Dual eight-speed automatic transmission and vehicle

Abstract

The dual eight-speed automatic transmission and vehicle of the present invention include a power source, a first and a second input shaft, and a first and a second output shaft. The power source is connected to the first and the second input shafts through the first and the second clutches. The first input shaft is fixed with a third, fifth, and seventh gear driving gear and a first signal gear; the second input shaft is fixed with a second, fourth, sixth, and eighth a gear driving gear and a second signal gear; the first output shaft is provided with a third, fourth, seventh, and eighth a gear driven gear; the second output shaft is provided with a second, fifth, sixth, and eighth gear driven gear and a reverse gear driven gear, and the reverse and third gear driven gears are meshed; the third gear driven gear is connected to the fourth gear driven gear through a synchronizer, and each driven gear outputs power to the corresponding output shaft through the synchronizer. A signal gear dedicated to speed signal measurement is provided, which is conducive to platformization. The first and eighth b gear transmissions are realized by detours, with a wide speed ratio range, high transmission efficiency, and a short axial dimension.

Description

Technical Field

[0001] The invention belongs to the field of transmissions, and in particular relates to a dual eight-speed automatic transmission and a vehicle. Background Art

[0002] Existing vehicles usually use transmission gears to collect speed. When the transmission gear parameters are modified, the speed signal measurement program needs to be modified synchronously to platform the difference.

[0003] With the continuous increase in the number of vehicles in the world, vehicle exhaust has a huge impact on the change of human living environment. As relevant regulations such as environmental protection and vehicle emissions become increasingly stringent, vehicle energy conservation and emission reduction are imperative. At present, vehicle energy conservation and emission reduction are mainly divided into three major technical fields: pure electric vehicles, hybrid vehicles, and fuel cell vehicles. Due to factors such as battery energy storage technology, charging pile / hydrogen station infrastructure, and manufacturing costs, the current market share of pure electric vehicles and fuel cell vehicles is still relatively low, and hybrid vehicles are still the mainstream. At present, hybrid technology is mainly divided into P0, P1, P2, P2.5, P3, P4, PS, DHT and other schools. In terms of multi-objective comparisons such as manufacturing cost, development difficulty, and fuel saving effect, each has its own strengths. Each OEM chooses its own suitable technical solution based on its own R&D strength and manufacturing foundation.

[0004] Relying on the research and development and manufacturing foundation of domestic MT (Manual Transmission) and DCT (Dual Clutch Transmission), the P2 configuration hybrid transmission technology based on DCT has become the mainstream trend of domestic OEMs. This transmission is based on the dual-clutch transmission, and a single clutch is added to realize the disconnection or combination of the engine and the motor. It is applicable to a wide range, has a simple structure, a short development cycle, and a low cost. It can also realize plug-in / non-plug-in hybrid. It fully inherits the advantages of the dual-clutch automatic transmission: during the vehicle shifting process, due to the existence of pre-gear, the shifting is very fast, and the shifting is realized through the torque interaction of the dual clutch, without power interruption, the shifting process is smooth, and the vehicle ride comfort is good. At the same time, it also has the advantages of the P2 configuration: it can realize multiple working modes such as direct drive, pure electric, hybrid, brake energy recovery, and parking power generation. In the pure electric drive / brake energy recovery mode, due to the existence of a single clutch, the engine can be disconnected to avoid the reverse drag engine causing additional energy loss; in addition, the motor can achieve multiple gears, so that both the motor and the engine can operate in the high-efficiency range, improving the system efficiency.

[0005] In existing hybrid transmissions based on dual-clutch automatic transmissions, most of their dual-clutch modules have selected fewer gears to reduce the axial size, and fuel economy and driving smoothness need to be further improved. In order to make the engine work in the best working area as much as possible and to reduce the transmission ratio gap between adjacent gears to achieve smoother shifting, some transmissions often adopt the practice of increasing the number of gears in conjunction with dual-clutch transmissions, but this is accompanied by an increase in gears on the input and output shafts, which leads to a corresponding increase in the axial size of the transmission. This puts great pressure on the axial design space of the transmission in the compact front cabin space of passenger cars, and its application is limited in front-transverse front-wheel drive vehicles. Especially for hybrid vehicles with added motors, some manufacturers have to change from "four-cylinder engines" to "three-cylinder engines" to reduce the axial size of the entire powertrain. Summary of the invention

[0006] The technical problem to be solved by the present invention is: to provide a dual eight-speed automatic transmission and a vehicle in view of the problems of poor platformization and large axial size of the transmission in the existing scheme.

[0007] To solve the above technical problems, an embodiment of the present invention provides a dual eight-speed automatic transmission, comprising a power source, a first clutch, a second clutch, a first input shaft, a second input shaft, a first output shaft, and a second output shaft, wherein the power source is connected to the first input shaft through the first clutch, and is connected to the second input shaft through the second clutch;

[0008] The first input shaft is fixedly provided with a third gear driving gear, a fifth gear driving gear, a seventh gear driving gear and a first signal gear;

[0009] The second input shaft is fixed with a second gear driving gear, a fourth gear driving gear, a sixth gear driving gear, an eighth gear driving gear and a second signal gear;

[0010] The first output shaft is provided with an idle sleeve of a third gear driven gear, a fourth gear driven gear, a seventh gear driven gear and an eighth gear driven gear;

[0011] The second output shaft is provided with a second gear driven gear, a fifth gear driven gear, a sixth gear driven gear and a reverse gear driven gear, and the reverse gear driven gear is meshed with the third gear driven gear;

[0012] The first output shaft and the second output shaft are both provided with synchronizers, and the third-gear driven gear, the fourth-gear driven gear, the seventh-gear driven gear and the eighth-gear driven gear output power to the first output shaft through the synchronizer located on the first output shaft, the third-gear driven gear is connected to the fourth-gear driven gear through the synchronizer located on the first output shaft, and the second-gear driven gear, the fifth-gear driven gear, the sixth-gear driven gear and the reverse-gear driven gear output power to the second output shaft through the synchronizer located on the second output shaft.

[0013] Optionally, the synchronizer provided on the first output shaft includes a first synchronizer, a second synchronizer and a third synchronizer;

[0014] The eighth gear driven gear, the first synchronizer, the fourth gear driven gear, the second synchronizer, the third gear driven gear, the third synchronizer and the seventh gear driven gear are sequentially arranged on the first output shaft;

[0015] The eighth gear driven gear and the fourth gear driven gear output power to the first output shaft through the first synchronizer, the fourth gear driven gear is connected to the third gear driven gear through the second synchronizer, and the third gear driven gear and the seventh gear driven gear output power to the first output shaft through the third synchronizer.

[0016] Optionally, the synchronizer provided on the second output shaft includes a fourth synchronizer and a fifth synchronizer;

[0017] The sixth-speed driven gear, the fourth synchronizer, the second-speed driven gear, the reverse-speed driven gear, the fifth synchronizer and the fifth-speed driven gear are sequentially arranged on the second output shaft;

[0018] The sixth-speed driven gear and the second-speed driven gear output power to the second output shaft through the fourth synchronizer, and the reverse-speed driven gear and the fifth-speed driven gear output power to the second output shaft through the fifth synchronizer.

[0019] Optionally, the third synchronizer, the first signal gear and the fifth synchronizer are arranged in a coplanar manner, and the first synchronizer, the second signal gear and the fourth synchronizer are arranged in a coplanar manner.

[0020] Optionally, the fifth-speed driving gear and the seventh-speed driving gear are a common fifth-seventh-speed driving gear, and the seventh-speed driven gear, the fifth-seventh-speed driving gear and the fifth-speed driven gear are a coplanar gear set;

[0021] The first signal gear is located between the fifth and seventh gear driving gears and the third gear driving gear; the sixth gear driving gear and the eighth gear driving gear are a common sixth and eighth gear driving gear, and the sixth gear driven gear, the sixth and eighth gear driving gear and the eighth gear driven gear are a coplanar gear set; the second signal gear is located between the fourth gear driving gear and the sixth and eighth gear driving gear.

[0022] Optionally, it further comprises a first main reduction gear disposed on the first output shaft and used to output power to the wheels, and a second main reduction gear disposed on the second output shaft and used to output power to the wheels, wherein the first main reduction gear and the second main reduction gear are constantly meshed with the gear ring of the differential;

[0023] The first main reduction gear, the second main reduction gear and the ring gear of the differential are a co-planar gear set;

[0024] The first main reduction gear is located on a side of the eighth-speed driven gear away from the first synchronizer, and the second main reduction gear is located on a side of the sixth-speed driven gear away from the fourth synchronizer.

[0025] Optionally, the power source is an engine; or

[0026] The power source includes an engine and a motor, and the dual eight-speed automatic transmission also includes a third clutch; the engine is connected to the motor through the third clutch, connected to the first input shaft through the third clutch and the first clutch, and connected to the second input shaft through the third clutch and the second clutch; the motor is connected to the first input shaft through the first clutch, and connected to the second input shaft through the second clutch.

[0027] Optionally, the first clutch, the second clutch and the third clutch are integrated into three clutches sharing a common clutch housing.

[0028] Optionally, when the engine and the motor are provided, the dual eight-speed automatic transmission has an engine direct drive mode, a pure electric mode, a hybrid mode, a brake energy recovery mode and a parking charging mode;

[0029] The first clutch or the second clutch is engaged, the third clutch is engaged, the engine is driven, and the motor is not operated, so as to establish the engine direct drive mode;

[0030] The first clutch or the second clutch is engaged, the third clutch is disconnected, and the motor is driven to establish the pure electric mode;

[0031] The first clutch or the second clutch is engaged, the third clutch is engaged, and the engine and the motor are driven to establish the hybrid mode;

[0032] The first clutch or the second clutch is engaged, the third clutch is disconnected, the engine does not work, and the motor generates electricity, so as to establish the braking energy recovery mode;

[0033] The first clutch and the second clutch are released, and the third clutch is engaged, and the motor generates electricity under the drive of the engine to establish the parking charging mode.

[0034] An embodiment of the present invention further provides a vehicle, comprising the aforementioned dual eight-speed automatic transmission.

[0035] The dual eight-speed automatic transmission and vehicle provided by the embodiment of the present invention are provided with signal gears dedicated to speed signal measurement on the first input shaft and the second input shaft, so as to avoid the problem that the speed signal measurement program needs to be modified synchronously when the transmission gear parameters of different batches of transmissions are modified by using the transmission gear to measure the speed signal, and is conducive to platformization;

[0036] An 8A gear is set, and the 8B gear is realized by bypassing other gears, so that double 8 gears (i.e. 8A gear and 8B gear) can be realized without adding additional gears. The 8B gear can be used in certain high-speed conditions with less driving resistance to improve fuel economy, and can also be used as a replacement when the frequently used 8A gear fails, thereby increasing the service life of the assembly;

[0037] The driving gear and driven gear of seven gears are arranged, and the driving gear and driven gear of the first gear are cancelled, thereby reducing four gears. The driven gears of four of the seven forward gears and the reverse gear are arranged respectively by using two nested input shafts. The driven gears of the third, fourth, seventh and eighth a gears are arranged on the first output shaft, and the driven gears of the second, fifth, sixth and reverse gears are arranged on the second output shaft. Thus, the first gear and the eighth b gear are driven by the detour of the gear gears of other forward gears, and the multi-gear transmission is obtained with fewer gears. The speed ratio range is wide, the transmission efficiency is high, the structure is simple and compact, the axial length is shortened, the layout space is saved, the parts are few, the weight is reduced, and the cost is reduced.

[0038] Through the selective combination of the two clutches, the power of the power source is selectively transmitted to one of the two input shafts, and one of the driven gears linked to the input shaft is selectively connected to the output shaft through the synchronizer, so that power output of a certain forward gear can be achieved. When shifting gears is required, the corresponding working states of the clutch and synchronizer can be switched, which is easy to use. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1The structure of the dual eight-speed automatic transmission provided by the embodiment of the present invention is simplified as follows: Figure 1 ;

[0040] Figure 2 The structure of the dual eight-speed automatic transmission provided by the embodiment of the present invention is simplified as follows: Figure 2 ;

[0041] The reference numerals in the specification are as follows:

[0042] 1. Engine; 2. Motor; 3. First clutch; 4. Second clutch; 5. Third clutch;

[0043] 6. First input shaft; 7. Second input shaft; 8. First output shaft; 9. Second output shaft; 10. First synchronizer;

[0044] 11. Second synchronizer; 12. Third synchronizer; 13. Fourth synchronizer; 14. Fifth synchronizer; 15. First main reduction gear; 16. Second main reduction gear; 17. Differential; 171. Ring gear; 18. First signal gear; 19. Second signal gear;

[0045] 221, second gear driving gear; 222, second gear driven gear;

[0046] 231, third gear driving gear; 232, third gear driven gear;

[0047] 241, fourth gear driving gear; 242, fourth gear driven gear;

[0048] 257, fifth and seventh gear driving gear; 252, fifth gear driven gear; 272, seventh gear driven gear;

[0049] 268, driving gear for 68th gear; 262, driven gear for 6th gear; 282, driven gear for 8ath gear;

[0050] 29. Reverse driven gear. DETAILED DESCRIPTION

[0051] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0052] like Figure 1 and Figure 2 As shown, a dual eight-speed automatic transmission provided by an embodiment of the present invention includes a power source, a first clutch 3, a second clutch 4, a first input shaft 6, a second input shaft 7, a first output shaft 8 and a second output shaft 9. The power source is connected to the first input shaft 6 through the first clutch 3 and is connected to the second input shaft 7 through the second clutch 4.

[0053] The first input shaft 6 is fixedly provided with a third gear driving gear 231, a fifth gear driving gear, a seventh gear driving gear and a first signal gear 18;

[0054] The second input shaft 7 is sleeved on the first input shaft 6, and the second input shaft 7 is fixed with a second gear driving gear 221, a fourth gear driving gear 241, a sixth gear driving gear, an eighth gear a driving gear and a second signal gear 19;

[0055] The first output shaft 8 is provided with a third gear driven gear 232, a fourth gear driven gear 242, a seventh gear driven gear 272 and an eighth gear driven gear 282.

[0056] The second output shaft 9 is provided with a second gear driven gear 222, a fifth gear driven gear 252, a sixth gear driven gear 262 and a reverse gear driven gear 29, and the reverse gear driven gear 29 is meshed with the third gear driven gear 232;

[0057] Synchronizers are provided on the first output shaft 8 and the second output shaft 9. The third gear driven gear 232, the fourth gear driven gear 242, the seventh gear driven gear 272 and the eighth gear driven gear 282 output power to the first output shaft 8 through the synchronizer located on the first output shaft 8. The third gear driven gear 232 is connected to the fourth gear driven gear 242 through the synchronizer located on the first output shaft 8. The second gear driven gear 222, the fifth gear driven gear 252, the sixth gear driven gear 262 and the reverse gear driven gear 29 output power to the second output shaft 9 through the synchronizer located on the second output shaft 9.

[0058] In addition, the driving gear and the driven gear of each gear are constantly meshed.

[0059] The power outputted by the power source is transmitted to the first input shaft 6 through the first clutch 3, and then transmitted to the second output shaft 9 through the third gear driving gear 231, the third gear driven gear 232, the fourth gear driven gear 242, the fourth gear driving gear 241, the second gear driving gear 221 and the second gear driven gear 222 in sequence, so as to realize the first gear power output;

[0060] The power output by the power source is transmitted to the second input shaft 7 through the second clutch 4, and then transmitted to the first output shaft 8 through the fourth gear driving gear 241, the fourth gear driven gear 242, the third gear driven gear 232, the third gear driving gear 231, the seventh gear driving gear and the seventh gear driven gear 272 in sequence, thereby realizing the eight-speed b power output.

[0061] In this application, for the sake of simplicity, the first input shaft 6 and the second input shaft 7 are collectively referred to as input shafts, the first output shaft 8 and the second output shaft 9 are collectively referred to as output shafts, the input shaft and the output shaft are collectively referred to as shafts, the driving gear of the forward gear is collectively referred to as the driving gear, the driven gear of the forward gear and the reverse gear is collectively referred to as the driven gear, the driving gear and the driven gear are collectively referred to as gear gears, the first signal gear 18 and the second signal gear 19 are collectively referred to as signal gears, the first clutch 3, the second clutch 4 and the third clutch 5 described later are collectively referred to as clutches, the reverse gear is the R gear, and the dual eight-speed automatic transmission is referred to as the transmission).

[0062] The dual eight-speed automatic transmission provided in the embodiment of the present invention has signal gears dedicated to measuring the speed signal set on the first input shaft 6 and the second input shaft 7, so as to avoid the problem that the speed signal measurement program needs to be modified synchronously when the transmission gear parameters of different batches of transmissions are modified by using the transmission gear to measure the speed signal, which is conducive to platformization;

[0063] An 8A gear is set, and the 8B gear is realized by bypassing other gears, so that double 8 gears (i.e. 8A gear and 8B gear) can be realized without adding additional gears. The 8B gear can be used in certain high-speed conditions with less driving resistance to improve fuel economy, and can also be used as a replacement when the frequently used 8A gear fails, thereby increasing the service life of the assembly;

[0064] The driving gear and driven gear of seven gears are arranged, and the driving gear and driven gear of the first gear are cancelled, thereby reducing four gears. The driven gears of four of the seven forward gears and the reverse gear are arranged respectively by using two nested input shafts. The driven gears of the third, fourth, seventh and eighth a gears are arranged on the first output shaft 8, and the driven gears of the second, fifth, sixth and reverse gears are arranged on the second output shaft 9. Thus, the first gear and the eighth b gear are driven by the detour of the gear gears of other forward gears, and the multi-gear transmission is obtained with fewer gear gears, with a wide speed ratio range, high transmission efficiency, simple and compact structure, shortened axial length, saved layout space, fewer parts, reduced weight and reduced cost;

[0065] Through the selective combination of the two clutches, the power of the power source is selectively transmitted to one of the two input shafts, and one of the driven gears linked to the input shaft is selectively connected to the output shaft through the synchronizer, so that the power output of a certain forward gear can be achieved. When shifting gears is required, the working state of the corresponding clutch and synchronizer can be switched, which is convenient to use.

[0066] When the power source includes an engine 1 and a motor 2, multiple operating modes such as engine direct drive mode, pure electric mode, hybrid mode, brake energy recovery mode and parking charging mode can be realized, which is suitable for various road conditions. At the same time, it has eight forward gears, which can make the engine 1 work in the best fuel economy zone as much as possible, thereby achieving energy conservation and emission reduction.

[0067] Specifically, the first input shaft 6 , the second input shaft 7 , the first output shaft 8 , and the second output shaft 9 are supported on the transmission housing through bearings.

[0068] Specifically, the driving gears and the signal gears on the first input shaft 6 and the second input shaft 7 can be welded, splined, interference fit or directly generated on the corresponding input shafts, so as to achieve the connection and synchronous rotation of the corresponding driving gears and the input shafts.

[0069] In one embodiment, if Figure 1 and Figure 2 As shown, the synchronizers arranged on the first output shaft 8 include a first synchronizer 10, a second synchronizer 11 and a third synchronizer 12;

[0070] The eighth gear a driven gear 282, the first synchronizer 10, the fourth gear driven gear 242, the second synchronizer 11, the third gear driven gear 232, the third synchronizer 12 and the seventh gear driven gear 272 are sequentially arranged on the first output shaft 8;

[0071] The eighth gear driven gear 282 and the fourth gear driven gear 242 output power to the first output shaft 8 through the first synchronizer 10, the fourth gear driven gear 242 is connected to the third gear driven gear 232 through the second synchronizer 11, and the third gear driven gear 232 and the seventh gear driven gear 272 output power to the first output shaft 8 through the third synchronizer 12.

[0072] Among them, the second synchronizer 11 and the synchronizer corresponding to the second gear driven gear 222 are used together for switching the first gear, the first synchronizer 10 is used for switching the fourth gear and the eighth gear a, the third synchronizer 12 is used for switching the third gear and the seventh gear, and the second synchronizer 11 and the synchronizer corresponding to the seventh gear driven gear 272 are used together for switching the eighth gear b.

[0073] The driving gear and driven gear of seven gears are arranged, and the driving gear and driven gear of the first gear and the eighth gear are not required. Only one synchronizer (the second synchronizer 11) is added, and the transmission of the first gear and the eighth gear can be realized by the detour of the gears of other forward gears, so that the transmission can have eight forward gears and the eighth gear has two power outputs, and the structure is simple, compact, easy to process, with fewer parts and high transmission efficiency;

[0074] On the first output shaft 8, the synchronizer is arranged by utilizing the gap between adjacent gears, which is beneficial to reducing the axial dimension of the output shaft.

[0075] In one embodiment, if Figure 1 and Figure 2 As shown, the synchronizer arranged on the second output shaft 9 includes a fourth synchronizer 13 and a fifth synchronizer 14;

[0076] The sixth gear driven gear 262, the fourth synchronizer 13, the second gear driven gear 222, the reverse gear driven gear 29, the fifth synchronizer 14 and the fifth gear driven gear 252 are arranged on the second output shaft 9 in sequence;

[0077] The sixth-speed driven gear 262 and the second-speed driven gear 222 output power to the second output shaft 9 through the fourth synchronizer 13 , and the reverse-speed driven gear 29 and the fifth-speed driven gear 252 output power to the second output shaft 9 through the fifth synchronizer 14 .

[0078] The second synchronizer 11 and the fifth synchronizer 14 are used together for switching the first gear, and the second synchronizer 11 and the third synchronizer 12 are used together for switching the eighth gear.

[0079] The reverse gear driven gear 29 is always meshed with the third gear driven gear 232, and the fifth synchronizer 14 realizes the transmission connection between the fifth gear driven gear 252 and the reverse gear driven gear 29 and the second output shaft 9, so that the first output shaft 8 with the third gear driven gear 232 is used as an idler shaft, the third gear driven gear 232 is used as an idler, and the second output shaft 9 is used as a reverse gear shaft, thereby reducing the reverse gear shaft and reverse gear driving gear dedicated to the reverse gear, realizing the reuse of shafts and gears, making a great contribution to reducing weight and reducing costs, and the center distance between the input shaft and the output shaft can be designed to be smaller, and the structure is more compact; it also makes the reverse gear transmission path simpler, and the reverse gear is realized by reversing the third gear driven gear 232, reducing the number of gear meshing, and the transmission is smoother, which is beneficial to the noise control of the hybrid transmission and has higher efficiency;

[0080] On the second output shaft 9, the fourth synchronizer 13 is arranged by utilizing the gap between the driven gears of the sixth gear and the second gear, and the fifth synchronizer 14 is arranged by utilizing the gap between the driven gears of the reverse gear and the fifth gear, which is beneficial to reducing the axial dimension of the output shaft;

[0081] The three driven gears corresponding to the three gear positions of the driving gears on the same input shaft are arranged on the two output shafts, and the gear positions of the two driven gears on the same output shaft are not adjacent in odd gears or even gears, and are selectively connected to the output shaft through a synchronizer. The axial dimension of the transmission is short, the number of parts is relatively small, the structure is simple and compact, the manufacturing cost is greatly reduced, and the transmission efficiency is high and stable.

[0082] Specifically, all driven gears on the first output shaft 8 and the second output shaft 9 are loosely sleeved on the corresponding output shafts through bearings, thereby realizing the rotational connection between the corresponding driven gears and the output shafts.

[0083] Specifically, except for the second synchronizer 11 , the gear hubs of other synchronizers are connected to corresponding shafts through splines, and the gear hub of the second synchronizer 11 is welded, splined, interference-fitted or directly generated on the fourth-speed driven gear 242 .

[0084] In one embodiment, if Figure 1 and Figure 2 As shown, the first signal gear 18 is located between the third synchronizer 12 and the fifth synchronizer 14, preferably the third synchronizer 12, the first signal gear 18 and the fifth synchronizer 14 are arranged in the same plane, and the second signal gear 19 is located between the first synchronizer 10 and the fourth synchronizer 13, preferably the first synchronizer 10, the second signal gear 19 and the fourth synchronizer 13 are arranged in the same plane. The signal gear does not occupy additional axial space, avoiding the increase of the axial size of the transmission due to the setting of the signal gear.

[0085] In one embodiment, if Figure 1 and Figure 2 As shown, the sixth gear driving gear and the eighth gear a driving gear are a common sixth gear driving gear 268, and the sixth gear driven gear 262, the sixth gear driving gear 268 and the eighth gear a driven gear 282 are a coplanar gear set; the second signal gear 19 is located between the fourth gear driving gear 241 and the sixth gear driving gear 268;

[0086] The fifth gear driving gear and the seventh gear driving gear share the fifth gear driving gear 257 . The seventh gear driven gear 272 , the fifth gear driving gear 257 and the fifth gear driven gear 252 are coplanar gear sets. The first signal gear 18 is located between the fifth gear driving gear 257 and the third gear driving gear 231 .

[0087] The first signal gear 18 is located on the idle section of the first input shaft 6 corresponding to the third synchronizer 12 and the second synchronizer 11, and the second signal gear 19 is located on the idle section of the second input shaft 7 corresponding to the first synchronizer 10 and the fourth synchronizer 13, thereby reducing two gear gears and arranging the gear gears in a reasonable coplanar manner, thereby improving the axial space utilization rate, making the axial structure arrangement more compact, and being able to set more forward gears under the premise of the same outer dimensions, thereby making the speed ratio range larger and the speed ratio distribution more reasonable, thereby making the power source more likely to work in its optimal range, with light weight and smooth transmission, which significantly improves the power and economy of the whole vehicle and reduces fuel consumption.

[0088] In one embodiment, if Figure 1 and Figure 2 As shown, it also includes a first main reduction gear 15 provided on the first output shaft 8 and used to output power to the wheels, and a second main reduction gear 16 provided on the second output shaft 9 and used to output power to the wheels. The first main reduction gear 15 and the second main reduction gear 16 are constantly meshed with the ring gear 171 of the differential 17 at the same time; the power output by the two output shafts is respectively reduced in speed and torque increased by the two main reduction gears to better match the power requirements of the wheels.

[0089] Preferably, the first main reduction gear 15, the second main reduction gear 16 and the ring gear 171 of the differential 17 are coplanar gear sets, which have a simple and compact structure and stable transmission;

[0090] Preferably, the first main reduction gear 15 is located on the side of the eighth gear driven gear 282 away from the first synchronizer 10, and the second main reduction gear 16 is located on the side of the sixth gear driven gear 262 away from the fourth synchronizer 13. The structure is simple and compact, and it is convenient to connect with the differential 17.

[0091] In one embodiment, if Figure 2 As shown, the power source is engine 1.

[0092] In one embodiment, if Figure 1 As shown, the power source includes an engine 1 and a motor 2, and the dual eight-speed automatic transmission also includes a third clutch 5; the engine 1 is connected to the motor 2 through the third clutch 5, is connected to the first input shaft 6 through the third clutch 5 and the first clutch 3, and is connected to the second input shaft 7 through the third clutch 5 and the second clutch 4; the motor 2 is connected to the first input shaft 6 through the first clutch 3, and is connected to the second input shaft 7 through the second clutch 4.

[0093] In this way, the connection or separation between the engine 1 and the motor 2 can be controlled by the third clutch 5, and the connection or separation between the engine 1 / motor 2 and the input shaft can be controlled by the first clutch 3 and the second clutch 4.

[0094] The third clutch 5 is provided so that the engine 1 and the motor 2 share the related structures of eight forward gears and reverse gear.

[0095] Specifically, the motor 2 is also connected to the battery via a motor controller DC / DC.

[0096] By means of the gear detour of other forward gears, the first gear and the eighth gear are realized, and the third gear is used to realize the reverse gear, which saves the axial layout space, and the layout of the motor 2 and the third clutch 5 is more convenient, with high integration, small size and light weight. When the third clutch 5 is combined, the engine 1 can be driven alone, and the eight forward gears and reverse gears of the engine 1 can be realized by switching the working states of the first clutch 3, the second clutch 4 and the synchronizer. The motor 2 can be used as both a generator 2 and a drive motor 2. When the third clutch 5 is separated, the motor 2 can be driven alone, and the eight forward gears and reverse gears of pure electric can be realized by switching the working states of the first clutch 3, the second clutch 4 and the synchronizer. When the third clutch 5 is combined, the engine 1 and the motor 2 can be driven together, and the eight forward gears and reverse gears of hybrid can be realized by switching the working states of the first clutch 3, the second clutch 4 and the synchronizer, thereby realizing the engine direct drive mode, pure electric mode and hybrid mode of eight forward gears and reverse gears. In addition, the transmission also has a braking energy recovery mode, an engine start mode and a parking charging mode;

[0097] The motor 2 and the third clutch 5 are added to the original dual-clutch transmission with only the engine 1, so that the engine 1 can be directly driven, pure electric and hybrid with a simple structure, and high transmission efficiency can be achieved, and the effect of energy saving and emission reduction can be achieved. The space is compact and the vehicle matching adaptability is good. Because the resources of the existing dual-clutch transmission are used to the maximum extent, for manufacturers with mature dual-clutch transmissions, there is no need to make major changes to the transmission, and the production line does not need to be adjusted significantly, which can not only shorten the development cycle, but also reduce development costs and risks. It can realize multiple working modes, is suitable for various road conditions, ensures that the engine 1 always runs in the best working area, improves the efficiency of the engine 1, and can achieve energy recovery, maximize energy saving and emission reduction, and comprehensively improve the power, economy and driving comfort of the vehicle.

[0098] Specifically, one end of the third clutch 5 is connected to the rotor of the motor 2 through welding or splines, and the other end is connected to the engine 1 through splines.

[0099] Preferably, the first clutch 3, the second clutch 4 and the third clutch 5 are integrated into three clutches sharing a clutch housing, which has a simple structure and is more conducive to reducing the system load.

[0100] In the driving modes such as engine direct drive mode, pure electric mode and hybrid mode, the dual eight-speed automatic transmission includes eight forward gears and a reverse gear working mode. The forward gears of the preferred embodiment are described as follows:

[0101] If a third clutch 5 is provided, when each gear is working, the engine 1 is used as a power source alone, or the engine 1 and the motor 2 are used as a power source to provide power, and the engine 1 participates in driving when the third clutch 5 is engaged, and the engine 1 does not work when the third clutch 5 is disengaged. If there is no motor 2 and the third clutch 5, the engine 1 provides power as a power source, and there is no control of the third clutch 5 when the gear is switched. In the subsequent description of the working state of the first to eighth gears and the reverse gear, except for the clutch that is particularly emphasized to be in the engaged state, the other clutches are in the disengaged state. When a certain output shaft participates in outputting power, except for the synchronizer that is particularly emphasized to be in the engaged state, the other synchronizers on the output shaft participating in the power output are in the disengaged state.

[0102] When the first gear is working, the first clutch 3 is engaged, the second synchronizer 11 combines the third gear driven gear 232 with the fourth gear driven gear 242, and the fifth synchronizer 14 combines the second gear driven gear 222 with the second output shaft 9. The power flow transmission route is: power source -> first clutch 3 -> first input shaft 6 -> third gear driving gear 231 -> third gear driven gear 232 -> second synchronizer 11 -> fourth gear driven gear 242 -> fourth gear driving gear 241 -> second input shaft 7 -> second gear driving gear 221 -> second gear driven gear 222 -> fifth synchronizer 14 -> second output shaft 9 -> second main reduction gear 16 -> differential 17 -> wheels.

[0103] When the second gear is working, the second clutch 4 is engaged, and the fifth synchronizer 14 combines the second gear driven gear 222 with the second output shaft 9. The power flow transmission route is: power source -> second clutch 4 -> second input shaft 7 -> second gear driving gear 221 -> second gear driven gear 222 -> fifth synchronizer 14 -> second output shaft 9 -> second main reduction gear 16 -> differential 17 -> wheels.

[0104] When the third gear is working, the first clutch 3 is engaged, and the third synchronizer 12 combines the third gear driven gear 232 with the first output shaft 8. The power flow transmission route is: power source -> first clutch 3 -> first input shaft 6 -> third gear driving gear 231 -> third gear driven gear 232 -> third synchronizer 12 -> first output shaft 8 -> first main reduction gear 15 -> differential 17 -> wheels.

[0105] When the fourth gear is working, the second clutch 4 is engaged, and the first synchronizer 10 combines the fourth gear driven gear 242 with the first output shaft 8. The power flow transmission route is: power source -> second clutch 4 -> second input shaft 7 -> fourth gear driving gear 241 -> fourth gear driven gear 242 -> first synchronizer 10 -> first output shaft 8 -> first main reduction gear 15 -> differential 17 -> wheel.

[0106] When the fifth gear is working, the first clutch 3 is engaged, and the fifth synchronizer 14 connects the fifth gear driven gear 252 with the second output shaft 9. The power flow transmission route is: power source -> first clutch 3 -> first input shaft 6 -> fifth and seventh gear driving gear 257 -> fifth gear driven gear 252 -> fifth synchronizer 14 -> second output shaft 9 -> second main reduction gear 16 -> differential 17 -> wheels.

[0107] When the sixth gear is working, the second clutch 4 is engaged, and the fourth synchronizer 13 combines the sixth gear driven gear 262 with the first output shaft 8. The power flow transmission route is: power source -> second clutch 4 -> second input shaft 7 -> sixth and eighth gear driving gear 268 -> sixth gear driven gear 262 -> fourth synchronizer 13 -> second output shaft 9 -> second main reduction gear 16 -> differential 17 -> wheels.

[0108] When the seventh gear is working, the first clutch 3 is engaged, and the third synchronizer 12 connects the seventh gear driven gear 272 with the first output shaft 8. The power flow transmission route is: power source -> first clutch 3 -> first input shaft 6 -> fifth and seventh gear driving gear 257 -> seventh gear driven gear 272 -> third synchronizer 12 -> first output shaft 8 -> first main reduction gear 15 -> differential 17 -> wheels.

[0109] When the eighth gear is working, the second clutch 4 is engaged, and the first synchronizer 10 combines the eighth gear driven gear 282 with the first output shaft 8. The power flow transmission route is: power source -> second clutch 4 -> second input shaft 7 -> sixth and eighth gear driving gear 268 -> eighth gear driven gear 282 -> first synchronizer 10 -> first output shaft 8 -> first main reduction gear 15 -> differential 17 -> wheels.

[0110] When the eighth gear is working, the second clutch 4 is engaged, the second synchronizer 11 combines the third gear driven gear 232 with the fourth gear driven gear 242, and the third synchronizer 12 combines the seventh gear driven gear 272 with the first output shaft 8. The power flow transmission route is: power source -> second clutch 4 -> second input shaft 7 -> fourth gear driving gear 241 -> fourth gear driven gear 242 -> second synchronizer 11 -> third gear driven gear 232 -> third gear driving gear 231 -> first input shaft 6 -> fifth and seventh gear driving gear 257 -> seventh gear driven gear 272 -> third synchronizer 12 -> first output shaft 8 -> first main reduction gear 15 -> differential 17 -> wheel.

[0111] When the reverse gear is working, the first clutch 3 is engaged, and the fifth synchronizer 14 combines the reverse gear driven gear 29 with the second output shaft 9. The power flow transmission route is: power source -> first clutch 3 -> first input shaft 6 -> third gear driving gear 231 -> third gear driven gear 232 -> reverse gear driven gear 29 -> fifth synchronizer 14 -> second output shaft 9 -> second main reduction gear 16 -> differential 17 -> wheels.

[0112] In the present application, when an engine 1, a motor 2 and a third clutch 5 are provided, the dual eight-speed automatic transmission has working modes such as engine direct drive mode, pure electric mode, hybrid mode, brake energy recovery mode and parking charging mode, which is suitable for various road conditions, ensuring that the engine 1 always operates in the optimal working area, improving the efficiency of the engine 1, and saving energy and reducing emissions.

[0113] The aforementioned working modes and gears are shown in Table 1.

[0114] Table 1

[0115]

[0116] The specific working status of each mode is as follows:

[0117] 1) The first clutch 3 or the second clutch 4 is engaged, the third clutch 5 is engaged, the engine 1 is driven, and the motor 2 is not operated, so as to establish an engine direct drive mode.

[0118] When the engine 1 is running in the economic zone, the motor 2 does not provide power drive, and the drive is only performed by the engine 1 .

[0119] 2) engaging the first clutch 3 or the second clutch 4, disconnecting the third clutch 5, and driving the motor 2 to establish a pure electric mode;

[0120] In the pure electric mode, the third clutch 5 is disconnected so that the engine 1 is always disconnected from the entire transmission chain during the movement of the vehicle, thereby reducing unnecessary friction losses of the engine 1 and lowering the sliding resistance.

[0121] 3) The first clutch 3 or the second clutch 4 is engaged, the third clutch 5 is engaged, and the engine 1 and the motor 2 are driven to establish a hybrid mode.

[0122] According to the vehicle's required power, the power that engine 1 can provide, and the real-time state of battery power (SOC), the vehicle controller VCU implements an energy management strategy, using the battery to balance the vehicle's required power with the power provided by engine 1. When the vehicle's required power is greater than the power provided by engine 1, and the battery is fully charged, the battery is discharged, and motor 2 participates in driving as drive motor 2; when the vehicle's required power is less than the power provided by engine 1, and the battery is insufficient, motor 2 is used as a generator motor 2 to charge the battery, maximizing the use of engine 1 energy.

[0123] 4) The first clutch 3 or the second clutch 4 is engaged, the third clutch 5 is disconnected, the engine 1 does not work, and the motor 2 generates electricity to establish a braking energy recovery mode. Specifically, the power transmission route of the braking energy recovery mode can be the reverse route of any forward gear (i.e., the route from the wheel end to the motor 2), so the braking energy recovery mode can also have eight gears.

[0124] When the vehicle is in deceleration conditions such as coasting, long downhill braking, and the battery power has not reached saturation, the motor 2 acts as a generator 2 to provide load torque to achieve vehicle braking deceleration. The energy of the vehicle braking is stored in the battery through the power generation of the motor 2, which is beneficial to the energy saving and emission reduction of the entire system and reduces fuel consumption. When the previous moment mode of the braking energy recovery mode is "pure electric mode", the third clutch 5 continues to remain disconnected. When the previous moment mode of the braking energy recovery mode is "hybrid mode", the control (disconnection or engagement) of the third clutch 5 is relatively complex and must be determined according to the vehicle working conditions and vehicle control strategy. The third clutch 5 is disconnected, disengaging the influence of the engine 1 and its friction torque on energy recovery, which is conducive to further improving the energy recovery efficiency, but it will reduce the response of the vehicle at the next moment and affect the driving experience. When the third clutch 5 is engaged, the opposite is true. Therefore, the disconnection or engagement of the third clutch 5 at this time needs to fully evaluate the balance between energy recovery efficiency and driving experience.

[0125] 5) The first clutch 3 and the second clutch 4 are disconnected, and the third clutch 5 is engaged, and the motor 2 starts the engine 1 to establish the engine start mode. The motor 2 replaces the starter in the traditional vehicle, and the motor 2 is used to start the engine 1, saving cost and space.

[0126] 6) The first clutch 3 and the second clutch 4 are separated, and the third clutch 5 is engaged, and the motor 2 generates electricity under the drive of the engine 1 to establish the parking charging mode. When the vehicle is parked, the battery power is low or an external power-consuming device is connected, the engine 1 can drive the motor 2 to generate electricity to directly charge the battery.

[0127] The preferred solution, through reasonable coplanar layout design (the third synchronizer 12, the first signal gear 18 and the fifth synchronizer 14 are coplanarly arranged, the first synchronizer 10, the second signal gear 19 and the fourth synchronizer 13 are coplanarly arranged, the seventh gear driven gear 272, the fifth and seventh gear driving gear 257 and the fifth gear driven gear 252 are coplanarly arranged, the third gear driven gear 232, the third gear driving gear 231 and the reverse gear driven gear 29 are coplanarly arranged, the eighth gear driven gear 282, the sixth and eighth gear driving gear 268 and the sixth gear driven gear 262 are coplanarly arranged), realizes a hybrid transmission with fewer parts, light weight, low manufacturing cost, compact axial space, more gears, good fuel economy and driving smoothness, and only seven gear planes realize eight forward gears (wherein the eighth gear includes two transmission paths) and one reverse gear. The integrated layout design of the first clutch 3, the second clutch 4, the third clutch 5 and the motor 2 makes it possible to arrange the "four-cylinder engine 1 + hybrid transmission" in the compact design space of the front cabin of a passenger car, avoiding the use of the three-cylinder engine 1 to affect the performance of the whole vehicle, and improving the power, economy and driving comfort of the whole vehicle.

[0128] An embodiment of the present invention further provides a vehicle, comprising the dual eight-speed automatic transmission described in any of the aforementioned embodiments.

[0129] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A dual eight-speed automatic transmission, comprising a power source, a first clutch, a second clutch, a first input shaft, a second input shaft, a first output shaft, and a second output shaft, wherein the power source is connected to the first input shaft through the first clutch and is connected to the second input shaft through the second clutch; characterized in that: The first input shaft is fixedly provided with a third gear driving gear, a fifth gear driving gear, a seventh gear driving gear and a first signal gear; The second input shaft is fixed with a second gear driving gear, a fourth gear driving gear, a sixth gear driving gear, an eighth gear driving gear and a second signal gear; The first output shaft is provided with an idle sleeve of a third gear driven gear, a fourth gear driven gear, a seventh gear driven gear and an eighth gear driven gear; The second output shaft is provided with a second gear driven gear, a fifth gear driven gear, a sixth gear driven gear and a reverse gear driven gear, and the reverse gear driven gear is meshed with the third gear driven gear; The first output shaft and the second output shaft are both provided with synchronizers, the third gear driven gear, the fourth gear driven gear, the seventh gear driven gear and the eighth gear driven gear output power to the first output shaft through the synchronizer located on the first output shaft, the third gear driven gear is connected to the fourth gear driven gear through the synchronizer located on the first output shaft, and the second gear driven gear, the fifth gear driven gear, the sixth gear driven gear and the reverse gear driven gear output power to the second output shaft through the synchronizer located on the second output shaft; The first input shaft, the second input shaft, the first output shaft, and the second output shaft are supported on the transmission housing through bearings.

2. The dual eight-speed automatic transmission according to claim 1, characterized in that: The synchronizers arranged on the first output shaft include a first synchronizer, a second synchronizer and a third synchronizer; The eighth gear driven gear, the first synchronizer, the fourth gear driven gear, the second synchronizer, the third gear driven gear, the third synchronizer and the seventh gear driven gear are sequentially arranged on the first output shaft; The eighth gear driven gear and the fourth gear driven gear output power to the first output shaft through the first synchronizer, the fourth gear driven gear is connected to the third gear driven gear through the second synchronizer, and the third gear driven gear and the seventh gear driven gear output power to the first output shaft through the third synchronizer.

3. The dual eight-speed automatic transmission according to claim 2, characterized in that: The synchronizer disposed on the second output shaft includes a fourth synchronizer and a fifth synchronizer; The sixth-speed driven gear, the fourth synchronizer, the second-speed driven gear, the reverse-speed driven gear, the fifth synchronizer and the fifth-speed driven gear are sequentially arranged on the second output shaft; The sixth-speed driven gear and the second-speed driven gear output power to the second output shaft through the fourth synchronizer, and the reverse-speed driven gear and the fifth-speed driven gear output power to the second output shaft through the fifth synchronizer.

4. The dual eight-speed automatic transmission according to claim 3, characterized in that: The third synchronizer, the first signal gear and the fifth synchronizer are arranged in a coplanar manner, and the first synchronizer, the second signal gear and the fourth synchronizer are arranged in a coplanar manner.

5. The dual eight-speed automatic transmission according to claim 3, characterized in that: The fifth-speed driving gear and the seventh-speed driving gear are a common fifth-seventh-speed driving gear, and the seventh-speed driven gear, the fifth-seventh-speed driving gear and the fifth-speed driven gear are a coplanar gear set; The first signal gear is located between the fifth and seventh gear driving gears and the third gear driving gear; the sixth gear driving gear and the eighth gear driving gear are a common sixth and eighth gear driving gear, and the sixth gear driven gear, the sixth and eighth gear driving gear and the eighth gear driven gear are a coplanar gear set; the second signal gear is located between the fourth gear driving gear and the sixth and eighth gear driving gear.

6. The dual eight-speed automatic transmission according to claim 3, characterized in that: It also includes a first main reduction gear disposed on the first output shaft and used to output power to the wheels, and a second main reduction gear disposed on the second output shaft and used to output power to the wheels, wherein the first main reduction gear and the second main reduction gear are constantly meshed with the gear ring of the differential; The first main reduction gear, the second main reduction gear and the ring gear of the differential are a co-planar gear set; The first main reduction gear is located on a side of the eighth-speed driven gear away from the first synchronizer, and the second main reduction gear is located on a side of the sixth-speed driven gear away from the fourth synchronizer.

7. The dual eight-speed automatic transmission according to any one of claims 1 to 6, characterized in that: The power source is an engine; or The power source includes an engine and a motor, and the dual eight-speed automatic transmission also includes a third clutch; the engine is connected to the motor through the third clutch, connected to the first input shaft through the third clutch and the first clutch, and connected to the second input shaft through the third clutch and the second clutch; the motor is connected to the first input shaft through the first clutch, and connected to the second input shaft through the second clutch.

8. The dual eight-speed automatic transmission according to claim 7, characterized in that: The first clutch, the second clutch and the third clutch are integrated into three clutches sharing a clutch housing.

9. The dual eight-speed automatic transmission according to claim 7, characterized in that: When the engine and the motor are provided, the dual eight-speed automatic transmission has an engine direct drive mode, a pure electric mode, a hybrid mode, a brake energy recovery mode and a parking charging mode; The first clutch or the second clutch is engaged, the third clutch is engaged, the engine is driven, and the motor is not operated, so as to establish the engine direct drive mode; The first clutch or the second clutch is engaged, the third clutch is disconnected, and the motor is driven to establish the pure electric mode; The first clutch or the second clutch is engaged, the third clutch is engaged, and the engine and the motor are driven to establish the hybrid mode; The first clutch or the second clutch is engaged, the third clutch is disconnected, the engine is not operated, and the motor generates electricity, so as to establish the braking energy recovery mode; The first clutch and the second clutch are released, and the third clutch is engaged, and the motor generates electricity under the drive of the engine to establish the parking charging mode.

10. A vehicle, characterized in that: Including the dual eight-speed automatic transmission as described in any one of claims 1-9.

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