CN107514445B - Six-speed transmission based on improved lever method - Google Patents
Six-speed transmission based on improved lever method Download PDFInfo
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- CN107514445B CN107514445B CN201710749531.4A CN201710749531A CN107514445B CN 107514445 B CN107514445 B CN 107514445B CN 201710749531 A CN201710749531 A CN 201710749531A CN 107514445 B CN107514445 B CN 107514445B
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- 230000006872 improvement Effects 0.000 claims description 4
- 238000010586 diagram Methods 0.000 description 8
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- 238000013461 design Methods 0.000 description 2
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H2057/0087—Computer aided design [CAD] specially adapted for gearing features ; Analysis of gear systems
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
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Abstract
The invention relates to a six-speed transmission based on an improved lever method, which comprises a front-row input gear assembly, a middle-row speed change gear assembly and a rear-row speed change gear assembly, wherein the front-row input gear assembly is of a single-row structure, and the middle-row speed change gear assembly and the rear-row speed change gear assembly are connected in parallel to form a double-row structure; the input end of the front-row input gear assembly is connected with the input shaft, and the output ends of the middle-row speed change gear assembly and the rear-row speed change gear assembly are connected with an output shaft together; the output end of the front-row input gear assembly is connected with the middle-row speed change gear assembly and the rear-row speed change gear assembly through a first clutch and a third clutch respectively, and the rear-row speed change gear assembly is connected with the input shaft through a second clutch. The invention has the advantages of high transmission efficiency, large transmission ratio of one gear, large transmission amplitude, small fluctuation of step change of the speed ratio, small step interval of the speed ratio and the like.
Description
Technical Field
The invention relates to a six-speed transmission based on an improved lever method.
Background
The current transmission has the highest market share of six-speed transmission, the corresponding six-speed planetary gear mechanism consists of three rows, the front row is a single row generally, the middle and rear rows are parallel double rows, and the six-speed planetary gear mechanism has two types of 6 schemes according to the connection relation of the outputs of the parallel double rows and the single row. Based on the speed vector diagram established by the improved lever method, only two of the six-speed planetary gear mechanism and 6 schemes are reasonable, and each row can be single-stage or multi-stage, so that the six-speed planetary gear mechanism and the six-speed planetary gear mechanism theoretically share 2x2 at most 3 =16 seed regimen.
At present, two reasonable schemes of six-speed planetary gear mechanisms are commonly used.
The three rows of relation of the six-speed planetary gear mechanism are as follows: the front row is a single row (directly connected with an input shaft), the middle and rear rows are parallel double rows, one or two input elements of the front row output element and the parallel double rows are generally connected through a clutch (or the front row has a brake with the same function), the front row output and the parallel double rows are connected when the clutch works, and the front row output and the parallel double rows are not connected when the clutch does not work. The connection mode of front-row output and parallel double rows is not well represented by the traditional leverage, so that some improvements on the traditional leverage are needed, and the traditional leverage is specifically as follows: the three rows continue to use four-node equivalent levers in parallel with two rows, but the input of the equivalent levers has two types, one is an equivalent input in' connected with the front row output, the equivalent input speed is m (the front row output speed is the equivalent input speed m <1 because the main function of the transmission is to reduce speed), and the other is an input in directly connected with the input shaft, and the input speed is 1.
FIG. 1 is a velocity vector diagram of two possible classes of six-speed planetary gear mechanism. The abscissa value of the intersection point of the jth gear rotating speed line and the out line is the output speed value n of the gear j (j=1, 2, …, 7), j=7 corresponding to reverse gear. From the figures it can be seen that: the first scheme is provided with a direct gear, 3 deceleration gears, 2 overdrive gears and 1 reverse gear; the second scheme has no direct gear, 4 reduction gears, 2 overdrive gears and 1 reverse gear. The features of the two schemes velocity vector diagrams are as follows: 1) One component is equivalent input in', and the corresponding node of the component is an end point (D node) far away from the output point; 2) Two components in the scheme II are equivalent input in', and the corresponding nodes are two endpoints (A and D nodes); 3) The start and end points of the rotation speed lines of the two schemes are the same, wherein the rotation speed lines (1) - (4) have a common point, namely the end point of the speed vector adjacent to the output point.
From the velocity vector diagram of FIG. 1, it is readily illustrated that two types of rational scheme ratio formulas shown in Table 1 are obtained, see Table 1: the gear ratio formulas of overdrive gears (5 th to 6 th gears) and reverse gears of the two schemes are the same, and the gear ratio formulas of 1 st to 4 th gears are different.
Table 1 two types of reasonable scheme transmission ratio formulas
From the previous knowledge, it is known that there are two reasonable schemes for a six-speed planetary gear mechanism, and since each row can be single-stage or multi-stage, a total of 2x2 is theoretically at most 3 =16 seed regimen. A common sub-scheme of the current scheme is: (1) The front row is single-stage, the parallel double rows are Ravigneaux (scheme one: single-stage+Ravigneaux), and the U660E carried by Toyota Kaimei and the U760E speed changer of Toyota Hanlanda are both sub-schemes; (2) The front row is two-stage, parallel double is classical simpson CR-SS (scheme one: two-stage + classical simpson), and the a760E and a761E transmissions mounted on toyota rasagile GS430 are this sub-scheme.
The scheme II is commonly used in a scheme II, wherein the front row is single-stage, the parallel double rows are Ravigneaux (scheme II: single-stage+Ravigneaux), the AT6 transmission produced by Japanese Aixin company is a scheme, and the AT6 transmission is matched with a plurality of automobile companies (such as Toyota, buick, chevrolet and the like). The invention designs a planetary gear mechanism (scheme II: single stage+improved Simpson), wherein the parallel double rows are improved Simpson CR-CR, and the transmission efficiency is higher than that of the double stages because the three rows are single stages. The corresponding relation is that A in FIG. 1 corresponds to the middle row of sun gears S 2 B corresponds to a middle row star frame and a rear row gear ring assembly PC 2 -R 3 C corresponds to the middle row gear ring and the rear row planet carrier assembly R 2 -PC 3 D corresponds to the rear-row sun gear S 3 。
In the two schemes, the gear number is small, and the transmission efficiency of the six-speed planetary gear mechanism needs to be improved.
Disclosure of Invention
In view of this, the applicant has made studies and improvements to provide a six-speed planetary gear mechanism and a transmission in which three rows are single-stage.
In order to solve the problems, the invention adopts the following scheme:
the six-speed transmission based on the improved lever method comprises a front-row input gear assembly, a middle-row speed change gear assembly and a rear-row speed change gear assembly, wherein the front-row input gear assembly is of a single-row structure, and the middle-row speed change gear assembly and the rear-row speed change gear assembly are connected in parallel to form a double-row structure; the input end of the front-row input gear assembly is connected with the input shaft, and the output ends of the middle-row speed change gear assembly and the rear-row speed change gear assembly are connected with an output shaft together; the output end of the front-row input gear assembly is connected with the middle-row speed change gear assembly and the rear-row speed change gear assembly through a first clutch and a third clutch respectively, and the rear-row speed change gear assembly is connected with the input shaft through a second clutch; a first brake is arranged between the output end of the front-row input gear assembly and the input end of the rear-row speed change gear assembly, and a second brake and a one-way clutch are arranged between the input shaft and the input end of the rear-row speed change gear assembly.
As a further improvement of the above technical scheme:
the front-row input gear assembly comprises a front-row planetary gear arranged on a front-row planetary gear frame, a front-row sun gear externally meshed with the front-row planetary gear, and a front-row gear ring internally meshed with the front-row planetary gear, and the input end of the front-row gear ring is connected with the input shaft; the middle-row speed change gear assembly comprises a middle-row planet carrier, a middle-row planet gear arranged on the middle-row planet carrier, a middle-row sun gear externally meshed with the middle-row planet gear, and a middle-row gear ring internally meshed with the middle-row planet gear; the rear-row speed change gear assembly comprises a rear-row star frame, a rear-row star wheel arranged on the rear-row star frame, a rear-row sun wheel externally meshed with the rear-row star wheel, and a rear-row gear ring internally meshed with the rear-row star wheel;
the input end of the front row gear ring is connected with the input shaft, the input end of the middle row sun gear is connected with the output end of the front row planet carrier through the first clutch, the input end of the rear row sun gear is connected with the output end of the front row planet carrier through the third clutch and is provided with a first brake, the middle row gear ring and the rear row planet carrier are directly connected into a whole, the input end of the rear row planet carrier is connected with the input shaft through the second clutch and is provided with a second brake and a one-way clutch, and the middle row planet carrier and the rear row gear ring are directly connected into a whole, and the output end of the middle row sun gear and the output shaft are connected.
The invention has the technical effects that:
the first gear transmission of the invention is large, namely the maximum driving force can be obtained when the automobile starts, and the transmission ratio amplitude of the invention is also maximum; in the aspect of speed ratio step, interval fluctuation is small, the speed ratio step of the invention is slightly larger than that of the traditional transmission in low-speed gear, and the speed ratio step of the invention is very gentle in high-speed gear, and the invention has advantages because the automobile is used in more high-speed gear; the six-speed transmission of the invention has the advantages of single stage three rows, parallel double-row structure of middle and rear rows, high transmission efficiency, large first gear transmission ratio, large transmission amplitude, small speed ratio step change fluctuation, small speed ratio step interval and the like.
Drawings
Fig. 1 is a velocity vector diagram of two classes of rational approaches.
Fig. 2 is a velocity vector diagram of the transmission of the present invention.
Fig. 3 is a schematic structural view of the present invention.
FIG. 4 illustrates four transmission gear ratios.
FIG. 5 shows four transmission ratio steps.
FIG. 6 illustrates four transmission ratio step intervals.
Detailed Description
The following description of the embodiments of the present invention will further explain the technical means of the present invention by referring to the figures, and can fully understand and implement the implementation process for achieving the technical effects. It should be noted that, as long as no conflict is formed, each embodiment of the present invention and each feature of each embodiment may be combined with each other, and the formed technical solutions are all within the protection scope of the present invention.
As shown in fig. 2 and 3, the six-speed transmission based on the improved lever method of the present embodiment includes a front-row input gear assembly 1, a middle-row transmission gear assembly 2 and a rear-row transmission gear assembly 3, wherein the front-row input gear assembly 1 has a single-row structure, and the middle-row transmission gear assembly 2 and the rear-row transmission gear assembly 3 are connected in parallel to form a double-row structure; the input end of the front-row input gear assembly 1 is connected with the input shaft in, and the output ends of the middle-row speed change gear assembly 2 and the rear-row speed change gear assembly 3 are commonly connected with an output shaft out; the output end of the front-row input gear assembly 1 is connected with a middle-row speed change gear assembly 2 and a rear-row speed change gear assembly 3 through a first clutch C1 and a third clutch C3 respectively, and the rear-row speed change gear assembly 3 is connected with the input shaft in through a second clutch C2; a first brake B1 is installed between the output end of the front-row input gear assembly 1 and the input end of the rear-row transmission gear assembly 3, and a second brake B2 and a one-way clutch F are installed between the input shaft in and the input end of the rear-row transmission gear assembly 3.
The front input gear assembly 1 includes a front planet carrier PC mounted thereto 1 Front row star wheel P 1 And front row planetary gear P 1 Externally engaged front row sun gear S 1 And front row planetary gear P 1 Internally engaged front row gear ring R 1 Front row gear ring R 1 The input end of the input shaft in is connected; the middle row speed change gear assembly 2 includes a middle row star frame PC 2 PC mounted on middle row star frame 2 Upper middle row planet wheel P 2 And middle row planetary gear P 2 Externally meshed middle-row sun gear S 2 And middle row planetary gear P 2 Internally engaged middle gear ring R 2 The method comprises the steps of carrying out a first treatment on the surface of the The rear-row transmission gear assembly 3 includes a rear-row carrier PC 3 PC mounted on rear row star frame 3 Upper rear row star wheel P 3 And rear row star wheel P 3 Externally engaged rear sun gear S 3 And rear row star wheel P 3 Internally engaged rear row gear ring R 3 The method comprises the steps of carrying out a first treatment on the surface of the The front row gear ring R 1 Is connected with the input shaft in, and the middle row sun gear S 2 Through said first clutch C1 and forward-row planet carrier PC 1 Is connected with the output end of the rear row sun gear S 3 Through said third clutch C3 and the forward planet carrier PC 1 Is connected to and is provided with a first brake B1, the middle row gear ring R 2 And rear row star frame PC 3 Directly connected into a whole and the rear planet carrier PC 3 Is connected with the input shaft in through the second clutch C2 and is provided with a second brake B2 and a one-way clutch F, and the middle row planet carrier PC 2 And rear row gear ring R 3 Directly connected in one piece and having its output connected to the output shaft out.
In order to obtain multiple gears, the planetary gear mechanism requires multiple shift elements. The invention is improved on the basis of a scheme II in fig. 1, and the adopted parallel double-row gear shifting element arrangement is as follows: (1) The A, C, D node speed vector diagram has an input speed, so a clutch is arranged in front of them; (2) When the forward gear of the node D has the speed of 0, a brake is arranged in front of the forward gear, and when the node D has the brake and the clutch at the same time, the brake is closer to the node than the clutch, namely, the brake is not influenced by the operation of the clutch; (3) When the speed of the forward gear and the reverse gear of the node C is 0, a brake is arranged in front of the node C and connected with a one-way clutch in parallel, the brake is responsible for braking during the reverse gear, and the one-way clutch is responsible for braking during the forward gear or working during the engine braking. This gives a speed vector diagram (including shift elements) of the transmission of the present invention (transmission employing the planetary gear mechanism of the present invention) as shown in fig. 2, the shift elements having a total of 6 (3 clutches (C1, C2, C3), 2 brakes (B1, B2) and 1 one-way clutch (F)), and the operating patterns of the shift elements of each gear are shown in table 2, and the black circles indicate the engaged state, i.e., the shift elements are in the operating state.
TABLE 2 operating laws for shift elements of gears of a transmission of the present invention
In the present invention, the structure and the number of teeth of the transmission and the gear ratio are calculated as follows.
FIG. 3 is a schematic representation of the structure of the transmission of the present invention corresponding to FIG. 2, with the front row being single-stage, the front row in representing its connection with the input shaft in, and the middle and rear rows being parallel double rows, with the modified Simpson CR-CR being employed. The parameters of each row are as follows: z is Z S1 ＝Z S2 ＝45，Z S3 ＝39，Z R1 ＝Z R2 ＝Z R3 ＝81，Z P1 ＝Z P2 ＝18，Z P3 ＝21，α 1 ＝α 2 ＝81/45＝1.8，α 3 ＝81/39＝2.077，K1＝α 1 ＝1.8，K2＝α 2 ＝1.8，K3＝α 3 ＝2.077，m＝K1/(1+K1)＝0.643。
Wherein Z represents the number of teeth and subscripts are the corresponding gears, e.g. Z S1 =45 denotes a sun gear S 1 Is 45; alpha j The gear ratio of the j-th row of gear rings and the sun gear is represented, and subscripts 1,2 and 3 correspond to the front row, the middle row and the rear row respectively; kj represents a j-th row of proportionality constant, and j is as defined above; m represents the equivalent input speed.
In connection with Table 2 and FIG. 2, the method for obtaining the gear ratios for the transmission of the present invention is illustrated as follows:
(1) Gear 1: c1 and F operation
C1 working to make S 2 Is of the speed in', n S2 Work of =m, F makes n R2 ＝n PC3 =0, connecting the two velocity vector end points to obtain a rotational velocity line (1) and an output velocity n 1 The similar triangles are as follows:
(2) Gear 2: c1 and B1 operation
C1 working to n S2 Work of =m, B1 makes n S3 =0, the rotational speed lines (2) and n are obtained 2 The similar triangles are as follows:
(3) 3 rd gear: c1 and C3 operation
C1 working to n S2 Work with =m, C3 makes n S3 =m, the rotational speed lines (3) and n are obtained 3 =m, so there is:
(4) 4 th gear: c1 and C2 operation
C1 working to n S2 Work with =m, C2 makes n R2 ＝n PC3 =1, the rotational speed lines (4) and n are available 4 The similar triangles are as follows:
(5) Gear 5: c2 and C3 operation
C2 working to n R2 ＝n PC3 Work of =1, C3 makes n S3 =m, the rotational speed lines (5) and n are obtained 5 The similar triangles are as follows:
(6) 6 th gear: c2 and B1 operation
C2 working to n R2 ＝n PC3 Work of =1, B1 makes n S3 =0, the rotational speed lines (6) and n are obtained 6 The similar triangles are as follows:
(7) Reverse gear R: c3 and B2 operation
C3 working to n S3 Work of =m, B2 makes n R2 ＝n PC3 =0, the rotational speed line (7) and the output speed n of the reverse gear can be obtained 7 From FIG. 2, n can be seen 7 Negative, opposite to the input direction, the like triangle has:
4) The comparisons of the four transmissions are shown in table 3.
Table 3 comparison of four transmissions
One of the indicators for evaluating the quality of the transmission is the gear ratio, the gear ratio amplitude (equal to i 1 /i 6 Also equal to the ratio step product) is larger the better; the step of the speed ratio in the gear reduction (the ratio of the transmission ratios of two adjacent gears) is required to be relatively large, and the step of the speed ratio in the overdrive gear is required to be relatively small, so that gear shifting stability is facilitated, and the dynamic performance is improved; since low gears are typically used for launch, high gears are the primary vehicle use, and the smaller the step-ratio spacing of the high gears, the better, since the smaller the spacing, the less the shift change time.
The evaluation index may also be a size parameter, a process parameter, or the like. The dimensional parameter is a parameter related to the outer contour dimension of the planet gear, expressed in terms of the gear ratios α of the rows, α e (1.4,4.5), preferably when α=2.7. The process parameters are parameters of the manufacturing process of the transmission, t=α min /α max Expressed by alpha min And alpha max The respectively minimum and maximum tooth ratios α, T e (0.33,1), the closer T is to 1, the better.
Table 3 is a multiple aspect comparison of Toyota U760E (scheme one: single stage+Ravigneaux), toyota A761E (scheme one: double stage+classical Simpson), aisignal AT6 (scheme two: single stage+Ravigneaux) and the transmission of the present invention (scheme two: single stage+improved Simpson), and FIGS. 4-6 are graphs comparing the gear ratios, ratio steps, and ratio step intervals of the four transmissions.
As can be seen from fig. 4 to 6 and table 3: in terms of forward gear transmission ratio, toyota U760E and A761E of scheme one almost coincide, scheme two (AT 6 and the invention) is larger than the transmission ratio of scheme one in the same gear, the first gear transmission ratio of the invention is the largest, that is, the largest driving force can be obtained when the automobile starts, and the transmission ratio amplitude of the invention is the largest; in terms of speed ratio step, the speed ratio step of the invention is slightly larger than that of other three transmissions in low-speed gear, and the speed ratio step of the invention is very gentle in high-speed gear, and the invention has advantages because the automobile is used in more high-speed gear; in the aspect of the step interval, the invention has small interval fluctuation and can be compared favorably with the Aixin AT6 and Toyota A761E. The invention is therefore good in terms of gear ratio, in particular with a large gear ratio range and a large first gear ratio.
From a dimensional parameter, the three row gear ratios α of Toyota A761E are all very close and not too far from 2.7, so are relatively good; the two-row tooth ratios α of the present invention are the same, and are considered to be medium due to being relatively far from 2.7; the other two three-row gear ratios α are all different, with the greater and lesser ratios, and the overall design is medium. From the technological parameters, the T of both the present invention and Toyota A761E is close to 0.9, while the other two transmissions are less than 0.70, which is advantageous. In summary, the invention is good from the dimensional and process parameters.
The six-speed transmission of the invention has three rows of single-stage, the parallel double rows of the middle and rear rows are improved Simpson CR-CR, and the invention belongs to a sub-scheme of scheme two. Compared with Toyota U760E (scheme one: single stage+Ravigneaux), toyota A761E (scheme one: double stage+classical simpson), and Aisignal AT6 (scheme two: single stage+Ravigneaux), the transmission of the invention has the advantages of high transmission efficiency, large first gear transmission ratio, large transmission amplitude, small fluctuation of speed ratio step change, small speed ratio step interval and the like.
The above embodiments are provided for convenience of description of the present invention, and are not intended to limit the present invention in any way, and any person skilled in the art will make local changes or modifications to the present invention without departing from the technical scope of the present invention.
Claims (1)
1. Six speed transmission based on improvement lever method, its characterized in that: the transmission mechanism comprises a front-row input gear assembly (1), a middle-row speed change gear assembly (2) and a rear-row speed change gear assembly (3), wherein the front-row input gear assembly (1) is of a single-row structure, and the middle-row speed change gear assembly (2) and the rear-row speed change gear assembly (3) are connected in parallel to form a double-row structure; the input end of the front-row input gear assembly (1) is connected with an input shaft (in), and the output ends of the middle-row speed change gear assembly (2) and the rear-row speed change gear assembly (3) are commonly connected with an output shaft (out); the output end of the front-row input gear assembly (1) is connected with the middle-row speed change gear assembly (2) and the rear-row speed change gear assembly (3) through a first clutch (C1) and a third clutch (C3), and the rear-row speed change gear assembly (3) is connected with the input shaft (in) through a second clutch (C2); a first brake (B1) is arranged between the output end of the front-row input gear assembly (1) and the input end of the rear-row speed-change gear assembly (3), and a second brake (B2) and a one-way clutch (F) are arranged between the input shaft (in) and the input end of the rear-row speed-change gear assembly (3); the front-row input gear assembly (1) comprises a front-row planetary gear (P1) arranged on a front-row planetary carrier (PC 1), a front-row sun gear (S1) externally meshed with the front-row planetary gear (P1), and a front-row gear ring (R1) internally meshed with the front-row planetary gear (P1), wherein the input end of the front-row gear ring (R1) is connected with the input shaft (in); the middle row speed change gear assembly (2) comprises a middle row star frame (PC 2), a middle row star wheel (P2) arranged on the middle row star frame (PC 2), a middle row sun wheel (S2) externally meshed with the middle row star wheel (P2) and a middle row gear ring (R2) internally meshed with the middle row star wheel (P2); the rear-row speed-change gear assembly (3) comprises a rear-row star frame (PC 3), a rear-row star wheel (P3) arranged on the rear-row star frame (PC 3), a rear-row sun wheel (S3) externally meshed with the rear-row star wheel (P3), and a rear-row gear ring (R3) internally meshed with the rear-row star wheel (P3); the input end of the front row gear ring (R1) is connected with the input shaft (in), the input end of the middle row sun gear (S2) is connected with the output end of the front row planet carrier (PC 1) through the first clutch (C1), the input end of the rear row sun gear (S3) is connected with the output end of the front row planet carrier (PC 1) through the third clutch (C3) and is provided with the first brake (B1), the middle row gear ring (R2) and the rear row planet carrier (PC 3) are directly connected into a whole, the input end of the rear row planet carrier (PC 3) is connected with the input shaft (in) through the second clutch (C2) and is provided with the second brake (B2) and the one-way clutch (F), and the middle row planet carrier (PC 2) and the rear row gear ring (R3) are directly connected into a whole and the output end of the middle row gear ring is connected with the output shaft (out).
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| Publication number | Priority date | Publication date | Assignee | Title |
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| KR20080016158A (en) * | 2006-08-17 | 2008-02-21 | 현대자동차주식회사 | A six-speed power train of an automatic transmission for a vehicle |
| JP2009174642A (en) * | 2008-01-24 | 2009-08-06 | Honda Motor Co Ltd | Automatic transmission |
| CN103438164A (en) * | 2013-07-27 | 2013-12-11 | 顺德职业技术学院 | Multi-speed gearbox transmission mechanism |
| CN103953699A (en) * | 2014-03-31 | 2014-07-30 | 北京航空航天大学 | Multi-gear transmission with planetary gear structure |
| CN105485271A (en) * | 2014-09-19 | 2016-04-13 | 西安双特智能传动有限公司 | Automatic transmission and planetary gear train thereof |
| CN207229684U (en) * | 2017-08-28 | 2018-04-13 | 无锡职业技术学院 | Based on improvement lever method six speed transmission |
-
2017
- 2017-08-28 CN CN201710749531.4A patent/CN107514445B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20080016158A (en) * | 2006-08-17 | 2008-02-21 | 현대자동차주식회사 | A six-speed power train of an automatic transmission for a vehicle |
| JP2009174642A (en) * | 2008-01-24 | 2009-08-06 | Honda Motor Co Ltd | Automatic transmission |
| CN103438164A (en) * | 2013-07-27 | 2013-12-11 | 顺德职业技术学院 | Multi-speed gearbox transmission mechanism |
| CN103953699A (en) * | 2014-03-31 | 2014-07-30 | 北京航空航天大学 | Multi-gear transmission with planetary gear structure |
| CN105485271A (en) * | 2014-09-19 | 2016-04-13 | 西安双特智能传动有限公司 | Automatic transmission and planetary gear train thereof |
| CN207229684U (en) * | 2017-08-28 | 2018-04-13 | 无锡职业技术学院 | Based on improvement lever method six speed transmission |
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| CN107514445A (en) | 2017-12-26 |
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