CN110513450B - Semi-automatic gear shifting, lifting and twisting auxiliary speed change mechanism - Google Patents
Semi-automatic gear shifting, lifting and twisting auxiliary speed change mechanism Download PDFInfo
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- CN110513450B CN110513450B CN201910785536.1A CN201910785536A CN110513450B CN 110513450 B CN110513450 B CN 110513450B CN 201910785536 A CN201910785536 A CN 201910785536A CN 110513450 B CN110513450 B CN 110513450B
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- way clutch
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- 230000007246 mechanism Effects 0.000 title claims abstract description 32
- 230000008859 change Effects 0.000 title claims abstract description 21
- 230000005540 biological transmission Effects 0.000 claims description 48
- 238000012423 maintenance Methods 0.000 abstract description 5
- 230000009194 climbing Effects 0.000 abstract 1
- 230000008878 coupling Effects 0.000 description 4
- 238000010168 coupling process Methods 0.000 description 4
- 238000005859 coupling reaction Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000009347 mechanical transmission Effects 0.000 description 4
- 208000032370 Secondary transmission Diseases 0.000 description 3
- 208000035874 Excoriation Diseases 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
- F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
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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
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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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H2003/0818—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts comprising means for power-shifting
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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
- F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two 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
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2033—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with one engaging means
Abstract
The invention discloses a semi-automatic gear shifting, lifting and torsion auxiliary speed change mechanism, wherein an output shaft 2 and an input shaft 1 are coaxially arranged, a driving tooth 5 is positioned at the end part of the input shaft 1, the driving tooth 5 is axially perforated, the output shaft 2 is inserted into the center of the driving tooth 5 and is in sliding fit with a groove in the input shaft 1, the driving tooth 5 is meshed with a driven tooth 15 of an intermediate shaft 13, an intermediate shaft driving tooth 14 of the intermediate shaft 13 is meshed with an output shaft driven tooth 10, the output shaft driven tooth 10 is arranged on the outer ring of a one-way clutch 41, and an inner ring 11 of the one-way clutch is arranged on the output shaft 2. Under the premise of utilizing the friction work of an engine to assist braking and controlling the vehicle speed to ensure driving safety, the mechanism can realize smooth gear shifting without stepping on a clutch pedal when the vehicle is in driving, thereby reducing the operation labor intensity of an automobile driver, prolonging the service life of a clutch, saving the use and maintenance cost of the vehicle, increasing the climbing capacity of the vehicle and improving the dynamic property of the vehicle.
Description
Technical Field
The invention relates to the field of automobile transmissions, in particular to a secondary speed change mechanism which is arranged on a manual transmission and used for assisting in semi-automatic gear shifting.
Background
At present, no matter heavy truck, medium truck, light truck or micro-surface micro-truck is used in China, the manual gear shifting mechanical transmission is used, and the manual gear shifting mechanical transmission has the advantages of simple structure, low cost, convenience in maintenance, high transmission efficiency and the like, but because the gear shifting can be realized only by stepping on a clutch pedal during gear shifting, when a vehicle is in heavy load, traffic jam and urban congestion working condition, the driving operation intensity can be increased by frequently using the clutch, meanwhile, the early abrasion of the clutch is easily caused, the use and maintenance cost of the vehicle is increased, and the manual gear shifting mechanical transmission cannot be avoided by the structure of the conventional manual mechanical gear shifting mechanical transmission. In addition, the vehicle is light when empty, heavy when full load, poor in quality and more serious when overload, so that the power performance and the economy of the engine are difficult to fully play when the transmission is matched with the engine.
Manual gear cars are also difficult to learn by novice users due to their difficult gear shifting, requiring long exercises to be able to shift.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: aiming at the problems of complicated gear shifting operation, serious abrasion to a clutch and the like of a manual gear box, the auxiliary speed changing structure is provided, and the auxiliary speed changing structure is arranged on the manual gear box to realize semi-automatic gear shifting.
The invention adopts the following technical scheme:
the semi-automatic gear shifting and torque lifting auxiliary speed change mechanism comprises an input shaft and an output shaft, wherein driving teeth are meshed with driven teeth of an intermediate shaft on the input shaft, the intermediate shaft driving teeth of the intermediate shaft are meshed with driven teeth of the output shaft, the driven teeth of the output shaft are arranged on an outer ring of a one-way clutch, and an inner ring of a low-gear one-way clutch is arranged on the output shaft.
The gear shifting gear hub is arranged on the output shaft, the inner side of the driven gear of the output shaft is provided with a low-gear combining gear, the gear shifting gear hub is sleeved with a gear shifting gear sleeve, and the gear shifting gear sleeve can be moved to control whether the gear shifting gear hub is connected with the low-gear combining gear or not.
The output shaft and the input shaft are coaxially arranged, the side surface of the driving gear is provided with a direct gear combining tooth, and whether the gear shifting gear hub is connected with the direct gear combining tooth or not can be controlled through the position of the gear shifting gear sleeve.
The driving teeth are positioned at the end part of the input shaft, the driving teeth are axially perforated, and the output shaft is inserted into the center of the driving teeth and is in sliding fit.
The driving gear is connected with the direct gear combining gear through a direct gear one-way clutch.
The direct gear one-way clutch is arranged in an inner hole of the driving tooth, the outer ring of the direct gear one-way clutch and the driving tooth synchronously rotate, the inner ring of the direct gear one-way clutch is connected with the direct gear combining tooth, and the inner ring and the direct gear combining tooth are sleeved on the output shaft in an empty mode.
The input shaft and the output shaft are fixedly arranged at the positions through two bearings, one bearing is matched with the input shaft, and the other bearing is matched with the output shaft.
The auxiliary speed change mechanism is arranged on the side face of the main speed changer, the position of the gear shifting sleeve is controlled through the electric gear shifting mechanism, and the main speed changer is controlled through the manual gear shifting mechanism. The auxiliary speed change mechanism is matched with the transmission for use, the output shaft transmits power to the main transmission through the output shaft driving gear at the end part of the output shaft, and the maximum output torque of the output shaft is smaller than or equal to the maximum input torque which can be born by the main transmission.
The invention has the beneficial effects that:
the invention meets traffic safety regulations, can reliably utilize the friction work of the engine to assist in braking and controlling the speed of the vehicle when the vehicle runs, thereby ensuring the running safety, and can optimize the matching between the engine and the speed changer, so that the performance of the engine can be fully exerted, and the dynamic property and the fuel economy of the whole vehicle are improved; the traditional driving mode can be changed, the labor intensity of an automobile driver is reduced, a clutch is not needed to be stepped on during gear shifting during normal running, and the operation difficulty is greatly reduced; the service life of the clutch can be obviously prolonged, and the use and maintenance cost of the automobile can be saved;
the original manual speed main transmission structure is not required to be changed, and the modification of the existing manual speed transmission can be completed by only cutting the main transmission shell and inserting and installing the auxiliary transmission mechanism. The invention has simple structure, low cost, easy manufacture and convenient maintenance, is particularly suitable for Chinese national conditions, has great social and economic significance and is worthy of popularization and application.
Drawings
Fig. 1 is a schematic view of a secondary transmission mechanism according to embodiment 2.
Fig. 2 is a schematic view of a secondary transmission mechanism according to embodiment 3.
Fig. 3 is a schematic diagram of embodiment 3 range low one-way transmission.
Fig. 4 is a schematic diagram of the one-way transmission of the auxiliary speed change direct gear of the embodiment 3.
Fig. 5 is a schematic diagram showing the lockup of the low one-way clutch for the secondary transmission according to embodiment 3.
Fig. 6 is a schematic structural diagram of embodiment 4.
Detailed Description
Embodiment one:
the semi-automatic gear shifting, torque increasing and auxiliary speed changing mechanism comprises an input shaft 1 and an output shaft 2, wherein driving teeth 5 are arranged on the input shaft 1 and are meshed with driven teeth 15 of an intermediate shaft 13, intermediate shaft driving teeth 14 of the intermediate shaft 13 are meshed with driven teeth 10 of the output shaft, the driven teeth 10 of the output shaft are arranged on the outer ring of a one-way clutch 41, and an inner ring 11 of the one-way clutch is arranged on the output shaft 2.
The gear shifting gear hub 7 is arranged on the output shaft 2, the inner side of the driven gear 10 of the output shaft is provided with a low-gear combining gear 9, the gear shifting gear hub 7 is sleeved with a gear shifting gear sleeve 8, and the position of the gear shifting gear sleeve 8 can be moved to control whether the gear shifting gear hub 7 is connected with the low-gear combining gear 9. The driven teeth 15 have a diameter greater than the diameter of the intermediate shaft driving teeth 14.
When the gear sleeve 8 is only matched with the gear hub 7, the power of the input shaft 1 is transmitted to the output shaft 2 through the driving gear 5, the driven gear 15, the intermediate shaft 13, the intermediate shaft driving gear 14, the output shaft driven gear 10, the one-way clutch 41 and the one-way clutch inner ring 11, and finally the output shaft 2 transmits the power to the main transmission through the output shaft driving gear 12. In this state, the lever can be directly operated to shift gears without a foot clutch.
When one half of the gear sleeve 8 is matched with the gear hub 7 and the other half is matched with the low-gear combining teeth 9, the power of the input shaft 1 is transmitted to the output shaft 2 through the driving teeth 5, the driven teeth 15, the intermediate shaft 13, the intermediate shaft driving teeth 14, the output shaft driven teeth 10, the low-gear combining teeth 9, the gear sleeve 8 and the gear hub 7, and finally the output shaft 2 transmits the power to the main transmission through the output shaft driving teeth 12. In this state, the vehicle can assist in braking the vehicle speed control by using the friction work of the engine, but the clutch pedal is required to be depressed at this time to manually shift gears.
Embodiment two:
the output shaft 2 and the input shaft 1 are coaxially arranged, the driving tooth 5 is positioned at the end part of the input shaft 1, the driving tooth 5 is axially provided with a hole, the hole penetrates through the input shaft 1, and the output shaft 2 is inserted into the center of the driving tooth 5 and is in sliding fit with a groove in the input shaft 1. The driving teeth 5 on the input shaft 1 are meshed with the driven teeth 15 of the intermediate shaft 13, the intermediate shaft driving teeth 14 of the intermediate shaft 13 are meshed with the output shaft driven teeth 10, the output shaft driven teeth 10 are arranged on the outer ring of the one-way clutch 41, and the one-way clutch inner ring 11 is arranged on the output shaft 2. The driven teeth 15 have a diameter greater than the diameter of the intermediate shaft driving teeth 14.
The middle part of the output shaft 2 is provided with a gear shifting gear hub 7, the gear shifting gear hub 7 is positioned between the driving gear 5 and the output shaft driven gear 10, one side of the driving gear 5, which is close to the gear shifting gear hub 7, is connected with a direct gear combining gear 6, and one side of the output shaft driven gear 10, which is close to the gear shifting gear hub 7, is connected with a low gear combining gear 9. By adjusting the position of the shift sleeve 8 on the shift hub 7, it is possible to control whether the shift hub 7 is coupled to the direct-range coupling tooth 6 or the low-range coupling tooth 9.
When the gear shifting sleeve 8 is positioned at the middle position, the power transmission line is as follows: the power of the input shaft 1 is transmitted to the output shaft 2 through the driving gear 5, the driven gear 15, the intermediate shaft 13, the intermediate shaft driving gear 14, the output shaft driven gear 10, the one-way clutch 41 and the one-way clutch inner ring 11, and the output shaft 2 finally transmits the power to the main transmission through the output shaft driving gear 12. In this state, the lever can be directly operated to shift gears without a foot clutch.
When the gear shifting sleeve 8 moves towards the driving gear 5 to connect the direct gear combining gear 6 and the gear shifting gear hub 7, the power transmission line is as follows, namely the input shaft 1-the driving gear 5-the direct gear combining gear 6-the gear shifting sleeve 8-the gear shifting gear hub 7-the output shaft 2-the output shaft driving gear 12-the main transmission. At the moment, the clutch is required to be separated for gear shifting, and semi-automatic gear shifting cannot be realized, but the friction work of the engine can be reliably utilized to assist in braking and controlling the speed of the vehicle, so that the traffic regulation is met, and the necessary structural guarantee is provided for driving safety.
When the gear shifting sleeve 8 moves to the output shaft driven gear 10 to connect the low-gear combining gear 9 and the gear shifting gear hub 7, the output torque of the engine sequentially passes through the input shaft 1, the driving gear 5, the intermediate shaft driven gear 15, the intermediate shaft 13, the intermediate shaft driving gear 14, the output shaft driven gear 10, the low-gear engaging gear 9, the gear shifting sleeve 8, the gear shifting gear hub 7 and the main speed change input shaft (output shaft 2), and the output torque of the engine is amplified and then is input into the main transmission. Of particular note are: when the auxiliary gear shift sleeve 8 is in this position, the one-way clutch 41 is no longer engaged when the output torque of the engine is transmitted to the main transmission, so that the automatic release characteristic of the one-way clutch is not used to effect the shift. In this case, if upshifting or downshifting is performed, a clutch pedal must be used to disengage or engage the clutch. Although the position can not be shifted semi-automatically, the friction work of the engine can be reliably utilized to assist in braking and controlling the speed of the vehicle, and the requirement of traffic regulations is met, so that an indispensable structural guarantee is provided for driving safety, and the vehicle is in a low-gear transmission working condition.
Example 3:
in the embodiment, on the basis of embodiment 2, the axial hole of the driving tooth 5 is enlarged, the driving tooth 5 and the direct gear combining tooth 6 are separated into two structures, the direct gear one-way clutch 4 is installed, the outer ring of the direct gear one-way clutch 4 and the driving tooth 5 synchronously rotate, the inner ring 3 of the direct gear one-way clutch is sleeved on the output shaft 2 in an empty mode, and the direct gear combining tooth 6 is installed on the side face of the inner ring 3 of the direct gear one-way clutch. The specific structure is as shown in figure 2: the output shaft 2 and the input shaft 1 are coaxially arranged, the driving tooth 5 is positioned at the end part of the input shaft 1, the center of the driving tooth 5 is axially provided with a hole and is provided with a direct-gear one-way clutch 4, the hole penetrates through the input shaft 1, the output shaft 2 is inserted into a direct-gear one-way clutch inner ring 3 of the direct-gear one-way clutch 4 and is in sliding fit with a groove in the input shaft 1, the direct-gear one-way clutch inner ring 3 is sleeved on the output shaft 2, a direct-gear combining tooth 6 is arranged on the side surface of the direct-gear one-way clutch inner ring 3, and the direct-gear combining tooth 6 is also sleeved on the output shaft 2 and rotates synchronously with the direct-gear one-way clutch inner ring 3. The driving teeth 5 on the input shaft 1 are meshed with the driven teeth 15 of the intermediate shaft 13, the intermediate shaft driving teeth 14 of the intermediate shaft 13 are meshed with the output shaft driven teeth 10, the output shaft driven teeth 10 are arranged on the outer ring of the one-way clutch 41, and the one-way clutch inner ring 11 is arranged on the output shaft 2.
The middle part of the output shaft 2 is provided with a gear shifting gear hub 7, the gear shifting gear hub 7 is positioned between the driving gear 5 and the output shaft driven gear 10, one side of the driving gear 5, which is close to the gear shifting gear hub 7, is connected with a direct gear combining gear 6, and one side of the output shaft driven gear 10, which is close to the gear shifting gear hub 7, is connected with a low gear combining gear 9. By adjusting the position of the shift sleeve 8 on the shift hub 7, it is possible to control whether the shift hub 7 is coupled to the direct-range coupling tooth 6 or the low-range coupling tooth 9.
The auxiliary gear shifting sleeve 8 has three different working positions of left, middle and right, as shown in fig. 3: when the gear shifting sleeve 8 of the auxiliary speed change is in the middle position, the output torque of the engine is amplified and torque-increased through the input shaft 1 of the auxiliary speed change, the driving gear 5 which is normally meshed with the input shaft of the auxiliary speed change, the driven gear 15 which is normally meshed with the intermediate shaft of the auxiliary speed change, the intermediate shaft 13 of the auxiliary speed change, the driving gear 14 of the intermediate shaft 13 of the auxiliary speed change, the driven gear (the driven gear 10 of the output shaft), the one-way clutch 4, the inner ring 11 of the one-way clutch and the output shaft 2, and then the output torque of the engine is input into the main speed change. At the moment, if the gear is to be shifted up or down, the original clutch of the vehicle is not required to be separated or connected by using a clutch pedal, and the one-way clutch is automatically separated only by reducing the torque and the speed of the engine, so that the manual gear shifting can be easily performed, and the low-gear transmission working condition is realized.
When the range-shift sleeve 8 is in the left position as shown in fig. 4, the output torque of the engine sequentially passes: the auxiliary speed change input shaft 1, the driving gear 5, the direct gear one-way clutch 4, the inner ring 3 of the auxiliary speed change direct gear one-way clutch, the direct gear engaging gear 6 of the auxiliary speed change, the gear sleeve 8, the gear shift hub 7 and the output shaft 2 are used for inputting the output torque of the engine into the main speed changer, and the torque value is unchanged. At the moment, if the gear is to be shifted up or down, the one-way clutch can be easily shifted manually just by reducing the torque and the speed of the engine, and the gear is a direct gear transmission working condition.
When the auxiliary gear shifting sleeve 8 is positioned at the right side as shown in fig. 5, the output torque of the engine is amplified and amplified through the input shaft 1, the auxiliary gear shifting input shaft constant mesh driving gear 5, the auxiliary gear shifting intermediate shaft driven gear 15, the auxiliary gear shifting intermediate shaft 13, the auxiliary gear shifting intermediate shaft driving gear 14, the auxiliary gear shifting low-gear driven gear (output shaft driven gear 10), the low-gear engaging gear 9, the gear shifting sleeve 8 and the gear shifting gear hub 7 in sequence, and then is input to the output shaft 2, and the output shaft 2 transmits the torque to the main transmission through the output shaft driving gear 12. Of particular note are: when the secondary gear shifting sleeve 8 is in this position, the output torque of the engine is transmitted to the main transmission without passing through the one-way clutch, at which point the one-way clutch is locked, so that the automatic disengagement characteristic of the one-way clutch is not utilized to effect the gear shift. In this case, if upshifting or downshifting is performed, a clutch pedal must be used to disengage or engage the clutch. Although the position can not be shifted semi-automatically, the friction work of the engine can be reliably utilized to assist in braking and controlling the speed of the vehicle, and the requirement of traffic regulations is met, so that an indispensable structural guarantee is provided for driving safety, and the vehicle is in a low-gear transmission working condition.
Example 4: as shown in fig. 6, the present manual transmission is modified by using the present auxiliary transmission mechanism, which is installed on the side of the original main transmission, the original main transmission is installed in the main transmission front housing 21, the main transmission housing 24 and the main transmission rear end cover 26, and is provided with the manual gear shifting mechanism 25, the original main transmission front housing 21 and the main transmission housing 24 are separated, the auxiliary transmission housing 22 is installed therebetween, and the present auxiliary transmission mechanism is installed in the auxiliary transmission housing 22 and is located on the side of the main transmission, and the output shaft driving gear 12 on the output shaft 2 is engaged with the driven gear on the input shaft of the main transmission. An electric shift mechanism 23 for a sub-transmission is mounted on the sub-transmission case 22, and the position of the shift sleeve 8 is controlled by the electric shift mechanism 23.
The foregoing is a further detailed description of the invention in connection with the preferred embodiments, and it is not intended that the invention be limited to the specific embodiments described. It will be apparent to those skilled in the art that several simple deductions or substitutions may be made without departing from the spirit of the invention, and these should be considered to be within the scope of the invention.
Claims (9)
1. The utility model provides a semi-automatic gear shifting torque up pair speed change mechanism, includes input shaft (1) and output shaft (2), its characterized in that: the gear shifting device comprises an input shaft (1), a driving gear (5) is meshed with a driven gear (15) of an intermediate shaft (13), an intermediate shaft driving gear (14) of the intermediate shaft (13) is meshed with an output shaft driven gear (10), the output shaft driven gear (10) is arranged on an outer ring of a one-way clutch (41), an inner ring (11) of the one-way clutch is arranged on an output shaft (2), a gear shifting gear hub (7) is arranged on the output shaft (2), a low-gear combining gear (9) is arranged on the inner side of the output shaft driven gear (10), a gear shifting gear sleeve (8) is sleeved on the gear shifting gear hub (7), and whether the gear shifting gear hub (7) is connected with the low-gear combining gear (9) can be controlled by moving the position of the gear shifting gear sleeve (8); when the gear shifting sleeve (8) is positioned at the middle position, the power transmission line is as follows: the power of the input shaft (1) is transmitted to the output shaft (2) through the driving teeth (5), the driven teeth (15), the intermediate shaft (13), the intermediate shaft driving teeth (14), the output shaft driven teeth (10), the one-way clutch (41) and the one-way clutch inner ring (11).
2. The semi-automatic shift torque up range mechanism according to claim 1, wherein: the output shaft (2) and the input shaft (1) are coaxially arranged, a direct gear combining tooth (6) is arranged on the side face of the driving tooth (5), and whether the gear shifting gear hub (7) is connected with the direct gear combining tooth (6) or not can be controlled through the position of the gear shifting gear sleeve (8).
3. The semi-automatic shift torque up range mechanism according to claim 2, wherein: the driving teeth (5) are positioned at the end part of the input shaft (1), the driving teeth (5) are axially perforated, and the output shaft (2) is inserted into the center of the driving teeth (5) and is in sliding fit.
4. The semi-automatic shift torque up range mechanism according to claim 3, wherein: the driving gear (5) is connected with the direct gear combining gear (6) through the direct gear one-way clutch (4).
5. The semi-automatic shift torque up range mechanism according to claim 4, wherein: the direct gear one-way clutch (4) is arranged in an inner hole of the driving tooth (5), the outer ring of the direct gear one-way clutch is synchronously rotated with the driving tooth (5), the inner ring (3) of the direct gear one-way clutch is connected with the direct gear combining tooth (6), and the inner ring and the direct gear one-way clutch are sleeved on the output shaft (2) in an empty mode.
6. The semi-automatic shift, torque up and down range mechanism according to any one of claims 3-5, wherein: the input shaft (1) and the output shaft (2) are fixedly arranged at positions through two bearings, one bearing is matched with the input shaft (1), and the other bearing is matched with the output shaft (2).
7. The semi-automatic shift, torque up and down range mechanism according to any one of claims 3-5, wherein: the auxiliary speed change mechanism is matched with the main speed changer for use, and the output shaft (2) transmits power to the main speed changer through the output shaft driving gear (12) at the end part of the output shaft.
8. The semi-automatic shift torque up range mechanism of claim 7, wherein: the diameter of the driven gear (15) is larger than that of the intermediate shaft driving gear (14), and the maximum output torque of the output shaft (2) is smaller than or equal to the maximum input torque which can be born by the main transmission.
9. The semi-automatic shift torque up range mechanism of claim 7, wherein: the original main transmission front shell (21) and the main transmission shell (24) are separated, a sub-transmission shell (22) is arranged between the front shell and the main transmission shell, the sub-transmission mechanism is arranged on the side face of the main transmission, the position of a gear shifting sleeve (8) is controlled through an electric gear shifting mechanism (23), and the main transmission is controlled through a manual gear shifting mechanism (25).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910785536.1A CN110513450B (en) | 2019-08-23 | 2019-08-23 | Semi-automatic gear shifting, lifting and twisting auxiliary speed change mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910785536.1A CN110513450B (en) | 2019-08-23 | 2019-08-23 | Semi-automatic gear shifting, lifting and twisting auxiliary speed change mechanism |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110513450A CN110513450A (en) | 2019-11-29 |
| CN110513450B true CN110513450B (en) | 2023-11-07 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910785536.1A Active CN110513450B (en) | 2019-08-23 | 2019-08-23 | Semi-automatic gear shifting, lifting and twisting auxiliary speed change mechanism |
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| CN (1) | CN110513450B (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110513450A (en) | 2019-11-29 |
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