CN104295677B - Automatic two-stage drive-by-wire multiple-gear transmission - Google Patents

Abstract

The invention discloses an automatic two-stage drive-by-wire multiple-gear transmission. A primary inner gear ring is constantly meshed with a first high-speed gear and a second high-speed gear along the peripheral inner sides of the gears. A secondary fly wheel inner gear ring is constantly meshed with a third high-speed gear, a fourth high-speed gear, a fifth high-speed gear and a sixth high-speed gear along the peripheral inner sides of the gears. A secondary fly wheel central gear is constantly meshed with a seventh high-speed gear. The high-speed gears are respectively connected with the driven ends of electromagnetic clutches, and the driving ends of the electromagnetic clutches are respectively connected with driving gears. The driving gears are respectively meshed with driven gears. Separation and connection of the electromagnetic clutches are respectively controlled by an electrical control unit, and drive control of forward gears and reverse gears is achieved. The automatic two-stage drive-by-wire multiple-gear transmission has multiple gears, is compact in structure and free of mechanical or hydraulic gear-shifting parts and adopts drive-by-wire power gear shifting.

Description

Two-stage control-by-wire multi-speed automatic transmission

technical field

The invention relates to an automatic transmission, more precisely a two-stage wire-controlled multi-speed automatic transmission.

Background technique

Automatic transmissions are widely used in various vehicles such as automobiles, electric vehicles, and construction machinery. The existing automatic transmissions mainly include hydromechanical automatic transmission (AT), metal belt continuously variable automatic transmission (CVT), mechanical automatic transmission (AMT) and dual clutch automatic transmission (DCT).

AT is mainly composed of hydraulic torque converter, planetary gear and hydraulic control device. It is an automatic transmission widely used at home and abroad. It can automatically adapt to changes in driving resistance. The power is not interrupted during the shifting process, and it is more stable when starting and accelerating. But at the same time, there are disadvantages such as complex structure, low transmission efficiency and complicated manufacturing process.

CVT is mainly composed of driving and driven wheels, transmission belt and hydraulic system. It transmits power through friction to realize stepless speed change. It has the advantages of small size, simple structure and stepless speed change. , high processing accuracy requirements and other shortcomings.

AMT is equipped with an electronic control mechanism on the basis of a manual transmission and a dry clutch. The electronic control unit controls the shifting mechanism and clutch to realize automatic gear shifting. It has the advantages of low cost and reliable operation, but AMT is a non-power shifting , the shifting process produces power interruption by controlling the separation of the clutch, and the shifting quality is poor.

DCT is developed on the basis of AMT technology. It has two built-in automatic control clutches, which are electronically controlled and hydraulically driven. It can control the operation of two clutches at the same time, overcoming the shortcoming of power interruption during AMT shifting, but the execution of DCT The mechanism includes an oil supply mechanism composed of a hydraulic pump, a hydraulic valve and an accumulator, a gear shift actuator driven by a hydraulic pressure or an electric motor, and a clutch operating mechanism driven by a hydraulic pressure or an electric motor. These hydraulic control mechanisms make the overall structure of the transmission complex and costly.

With the gradual maturity of automotive electronic technology and automatic control technology and the wide application of automotive network communication technology, automotive wire control technology has become the future development trend of automobiles; The controller replaces the mechanical and hydraulic systems, and the driver's manipulation action is converted into an electrical signal through the sensor, which is input to the electronic control unit, and the electronic control unit generates a control signal to drive the actuator to perform the required operation. Automobile control-by-wire technology can reduce the complexity of components, reduce hydraulic and mechanical transmission devices, and reduce manufacturing costs. At the same time, the flexibility of wiring layout expands the free space of automobile design.

Contents of the invention

The purpose of the present invention is to overcome the deficiencies of various existing automatic transmission technologies, and provide a novel dual-stage wire-controlled multi-speed automatic transmission that can realize power shifting, has simple structure, high reliability, and low cost; A plurality of independently arranged electromagnetic clutches control the shifting of the transmission.

Technical scheme of the present invention is as follows:

A two-stage wire-controlled multi-speed automatic transmission, comprising a transmission input shaft, a flywheel, a primary transmission intermediate shaft, a secondary flywheel, a transmission output shaft, a housing, and an electronic control unit; one end of the flywheel and one end of the transmission input shaft connection; the first driven gear and the second driven gear are fixedly connected to the intermediate shaft of the primary transmission in sequence, and the end of the intermediate shaft of the primary transmission away from the flywheel is fixedly connected to one end of the secondary flywheel; The seventh driven gear, the sixth driven gear, the fifth driven gear, the fourth driven gear and the third driven gear are fixedly connected to the transmission output shaft in sequence;

The other end of the flywheel is provided with a first-stage internal ring gear; the first-stage internal ring gear is constantly meshed with the first high-speed gear and the second high-speed gear along its gear circumferential inner side;

The first high-speed gear and the second high-speed gear are respectively connected to the passive end of the first electromagnetic clutch and the passive end of the second electromagnetic clutch, and the active end of the first electromagnetic clutch and the active end of the second electromagnetic clutch are respectively connected to the first electromagnetic clutch. A driving gear and a second driving gear are connected, and the first driving gear and the second driving gear are respectively in constant mesh with the first driven gear and the second driven gear;

The other end of the secondary flywheel is provided with a secondary flywheel internal gear and a secondary flywheel central gear; the secondary flywheel internal gear is located outside the secondary flywheel central gear;

The inner ring gear of the secondary flywheel is in constant mesh with the third high-speed gear, the fourth high-speed gear, the fifth high-speed gear and the sixth high-speed gear along the inner side of the gear circumference; the secondary flywheel central gear is constantly meshed with the seventh high-speed gear Engage;

The third high-speed gear, the fourth high-speed gear, the fifth high-speed gear, the sixth high-speed gear, and the seventh high-speed gear are respectively connected with the passive end of the third electromagnetic clutch, the passive end of the fourth electromagnetic clutch, and the passive end of the fifth electromagnetic clutch. terminal, the passive end of the sixth electromagnetic clutch, and the passive end of the seventh electromagnetic clutch; the active end of the third electromagnetic clutch, the active end of the fourth electromagnetic clutch, the active end of the fifth electromagnetic clutch, the sixth electromagnetic clutch The driving end and the driving end of the seventh electromagnetic clutch respectively pass through the third main shaft, the fourth main shaft, the fifth main shaft, the sixth main shaft, the seventh main shaft and the third driving gear, the fourth driving gear, the fifth driving gear, the sixth driving gear and the seventh driving gear; the third driving gear, the fourth driving gear, the fifth driving gear, the sixth driving gear, and the seventh driving gear are respectively connected with the third driven gear, the fourth driven gear, the fifth The driven gear, the sixth driven gear, and the seventh driven gear are in constant mesh;

The first electromagnetic clutch brush, the second electromagnetic clutch brush, the third electromagnetic clutch brush, the fourth electromagnetic clutch brush, the fifth electromagnetic clutch brush, the sixth electromagnetic clutch brush, The seventh electromagnetic clutch brush, the first electromagnetic clutch brush, the second electromagnetic clutch brush, the third electromagnetic clutch brush, the fourth electromagnetic clutch brush, the fifth electromagnetic clutch brush, and the sixth electromagnetic clutch brush , The seventh electromagnetic clutch brush and the first electromagnetic clutch slip ring, the second electromagnetic clutch slip ring, the third electromagnetic clutch slip ring, the fourth electromagnetic clutch slip ring, the fifth electromagnetic clutch slip ring, the sixth electromagnetic clutch slip ring , The slip ring of the seventh electromagnetic clutch maintains sliding contact; the first electromagnetic clutch brush, the second electromagnetic clutch brush, the third electromagnetic clutch brush, the fourth electromagnetic clutch brush, the fifth electromagnetic clutch brush, the sixth electromagnetic clutch brush The connecting terminals of the electromagnetic clutch brush and the seventh electromagnetic clutch brush are respectively connected to the first control output terminal, the second control output terminal, the third control output terminal, the fourth control output terminal, and the fifth control output terminal of the electronic control unit through wires. The output terminal, the sixth control output terminal, and the seventh control output terminal are connected;

The first main shaft and the second main shaft are distributed on the outer circumference of the intermediate shaft of the primary transmission, and the axis of the first main shaft, the axis of the second main shaft and the axis of the intermediate shaft of the primary transmission are parallel to each other; the third main shaft, the fourth The main shaft, the fifth main shaft, the sixth main shaft, and the seventh main shaft are distributed on the outer circumference of the transmission output shaft, and the axis of the third main shaft, the fourth main shaft, the fifth main shaft, the sixth main shaft, and the seventh main shaft The axis is parallel to the axis of the transmission output shaft;

The number of teeth of the first high-speed gear and the number of teeth of the second high-speed gear are respectively 0.3 to 0.7 times the number of teeth of the first-stage internal ring gear, so the first-stage internal ring gear and the first high-speed gear and the second high-speed gear are speed reduction Torsion transmission, this speed-up and torque-reducing transmission method makes the torque that the electromagnetic clutch must bear is 0.3 to 0.7 times the output torque of the transmission input shaft, which reduces the size of the electromagnetic clutch and reduces the power consumption of the electromagnetic clutch; The number of teeth of the third high-speed gear, the number of teeth of the fourth high-speed gear, the number of teeth of the fifth high-speed gear, and the number of teeth of the sixth high-speed gear are respectively 0.3~0.7 times the number of teeth of the inner ring gear of the secondary flywheel. The third high-speed gear, the fourth high-speed gear, the fifth high-speed gear and the sixth high-speed gear are speed-increasing and torque-reducing transmissions; the number of teeth of the seventh high-speed gear is 0.3 to 0.7 times the gear ratio of the secondary flywheel central gear, so The secondary flywheel central gear and the seventh high-speed gear are speed-increasing and torque-reducing transmissions.

The two-stage wire-controlled multi-speed automatic transmission of the present invention adopts the wire-control mode, which cancels the traditional mechanical and hydraulic transmission and shift control, and the electronic control unit completely controls the engagement and separation of the electromagnetic clutch through wires to realize the wire-control of the automatic transmission. shift gears.

Compared with the prior art, the present invention has the advantages of:

(1) The two-stage wire-controlled multi-speed automatic transmission of the present invention cancels the main clutch, synchronizer and shift fork mechanism of the traditional mechanical automatic transmission, and adopts the CBW-Control By Wire (CBW-Control By Wire) method to realize gear shifting without traditional The complex hydraulic oil supply mechanism, gear selection mechanism and clutch control mechanism of the automatic transmission are completely controlled by the electronic control unit through wires to engage and separate the electromagnetic clutch, so as to realize the wire-controlled shift of the automatic transmission, which simplifies the structure and reduces the cost. It also reduces the failure rate;

(2) The transmission gears of the two-stage wire-controlled multi-speed automatic transmission of the present invention are constantly meshed, and there is no need to cut off the power during the shifting process, which reduces the shifting impact and improves the acceleration performance and driving comfort of the car;

(3) The first main shaft and the second main shaft of the two-stage control-by-wire multi-speed automatic transmission of the present invention are distributed on the outer periphery of the intermediate shaft of the primary transmission, and the third main shaft, the fourth main shaft, the fifth main shaft, the sixth main shaft, the seventh main shaft The main shaft is distributed on the outer periphery of the output shaft of the transmission, and is arranged in a ring in space, which has a compact structure and saves the space of the transmission.

Description of drawings

FIG. 1 is a structural schematic diagram of the first gear, the second gear, the first reverse gear, and the second reverse gear of a dual-stage control-by-wire multi-speed mechanical automatic transmission according to an embodiment of the present invention.

Fig. 2 is a schematic diagram of the I-I section structure in Fig. 1 according to an embodiment of the present invention.

Fig. 3 is a schematic diagram of the II-II section structure in Fig. 1 according to an embodiment of the present invention.

Fig. 4 is a structural schematic diagram of the first gear and the second gear of the dual-stage control-by-wire multi-speed mechanical automatic transmission according to the embodiment of the present invention.

Fig. 5 is a structural schematic diagram of the third gear and the fourth gear of the dual-stage control-by-wire multi-speed mechanical automatic transmission according to the embodiment of the present invention.

Fig. 6 is a structural schematic diagram of the fifth gear and the sixth gear of the dual-stage control-by-wire multi-speed mechanical automatic transmission according to the embodiment of the present invention.

Fig. 7 is a structural diagram of the seventh gear and the eighth gear of the dual-stage control-by-wire multi-speed mechanical automatic transmission according to the embodiment of the present invention.

Fig. 8 is a structural schematic diagram of the first reverse gear and the second reverse gear of the dual-stage control-by-wire multi-speed mechanical automatic transmission according to the embodiment of the present invention.

In the figure: 1. Transmission input shaft 2. Housing 24. Primary transmission intermediate shaft 25. Transmission output shaft 3. Flywheel 31. Primary internal ring gear 41. First electromagnetic clutch 411. First electromagnetic clutch slip ring 412. The first electromagnetic clutch brush 42. The second electromagnetic clutch 421. The second electromagnetic clutch slip ring 422. The second electromagnetic clutch brush 43. The third electromagnetic clutch 431. The third electromagnetic clutch slip ring 432. The third electromagnetic clutch brush 44. The fourth electromagnetic clutch 441. The fourth electromagnetic clutch slip ring 442. The fourth electromagnetic clutch brush 45. The fifth electromagnetic clutch 451. The fifth electromagnetic clutch slip ring 452. The fifth electromagnetic clutch brush 46. The sixth electromagnetic clutch 461. The sixth electromagnetic clutch slip ring 462. The sixth electromagnetic clutch brush 47. The seventh electromagnetic clutch 471. The seventh electromagnetic clutch slip ring 472. The seventh electromagnetic clutch brush 4Z1. The first main shaft 4Z2. The second main shaft 4Z3. The third main shaft 4Z4. The fourth main shaft 4Z5. The fifth main shaft 4Z6. The sixth main shaft 4Z7. The seventh main shaft 51. The first high speed gear 52. The second high speed gear 53. The third high speed gear 54. The fourth high speed gear 55. The first Fifth high-speed gear 56. Sixth high-speed gear 57. Seventh high-speed gear 61. First driving gear 62. Second driving gear 63. Third driving gear 64. Fourth driving gear 65. Fifth driving gear 66. Sixth driving Gear 67. Seventh driving gear 71. First driven gear 72. Second driven gear 73. Third driven gear 74. Fourth driven gear 75. Fifth driven gear 76. Sixth driven gear 77 The seventh driven gear 80. The secondary flywheel 81. The internal ring gear of the secondary flywheel 82. The central gear of the secondary flywheel 100. The electronic control unit 100b. The first control output terminal 100a. The second control output terminal 100c. The third control Output terminal 100d. Fourth control output terminal 100e. Fifth control output terminal 100f. Sixth control output terminal 100g. Seventh control output terminal.

detailed description

Below in conjunction with the drawings in the embodiments of the present invention, the technical solutions in the embodiments of the present invention are described in detail. Obviously, the described embodiments are only part of the embodiments of the present invention, not all embodiments; based on the present invention Embodiments, all other embodiments obtained by persons of ordinary skill in the art without creative efforts fall within the protection scope of the present invention.

As shown in Figures 1 to 8, the two-stage wire-controlled multi-speed automatic transmission of the present invention includes a transmission input shaft 1, a flywheel 3, a primary transmission intermediate shaft 24, a secondary flywheel 80, a transmission output shaft 25, a housing 2, Electronic control unit 100; one end of the flywheel 3 is connected to one end of the transmission input shaft 1; the first driven gear 71 and the second driven gear 72 are sequentially fixedly connected to the intermediate shaft 24 of the primary transmission, and the intermediate shaft 24 of the primary transmission One end away from the flywheel 3 is fixedly connected to one end of the secondary flywheel 80; the output shaft 25 of the transmission is fixedly connected with the seventh driven gear 77, the sixth driven gear 76, the fifth driven gear 75, the fourth driven gear gear 74 and the third driven gear 73 .

The other end of the flywheel 3 is provided with a first-stage ring gear 31; the first-stage ring gear 31 is in constant mesh with the first high-speed gear 51 and the second high-speed gear 52 along its gear circumferential inner side.

The first high-speed gear 51, the second high-speed gear 52 are respectively connected with the passive end of the first electromagnetic clutch 41 and the passive end of the second electromagnetic clutch 42; the active end of the first electromagnetic clutch 41 and the active end of the second electromagnetic clutch 42 are respectively It is connected with the first driving gear 61 and the second driving gear 62 , and the first driving gear 61 and the second driving gear 62 are in constant mesh with the first driven gear 71 and the second driven gear 72 respectively.

The other end of the secondary flywheel 80 is provided with a secondary flywheel ring gear 81 and a secondary flywheel central gear 82 ; the secondary flywheel internal ring gear 81 is located outside the secondary flywheel central gear 82 .

The inner ring gear 81 of the secondary flywheel is in constant mesh with the third high-speed gear 53, the fourth high-speed gear 54, the fifth high-speed gear 55 and the sixth high-speed gear 56 along the inner side of the gear circumference; the secondary flywheel central gear 82 is in constant mesh with the seventh high-speed gear Gear 57 is in constant mesh.

The 3rd high-speed gear 53, the 4th high-speed gear 54, the 5th high-speed gear 55, the 6th high-speed gear 56, the 7th high-speed gear 57 are connected with the driven end of the 3rd electromagnetic clutch 43, the driven end of the 4th electromagnetic clutch 44, the 4th high-speed gear respectively. The passive end of five electromagnetic clutches 45, the passive end of the sixth electromagnetic clutch 46, and the passive end of the seventh electromagnetic clutch 47 are connected; the active end of the third electromagnetic clutch 43, the active end of the fourth electromagnetic clutch 44, the fifth electromagnetic clutch 45 The active end of the sixth electromagnetic clutch 46 and the active end of the seventh electromagnetic clutch 47 pass through the third main shaft 4Z3, the fourth main shaft 4Z4, the fifth main shaft 4Z5, the sixth main shaft 4Z6, the seventh main shaft 4Z7 and the third main shaft respectively. Drive gear 63, the 4th drive gear 64, the 5th drive gear 65, the 6th drive gear 66, the 7th drive gear 67 are connected; The 3rd drive gear 63, the 4th drive gear 64, the 5th drive gear 65, the 6th drive gear The gear 66 and the seventh driving gear 67 are in constant mesh with the third driven gear 73 , the fourth driven gear 74 , the fifth driven gear 75 , the sixth driven gear 76 and the seventh driven gear 77 respectively.

The first electromagnetic clutch brush 412, the second electromagnetic clutch brush 422, the third electromagnetic clutch brush 432, the fourth electromagnetic clutch brush 442, the fifth electromagnetic clutch brush 452, the sixth electromagnetic clutch brush 452, and the sixth electromagnetic clutch brush are fixedly installed on the housing 2. Clutch brush 462, the seventh electromagnetic clutch brush 472, the first electromagnetic clutch brush 412, the second electromagnetic clutch brush 422, the third electromagnetic clutch brush 432, the fourth electromagnetic clutch brush 442, the fifth electromagnetic clutch brush The brush 452, the sixth electromagnetic clutch brush 462, and the seventh electromagnetic clutch brush 472 are respectively connected with the first electromagnetic clutch slip ring 411, the second electromagnetic clutch slip ring 421, the third electromagnetic clutch slip ring 431, and the fourth electromagnetic clutch slip ring. 441, the fifth electromagnetic clutch slip ring 451, the sixth electromagnetic clutch slip ring 461, and the seventh electromagnetic clutch slip ring 471 maintain sliding contact; the first electromagnetic clutch brush 412, the second electromagnetic clutch brush 422, the third electromagnetic clutch brush Each connecting terminal of the brush 432, the fourth electromagnetic clutch brush 442, the fifth electromagnetic clutch brush 452, the sixth electromagnetic clutch brush 462, and the seventh electromagnetic clutch brush 472 is connected to the first control unit of the electronic control unit 100 through a lead respectively. The output terminal 100b, the second control output terminal 100a, the third control output terminal 100c, the fourth control output terminal 100d, the fifth control output terminal 100e, the sixth control output terminal 100f, and the seventh control output terminal 100g are connected.

The first main shaft 4Z1 and the second main shaft 4Z2 are distributed on the periphery of the intermediate shaft 24 of the primary transmission, and the axis of the first main shaft 4Z1, the axis of the second main shaft 4Z2 and the axis of the intermediate shaft 24 of the primary transmission are parallel to each other; the third main shaft 4Z3 , the fourth main shaft 4Z4, the fifth main shaft 4Z5, the sixth main shaft 4Z6, and the seventh main shaft 4Z7 are distributed on the outer periphery of the transmission output shaft 25, and the axis of the third main shaft 4Z3, the axis of the fourth main shaft 4Z4, and the axis of the fifth main shaft 4Z5 , the axis of the sixth main shaft 4Z6, the axis of the seventh main shaft 4Z7 and the axis of the transmission output shaft 25 are parallel to each other.

The number of teeth of the first high-speed gear 51 and the number of teeth of the second high-speed gear 52 are respectively 0.4 times of the number of teeth of the first-stage ring gear 31, so the first-stage ring gear 31 and the first high-speed gear 51 and the second high-speed gear 52 are increasing Speed reduction torque transmission; the number of teeth of the third high-speed gear 53, the number of teeth of the fourth high-speed gear 54, the number of teeth of the fifth high-speed gear 55 and the number of teeth of the sixth high-speed gear 56 are respectively 0.33 times of the number of teeth of the secondary flywheel inner ring gear 81 , so the secondary flywheel ring gear 81 and the third high-speed gear 53, the fourth high-speed gear 54, the fifth high-speed gear 55 and the sixth high-speed gear 56 are speed-increasing and torque-reducing transmissions; the number of teeth of the seventh high-speed gear 57 is two-stage 0.5 times of the number of teeth of the flywheel central gear 82, so the secondary flywheel central gear 82 and the seventh high-speed gear 57 are speed-increasing and torque-reducing transmissions.

The power transmission routes of each forward gear and reverse gear in the embodiment of the present invention will be further described below with reference to FIG. 4 to FIG. 8 .

First-speed transmission: as shown in Figure 4, the electronic control unit 100 controls the first electromagnetic clutch 41 and the third electromagnetic clutch 43 to be energized and engaged, and the other electromagnetic clutches are de-energized and separated, and the torque of the transmission input shaft 1 is transmitted through the first-stage ring gear 31 To the first high-speed gear 51, then through the engaged first electromagnetic clutch 41, the power is transmitted to the secondary flywheel ring gear 81 by the engagement of the first driving gear 61 and the first driven gear 71, and then through the engaged third electromagnetic clutch 41. The clutch 43 outputs the power through the meshing of the third driving gear 63 and the third driven gear 73 to realize first gear transmission.

Second-speed transmission: as shown in Figure 4, the electronic control unit 100 controls the second electromagnetic clutch 42 and the third electromagnetic clutch 43 to be energized and engaged, and the other electromagnetic clutches are de-energized and separated, and the torque of the transmission input shaft 1 is transmitted through the first-stage ring gear 31 To the second high-speed gear 52, the second driving gear 62 and the second driven gear 72 are meshed to transmit power to the secondary flywheel ring gear 81 through the engaged second electromagnetic clutch 42, and then through the engaged third electromagnetic clutch 42. The clutch 43 outputs power through the meshing of the third driving gear 63 and the third driven gear 73 to realize the second gear transmission.

Three-speed transmission: as shown in Figure 5, the electronic control unit 100 controls the first electromagnetic clutch 41 and the fourth electromagnetic clutch 44 to be energized and engaged, and the other electromagnetic clutches are de-energized and separated, and the torque of the transmission input shaft 1 is transmitted through the first-stage ring gear 31 To the first high-speed gear 51, and then through the engaged first electromagnetic clutch 41, the power is transmitted to the secondary flywheel ring gear 81 by the engagement of the first driving gear 61 and the first driven gear 71, and then through the engaged fourth electromagnetic clutch 41. The clutch 44 outputs power through the meshing of the fourth driving gear 64 and the fourth driven gear 74 to realize third-speed transmission.

Four-speed transmission: as shown in FIG. 5 , the electronic control unit 100 controls the second electromagnetic clutch 42 to be energized and engaged with the fourth electromagnetic clutch 44 , and the other electromagnetic clutches are powered off and separated, and the torque of the transmission input shaft 1 is transmitted through the first-stage ring gear 31 To the second high-speed gear 52, the power is transmitted to the secondary flywheel ring gear 81 by the second driving gear 62 and the second driven gear 72 through the engaged second electromagnetic clutch 42, and then through the engaged fourth electromagnetic clutch 42. The clutch 44 outputs power through the meshing of the fourth driving gear 64 and the fourth driven gear 74 to realize fourth-speed transmission.

Five-speed transmission: as shown in Figure 6, the electronic control unit 100 controls the first electromagnetic clutch 41 and the fifth electromagnetic clutch 45 to be energized and engaged, and the other electromagnetic clutches are de-energized and separated, and the torque of the transmission input shaft 1 is transmitted through the first-stage ring gear 31 To the first high-speed gear 51, and then through the engaged first electromagnetic clutch 41, the power is transmitted to the secondary flywheel ring gear 81 by the engagement of the first driving gear 61 and the first driven gear 71, and then through the engaged fifth electromagnetic clutch 41. The clutch 45 outputs the power by the meshing of the fifth driving gear 65 and the fifth driven gear 75 to realize fifth-speed transmission.

Six-speed transmission: as shown in Figure 6, the electronic control unit 100 controls the second electromagnetic clutch 42 to be energized and engaged with the fifth electromagnetic clutch 45, and the other electromagnetic clutches are de-energized and separated, and the torque of the transmission input shaft 1 is transmitted through the first-stage ring gear 31 To the second high-speed gear 52, the power is transmitted to the secondary flywheel ring gear 81 by the second driving gear 62 and the second driven gear 72 through the engaged second electromagnetic clutch 42, and then through the engaged fifth electromagnetic clutch 42. The clutch 45 outputs the power through the meshing of the fifth driving gear 65 and the fifth driven gear 75 to realize sixth-speed transmission.

Seven-speed transmission: as shown in Figure 7, the electronic control unit 100 controls the first electromagnetic clutch 41 and the sixth electromagnetic clutch 46 to be energized and engaged, and the other electromagnetic clutches are de-energized and separated, and the torque of the transmission input shaft 1 is transmitted through the first-stage ring gear 31 To the first high-speed gear 51, and then through the engaged first electromagnetic clutch 41, the power is transmitted to the secondary flywheel ring gear 81 by the engagement of the first driving gear 61 and the first driven gear 71, and then through the engaged sixth electromagnetic clutch 41. The clutch 46 outputs power through the meshing of the sixth driving gear 66 and the sixth driven gear 76 to realize seven-speed transmission.

Eight-speed transmission: as shown in Figure 7, the electronic control unit 100 controls the second electromagnetic clutch 42 to be energized and engaged with the sixth electromagnetic clutch 46, and the other electromagnetic clutches are de-energized and separated, and the torque of the transmission input shaft 1 is transmitted through the first-stage ring gear 31 To the second high-speed gear 52, the second driving gear 62 and the second driven gear 72 are meshed to transmit power to the secondary flywheel ring gear 81 through the engaged second electromagnetic clutch 42, and then through the engaged sixth electromagnetic clutch 42. The clutch 46 outputs power through the meshing of the sixth driving gear 66 and the sixth driven gear 76 to realize eight-speed transmission.

First reverse gear transmission: as shown in Figure 8, the electronic control unit 100 controls the first electromagnetic clutch 41 and the seventh electromagnetic clutch 47 to be energized and engaged, and the other electromagnetic clutches are deenergized and separated, and the torque of the transmission input shaft 1 passes through the first-stage inner ring gear 31 to the first high-speed gear 51, and then through the engaged first electromagnetic clutch 41, the power is transmitted to the secondary flywheel central gear 82 by the meshing of the first driving gear 61 and the first driven gear 71, and then through the engaged seventh The electromagnetic clutch 47 outputs power through the meshing of the seventh driving gear 67 and the seventh driven gear 77 to realize the first reverse gear transmission.

Second reverse gear transmission: as shown in Figure 8, the electronic control unit 100 controls the second electromagnetic clutch 42 to engage with the seventh electromagnetic clutch 47, and the other electromagnetic clutches are powered off and separated, and the torque of the transmission input shaft 1 passes through the first-stage ring gear 31 Transmission to the second high-speed gear 52, and then through the engaged second electromagnetic clutch 42, the power is transmitted to the secondary flywheel central gear 82 by the engagement of the second driving gear 62 and the second driven gear 72, and then passed through the engaged seventh electromagnetic clutch 42. The clutch 47 outputs power through the meshing of the seventh driving gear 67 and the seventh driven gear 77 to realize the second reverse gear transmission.

The embodiments of the present invention have been described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the above embodiments, and can also be made without departing from the gist of the present invention within the scope of knowledge possessed by those of ordinary skill in the art. Variations.

Claims (3)

1. A two-stage wire-controlled multi-block automatic transmission, comprising a transmission input shaft (1), a flywheel (3), a primary transmission intermediate shaft (24), a secondary flywheel (80), a transmission output shaft (25), a housing Body (2), electronic control unit (100); one end of the flywheel (3) is connected to one end of the transmission input shaft (1); the intermediate shaft (24) of the primary transmission is fixedly connected with the first driven Gear (71), the second driven gear (72), fixedly connect one end of the intermediate shaft (24) of the primary transmission (24) away from the flywheel (3) to an end of the secondary flywheel (80); the output shaft of the transmission (25) is fixedly connected with the 7th driven gear (77), the 6th driven gear (76), the 5th driven gear (75), the 4th driven gear (74) and the 3rd driven gear ( 73); characterized in that: The other end of the flywheel (3) is provided with a first-stage ring gear (31); the first-stage ring gear (31) is connected to the first high-speed gear (51) and the second high-speed gear (52) along its gear circumferential inner side. ) in constant mesh; The first high-speed gear (51) and the second high-speed gear (52) are respectively connected with the driven end of the first electromagnetic clutch (41) and the driven end of the second electromagnetic clutch (42), and the first electromagnetic clutch (41 ) and the driving end of the second electromagnetic clutch (42) are respectively connected with the first driving gear (61) and the second driving gear (62) through the first main shaft (4Z1) and the second main shaft (4Z2), and the The first driving gear (61) and the second driving gear (62) are in constant mesh with the first driven gear (71) and the second driven gear (72) respectively; The other end of described secondary flywheel (80) is provided with secondary flywheel ring gear (81) and secondary flywheel central gear (82); Described secondary flywheel internal ring gear (81) is positioned at secondary flywheel central gear ( 82) outside; The secondary flywheel ring gear (81) is sequentially connected with the third high-speed gear (53), the fourth high-speed gear (54), the fifth high-speed gear (55) and the sixth high-speed gear (56) along its gear circumferential inner side. Constant meshing; the secondary flywheel central gear (82) is constantly meshing with the seventh high-speed gear (57); Described the 3rd high-speed gear (53), the 4th high-speed gear (54), the 5th high-speed gear (55), the 6th high-speed gear (56), the 7th high-speed gear (57) respectively with the 3rd electromagnetic clutch (43) The passive end of the passive end of the fourth electromagnetic clutch (44), the passive end of the fifth electromagnetic clutch (45), the passive end of the sixth electromagnetic clutch (46), and the passive end of the seventh electromagnetic clutch (47) are connected; Describe the active end of the third electromagnetic clutch (43), the active end of the fourth electromagnetic clutch (44), the active end of the fifth electromagnetic clutch (45), the active end of the sixth electromagnetic clutch (46), the seventh electromagnetic clutch ( 47) The driving end respectively passes through the third main shaft (4Z3), the fourth main shaft (4Z4), the fifth main shaft (4Z5), the sixth main shaft (4Z6), the seventh main shaft (4Z7) and the third driving gear (63), The fourth driving gear (64), the fifth driving gear (65), the sixth driving gear (66), the seventh driving gear (67) are connected; the third driving gear (63), the fourth driving gear (64) , the 5th driving gear (65), the 6th driving gear (66), the 7th driving gear (67) respectively with the 3rd driven gear (73), the 4th driven gear (74), the 5th driven gear ( 75), the sixth driven gear (76), the seventh driven gear (77) are in constant mesh; The first electromagnetic clutch brush (412), the second electromagnetic clutch brush (422), the third electromagnetic clutch brush (432), and the fourth electromagnetic clutch brush (442) are fixedly installed on the housing (2). , the fifth electromagnetic clutch brush (452), the sixth electromagnetic clutch brush (462), the seventh electromagnetic clutch brush (472), the first electromagnetic clutch brush (412), the second electromagnetic clutch brush ( 422), the third electromagnetic clutch brush (432), the fourth electromagnetic clutch brush (442), the fifth electromagnetic clutch brush (452), the sixth electromagnetic clutch brush (462), the seventh electromagnetic clutch brush ( 472) respectively with the first electromagnetic clutch slip ring (411), the second electromagnetic clutch slip ring (421), the third electromagnetic clutch slip ring (431), the fourth electromagnetic clutch slip ring (441), the fifth electromagnetic clutch slip ring (451), the sixth electromagnetic clutch slip ring (461), the seventh electromagnetic clutch slip ring (471) maintain sliding contact; the first electromagnetic clutch brush (412), the second electromagnetic clutch brush (422), the Each of the three electromagnetic clutch brushes (432), the fourth electromagnetic clutch brush (442), the fifth electromagnetic clutch brush (452), the sixth electromagnetic clutch brush (462), and the seventh electromagnetic clutch brush (472) The connecting terminals are connected with the first control output terminal (100b), the second control output terminal (100a), the third control output terminal (100c), the fourth control output terminal (100d), the The fifth control output terminal (100e), the sixth control output terminal (100f), and the seventh control output terminal (100g) are connected to each other. 2. A kind of dual-stage control-by-wire multi-block automatic transmission as claimed in claim 1, characterized in that: the first main shaft (4Z1) and the second main shaft (4Z2) are distributed on the intermediate shaft (24) of the primary transmission outer circumference, and the axis of the first main shaft (4Z1), the axis of the second main shaft (4Z2) and the axis of the primary transmission intermediate shaft (24) are parallel to each other; the third main shaft (4Z3), the fourth main shaft (4Z4), The fifth main shaft (4Z5), the sixth main shaft (4Z6), and the seventh main shaft (4Z7) are distributed on the outer circumference of the transmission output shaft (25), and the axis of the third main shaft (4Z3), the axis of the fourth main shaft (4Z4), The axes of the fifth main shaft (4Z5), the sixth main shaft (4Z6), the seventh main shaft (4Z7) and the transmission output shaft (25) are parallel to each other. 3. A kind of double-stage control-by-wire multi-speed automatic transmission as claimed in claim 1, characterized in that: the number of teeth of the first high-speed gear (51) and the number of teeth of the second high-speed gear (52) are respectively within one stage 0.3~0.7 times the number of teeth of the ring gear (31); the number of teeth of the third high-speed gear (53), the number of teeth of the fourth high-speed gear (54), the number of teeth of the fifth high-speed gear (55), the number of teeth of the sixth high-speed gear ( 56) are respectively 0.3-0.7 times the number of teeth of the secondary flywheel inner ring gear (81); the number of teeth of the seventh high-speed gear (57) is 0.3-0.7 times the number of teeth of the secondary flywheel central gear (82) .