CN111365436A - Automatic gearbox of power switch - Google Patents
Automatic gearbox of power switch Download PDFInfo
- Publication number
- CN111365436A CN111365436A CN202010305944.5A CN202010305944A CN111365436A CN 111365436 A CN111365436 A CN 111365436A CN 202010305944 A CN202010305944 A CN 202010305944A CN 111365436 A CN111365436 A CN 111365436A
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- Prior art keywords
- speed
- power switch
- gear
- change
- power
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 230000005540 biological transmission Effects 0.000 claims description 36
- 238000004519 manufacturing process Methods 0.000 abstract description 7
- 238000010586 diagram Methods 0.000 description 7
- 238000000034 method Methods 0.000 description 4
- 230000007547 defect Effects 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
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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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
-
- 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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
- F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
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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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The automatic gearbox of power switch is a kind of gear speed changer with automatic clutch function gear structure, super many (microcomputer controlled) gear speed changer, mainly has the gearbox used by automobile, and has the advantages of simple structure, simple and flexible control, small power loss, high efficiency, smooth speed change (power is not interrupted during speed change), low manufacturing difficulty, universal structure, low manufacturing cost, flexible gear configuration, strong adaptability and wide application, and can be used in the occasion of controlling various power intensity and speed except for automobile. Is an upgrading scheme of a novel gearbox for an automatic vehicle.
Description
Technical Field
The technical field is that the power switch automatic gear transmission is mainly used for various vehicles, and belongs to the automobile manufacturing industry.
Background
The technical background is that the power switch automatic gear transmission is mainly used for various vehicles and belongs to automobile transmissions. At present, the mainstream automobile automatic gearboxes on the market comprise an at gearbox, a cvt gearbox and a double clutch gearbox, wherein the at is a hydraulic gearbox and gear speed change, and the defects that the hydraulic gearbox has large power loss due to power soft link, is not suitable for large power transmission and is difficult to use on heavy vehicles are overcome. The gear set is in stepped speed change, and because gear shift has little pause feeling when the computer controls speed change, the cvt steel belt transmission is also soft link, the energy loss is large, the large power transmission is not suitable, and the heavy vehicle is difficult to use. The dual clutch structure has the disadvantages that the manual-automatic mode is changed into the automatic mode only by adding a control means, the flexibility of the power link of the gear set of the potential engine power and the control flexibility are not solved, namely the clutch is not improved. The control difficulty is increased by forcing a control device (a plurality of clutches are arranged), the control complex fault rate is high, the change gear is not changed too much, and the computer controlled gear shifting also has pause feeling. The invention provides an automatic super gearbox with a power switch for overcoming the defects.
Disclosure of Invention
The invention relates to a power switch automatic gear transmission which is a gear set transmission with hard power linkage, and is characterized by simple structure, high power transmission efficiency, low manufacturing cost, strong adaptability, high automation degree, simple operation and control and basically the same as the mainstream operation and control method. The gearbox has three design schemes of using the structural matching of a power switch speed change gear set. The first group of schemes has the structural characteristics that a power switch automatic clutch and a power switch transmission are added, the one-speed transmission and the three-speed transmission are combined in series, so that one gear set can generate three gears, two gears generate 9 gears, three gears generate 27 gears, 4 gears generate 81 gears, and the like), and a plurality of groups of transmissions are connected in series, so that the automatic gear box with real automation, soft and hard power links and super multi-gear is provided. The second group of schemes has the structural characteristics that the power switch automatic clutch and the power switch speed changer (one-speed-to-three-speed changer) are connected in parallel, and the automatic gear speed changing box with automation, soft and hard power links and multiple gears is provided. The third group of scheme has the structural characteristics that the power switch speed changer is provided with a plurality of groups of speed changers which are connected in parallel, and the automatic gear speed changing box is provided with automatic, soft and hard power links and multiple gears. The core of the power switch automatic transmission is actually a power switch, a power switch automatic clutch (another patent application), or a power switch transmission is a derivative product of the power switch and other components, the power switch can be formed by modifying two existing products, namely a differential mechanism structure is modified and shown in attached drawings 4 and 6, and a planetary gear structure is modified and shown in attached drawing 5, so the power switch automatic transmission is also a manufacturing method with two basic structures, a differential gear set structure or a planetary gear set structure. To better solve the power switch gearbox, the power switch needs to be known first. The power switch principle is shown in figure 4, power is input from one end of the differential mechanism structure, the other end of the differential mechanism structure is controlled to be static, the power is output from the rest port, the control end stops controlling, the output end is in load, the control end rotates to release kinetic energy (the control end is not in load), and the power output is stopped.
Description of the drawings; the attached figures 1,2 and 3 are the center structure sketch of the differential mechanism. FIG. 4 is a schematic diagram of a power switch and clutch of the differential structure. FIG. 5 is a power switch with a planetary gear structure and a clutch structure diagram. FIG. 6 is a schematic diagram of a differential arrangement of the coaxial power switch and clutch. FIG. 7 is a schematic diagram of a differential configuration power switch, three speed transmission unit. FIG. 8 is a plan view of the differential structural power switch, three speed transmission unit. FIG. 9 is a differential configuration power switch, three speed transmission unit plan configuration and gear and speed setting reference. FIG. 10 is a schematic diagram of a power switch with a planetary gear structure and a three-speed transmission unit. FIG. 11 is a plan view of a power switch three-speed three-tandem 27-speed automatic clutch transmission. FIG. 12 is a plan view of a three-speed three-parallel 9-gear automatic clutch transmission of a power switch. Fig. 13 and 14 are structural diagrams of a single-speed three-parallel speed change unit of the power switch. FIG. 15 is a three speed three parallel 9 speed power switch transmission speed setting reference map. FIG. 16 is a three speed three tandem 27 speed power switching transmission speed setting reference map.
The following describes the details of the three speed change gear sets, taking the differential infrastructure as an example.
The first structure is a series combination scheme of a power switch automatic clutch and a power switch transmission and a three-speed transmission. The structure of the automatic clutch is shown in figure 6.
The function and the working principle are that the engine power is connected into the structure 1 through a power input shaft, the structure 7 obtains rotation power from the power input shaft of the engine and converts the rotation power into hydraulic power which is sent into the structure 6 through a pipeline to limit the current, or the structure 5 is controlled to be opened when a flow divider is sent to the structure 5 hydraulic switch, the structure 4 is driven to control the structure 2 to stop rotating, and the engine power is output from the structure 3 through the structure 2 by the structure 1. On the contrary, the structure 5 is controlled to be closed, the structure 4 loses the hydraulic power to loosen the structure 2, the structure 2 recovers rotation due to the load of the structure 3, and the engine power is released by the structure 2 in an idle running mode. The power output is finally cut off. When the structure 5 is started to be connected and connected, if the rotating speed of the engine is slowed down and the engine is in a low-speed state, the power obtained by the structure 7 is reduced (the specific size can be adjusted by the structure 6), the power switch clutch automatically becomes a semi-connection state, and the structures 2 and 3 are simultaneously output by power (the structure 2 is invalid to output and actually releases redundant kinetic energy) until the rotating speed of the engine and the connection degree of the power switch clutch reach balance (the specific value is adjusted by the structure 6), so that the engine or the motor is protected, and the engine is prevented from stalling. On the contrary, the rotating speed of the engine is increased, the power obtained by the structure 7 is increased, and meanwhile, the power obtained by the structure 4 is stronger, so the power connection is firmer, which is the three working states of the power switch clutch. (disconnected, semi-connected to connected).
And secondly, a three-speed power switch transmission unit (a plurality of power switch transmission units can be connected in series) is structurally shown in an attached drawing 7.8.9.10.
The function of the power switch transmission is that a single gear set controlled by the electronic control, a transmission with one speed changing into three speeds, can also work in series with a plurality of speed changing gear sets, and the gear is increased by 3 times. And one speed change unit only needs two switches to control, 3 units are connected in series with 27 gears, only 6 control switches are needed, 4 units are connected in series with 81 gears, only 8 control switches are needed.
The working principle takes a differential mechanism structure as an example, the core structure of the differential mechanism is three moving gear sets, and gear discs on two sides are disc-shaped structures, wherein the gear faces to the middle and comprises a differential frame and a differential gear. The differential is a traditional power transmission device, and a new transmission function is endowed to the differential, and the differential combines new components, so that the novel function and the working principle of the differential are explained in detail. As shown in FIG. 7.8.9, power is input into structure 2 from structure 1, structure 3 is controlled to stop rotating, and power is output from structure 4 and transmitted to structure 9 through a gear set with an overrunning clutch to calculate a gear. (the tooth ratio of the gear set is the basis for setting the speed ratio)
Power is input from the structure 2, the structure 4 is controlled to stop rotating, and the power is output from the structure 3 and transmitted to the structure 9 through the gear set with the overrunning clutch to calculate the second gear.
Power is input by the structure 2, the structure 3 and the structure 4 output together, the power is transmitted to the structure 9 through a gear set with an overrunning clutch, and the third gear is calculated, wherein the rotating speed of the third gear is the average rotating speed of the first gear and the second gear. The reason is that the gear wheel disk with high rotating speed has large rotating resistance and can automatically transfer power to the gear wheel disk with low rotating speed, the reason is that the overrunning clutch structure on the gear wheel disk makes the high-speed wheel work, the low-speed wheel is in idle running, and the differential mechanism is characterized in that the power can be transferred to the idle running direction. The low wheel thus obtains additional power, the speed of rotation being greater than the original speed, while the high wheel is just opposite, with the speed of rotation equal for the two wheels, acting on the structure 9 at the same time.
And thirdly, the reverse gear has a structure of a speed reducing transmission, and the reverse gear is stressed greatly, so that the reverse gear is selected by a hard-link double right-angle gear inner shifting fork reverse gear. See fig. 11, configuration 8.9.
The reverse gear is used for selecting a positive gear or a reverse gear.
The control method is to electrically control a shifting fork to select, shift forward or shift backward.
Fourthly, the anti-slope-sliding one-way overrunning clutch brake is shown in the structures 10 and 11 in the attached figure 11.
The anti-slope-slipping one-way overrunning clutch brake has the function that the vehicle is prevented from moving reversely when starting on a slope.
The control of the anti-slope-sliding one-way overrunning clutch brake is controlled by a vehicle-mounted computer, and the method is that when the vehicle is started on a slope, the anti-slope-sliding one-way overrunning clutch brake is started, and at the moment, the vehicle can only run towards a selected direction and can not slide reversely. The vehicle is released after running or exceeding a certain time, and is released after 30 seconds generally, so that the vehicle is allowed to slide.
The above is the structure of the main parts of the gearbox, and the function uses the control method and principle. FIG. 11 is a schematic diagram of a planar three-tandem-three-speed 27-gear automatic clutch transmission structure, and FIG. 16 is a table of gear speed parameters for 27 gears. The control part is completed by a vehicle-mounted computer, four gear positions 1 of a gear lever are needed to be arranged, a parking gear is needed, a power switch automatic clutch is closed, the power of an engine is cut off, and two forward and reverse slope-sliding prevention one-way overrunning clutch brakes are started.
The power is transmitted to the wheels by the speed change gear set to drive the vehicle to move forwards, a proper gear is automatically selected by a vehicle-mounted computer according to the load condition of the engine during running, the load condition parameters are obtained by comparing the size of the accelerator with the rotating speed of the engine, the clutch is not used during gear shifting, the accelerator is not required to be moved, and the power is not interrupted for direct gear shifting.
And controlling gear and closing the automatic clutch of the power switch.
And (4) reversing gear, electrically controlling a shifting fork reversing gear to select reverse gear, starting a power switch automatic clutch to establish power connection between the engine and the vehicle, and transmitting power to the wheels by a speed change gear set to drive the vehicle to retreat.
When braking, the power switch automatic clutch is closed, and the power connection between the engine and the vehicle is cut off.
The second structure is that the power switch automatic clutch and the power switch speed changer are combined in parallel. As shown in fig. 12, the three-speed three-parallel power switch gear box is a common power input shaft for inputting power, a common power output shaft for outputting power, and a variable speed gear of a power switch is connected with an output shaft gear with an overrunning clutch, so that all output power is only high-grade and effective. Three stages have two slow speed inefficiencies. Therefore, the nine gears are only seven effective gears, and the four-stage effective gear is nine. The rest is the same as the scheme I, and particularly, the figure 15 is shown.
In the third scheme, three single-speed three-parallel three-serial nine-gear power switch gear boxes are connected on a plane in parallel as shown in figures 13 and 14, so that three speed change stages of three speeds are formed, and can be connected in series in multiple stages, power is coaxially and commonly input to control power output respectively and output together after being combined. And (3) interrupting the hydraulic power of the hydraulic pump when in neutral gear or braking. Two hydraulic pumps can be installed more stably when the gear shifting is needed, control power is provided for adjacent gears respectively, the gears are divided into even gears, and the gear shifting is realized by connecting two gears to output power all the time (high speed is achieved, and the first gear is excluded). The individual vehicle can be driven even if the gear is damaged.
The invention relates to a structural function principle design scheme of a novel transmission, which is not an actual industrial product design scheme and needs to be deeply designed according to actual requirements during actual production and manufacturing.
Claims (9)
1. The core of the power switch automatic gearbox is a power switch automatic clutch (a new practical patent is reported in another case) and a mechanical gear speed change device of a power switch speed changer.
2. The power switch automatic gearbox as described in claim 1 is a power switch gearbox with a differential gear set structure.
3. The power switch automatic gearbox as claimed in claim 1 is a power switch transmission with a planetary gear plate structure.
4. The power switch automatic gearbox as described in claim 1 is a power switch gearbox with the core of differential gear set structure, one-speed-change three-speed-change and speed-change unit.
5. The power switch automatic gearbox as claimed in claim 1 is a power switch speed changer having a planetary gear set structure, a first speed changing three speed changing unit and a speed changing unit.
6. The power switch automatic gearbox as claimed in claim 1 is a power switch speed changer having the core of differential gear set structure, one-speed-change three-speed-change, speed-change unit, and multiple speed-change units working in series or in parallel.
7. The power switch automatic gearbox as claimed in claim 1 is a power switch speed changer having a core of planetary gear set structure, one-speed-change three-speed-change, speed-change units, and multiple speed-change units working in series or in parallel.
8. The core of the power switch automatic gearbox of claim 1 is a differential gear set structure, which is combined by adding two gear sets with an overrunning clutch structure, and the power switch automatic gearbox is formed by one-speed-change, three-speed-change, speed-change units, a power switch speed changer with a plurality of speed-change units working in series or in parallel, or a single-speed multi-unit speed changer working in parallel.
9. The core of the power switch automatic gearbox of claim 1 is a planetary gear set structure, which is combined by two gear sets with an overrunning clutch structure, and comprises a one-speed-change three-speed-change unit, a power switch speed changer with a plurality of speed-change units working in series or in parallel, or a single-speed multi-unit speed changer working in parallel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010305944.5A CN111365436A (en) | 2020-04-17 | 2020-04-17 | Automatic gearbox of power switch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010305944.5A CN111365436A (en) | 2020-04-17 | 2020-04-17 | Automatic gearbox of power switch |
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| Publication Number | Publication Date |
|---|---|
| CN111365436A true CN111365436A (en) | 2020-07-03 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010305944.5A Pending CN111365436A (en) | 2020-04-17 | 2020-04-17 | Automatic gearbox of power switch |
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| CN (1) | CN111365436A (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA1060231A (en) * | 1977-06-14 | 1979-08-14 | George A. Schauer | Power transmission |
| CA2184925A1 (en) * | 1995-09-07 | 1997-03-08 | Makoto Funahashi | Automatic Transmission |
| CN102927221A (en) * | 2012-10-31 | 2013-02-13 | 长城汽车股份有限公司 | Automatic transmission and vehicle applying same |
| CN203176273U (en) * | 2013-04-18 | 2013-09-04 | 叶文森 | Nine-gear automatic transmission |
| AT513745A4 (en) * | 2013-03-18 | 2014-07-15 | Avl List Gmbh | Multi-speed transmission for motor vehicles |
| WO2016029719A1 (en) * | 2014-08-29 | 2016-03-03 | 解利 | Speed change mechanism with gears overlap |
| CN106931143A (en) * | 2015-12-31 | 2017-07-07 | 重庆硬核派传动科技有限公司 | A kind of dual input shaft three-speed gear |
-
2020
- 2020-04-17 CN CN202010305944.5A patent/CN111365436A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA1060231A (en) * | 1977-06-14 | 1979-08-14 | George A. Schauer | Power transmission |
| CA2184925A1 (en) * | 1995-09-07 | 1997-03-08 | Makoto Funahashi | Automatic Transmission |
| CN102927221A (en) * | 2012-10-31 | 2013-02-13 | 长城汽车股份有限公司 | Automatic transmission and vehicle applying same |
| AT513745A4 (en) * | 2013-03-18 | 2014-07-15 | Avl List Gmbh | Multi-speed transmission for motor vehicles |
| CN203176273U (en) * | 2013-04-18 | 2013-09-04 | 叶文森 | Nine-gear automatic transmission |
| WO2016029719A1 (en) * | 2014-08-29 | 2016-03-03 | 解利 | Speed change mechanism with gears overlap |
| CN105793607A (en) * | 2014-08-29 | 2016-07-20 | 解利 | Speed change mechanism with gears overlap |
| CN106931143A (en) * | 2015-12-31 | 2017-07-07 | 重庆硬核派传动科技有限公司 | A kind of dual input shaft three-speed gear |
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Application publication date: 20200703 |