阅读说明：本技术 双离合自动变速器和车辆 (Double-clutch automatic transmission and vehicle ) 是由 于闯 邱志凌 苟世全 孙艳 邵文林 王小明 谭艳军 林霄喆 王瑞平 肖逸阁 于 2021-08-11 设计创作，主要内容包括：本发明公开一种双离合自动变速器和车辆,其中,双离合自动变速器包括第一离合器、第二离合器、第一输入轴、第二输入轴、第一输出轴、第二输出轴、第三输出轴及第一同步装置。其中,第一输入轴通过第一离合器与动力源连接；第二输入轴通过第二离合器与动力源连接,并空套于第一输入轴之外；第一输入轴上固套有奇数档主动齿轮；第二输入轴上固套有偶数档主动齿轮；第一输出轴和第二输出轴上空套有各档从动齿轮；第三输出轴上固套有驻车棘轮,空套有倒档从动齿轮；第一同步装置用于控制各档从动齿轮与其所处的输出轴的结合和分离。本发明技术方案能提高双离合自动变速器的结构紧凑性。(The invention discloses a double-clutch automatic transmission and a vehicle, wherein the double-clutch automatic transmission comprises a first clutch, a second clutch, a first input shaft, a second input shaft, a first output shaft, a second output shaft, a third output shaft and a first synchronization device. The first input shaft is connected with the power source through a first clutch; the second input shaft is connected with the power source through a second clutch and is sleeved outside the first input shaft in a hollow manner; the first input shaft is fixedly sleeved with an odd-gear driving gear; the second input shaft is fixedly sleeved with even-numbered gears of driving gears; driven gears of all gears are sleeved on the first output shaft and the second output shaft in an empty manner; a parking ratchet wheel is fixedly sleeved on the third output shaft, and a reverse driven gear is sleeved on the third output shaft in an empty manner; the first synchronizer is used for controlling the combination and the separation of each gear of the driven gear and the output shaft on which the gear is arranged. The technical scheme of the invention can improve the structural compactness of the double-clutch automatic transmission.)

1. A dual clutch automatic transmission is characterized by comprising a first clutch, a second clutch, a first input shaft, a second input shaft, a first output shaft, a second output shaft, a third output shaft and a first synchronization device;

the first input shaft is connected with a power source through the first clutch;

the second input shaft is connected with a power source through the second clutch and is sleeved outside the first input shaft in a hollow manner;

the first input shaft is fixedly sleeved with an odd-gear driving gear;

the second input shaft is fixedly sleeved with even-numbered gears of driving gears;

driven gears of all gears are sleeved on the first output shaft and the second output shaft in an empty manner;

a parking ratchet wheel is fixedly sleeved on the third output shaft, and a reverse driven gear is sleeved on the third output shaft in an empty manner;

the first synchronous device is used for controlling the combination and the separation of each gear of the driven gear and the output shaft where the gear is located.

2. The dual-clutch automatic transmission as claimed in claim 1, wherein the first input shaft is fixedly sleeved with a third-fifth gear driving gear, a first-gear driving gear and a seventh-gear driving gear; the second input shaft is fixedly sleeved with a six-eight gear driving gear, a four gear driving gear and a two-gear reverse gear driving gear; a sixth-gear driven gear, a second-gear driven gear, a third-gear driven gear and a first-gear driven gear are sleeved on the first output shaft in an empty manner; and an eight-gear driven gear, a four-gear driven gear, a five-gear driven gear and a seven-gear driven gear are sleeved on the second output shaft.

3. The dual clutch automatic transmission as claimed in claim 2, wherein said third and fifth gear drive gears, said first gear drive gear and said seventh gear drive gear are disposed in sequence on said first input shaft in a direction away from said power source;

the six-eight gear driving gear, the four gear driving gear and the second gear reverse gear driving gear are sequentially arranged on the second input shaft in a direction far away from the power source;

the sixth-gear driven gear, the second-gear driven gear, the third-gear driven gear and the first-gear driven gear are sequentially arranged on the first output shaft in a direction far away from the power source;

the eight-gear driven gear, the four-gear driven gear, the five-gear driven gear and the seven-gear driven gear are sequentially arranged on the second output shaft in a direction far away from the power source.

4. The dual-clutch automatic transmission according to claim 1, wherein the first input shaft is fixedly sleeved with a third-gear driving gear, a fifth-gear driving gear, a first-gear driving gear and a seventh-gear driving gear; the second input shaft is fixedly sleeved with a six-eight gear driving gear, a four gear driving gear and a two-gear reverse gear driving gear; a sixth-gear driven gear, a second-gear driven gear, a third-gear driven gear and a first-gear driven gear are sleeved on the first output shaft in an empty manner; and an eight-gear driven gear, a four-gear driven gear, a five-gear driven gear and a seven-gear driven gear are sleeved on the second output shaft.

5. The dual clutch automatic transmission as claimed in claim 4, wherein said third gear drive gear, said fifth gear drive gear, said first gear drive gear and said seventh gear drive gear are disposed in sequence on said first input shaft in a direction away from said power source;

the six-eight gear driving gear, the four gear driving gear and the second gear reverse gear driving gear are sequentially arranged on the second input shaft in a direction far away from the power source;

the sixth-gear driven gear, the second-gear driven gear, the third-gear driven gear and the first-gear driven gear are sequentially arranged on the first output shaft in a direction far away from the power source;

the eight-gear driven gear, the four-gear driven gear, the five-gear driven gear and the seven-gear driven gear are sequentially arranged on the second output shaft in a direction far away from the power source.

6. A dual-clutch automatic transmission according to any one of claims 2 or 4, wherein a reverse idler is provided on the second-speed driven gear, and the reverse idler meshes with the reverse driven gear that is freely sleeved on the third output shaft.

7. The dual clutch automatic transmission according to any one of claims 2 or 4, characterized in that the first synchronization means includes:

a second sixth-gear synchronizer connected to the first output shaft for controlling the engagement and disengagement of the sixth-gear driven gear with the first output shaft and the engagement and disengagement of the second-gear driven gear with the first output shaft;

a third gear synchronizer connected to the first output shaft for controlling the engagement and disengagement of the third gear driven gear with the first output shaft and the engagement and disengagement of the first gear driven gear with the first output shaft;

a fourth-eighth gear synchronizer connected to the second output shaft for controlling the engagement and disengagement of the eighth gear driven gear with the second output shaft and the engagement and disengagement of the fourth gear driven gear with the second output shaft;

a fifth-seventh gear synchronizer connected to the second output shaft for controlling the engagement and disengagement of the fifth-gear driven gear with the second output shaft and the engagement and disengagement of the seventh-gear driven gear with the second output shaft;

and the reverse synchronizer is connected to the third output shaft and is used for controlling the combination and the separation of the reverse driven gear and the third output shaft.

8. The dual clutch automatic transmission as claimed in any one of claims 2 or 4, further comprising a second synchronizer which is a nine-speed synchronizer connected to the fourth-speed driven gear for controlling engagement and disengagement of the fourth-speed driven gear and the fifth-speed driven gear.

9. The dual clutch automatic transmission according to claim 1, further comprising a differential connected to a final drive driven gear, wherein the first output shaft is provided with a first final drive gear, the second output shaft is provided with a second final drive gear, the third output shaft is provided with a third final drive gear, and the first final drive gear, the second final drive gear, and the third final drive gear are engaged with the final drive driven gear.

10. A vehicle characterized by comprising a controller and the dual clutch automatic transmission of any one of claims 1 to 9, the clutches being connected to and controlled by the controller.

Technical Field

The invention relates to the technical field of vehicle transmission, in particular to a double-clutch automatic transmission and a vehicle.

Background

The transmission is one of the main components in the vehicle drive train and can vary the running speed of the vehicle and the torque of the driving wheels in a wide range. Due to high transmission efficiency and short gear shifting power interruption time, the double-clutch transmission has the advantages that the occupation rate of the application market of the automatic gear transmission of the passenger car is gradually increased at present, and the double-clutch transmission is gradually developed towards more gears.

The existing multi-gear double clutch transmission with 8 gears or more adopts the structural arrangement mode of a parallel shaft transmission system with 7 gears or less, which is commonly used at present, but the more the gears are, the more new parts are added, the more the volume of the transmission is increased correspondingly, and the required installation space is increased.

Disclosure of Invention

The invention mainly aims to provide a dual-clutch automatic transmission, aiming at improving the structural compactness of the dual-clutch automatic transmission.

In order to achieve the above object, the present invention provides a dual clutch automatic transmission, which comprises a first clutch, a second clutch, a first input shaft, a second input shaft, a first output shaft, a second output shaft, a third output shaft and a first synchronization device;

the first input shaft is connected with a power source through the first clutch;

the second input shaft is connected with a power source through the second clutch and is sleeved outside the first input shaft in a hollow manner;

the first input shaft is fixedly sleeved with an odd-gear driving gear;

the second input shaft is fixedly sleeved with even-numbered gears of driving gears;

driven gears of all gears are sleeved on the first output shaft and the second output shaft in an empty manner;

a parking ratchet wheel is fixedly sleeved on the third output shaft, and a reverse driven gear is sleeved on the third output shaft in an empty manner;

the first synchronous device is used for controlling the combination and the separation of each gear of the driven gear and the output shaft where the gear is located.

Optionally, the first input shaft is fixedly sleeved with a third-fifth gear driving gear, a first-gear driving gear and a seventh-gear driving gear; the second input shaft is fixedly sleeved with a six-eight gear driving gear, a four gear driving gear and a two-gear reverse gear driving gear; a sixth-gear driven gear, a second-gear driven gear, a third-gear driven gear and a first-gear driven gear are sleeved on the first output shaft in an empty manner; and an eight-gear driven gear, a four-gear driven gear, a five-gear driven gear and a seven-gear driven gear are sleeved on the second output shaft.

Optionally, the third-fifth gear driving gear, the first-gear driving gear and the seventh-gear driving gear are sequentially arranged on the first input shaft in a direction away from the power source;

the six-eight gear driving gear, the four gear driving gear and the second gear reverse gear driving gear are sequentially arranged on the second input shaft in a direction far away from the power source;

the sixth-gear driven gear, the second-gear driven gear, the third-gear driven gear and the first-gear driven gear are sequentially arranged on the first output shaft in a direction far away from the power source;

the eight-gear driven gear, the four-gear driven gear, the five-gear driven gear and the seven-gear driven gear are sequentially arranged on the second output shaft in a direction far away from the power source.

Optionally, the first input shaft is fixedly sleeved with a third-gear driving gear, a fifth-gear driving gear, a first-gear driving gear and a seventh-gear driving gear; the second input shaft is fixedly sleeved with a six-eight gear driving gear, a four gear driving gear and a two-gear reverse gear driving gear; a sixth-gear driven gear, a second-gear driven gear, a third-gear driven gear and a first-gear driven gear are sleeved on the first output shaft in an empty manner; and an eight-gear driven gear, a four-gear driven gear, a five-gear driven gear and a seven-gear driven gear are sleeved on the second output shaft.

Optionally, the third-gear driving gear, the fifth-gear driving gear, the first-gear driving gear and the seventh-gear driving gear are sequentially arranged on the first input shaft in a direction away from the power source;

the six-eight gear driving gear, the four gear driving gear and the second gear reverse gear driving gear are sequentially arranged on the second input shaft in a direction far away from the power source;

the sixth-gear driven gear, the second-gear driven gear, the third-gear driven gear and the first-gear driven gear are sequentially arranged on the first output shaft in a direction far away from the power source;

the eight-gear driven gear, the four-gear driven gear, the five-gear driven gear and the seven-gear driven gear are sequentially arranged on the second output shaft in a direction far away from the power source.

Optionally, a reverse idler gear is arranged on the second-gear driven gear, and the reverse idler gear is meshed with the reverse driven gear which is sleeved on the third output shaft in an empty mode.

Optionally, the first synchronization apparatus includes:

a second sixth-gear synchronizer connected to the first output shaft for controlling the engagement and disengagement of the sixth-gear driven gear with the first output shaft and the engagement and disengagement of the second-gear driven gear with the first output shaft;

a third gear synchronizer connected to the first output shaft for controlling the engagement and disengagement of the third gear driven gear with the first output shaft and the engagement and disengagement of the first gear driven gear with the first output shaft;

a fourth-eighth gear synchronizer connected to the second output shaft for controlling the engagement and disengagement of the eighth gear driven gear with the second output shaft and the engagement and disengagement of the fourth gear driven gear with the second output shaft;

a fifth-seventh gear synchronizer connected to the second output shaft for controlling the engagement and disengagement of the fifth-gear driven gear with the second output shaft and the engagement and disengagement of the seventh-gear driven gear with the second output shaft;

and the reverse synchronizer is connected to the third output shaft and is used for controlling the combination and the separation of the reverse driven gear and the third output shaft.

Optionally, the dual clutch automatic transmission further comprises a second synchronizer, the second synchronizer is a nine-gear synchronizer, and the nine-gear synchronizer is connected to the fourth-gear driven gear and is used for controlling the combination and the separation of the fourth-gear driven gear and the fifth-gear driven gear.

Optionally, the dual clutch automatic transmission further includes a differential, the differential is connected with the main speed reduction driven gear, a first main speed reduction driving gear is arranged on the first output shaft, a second main speed reduction driving gear is arranged on the second output shaft, a third main speed reduction driving gear is arranged on the third output shaft, and the first main speed reduction driving gear, the second main speed reduction driving gear and the third main speed reduction driving gear are all engaged with the main speed reduction driven gear.

The invention also provides a vehicle which comprises a controller and the dual-clutch automatic transmission, wherein the clutch is connected with the controller and is controlled by the controller.

According to one technical scheme, the double-clutch automatic transmission comprises two input shafts which are sleeved together through double clutch connection, wherein a first clutch is connected with a first input shaft, a second clutch is connected with a second input shaft, an odd-gear driving gear is arranged on the first input shaft, an even-gear driving gear is arranged on the second input shaft, the double-clutch automatic transmission also comprises three output shafts, driven gears of all gears are correspondingly arranged on the first output shaft and the second output shaft, a parking ratchet wheel and a reverse gear driven gear are arranged on a third output shaft, and power transmission of all gears is achieved through a synchronizing device. Therefore, on one hand, the transmission chain and the gear shifting executing mechanism of each gear are clear, the function is single, and the safety and the reliability are higher; on the other hand, the gear quantity on each output shaft can be distributed in a flexible way to the setting of three output shafts to shorten double clutch automatic gearbox's axial space, compare with the double clutch gearbox of the same gear quantity, the structure is compacter, arranges more in a flexible way, and it is wider to be suitable for whole car matching range.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the structures shown in the drawings without creative efforts.

FIG. 1 is a schematic structural diagram of an embodiment of a dual clutch automatic transmission of the present invention;

FIG. 2 is a schematic structural diagram of another embodiment of a dual clutch automatic transmission according to the present invention;

fig. 3 is a schematic structural view of still another embodiment of a dual clutch automatic transmission according to the present invention.

The reference numbers illustrate:

the implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that all the directional indicators (such as up, down, left, right, front, and rear … …) in the embodiment of the present invention are only used to explain the relative position relationship between the components, the movement situation, etc. in a specific posture (as shown in the drawing), and if the specific posture is changed, the directional indicator is changed accordingly.

In addition, the descriptions related to "first", "second", etc. in the present invention are for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, "and/or" in the whole text includes three schemes, taking a and/or B as an example, including a technical scheme, and a technical scheme that a and B meet simultaneously; in addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.

Currently, the existing multi-gear double clutch transmission with 8 gears or more mostly adopts the currently common structural arrangement mode of a parallel shaft transmission system with 7 gears or less, but due to the requirements of the installation space and the development cost of the whole vehicle, the mode has problems in the aspects of gear shifting performance and the installation of the whole vehicle. On one hand, the gear shifting logic and the control mechanism of the double clutch transmission with 8 gears and above are more complex, and the optimization challenges of gear shifting time control, gear shifting reliability, gear shifting performance and the like are increased; on the other hand, the number of required parts of the double clutch transmission with 8 gears and above is increased due to the increase of gears, so that a large installation space is required, the matched vehicle type is greatly limited, and the application range is limited. In view of this, the present invention provides a dual clutch automatic transmission.

Referring to fig. 1 to 3, in the embodiment of the present invention, the dual clutch automatic transmission includes a first clutch 110, a second clutch 120, a first input shaft 210, a second input shaft 220, a first output shaft 230, a second output shaft 240, a third output shaft 250, and a first synchronization device.

The first input shaft 210 is connected to a power source (not shown) through the first clutch 110, and the second input shaft 220 is connected to the power source through the second clutch 120 and is hollow outside the first input shaft 210. Specifically, the first input shaft 210 is fixedly connected to a driven plate of the first clutch 110, and the coupling or decoupling of the first clutch 110 to the power source can achieve or interrupt the transmission of power to the first input shaft 210. The second input shaft 220 is fixedly connected with a driven plate of the second clutch 120, and the coupling or decoupling of the second clutch 120 and the power source can realize the power transmission to the second input shaft 220 or interrupt the power transmission. The first input shaft 210 and the second input shaft 220 are coaxially arranged, and the second input shaft 220 is sleeved outside the first input shaft 210 in a hollow manner, so that the first input shaft 210 and the second input shaft 220 can rotate relatively. The first input shaft 210 is a solid shaft, the second input shaft 220 is a hollow shaft, and the optical axis of the first input shaft 210 partially passes through the axis of the second input shaft 220.

The first input shaft 210 is fixedly sleeved with odd-numbered gears of driving gears, and the second input shaft 220 is fixedly sleeved with even-numbered gears of driving gears. The gear drive gears are non-rotatable relative to the respective input shaft and may be splined or otherwise connected to the respective input shaft. The dual clutch automatic transmission preferably has a plurality of gears, and both the odd-numbered stage drive gear and the even-numbered stage drive gear are plural. The first output shaft 230 and the second output shaft 240 are sleeved with driven gears of different gears, each driven gear comprises an odd-gear driven gear and an even-gear driven gear, the odd-gear driven gear is normally engaged with the odd-gear driving gear, and the even-gear driven gear is normally engaged with the even-gear driving gear. The third output shaft 250 is fixedly sleeved with a parking ratchet 91, and is sleeved with a reverse driven gear 24 in an empty manner.

And the first synchronizing device is used for controlling the combination and the separation of each gear of the driven gear and the output shaft on which the first synchronizing device is arranged. Specifically, the first synchronization device is connected with the output shaft where the first synchronization device is located through a spline, and the transmission or interruption of power is realized by controlling the combination or separation of the driven gear of each gear and the output shaft where the driven gear is located.

According to one technical scheme of the invention, the double clutches are adopted to connect two input shafts which are sleeved together, wherein the first clutch 110 is connected with the first input shaft 210, the second clutch 120 is connected with the second input shaft 220, the first input shaft 210 is provided with odd-numbered gear driving gears, the second input shaft 220 is provided with even-numbered gear driving gears, meanwhile, the double-clutch automatic transmission also comprises three output shafts, the first output shaft 230 and the second output shaft 240 are correspondingly provided with driven gears of all gears, the third output shaft 250 is provided with the parking ratchet 91 and the reverse driven gear 24, and power transmission of all gears is realized through a synchronizer. Therefore, on one hand, the transmission chain and the gear shifting executing mechanism of each gear are clear, the function is single, and the safety and the reliability are higher; on the other hand, the gear quantity on each output shaft can be distributed in a flexible way to the setting of three output shafts to shorten double clutch automatic gearbox's axial space, compare with the double clutch gearbox of the same gear quantity, the structure is compacter, arranges more in a flexible way, and it is wider to be suitable for whole car matching range.

Referring to fig. 1, a nine-speed dual clutch automatic transmission will be described in detail in the first embodiment. Of course, in other embodiments, the target may be an eight-speed dual clutch automatic transmission, a ten-speed dual clutch automatic transmission, or the like.

In the first embodiment, the first input shaft 210 is fixedly sleeved with a third-fifth gear driving gear 31, a first-gear driving gear 11 and a seventh-gear driving gear 71. The third and fifth driving gears 31 are common driving gears and can be engaged with the third driven gear 32 and the fifth driven gear 52 to realize power transmission of the third gear and the fifth gear. The second input shaft 220 is fixedly sleeved with a sixth-eight gear driving gear 61, a fourth gear driving gear 41 and a second-reverse gear driving gear 21. The six-eight driving gear 61 is a common driving gear and can be meshed with the six-gear driven gear 62 and the eight-gear driven gear 82 to realize power transmission of the six gear and the eight gear. The second-gear reverse driving gear 21 is a common driving gear and can be meshed with the second-gear driven gear 22 and the reverse idler gear 23 to realize power transmission of the second gear and the reverse gear.

The first output shaft 230 is sleeved with a six-gear driven gear 62, a second-gear driven gear 22, a third-gear driven gear 32 and a first-gear driven gear 12, the second output shaft 240 is sleeved with an eight-gear driven gear 82, a fourth-gear driven gear 42, a fifth-gear driven gear 52 and a seventh-gear driven gear 72, the third output shaft 250 is fixedly sleeved with a parking ratchet 91, and the third output shaft is sleeved with a reverse-gear driven gear 24. The second-speed driven gear 22 is provided with a reverse idle gear 23, and the reverse idle gear 23 is meshed with a reverse driven gear 24 which is sleeved on the third output shaft 250 in an empty mode. The reverse driven gear 24 is engaged with the reverse drive gear through the reverse idler gear 23 to realize power transmission of the reverse gear. And the forward gear driven gears are meshed with the forward gear driving gears on the input shaft in a one-to-one correspondence manner, so that power transmission of each gear is realized.

In this embodiment, the third-fifth gear driving gear 31, the first-gear driving gear 11 and the seventh gear driving gear 71 are sequentially disposed on the first input shaft 210 in a direction away from the power source; the sixth-eight gear driving gear 61, the fourth gear driving gear 41 and the second-gear reverse driving gear 21 are sequentially arranged on the second input shaft 220 in a direction away from the power source; the sixth-gear driven gear 62, the second-gear driven gear 22, the third-gear driven gear 32 and the first-gear driven gear 12 are sequentially arranged on the first output shaft 230 in a direction away from the power source; the eight-gear driven gear 82, the four-gear driven gear 42, the five-gear driven gear 52 and the seven-gear driven gear 72 are sequentially arranged on the second output shaft 240 in a direction away from the power source; the parking ratchet 91 and the reverse driven gear 24 are provided in this order on the third output shaft 250 in a direction away from the power source.

Therefore, on one hand, the transmission chain and the gear shifting executing mechanism of each gear are clear, the function is single, and the safety and the reliability are higher. On the other hand, the three-fifth gear common driving gear, the six-eighth gear common driving gear and the second-gear reverse gear common driving gear are adopted, the number of the driving gears is reduced, and therefore the axial space is shortened, the structure of the double-clutch automatic transmission is more compact, the matched vehicle type is more flexible, and the application scene is wider.

Referring to fig. 2, a ninth-speed dual clutch automatic transmission will be described in detail in the second embodiment. Of course, in other embodiments, the target may be an eight-speed dual clutch automatic transmission, a ten-speed dual clutch automatic transmission, or the like.

It is different from the first embodiment in that the third and fifth gears do not share a common driving gear, but a third driving gear 33 and a fifth driving gear 51 are respectively provided on the first input shaft 210 to form a third gear pair and a fifth gear pair with the third driven gear 32 and the fifth driven gear 52, respectively.

In the second embodiment, the first input shaft 210 is fixedly sleeved with a third-gear driving gear 33, a fifth-gear driving gear 51, a first-gear driving gear 11 and a seventh-gear driving gear 71. The second input shaft 220 is fixedly sleeved with a sixth-eight gear driving gear 61, a fourth gear driving gear 41 and a second-reverse gear driving gear 21. The six-eight driving gear 61 is a common driving gear and can be meshed with the six-gear driven gear 62 and the eight-gear driven gear 82 to realize power transmission of the six gear and the eight gear. The second-gear reverse driving gear 21 is a common driving gear and can be meshed with the second-gear driven gear 22 and the reverse idler gear 23 to realize power transmission of the second gear and the reverse gear.

The first output shaft 230 is sleeved with a six-gear driven gear 62, a second-gear driven gear 22, a third-gear driven gear 32 and a first-gear driven gear 12, the second output shaft 240 is sleeved with an eight-gear driven gear 82, a fourth-gear driven gear 42, a fifth-gear driven gear 52 and a seventh-gear driven gear 72, the third output shaft 250 is fixedly sleeved with a parking ratchet 91, and the third output shaft is sleeved with a reverse-gear driven gear 24. The second-speed driven gear 22 is provided with a reverse idle gear 23, and the reverse idle gear 23 is meshed with a reverse driven gear 24 which is sleeved on the third output shaft 250 in an empty mode. The reverse driven gear 24 is engaged with the reverse drive gear through the reverse idler gear 23 to realize power transmission of the reverse gear. And the forward gear driven gears are meshed with the forward gear driving gears on the input shaft in a one-to-one correspondence manner, so that power transmission of each gear is realized.

In this embodiment, the third gear driving gear 33, the fifth gear driving gear 51, the first gear driving gear 11, and the seventh gear driving gear 71 are sequentially disposed on the first input shaft 210 in a direction away from the power source; the sixth-eight gear driving gear 61, the fourth gear driving gear 41 and the second-gear reverse driving gear 21 are sequentially arranged on the second input shaft 220 in a direction away from the power source; the sixth-gear driven gear 62, the second-gear driven gear 22, the third-gear driven gear 32 and the first-gear driven gear 12 are sequentially arranged on the first output shaft 230 in a direction away from the power source; the eight-gear driven gear 82, the four-gear driven gear 42, the five-gear driven gear 52 and the seven-gear driven gear 72 are sequentially arranged on the second output shaft 240 in a direction away from the power source; the parking ratchet 91 and the reverse driven gear 24 are provided in this order on the third output shaft 250 in a direction away from the power source.

Therefore, on one hand, the transmission chain and the gear shifting executing mechanism of each gear are clear, the function is single, and the safety and the reliability are higher. On the other hand, a six-gear and eight-gear shared driving gear and a second-gear reverse gear shared driving gear are adopted, the number of the driving gears is reduced, and therefore the axial space is shortened, the structure of the double-clutch automatic transmission is more compact, the matched vehicle type is more flexible, and the application scene is wider.

Referring to fig. 3, the third embodiment will be described in detail with respect to an eight-speed dual clutch automatic transmission. Of course, in other embodiments, the object may be a nine-speed dual clutch automatic transmission, a ten-speed dual clutch automatic transmission, or the like.

It is different from the first embodiment in that the six-eight driving gear 61, the four driving gear 41 and the second reverse driving gear 21 are arranged at different positions on the second input shaft 220, so that the second-speed driven gear 22 and the six driven gear 62 on the first output shaft 230, the fourth-speed driven gear 42 and the eight driven gear 82 on the second output shaft 240, and the reverse driven gear 24 and the parking ratchet 91 on the third output shaft 250 are arranged at different positions.

In the third embodiment, the first input shaft 210 is fixedly sleeved with a third-fifth gear driving gear 31, a first-gear driving gear 11 and a seventh-gear driving gear 71. The third and fifth driving gears 31 are common driving gears and can be engaged with the third driven gear 32 and the fifth driven gear 52 to realize power transmission of the third gear and the fifth gear. The second input shaft 220 is fixedly sleeved with a fourth gear driving gear 41, a second gear reverse driving gear 21 and a sixth and eighth gear driving gear 61. The six-eight driving gear 61 is a common driving gear and can be meshed with the six-gear driven gear 62 and the eight-gear driven gear 82 to realize power transmission of the six gear and the eight gear. The second-gear reverse driving gear 21 is a common driving gear and can be meshed with the second-gear driven gear 22 and the reverse idler gear 23 to realize power transmission of the second gear and the reverse gear.

A second-gear driven gear 22, a sixth-gear driven gear 62, a third-gear driven gear 32 and a first-gear driven gear 12 are sleeved on the first output shaft 230, and a fourth-gear driven gear 42, an eighth-gear driven gear 82, a fifth-gear driven gear 52 and a seventh-gear driven gear 72 are sleeved on the second output shaft 240; the third output shaft 250 is sleeved with a reverse driven gear 24, and is fixedly sleeved with a parking ratchet 91. The second-speed driven gear 22 is provided with a reverse idle gear 23, and the reverse idle gear 23 is meshed with a reverse driven gear 24 which is sleeved on the third output shaft 250 in an empty mode. The reverse driven gear 24 is engaged with the reverse drive gear through the reverse idler gear 23 to realize power transmission of the reverse gear. And the forward gear driven gears are meshed with the forward gear driving gears on the input shaft in a one-to-one correspondence manner, so that power transmission of each gear is realized.

In this embodiment, the third-fifth gear driving gear 31, the first-gear driving gear 11, and the seventh gear driving gear 71 are sequentially disposed on the first input shaft 210 in a direction away from the power source; the fourth gear driving gear 41, the second gear reverse driving gear 21 and the sixth and eighth gear driving gear 61 are sequentially arranged on the second input shaft 220 in a direction away from the power source; the second-gear driven gear 22, the sixth-gear driven gear 62, the third-gear driven gear 32 and the first-gear driven gear 12 are sequentially arranged on the first output shaft 230 in a direction away from the power source; the fourth-gear driven gear 42, the eighth-gear driven gear 82, the fifth-gear driven gear 52 and the seventh-gear driven gear 72 are sequentially arranged on the second output shaft 240 in a direction away from the power source; the reverse driven gear 24 and the parking ratchet 91 are provided in this order on the third output shaft 250 in a direction away from the power source.

Therefore, on one hand, the transmission chain and the gear shifting executing mechanism of each gear are clear, the function is single, and the safety and the reliability are higher. On the other hand, the three-fifth gear common driving gear, the six-eighth gear common driving gear and the second-gear reverse gear common driving gear are adopted, the number of the driving gears is reduced, and therefore the axial space is shortened, the structure of the double-clutch automatic transmission is more compact, the matched vehicle type is more flexible, and the application scene is wider.

Referring to fig. 1 to fig. 3, in the first, second and third embodiments, the first synchronizer includes a second sixth gear synchronizer 320, a third gear synchronizer 310, a fourth eighth gear synchronizer 330, a fifth seventh gear synchronizer 340 and a reverse gear synchronizer 350. Specifically, the second sixth speed synchronizer 320 is connected to the first output shaft 230 and is engageable with the sixth speed driven gear 62 or the second speed driven gear 22 for controlling the engagement and disengagement of the sixth speed driven gear 62 with the first output shaft 230 and the engagement and disengagement of the second speed driven gear 22 with the first output shaft 230. A third synchronizer 310 is connected to the first output shaft 230 and can be coupled with the third driven gear 32 or the first driven gear 12 for controlling the coupling and decoupling of the third driven gear 32 with the first output shaft 230 and the coupling and decoupling of the first driven gear 12 with the first output shaft 230. The fourth eight-speed synchronizer 330 is connected to the second output shaft 240 and can be coupled to the eight-speed driven gear 82 or the fourth-speed driven gear 42 for controlling the coupling and decoupling of the eight-speed driven gear 82 and the second output shaft 240 and the coupling and decoupling of the fourth-speed driven gear 42 and the second output shaft 240. The fifth-seventh synchronizer 340 is connected to the second output shaft 240, and is engageable with the fifth-speed driven gear 52 or the seventh-speed driven gear 72 for controlling the engagement and disengagement of the fifth-speed driven gear 52 with and from the second output shaft 240 and the engagement and disengagement of the seventh-speed driven gear 72 with and from the second output shaft 240. The reverse synchronizer 350 is connected to the third output shaft 250 and is engageable with the reverse driven gear 24 for controlling engagement and disengagement of the reverse driven gear 24 with the third output shaft 250.

The first synchronizer is a conventional synchronizer which is controlled to slide on a shaft through a shifting fork, and specifically, each gear shifting fork can be driven through hydraulic pressure or a motor to realize gear selection action of the first synchronizer. The gear hubs of the synchronizers are connected to the shafts where the synchronizers are located through splines, and the synchronizers can only move along the axial direction of the shafts where the synchronizers are located and cannot rotate relative to the shafts where the synchronizers are located through the matching of the internal splines and the external splines. On one hand, the second-sixth gear synchronizer 320, the first-third gear synchronizer 310, the fourth-eighth gear synchronizer 330 and the fifth-seventh gear synchronizer 340 can be combined with two gear pairs, so that the number of the synchronizers is reduced, and the structural compactness of the double-clutch automatic transmission is facilitated. On the other hand, the transmission chain and the gear shifting executing mechanism of each gear of the dual-clutch automatic transmission are clearer, the gear shifting time control is better, and the safety and the reliability are higher.

Referring to fig. 1 and 2, in the first and second embodiments, the dual clutch automatic transmission further includes a second synchronizer, the second synchronizer is a ninth gear synchronizer 360, and the ninth gear synchronizer 360 can implement a ninth gear function of the dual clutch automatic transmission. Specifically, the ninth synchronizer 360 is fixedly connected to the fourth-speed driven gear 42, which can idle on the second output shaft 240 for controlling the engagement and disengagement of the fourth-speed driven gear 42 and the fifth-speed driven gear 52, and when the ninth synchronizer 360 is engaged, the fourth-speed driven gear 42 is splined to the fifth-speed driven gear 52. In the first and second embodiments, the power transmission of the ninth gear is completed by borrowing gears and synchronizers of other gears without providing a gear pair of the ninth gear. Therefore, nine-gear power is transmitted through switching, the number of transmission gears is reduced, the axial space is shortened, and the structure of the double-clutch automatic transmission is more compact.

In addition, in the first and second embodiments, the hill-climbing stage may be provided using the ninth-stage synchronizer 360. The hill climbing gear is a low gear mode of the dual clutch automatic transmission, and the dual clutch automatic transmission does not rise to a high gear but only goes to a low gear in the mode. The road condition can be used when the road condition is uphill, and the mode can provide lower speed and larger output torque for the vehicle so as to meet the requirements of climbing.

Referring to fig. 1 to 3, in the first, second and third embodiments, the dual clutch automatic transmission further includes a differential 510, the differential 510 is connected to a main speed reduction driven gear 440, a first main speed reduction driving gear 410 is disposed on the first output shaft 230, a second main speed reduction driving gear 420 is disposed on the second output shaft 240, a third main speed reduction driving gear 430 is disposed on the third output shaft 250, and the first main speed reduction driving gear 410, the second main speed reduction driving gear 420 and the third main speed reduction driving gear 430 are all engaged with the main speed reduction driven gear 440. Specifically, the power source transmits power to the gear pair with different speed ratios through the first input shaft 210 or the second input shaft 220, and then transmits the power to the first output shaft 230, the second output shaft 240 or the third output shaft 250, and further transmits the power to the first main reduction driving gear 410 on the first output shaft 230, the second main reduction driving gear 420 on the second output shaft 240 or the third main reduction driving gear 430 on the third output shaft 250, and then transmits the power to the differential 510 through the main reduction driven gear 440 meshed with the first main reduction driving gear 410, the second main reduction driving gear 420 and the third main reduction driving gear 430, so as to transmit the power to the wheels, thereby realizing driving of the vehicle.

The shift logic of the first embodiment is shown in table 1:

TABLE 1 DUAL CLUTCH AUTOMATIC TRANSMISSION 9 GEAR SHIFT LOGICAL TABLE

The shift logic and power transmission paths are illustrated as follows:

first gear shift logic: the first clutch 110 is engaged, the second clutch 120 is disengaged, and a third synchronizer 310 is engaged with the first driven gear 12.

First gear power transmission route: first clutch 110-first input shaft 210-first gear driving gear 11-first gear driven gear 12-first output shaft 230-first main reduction driving gear 410-main reduction driven gear 440-differential 510.

Second gear shift logic: the first clutch 110 is disengaged, the second clutch 120 is engaged, and the second sixth synchronizer 320 is engaged with the second driven gear 22.

Second gear power transmission route: second clutch 120-second input shaft 220-second reverse drive gear 21-second driven gear 22-first output shaft 230-first main reduction drive gear 410-main reduction driven gear 440-differential 510.

Third gear shift logic: the first clutch 110 is engaged, the second clutch 120 is disengaged, and a third synchronizer 310 is engaged with the third driven gear 32.

Third gear power transmission route: first clutch 110-first input shaft 210-third and fifth gear driving gear 31-third gear driven gear 32-first output shaft 230-first main reduction driving gear 410-main reduction driven gear 440-differential 510.

The fourth gear shift logic: the first clutch 110 is disengaged, the second clutch 120 is engaged, and the fourth eighth synchronizer 330 is engaged with the fourth driven gear 42.

A fourth gear power transmission route: second clutch 120-second input shaft 220-fourth gear driving gear 41-fourth gear driven gear 42-second output shaft 240-second main reduction driving gear 420-main reduction driven gear 440-differential 510.

The fifth gear shift logic: the first clutch 110 is engaged, the second clutch 120 is disengaged, and the fifth seventh synchronizer 340 is engaged with the fifth driven gear 52.

A fifth gear power transmission route: the first clutch 110, the first input shaft 210, the third and fifth gear driving gears 31, the fifth gear driven gear 52, the second output shaft 240, the second main reduction driving gear 420, the main reduction driven gear 440, and the differential 510.

The six-gear shift logic: the first clutch 110 is disengaged, the second clutch 120 is engaged, and the second sixth synchronizer 320 is engaged with the sixth driven gear 62.

Sixth-gear power transmission route: second clutch 120-second input shaft 220-six eight speed driving gear 61-six speed driven gear 62-first output shaft 230-first main reduction driving gear 410-main reduction driven gear 440-differential 510.

The seven-gear shifting logic: the first clutch 110 is engaged, the second clutch 120 is disengaged, and the fifth-seventh synchronizer 340 is engaged with the seventh driven gear 72.

A seventh-gear power transmission route: the first clutch 110-the first input shaft 210-the seventh gear driving gear 71-the seventh gear driven gear 72-the second output shaft 240-the second main reduction driving gear 420-the main reduction driven gear 440-the differential 510.

Eight-gear shift logic: the first clutch 110 is disengaged, the second clutch 120 is engaged, and the fourth eighth synchronizer 330 is engaged with the eighth driven gear 82.

Eight-gear power transmission route: the second clutch 120, the second input shaft 220, the six-eight driving gear 61, the eight driven gear 82, the second output shaft 240, the second main reduction driving gear 420, the main reduction driven gear 440 and the differential 510.

Nine-gear shift logic: the first clutch 110 is engaged, the second clutch 120 is disengaged, the fourth eight-speed synchronizer 330 is first engaged with the fourth driven gear 42 and then engaged with the eight-speed driven gear 82, and the ninth synchronizer 360 is engaged with the fifth driven gear 52.

Nine-gear power transmission route: the first clutch 110, the first input shaft 210, the third and fifth gear driving gears 31, the fifth gear driven gear 52, the second output shaft 240, the fourth gear driven gear 42, the fourth gear driving gear 41, the second input shaft 220, the sixth and eighth gear driving gear 61, the eighth gear driven gear 82, the second output shaft 240, the second main reduction driving gear 420, the main reduction driven gear 440 and the differential 510.

Climbing gear shift logic: the first clutch 110 is disengaged, the second clutch 120 is engaged, a third synchronizer 310 is engaged with the first driven gear 12, and a ninth synchronizer 360 is engaged with the fifth driven gear 52.

Climbing gear power transmission route: the second clutch 120, the second input shaft 220, the fourth-gear driving gear 41, the fourth-gear driven gear 42, the second output shaft 240, the fifth-gear driven gear 52, the third-fifth-gear driving gear 31, the first input shaft 210, the first-gear driving gear 11, the first-gear driven gear 12, the first output shaft 230, the first main reduction driving gear 410, the main reduction driven gear 440, and the differential 510.

Reverse gear shift logic: the first clutch 110 is disengaged, the second clutch 120 is engaged, and the reverse synchronizer 350 is engaged with the reverse driven gear 24.

Reverse gear power transmission route: second clutch 120-second input shaft 220-second gear reverse driving gear 21-second gear driven gear 22-reverse idler gear 23-reverse driven gear 24-third output shaft 250-third main reduction driving gear 430-main reduction driven gear 440-differential 510.

Wherein, nine shelves and climbing shelves can be according to the nimble combination of actual use condition.

The shift logic for the second embodiment is shown in table 2:

TABLE 2 double Clutch automatic Transmission 9 Shift logic Table

The second embodiment is different from the first embodiment in that the third and fifth gears do not share a common drive gear, but a third-gear drive gear 33 and a fifth-gear drive gear 51 are provided on the first input shaft 210, respectively, to form a third-gear pair and a fifth-gear pair with a third-gear driven gear 32 and a fifth-gear driven gear 52, respectively.

The shift logic and power transmission paths for third and fifth gears are described as follows:

third gear shift logic: the first clutch 110 is engaged, the second clutch 120 is disengaged, and a third synchronizer 310 is engaged with the third driven gear 32.

Third gear power transmission route: first clutch 110-first input shaft 210-third gear driving gear 33-third gear driven gear 32-first output shaft 230-first main reduction driving gear 410-main reduction driven gear 440-differential 510.

The fifth gear shift logic: the first clutch 110 is engaged, the second clutch 120 is disengaged, and the fifth seventh synchronizer 340 is engaged with the fifth driven gear 52.

A fifth gear power transmission route: the first clutch 110, the first input shaft 210, the fifth-gear driving gear 51, the fifth-gear driven gear 52, the second output shaft 240, the second main reduction driving gear 420, the main reduction driven gear 440, and the differential 510.

Other features in this embodiment are the same as those in the first embodiment, and are not described again here.

The shift logic for the third embodiment is shown in table 3:

TABLE 3 double Clutch automatic Transmission 8-Shift logic Table

The third embodiment is different from the first embodiment in that the present embodiment can realize power transmission of eight forward speeds, and the six-eight driving gear 61, the four driving gear 41 and the second reverse driving gear 21 are arranged at different positions on the second input shaft 220, so that the second driven gear 22 and the sixth driven gear 62 on the first output shaft 230, the fourth driven gear 42 and the eight driven gear 82 on the second output shaft 240, and the reverse driven gear 24 and the parking ratchet wheel 91 on the third output shaft 250 are arranged at different positions. Although the arrangement order of the gears on the shafts is different from that of the first embodiment, the shift logic and power transmission route of the first gear to the eighth gear and the reverse gear are the same as those of the first embodiment, and will not be described again.

The present invention further provides a vehicle (not shown), which includes a controller (not shown) and a dual clutch automatic transmission, and the specific structure of the dual clutch automatic transmission refers to the above embodiments, and since the vehicle adopts all the technical solutions of all the above embodiments, at least all the beneficial effects brought by the technical solutions of the above embodiments are achieved, and no further description is given here. Wherein, the clutch is connected to and controlled by the controller.

The above description is only an alternative embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications and equivalents of the present invention, which are made by the contents of the present specification and the accompanying drawings, or directly/indirectly applied to other related technical fields, are included in the scope of the present invention.