 to the driving gears Z2 and Z4 of the II and IV gears, and then meshed with the gears Z2 and Z4. The driven gears Z2' and Z4' together, and the synchronizer coupled with Z2' or Z4' after gear shifting transmit power to the 2 shafts and output through the output shaft. The working process is basically the same as that of the clutch C1.

The gear shifting process is introduced below: when the car starts to run, the vehicle first needs to start in gear I. At this time, the gearshift mechanism is controlled to mesh gear Z1 of gear I with synchronizer A1, and then the clutch C1 is controlled to engage, while the clutch C2 separate. After the power is transmitted from C1 to the 1st shaft, because the synchronizer is fixed with the 1st shaft, and at the same time, the synchronizer has also meshed with the gear I gear Z1, the power passes through the input shaft→clutch C1→1st shaft→synchronizer→I Gear space sleeve driving gear Z1→passive gear Z1′→2 shafts→output shaft. The power flow at this time is shown by the thick line in FIG. 4 . When it is necessary to change gears, so when the vehicle is running in the I gear, the vehicle can only be upgraded to the II gear to run. But the clutch C2 is in the disengaged state, and the second gear does not transmit power, so the electronic control unit instructs the automatic shift mechanism to pre-engage the II gear Z2 with the synchronizer. At this time, the clutch C2 and the II driving gear Z2 are integrated. Z2 is often engaged with the idler gear Z2', and Z2' is also connected with the 2-axis (output shaft) after meshing with the synchronizer A3. When the shift point of gear II is reached, the electronic control unit sends an instruction to disengage the clutch C1, engage the clutch C2, and the vehicle power is transferred from the input shaft→clutch C2→II gear Z2→idle gear Z2′→synchronizer→2 shaft→ Output shaft. The power source directly outputs power through the meshing gear of gear II, and the vehicle is shifted from gear I to gear II. The power flow at this time is shown by the thick line in Figure 5. Then, the electronic control unit judges the gear position that the vehicle is about to enter into according to the current running state of the vehicle. If the vehicle decelerates, it controls the automatic shift mechanism to shift the gear into I gear. If the vehicle accelerates, it controls the automatic shift mechanism to shift the gear to Shift into gear III, but the gear sets of gear I and gear III are arranged on the clutch C1, because the clutch C1 is in a disengaged state, no power is transmitted. When reaching the shift point moment of I gear or III gear, the clutch C2 is disengaged, the clutch C1 is engaged, and the whole gear shift action ends. Other upshift and downshift processes are similar to this.

Example 2

Referring to Fig. 2, Fig. 2 shows the principle diagram of another double-clutch joint automatic transmission mechanism with another gear position arrangement. Compared with Fig. 1, only the positions of I, III, and V gears have been changed, so that the I gear is arranged At the outermost position close to the bearing support, the V gear is arranged in the middle of the shaft, because in the I gear, the transmission reduction ratio is large, and the transmitted torque is also large. This arrangement is conducive to improving the stiffness of the shaft, but the gear shifting process is the same as that shown in Fig. The shifting process shown in 1 is exactly the same.

Example 3

Referring to Fig. 3, the gear position of the transmission can also be set according to the following connection method: on the hollow shaft 3 connected with the clutch C1, the driving gears Z1, Z3 and Z5 of the I, III and V gears are fixedly arranged, and are constantly meshed with the driving gears Z1 and Z5 The idler driven gears Z1', Z5' are arranged on the shaft 2, and are adjacent to the shift synchronizer A1 fixed on the shaft 2, and the idler driven gear Z3, which is constantly meshed with the driving gear Z3, is arranged on the shaft 2' and adjacent to the shift synchronizer A3 fixed on the shaft 2'; the shaft 2 is drivingly connected to the output shaft, and the driving gears Z2 and Z4 of the II and IV gears are fixedly arranged on the shaft 1 connected with the clutch C2. The idle passive gear Z2′, which is constantly meshed with the driving gear Z2, is arranged on the shaft 2, and is adjacent to the shift synchronizer A2 fixed on the shaft 2. The shaft 2 is drivingly connected with the output shaft, and is constantly meshed with the driving gear Z4 The empty sleeve driven gear Z4' is set on the shaft 2' and is adjacent to the shift synchronizer A4 fixed on the shaft 2'; the shaft 2 and the shaft 2' pass through the gears Z7 and Z8 fixed on the shaft respectively. And the gear Z9 which is constantly meshed with it is drivingly connected with the output shaft.

This embodiment is a double-clutch automatic transmission mechanism that adopts double countershafts. Compared with the first two methods, the difference is that two intermediate shafts are used, that is, the power can be transmitted between the input shaft and the output shaft via two different routes (2 shafts or 2' shafts), and its advantages are III The gears of the second gear are arranged at the position of the synchronizer between the I and V gears, and the gears of the II gear are also arranged at the position of the synchronizer between the IV and reverse gears, so that the axial dimension of the transmission is shortened compared with the previous two arrangements. The layout space of the two gears is greatly reduced, and the axial size of the transmission is greatly shortened, and the shifting process and function are the same as other layout forms. We introduce its working process in detail below.

The power of the power source is introduced by the input shaft, and when the clutch C1 is combined, the power is transmitted to the gears Z1, Z3, Z5 fixedly coupled with the clutch C1 through the clutch C1. Gear Z1, Z3, Z5 are the driving gears of I, Ill, V gears, and they are always meshed together with driven gears Z1 ', Z3 ', Z5 '. The gears Z1', Z3', and Z5' are idler gears, which are idling on the 2-axis or 2'-axis respectively, and they can transmit power to the 2-axis or 2'-axis only after meshing with their respective synchronizers. Then the power is output through the output shaft. The driving gears Z2 and Z4 of the II and IV gears are fixedly connected to the first shaft, that is, they are fixedly connected with the clutch C2, and Z2 and Z4 are always meshed with the driven gears Z2' and Z4', and the gears Z2' and Z4' The power is transmitted to the 2-shaft or 2' shaft through the engagement with the respective synchronizer, and then the power is output through the output shaft, and the working process is basically the same as that of the clutch CI.

The gear shifting process is introduced below: when the car starts running, the vehicle first needs to start in gear I. At this time, the electronic control unit first controls the shift mechanism to mesh the driven gear Z1' of gear I with the synchronizer, and then the clutch C1 is controlled to engage , while the clutch C2 is disengaged. After the power is transmitted from C1 to the gears Z1 and Z1', because the synchronizer is fixed with the 2nd shaft, and at the same time, the synchronizer has also meshed with the I-gear driven gear Z1', the power passes through the input shaft→clutch C1→I gear Driving gear Z1→I gear passive gear Z1'→synchronizer→2 shafts→output shaft. When needing to shift gears, because the vehicle is running in the I gear at this time, the vehicle can only be promoted to the II gear to run. But the clutch C2 is in the disengaged state, and the II gear does not transmit power, so the electronic control unit instructs the automatic shift mechanism to pre-engage the II gear Z2′ with the synchronizer. At this time, the clutch C2 and the II gear Z2 are integrated. , the driving gear Z2 and the idler gear Z2' are in constant mesh, and at the same time Z2' is also connected with the 2-axis (output shaft) after meshing with the synchronizer. When the shift point of gear II is reached, the electronic control unit sends an instruction to disengage the clutch C1, engage the clutch C2, and the vehicle power is transferred from the input shaft→clutch C2→driving gear Z2 of gear II→idle gear Z2′→synchronizer→2 shafts →Output shaft. The power source directly outputs power through the second gear meshing gear, and the vehicle is shifted from I gear to II gear to run. Then, the electronic control unit judges the gear position that the vehicle is about to enter into according to the current running state of the vehicle. If the vehicle decelerates, it controls the automatic shift mechanism to shift the gear into I gear. If the vehicle accelerates, it controls the automatic shift mechanism to shift the gear to Shift into gear III. Because the current I gear and III gear are all connected on the clutch C1, and the clutch C1 is still in a disengaged state, and does not transmit power. Until the moment when the vehicle reaches the shift point of gear I or gear III, the clutch C2 is disengaged, the clutch C1 is engaged, and the whole gear shift action ends. Other upshift and downshift processes are similar to this.

The above has only illustrated the structural principle of the technical solution of the utility model with respect to the embodiment with five gears of I, II, III, IV, and V. According to this idea, more gears or modified settings can be realized. However, as long as two clutches are used to connect each transmission gear step by step respectively to realize alternate gear switching, it all belongs to the protection scope of claims of the technical concept of the present utility model.

Claims (3)

1. Double-clutch automatic transmission mechanism, including a shift control system connected with a clutch and a shift synchronizer, an electronic control system TCU and a five-speed transmission, which is characterized in that two wet clutches (C1 ), (C2), the driving gears of each gear of the transmission are driven and connected with the clutches (C1), (C2) respectively according to the odd and even gears, and the clutches (C1), (C2) transmit the working power alternately to realize the gear switching. 2. The dual-clutch automatic transmission mechanism according to claim 1, characterized in that the gear positions of the transmission are set according to the following connection mode: the shafts with two shift synchronizers (A1), (A2) are fixed On (1), the I, III, and V gear idler driving gears (Z1), (Z3), and (Z5) adjacent to the shift synchronizer are set, and the shaft (1) is drivingly connected with the clutch (C1), and is connected with the driving gear Gears (Z1), (Z3), (Z5) constantly meshed passive gears (Z1'), (Z3'), (Z5') are fixedly arranged on the shaft (2); II, IV gear driving gears (Z2), (Z4) is fixedly arranged on the hollow shaft (3) connected with the clutch (C2), and the idler driven gears (Z2') and (Z4') which are constantly meshed with the driving gears (Z2) and (Z4) are arranged on the shaft (2), and adjacent to the shift synchronizer (A3) fixed on the shaft (2), the shaft (2) is drivingly connected to the output shaft. 3. The dual-clutch automatic transmission mechanism according to claim 1, characterized in that the gear position of the transmission can also be set according to the following connection mode: fixedly set on the hollow shaft (3) connected with the clutch (C1) I, III, V gear driving gears (Z1), (Z3), (Z5), and the idler driven gears (Z1'), (Z5') which are constantly meshed with the driving gears (Z1), (Z5) are arranged on the shaft ( 2), adjacent to the shift synchronizer (A1) fixed on the shaft (2), and the idle driven gear (Z3') which is constantly meshed with the driving gear (Z3) is set on the shaft (2') , and is adjacent to the shift synchronizer (A3) fixed on the shaft (2'); II, IV gear driving gears (Z2), (Z4) are fixedly arranged on the hollow shaft ( 1), the idle passive gear (Z2′) which is constantly meshed with the driving gear (Z2) is set on the shaft (2), and is adjacent to the shift synchronizer (A2) fixed on the shaft (2), The empty sleeve driven gear (Z4') which is constantly meshed with the driving gear (Z4) is arranged on the shaft (2'), and is adjacent to the shift synchronizer (A4) fixed on the shaft (2'); the shaft ( 2), the shaft (2 ') is driven and connected with the output shaft by fixing the gears (Z7), (Z8) on its shaft and the gear (Z9) which is constantly meshed with it respectively.

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