CN111207184A

CN111207184A - Parallel shaft type automatic transmission

Info

Publication number: CN111207184A
Application number: CN202010160675.8A
Authority: CN
Inventors: 不公告发明人
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-03-08
Filing date: 2020-03-08
Publication date: 2020-05-29
Anticipated expiration: 2040-03-08
Also published as: CN111207184B

Abstract

A parallel shaft automatic transmission comprising: the transmission comprises a transmission box body, a transmission driving shaft, a transmission driven shaft and a middle linkage shaft; the driving end middle wheel and the driven end middle wheel; a plurality of torque transmission mechanism and advance and reverse gear switching mechanism, its characterized in that: the transmission driving shaft, the transmission driven shaft and the middle linkage shaft are arranged in parallel, and each driving gear is provided with a driving clutch; each driven gear is provided with a driven clutch; any driving gear arranged on a driving shaft of the transmission can transmit the rotation kinetic energy to any driven gear arranged on a driven shaft of the transmission through a driving end intermediate wheel and a middle linkage shaft gear fixed on a middle linkage shaft, so that any driving gear and any driven gear form different transmission ratio output. The invention has the advantages of simple structure and small volume, and overcomes the defects of complex design and overlarge volume of the traditional multi-gear automatic transmission.

Description

Parallel shaft type automatic transmission

Technical Field

The invention relates to a parallel shaft type automatic transmission, belonging to the technical field of mechanical transmission, in particular to an automatic transmission which comprises three parallel shafts, a transmission gear and a plurality of torque transmission mechanisms, wherein the transmission gear is arranged on the shafts and meshed with each other, and the automatic transmission is provided with a plurality of speed change gears.

Background

In consideration of factors such as fuel economy and smooth shifting, an automatic transmission is required to realize multi-speed transmission. In the proposed solution, an automatic transmission having a plurality of gear ratios is obtained by coupling and combining a torque transmitting mechanism and a planetary gear device with each other. However, in order to construct the automatic transmission capable of realizing a multi-speed shift, it is necessary to design a complicated power connection transmission path between the plurality of torque transmitting mechanisms and the respective rotating units of the plurality of planetary gear sets, so that the structure of the automatic transmission is complicated, and the cost and difficulty of design, manufacture, and maintenance at the later stage are high, which hinders the weight reduction and improvement of the control performance of the automatic transmission. Although the honda parallel shaft AT transmission is simple in structure and low in manufacturing cost, due to the fact that one gear is provided with one clutch and one pair of mutually meshed gears, and AT least five clutches and five pairs of mutually meshed gears are provided for five gears, the size of the transmission is too large, and more gears cannot be arranged.

Disclosure of Invention

In order to overcome the defects, the invention provides the multi-gear automatic transmission which is simple in structure, low in manufacturing cost and good in control performance.

The technical scheme adopted by the invention for solving the technical problems is as follows: a parallel shaft automatic transmission comprising: a transmission box 62, a transmission driving shaft 63, a transmission driven shaft 64 and an intermediate linkage shaft 88; a driving end intermediate wheel and a driven end intermediate wheel which are respectively arranged between the driving gear and the intermediate linkage shaft gear and between the driven gear and the intermediate linkage shaft gear; a plurality of torque transmission mechanisms respectively arranged on the transmission driving shaft 63 and the transmission driven shaft 64 and selectively controlling the connection or disconnection of the driving gear and the transmission driving shaft 63 and the driven gear and the transmission driven shaft 64 based on a gear change command, and a forward and reverse gear switching mechanism 61 arranged in the transmission, wherein: the transmission driving shaft 63, the transmission driven shaft 64 and the middle linkage shaft 88 are arranged in parallel and can be rotationally fixed on the transmission case body 62, and at least three driving gears arranged on the transmission driving shaft 63 are respectively provided with a driving clutch so as to control the connection or the separation between each driving gear and the transmission driving shaft 63; at least three driven gears arranged on the transmission driven shaft 64 are respectively provided with a driven clutch so as to control the connection or disconnection between each driven gear and the transmission driven shaft 64; a middle linkage shaft gear fixed on the middle linkage shaft 88 is respectively meshed with the driving gear and the driven gear through a driving end middle wheel and a driven end middle wheel; any driving gear arranged on the transmission driving shaft 63 can transmit the rotation kinetic energy to any driven gear arranged on the transmission driven shaft 64 through a driving end intermediate wheel and a middle linkage shaft gear fixed on the middle linkage shaft 88 through a driving end intermediate wheel, so that different transmission ratios are formed for output.

The driving end intermediate wheel and the driven end intermediate wheel are rotatably fixed on the transmission case 62 or rotatably fixed on an intermediate wheel shaft fixing frame 126, and the intermediate wheel shaft fixing frame 126 is movably connected with the intermediate linkage shaft 88.

The torque transmitting mechanisms are collectively referred to as a first clutch driving clutch 65, a second clutch driving clutch 66, a third clutch driving clutch 67, and a first driven clutch 68, a second driven clutch 69, and a third driven clutch 70, which are collectively referred to as driven clutches.

The first driving gear 73, the second driving gear 74 and the third driving gear 75 are combined into a driving gear; the first driven gear 76, the second driven gear 77, and the third driven gear 78 are collectively called driven gears; the first driving end intermediate wheel 100, the second driving end intermediate wheel 101 and the third driving end intermediate wheel 102 are jointly called driving end intermediate wheels; the first driven end intermediate wheel 103, the second driven end intermediate wheel 104 and the third driven end intermediate wheel 105 are collectively called as a driven end intermediate wheel; the first intermediate linkage shaft gear 107, the second intermediate linkage shaft gear 108, and the third intermediate linkage shaft gear 109 are collectively referred to as an intermediate linkage shaft gear.

The automatic transmission has the advantages that the automatic transmission is simple in structure and small in size, and overcomes the defect that a traditional multi-gear automatic transmission needs to design complex power connection and transmission passages among a plurality of torque transmission mechanisms and rotating units of a plurality of planetary gear sets, so that the automatic transmission is complex in structure, and the design, manufacture, gear shifting control performance and maintenance difficulty are increased; the defect that multi-gear speed change cannot be realized due to the limitation of volume like a Honda parallel shaft AT transmission is avoided.

Drawings

The invention is further illustrated with reference to the following figures and examples.

FIG. 1 is a schematic view of the present invention, wherein the forward and reverse switching mechanism is a parallel shaft type structure.

Fig. 2 is a schematic view of the present invention-the forward and reverse gear switching mechanism is a planetary gear type structure.

FIG. 3 is a structural diagram of the present invention, wherein the forward and reverse switching mechanism is a parallel shaft type structure.

Fig. 4 is a structural diagram of the present invention-the forward and reverse gear switching mechanism is a planetary gear type structure.

FIG. 5 is a schematic view of the forward and reverse gear switching mechanism of the present invention being a planetary gear type structure.

FIG. 6 is a schematic view of a selective clutch splined hub configuration of the present invention.

FIG. 7 is a schematic view of the inner ring engagement sleeve of the selective clutch of the present invention.

FIG. 8 is a schematic view of the outer ring engagement sleeve of the selection clutch of the present invention.

FIG. 9 is a schematic diagram of the operating principle of the selection clutch of the present invention.

FIG. 10 is an exploded view of the selectable clutch of the present invention.

Fig. 11 is a diagram showing the gear ratio, gear ratio step and the operating state of the gear shifting elements of the present invention.

FIG. 12 is a schematic view of a single ring clutch according to the present invention.

Fig. 13 is an exploded view of the forward and reverse gear switching mechanism of the present invention in the form of a planetary gear.

In the figure, 1, an optional clutch, 2, an inner ring combination gear ring, 3, an outer ring combination gear ring, 4, an inner ring synchronous ring, 5, an outer ring synchronous ring, 6, an inner ring combination sleeve, 7, an outer ring combination sleeve, 8, an inner ring sliding block, 9, an outer ring sliding block, 10, an inner ring combination sleeve positioning pin, 11, an outer ring combination sleeve positioning pin, 12, an inner ring positioning pin spring, 13, an outer ring positioning pin spring, 14, a spline hub, 15, an inner ring spline hub, 16, an outer ring spline hub, 17, an inner ring combination sleeve linkage gear, 18, a shifting fork groove, 19, an inner ring combination sleeve transmission rack, 20, an outer ring combination sleeve transmission rack, 21, an inner ring sliding block positioning pin mounting hole, 22, an outer ring sliding block positioning pin mounting hole, 23, an inner ring combination sleeve mounting groove, 24, an inner ring combination sleeve linkage gear mounting groove, 25, an inner ring positioning pin spring mounting hole, 26, an outer ring positioning pin mounting hole, 27. 28, an outer ring slide block mounting groove, 29, an inner ring positioning pin positioning groove, 30, an outer ring positioning pin positioning groove, 32, inner ring coupling sleeve spline teeth, 33, outer ring coupling sleeve spline teeth, 34, inner ring spline hub spline teeth, 35, outer ring spline hub spline teeth, 36, an inner ring coupling gear ring friction cone ring, 37, an outer ring coupling gear ring friction cone ring, 38, a coupling sleeve, 39, a coupling gear ring, 40, a synchronizing ring, 41, an inner and outer ring coupling sleeve linkage gear shaft, 42, a planetary gear row, 45, a gear ring, 46, a planet carrier, 47, a sun gear, 48, a planet gear, 49, a fixed plate, 50, a single ring clutch, 51, a reverse gear driven gear, 52, a reverse gear intermediate linkage gear, 56, a reverse gear driven gear ring combination, 58, a single ring coupling sleeve, 59, a single ring spline hub, 61, a forward and reverse gear shifting mechanism, 62, a transmission case, 63. a transmission drive shaft, 64, a transmission driven shaft, 65, a first active clutch, 66, a second active clutch, 67, a third active clutch, 68, a first passive clutch, 69, a second passive clutch, 70, a third passive clutch, 73, a first drive gear, 74, a second drive gear, 75, a third drive gear, 76, a first passive gear, 77, a second passive gear, 78, a third passive gear, 80, a first active clutch input connection, 81, a second active clutch input connection, 82, a third active clutch input connection, 83, a first active clutch output connection, 84, a second active clutch output connection, 85, a third active clutch output connection, 88, an intermediate linkage shaft, 90, a first passive clutch output connection, 91, a second passive clutch output connection, 92. a third driven clutch output link, 93, a first driven clutch input link, 94, a second driven clutch input link, 95, a third driven clutch input link, 100, a first driving end intermediate wheel, 101, a second driving end intermediate wheel, 102, a third driving end intermediate wheel, 103, a first driven end intermediate wheel, 104, a second driven end intermediate wheel, 105, a third driven end intermediate wheel, 107, a first intermediate linkage shaft gear, 108, a second intermediate linkage shaft gear, 109, a third intermediate linkage shaft gear, 125, a bearing, 126, an intermediate shaft holder, 128, a shift fork, 129, a clutch cylinder, 134, an intermediate shaft, 135, a synchronizer, 145, a single ring coupling sleeve inner spline, 146, a single ring spline hub spline, 150, a clutch plate, 160, a first driven clutch output shaft, 161, a second driven clutch output shaft, 162. a third driving clutch output shaft 165, a first passive clutch input shaft 166, a second passive clutch input shaft 167, a third passive clutch input shaft 168, and a torque converter.

Detailed Description

Embodiments of the present invention will be further described below with reference to the drawings.

As shown in fig. 1 to 13, as a preferred embodiment of the present invention, a first driving gear 73, a second driving gear 74 and a third driving gear 75 are loosely sleeved on a transmission driving shaft 63, and are respectively connected with a first driving clutch output connector 83, a second driving clutch output connector 84 and a third driving clutch output connector 85 through a first driving clutch output shaft 160, a second driving clutch output shaft 161 and a third driving clutch output shaft 162 which are loosely sleeved on the transmission driving shaft 63, and a first driving clutch 65, a second driving clutch 66 and a third driving clutch 67 are respectively fixed on the transmission driving shaft 63 through a first driving clutch input connector 80, a second driving clutch input connector 81 and a third driving clutch input connector 82 in a sleeving manner; one end of a first driving end intermediate wheel 100, a second driving end intermediate wheel 101 and a third driving end intermediate wheel 102 is respectively meshed with a first driving gear 73, a second driving gear 74 and a third driving gear 75, and the other end is respectively meshed with a first intermediate linkage shaft gear 107, a second intermediate linkage shaft gear 108 and a third intermediate linkage shaft gear 109 which are fixed on an intermediate linkage shaft 88; one end of a first driven end intermediate wheel 103, a second driven end intermediate wheel 104 and a third driven end intermediate wheel 105 is respectively meshed with the first driven gear 76, the second driven gear 77 and the third driven gear 78, and the other end is respectively meshed with a first middle linkage shaft gear 107, a second middle linkage shaft gear 108 and a third middle linkage shaft gear 109 which are fixed on the middle linkage shaft 88; the first driven gear 76, the second driven gear 77 and the third driven gear 78 are sleeved on the transmission driven shaft 64 in a hollow manner and are respectively connected with a first driven clutch input connecting piece 93, a second driven clutch input connecting piece 94 and a third driven clutch input connecting piece 95 through a first driven clutch input shaft 165, a second driven clutch input shaft 166 and a third driven clutch input shaft 167 which are sleeved on the transmission driven shaft 64 in a hollow manner, and the first driven clutch 68, the second driven clutch 69 and the third driven clutch 70 are respectively sleeved and fixed on the transmission driven shaft 64 through a first driven clutch output connecting piece 90, a second driven clutch output connecting piece 91 and a third driven clutch output connecting piece 92; the three active clutches and the three passive clutches are combined or separated in pairs under the control of speed change instructions, so that the first driving gear 73, the second driving gear 74 or the third driving gear 75 and the first driven gear 76, the second driven gear 77 or the third driven gear 78 are respectively combined in pairs to form nine different transmission ratio outputs. The reverse gear output is formed by a forward and reverse gear switching mechanism 61 provided in the transmission to meet vehicle use requirements.

One of the preferable structures of the forward and reverse gear switching mechanism 61 is a parallel shaft structure, as shown in fig. 1 and fig. 3, the reverse driven gear 51 is sleeved on the transmission driven shaft 64 in an empty manner, a single ring clutch 50 is coaxially arranged on one axial side of the reverse driven gear 51, the reverse driven gear combining ring gear 56 is coaxially and fixedly connected with the reverse driven gear 51, a single ring combining sleeve 58 is provided with single ring combining sleeve inner spline teeth 145 matched with the single ring spline hub spline teeth 146 and is sleeved on the single ring spline hub 59, the single ring spline hub (59) is sleeved and fixed on the transmission driven shaft (64), and the single ring combining sleeve 58 can slide along the spline grooves of the single ring spline hub 59 under the pushing of external force (shifting fork pushing force) so that the reverse driven gear combining ring gear 56 and the single ring spline hub 59 can be selectively combined or separated; the reverse driven gear 51 is in constant mesh with a reverse intermediate linkage gear 52 fixed to an intermediate linkage shaft 88.

When the single-ring combination sleeve 58 is sleeved with the reverse gear driven gear combination gear ring 56, the output of the transmission is output by a reverse gear driven gear 51 through a reverse gear middle linkage gear 52, a middle linkage shaft 88 and a reverse gear transmission ratio formed by the middle linkage shaft gear and the driving gear respectively; when the single ring coupling sleeve 58 is disengaged from the reverse driven gear in combination with the ring gear 56, the transmission is in a neutral or forward state.

In order to make the coupling between the single ring coupling sleeve 58 and the reverse driven gear coupling ring gear 56 smoother, a synchronizing device, such as a locking pin type, a locking ring type, or a force-increasing type, is provided between the single ring coupling sleeve 58 and the reverse driven gear coupling ring gear 56.

Alternatively, another preferred structure of the forward and reverse gear switching mechanism 61 is a planetary gear type structure, the planetary gear structure is a double-stage planetary gear row or a single-stage planetary gear row, and the structure of the present invention will be explained below with reference to a single-stage planetary gear type structure according to a preferred embodiment of the present invention.

As shown in fig. 2, 4, 5 and 13, the forward and reverse gear switching mechanism 61 has a single-stage planetary gear type structure in which one side of the sun gear 47 that is freely fitted to the third driving clutch output shaft 162 of the third driving clutch 67 is coaxially and fixedly connected to the inner ring coupling ring gear 2 of the selectable clutch 1; one side of the gear ring 45 is coaxially and fixedly connected with the outer ring of the selectable clutch 1 and the gear ring 3, the gear ring 45 is coaxially sleeved and fixed in the third driving gear 75, and the planet carrier 46 is fixed on the transmission box 62 through a fixing plate 49; the selectable clutch 1 is structured in such a way that a spline hub 14 is provided with two integrated inner ring spline hubs 15 and outer ring spline hubs 16 which are embedded in the same shaft, an outer ring combination sleeve 7 is provided with outer ring combination sleeve inner spline teeth 33 matched with outer ring spline hub spline teeth 35 and is sleeved on the outer ring spline hubs 16, an inner ring combination sleeve 6 is provided with inner ring combination sleeve inner spline teeth 32 matched with inner ring spline hub spline teeth 34 and is arranged in an inner ring combination sleeve mounting groove 23 between the inner ring spline hubs 15 and the outer ring spline hubs 16 and is sleeved on the inner ring spline hubs 15; an inner ring and outer ring combined sleeve linkage gear 17 is arranged on the outer ring spline hub 16 between the inner ring combined sleeve 6 and the outer ring combined sleeve 7, and an inner ring combined sleeve transmission rack 19 and an outer ring combined sleeve transmission rack 20 which can be meshed with the inner ring and outer ring combined sleeve linkage gear 17 are axially arranged on the inner ring combined sleeve 6 and the outer ring combined sleeve 7 respectively, so that the outer ring combined sleeve 7 is linked to move in the reverse direction pushed by the external force when being pushed by the external force along the axial direction of the selectable clutch 1, and the inner ring combined sleeve 6 is selectively sleeved or separated with the inner ring gear ring 2 and the outer ring combined sleeve 7 and the outer ring gear ring 3; at least one inner ring and outer ring combined sleeve linkage gear 17 is arranged; the splined hub 14 is fixed to the third active clutch output shaft 162.

The selectable clutch has three operating modes, namely (1) an outer ring combination sleeve and an outer ring combination gear ring and an inner ring combination sleeve and an inner ring combination gear ring are both separated (as shown in a diagram of fig. 9 a), and the selectable clutch does not transmit power in the mode; (2) the outer ring combination sleeve is combined with the outer ring combination gear ring, and the inner ring combination sleeve is separated from the inner ring combination gear ring (as shown in a b diagram of fig. 9), in the mode, only the outer ring combination sleeve and the outer ring combination gear ring of the clutch transmit power, but the inner ring combination sleeve and the inner ring combination gear ring do not transmit power; (3) and (c) a mode (as shown in a diagram c of fig. 9) in which the outer ring coupling sleeve is separated from the outer ring coupling ring gear and the inner ring coupling sleeve is coupled with the inner ring coupling ring gear, and in which the clutch transmits power only between the inner ring coupling sleeve and the inner ring coupling ring gear, but does not transmit power between the outer ring coupling sleeve and the outer ring coupling ring gear.

In order to make the coupling between the coupling sleeve 38 and the coupling ring gear 39 smoother, a synchronizing device, such as a lock pin type, a lock ring type, or a force-increasing type, is provided between the coupling sleeve 38 and the coupling ring gear 39 so that the coupling sleeve 38 and the coupling ring gear 39 can rotate synchronously before being coupled.

As a preferable scheme of the present invention, the synchronizing device is a lock ring type, and is configured such that an inner ring combination ring gear friction taper ring 36 and an outer ring combination ring gear friction taper ring 37 are respectively disposed on the inner ring gear 2 and the outer ring gear 3, the inner ring synchronizing ring 4 and the outer ring synchronizing ring 5 are respectively sleeved on the inner ring combination ring gear friction taper ring 36 and the outer ring combination ring gear friction taper ring 37, an inner ring slide block mounting groove 27 and an outer ring slide block mounting groove 28 and an inner ring slide block 8 and an outer ring slide block 9 are respectively arranged on the inner ring spline hub 15 and the outer ring spline hub 16 of the spline hub 14, an inner ring combination sleeve positioning pin 10, an outer ring combination sleeve positioning pin 11, an inner ring positioning pin spring 12 and an outer ring positioning pin spring 13 are respectively arranged on the inner ring sliding block 8 and the outer ring sliding block 9, an inner ring positioning pin positioning groove 29 and an outer ring positioning pin positioning groove 30 are respectively arranged on the inner ring combination sleeve 6 and the outer ring combination sleeve 7.

The coupling sleeve 38 is a generic name of the inner ring coupling sleeve 6 and the outer ring coupling sleeve 7, the coupling ring gear 39 is a generic name of the inner ring coupling ring gear 2 and the outer ring coupling ring gear 3, and the synchronizer ring 40 is a generic name of the inner ring synchronizer ring 4 and the outer ring synchronizer ring 5.

As shown in the b diagram of fig. 9, when the outer ring coupling sleeve is pushed by an external force (pushing force of a shift fork) in the direction of the outer ring coupling ring along the axial direction of the selectable clutch, the outer ring coupling ring first drives the outer ring slider to move and pushes the outer ring synchronizing ring to be coupled with the outer ring coupling ring friction taper ring, the outer ring synchronizing ring locks the movement of the outer ring coupling sleeve until the outer ring coupling sleeve and the outer ring coupling ring reach the state of synchronously rotating the outer ring coupling sleeve and the outer ring coupling ring to be coupled, and at the same time, the outer ring coupling sleeve drives the inner ring coupling sleeve coupling gear to rotate through the outer ring coupling sleeve driving rack and pushes the inner ring coupling sleeve to move in the opposite direction of the outer ring coupling sleeve moving direction through the inner ring coupling sleeve; as shown in c of fig. 9, when the outer ring coupling sleeve is pushed in the direction opposite to the outer ring coupling gear ring direction along the axial direction of the selectable clutch by the shift fork, the outer ring coupling sleeve drives the inner ring coupling sleeve coupling gear to rotate through the outer ring coupling sleeve transmission rack and pushes the inner ring coupling sleeve to move towards the inner ring coupling gear ring direction through the inner ring coupling sleeve transmission rack, the inner ring and the outer ring are coupled to drive the inner ring slider to move and push the inner ring synchronizing ring to be coupled with the inner ring coupling gear ring friction cone ring, and the inner ring synchronizing ring locks the movement of the inner ring coupling sleeve until the inner ring coupling sleeve and the inner ring coupling gear ring reach the state that the inner ring coupling sleeve and the inner ring coupling gear ring are coupled with the inner ring coupling gear ring.

As shown in fig. 9 b and fig. 2, the outer ring coupling sleeve 7 is coupled to the outer ring coupling ring gear 3, and the inner ring coupling sleeve 6 is decoupled from the inner ring coupling ring gear 2, and in this mode, power is transmitted from the third driving clutch 67 to the ring gear 45 through the third driving clutch output shaft 162, the outer ring coupling sleeve 7 of the selectable clutch 1 and the outer ring coupling ring gear 3, and power is output through the third driving gear 75, and in this state, the transmission outputs forward gear ratios formed by the third driving gear 75 and the driven gear, respectively; as shown in fig. 9 c and fig. 2, the outer ring coupling sleeve 7 is separated from the outer ring coupling ring gear 3, the inner ring coupling sleeve 6 is coupled to the inner ring coupling ring gear 2, and in this mode, power is transmitted from the third driving clutch 67 to the sun gear 47 through the third driving clutch output shaft 162, the inner ring coupling sleeve 6 of the selectable clutch 1 and the inner ring coupling ring gear 2, the sun gear 47 rotates the ring gear 45 in the reverse direction, and power is output through the third driving gear 75, and in this state, the transmission outputs a reverse gear ratio formed by the third driving gear 75 and the driven gear, respectively.

FIG. 11 shows gear ratios, gear step ratios and gear shift element operating states of the transmission of the present invention, wherein C1 represents the first active clutch 65, C2 represents the second active clutch 66, C3 represents the third active clutch 67, C4 represents the first passive clutch 68, C5 represents the second passive clutch 69, C6 represents the third passive clutch 70, and "○" represents the engaged state of the clutches and "blank" represents the disengaged state.

The transmission with the forward and reverse gear switching mechanism 61 of the invention in a parallel shaft structure has the following power transmission lines of each gear:

first, the forward and reverse switching mechanism 61 is switched to the forward position, that is, the single ring coupling sleeve 58 of the single ring clutch 50 is disengaged from the reverse driven gear coupling ring gear 56.

First gear: the first driving clutch 65 is combined with the third driven clutch 70, power is transmitted to the first driving gear 73 through the first driving clutch 65 from the transmission driving shaft 63, the first driving gear 73 drives the first middle linkage shaft gear 107 to rotate through the first driving end intermediate wheel 100, then the middle linkage shaft 88 drives the third middle linkage shaft gear 109 to rotate, the third middle linkage shaft gear 109 drives the third driven gear 78 through the third driven end intermediate wheel 105, and the transmission driven shaft 64 is driven through the third driven clutch 70 to output power. And (2) second: the first driving clutch 65 is combined with the second driven clutch 69, power is transmitted to the first driving gear 73 through the first driving clutch 65 from the transmission driving shaft 63, the first driving gear 73 drives the first middle linkage shaft gear 107 to rotate through the first driving end intermediate wheel 100, then the middle linkage shaft 88 drives the second middle linkage shaft gear 108 to rotate, the second middle linkage shaft gear 108 drives the second driven gear 77 through the second driven end intermediate wheel 104, and the transmission driven shaft 64 is driven through the second driven clutch 69 to output power. And (3) third gear: the first driving clutch 65 is combined with the first driven clutch 68, power is transmitted from the transmission driving shaft 63 to the first driving gear 73 through the first driving clutch 65, the first driving gear 73 drives the first intermediate linkage shaft gear 107 to rotate through the first driving end intermediate wheel 100, the first intermediate linkage shaft gear 107 drives the first driven gear 76 through the first driven end intermediate wheel 103, and the transmission driven shaft 64 is driven through the first driven clutch 68 to output power.

Fourth gear: the second driving clutch 66 is combined with the third driven clutch 70, power is transmitted to the second driving gear 74 through the second driving clutch 66 from the transmission driving shaft 63, the second driving gear 74 drives the second middle linkage shaft gear 108 to rotate through the second driving end intermediate wheel 101, then the middle linkage shaft 88 drives the third middle linkage shaft gear 109 to rotate, the third middle linkage shaft gear 109 drives the third driven gear 78 through the third driven end intermediate wheel 105, and the transmission driven shaft 64 is driven through the third driven clutch 70 to output power. Fifthly, gear shifting: the second driving clutch 66 is combined with the second driven clutch 69, power is transmitted from the transmission driving shaft 63 to the second driving gear 74 through the second driving clutch 66, the second driving gear 74 drives the second middle linkage shaft gear 108 to rotate through the second driving end intermediate wheel 101, the second middle linkage shaft gear 108 drives the second driven gear 77 through the second driven end intermediate wheel 104, and the transmission driven shaft 64 is driven through the second driven clutch 69 to output power.

And sixth gear: the second driving clutch 66 is combined with the first driven clutch 68, power is transmitted to the second driving gear 74 through the second driving clutch 66 from the transmission driving shaft 63, the second driving gear 74 drives the second middle linkage shaft gear 108 to rotate through the second driving end intermediate wheel 101, then the middle linkage shaft 88 drives the first middle linkage shaft gear 107 to rotate, the first middle linkage shaft gear 107 drives the first driven gear 76 through the first driven end intermediate wheel 103, and the transmission driven shaft 64 is driven through the first driven clutch 68 to output power. Seventh gear: the third driving clutch 67 is combined with the third driven clutch 70, power is transmitted from the transmission driving shaft 63 to the third driving gear 75 through the third driving clutch 67, the third driving gear 75 drives the third middle linkage shaft gear 109 to rotate through the third driving end intermediate wheel 102, the third middle linkage shaft gear 109 drives the third driven gear 78 through the third driven end intermediate wheel 105, and the transmission driven shaft 64 is driven by the third driven clutch 70 to output power.

Eighth gear: the third driving clutch 67 is combined with the second driven clutch 69, power is transmitted to the third driving gear 75 through the third driving clutch 67 from the transmission driving shaft 63, the third driving gear 75 drives the third middle linkage shaft gear 109 to rotate through the third driving end intermediate wheel 102, then the middle linkage shaft 88 drives the second middle linkage shaft gear 108 to rotate, the second middle linkage shaft gear 108 drives the second driven gear 77 through the second driven end intermediate wheel 104, and the transmission driven shaft 64 is driven through the second driven clutch 69 to output power. Nine gears: the third driving clutch 67 is combined with the first driven clutch 68, power is transmitted to the third driving gear 75 through the third driving clutch 67 from the transmission driving shaft 63, the third driving gear 75 drives the third middle linkage shaft gear 109 to rotate through the third driving end intermediate wheel 102, then the middle linkage shaft 88 drives the first middle linkage shaft gear 107 to rotate, the first middle linkage shaft gear 107 drives the first driven gear 76 through the first driven end intermediate wheel 103, and the transmission driven shaft 64 is driven through the first driven clutch 68 to output power. Reversing gear: the forward and reverse switching mechanism 61 is switched to the reverse position, that is, the single ring coupling sleeve 58 of the single ring clutch 50 is coupled to the reverse driven ring gear 56.

Reverse gear one: the first driving clutch 65 is combined, power is transmitted to the first driving gear 73 through the first driving clutch 65 from the transmission driving shaft 63, the first driving gear 73 drives the first intermediate linkage shaft gear 107 to rotate through the first driving end intermediate wheel 100, then the intermediate linkage shaft 88 drives the reverse gear intermediate linkage gear 52 to rotate, the reverse gear intermediate linkage gear 52 drives the reverse gear driven gear 51 to rotate reversely, and the transmission driven shaft 64 is driven through the single-ring clutch 50 to output power.

And (4) reversing gear II: the second driving clutch 66 is combined, power is transmitted to the second driving gear 74 through the second driving clutch 66 from the transmission driving shaft 63, the second driving gear 74 drives the second middle linkage shaft gear 108 to rotate through the second driving end middle wheel 101, the middle linkage shaft 88 drives the reverse gear middle linkage gear 52 to rotate, the reverse gear middle linkage gear 52 drives the reverse gear driven gear 51 to rotate reversely, and the transmission driven shaft 64 is driven through the single-ring clutch 50 to output power.

And C, reversing gear three: the third driving clutch 67 is combined, power is transmitted to the third driving gear 75 from the transmission driving shaft 63 through the third driving clutch 67, the third driving gear 75 drives the third middle linkage shaft gear 109 to rotate through the third driving end middle wheel 102, then the middle linkage shaft 88 drives the reverse gear middle linkage gear 52 to rotate, the reverse gear middle linkage gear 52 drives the reverse gear driven gear 51 to rotate reversely, and the transmission driven shaft 64 is driven through the single-ring clutch 50 to output power.

The power transmission circuit of each gear of the transmission with the forward and reverse gear switching mechanism 61 of the invention in a single-stage planetary gear structure is as follows:

first, the outer ring coupling sleeve 7 of the selectable clutch 1 is coupled to the outer ring coupling ring gear 3 by switching the forward and reverse switching mechanism 61 to the forward position.

The power transmission lines from the first gear to the sixth gear are the same as those of the gears of the transmission of the present invention in which the forward and reverse gear switching mechanism 61 is a parallel shaft type structure, except that the seventh, eighth, ninth, and reverse gears are different.

Seventh gear: the third driving clutch 67 is combined with the third driven clutch 70, power is transmitted to the third driving clutch 67 through the transmission driving shaft 63, then the third driving clutch 67 transmits power to the selectable clutch 1 through the third driving clutch output shaft 162, power is transmitted to the gear ring 45 and the third driving gear 75 through the outer ring combination sleeve 7 and the outer ring combination gear ring 3 of the selectable clutch 1, the third driving gear 75 drives the third middle linkage shaft gear 109 to rotate through the third driving end intermediate wheel 102, the third middle linkage shaft gear 109 drives the third driven gear 78 through the third driven end intermediate wheel 105, and the transmission driven shaft 64 is driven through the third driven clutch 70 to output power.

Eighth gear: the third driving clutch 67 is combined with the second driven clutch 69, power is transmitted to the third driving clutch 67 through the transmission driving shaft 63, then the third driving clutch 67 transmits power to the selectable clutch 1 through the third driving clutch output shaft 162, then the outer ring combination sleeve 7 and the outer ring combination gear ring 3 of the selectable clutch 1 transmit power to the gear ring 45 and the third driving gear 75, the third driving gear 75 drives the third middle linkage shaft gear 109 to rotate through the third driving end intermediate wheel 102, then the middle linkage shaft 88 drives the second middle linkage shaft gear 108 to rotate, the second middle linkage shaft gear 108 drives the second driven gear 77 through the second driven end intermediate wheel 104, and the transmission driven shaft 64 is driven to output power through the second driven clutch 69.

Nine gears: the third driving clutch 67 is combined with the first driven clutch 68, power is transmitted to the third driving clutch 67 through the transmission driving shaft 63, then the third driving clutch 67 transmits power to the selectable clutch 1 through the third driving clutch output shaft 162, then the outer ring combination sleeve 7 and the outer ring combination gear ring 3 of the selectable clutch 1 transmit power to the gear ring 45 and the third driving gear 75, the third driving gear 75 drives the third middle linkage shaft gear 109 to rotate through the third driving end intermediate wheel 102, then the middle linkage shaft 88 drives the first middle linkage shaft gear 107 to rotate, the first middle linkage shaft gear 107 drives the first driven gear 76 through the first driven end intermediate wheel 103, and the transmission driven shaft 64 is driven to output power through the first driven clutch 68.

Reversing gear: the inner ring coupling sleeve 6 of the selectable clutch 1 is coupled to the inner ring coupling ring gear 2 by switching the forward and reverse switching mechanism 61 to the reverse position.

Reverse gear one: the third driving clutch 67 is combined with the third driven clutch 70, power is transmitted to the third driving clutch 67 through the transmission driving shaft 63, then the third driving clutch 67 transmits power to the selectable clutch 1 through the third driving clutch output shaft 162, then the inner ring combination sleeve 6 and the inner ring combination gear ring 2 of the selectable clutch 1 transmit power to the sun gear 47, the sun gear 47 drives the gear ring 45 and the third driving gear 75 to rotate reversely, the third driving gear 75 transmits power to the third middle linkage shaft gear 109 through the third driving end intermediate gear 102, the third middle linkage shaft gear 109 drives the third driven gear 78 through the third driven end intermediate gear 105, and the transmission driven shaft 64 is driven by the third driven clutch 70 to output power.

And (4) reversing gear II: the third driving clutch 67 is combined with the second driven clutch 69, power is transmitted to the third driving clutch 67 through the transmission driving shaft 63, then the third driving clutch 67 transmits power to the selectable clutch 1 through the third driving clutch output shaft 162, then the inner ring combination sleeve 6 and the inner ring combination gear ring 2 of the selectable clutch 1 transmit power to the sun gear 47, the sun gear 47 drives the gear ring 45 and the third driving gear 75 to rotate reversely, the third driving gear 75 transmits power to the third middle linkage shaft gear 109 through the third driving end intermediate gear 102, then the middle linkage shaft 88 drives the second middle linkage shaft gear 108 to rotate and drives the second driven gear 77 through the second driven end intermediate gear 104, and then the second driven clutch 69 drives the transmission driven shaft 64 to output power.

And C, reversing gear three: the third driving clutch 67 is combined with the first driven clutch 68, power is transmitted to the third driving clutch 67 through the transmission driving shaft 63, then the third driving clutch 67 transmits power to the selectable clutch 1 through the third driving clutch output shaft 162, then the inner ring combination sleeve 6 and the inner ring combination gear ring 2 of the selectable clutch 1 transmit power to the sun gear 47, the sun gear 47 drives the gear ring 45 and the third driving gear 75 to rotate reversely, the third driving gear 75 transmits power to the third middle linkage shaft gear 109 through the third driving end intermediate gear 102, then the middle linkage shaft 88 drives the first middle linkage shaft gear 107 to rotate and drives the first driven gear 76 through the first driven end intermediate gear 103, and then the first driven clutch 68 drives the transmission driven shaft 64 to output power.

Finally, the following description is provided: the above embodiments are only for illustrating the technical solutions of the present invention and are not limited, the implementation mechanisms listed in the patent are all typical examples, the specific facility mechanism types are not all listed here, and the technical solutions of the present invention can be modified or replaced with equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should be covered in the claims of the present invention.

Claims

1. A parallel shaft automatic transmission comprising: the transmission comprises a transmission box body (62), a transmission driving shaft (63), a transmission driven shaft (64) and a middle linkage shaft (88); a driving end intermediate wheel and a driven end intermediate wheel which are respectively arranged between the driving gear and the intermediate linkage shaft gear and between the driven gear and the intermediate linkage shaft gear; a plurality of torque transmission mechanisms which are respectively arranged on a transmission driving shaft (63) and a transmission driven shaft (64) and can selectively control the connection or disconnection of a driving gear and the transmission driving shaft (63) and the connection or disconnection of a driven gear and the transmission driven shaft (64) based on speed change commands, and a forward and reverse gear switching mechanism (61) arranged in the transmission, and is characterized in that: the transmission driving shaft (63), the transmission driven shaft (64) and the middle linkage shaft (88) are arranged in parallel and can be rotationally fixed on the transmission case body (62), and at least three driving gears arranged on the transmission driving shaft (63) are respectively provided with a driving clutch to control the connection or the separation between each driving gear and the transmission driving shaft (63); at least three driven gears arranged on a driven shaft (64) of the transmission are respectively provided with a driven clutch so as to control the connection or disconnection between each driven gear and the driven shaft (64) of the transmission; a middle linkage shaft gear fixed on the middle linkage shaft (88) is respectively meshed with the driving gear and the driven gear through a driving end middle wheel and a driven end middle wheel; any driving gear arranged on a driving shaft (63) of the transmission can transmit the rotation kinetic energy to any driven gear arranged on a driven shaft (64) of the transmission through a driving end intermediate wheel and an intermediate linkage shaft gear fixed on an intermediate linkage shaft (88) through a driving end intermediate wheel, so that different transmission ratio outputs are formed.

2. The parallel shaft automatic transmission of claim 1, wherein: the first driving gear (73), the second driving gear (74) and the third driving gear (75) are sleeved on the transmission driving shaft (63) in a hollow mode and are respectively connected with a first driving clutch output connecting piece (83), a second driving clutch output connecting piece (84) and a third driving clutch output connecting piece (85) through a first driving clutch output shaft (160), a second driving clutch output shaft (161) and a third driving clutch output shaft (162) which are sleeved on the transmission driving shaft (63) in a hollow mode, and the first driving clutch (65), the second driving clutch (66) and the third driving clutch (67) are respectively sleeved and fixed on the transmission driving shaft (63) through a first driving clutch input connecting piece (80), a second driving clutch input connecting piece (81) and a third driving clutch input connecting piece (82); one end of a first driving end intermediate wheel (100), a second driving end intermediate wheel (101) and a third driving end intermediate wheel (102) is respectively meshed with a first driving gear (73), a second driving gear (74) and a third driving gear (75), and the other end of the first driving end intermediate wheel, the second driving end intermediate wheel and the third driving end intermediate wheel is respectively meshed with a first intermediate linkage shaft gear (107), a second intermediate linkage shaft gear (108) and a third intermediate linkage shaft gear (109) which are fixed on an intermediate linkage shaft (88); one end of a first driven end intermediate wheel (103), a second driven end intermediate wheel (104) and a third driven end intermediate wheel (105) is respectively meshed with a first driven gear (76), a second driven gear (77) and a third driven gear (78), and the other end is respectively meshed with a first middle linkage shaft gear (107), a second middle linkage shaft gear (108) and a third middle linkage shaft gear (109) which are fixed on a middle linkage shaft (88); a first driven gear (76), a second driven gear (77) and a third driven gear (78) are sleeved on a transmission driven shaft (64) in a hollow manner and are respectively connected with a first driven clutch input connecting piece (93), a second driven clutch input connecting piece (94) and a third driven clutch input connecting piece (95) through a first driven clutch input shaft (165), a second driven clutch input shaft (166) and a third driven clutch input shaft (167) which are sleeved on the transmission driven shaft (64), and a first driven clutch (68), a second driven clutch (69) and a third driven clutch (70) are respectively sleeved and fixed on the transmission driven shaft (64) through a first driven clutch output connecting piece (90), a second driven clutch output connecting piece (91) and a third driven clutch output connecting piece (92); the three active clutches and the three passive clutches are combined or separated in pairs under the control of speed change instructions, so that the first driving gear (73), the second driving gear (74) or the third driving gear (75) and the first driven gear (76), the second driven gear (77) or the third driven gear (78) are respectively combined in pairs to form nine different transmission ratio outputs.

3. The parallel shaft automatic transmission of claim 1 or 2, wherein: the forward and reverse gear switching mechanism (61) is of a parallel shaft type structure, and is structured in such a way that a reverse driven gear (51) is sleeved on a transmission driven shaft (64) in a free manner, a single-ring clutch (50) is coaxially arranged on one axial side of the reverse driven gear (51), a reverse driven gear combined gear ring (56) and the reverse driven gear (51) are coaxially and fixedly connected, a single-ring combined sleeve (58) is provided with a single-ring combined sleeve inner spline tooth (145) matched with the single-ring spline hub spline tooth (146) and sleeved on a single-ring spline hub (59), the single-ring spline hub (59) is sleeved and fixed on the transmission driven shaft (64), and the single-ring combined sleeve (58) can slide along a spline groove of the single-ring spline hub (59) under the pushing of external force, so that the reverse driven gear combined gear ring (56) and the single-ring spline hub (59) can be selectively combined or separated; the reverse driven gear (51) is in constant mesh with a reverse intermediate linkage gear (52) fixed on an intermediate linkage shaft (88).

4. The parallel shaft automatic transmission of claim 3, wherein: a synchronizer is arranged between the single-ring combination sleeve (58) and the reverse gear driven gear combination gear ring (56), and the synchronizer is of a lock pin type, a lock ring type or a force-increasing type.

5. The parallel shaft automatic transmission of claim 1 or 2, wherein: the forward and reverse gear switching mechanism (61) is constructed in a double-stage or single-stage planetary gear type structure.

6. The parallel shaft automatic transmission of claim 5, wherein: the forward and reverse gear switching mechanism (61) is of a single-stage planetary gear type structure, and is constructed in a way that one side of a sun gear (47) which is sleeved on a third main clutch output shaft (162) of a third main clutch (67) is coaxially and fixedly connected with an inner ring combined gear ring (2) of the selectable clutch (1); one side of the gear ring (45) is coaxially and fixedly connected with the outer ring combination gear ring (3) of the selectable clutch (1), the gear ring (45) is coaxially sleeved and fixed in the third driving gear (75), and the planet carrier (46) is fixed on the transmission box body (62); the selectable clutch (1) is structured in such a way that a spline hub (14) is provided with an inner ring spline hub (15) and an outer ring spline hub (16) which are integrated and embedded coaxially, an outer ring combination sleeve (7) is provided with outer ring combination sleeve inner spline teeth (33) matched with outer ring spline hub spline teeth (35) and is sleeved on the outer ring spline hub (16), an inner ring combination sleeve (6) is provided with inner ring combination sleeve inner spline teeth (32) matched with the inner ring spline hub spline teeth (34), and the inner ring combination sleeve is arranged in an inner ring combination sleeve mounting groove (23) between the inner ring spline hub (15) and the outer ring spline hub (16) and is sleeved on the inner ring spline hub (15); an inner ring and outer ring combined sleeve linkage gear (17) is arranged on an outer ring spline hub (16) between an inner ring combined sleeve (6) and an outer ring combined sleeve (7), and an inner ring combined sleeve transmission rack (19) and an outer ring combined sleeve transmission rack (20) which can be meshed with the inner ring and outer ring combined sleeve linkage gear (17) are axially arranged on the inner ring combined sleeve (6) and the outer ring combined sleeve (7) respectively, so that the outer ring combined sleeve (7) is linked to move in the reverse direction pushed by external force when being pushed by the external force along the axial direction of the selectable clutch (1) and the inner ring combined sleeve (6) and an inner ring gear (2) and the outer ring combined sleeve (7) are selectively sleeved or separated with the outer ring gear (3); at least one inner ring and outer ring combined sleeve linkage gear (17) is arranged.

7. The parallel shaft automatic transmission of claim 6, wherein: a synchronizer which can enable the combination sleeve (38) and the combination gear ring (39) to synchronously rotate before combination is arranged between the combination sleeve (38) and the combination gear ring (39) of the selectable clutch (1), and the synchronizer is of a lock pin type, a lock ring type or a force boosting type.

8. The parallel shaft automatic transmission of claim 7, wherein: the synchronizer is a lock ring type, an inner ring combination gear ring friction taper ring (36) and an outer ring combination gear ring friction taper ring (37) are arranged on an inner ring gear ring (2) and an outer ring gear ring (3) respectively, an inner ring synchronization ring (4) and an outer ring synchronization ring (5) are sleeved on the inner ring combination gear ring friction taper ring (36) and the outer ring combination gear ring friction taper ring (37) respectively, an inner ring sliding block mounting groove (27), an outer ring sliding block mounting groove (28), an inner ring sliding block (8) and an outer ring sliding block (9) are arranged on an inner ring spline hub (15) and an outer ring spline hub (16) of a spline hub (14) respectively, an inner ring combination sleeve positioning pin (10), an outer ring combination sleeve positioning pin (11), an inner ring positioning pin spring (12) and an outer ring positioning pin (13) are arranged on the inner ring combination sleeve (6) and the outer ring combination sleeve (7) respectively, and an inner ring positioning pin positioning slot (29) and an outer ring positioning pin A positioning groove (30).