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双离合器式自动变速器的七挡齿轮变速器设计【优秀含16张CAD图纸+汽车车辆工程毕业设计】

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双离合器式自动变速器的七挡齿轮变速器设计【优秀含16张CAD图纸+汽车车辆工程毕业设计】

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开题报告

题目名称双离合器式自动变速器的七挡齿轮变速器设计

一、课题研究现状、选题目的和意义

1、研究现状：

我国是以平行轴式变速器生产为主的国家，生产双离合器自动变速器可以充分利用原有手动变速器的生产设备，只需增加少量的生产设备即可，生产继承性好，可以大大的减小成本，因此发展和研究双离合器自动变速器将是实现汽车自主创新的一个重要方向。虽然国外已经批量生产双离合器式自动变速器并应用到了多款轿车上，但国内的研究与国外相比正处于起步阶段。

1940年，Darmstadt大学教授Rudolph Franke第一个申请了双离合变速器专利，并在货车上进行了装车试验，但始终没能投入批量生产。随后保时捷也发明了专用于赛车的双离合变速器。到了20世纪90年代，国内外各大汽车厂商都投入了较大力量对DCT进行研究和开发，并开发出了多种型式的DCT产品。较为突出的是德国大众公司和美国博格华纳（BorgWarner）集团合作开发的第一款能适用于大批量生产的双离合变速器—直接换挡变速器（Direct Shift Gearbox简称DSG）。大众公司已将DSG应用于Audi TT、第五代高尔夫等多种主流车型上。在大众汽车DSG一马当先的带领下，其他国家厂商纷纷投入人力物力加入”双离合器变速器”的队伍。与大众不同的是，其他厂商更专注于提高双离合器变速器所承受的最大扭矩，将双离合器变速器装备到跑车上。

宝马M部门在第3代SMG（Sequential Manual Gearbox）顺序式手动变速器的基础上开发出了最新的专门为最高转速可达9000r/min的V8发动机而设计的M-DCT（Dual Clutch Transmission）7挡双离合器变速器。M-DCT双离合器变速器已经率先装备在宝马最新一代M3轿跑车和敞篷跑车上。 保时捷一直是使用手动变速器和Tiptronic手/自动一体变速器的。目前，保时捷将自己“雪藏”多年的PDK双离合器变速器应用于民用跑车领域。保时捷PDK双离合器变速器的结构和运行原理与大众汽车公司DSG双离合器变速器相同。 除了宝马和保时捷，日产研发出配合GT-R跑车的双离合器变速器，三菱汽车研发出用于EVO跑车的双离合器变速器。不久的未来，以大众DGS为领头羊的双离合器变速器将成为变速箱技术的主流，各种级别的轿车都将会广泛应用双离合器变速器。在渝举行的“中国工程科技论坛——2010中国汽车自主创新”上获悉，上汽正加速研发我国自主创新、拥有国际领先技术的湿式双离合器自动变速箱，并表示该项产品将于不久正式面世。同时，2011年2月比亚迪称其将推出自主研发的双离合器式自动变速器。

正是这样的两个离合器配合换挡的结构，在挡位切换时齿轮早已衔接，DSG双离合自动变速器实现了，平顺换挡、快速换挡、动力“无间断”地输出，节约燃油的设计目的。据大众官方数据，目前普及型的双离合变速器换挡时间只有0.2秒左右。即使是全球最好的赛手换挡速度也不可能与双离合变速器相比。双离合变速器换挡时间也远超出人类操作的极限。

双离合器变速器是脱胎于半自动变速器技术的一项衍生技术，目前大众已经在高尔夫汽车上成功使用了的DSG-7双离合器自动变速器，其技术核心是从机械传动的手动变速器发展而来，内部构造却与传统手动变速器相似。因此它继承了手动变速器工作可靠和便于维护的技术优势。同时，双离合器变速器在使用方面与普通自动变速器并无太大差别，方便省力。

总之，双离合器自动变速器既继承了传统手动变速箱传动效率高、结构紧凑、重量轻、价格便宜等许多优点，又实现了液力机械自动变速器和金属带式无级自动变速器动力换挡，换挡品质好的优点，使车辆具有很好的动力性和燃油经济性，具有优异的性能和广阔的应用前景。

2、选题目的和意义：

为了解决中断动力换挡给车辆性能带来的影响，需要对电控机械式自动变速器的换挡过程进行精确的控制。特别是为了减少换挡过程中的冲击度，需要对发动机与变速器构成的动力总成在转速差、转矩等方面进行精确匹配和控制，但是这些仅在一定程度上改善其换挡性能，并不能从根本上解决问题。如果要进一步提高电控机械式自动变速器的性能，则需要增加发动机起、停等一些其它控制手段，反而增加了车辆的复杂程度和成本，得不偿失。所以，电控机械式自动变速器在对车辆舒适性等方面要求不高的车型上，例如低挡轿车、军用车辆、公共汽车、载重车等，由于其具有结构简单、成本低等优点，仍具有优势，但是在对舒适性要求高的车型上，其应用就具有了局限性。为了既可以充分利用AMT所具有的优点，又可以消除AMT中断动力换挡的缺点，双离合器式自动变速器（DCT）应运而生，它基于平行轴式手动变速器发展而来，其转矩传递能力适用于各种排量的车辆，同时继承了手动变速器传动效率高、结构简单、安装空间紧凑、重量轻等优点。这种自动变速器的出现已经成为了许多汽车厂家所关注的热点。本课题在国内外研究的基础上，旨在通过对双离合器自动变速器的结构、工作原理进行研究，对本课题的研究能够使我了解双离合器自动变速器的设计方法和原则，通过本课题的研究我可以完成专业课程的实践总结，获得一定的工程设计工作方法，以后的设计研究工作提供一定的参考。

二、设计（论文）的基本内容、拟解决的主要问题

1.设计的基本内容：

依据现有生产企业在生产车型的变速器作为设计原型，在给定发动机输出转矩、转速及最高车速、等条件下，设计出符合要求的变速器。

（1）了解双离合器式自动变速器结构及工作原理、设计步骤与设计方法。

（2）对所设计的双离合器式七挡自动变速器进行总体方案论证。

（3）双离合器式自动变速器中各部件的主要参数进行选择与设计计算。

（4）同步器主要参数的确定。

2.拟解决的主要问题：

（1）各档位传动比计算及齿轮齿数分配

（2）各档位齿轮的设计和校核

（3）各轴的设计和校核

（4）确定同步器结构及主要参数

三、技术路线（研究方法）

四、进度安排

（1）调研、资料收集，完成开题报告  第1、2周

（2）研究双离合器式自动变速器的七挡齿轮变速器的结构原理、设计步骤与设计方法 第3周

（3）双离合器式自动变速器的七挡齿轮变速器主要参数的选择与设计计算  第4～9周

（4）完成所设计装配图与零件图图纸  第10～12周

（5）完成设计说明书的撰写，指导教师审核  第13周

（6）毕业设计（论文）修改、完善 第14周

（7）毕业设计（论文）审核、预审 第15周

（8）毕业设计（论文）修改、完善 第15、16周

（9）毕业设计（论文）答辩准备及答辩 第17周

五、参考文献

[1] 唐德江.双离合器式自动变速器的研究.[D].武汉：华中科技大学，2005．

[2] 吴光强，杨伟斌，秦大同．双离合器式自动变速器控制系统的关键技术[J]．机械工程学报., 2007，43(2).

[3] 陈然,孙冬野,刘永刚,. 双离合器式自动变速器建模与控制系统仿真[J]. 重庆大学学报,2010,(9).

[4] 董小洪. 双离合器自动变速器干式双离合器设计与分析[D]．2010．

[5] Xubin Song, Jason Liu, Daniel Smedley. Simulation Study of Dual Clutch Transmission for Medium Duty Truck Applications[J].SAE,2005(01):3590-3593.

[6] 赵志强.湿式双离合器自动变速器建模及仿真分析[D].长沙：湖南大学，2009．

[7] 赵玉省.双离合器自动变速系统的综合控制[D].重庆：重庆大学，2009[18]．

[8] Andreas Hegerath,Bergheim(DE).Dual Clutch For A Transmission With Two Input Shafts.US，Patent No.:6929107B2，2005[20]．

[9] 康海涛.双离合器式自动变速器的研究.[D].武汉：华中科技大学，2004．

[10] 刘振军，秦大同，叶明．等．车辆双离合器自动变速传动技术研究进展分析[J]．农业机械学报，2005．36(11)：161～164．

[11] 杨伟斌，秦大同．双离合器式自动变速器控制系统的关键技术[J]．机械工程学报，2007，43(2)：13～21．

[12] AUDI A G.Audi TT 3.2 quattro with shift gear-box(DSG)[J] Audi Word， 2003(2:20-4).

[13 [13] 陈家瑞.汽车构造[M].北京：机械工业出版社，2000：10-97.

[14] 王望予.汽车设计（第4版）[M]． 北京：机械工业出版社，2010：78-113.

[15] 刘维信.汽车设计[M].北京：清华大学出版社，2001：158-207.

[16] 余志生.汽车理论（第三版）[M]．北京：机械工业出版社，2000：1-88.

摘　　要

双离合器自动变速器由电控机械式自动变速器发展而来，它综合了液力机械自动变速器（AT）和电控机械自动变速器（AMT）的优点，能够实现动力换挡、减少了换档时间、提高了换档品质、极大地提高了汽车的舒适性和操纵性。

本设计以双离合器式自动变速器的结构和工作原理为基础，针对干式双离合器自动变速器的设计方法，分析了各种不同变速器的布置方案并选定了本变速器的最终布置方案。对变速器中的主要零件包括齿轮形式、换挡结构形式作了阐述并进行了选择并对变速器的传动比的范围、中心距做初步的选择和设计。对变速器中的齿轮的模数、压力角、螺旋角、进行了选择并计算出齿轮其他的相关参数和对齿轮的校核。对轴的结构尺寸进行设计和轴承的选用并对其进行了校核。

关键词：双离合器；自动变速器；传动比；齿轮；轴

ABSTRACT

DCT duo to Mechanical Transmission.Itinherits the advantages of Automatic Transmission(AT) and Automated Mechanical Transmission (AMT).It has the ability of power shifing that can reduce shift time andimprove shift quality.And the comfort and maneuverability of vehicle will be greatly improved.

In this thesis,the study of dry type Dual Clutch Transmission is based on the Structural characteristics and working principle of DCT. For dry-type dual-clutch automatic transmission design, analyzed the layout of the various transmission options and selected the final layout of the transmission scheme. The major part of gear, including gear form, elaborated shift structure and make the choice and range of transmission gear ratio, center distance a preliminary selection and design. The gear on the transmission module, pressure angle, helix angle, were calculated gear selection and other relevant parameters and checking on the gear. Structural dimensions of the shaft and bearing design and its selection was checked.

Key words: Dual Clutch Transmission；Automatic transmission；Transmission Ratio；Gear ；Axis

目　　录

摘要I

AbstractII

第1章 绪论1

1.1 课题研究的目的和意义1

1.2 课题的研究现状3

1.3 课题的研究内容及技术路线4

第2章 双离合器自动变速器传动方案的确定6

2.2  DCT结构的分析6

2.2  DCT双离合器形式的分析9

2.2.1 干式双离合器性能分析9

2.2.2 湿式双离合器性能分析10

2.3  DCT基本结构方案的确定11

2.4 本章小结11

第3章 双离合器自动变速器的设计与计算12

3.1 变速器主要参数的选择12

3.1.1 传动比范围12

3.1.2 变速器各档传动比的确定12

3.1.3 中心距的选择15

3.1.4 变速器的外形尺寸15

3.1.5 齿轮参数的选择15

3.1.6 各档齿轮齿数的分配及传动比的计算17

3.1.7 变速器齿轮的变位21

3.2 变速器齿轮强度校核26

3.2.1 齿轮材料的选择原则26

3.2.2 变速器齿轮弯曲强度校核27

3.2.3 轮齿接触应力校核32

3.3 轴的结构和尺寸设计34

3.3.1 初选轴的直径35

3.4 轴的强度验算36

3.4.1 轴的刚度计算36

3.4.2 轴的强度计算56

3.5 轴承选择与寿命计算63

3.5.1 输出一轴轴承的选择与寿命计算63

3.5.2 输出二轴轴承的选择与寿命计算68

3.6 本章小结71

第4章 变速器同步器及结构元件设计72

4.1 同步器设计72

4.1.1 同步器的功用及分类72

4.1.2 锁环式同步器72

4.1.3 锁环式同步器主要尺寸的确定73

4.1.4 主要参数的确定74

4.2 变速器壳体76

4.3 本章小结76

结论77

参考文献78

致谢80

附录81

附录A 外文文献原文81

附录B 外文文献翻译92

第1章 绪  论

汽车自动变速技术是人们长期以来一直努力追求的目标，是车辆改进和完善传动系统的重要方向。自动变速技术始于1960年左右，到现在车辆的自动变速技术已取得了长足的进步。装备自动变速器的汽车，具有操纵方便、起步平稳、乘坐舒适性好、燃油经济性高、安全可靠等一系列优点，使得市场上对装备自动变速器的汽车的需求日渐高涨。汽车自动变速器的研究和应用有着更加重要的现实意义，各主要工业国家均在这方面投入了大量人力和财力，研制出种类繁多的各类自动变速器。自动变速器技术越来越完善，在越来越多的车辆上得到应用，成为现代汽车与现代工业发展的标志之一。随着我国的经济发展，家庭汽车的普及程度越来越高，且对乘用车的乘坐舒适性、燃油经济性和排放性能有了更高的要求。因此研究和开发既有高质量、操纵方便又有经济实用等特点的车辆具有广阔发展前景，来满足日益增长的广大消费者的需求。要实现这些功能，满足这些要求，就必须开发和研制出传动系中既能够高效传递发动机动力，又具有操纵方便的自动变速器[1]。

1.1 课题研究的目的和意义

由于汽车传动方式和控制方式的不同，汽车自动变速系统存在多种不同的类型。根据传动方式的不同，可以分为以下五类：液力传动、液压传动、机械传动、储能传动、电传动。汽车上应用较多的自动变速器主要有液力机械自动变速器（Automatic Transmission，AT）、无级变速器（Continuously Variable Transmission，CVT）和电控机械自动变速器（Automated Manual Transmission，AMT）以及最近发展的双离合器自动变速器（Dual Clutch Transmission，DCT）等四种。


内容简介：
黑龙江工程学院本科生毕业设计附录附录A 外文文献原文7-Speed Dual Clutch Transmission System for Sporty ApplicationABSTRACT:With its 7-speed dual clutch transmission, ZF has introduced an innovative transmission for sporty applications. The close ratios combined with extremely spontaneous drive behavior makes it an ideal transmission for sporty applications. This article describes the compact gear set with lubrication by injection for improving the level of efficiency and increasing the engine-speed-strength, the dual clutch unit as well as the hydraulic control unit, which is based on the pre-control principle, are also described in detail. The hy-draulic control principle provides the option of a hydraulic cruise mode in the event of an electronics failure. In addition to the transmission design, functional features that also highlight the sporty character of the transmission are described in detail. Key words: Automatic transmission; Dual clutch; Vehicle connection; Efficiency1 IntroductionWhen it comes to the field of automatic transmissions, dual clutch systems currently represent the benchmark in terms of spontaneity and sportiness. In this type of transmission, which is based on a countershaft transmission, these advantages are combined with a very direct vehicle connection, high rpm performance, and excellent transmission efficiency.The 7-speed dual clutch transmission for the standard driveline presented here is designed for a torque capacity of up to 520 Nm and rotational speeds of up to 9250 rpms. In order to be able to achieve these performance data in the existing installation space, a concept was developed in which an oil chamber as well as lubrication by injection are used. Before introducing the transmissions several unique features in more detail below, an overview of the basic transmission design will be presented, Fig. 1.The engine torque is introduced to the dual clutch via a torsion damper (not shown in Fig. 1). The multidisk clutches in the dual clutch are radially nested in one another and transfer the torque to both input shafts in the countershaft transmission gear set. In this case, due to the installation space, the countershaft is not located under the main shaft, but is tilted laterally. This becomes possible because the concept is based on lubrication by injection with a dry sump. On the one hand, lubrication by injection improves heat removal, on the other, there are no noticeable losses due to the gears splashing in the oil pan. The oil is supplied to the transmission via an internal gear pump which is driven by a spur gear train behind the dual clutch. With the help of a spur gear train, the drive unit has the advantage that, via different gear ratio phases and depending on the intended use, the flow rate and the max. speed of the pump can be adapted. An additional advantage is that based on theresulting I proved installation space, an optimal ratio between the pump width and the pump diameter can be achieved for the pumps level of efficiency. The hydraulic control unit is arranged under the gear set. The hydraulic unit supplies the clutch, based on need, with pressure and cooling oil as well as shift actuators. The latter are arranged laterally to the gear set and work with double-acting cylinders. The sensor for detecting the position of the gearshifts is attached directly onto the four gearshifts. The transmission has an external control unit.Fig.1Overview dual clutch transmission (DCT)2 Seven speeds with sophisticated stepping-a concept for extrme sporti- nessThe gear set concept of the dual clutch transmission introduced here was developed in house taking into consideration the following requirements:High power densityHigh speed endurance strength up to 9250 rpm Variability and modular designRepresentation of transmission-ratio spreads of about 4.7 and 6.8 with 7 speedsUse of existing synergies for manual transmissionsAfter extensive systematic development of the gear set in which many thousands of variants were produced and compared, the gear set concept that is illustrated in Fig. 2 is the final variant and the ideal concept for achieving the goals specified.The gear set selected is based on the constant drive concept and consists of two concentric drive shafts each of which are driven by one of the two multidisk clutches in theFig.2Gear set scheme of 7D variantdual clutch, two countershafts also concentric to one another, a main shaft and an output shaft. The gear ratios are engaged by the four synchronizer units A/B, C/D, E/F, and G/H, which are arranged on the main shaft and on the hollow countershaft and these are connected to the loose wheels or the adjacent shafts. An important feature in the gear set is the connectability of both countershafts through the C/D synchronizer unit. In the D shift position, the gear ratios selected in this way can be doubly used which reduces construction costs compared to conventional dual clutch gear sets. Similarly, this feature is used in first gear because then the vehicle is started up using the more powerful K1 clutch. Because of this dual use of the last gear level in the transmission for the first and second gear, the desired ratio step 1-2 is achieved through the transmission ratios of both constant drive phases.The use of the K1 clutch for starting up in first gear results inevitably in the direct gear also being assigned to the odd subsection. In this case, the fifth and seventh gears can be selected as a direct drive. With this feature, it was possible to develop a modular gear set which, on just a few changes,contains two different transmission gear ratio variants with fundamentally different characters.For the first version, with an overall spread of about 4 . 7 , the seventh gear is selected as a direct gear (called the 7D variant). Fig. 2 shows the relevant gear set diagram with the performance flows in all speeds. Due to its sophisticated gear steps, this transmission is highly suitable for very sporty vehicles that need only a little transmission stepping due to the high rotating engine. Optimal tractive power can be provided at any time during vehicle operation.The second version is based on the 7D variant, however, fifth gear was selected as the direct drive. When maintaining the torque multiplication ratio and in adapting the transmission ratio of several lower gear levels, you get the 5D variant with a considerably higher transmission-ratio spread for vehicles with increased comfort demands and simultaneously reduced consumption.Fig. 3 illustrates the design of the 7D variant. The main similarity with existing manual transmissions for standard transmissions is noticeable. Due to the compact gear set design, the sufficient shaft dimensioning and the favorable arrangement in proximity of the bearing of the high transmitting ratios, central bearing glasses were not necessary despite the proportionally large bearing clearance.Overall, only two housing bearing levels are necessary where the front level is located behind both constant gears. In addition, a very compact and inexpensive transmission design could be implemented based on the bearing concept selected, especially in the area of the hollow shaft.Fig.3Sectional Drawing of 7D variant3 The dual clutchThe central module of this highly topical transmission concept is the wet dual clutch. With a broad spectrum of technical features, it implements the functional provisions of the transmission control unit and thus distinguishes the special character of this transmission concept.Very fast delay times, low inertia and good, comfortable friction value progressions facilitate, very sporty handling with highly dynamic gear shifting and comfortable cruising at a high level of efficiency. The dual clutch placed directly on the transmission input accepts the engine torque from thtorsion damper and feeds it to one of the two subsections, depending on the situation.Safety considerations have led to a normall open design.The radial arrangement of the multidisk pack age represents the best combination of performanc and installation space need, Fig. 4.Fig.4Dual clutchCareful lining and oil selection as well as intensive enhancement of this tribological system are the requirements for comfort and performance of this clutch throughout its service life.Through intense testing and detailed calculations, it was possible to achieve a very high therma loading capacity. As part of the process, the lining type, dimensioning, and grooving as well as equal distribution of thermal load and oil flow in the multidisk package are decisive design features.Low torque drag even with low temperatures as well as high speed endurance strength support comfort and a high level of sportiness, but are also important safety requirements.Rotating, centrifugal force-compensating clutch cylinders with hysteresis optimized gaskets make the clutches easy to control. Integrated plate springs reliably accept rapid piston resetting even at high speeds.In the case of an open clutch, only transmission input shafts with very low additional mass inertia are used. This supports rapid synchronizing sequences and a long service life of the synchronizer units.4 The hydraulic control unitIn the present dual clutch transmission, the hydraulic control unit fulfills the following tasks:Actuating the dual clutchShifting the gearshifts, i. e. engaging/synchronizing the gearCooling the dual clutchGear lubricationEmergency stop function in case of complete failure of transmission electronicsSeveral features in the hydraulic control unit as well as criteria for the selection of the control concept are going to be described in more detail below.4.1 PerformanceThe use of the dual clutch transmission in sporty vehicles demands high performance from the hydraulic control unit, especially with regard to the first two tasks because the timely handling of these tasks come into play in gear shifting and gear shifting times.That is why particular value is placed on the selection of the right control unit concept as part of the system design. During the decision process, the choice was made, in principle, between two concepts, Fig. 5.Fig.5Control concept direct control / precontrolPrecontrol of the valvesDirect control of the valves (so-called cartridge valves)In case of direct control, the valve that is used for pressure control, e.g. a clutch, is directly connected to the power-generating proportional solenoids and provides the main pressure to the corresponding clutch pressure.The precontrol uses the pressure that is supplied by a pressure controller, for example, to actuate an additional valve that supplies the clutch pressure from the main pressure.To assess the performance of both concepts, a larger number of compared measurements were performed with different systems, of which two systems shall be considered here:ZF hydraulic control unit with precontrol for DCT standard driveComparative hydraulic control unit with direct controlA reference clutch was used as the clutch to engage. Criteria for assessing the performance were (see also Fig. 6):Fig.6Delay, increase/rise, and fall times. Red curve: Power /Electric current. Green curve: Clutch pressureDelay time, 1 to 4Time of step response until clutch inflation pressure, 1 to 2Time of the step response up to 90% of the main pressure 1 to 3Time of pressure drop (emptying times), 5 to 6Fig. 6 shows, as an example, the times for a transmission oil temperature of + 20C to be reached. One notices that the direct control first in dicates a lower delay time (14.3 ms) compared to the precontrol (30.1 ms), see also time of brand 1 to 4.For increase to clutch inflation pressure or to 90% of the main pressureshows, however, the advantage of the precontrolled system (see also summarizing tab 1).Emptying times, also present a disadvantage for direct control. Trans-mission oil temperature of -20C also show comparable results for step responses and fall times.All of the tests support the statement that direct control has an advantageous effect with small oil volumes. However, if large oil volumes have to be transported, precontrol valves are to be preferred due to larger opening cross-sections.4.2 Operational safetyOperational safety is determined essentially due to the soiling tendency because the so-called silting can lead to the valves getting jammed. Provocation tests with transmission-specific environmental conditions (dirty oil) demonstrated the influences of soiling on the characteristic curves. Technical, trouble-free characteristic curve progressions could be illustrated only with a high dither amplitude in valve actuation, which leads, in turn, to increased valve wear-and-tear due to the micro movements that it causes. The increased tendency toward soiling can result needing a fine filter.4.3 CostsIn addition to the delay time comparison as well as assessing the operational safety, the costs were relevant for a final evaluation. The compari son with regard to the hydraulic and electro-mag netic components shows that a precontrol system has cost benefits compared to a direct control system. Added to this are the higher flows with the actuation of direct control valves, which, in turn, result in a more expensive TCU. Furthermore, in opting for precontrol, ZF is able to pool together pressure controllers in large quantities because these, too, are used in the automatic ZF planetary gear set.4.4 Emergency stop functionIn case there is a complete outage in the transmission electronics, a hydraulic emergency stop function is actuated in the transmission. The clutch that is pressurized with a larger amount of pressure in the event of a system outage will continue to be pressurized. This condition is maintained until an adjustable engine speed threshold is achieved, then the clutch opens in order to prevent the engine from being choked. It is not possible to re-start this system.5 Sporty functionsFor function developers, the dual clutch transmission offers the opportunity to combine the comfort of a stepped automatic transmission with the dynamics and sportiness of a countershaft transmission. Connected, therefore, are typical catalog values, such as time from zero to 100 kilometers per hour or the time from 80 to 120 kilometers per hour with correspondingly fast kick-down shifting, but also subjective acceleration sensitivity during a shifting sequence where the purist among the manual transmission drivers still wants to feel that jolt of acceleration.One function especially designed for the dual clutch transmission in sports cars is the race startfunction. The race start is a function used to achieve optimal acceleration from a standstill, i.e. in the shortest time from 0 to 100 km/h. The sequence progresses as follows:The engine is brought to a suitably high rpm with the clutch engaged in first gear. The driver simultaneously actuates the brakes with the lef foot so that the clutch can already be lightly engaged and the gas pedal (full throttle) in order to bring the vehicle up to the target speed. By simultaneously pressing and holding an operating element, such as the selector lever or a push button on the steering wheel, the race start intention is conveyed to the system, the engine speed adjusted and the start up prevented until the driver releases the brake. During the race start, the clutch is closed under the control of the wheel slip with which the optimal acceleration is achieved and by exploiting the dynamic engine torque (inertia torque). The entire procedure progresses automatically once the driver releases so that even an inexperienced drivercan achieve the best possible drive performance figures. Obviously, the driver can cancel the procedure by removing his/her foot from the gas pedal or touching the brakes. Also, the system recognizes when the street conditions do not permit a race start, such as wet roads, for example. Due to the optimal start-up and a shifting sequence into second gear free of traction interruption (see also sports shifting), the race start function enables the acceleration time of 0 to 100 km/h to be improved by an average of 0.2 sec compared to a car with a manual transmission. At the same time, this functionality helps avoid improper use and resulting clutch overload.The top chart in Fig. 7 illustrates the engine and transmission input shaft speed, the lower chart shows the vehicles longitudinal acceleration. Starting with a cranking speed of 6,800 rpm, the clutch begins to close, which leads to an engine pressure up to about 4,000 rpm. The dynamic engine torque used to achieve this results in an acceleration of 0.7-0.9 g. In the process, noticeable vibrations in the transmission input shaft speed signal develop due to the wheel slip regulation. After about 1.2 sec, the vehicle is accelerated only by the engine torque with approx. 0.5 g. It must be mentioned here that this test was performed using a vehicle with very high traction. In most cases, a starting speed of only up to about 4,000 rpm is reasonable.A further function developed for the dual clutch transmission is so-called sports shifting. This is described in more detail below.In general, a gear-shift change by the driver is only perceived acoustically by the change in the engine speed. The transition from the acceleration level of the original gear toFig.7Measurement of a race starthe new gear should be made smoothly and continuously. This also corresponds to the standard shifting sequences in auto-matic and dual clutch transmissions. However, many drivers of sporty cars wish that they had the option of both distinctive comfort shifting sequences as well as sporty shifting sequences, which, besides the haptic response (acceleration jolt), also have an acceleration advantage as a result. To this end, the dynamic engine torque can also be used again. The requirement for this is the torque capacity of the dual clutch which has to be able to transmit this torque increase. As the possible torque increase depends on the gradients of the engine speed, this can be used particularly effectively in shifting gears with a large speed difference with the target gear (large ratio spread/ratio step), which is why the gear changes 1-2, 2-3, and 3-4 are offered. In the process, sports shifting from the frst to second gear can serve as a supplement to the ace start for improving the acceleration time from to 100 km/h. As the use of the dynamic torque is pure application topic, we distinguish, as a rule,between three shifting systems. Fig. 8 illustrates he stylized differences and features between the hifting systems, Fig. 9 shows an original measurement from a prototype vehicle.The top chart shows the respective engine and ransmission speed, the bottom chart shows the orques from both clutches. The bottom line in the hart represents the clutch from the target gear that is used to achieve the torque increase during engine sp eed adjustment and thereby acceleration gains.Fig.8Simplified depiction of acceleration procedures withFig.9Measurement of sports shift 2-3 in the vehicle附录B 外文文献翻译运动型7速双离合器变速器系统摘要：ZF公司的7速双离合器变速器是一款创新型的、适用于运动型车辆的变速器。精密的速比和自然拥有的极佳驾驶性能使得它成为运动型车辆理想的变速装置。本文对该变速器紧凑的齿轮机构、可改善效率和提高发动机-速度-强度的直接喷射润滑系统,双离合器系统及基于预先控制原理的液压控制单元等作了详细介绍。在出现电气故障时液压控制系统可选用液压巡航模式。另外,变速器设计、功能特性等也都体现出变速器具有鲜明的运动特征。关键词：自动变速器;双离合器;车辆连接;效率1.前言提及自动变速器时,双离合器系统被普遍认为是运动型的标杆。基于中间轴结构的该类变速器的优点是非常直接的“车辆连接”、高转速性能和及其优越的变速器效率。本文介绍的用于标准型传动系统的7速双离合器变速器的最大转矩可达520 Nm、最高转速为9250 rpm。为在现有安装空间内实现这些性能数据,创造性的引入了储油室和润滑油直接喷射概念。在详细介绍变速器各特点之前,首先对变速器给出一个总的描述,见图1。图1双离合器变速器(DCT)剖视图发动机转矩经过扭转减振器(未在图1中表示)传递给双离合器。双离合器中的多片式离合器沿径向互相嵌套并将转矩通过两输入轴传递给中间轴齿轮装置。这里,因为安装空间的缘故,中间轴并不位于主轴下方,而是横向斜置。用于采用了带干油箱的直接喷射润滑,才有这样的可能。一方面,直接喷射改善了热传递,另一方面不会在油底壳中出现明显的飞溅损失。向变速器供给的润滑油由内啮合齿轮泵提供,利用齿轮机构驱动的该泵安装在双离合器后面。借助于该齿轮机构,驱动装置的优点是可根据不同的齿轮速比和预期的需要获得适合的流速和油泵最高转速。另一优点是改善了安装空间,可根据油泵效率实现油泵宽度和直径之间的最佳比例。液压控制单元安装在齿轮机构的下方。液压控制单元根据需要向离合器和换档执行机构提供压力和冷却润滑油。而采用双向作用油缸的换档执行机构则安装在齿轮机构的侧面。检测档位位置的传感器直接安装在四根换档轴上。变速器具有一个外部控制单元。2.七个精密档位-极具运动性的概念这里引入的双离合器变速器齿轮机构考虑了以下需求：高动力密度；高达9250 rpm的高速耐久强度；可变性和模块化设计；变速特性-速比范围从4.7到6.8；源于现有的手动变速器。据此对齿轮机构进行了广泛的系统开发,引入并比较了数以千计的变量,图2所示的齿轮机构是最终形式,是一个满足各项目标的理想概念。所选择的齿轮机构是基于常规传动概念,变速器由各由双离合器中的一组多片式离合器驱动的两根同心传动轴、两根同心的副轴、主轴和输出轴组成。齿轮速比的变化由4组同步器A/B、C/D、E/F和G/H实现,这些同步器布置在主轴和中空的中间轴上并连接到自由轮或相邻轴上。齿轮机构的一个主要特征是两中间轴通过C/D同步器连接。在D位置可两次选择齿轮速比,与常规双离合器变速器相比降低了成本。同样,该特征也被应用在1档齿轮上,因此当车辆起步时可利用更强有力的K1离合器。由于变速器1档和2档均使用了最后一对齿轮,1-2档之间的速比是由两常啮合齿轮副确定。利用K1离合器和1档起步不可避免的会导致直接档齿轮设定成奇数。这时,5档和7档齿轮可选作直接档传动。据此可开发一模块化齿轮机构,仅需少量改变而获得两种具有不同特性的齿轮速比。第一种结构的总速比是4.7,7档齿轮作为直接档(称为7D型)。图2给出了齿轮机构的动力流。借助于精密的速比间隔,该变速器非常适用于高发动机转速和“小”速比间隔的运动型车辆。可在车辆的各种工况下获得最佳的牵引力。第二种结构基于7D型,但将5档作为直接档。当维持转矩放大倍数和稍稍减少变速器档位数时, 5D型仍具有相当高的变速器总速比范围并且提高了舒适性同时也降图27D型齿轮机构简图低了油耗。图3是7D变速器的设计图。和现有标准的手动变速器的相似之处是显见的。由于齿轮机构设计紧凑,各轴具有足够的尺寸并且有利于在大速比处布置轴承,中央轴承罩无需顾及大的轴承间隙。由于前轴承座位于两常啮合齿轮后部,因此仅需两个轴承座即可。另外,非常紧凑和廉价的变速器设计也是基于对轴承的选择,特别在空心轴方面。图37D型变速器剖面图3.双离合器该变速器的核心模块是湿式双离合器。该离合器具有一个宽型谱的技术特征,能实现变速器控制单元的功能和辨别该变速器的专有特征。离合器延迟时间短、惯量小、动作过程中具有良好和舒适的摩擦系数、极具运动性的高动态换档特性、行驶舒适以及高效率。双离合器直接安装在变速器的输入端,发动机转矩经扭转减振器后根据具体情况传递给两离合器中的任一个。出于安全考虑,离合器设计成“常开”状态。沿径向布置的多片离合器具有最佳的性能和安装空间,见图4。图4双离合器确保离合器在使用寿命中其性能和舒适性取决于摩擦片衬里、润滑油的选择和提高该摩擦学系统的性能。经过大量试验和详细计算,获得了相当高的热负载特性。作为其中的一部分,摩擦片衬里的类型、尺寸、沟槽以及在离合器壳体中热负荷耗散和润滑油流动等都是决定性的设计特点。离合器甚至在低温情况下也具有低的牵引转矩,并具有高速疲劳强度、运动舒适性和高水平的运动性,同时也能满足安全性方面需要。装有滞后优化垫圈和配备有离心力补偿的离合器主缸使得离合器操控更容易。板簧能确保高速时活塞的快速回位。在离合器断开情况下,变速器输入轴仅有非常低的附加转动惯量。这样可确保快速同步和同步器的长寿命。4.液压控制单元在现有的双离合器变速器中,液压控制单元应完成下列任务:操纵双离合器；换档,即齿轮的结合/同步；冷却双离合器；变速器电子系统完全失效时的应急停车功能；液压控制单元的几个特征和控制概念的选择标准详见以下各小节。（1）性能在运
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本文标题：双离合器式自动变速器的七挡齿轮变速器设计【优秀含16张CAD图纸+汽车车辆工程毕业设计】
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