Transmission device of eight-gear double-clutch automatic transmission

Abstract

A transmission device of an eight-gear double-clutch automatic transmission comprises an engine, a first double clutch, a second double clutch, an input shaft assembly, a first intermediate shaft assembly, a second intermediate shaft assembly and a differential mechanism assembly, and an output shaft of the engine is fixedly connected with the first double clutch and the second double clutch through the input shaft. The first intermediate shaft assembly is arranged on one side of the input shaft assembly, a first differential mechanism driving gear, a second-gear driven gear, a fourth-gear driven gear, a first-gear driven gear and a fifth-gear driven gear are sequentially arranged on a first intermediate shaft from left to right, and the second intermediate shaft assembly is arranged on the other side of the input shaft assembly. A second differential mechanism driving gear, an R-gear driven gear, a sixth-gear driven gear, a third-gear driven gear and a seventh-gear driven gear are sequentially arranged on the second intermediate shaft from left to right, the differential mechanism assembly comprises a differential mechanism, a first differential mechanism output shaft and a second differential mechanism output shaft, and a differential mechanism driven gear is arranged on the second differential mechanism output shaft.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile transmission technology, in particular to an eight-gear double-clutch automatic transmission transmission device. BACKGROUND

[0002] The concept of double-clutch automatic transmission (DCT) has been around for about 70 years since it was first proposed in 1939. Kégresse.A, a German, first applied for a double-clutch transmission patent, proposing a design concept of dividing the manual transmission into two parts, one part transmitting odd gears and the other part transmitting even gears. And its power transmission is connected to two input shafts through two clutches, and the passive gears of adjacent gears are staggered with the two input shaft gears, and the control of the two clutches can realize the conversion of transmission ratio without cutting off the power, thereby shortening the shifting time and effectively improving the shifting quality.

[0003] Patent No. CN105723116B discloses a double-clutch transmission, which comprises at least nine switching units (S1a-S9a; S1b-S9b) for establishing an active connection between the input shafts (11a, 12a; 11b, 12b) and the first and second countershafts (13a; 13b) and (14a; 14b), and the switching units are used at least structurally to switch out at least eight sequentially switchable forward transmission gears (V1a-V8a) and at least one reverse transmission gear (R1a, R2a) together with the gear planes (Z1a-Z5a; Z1b-Z5b). And through the 8 / 6 gear implementation method of the first plane sequence, the 4 gear implementation method of the second plane sequence, the 2 gear implementation method of the third plane sequence, the R / 3 gear implementation method of the fourth plane sequence, and the 7 / 5 gear implementation method of the fifth plane sequence, the arrangement structure of the double-clutch transmission transmission device is realized.

[0004] Through structural comparison, it can be seen that the transmission device disclosed in patent CN105723116B includes 5 / 7 and 6 / 8 groups of common meshing three-connected gears and nine groups of switching units. The main high-torque gears of this device are arranged in the third and fourth plane sequences, and the third and fourth plane sequences are concentrated in the middle part of the transmission shaft assembly. According to the principle of leverage, arranging high-torque gears in the middle part of the shaft will require higher bearing strength for the reliability of the entire transmission system. Generally, the method to improve the bearing strength of the corresponding part is to increase the material usage of the corresponding part (such as thickening) or use higher grade materials, etc. Therefore, the cost of arranging relatively high-torque gears at the end is higher. SUMMARY

[0005] The eight-gear dual-clutch automatic transmission transmission device aims at the corresponding deficiencies of the prior art, provides a more economical structure scheme and a more reasonable power shift performance combination scheme from the whole vehicle user demand, and can better meet the use experience of the whole vehicle user.

[0006] The eight-gear dual-clutch automatic transmission transmission device is realized by the following scheme: an eight-gear dual-clutch automatic transmission transmission device, comprising an engine, a first dual clutch, a second dual clutch, an input shaft assembly, a first intermediate shaft assembly, a second intermediate shaft assembly and a differential assembly, the output shaft of the engine is connected and fixed with the first dual clutch and the second dual clutch through the input shaft, the first dual clutch is connected with the first input shaft in the input shaft assembly, the outer circumference of the front section of the first input shaft is sleeved with the second input shaft, the rear section of the first input shaft is sequentially provided with a third gear driving gear, a first gear driving gear and a fifth / seventh gear driving gear from left to right, and the second input shaft is sequentially provided with a second gear driving gear and a fourth / sixth gear driving gear from left to right; The first intermediate shaft assembly is arranged on one side of the input shaft assembly, and the first intermediate shaft assembly comprises a first intermediate shaft, the first intermediate shaft is sequentially provided with a first differential driving gear, an R gear driven gear, a fourth gear driven gear, a first gear driven gear and a fifth gear driven gear from left to right, the R gear driven gear and the second gear driven gear are meshed with each other, a four R gear synchronizer is arranged between the second gear driven gear and the fourth gear driven gear, a one-fourth gear driven gear connecting engagement mechanism is arranged between the fourth gear driven gear and the first gear driven gear, a three / five gear synchronizer is arranged between the first gear driven gear and the fifth gear driven gear, the fourth gear driven gear and the fourth / sixth gear driving gear are meshed with each other, the first gear driven gear and the fifth gear driven gear are respectively meshed with the first gear driving gear and the fifth / seventh gear driving gear, the four R gear synchronizer and the fifth gear synchronizer are connected and fixed with the first intermediate shaft, and the one-fourth gear driven gear connecting engagement mechanism is connected and fixed with the first gear driven gear. The second intermediate shaft assembly is arranged on the other side of the input shaft assembly, and the second intermediate shaft assembly comprises a second intermediate shaft, the second intermediate shaft is sequentially provided with a second differential driving gear, a second gear driven gear, a sixth gear driven gear, a third gear driven gear and a seventh gear driven gear from left to right, a two / six gear synchronizer is arranged between the second gear driven gear and the sixth gear driven gear, a three / seven gear synchronizer is arranged between the third gear driven gear and the seventh gear driven gear, the second gear driven gear and the second gear driving gear are meshed with each other, the sixth gear driven gear and the fourth / sixth gear driving gear are meshed with each other, the third gear driven gear and the third gear driving gear are meshed with each other, the seventh gear driven gear and the fifth / seventh gear driving gear are meshed with each other, and the two / six gear synchronizer and the three / seven gear synchronizer are connected and fixed with the second intermediate shaft. The differential assembly comprises a differential, a first differential output shaft and a second differential output shaft, the first differential output shaft and the second differential output shaft are respectively connected and fixed with the differential, a differential driven gear is arranged on the second differential output shaft, and the differential driven gear is respectively meshed with a first differential driving gear and a second differential driving gear.

[0007] The second gear driving gear, the second gear driven gear and the R gear driven gear are arranged as series three-connected gears in the same plane.

[0008] The fourth gear driving gear, the fourth gear driven gear and the sixth gear driven gear are arranged as series three-connected gears in the same plane.

[0009] The fifth gear driving gear, the fifth gear driven gear and the seventh gear driven gear are arranged as series three-connected gears in the same plane.

[0010] The first input shaft, the second input shaft, the first intermediate shaft, the second intermediate shaft, the first differential input shaft and the second differential input shaft are supported and positioned by bearings.

[0011] The R gear driven gear, the fourth gear driven gear, the first gear driven gear and the fifth gear driven gear are sleeved on the first intermediate shaft, the second gear driven gear, the sixth gear driven gear, the third gear driven gear and the seventh gear driven gear are sleeved on the second intermediate shaft, and the differential driven gear is sleeved on the second differential output shaft.

[0012] The present application has the advantages that: 1. The present application optimizes the gear structure arrangement, systematically improves the gear meshing mode, provides three groups of three-connected gear transmission chain structures, occupies shorter axial space and has higher cost advantage. 2. The present application adopts 8 groups of gear shifting mechanisms to realize the basic demand configuration of 8 forward gears and 1 reverse gear, and has higher cost advantage. 3. The present application adopts the gear transmission chain of double high-speed 8 gears and double low-speed reverse gears, provides more flexible double power gear selection on the basis of meeting the basic performance, and provides richer driving experience for vehicle users.

[0013] 4. The present application adopts a more optimal structure combination arrangement to realize the new transmission path and gear meshing scheme of 2 / R gear, 4 / 6 gear, 3 gear, 1 gear, 5 / 7 gear and 8 gear, realizes the economic mechanism combination of 8-gear double clutch transmission, provides a more economical structure scheme and a more reasonable power shift performance combination scheme, and can better meet the use experience of vehicle users. BRIEF DESCRIPTION OF DRAWINGS

[0014] Figure 1 It is a structural schematic view of the present application. Figure 2is a first gear power transmission path diagram; Figure 3 is a second gear power transmission path diagram; Figure 4 is a third gear power transmission path diagram; Figure 5 is a fourth gear power transmission path diagram; Figure 6 is a fifth gear power transmission path diagram; Figure 7 is a sixth gear power transmission path diagram; Figure 8 is a seventh gear power transmission path diagram; Figure 9 is a first eighth gear power transmission path diagram; Figure 10 is a second eighth gear power transmission path diagram; Figure 11 is a first reverse gear power transmission path diagram; Figure 12 is a second reverse gear power transmission path diagram. DETAILED DESCRIPTION

[0015] As Figure 1As shown, an eight-gear dual clutch automatic transmission transmission device, including engine ICE, first dual clutch C1, second dual clutch C2, input shaft assembly, first intermediate shaft assembly, second intermediate shaft assembly and differential assembly, the output shaft of the engine ICE is connected and fixed with the first dual clutch C1 and the second dual clutch C2 through the input shaft Z1, the first dual clutch C1 is connected with the first input shaft Z2 in the input shaft assembly, the outer circumference of the front section of the first input shaft Z2 is sleeved with the second input shaft Z3, the rear section of the first input shaft Z2 is sequentially provided with three gears driving gear G7, one driving gear G8 and five-seven driving gear G9 from left to right, the second input shaft Z3 is sequentially provided with two driving gear G5 and four-six driving gear G6 from left to right; the first intermediate shaft assembly is arranged on one side of the input shaft assembly, the first intermediate shaft assembly includes first intermediate shaft Z4, the first intermediate shaft Z4 is sequentially provided with first differential driving gear G14, R gear driven gear G1, four gear driven gear G2, one gear driven gear G3 and five gear driven gear G4 from left to right, the R gear driven gear G1 is engaged with the two gear driven gear G10, the two gear driven gear G10 and the four gear driven gear G2 are provided with four R gear synchronizer T1, the four gear driven gear G3 and the one gear driven gear G3 are provided with a one-four gear driven gear connection engagement mechanism T5, the one gear driven gear G3 and the five gear driven gear G4 are provided with three-five gear synchronizer T2, the four gear driven gear G2 and the four-six driving gear G6 are engaged with each other, the one gear driven gear G3 and the five gear driven gear G4 are engaged with the one driving gear G8 and the five-seven driving gear (G9) respectively, the four R gear synchronizer T1 and the five gear synchronizer T2 are connected and fixed with the first intermediate shaft Z4, the one-four gear driven gear connection engagement mechanism T5 is connected and fixed with the one gear driven gear G3; the second intermediate shaft assembly is arranged on the other side of the input shaft assembly, the second intermediate shaft assembly includes second intermediate shaft Z5, the second intermediate shaft Z5 is sequentially provided with second differential driving gear G15, two gear driven gear G10, six gear driven gear G11, three gear driven gear G12 and seven gear driven gear G13 from left to right, the two gear driven gear G10 and the six gear driven gear G11 are provided with two-six gear synchronizer T3, the three gear driven gear G12 and the seven gear driven gear G13 are provided with three-seven gear synchronizer T4, the two gear driven gear G10 and the two driving gear G5 are engaged with each other, the six gear driven gear G11 and the four-six driving gear G6 are engaged with each other, the three gear driven gear G12 and the three driving gear G7 are engaged with each other, the seven gear driven gear G13 and the five-seven driving gear G9 are engaged with each other, the two-six gear synchronizer T3 and the three-seven gear synchronizer T4 are connected and fixed with the second intermediate shaft Z5.The differential assembly comprises a differential, a first differential output shaft Z6 and a second differential output shaft Z7, the first differential output shaft Z6 and the second differential output shaft Z7 are respectively fixedly connected with the differential, a differential driven gear G16 is arranged on the second differential output shaft Z7, the differential driven gear G16 is sleeved on the second differential output shaft Z7. The differential driven gear G16 is respectively meshed with a first differential driving gear G14 and a second differential driving gear G15. The first input shaft Z2, the second input shaft Z3, the first intermediate shaft Z4, the second intermediate shaft Z5, the first differential input shaft Z6 and the second differential input shaft Z7 are supported and positioned by bearings.

[0016] The second gear driving gear G5, the second gear driven gear G10 and the R gear driven gear G1 are series three connected gears arranged in the same plane. The fourth gear driving gear G6, the fourth gear driven gear G2 and the sixth gear driven gear G11 are series three connected gears arranged in the same plane. The fifth gear driving gear G9, the fifth gear driven gear G4 and the seventh gear driven gear G13 are series three connected gears arranged in the same plane.

[0017] The eighth gear of the transmission device is realized by eight switching mechanisms, wherein the eight switching mechanisms include two four R gear switching mechanisms of the two four R gear synchronizer T1, one five gear switching mechanism of the five gear synchronizer T2, two two six gear switching mechanisms of the two six gear synchronizer T3, two three seven gear switching mechanisms of the three seven gear synchronizer T4, and one driven gear switching mechanism of the one four gear driven gear connection engagement mechanism T5.

[0018] As shown in Figures 2 to 12 The first gear power transmission path in the eight-gear dual-clutch automatic transmission device is: engine ICE→input shaft Z1→first dual clutch C1→first input shaft Z2→first gear driving gear G8→first gear driven gear G3→four gear driven gear connection engagement mechanism T5→fourth gear driven gear G2→fourth six gear driving gear G6→second input shaft Z3→second gear driving gear G5→second gear driven gear G10→second differential driving gear G15.

[0019] The second gear power transmission path is: engine ICE→input shaft Z1→second dual clutch C2→second input shaft Z3→second gear driving gear G5→second gear driven gear G10→second differential driving gear G15.

[0020] The third gear power transmission path is: engine ICE→input shaft Z1→first dual clutch C1→first input shaft Z2→third gear driving gear G7→third gear driven gear G12→second intermediate shaft Z5→second differential driving gear G15.

[0021] The fourth gear power transmission path is: engine ICE→input shaft Z1→second dual clutch C2→second input shaft Z3→fourth / sixth gear driving gear G6→fourth gear driven gear G2→first intermediate shaft Z4→first differential driving gear G14.

[0022] The fifth gear power transmission path is: engine ICE→input shaft Z1→first dual clutch C1→first input shaft Z2→fifth / seventh gear driving gear G9→fifth gear driven gear G4→first intermediate shaft Z4→first differential driving gear G14.

[0023] The sixth gear power transmission path is: engine ICE→input shaft Z1→second dual clutch C2→second input shaft Z3→fourth / sixth gear driving gear G6→sixth gear driven gear G11→second intermediate shaft Z5→second differential driving gear G15.

[0024] The seventh gear power transmission path is: engine ICE→input shaft Z1→first dual clutch C1→first input shaft Z2→fifth / seventh gear driving gear G9→seventh gear driven gear G13→second intermediate shaft Z5→second differential driving gear G15.

[0025] The first eighth gear power transmission path is: engine ICE→input shaft Z1→second dual clutch C2→second input shaft Z3→fourth / sixth gear driving gear G6→fourth gear driven gear G2→fourth gear driven gear connecting engagement mechanism T5→first gear driven gear G3→first gear driving gear G8→fifth / seventh gear driving gear G9→fifth gear driven gear G4→first intermediate shaft Z4→first differential driving gear G14. The first eighth gear transmission path is used for power downshift working condition.

[0026] The second eighth gear power transmission path is: engine ICE→input shaft Z1→second dual clutch C2→second input shaft Z3→fourth / sixth gear driving gear G6→fourth gear driven gear G2→fourth gear driven gear connecting engagement mechanism T5→first gear driven gear G3→first gear driving gear G8→fifth / seventh gear driving gear G9→seventh gear driven gear G13→second intermediate shaft Z5→second differential driving gear G15. The second eighth gear transmission path is used for economic cycle working condition.

[0027] The first reverse gear power transmission path is: engine ICE→input shaft Z1→second dual clutch C2→second input shaft Z3→second gear driving gear G5→second gear driven gear G10→reverse gear driven gear G1→fourth / reverse gear synchronizer T1→first intermediate shaft Z4→first differential driving gear G14. The first reverse gear is used for conventional standard working condition.

[0028] The second reverse power transmission path is: engine ICE→ input shaft Z1→ first double clutch C1→ first input shaft Z2→ first main gear G8→ first driven gear G3→ fourth driven gear connection engaging mechanism T5→ fourth driven gear G2→ fourth / sixth main gear G6→ second input shaft Z3→ second main gear G5→ second driven gear G10→ reverse driven gear G1→ fourth reverse synchronizer T1→ first intermediate shaft Z4→ first differential main gear G14. The second reverse is used for special power conditions.

[0029] The present application realizes a new 8-speed double clutch transmission economic mechanism combination through a more optimal structure combination arrangement, a first plane sequence arrangement 2 / R gear implementation method, a second plane sequence arrangement 4 / 6 gear implementation method, a third plane sequence arrangement 3 gear implementation method, a fourth plane sequence arrangement 1 gear implementation method, and a fifth plane sequence arrangement 5 / 7 gear implementation method. The third plane sequence and the fourth plane sequence can be interchanged according to requirements, and three sets of meshing three-connected gears of 2 / R, 4 / 6 and 5 / 7 are realized. At least two or more transmission schemes of 8 gears and reverse gears are realized. Starting from the user demand of the whole vehicle, a more economic structure scheme and a more reasonable power shift performance combination scheme are provided, and the use experience of the whole vehicle user is better met.

[0030] Table 1 is the parameter configuration of each gear Name Number of teeth First gear driving gear (G8) 25 Second gear driving gear (G5) 19 Third gear driving gear (G7) 26 Fourth / sixth gear driving gear (G6) 47 Fifth / seventh gear driving gear (G9) 53 First gear driven gear (G3) 49 Second gear driven gear (G1) 55 Third gear driven gear (G12) 51 Fourth gear driven gear (G2) 52 Fifth gear driven gear (G4) 46 Sixth gear driven gear (G11) 43 Seventh gear driven gear (G13) 38 R gear driven gear (G10) 58 First differential driving gear (G14) 20 Second differential driving gear (G15) 15 Differential driven gear (G16) 71 Table 1 Table 2 is the gear ratio configuration of each gear Name Speed ratio Functional description First gear 18.205 / Second gear 10.276 / Third gear 6.963 / Fourth gear 5.237 / Fifth gear 4.108 / Sixth gear 3.248 / Seventh gear 2.545 / 8th gear-1 2.319 Suitable for power downshift working condition 8th gear-2 1.437 Suitable for economic cycle working condition R gear-1 14.449 Suitable for regular standard working condition R gear-2 30.955 Suitable for special power working condition Table 2 Table 3 is the transmission gear logic diagram

[0031] Table 3 The above only describes the preferred embodiments of the present application and is not used to limit the present application. The person skilled in the art can make changes to the present application without departing from the spirit of the present application, and the changes fall within the protection scope of the present application.

Claims

1. An eight-speed dual clutch automatic transmission driveline comprising an engine (ICE), a first dual clutch (C1), a second dual clutch (C2), an input shaft assembly, a first countershaft assembly, a second countershaft assembly, and a differential assembly, characterized by: The output shaft of the engine (ICE) is connected and fixed with the first double clutch (C1) and the second double clutch (C2) through the input shaft (Z1), the first double clutch (C1) is connected with the first input shaft (Z2) in the input shaft assembly, the outer circumference of the front section of the first input shaft (Z2) is sleeved with the second input shaft (Z3), the rear section of the first input shaft (Z2) is sequentially provided with a three-gear driving gear (G7), a first-gear driving gear (G8) and a five-seven-gear driving gear (G9) from left to right, and the second input shaft (Z3) is sequentially provided with a two-gear driving gear (G5) and a four-six-gear driving gear (G6) from left to right; The first intermediate shaft assembly is arranged on one side of the input shaft assembly, and the first intermediate shaft assembly comprises a first intermediate shaft (Z4), the first intermediate shaft (Z4) is sequentially provided with a first differential driving gear (G14), an R-gear driven gear (G1), a four-gear driven gear (G2), a first-gear driven gear (G3) and a five-gear driven gear (G4) from left to right, the R-gear driven gear (G1) and the two-gear driven gear (G10) are meshed with each other, a four-R-gear synchronizer (T1) is arranged between the two-gear driven gear (G10) and the four-gear driven gear (G2), a one-four-gear driven gear connecting engagement mechanism (T5) is arranged between the four-gear driven gear (G3) and the first-gear driven gear (G3), a three-five-gear synchronizer (T2) is arranged between the first-gear driven gear (G3) and the five-gear driven gear (G4), the four-gear driven gear (G2) and the four-six-gear driving gear (G6) are meshed with each other, the first-gear driven gear (G3) and the five-gear driven gear (G4) are respectively meshed with the first-gear driving gear (G8) and the five-seven-gear driving gear (G9), the four-R-gear synchronizer (T1) and the five-gear synchronizer (T2) are connected and fixed with the first intermediate shaft (Z4), and the one-four-gear driven gear connecting engagement mechanism (T5) is connected and fixed with the first-gear driven gear (G3); The second intermediate shaft assembly is arranged on the other side of the input shaft assembly, and the second intermediate shaft assembly comprises a second intermediate shaft (Z5), the second intermediate shaft (Z5) is sequentially provided with a second differential driving gear (G15), a two-gear driven gear (G10), a six-gear driven gear (G11), a three-gear driven gear (G12) and a seven-gear driven gear (G13) from left to right, a two-six-gear synchronizer (T3) is arranged between the two-gear driven gear (G10) and the six-gear driven gear (G11), a three-seven-gear synchronizer (T4) is arranged between the three-gear driven gear (G12) and the seven-gear driven gear (G13), the two-gear driven gear (G10) and the two-gear driving gear (G5) are meshed with each other, the six-gear driven gear (G11) and the four-six-gear driving gear (G6) are meshed with each other, the three-gear driven gear (G12) and the three-gear driving gear (G7) are meshed with each other, the seven-gear driven gear (G13) and the five-seven-gear driving gear (G9) are meshed with each other, and the two-six-gear synchronizer (T3) and the three-seven-gear synchronizer (T4) are connected and fixed with the second intermediate shaft (Z5). The differential assembly comprises a differential, a first differential output shaft (Z6) and a second differential output shaft (Z7), the first differential output shaft (Z6) and the second differential output shaft (Z7) are respectively connected and fixed with the differential, a differential driven gear (G16) is arranged on the second differential output shaft (Z7), and the differential driven gear (G16) is respectively meshed with a first differential driving gear (G14) and a second differential driving gear (G15).

2. An eight-speed dual clutch automatic transmission powertrain according to claim 1, characterized in that: The second gear driving gear (G5), the second gear driven gear (G10) and the R gear driven gear (G1) are series three connected gears arranged in the same plane.

3. An eight-speed dual clutch automatic transmission powertrain according to claim 1, characterized in that: The fourth gear driving gear (G6), the fourth gear driven gear (G2) and the sixth gear driven gear (G11) are series three connected gears arranged in the same plane.

4. An eight-speed dual clutch automatic transmission powertrain according to claim 1, characterized in that: The fifth gear driving gear (G9), the fifth gear driven gear (G4) and the seventh gear driven gear (G13) are series three connected gears arranged in the same plane.

5. An eight-speed dual clutch automatic transmission powertrain according to claim 1, characterized in that: The first input shaft (Z2), the second input shaft (Z3), the first intermediate shaft (Z4), the second intermediate shaft (Z5), the first differential input shaft (Z6) and the second differential input shaft (Z7) are supported and positioned by bearings.

6. An eight-speed dual clutch automatic transmission powertrain according to claim 1, characterized in that: The R gear driven gear (G1), the fourth gear driven gear (G2), the first gear driven gear (G3) and the fifth gear driven gear (G4) are sleeved on the first intermediate shaft (Z4), the second gear driven gear (G10), the sixth gear driven gear (G11), the third gear driven gear (G12) and the seventh gear driven gear (G13) are sleeved on the second intermediate shaft (Z5), and the differential driven gear (G16) is sleeved on the second differential output shaft (Z7).

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