Double-clutch automatic transmission, control method and power system

Abstract

The invention discloses a double-clutch automatic transmission, a control method and a power system, and belongs to the technical field of transmissions.The double-clutch automatic transmission comprises double clutches, a main box and an auxiliary box; the main box comprises a first input shaft, a second shaft, a second input shaft, an intermediate shaft and a gear shifting gear set. The first input shaft and the second input shaft are coaxially arranged in a sleeved mode, the input end of the first input shaft and the input end of the second input shaft are connected with the double clutch, and the double clutch is used for transmitting power of an engine to the first input shaft or the second input shaft. The middle shaft and the second shaft are arranged in parallel, the second shaft and the first input shaft are coaxially arranged, and the output end of the second shaft is connected with the auxiliary box. According to the double-clutch automatic transmission, a plurality of gears are formed by controlling the combination state of a plurality of gear shifting gear sets, one of every two adjacent gears can be in the in-gear state, the in-gear state is combined with the double clutches to conduct power transmission, the other gear is in the pre-gear-engaging state, and by switching the combination state of the double clutches, the power transmission efficiency is improved. And gear shifting without power interruption is realized.

Description

Technical Field

[0001] The present invention relates to the technical field of transmissions, and in particular to a dual-clutch automatic transmission, a control method and a power system. Background Art

[0002] Heavy truck transmissions mainly include mechanical transmissions, hydraulic automatic transmissions (AT) and electronically controlled mechanical automatic transmissions (AMT). Electronically controlled mechanical automatic transmissions have excellent performance and a very high market share. The main box of the electronically controlled mechanical automatic transmission uses a clutch sleeve to shift gears. The movement of the shift fork separates or combines the clutch sleeve with the gear to simulate the driver's actual shifting process. However, there is a problem of power interruption during the shifting process, especially when a heavy-loaded vehicle is climbing a slope. Power interruption can easily cause danger to the heavy-loaded vehicle and affect driving comfort.

[0003] A dual-clutch automatic transmission (DCT) is an automatic transmission developed on the basis of an AMT. A dual-clutch automatic transmission is equivalent to integrating the structures of two manual transmissions (MT) into one transmission. Therefore, it has two intermediate shafts arranged side by side, one intermediate shaft for odd-numbered gears and the other intermediate shaft for even-numbered gears. During operation, when one gear is in operation, the other gear is shifted into place in advance. When the time to shift gears is reached, the two clutches are switched to achieve uninterrupted power during shifting, thereby improving the comfort of shifting gears while also improving fuel economy and power.

[0004] Since the DCT with a dual intermediate shaft structure has two intermediate shafts arranged side by side, the DCT with a dual intermediate shaft structure has the characteristics of short axial dimension and wide lateral dimension. Due to the wide lateral dimension, the dual clutch automatic transmission can only withstand lower torque; at the same time, due to the large lateral dimension of the dual clutch automatic transmission, it is difficult to arrange it in some small vehicles; in addition, most of the gears on the intermediate shafts of the DCT with a dual intermediate shaft structure cannot be reused, and there are multiple sleeves on the two intermediate shafts, the axial distance between the sleeves is relatively far, and the shift actuator is correspondingly relatively large, resulting in a relatively complex structure of the dual clutch automatic transmission and greatly increasing its structural volume. Summary of the invention

[0005] In view of the problems existing in the prior art, the present invention provides a dual-clutch automatic transmission, a power system and a power system. The dual-clutch automatic transmission adopts a single intermediate shaft structure. The gear gears on the intermediate shaft can be used as either odd-numbered gear torque transmission gears or even-numbered gear torque transmission gears. Therefore, the axial dimension of the dual-clutch automatic transmission is greatly shortened, the structure is more compact, and it is suitable for arrangement on different vehicle models.

[0006] The present invention is achieved through the following technical solutions:

[0007] In a first aspect, the present invention provides a dual-clutch automatic transmission, comprising a dual clutch, a main box and an auxiliary box;

[0008] The main box includes a first input shaft, a second shaft, a second input shaft, an intermediate shaft and a shift gear set;

[0009] The first input shaft and the second input shaft are coaxially sleeved, the input ends of the first input shaft and the second input shaft are respectively connected to the dual clutch, the intermediate shaft is arranged in parallel with the two shafts, the two shafts are coaxially arranged with the first input shaft, and the output ends of the two shafts are connected to the auxiliary box;

[0010] The intermediate shaft and the second shaft are both provided with a plurality of shift gear sets, the shift gear sets comprising a sliding sleeve and a gear gear; the gear gear is sleeved on the corresponding intermediate shaft or the second shaft, the sliding sleeve is sleeved on the gear gear and can slide axially, so that the gear gear is connected or disconnected with the corresponding intermediate shaft or the second shaft, and the intermediate shaft is meshed with the second shaft through the gear gear and the transmission wheel;

[0011] Controlling the combination state of the plurality of shift gear sets to form a plurality of gear positions, and making one of the two adjacent gear positions in an in-gear state, the gear position in the in-gear state being combined with the dual clutch for power transmission, and the other gear position being in a pre-gear state, the gear position in the pre-gear state being disconnected from the dual clutch;

[0012] The auxiliary box changes the output torque of the gear in the gear state by switching the engagement state of the auxiliary box synchronizer.

[0013] Preferably, the shift gear set includes a single-side shift gear set and a double-side shift gear set;

[0014] The unilateral shift gear set includes a sliding sleeve and a gear position gear, the sliding sleeve is connected to the intermediate shaft or the secondary shaft through a spline wheel, and the gear position gear is located on one side of the spline wheel;

[0015] The double-sided shift gear set includes a sleeve and two gear gears. The sleeve is connected to an intermediate shaft or a second shaft through a spline wheel. The two gear gears are located on both sides of the spline wheel. The sleeve moves axially to combine the spline wheel with different gear gears.

[0016] Preferably, the two shafts are provided with a first unilateral shift gear set, a second unilateral shift gear set and a bilateral shift gear set in sequence from the input end to the output end;

[0017] The first unilateral shift gear set includes a fifth and sixth gear sliding sleeve and two spline wheels, the two spline wheels are respectively mounted on the output end of the first input shaft and the input end of the second shaft, the fifth and sixth gear sliding sleeve is sleeved on the two spline wheels and can move axially, and can connect or disconnect the first input shaft and the second shaft;

[0018] The second unilateral shift gear set includes a third and fourth gear sliding sleeve and a third and fourth gear gear of the second shaft, wherein the third and fourth gear gear of the second shaft is sleeved on the second shaft, and the third and fourth gear sliding sleeve is sleeved on the second shaft through a spline wheel and can move axially to make the third and fourth gear gear of the second shaft connected or disconnected with the second shaft;

[0019] The double-sided shift gear set includes a reverse gear sleeve, first and second gears of the second shaft and a reverse gear wheel of the second shaft; a reverse gear sleeve is arranged on the second shaft through a spline wheel sleeve, the first and second gears of the second shaft and the reverse gear wheel sleeve of the second shaft are arranged on the second shaft and are located on both sides of the reverse gear sleeve, and the reverse gear sleeve moves axially to enable the second shaft to be combined with the first and second gears of the second shaft or the reverse gear wheel of the second shaft.

[0020] Preferably, a third unilateral shift gear set and a fourth unilateral shift gear set are provided on the intermediate shaft;

[0021] The third unilateral shift gear set comprises a first sliding sleeve of the intermediate shaft, a first transmission wheel of the intermediate shaft and third and fourth gear wheels of the intermediate shaft;

[0022] The first transmission wheel of the intermediate shaft and the third and fourth gear wheels of the intermediate shaft are sleeved on the intermediate shaft, one end of the first transmission wheel of the intermediate shaft is constantly meshed with the first input shaft, the first sliding sleeve of the intermediate shaft is sleeved on the first transmission wheel of the intermediate shaft and / or the third and fourth gear wheels of the intermediate shaft, the first sliding sleeve of the intermediate shaft moves axially, and can make the first transmission wheel of the intermediate shaft and the third and fourth gear wheels of the intermediate shaft be connected or disconnected, and the third and fourth gear wheels of the intermediate shaft are constantly meshed with the third and fourth gear gears of the second shaft;

[0023] The fourth unilateral shift gear set comprises a second sleeve of the intermediate shaft, which is mounted on the intermediate shaft through a spline wheel and can move axially to connect or disconnect the third and fourth gear wheels of the intermediate shaft with the intermediate shaft.

[0024] Preferably, the intermediate shaft is also fixedly sleeved with an intermediate shaft second transmission wheel and an intermediate shaft first gear wheel;

[0025] The second transmission wheel of the intermediate shaft is constantly meshed with the second input shaft, and the first gear wheel of the intermediate shaft is constantly meshed with the first and second gear gears of the second shaft.

[0026] Preferably, an intermediate shaft reverse gear wheel is provided on the intermediate shaft, and the intermediate shaft reverse gear wheel is meshed with the reverse gear wheel of the second shaft through the intermediate shaft reverse gear intermediate gear.

[0027] Preferably, the auxiliary box includes an auxiliary box synchronizer, a gear set and an output shaft;

[0028] The input end of the auxiliary box synchronizer is connected to the second shaft, and the input end of the auxiliary box synchronizer is connected to the output end through a gear set;

[0029] When the input end of the auxiliary gearbox synchronizer is combined with the output shaft, the two shafts directly drive the output shaft;

[0030] When the output end of the auxiliary box synchronizer is combined with the output shaft, the two shafts drive the output shaft through the gear set.

[0031] Preferably, the dual clutch comprises a first dry clutch and a second dry clutch;

[0032] The first dry clutch is connected to the input end of the first input shaft, the second dry clutch is connected to the input end of the second input shaft, and the first dry clutch and the second dry clutch are connected to the engine.

[0033] Preferably, when the gear position in the gear state is an odd-numbered gear, the first dry clutch is in an engaged state and the second dry clutch is in a disengaged state;

[0034] When the gear position in the gear state is an even gear, the second dry clutch is in an engaged state and the first dry clutch is in a disengaged state.

[0035] In a second aspect, the present invention provides a control method for a dual-clutch automatic transmission, which, under the current gear operating state, changes the engagement state of at least one idle shift gear group to put the adjacent gear in a pre-gear state, and then switches the engagement state of the dual clutch to put the pre-gear gear into a working state.

[0036] In a third aspect, the present invention provides a power system including an engine and the dual-clutch automatic transmission, wherein the output end of the engine is connected to the dual clutch of the dual-clutch automatic transmission, and the output shaft of the dual-clutch automatic transmission is used to connect to the drive shaft of the vehicle.

[0037] In a fourth aspect, the present invention provides a vehicle comprising a vehicle body and the dual-clutch automatic transmission.

[0038] Compared with the prior art, the present invention has the following beneficial technical effects:

[0039] The present invention provides a dual-clutch automatic transmission, which adopts a dual clutch to connect a first input shaft and a second input shaft. The two shafts and an intermediate shaft are arranged in parallel and connected through a plurality of shift gear sets. The output ends of the two shafts are connected to an auxiliary box. A plurality of gear positions are formed by controlling the engagement states of different shift gear sets, and a gear position in a gear state and a gear position in a pre-gear state are formed in a main box. The engagement state of the dual clutch can be switched to realize power-free interruption shifting. Secondly, the engagement state of the auxiliary box synchronizer is controlled to make the gear position of the main box run in a high-end range or a low-end range, so that the number of gear positions is doubled. In addition, the dual-clutch automatic transmission adopts a combination design of a main box and an auxiliary box, and adopts a design of an intermediate shaft, which greatly reduces the axial length and lateral width of the transmission, and can output a large torque at the same time, and also reduces the overall structural size, which is convenient for vehicle installation and improves the applicability of the dual-clutch automatic transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 It is a transmission principle diagram of the dual-clutch automatic transmission of the present invention in a neutral state;

[0041] Figure 2 The transmission principle diagram of the dual clutch automatic transmission of the present invention in the first gear state;

[0042] Figure 3 The transmission principle diagram of the dual-clutch automatic transmission of the present invention in the 2nd gear state;

[0043] Figure 4 The transmission principle diagram of the dual-clutch automatic transmission of the present invention in the 3rd gear state;

[0044] Figure 5 The transmission principle diagram of the dual-clutch automatic transmission of the present invention in the 4th gear state;

[0045] Figure 6 The transmission principle diagram of the dual-clutch automatic transmission of the present invention in the 5th gear state;

[0046] Figure 7 The transmission principle diagram of the dual-clutch automatic transmission of the present invention in the 6th gear state;

[0047] Figure 8 The figure is a transmission principle diagram of the dual-clutch automatic transmission of the present invention in the 7-speed state.

[0048] In the figure: C1, the first dry clutch; C2, the second dry clutch; S1, the fifth and sixth gear sleeve; S2, the third and fourth gear sleeve; S3, the first and reverse gear sleeve; S4, the first sleeve of the intermediate shaft; S5, the second sleeve of the intermediate shaft; SR, the auxiliary box synchronizer; 1, the first input shaft; 2, the second input shaft; 3, the third and fourth gear gears of the second shaft; 4, the first and second gear gears of the second shaft; 5, the reverse gear wheel of the second shaft; 6, the second transmission wheel of the intermediate shaft; 7, the first transmission wheel of the intermediate shaft; 8, the third and fourth gear wheels of the intermediate shaft; 9, the first gear wheel of the intermediate shaft; 10, the reverse gear intermediate wheel of the intermediate shaft; 11, the reverse gear wheel of the intermediate shaft; 12, the first transmission wheel of the auxiliary box; 13, the second transmission wheel of the auxiliary box; 14, the output shaft; 15, the reduction wheel of the auxiliary box; 16, the driving wheel of the second shaft; 20, the second shaft; 30, the intermediate shaft. DETAILED DESCRIPTION

[0049] The present invention will be further described in detail below in conjunction with the accompanying drawings, which are intended to explain the present invention rather than to limit it.

[0050] The first object of the present invention is to provide a dual-clutch automatic transmission, comprising a dual clutch, a main box and an auxiliary box;

[0051] The main box includes a first input shaft 1, a second shaft 20, a second input shaft 2, an intermediate shaft 30 and a shift gear set;

[0052] The second input shaft 2 is sleeved on the first input shaft 1, and the input ends of the first input shaft 1 and the second input shaft 2 are respectively connected to a dual clutch, and the dual clutch is used to transmit the power of the engine to the first input shaft 1 or the second input shaft 2;

[0053] The intermediate shaft 30 is arranged in parallel with the second shaft 20, and the intermediate shaft 30 is meshed with the second input shaft 2 through a shift gear set and a transmission wheel. The second shaft 20 is coaxially arranged with the first input shaft 1, and the output end of the second shaft 20 is connected to the auxiliary box, and the auxiliary box is connected to the output shaft 14, and the output shaft 14 is coaxial with the first input shaft 1;

[0054] The intermediate shaft 30 and the second shaft 20 are both provided with a plurality of shift gear sets, and the shift gear sets include a sliding sleeve and a gear gear; the gear gear is sleeved on the corresponding intermediate shaft 30 or the second shaft 20, and the sliding sleeve is sleeved on the gear gear and can slide axially, so that the gear gear is connected or disconnected with the corresponding intermediate shaft 30 or the second shaft 20.

[0055] The gear gears of the multiple shifting gear sets are controlled to be coupled with the intermediate shaft 30 or the second shaft 20 to form multiple gears, and one of two adjacent gears can be in the gear state, which is coupled with the dual clutch for power transmission, and the other gear is in the pre-gear state, which is disconnected from the dual clutch.

[0056] In the gear state, the power of the engine is output through the auxiliary box to drive the vehicle. Different gears output different torques to achieve different driving speeds of the vehicle. The dual-clutch automatic transmission can control the engagement state of multiple shift gear sets to enable one of two adjacent gears to be engaged with the dual clutch, and the other gear to be in a pre-gear state. The pre-gear gear and the clutch are in a disconnected state. When shifting gears, the engagement state of the dual clutch is switched to enable the pre-gear gear to be engaged with the dual clutch, thereby achieving uninterrupted power transmission.

[0057] The dual clutch includes a first dry clutch C1 and a second dry clutch C2, the output end of the first dry clutch C1 is connected to the input end of the first input shaft 1, the input end of the second input shaft 2 is connected to the output end of the second dry clutch C2, the input ends of the first dry clutch C1 and the second dry clutch C2 are connected to the engine, and the two dry clutches are alternately combined with the engine to transmit power to the main box, thereby realizing uninterrupted power transmission.

[0058] The shift gear set includes a single-side shift gear set and a double-side shift gear set.

[0059] The single-side shift gear set includes a sliding sleeve and a gear position gear. The sliding sleeve is connected to the intermediate shaft 30 or the second shaft 20 through a spline wheel, and the gear position gear is located on one side of the spline wheel.

[0060] The double-sided shift gear set includes a sleeve and two gear gears. The sleeve is connected to the intermediate shaft 30 or the second shaft 20 through a spline wheel. The two gear gears are respectively located on both sides of the spline wheel. The sleeve moves axially to combine the spline wheel with different gear gears.

[0061] The spline wheel is sleeved on the intermediate shaft 30 or the second shaft 20 and connected by a key, so that the spline wheel and the intermediate shaft 30 or the second shaft 20 are fixedly connected. The sliding sleeve is sleeved on the spline wheel and connected by a spline, and the sliding sleeve can move along the axial direction of the spline.

[0062] In this embodiment, the two shafts are provided with a first unilateral shift gear set, a second unilateral shift gear set and a bilateral shift gear set in sequence from the input end to the output end; the intermediate shaft is provided with a third unilateral shift gear set and a fourth unilateral shift gear set.

[0063] The first unilateral shift gear set includes a fifth and sixth gear sleeve S1 and two spline wheels, which are respectively mounted on the output end of the first input shaft 1 and the input end of the second shaft 20. The fifth and sixth gear sleeve S1 is sleeved on the two spline wheels and can move axially. When the fifth and sixth gear sleeve S1 is located on the spline wheel of the second shaft 20, the first input shaft 1 and the second shaft 20 are disconnected. When the two ends of the fifth and sixth gear sleeve S1 are respectively located on the two spline wheels, the first input shaft 1 and the second shaft 20 are connected.

[0064] The second unilateral shift gear set includes a third and fourth gear sleeve S2 and a third and fourth gear gear 3 of the second shaft. The third and fourth gear gear 3 of the second shaft is sleeved on the second shaft 20. The third and fourth gear sleeve S2 is sleeved on the second shaft 20 through a spline wheel. The axial movement of the third and fourth gear sleeve S2 can enable the third and fourth gear gear 3 of the second shaft to be combined with the spline wheel, thereby realizing power transmission between the third and fourth gear gear 3 of the second shaft and the second shaft.

[0065] The bilateral shift gear set includes a reverse gear sleeve S3, a second shaft first and second gear gear 4 and a second shaft reverse gear wheel 5. The reverse gear sleeve S3 is mounted on the second shaft 20 through a spline wheel sleeve. The second shaft first and second gear gear 4 and the second shaft reverse gear wheel 5 are sleeved on the second shaft 20 and are located on both sides of the reverse gear sleeve S3. The second shaft reverse gear wheel 5 is located on the side close to the auxiliary box. The reverse gear sleeve S3 moves axially, which can combine the second shaft 20 with the second shaft first and second gear gear 4 or the second shaft reverse gear wheel 5 to realize power transmission.

[0066] The third unilateral shift gear set includes a first intermediate shaft sleeve S4, a first intermediate shaft transmission wheel 7 and a third and fourth intermediate shaft gear 8; the first intermediate shaft transmission wheel 7 and the third and fourth intermediate shaft gear 8 are sleeved on the intermediate shaft 30, and one end of the first intermediate shaft transmission wheel 7 close to the dual clutch is constantly meshed with the first input shaft 1, the first intermediate shaft sleeve S4 is sleeved on the first intermediate shaft transmission wheel 7 and the third and fourth intermediate shaft gear 8, and the first intermediate shaft sleeve S4 moves axially to enable the first intermediate shaft transmission wheel 7 and the third and fourth intermediate shaft gear 8 to be connected or disconnected, and the third and fourth intermediate shaft gear 8 is constantly meshed with the third and fourth intermediate shaft gear 3.

[0067] The fourth unilateral shift gear set includes a second sleeve S5 of the intermediate shaft, which is mounted on the intermediate shaft 30 through a spline wheel, and the spline wheel is located at one end of the intermediate shaft third and fourth gear wheels 8 close to the auxiliary box. The second sleeve S5 of the intermediate shaft moves axially, so that the intermediate shaft third and fourth gear wheels 8 can be combined with the intermediate shaft 30.

[0068] The intermediate shaft 30 is also fixedly sleeved with an intermediate shaft second transmission wheel 6 and an intermediate shaft first gear wheel 9. The intermediate shaft second transmission wheel 6 is located at the input end of the intermediate shaft 30, and the intermediate shaft second transmission wheel 6 is constantly meshed with the second input shaft 2. The intermediate shaft first gear wheel 9 is arranged on the side of the intermediate shaft second sliding sleeve S5 close to the auxiliary box, and the intermediate shaft first gear wheel 9 is constantly meshed with the second shaft first and second gear gears 4.

[0069] The output end of the intermediate shaft 30 is also fixedly provided with an intermediate shaft reverse gear 11, which meshes with the second shaft reverse gear 5 through the intermediate shaft reverse gear 10. The intermediate shaft reverse gear 10 is used to change the rotation direction of the second shaft to achieve reverse operation.

[0070] The auxiliary box includes an auxiliary box synchronizer SR and a reduction gear set. The input end of the auxiliary box synchronizer SR is connected to the output end of the two shafts through the two-shaft drive wheel 16, and the output shaft 14 is connected to the auxiliary box synchronizer SR. The two-shaft drive wheel 16 is connected to the output end of the auxiliary box synchronizer SR through the reduction gear set. The engagement state of the auxiliary box synchronizer is controlled to connect the output shaft 14 to the input end or the output end of the auxiliary box synchronizer SR for power transmission.

[0071] The reduction gear set includes a first transmission wheel 12 of the auxiliary box, a second transmission wheel 13 of the auxiliary box and a reduction wheel 15 of the auxiliary box; the first transmission wheel 12 of the auxiliary box is meshed with the second shaft driving wheel 16, the first transmission wheel 12 of the auxiliary box and the second transmission wheel 13 of the auxiliary box are coaxially connected, the second transmission wheel 13 of the auxiliary box is meshed with the reduction wheel 15 of the auxiliary box, and the reduction wheel 15 of the auxiliary box is connected to the output end of the auxiliary box synchronizer SR; the working state of the auxiliary box synchronizer SR is controlled, when the output shaft 14 is combined with the input end of the auxiliary box synchronizer SR, the output shaft 14 is directly driven through the two shafts 20, when the output shaft 14 is combined with the output end of the auxiliary box synchronizer SR, the input end of the auxiliary box synchronizer SR is combined with the output end of the auxiliary box synchronizer SR through the reduction gear set, and the output speed of the output shaft 14 is controlled by the reduction gear set to realize the switching between low gear and high gear.

[0072] In this embodiment, the main box realizes the control of 6 forward gears and 2 reverse gears by controlling the engagement state of multiple shift gear sets. Since the auxiliary box can make the output shaft 14 have two different speeds through the auxiliary box synchronizer SR, the combined control of the main box and the auxiliary box can realize the control of 12 forward gears and 4 reverse gears.

[0073] The forward gears 1 to 6 are the low gear range, and the forward gears 7 to 12 are the high gear range. In the high gear range, the input end of the sub-box synchronizer SR directly drives the output shaft 14. In the low gear range, the input end of the sub-box synchronizer SR is disconnected from the output shaft 14, and the input end of the sub-box synchronizer SR is connected to the output end through a reduction gear set, and the output end of the sub-box synchronizer SR drives the output shaft 14.

[0074] The working principle of each gear of a dual-clutch automatic transmission provided by the present invention is described below.

[0075] The neutral control method is as follows:

[0076] Figure 1 It is a transmission principle diagram of the dual-clutch automatic transmission in neutral state. In the neutral state, the second dry clutch C2 is engaged, the fifth and sixth gear sliding sleeve S1 moves to the spline wheel on the second shaft 20, the third and fourth gear sliding sleeve S2 is separated from the third and fourth gear gear 3 of the second shaft, the first reverse gear sliding sleeve S3 is separated from the first and second gear gears 4 of the second shaft and the reverse gear wheel 5 of the second shaft, the first intermediate shaft sliding sleeve S4 is respectively engaged with the first intermediate shaft transmission wheel 7 and the third and fourth gear wheels 8 of the intermediate shaft, the second intermediate shaft sliding sleeve S5 is engaged with the third and fourth gear wheels 8 of the intermediate shaft, and the output end of the auxiliary box synchronizer SR is engaged with the output shaft 14.

[0077] At this time, although the second dry clutch C2 is engaged and the engine power is transmitted to the intermediate shaft 30 through the second input shaft 2, the third and fourth gear sleeve S2 is separated from the third and fourth gear gear 3 of the second shaft, and the first reverse gear sleeve S3 is separated from the first and second gear gear 4 of the second shaft, the power cannot be transmitted to the second shaft 20. Therefore, the auxiliary box has no power output, the vehicle is in a stopped state, and the dual-clutch automatic transmission is in neutral idling state, and the intermediate shaft 30 is in operation, which can achieve internal lubrication of the main box.

[0078] The control method of gear 1 is as follows:

[0079] See also Figure 2 When it is necessary to shift up to the 1st gear, the reverse gear sleeve S3 is controlled to move in the neutral state, so that the reverse gear sleeve S3 is engaged with the first and second gear gears 4 of the second shaft. At this time, the dual clutch is in neutral movement and pre-shifted to the 1st gear. When the gear shifting opportunity is reached, the engagement state of the dual clutch is switched, the second dry clutch C2 is disengaged, and the first dry clutch C1 is engaged. The power of the engine is transmitted through the first dry clutch C1, and the dual clutch automatic transmission runs in the 1st gear. Figure 2 The red-marked sleeves are in working condition in the first gear. The power transmission path in the first gear is as follows:

[0080] C1-7-S4-8-S5-9-4-S3-16-12-13-15-SR-14 output.

[0081] The power of the engine is transmitted to the first input shaft 1 through the first dry clutch C1, the first input shaft 1 transmits the power to the first transmission wheel 7 of the intermediate shaft, the first transmission wheel 7 of the intermediate shaft transmits the power to the intermediate shaft 30 through the first sleeve S4 of the intermediate shaft, the third and fourth gear wheels 8 of the intermediate shaft and the second sleeve S5 of the intermediate shaft in sequence, the intermediate shaft 30 transmits the power to the first and second gear gears 4 of the second shaft through the first gear wheel 9 of the intermediate shaft, the first and second gear gears 4 of the second shaft drive the second shaft 20 to rotate through the first reverse gear sleeve S3, and transmit the power to the auxiliary box.

[0082] In the low gear range, i.e., 1st to 6th gear, the operating state of the auxiliary box is the same. At this time, the output end of the auxiliary box synchronizer SR is combined with the output shaft 14, and the power transmission method of the auxiliary box is as follows:

[0083] The second shaft 20 transmits power to the first transmission wheel 12 of the auxiliary box through the second shaft driving wheel 16 , and the first transmission wheel 12 of the auxiliary box transmits power to the output end of the auxiliary box synchronizer SR through the auxiliary box second transmission wheel 13 , and outputs the power through the output shaft 14 .

[0084] The 2-speed control method is as follows:

[0085] See also Figure 3When the dual-clutch automatic transmission needs to shift up to 2nd gear, the dual clutch is switched, the second dry clutch C2 is engaged, the first dry clutch C1 is disengaged, the power of the engine is transmitted through the second dry clutch C2, and the dual-clutch automatic transmission is in 2nd gear. Figure 3 The red-marked sleeves are in working condition in the 2nd gear. The power transmission path in the 2nd gear is as follows:

[0086] C2-6-9-4-S3-16-12-13-15-SR-14 output.

[0087] The power of the engine is transmitted to the second input shaft 2 through the second dry clutch C2, the second input shaft 2 transmits the power to the intermediate shaft 30 through the intermediate shaft second transmission wheel 6, the intermediate shaft 30 transmits the power to the second shaft first and second gears 4 through the intermediate shaft first gear wheel 9, the second shaft first and second gears 4 drive the second shaft 20 to rotate through a reverse gear sleeve S3, and transmit the power to the auxiliary box. The power transmission path of the auxiliary box is the same as that of the first gear, so it will not be repeated.

[0088] The 3-speed control method is as follows:

[0089] See again Figure 3 When you need to shift into the 3rd gear, first perform the pre-shift operation in the 2nd gear. Figure 3 The third and fourth gear sleeve S2 and the second sleeve S5 of the intermediate shaft marked in medium blue are the sleeves that need to be moved for pre-gear shifting. The second sleeve S5 of the intermediate shaft and the third and fourth gear sleeve S2 move in sequence. The second sleeve S5 of the intermediate shaft is separated from the third and fourth gear wheels 8 of the intermediate shaft. The third and fourth gear sleeve S2 is engaged with the third and fourth gear gears 3 of the second shaft. Then the dual clutch is switched, the second dry clutch C2 is separated, and the first dry clutch C1 is engaged. The power of the engine is transmitted through the first dry clutch C1, and the dual clutch automatic transmission operates in 3rd gear.

[0090] Figure 4 The red-marked sleeves are in working condition in the 3rd gear. The power transmission path in the 3rd gear is as follows:

[0091] C1-7-S4-8-3-S2-16-12-13-15-SR-14 output.

[0092] The power of the engine is transmitted to the first input shaft 1 through the first dry clutch C1, the first input shaft 1 transmits the power to the first transmission wheel 7 of the intermediate shaft, the first transmission wheel 7 of the intermediate shaft transmits the power to the third and fourth gear wheels 8 of the intermediate shaft through the first sleeve S4 of the intermediate shaft, the third and fourth gear wheels 8 of the intermediate shaft transmit the power to the third and fourth gear gears 3 of the second shaft, the third and fourth gear gears 3 of the second shaft transmit the power to the second shaft 20 through the third and fourth gear sleeve S2, and the second shaft 20 transmits the power to the auxiliary box for output.

[0093] The 4-speed control method is as follows:

[0094] See again Figure 4 When you need to shift into the 4th gear, first perform the pre-shift operation in the 3rd gear. Figure 4 The reverse gear sleeve S3 and the second sleeve S5 of the intermediate shaft marked in medium blue are the sleeves that need to be moved for pre-gear shifting. The reverse gear sleeve S3 and the second sleeve S5 of the intermediate shaft move in sequence. The reverse gear sleeve S3 is combined with the reverse gear wheel 5 of the second shaft, and the second sleeve S5 of the intermediate shaft is combined with the third and fourth gear wheels 8 of the intermediate shaft. Then the dual clutch is switched, the second dry clutch C2 is combined, and the first dry clutch C1 is disengaged. The power of the engine is transmitted through the second dry clutch C2, and the dual clutch automatic transmission runs in 4th gear.

[0095] Figure 5 The red-marked sleeves are in working condition in 4th gear. The power transmission path in 4th gear is as follows:

[0096] C2-6-S5-8-3-S2-16-12-13-15-SR-14 output.

[0097] The power of the engine is transmitted to the second input shaft 2 through the second dry clutch C2, the second input shaft 2 transmits the power to the intermediate shaft 30 through the intermediate shaft second transmission wheel 6, the intermediate shaft 30 transmits the power to the second shaft third and fourth gear gear 3 through the intermediate shaft third and fourth gear wheel 8, the second shaft third and fourth gear gear 3 transmits the power to the second shaft 20 through the third and fourth gear sliding sleeve S2, and the second shaft 20 transmits the power to the auxiliary box for output.

[0098] See again Figure 5 When you need to shift into the 5th gear, first perform the pre-shift operation in the 4th gear. Figure 5 The first slide S4 of the intermediate shaft and the slide S1 of the fifth and sixth gears marked in medium blue are the slides that need to be moved for pre-gear shifting. The first slide S4 of the intermediate shaft and the slide S1 of the fifth and sixth gears move in sequence. The first slide S4 of the intermediate shaft is separated from the first transmission wheel 7 of the intermediate shaft, and the slide S1 of the fifth and sixth gears is combined with the first input shaft 1. Then the dual clutch is switched, the second dry clutch C2 is separated, and the first dry clutch C1 is combined. The power of the engine is transmitted through the first dry clutch C1, and the dual clutch automatic transmission runs in 5th gear.

[0099] See also Figure 6 The red-marked sleeves in the figure are working sleeves in the 5th gear. The power transmission path in the 5th gear is as follows:

[0100] C1-S1-16-12-13-15-SR-14 output.

[0101] The power of the engine is transmitted to the first input shaft 1 through the first dry clutch C1, and the first input shaft 1 transmits the power to the second shaft 20 through the fifth and sixth gear sliding sleeves S1, and the second shaft 20 transmits the power to the auxiliary box for output.

[0102] See again Figure 6 When you need to shift into the 6th gear, first perform the pre-shift operation in the 5th gear. Figure 5 The third and fourth gear sleeve S2 and the first sleeve S4 of the intermediate shaft marked in medium blue are the sleeves that need to be moved for pre-gear shifting. The third and fourth gear sleeve S2 and the first sleeve S4 of the intermediate shaft move in sequence. The third and fourth gear sleeve S2 is separated from the third and fourth gear gear 3 of the second shaft. The first sleeve S4 of the intermediate shaft is engaged with the first transmission wheel 7 of the intermediate shaft. Then the dual clutch is switched, the second dry clutch C2 is engaged, the first dry clutch C1 is separated, and the power of the engine is transmitted through the second dry clutch C2. The dual clutch automatic transmission runs in 6th gear.

[0103] See also Figure 7 The red-marked sleeves in the figure are working sleeves in the 6th gear. The power transmission path in the 6th gear is as follows:

[0104] C2-S5-8-S4-7-1-S1-16-12-13-15-SR-14 output.

[0105] The power of the engine is transmitted to the second input shaft 2 through the second dry clutch C2, the second input shaft 2 transmits the power to the intermediate shaft 30 through the second transmission wheel 6 of the intermediate shaft, the intermediate shaft 30 transmits the power to the first input shaft 1 through the second sleeve S5 of the intermediate shaft, the third and fourth gear wheels 8 of the intermediate shaft, the first sleeve S4 of the intermediate shaft and the first transmission wheel 7 of the intermediate shaft in sequence, the first input shaft 1 transmits the power to the second shaft 20 through the fifth and sixth gear sleeve S1, and the second shaft 20 transmits the power to the auxiliary box for output.

[0106] See also Figure 8 , the figure is a transmission principle diagram of the 7-gear dual-clutch automatic transmission. When shifting from the 6th gear to the 7th gear, there is no need to perform pre-gear operation, switch the engagement state of the auxiliary box synchronizer SR, and combine the input end of the auxiliary box synchronizer SR with the output shaft 14. The input end of the second shaft 20 directly drives the output shaft 14. At this time, the dual-clutch automatic transmission works in the high-speed range. The power transmission path of the 7th gear is the same as the 1st gear, the power transmission path of the 8th gear is the same as the 2nd gear, the power transmission path of the 9th gear is the same as the 3rd gear, the power transmission path of the 10th gear is the same as the 4th gear, the power transmission path of the 11th gear is the same as the 5th gear, and the power transmission path of the 12th gear is the same as the 6th gear, and the upshifting and pre-gearing process of each gear in the high-speed range is the same as the process of each gear in the low-speed range.

[0107] The downshifting process of the dual-clutch automatic transmission is the reverse operation of the upshifting process. For example, when the current online gear is 10th gear, when downshifting, the main box is pre-shifted to 9th gear. By switching the dual clutch, it can be achieved to enter 9th gear without power interruption.

[0108] When the dual-clutch automatic transmission needs to be engaged in reverse gear, it first enters the neutral gear running state, and then engages in reverse gear. The reverse gear is divided into reverse gear 1 and reverse gear 2. In reverse gear 1, the first dry clutch C1 is engaged, and in reverse gear 2, the second dry clutch C2 is engaged. At the same time, combined with the working mode of the auxiliary box synchronizer, a total of 4 reverse gears are realized. The intermediate shaft reverse gear intermediate gear 10 controls the rotation direction of the second shaft 20, so that the auxiliary box rotates in the opposite direction to realize reverse gear.

[0109] The current online gear position is an odd gear, which includes an odd forward gear and an odd reverse gear. The first dry clutch C1 is in a connected state, and the second dry clutch C2 is in a disconnected state.

[0110] The current online gear position is an even-numbered gear, which includes an even-numbered forward gear and an even-numbered reverse gear. The first dry clutch C1 is in a disengaged state, and the second dry clutch C2 is in a engaged state.

[0111] The dual-clutch automatic transmission is provided with a plurality of gears on the second shaft 20 and the intermediate shaft 30, and the gear shifting operation is realized by controlling the combination of the change sleeve and the gear gear. Each gear gear can be a power transmission gear of different gears, that is, the same gear can transmit torque in multiple gears, which solves the problem that the gears of the existing dual-clutch automatic transmission can only transmit torque to a single gear, greatly reduces the number of gears of the entire dual-clutch automatic transmission, simplifies the overall structure, and reduces the size of the dual-clutch automatic transmission.

[0112] Example 1

[0113] The second object of the present invention is to provide a power system, including an engine and the above-mentioned dual-clutch automatic transmission, the output end of the engine is connected to the dual clutch of the dual-clutch automatic transmission, and the output shaft of the dual-clutch automatic transmission is used to connect to the drive shaft of the vehicle.

[0114] Example 2

[0115] A third object of the present invention is to provide a vehicle, comprising a vehicle body, and the dual-clutch automatic transmission mounted on the vehicle body.

[0116] The above contents are only for explaining the technical idea of ​​the present invention and cannot be used to limit the protection scope of the present invention. Any changes made on the basis of the technical solution in accordance with the technical idea proposed by the present invention shall fall within the protection scope of the claims of the present invention.

Claims

1. A dual clutch automatic transmission, It is characterized in that Including dual clutch, main box and auxiliary box; The main box comprises a first input shaft (1), a secondary shaft (20), a second input shaft (2), an intermediate shaft (30) and a shift gear set; The first input shaft (1) and the second input shaft (2) are coaxially sleeved, the input ends of the first input shaft (1) and the second input shaft (2) are respectively connected to the dual clutch, the intermediate shaft (30) is arranged in parallel with the two shafts (20), the two shafts (20) are coaxially arranged with the first input shaft (1), and the output ends of the two shafts (20) are connected to the auxiliary box; The intermediate shaft (30) and the second shaft (20) are both provided with a plurality of shift gear sets, the shift gear sets comprising a sliding sleeve and a gear gear; the gear gear is sleeved on the corresponding intermediate shaft (30) or the second shaft (20), the sliding sleeve is sleeved on the gear gear and can slide axially, so that the gear gear is connected to or disconnected from the corresponding intermediate shaft (30) or the second shaft (20), and the intermediate shaft (30) and the second shaft (20) are meshed through the gear gear and the transmission wheel; Controlling the combination state of the plurality of shift gear sets to form a plurality of gear positions, and making one of the two adjacent gear positions in an in-gear state, the gear position in the in-gear state being combined with the dual clutch for power transmission, and the other gear position being in a pre-gear state, the gear position in the pre-gear state being disconnected from the dual clutch; The auxiliary box changes the output torque of the gear in the gear state by switching the engagement state of the auxiliary box synchronizer.

2. The dual clutch automatic transmission according to claim 1, It is characterized in that The shift gear set includes a single-side shift gear set and a double-side shift gear set; The unilateral shift gear set comprises a sliding sleeve and a gear position gear, the sliding sleeve is connected to the intermediate shaft (30) or the secondary shaft (20) through a spline wheel, and the gear position gear is located on one side of the spline wheel; The double-sided gear shifting gear set comprises a sliding sleeve and two gear gears. The sliding sleeve is connected to an intermediate shaft (30) or a second shaft (20) via a spline wheel. The two gear gears are respectively located on both sides of the spline wheel. The sliding sleeve moves axially to combine the spline wheel with different gear gears.

3. The dual clutch automatic transmission according to claim 1, It is characterized in that The two shafts are provided with a first unilateral shift gear set, a second unilateral shift gear set and a bilateral shift gear set in sequence from the input end to the output end; The first single-sided shift gear set comprises a fifth- and sixth-speed sliding sleeve (S1) and two spline wheels, the two spline wheels being respectively mounted on the output end of the first input shaft (1) and the input end of the second shaft (20), the fifth- and sixth-speed sliding sleeve (S1) being sleeved on the two spline wheels and being able to move axially, so as to enable the first input shaft (1) and the second shaft (20) to be connected or disconnected; The second unilateral shift gear set comprises a third and fourth gear sliding sleeve (S2) and a second shaft third and fourth gear gear (3), wherein the second shaft third and fourth gear gear (3) is sleeved on the second shaft (20), and the third and fourth gear sliding sleeve (S2) is sleeved on the second shaft via a spline wheel and is capable of axial movement, so that the second shaft third and fourth gear gear (3) is connected to or disconnected from the second shaft (20); The double-sided shift gear set comprises a reverse gear sleeve (S3), a second-shaft first and second-gear gear (4) and a second-shaft reverse gear wheel (5); the reverse gear sleeve (S3) is sleeved on the second shaft (20) through a spline wheel, the second-shaft first and second-gear gear (4) and the second-shaft reverse gear wheel (5) are sleeved on the second shaft (20) and are located on both sides of the reverse gear sleeve (S3), and the reverse gear sleeve (S3) can move axially to enable the second shaft (20) to be combined with the second-shaft first and second-gear gear (4) or the second-shaft reverse gear wheel (5).

4. The dual clutch automatic transmission according to claim 3, It is characterized in that The intermediate shaft is provided with a third unilateral shift gear set and a fourth unilateral shift gear set; The third unilateral shift gear set comprises a first intermediate shaft sliding sleeve (S4), a first intermediate shaft transmission wheel (7) and third and fourth intermediate shaft gears (8); The intermediate shaft first transmission wheel (7) and the intermediate shaft third and fourth gear wheels (8) are sleeved on the intermediate shaft (30), one end of the intermediate shaft first transmission wheel (7) is constantly meshed with the first input shaft (1), the intermediate shaft first sliding sleeve (S4) is sleeved on the intermediate shaft first transmission wheel (7) and / or the intermediate shaft third and fourth gear wheels (8), the intermediate shaft first sliding sleeve (S4) moves axially to enable the intermediate shaft first transmission wheel (7) and the intermediate shaft third and fourth gear wheels (8) to be connected or disconnected, and the intermediate shaft third and fourth gear wheels (8) are constantly meshed with the second shaft third and fourth gear gears (3); The fourth unilateral shift gear set comprises a second intermediate shaft sliding sleeve (S5), which is arranged on the intermediate shaft (30) through a spline wheel sleeve and can move axially to enable the third and fourth gear wheels (8) of the intermediate shaft to be connected to or disconnected from the intermediate shaft (30).

5. The dual clutch automatic transmission according to claim 4, It is characterized in that The intermediate shaft (30) is also fixedly sleeved with an intermediate shaft second transmission wheel (6) and an intermediate shaft first gear wheel (9); The second transmission wheel (6) of the intermediate shaft is constantly meshed with the second input shaft (2), and the first gear wheel (9) of the intermediate shaft is constantly meshed with the first and second gears (4) of the second shaft.

6. The dual clutch automatic transmission according to claim 3, It is characterized in that The intermediate shaft is provided with an intermediate shaft reverse gear wheel (11), and the intermediate shaft reverse gear wheel (11) is meshed with the second shaft reverse gear wheel (5) through the intermediate shaft reverse gear intermediate wheel (10).

7. The dual clutch automatic transmission according to claim 1, It is characterized in that The auxiliary box includes an auxiliary box synchronizer (SR), a gear set and an output shaft (14); The input end of the auxiliary box synchronizer (SR) is connected to the second shaft (20), and the input end of the auxiliary box synchronizer (SR) is connected to the output end through a gear set; When the input end of the auxiliary gearbox synchronizer (SR) is connected to the output shaft (14), the second shaft (20) directly drives the output shaft (14); When the output end of the auxiliary gearbox synchronizer (SR) is connected to the output shaft (14), the two shafts (20) drive the output shaft (14) through the gear set.

8. The dual clutch automatic transmission according to claim 1, It is characterized in that When the gear position in the gear state is an odd-numbered gear, the first dry clutch (C1) is in an engaged state, and the second dry clutch (C2) is in a disengaged state; When the gear position in the gear state is an even-numbered gear, the second dry clutch (C2) is in a connected state and the first dry clutch (C1) is in a disconnected state.

9. A control method for a dual clutch automatic transmission according to any one of claims 1 to 8, It is characterized in that Under the current gear operation state, the engagement state of at least one idle gear shifting gear set is changed to put the adjacent gear in the pre-gear state, and then the engagement state of the dual clutch is switched to put the pre-gear gear into the working state.

10. A power system, It is characterized in that It comprises an engine and a dual-clutch automatic transmission as claimed in any one of claims 1 to 8, wherein the output end of the engine is connected to the dual clutch of the dual-clutch automatic transmission, and the output shaft of the dual-clutch automatic transmission is used to connect to the driving shaft of the vehicle.

Images