CN113606294A - Multi-clutch transmission system - Google Patents

Multi-clutch transmission system Download PDF

Info

Publication number
CN113606294A
CN113606294A CN202111044938.XA CN202111044938A CN113606294A CN 113606294 A CN113606294 A CN 113606294A CN 202111044938 A CN202111044938 A CN 202111044938A CN 113606294 A CN113606294 A CN 113606294A
Authority
CN
China
Prior art keywords
shaft
gear
clutch
shafts
gears
Prior art date
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.)
Pending
Application number
CN202111044938.XA
Other languages
Chinese (zh)
Inventor
许玉理
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to CN202111044938.XA priority Critical patent/CN113606294A/en
Publication of CN113606294A publication Critical patent/CN113606294A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • 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
    • F16H3/001—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion convertible for varying the gear-ratio, e.g. for selecting one of several shafts as the input shaft
    • 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
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • F16H3/093—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 with two or more countershafts
    • 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
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention provides a multi-clutch transmission system, comprising: a power source for providing power; a clutch, a plurality of single clutches or a combined clutch; the rear end of the first shaft is provided with a first shaft gear; the second shaft is parallel to the first shaft, a second shaft clutch gear meshed with the first shaft gear is installed on the second shaft clutch gear, the tooth ratio is increased or decreased gradually to form a plurality of strands of power flows, a plurality of rows of second shaft gear shifting gears are arranged on the second shaft, the second shaft clutch gear and the second shaft are installed through a synchronous sleeve coupler, and the power flows are separated or transmitted under the action of a clutch plate clamping mechanism and the sleeve coupler synchronizer; the third shaft is parallel to the second shafts, and a plurality of third shaft gears meshed with the clutch gears of the second shafts are mounted on the third shaft; and the fourth shaft is connected with the third shaft through a planetary gear mechanism and is used for being connected with an executing component, reversing, reducing the speed and increasing the torque to output mechanical energy. The clutch power flow is generally three or more. The transmission system has the advantages of quick and convenient gear lifting, high transmission efficiency and capability of realizing parallel composite transmission with hydraulic pressure and machinery.

Description

Multi-clutch transmission system
Technical Field
The invention relates to the technical field of transmissions, in particular to a multi-clutch transmission system.
Background
In the transmission systems of automobile and tractor engineering machinery and the like, a speed change part is a part which is emphasized in the design of locomotive products and has more new technology and new technology.
The gearboxes can be roughly divided into 3 types according to the sequence of development and application: manual gearboxes, load shifting gearboxes and automatic gearboxes.
The automatic transmission may be classified into a hydromechanical transmission, a hydrostatic transmission, and a hydromechanical transmission, depending on the transmission type.
The hydraulic mechanical gearbox is a transmission device formed by connecting a hydraulic transmission device and a mechanical gearbox in parallel, and power is converged or shunted through a differential mechanism, so that the power of an engine only partially passes through the hydraulic transmission device, and the hydraulic transmission can be locked to be pure mechanical transmission when necessary. Therefore, the total transmission efficiency is greatly improved, mechanical transmission output can be zero in a low-speed area and is changed into pure hydraulic transmission, stable starting of the locomotive is facilitated, the transmission efficiency is high, and the high-efficiency area is wide. The automatic gear shifting is realized through an electronic and hydraulic automatic control system, the engine is kept to work at the maximum power point all the time and is not influenced by load change, so that the automation degree and the operation efficiency of engineering machinery are improved, the fuel consumption rate is reduced, the labor intensity and the technical requirements of operators are reduced, and the stepless speed change transmission device is an ideal stepless speed change transmission device at present.
In view of the fact that the mechanical gearbox in the hydraulic mechanical gearbox is conventional, a high-efficiency and brand-new multi-clutch transmission system is provided.
Disclosure of Invention
The invention aims to provide a multi-clutch transmission system which can realize manual, load and automatic lifting gear shifting, has high transmission efficiency and small volume and is easy to control.
The present invention provides a multi-clutch transmission driveline comprising:
the power source is used for outputting torque and providing power for the transmission system;
one end of the first shaft is in transmission connection with the output end of the power source through a coupler, and the other end of the first shaft is provided with at least one first shaft gear;
the second shafts are arranged in parallel with the first shafts, second shaft clutch gears in meshing transmission with the first shaft gears are respectively installed on the second shafts, a plurality of groups of second shaft gear shifting gears are also installed on the second shafts, and the second shaft gear shifting gears and the second shafts are separated in sliding rotation and are meshed with locking shafts through synchronous meshing devices;
the clutch is divided into two forms, and is a plurality of independent single-control clutches or a nested combined clutch which can realize the same effect and comprises a plurality of single-control clutch plates; the clutch is arranged on one side of the coupler, which is far away from the power source, and the clutch realizes the separation or combination of a clutch plate through a clutch plate clamping mechanism;
the third shaft is parallel to the second shaft, and a plurality of groups of third shaft gears which are respectively meshed with the second shaft gear shifting gears are correspondingly arranged on the third shaft;
and the fourth shaft is in transmission connection with the third shaft through a planetary gear mechanism, is used for being connected with an execution component, is directly connected, is reversed, is reduced in speed and is increased in torque, and outputs mechanical energy.
The multi-clutch transmission comprises a main body which is divided into two parts, a clutch part and a gear shifting part, wherein the clutch part is formed by a plurality of independent clutches in a separated arrangement mode (namely separated type) or a plurality of single control clutch plate combination clutches (namely sleeved type), and the gear shifting part is in a multi-shaft parallel type or a multi-shaft joint extending type.
The clutch part has two modes; the split type is nested, and can be specifically subdivided into four modes; namely, eccentric separation, concentric separation, axial nesting and radial nesting.
The shift portion has two modes, namely, a plurality of discrete shafts and a plurality of joints extending out.
Clutch part
Preferably, the clutches are a plurality of split clutches which are respectively installed at one end of each second shaft close to the first shaft, before the clutches, power is meshed and transmitted to the gear of each clutch through the gear of the first shaft, a plurality of power flows with different rotating speeds are split, so that each clutch is increased or decreased in rotating speed, a clutch plate in each clutch is installed at one end of each second shaft close to the first shaft through a spline, the clutch plate clamping mechanism is controlled through a clutch controller to realize the clutch of the clutch plate on the second shaft, so that the power output by the first shaft is controlled to be separated from or transmitted to the second shaft, and a direct gear clutch interface is installed at one end of the gear of the first shaft close to the second shaft.
Preferably, the clutch is a nested combination clutch including a plurality of single-control clutch plates, and is mounted at one end of the coupler, which is far from the power source, power in the clutch is divided into a plurality of power flows by the clutch plates, each clutch plate is connected with a corresponding first shaft through a spline, each first shaft gear is in meshing transmission with the second shaft clutch gear, so that each second shaft can obtain an increasing or decreasing rotation speed, the clutch plate clamping mechanism is controlled by the clutch controller to realize the clutching of the clutch plate on the second shaft, thereby controlling the power output by the clutch to be separated from or transmitted to the second shaft, and a direct gear nested synchronizer is mounted at one end of the first shaft gear, which is close to the second shaft.
Shift portion
Preferably, the gear shifting device comprises a plurality of second shafts which are arranged in parallel, a plurality of rows of second shaft gear shifting gears which are correspondingly arranged are arranged on the second shafts, the second shaft gear shifting gears are sleeved on the second shafts through a sleeve synchronization device or a bearing, the second shaft gear shifting gears are sleeved on the second shafts through the bearing when not synchronously meshed, and rotate integrally with the second shafts when synchronously meshed and locked, and are matched with a clutch to transmit power flow to work, the corresponding second shaft gear shifting gear synchronously locks the second shaft to transmit power flow, the corresponding second shaft is in a working load state, in other second shafts, one higher gear corresponds to one clutch preparation upshift, one lower gear corresponds to one clutch preparation downshift, a third shaft is arranged in parallel with the plurality of second shafts, a direct gear coupling interface is arranged at the front end of the third shaft, each third shaft gear is meshed with each row of second shaft gear shifting gears, and the rear end of the third shaft is in transmission connection with a planetary gear mechanism.
Preferably, a second shaft is included, and both ends of the second shaft can be connected with a third shaft; the second shaft is provided with a plurality of rows of second shaft gear shifting gears which are correspondingly arranged, the second shaft gear shifting gears are sleeved on the second shaft through a sleeve synchronization device or a bearing, the second shaft gear shifting gears are sleeved on the second shaft through the bearing in an empty way when being not synchronously engaged, and rotate integrally with the second shaft when being synchronously engaged and locked, and are matched with the clutch to transmit power flow to work, so that the power flow transmitted by a clutch plate which is engaged by the clutch is transmitted to the second shaft clutch gear, the second shaft gear shifting gears which are corresponding to the second shaft gear shifting gears are synchronously locked, in other second shafts, one gear which is higher than the first gear is corresponding to a clutch preparation upshift, one gear which is lower than the first gear is corresponding to a clutch preparation downshift, one end of the second shaft is in transmission connection with a third shaft, and the third shaft is in transmission connection with a planetary gear mechanism.
Preferably, the number of the second shafts is 3-5, and when a fourth power flow out of three power flows meeting the requirements of positive working load gears and preparation up-down gears exists, namely the number of the second shafts is four, the fourth power flow can prepare an up-second gear or a down-second gear, or can drive other equipment by independent transfer power flow outside the direct transmission case; when there are five power flows, that is, the number of the second shafts is five, the fifth power flow can prepare the second-stage gear ascending, and the fourth power flow prepares the second-stage gear descending, two gear ascending and two gear descending are prepared, or two power flows are divided to directly transmit the box body to be used as independent power flows to drive two other devices.
Details and other parts
Preferably, the clutch plate clamping mechanisms are respectively arranged on two sides of each group of the clutch plates, the clutch plate clamping mechanisms are connected with lever members extending out of the clutch chamber through sleeve shaft rod members and used for being matched with the clutch plates to be pressed or loosened, the clutch plate clamping mechanisms are in a mechanical self-locking type, a mechanical interlocking type or a mechanical interlocking type, the mechanical self-locking type keeps a separated or combined state and is self-maintained, and the continuous pressing state of the lever members is saved; one of the plurality of clutches which are mechanically interlocked is closed and prevented from being separated, so that the machines are prevented from interfering with each other; the clutch controller is controlled in a hydraulic or electric mode, and the clutch controller drives the lever piece to press or pull out through the lever piece to enable the clutch plate clamping mechanism to loosen or press the corresponding clutch plate, so that corresponding power flow is transmitted.
Preferably, the transmission system can be used in parallel with hydraulic transmission, and can realize pure hydraulic transmission, pure mechanical transmission and proportional parallel transmission of hydraulic pressure and machinery.
Preferably, the power source is any one of an engine, an electric motor and a motor, and the coupling is an overload protection coupling or a torque device for keeping an output set value.
The technical scheme of the invention is that a plurality of clutch parts (generally adopting three clutches) are used in coordination with a gear shifting part, wherein one clutch is engaged to work, the other two clutches are disengaged, one clutch is prepared to a high-gear position, the other clutch is prepared to a low-gear position, corresponding up-down shifting is carried out by engaging and disengaging at any time according to conditions, two dynamic preparatory states of a working load are formed at any time, and when the gear shifting part at the back shifts down the other gear, a new two preparatory states of a working load are formed through the linkage of corresponding parts; the three clutches are fast and smooth in gear shifting, automatic control can be achieved, load gear shifting or manual type can be manufactured, the three clutches are novel and efficient, and the three clutches can be used in a hydraulic mechanical parallel type speed change system and can be used independently.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic illustration of an eccentric split three-clutch transmission according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a dual concentric split triple clutch transmission according to an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a three radial sleeve type triple clutch transmission according to an embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a four-axis nested triple clutch transmission according to an embodiment of the present invention;
FIG. 5 is a schematic structural diagram of a five-speed radially nested triple clutch transmission according to an embodiment of the present invention;
FIG. 6 is a schematic structural diagram of a six-speed axially nested triple clutch transmission according to an embodiment of the present invention;
FIG. 7 is a schematic illustration of a radial sleeve type direct transmission with single control clutch;
FIG. 8 is a schematic illustration of a five-clutch transmission according to the present invention;
FIG. 9 is a schematic representation of two power take-offs of the multi-clutch transmission of the present invention;
FIG. 10 is a schematic diagram of a parallel connection of a multi-clutch transmission with a purely hydraulic transmission in accordance with the present invention.
Description of reference numerals:
1: a power source; 2: an overload protection coupling; 3. 31, 32, 33: a first shaft; 30: a direct gear first shaft; 4. 41, 42, 43: a first shaft gear; 51. 52, 53: a second shaft clutch gear; 6. 61, 62, 63: a clutch; 70. 71, 72, 73: a clutch controller; 80. 81, 82, 83: a clutch plate clamping mechanism; 90. 91, 92, 93: a clutch plate; 101. 102, 103: a second shaft; 111. 112, 113: a second shaft left row shifting gear synchronous sleeve; 121. 122, 123: a left row second shaft shift gear; 131. 132, 133: a second shaft middle row gear shifting gear synchronous sleeve; 141. 142, 143: a middle row second shaft shift gear; 151. 152, 153: a second shaft right row gear shifting gear synchronous sleeve; 161. 162, 163: a right row second shaft shift gear; 171. 172, 173: a third shaft gear; 18: a third axis; 19: a planetary gear mechanism; 20: a fourth axis; 21: a direct single-gear clutch; 22: a direct gear synchronizer; 23: a direct gear coupling; 24: a bidirectional variable hydraulic pump; 25: a bi-directional variable hydraulic motor; 26: a flow divider; 27: a flow combiner.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the following embodiments, and it should be understood that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", may explicitly or implicitly include one or more of the described features. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise. Furthermore, the terms "mounted," "connected," and "connected" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Example one
In the present embodiment, a three-clutch is taken as an example to explain the structure, wherein one clutch is engaged, and the other two clutches are engaged, one is a ready-high gear position, and the other two clutches are a ready-low gear position, and are engaged and disengaged according to the situation to correspondingly shift up and down.
As shown in fig. 1, the transmission system of the three-clutch transmission comprises a power source 1, wherein the power source 1 can adopt machines capable of outputting torque, such as an engine, an electric motor, a motor and the like, to provide power for the transmission system; the left end of the first shaft 3 is connected with the output shaft of the power source 1 through an overload protection coupling 2.
A first shaft gear 4 is installed at the right end of the first shaft 3, three second shafts 101, 102 and 103 which are arranged in parallel from bottom to top are arranged on the right side of the first shaft 3, the second shafts 101, 102 and 103 are all arranged in parallel with the first shaft 3, the clutches 61, 62 and 63 are respectively sleeved at the left ends of the second shafts 101, 102 and 103 through bearings, clutch plates 91, 92 and 93 in the clutches are respectively connected with the left ends of the second shafts 101, 102 and 103 through spline mounting, second shaft clutch gears 51, 52 and 53 which are installed on the clutches 61, 62 and 63 are meshed with the first shaft gear 4, the number of teeth and the diameter of the first shaft gear 4 are generally smaller than the diameter of each second shaft clutch gear so as to achieve the purpose of speed reduction transmission, the second shaft clutch gears 51, 52 and 53 are staggered from bottom to top, and are arranged according to the number of teeth and the diameter: the second shaft clutch gear 51 is larger than the second shaft clutch gear 52 is larger than the second shaft clutch gear 53.
A plurality of rows of second shaft gear shifting gears which are correspondingly arranged are respectively arranged on the second shafts 101, 102 and 103, and the number of the second shaft gear shifting gears in each row is more than that of the second shafts (generally three); the left second shaft shifting gears 121, 122 and 123 are respectively mounted on the second shafts 101, 102 and 103 through second shaft left shifting gear synchronous sleeves 111, 112 and 113, the middle second shaft shifting gears 141, 142 and 143 are respectively mounted on the second shafts 101, 102 and 103 through second shaft middle shifting gear synchronous sleeves 131, 132 and 133, and the right second shaft shifting gears 161, 162 and 163 are respectively mounted on the second shafts 101, 102 and 103 through second shaft right shifting gear synchronous sleeves 151, 152 and 153; the gear shifting gears are coaxially arranged with the second shaft clutch gears, and the diameter and the number of teeth of each row of second shaft gear shifting gears are greatly increased from left to right.
The third shaft 18, which is parallel to the second shafts 101, 102, 103, is eccentrically disposed with respect to the first shaft 2, as shown in fig. 1, and three sets of third shaft gears 171, 172, 173 are correspondingly mounted on the third shaft, and respectively mesh with the three second shaft shift gears.
And the fourth shaft 20 is in transmission connection with the third shaft 18 through a planetary gear mechanism 19, and the fourth shaft 20 is used for being connected with an executing component, reversing, reducing the speed, increasing the torque and outputting mechanical energy.
The clutches 61, 62, 63 are respectively sleeved on the second shafts through bearings, clutch plates 91, 92, 93 in the clutches are respectively connected with the second shafts through spline, the second shaft clutch gears 51, 52, 53 arranged on the clutches 61, 62, 63 are meshed with the first shaft gear 4, and the clutch plates of the clutches 61, 62, 63 can control the clutch of the second shaft clutch gears 51, 52, 53 with the second shafts 101, 102, 103, so that the first shaft gear 4 is in transmission with one of the second shafts 101, 102, 103. Because each second shaft clutch gear is arranged according to the tooth number and the diameter: the second shaft clutch gear 51 is larger than the second shaft clutch gear 52 is larger than the second shaft clutch gear 53, and if the left row second shaft gear shifting gears are synchronously meshed at the moment, the clutch 62 is locked for transmission, the transmission system is in a relatively medium-speed state, the clutch 62 is separated, the clutch 61 is locked for transmission at a relatively low speed, the clutch 62 is separated reversely, the clutch 63 is locked for transmission at a relatively high speed, if the speed is higher than the high speed, the gear shifting gears of the middle row second shafts are synchronous, and the like, when each second shaft transmits power, the high-speed gear set, the low-speed gear set and the high-speed gear set are pre-transmitted up and down, so that the new high-speed, medium-speed and low-speed three-gear adjustment is realized.
The specific power flow is as follows:
the power flow in the working process is as follows: power source 1 → overload protection coupling 2 → first shaft 3 → first shaft gear 4 → split plurality of second shaft clutch gears 51, 52, 53 →
Gear, lowest gear speed: second shaft clutch gear 51 → clutch 61 → 71, 72, 73 clutch controller (press-fit 71, separate 72 and 73) → clutch plate clamping mechanism 81 (clamp 81, separate 82, 83 at this time) → clutch plate 91 → second shaft 101 → second shaft left row gear synchronizer 111(111 synchrolock shaft transmission work; also synchrolock shaft at this time 112 prepares high-speed gear speed, so that lowest speed does not prepare low-speed gear any more, so also synchrolock shaft at this time 113 prepares high-speed gear speed) → second shaft left row shift gear 121 → third shaft gear 171 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →
Second gear, in this case, first gear speed is increased, → 71, 72, 73 clutch controller (engaged 72, disengaged 71 and 73) → clutch plate clamping mechanism 82(82 clamping, 81, 83 disengaging) → clutch plate 92 → second shaft 102 → second shaft left gear synchromesh sleeve 112(111 synchrolock shaft shifting to preparatory first gear speed, 113 synchrolock shaft preparatory second gear speed), → second shaft left gear shift gear 122 → third shaft gear 171 → third shaft 18 →
Third gear, at this time, the first gear is shifted up again, → 71, 72, 73 clutch controller (engaging pressure 73, disengaging 72 and 71) → clutch plate clamping mechanism 83(83 clamping, 82, 81 disengaging) → clutch plate 93 → second shaft 103 → second shaft left gear synchro-sleeve 113(113 synchro-lock shaft transmission work, 112 synchro-lock shaft is changed to prepare low gear, the key point is that 111 disengaging and 121 locking prepare high gear speed → second shaft left gear shift gear 123 → third shaft gear 171 → third shaft 18 →
Go forward and then to the left and then to the right
Eighty percent gear, wherein the first gear is increased again, the clutch controllers (on-press 72, off-press 71 and 73) → clutch plate clamping mechanism 82(82 clamping, 81 and 83 separating) → clutch plate 92 → second shaft 102 → second shaft third gear synchronous sleeve 152(152 synchronous locking shaft transmission work; 151 synchronous locking shaft is changed into preparation low gear, 153 locking preparation high gear), → second shaft right gear shift gear 162 → third shaft gear 171 → third shaft 18 →
Ninthly, then, increasing the first gear speed again, and then, changing the first gear speed to the second gear speed, changing the second gear speed to the second gear speed, changing the third gear speed to the third gear 18 → 73, changing the clutch controller (engagement pressure 73, disengagement 72 and 71) to the clutch plate clamping mechanism 83(83 clamping, disengagement 82 and 81 disengagement) to the clutch plate 93 → the second shaft 103 → the third gear synchronous sleeve 153(153 synchronous shaft locking work; second shaft right gear synchronous sleeve 152 synchronous shaft locking work; changing the second shaft right gear synchronous sleeve to the preliminary low gear speed, changing the second shaft right gear speed to the preliminary low second gear speed) to the third gear speed, changing the third gear speed to the third gear 18 → the third gear speed
And reducing the speed and vice versa.
The reversing is that the planetary gear mechanism 19 is changed from a direct transmission state to a reverse rotation state by locking the reversing piece; alternatively, the planetary gear mechanism 19 may be integrated into the third shaft gear 171 to obtain three reverse low speeds.
In the embodiment, a single first shaft gear 4 positioned at the tail end of a first shaft 3 is meshed with a plurality of second shaft clutch gears 51, 52 and 53 at the same time, the diameters of the second shaft clutch gears are different (the rotating speeds of the second shafts are different), the circle centers of central circles of the second shafts are not overlapped with the first shaft 3, a third shaft 18 passes through a midpoint determined by the second shafts, the first shaft 3 and the third shaft 18 are not concentric, the second shaft clutch gears 51, 52 and 53 and clutches 61, 62 and 63 on end faces are independently controlled respectively, so that the first shaft gear 4 can only be meshed with one second shaft clutch gear at the same time for transmission, and high-gear, medium-gear and low-gear adjustment is realized.
The power of the transmission system is separated before the three independent clutches are input, the clutches are connected with the clutch gear of the second shaft, the clutch gear of the second shaft is sleeved on the second shaft in a sliding way, and the power is transmitted to the second shaft when the clutch is used for clutching, namely the power is divided into a plurality of strands firstly and then transmitted to the second shaft through each independent clutch. The advantage of this embodiment is that the gear of installation is few on the first axle 3, simple structure, and easy operation is convenient, and the shortcoming is that the first axle 3 is difficult for directly alling oneself with third axle 18, can't form efficient direct shelves.
Example two
In the present embodiment, a concentric split type multi-clutch transmission system is proposed, and the structure of the present embodiment will be described by taking three clutches as an example.
As shown in fig. 2, the transmission system of the three-clutch transmission comprises a power source 1, wherein the power source 1 can adopt an engine and other machines capable of outputting torque to provide power for the transmission system; the left end of the first shaft 3 is connected with an output shaft of the power source 1 through an overload protection coupling 2, and the first shaft can rotate along with the overload protection coupling to output power.
The right end of the first shaft 3 is provided with three first shaft gears 41, 42 and 43, which are arranged at the right end of the first shaft 3 in a staggered manner, the first shaft gear 41, the first shaft gear 42 and the first shaft gear 43 are arranged from left to right, and the number of teeth and the diameter of the first shaft gear 43 are increased from left to right.
Three second shafts 101, 102 and 103 are arranged on the right side of the first shaft 3 from bottom to top in parallel, clutches 61, 62 and 63 are respectively sleeved at the left ends of the second shafts 101, 102 and 103 through bearings, clutch plates 91, 92 and 93 in the clutches 61, 62 and 63 are respectively connected to the left ends of the second shafts 101, 102 and 103 through splines, second shaft clutch gears 51, 52 and 53 are arranged on the clutches 61, 62 and 63 and are respectively meshed with the first shaft gears 41, 42 and 43, and the clutch plates 91, 92 and 93 of the clutches 61, 62 and 63 can control the second shaft clutch gears 51, 52 and 53 to be in clutch with the second shafts 101, 102 and 103, so that the first shaft gears 41, 42 and 43 are in matched transmission with one of the second shafts 101, 102 and 103. Because each second shaft clutch gear is arranged according to the tooth number and the diameter: the second shaft clutch gear 51 is more than the second shaft clutch gear 52 is more than the second shaft clutch gear 53, wherein the first shaft gear 41 is in meshed transmission with the second shaft clutch gear 51, the first shaft gear 42 is in meshed transmission with the second shaft clutch gear 52, and the first shaft gear 43 is in meshed transmission with the second shaft clutch gear 53.
A plurality of rows of second shaft gear shifting gears which are correspondingly arranged are respectively arranged on the second shafts 101, 102 and 103, and the number of the second shaft gear shifting gears in each row corresponds to the number of the second shafts (three are taken as an example in the embodiment); the left second shaft shifting gears 121, 122 and 123 are respectively installed on the second shafts 101, 102 and 103 through second shaft left synchronous sleeve clutches 111, 112 and 113, the middle second shaft shifting gears 141, 142 and 143 are respectively installed on the second shafts 101, 102 and 103 through second shaft middle synchronous sleeve clutches 131, 132 and 133, the right second shaft shifting gears 161, 162 and 163 are respectively installed on the second shafts 101, 102 and 103 through second shaft right synchronous sleeve clutches 151, 152 and 153 and are coaxially arranged with the second shaft clutch gears, and the diameter and the number of teeth of each row of second shaft shifting gears are greatly increased from left to right.
The third shaft 18, the third shaft 18 is parallel to the second shafts 101, 102, 103, and the third shaft 18 passes through the center of the center circle determined by each second shaft, i.e. the third shaft 18 is equidistant from each second shaft, the third shaft 18 is arranged coaxially with the first shaft 3, as shown in fig. 2, and three rows of third shaft gears 171, 172, 173 respectively engaged with the three rows of second shaft shift gears are correspondingly installed on the third shaft 18.
And the fourth shaft 20 is in transmission connection with the third shaft 18 through a planetary gear mechanism 19, and the fourth shaft 20 is used for being connected with an executing component, reversing, reducing the speed, increasing the torque and outputting mechanical energy.
The clutches 61, 62, 63 are respectively sleeved on the second shafts 101, 102, 103 through bearings, clutch plates 91, 92, 93 in the clutches 61, 62, 63 are respectively connected with the second shafts 101, 102, 103 through splines, the second shaft clutch gears 51, 52, 53 arranged on the clutches 61, 62, 63 are meshed with the first shaft gear 4, and the clutch plates 91, 92, 93 of the clutches 61, 62, 63 can control the clutch of the second shaft clutch gears 51, 52, 53 with the second shafts 101, 102, 103, so that the first shaft gear 4 is in matched transmission with one of the second shafts 101, 102, 103. Because each second shaft clutch gear is arranged according to the tooth number and the diameter: the second shaft clutch gear 51 is larger than the second shaft clutch gear 52 is larger than the second shaft clutch gear 53, and if the three left-row second shaft gear shifting gears are synchronously meshed at the moment, the clutch 62 is locked for transmission, the transmission system is in a relatively medium-speed state, the clutch 62 is separated, the clutch 61 is locked for transmission at a relatively low speed, the clutch 62 is separated reversely, the clutch 63 is locked for transmission at a relatively high speed, if the speed is higher than the high speed, the gear shifting gears of the middle-row second shaft are synchronous, and the like, when each second shaft transmits power, the high-speed gear set and the low-speed gear set are pre-transmitted up and down, so that the new high-speed, middle-speed and low-speed three-gear adjustment is realized.
In this embodiment, a plurality of (generally three are selected, the number of which is equal to that of the second shaft clutch gears) first shaft gears are arranged in series at the tail end of the first shaft 3, the diameters of the first shaft gears are sequentially from small to large, each discrete second shaft clutch gear is sequentially arranged from large to small, the three first shaft gears 41, 42 and 43 are respectively meshed with the corresponding second shaft clutch gears 51, 52 and 53, so that the first shaft 3 is equidistant to each second shaft, the third shaft 18 is equidistant to each second shaft, the first shaft 3 is concentric with the third shaft 18, and the first shaft 3 is concentric with the third shaft 18 and can be easily used as a direct gear, so that the transmission is more efficient, and the mechanical energy loss in the transmission process is smaller. As shown in fig. 2, a direct gear is added, which is different from the eccentric split type, and a direct gear clutch 21 on the first shaft, a direct gear synchronizer 22 and a direct gear coupling 23 connected with the third shaft 18 are added correspondingly.
The working process of the concentric split multi-clutch is the same as that of the eccentric split multi-clutch, the specific power flow of the concentric split multi-clutch system without the direct gear is the same as that of the eccentric split multi-clutch system, the concentric split multi-clutch system with the direct gear has the difference of an efficient direct gear, the direct gear can be designed into the highest gear, also can be designed into a second high gear (a second high gear), a third high gear (a second high gear), a fourth high gear and the like, and correspondingly has one, two or three overdrive gears exceeding the direct gear.
In the concentric split multi-clutch system with the direct gear clutch, four clutches are formed by three split clutches and the direct gear clutch, and the working state is that only one of the four clutches is pressed, and the rest clutches are separated.
When the direct gear can be designed as the highest gear, the power flow is as follows:
the direct gear is the third gear, and before the gear is raised from the ninth gear to the third gear, the state power flow of the clutch → 71, 72, 73 clutch controller (on pressure 73, off 72 and 73) → clutch plate clamping mechanism 83(83 clamping, off 82, 81 separation) → clutch plate 93 → second shaft 103 → second shaft right row shifting gear synchronous sleeve 153(153 synchronous lock shaft working transmission; 152 synchronous lock shaft is changed to prepare lower gear speed, direct gear synchronizer 22 synchronously locks prepared higher gear speed) → right row second shaft shifting gear 163 → third shaft gear 171 → third shaft 18 →
Third gear (r), at which first gear speed is further raised to third gear (r), → direct gear single clutch 21 (single clutch on-pressure, 71, 72, 73 clutch controller fully disengaged, 81, 82, 83 clutch plate clamping mechanism fully disengaged) → direct gear synchronizer 22 (simultaneously second shaft right gear shift gear synchro-sleeve 153 synchrolock shaft preparation low-stage gear speed, 152 synchrolock shaft preparation low-stage gear speed) → third shaft 18 → third shaft
And reducing the speed and vice versa.
When the direct gear is designed into a second high gear (a second-highest gear), a third high gear (a second-highest gear), a fourth high gear and the like, the common gear is set into a high-efficiency direct gear according to the rule.
If the second high gear (the second high gear) is set as the direct gear, the power flow is as follows:
that is, the ninthly gear is a direct gear, and before the nineteenth gear is lifted to the ninthly direct gear, the power flow in the state of the nineteenth gear is completed, the torque flow in the state of the nineteenth gear is → the clutch controller (71, 72, 73), the on-state pressure 72, the off- state 71 and 73 → the clutch plate clamping mechanism 82(82 clamping, 81, 82 separating) → the clutch plate 92 → the second shaft 102 → the second shaft right row shifting gear synchronous sleeve 152(152 synchronous locking shaft working transmission; 151 synchronous locking shaft is changed to prepare a low-level gear speed, the direct gear synchronizer 22 synchronously locks the preparation high-level gear speed) → the right row second shaft shifting gear 163 → the third shaft 171 → the third shaft 18 →
Ninthly, then, the first gear speed is increased to ninthly, the direct gear single clutch 21 (the single clutch is pressed, the clutch controllers 71, 72 and 73 are completely separated, and the clutch plate clamping mechanisms 81, 82 and 83 are completely separated) the direct gear synchronizer 22 (meanwhile, the second shaft right gear shifting gear synchronous sleeve 153 synchronously locks the shaft to prepare the first-stage gear speed, and the second shaft right gear shifting gear synchronous sleeve 152 continuously synchronously locks the shaft to prepare the second-stage gear speed) the third shaft 18 →
And in the reverse direction, the reverse direction is reduced.
If the third high gear (the third-order high gear) is set as the direct gear, the power flow is as follows:
that is, the gear is a direct gear, and before the gear is lifted from the gear to the gear, the power flow of the gear state is cleared, the clutch controller is arranged in the parts of → (71, 72 and 73), the engaging pressure is 71, the parts of 72 and 73), the clutch plate clamping mechanism 81 is clamped by 81 (clamping, 83 and 82 are separated), the clutch plate 91 → the second shaft 101 → the second shaft right row shifting gear synchronous sleeve 151(151 synchronous locking shaft working transmission; 133 synchronous locking shaft is changed into a preparation low-level gear speed, and the direct gear synchronizer 22 is synchronously locked to the preparation high-level gear speed), the right row second shaft shifting gear 163 → the third shaft gear 171 → the third shaft 18 →
Eighthly, then, the first gear is increased again, the speed is → the direct gear single clutch 21 (the clutch controllers of the single clutches are completely separated, and the clutch clamping mechanisms of the 81, 82 and 83 are completely separated), the direct gear synchronizer 22 (the second shaft right gear shifting gear synchronous sleeve clutch 152 synchronously locks the shaft to prepare a first-stage high gear speed, and the second shaft right gear shifting gear synchronous sleeve clutch 151 continuously synchronously locks the shaft to prepare a second-stage low gear speed), the third shaft 18 →
Ninthly, the third gear is analogized in turn, and the speed reduction is vice versa.
If the fourth high gear is set as the direct gear, the power flow is as follows:
that is, the gear is a direct gear, and before the gear is lifted from the gear to the gear, the power flow in the gear state is → the clutch controller (71, 72, 73), the clutch pressure 73, the clutch plate clamping mechanism 83(83 clamping, 81, 82 separating) → the clutch plate 93 → the second shaft 103 → the second shaft middle gear shift gear synchronous sleeve 133(133 synchronous locking shaft working transmission; 132 synchronous locking shaft is changed into a preliminary lower gear speed, the direct gear synchronizer 22 synchronously locks the preliminary higher gear speed) → the right gear second shaft shift gear 163 → the third shaft gear 171 → the third shaft 18 →
Gear stage seventhly, at this time, a gear stage is increased again, a gear stage is → direct gear single clutch 21 (single clutch on-pressure, clutch controllers of 71, 72 and 73 are completely separated, clutch plate clamping mechanisms of 81, 82 and 83 are completely separated), a gear stage synchronizer 22 is direct gear (simultaneously, a second shaft right-row gear shifting gear synchronizing sleeve clutch 151 is synchronously locked to prepare a first gear stage speed, a second shaft right-row gear shifting gear synchronizing sleeve 133 continues to synchronously lock a shaft to prepare a second gear stage speed), a third shaft 18 is →
And eighty percent, the coke gear is analogized in turn, and the reduction speed is opposite.
EXAMPLE III
The present embodiment proposes a radial nested multi-clutch transmission system, and the structure of the present embodiment will be described by taking three clutches as an example.
As shown in fig. 3, the transmission system of the three-clutch transmission comprises a power source 1, wherein the power source 1 can adopt an engine and other machines capable of outputting torque to provide power for the transmission system; the left end of the three first shafts is provided with a clutch 6, and the clutch 6 is connected with the output shaft of the power source 1 through an overload protection coupling 2.
The clutch 6 comprises three sets of clutch plates 91, 92, 93 and clutch plate clamping mechanisms 81, 82, 83 in the clutch chamber, wherein the outer diameters of the clutch plates 91, 92, 93 are larger than one another, the three sets of clutch plates 91, 92, 93 are staggered along the radial direction of the first shaft, and are respectively connected with the corresponding first shaft by each clutch plate connecting plate through a spline in the axial direction, namely, the clutch plate 91 is connected with the first shaft 31 through a spline, the clutch plate 92 is connected with the first shaft 32 through a spline, and the clutch plate 93 is connected with the first shaft 33 through a spline.
The three first shafts are coaxially arranged in a multilayer sleeving mode, the first shafts 31, 32 and 33 are sequentially arranged from inside to outside, one ends of the first shafts are installed inside the clutch 6 through bearings, the first shafts 31, 32 and 33 are respectively connected with corresponding clutch plates 91, 92 and 93 through splines, clutch plate clamping mechanisms 81, 82 and 83 are respectively arranged on two sides of the clutch plates 91, 92 and 93, and the clutch plate clamping mechanisms 81, 82 and 83 are connected with lever members leading to the outside of the shell.
The first shafts 32 and 33 positioned on the outer layers are hollow shafts, the right end of the first shaft 31 positioned inside extends out of the right end of the first shaft 32, the right end of the first shaft 32 extends out of the right end of the first shaft 33, first shaft gears 41, 42 and 43 are sequentially installed at the right ends of the first shafts 31, 32 and 33 in a staggered mode, the first shaft gears 41, 42 and 43 are sequentially arranged from right to left, and the number of teeth and the diameter of the first shaft gears are sequentially increased from right to left.
Three second shafts 101, 102 and 103 are arranged on the right sides of the first shafts 31, 32 and 33 in parallel from top to bottom, second shaft clutch gears 51, 52 and 53 which can be in meshing transmission with the first shaft gears are respectively installed at the left ends of the second shafts 101, 102 and 103, the second shaft clutch gears 51, 52 and 53 are arranged in a staggered mode on the circumference from bottom to top according to the number of teeth, the second shaft clutch gears 51 are larger than the second shaft clutch gears 52 are larger than the second shaft clutch gears 53, the second shaft clutch gears 51 are in meshing transmission with the first shaft gears 41, the second shaft clutch gears 52 are in meshing transmission with the first shaft gears 42, the second shaft clutch gears 53 are in meshing transmission with the first shaft gears 43, and the engagement and the disengagement of each first shaft can be controlled through the clutch 6, so that the transmission is subjected to high-middle-low gear speed change adjustment.
The right side of the innermost first shaft 31 is provided with a first shaft gear 41, the right side of the first shaft gear 41 is provided with a direct gear synchronizer 22, and the right side is connected with a third shaft 18 through a direct gear coupler 23.
A plurality of rows of second shaft gear shifting gears which are correspondingly arranged are respectively arranged on the second shafts 101, 102 and 103, and the number of the second shaft gear shifting gears in each row is more than that of the second shafts (three in the embodiment); the left second shaft shifting gears 121, 122 and 123 are respectively mounted on the second shafts 101, 102 and 103 through second shaft left shifting gear synchronous sleeves 111, 112 and 113, the middle second shaft shifting gears 141, 142 and 143 are respectively mounted on the second shafts 101, 102 and 103 through second shaft middle shifting gear synchronous sleeves 131, 132 and 133, and the right second shaft shifting gears 161, 162 and 163 are respectively mounted on the second shafts 101, 102 and 103 through second shaft right shifting gear synchronous sleeves 151, 152 and 153; each second shaft gear shifting gear and each second shaft clutch gear are coaxially arranged, and the diameter and the number of teeth of each row of second shaft gear shifting gears are in a large-scale increasing trend from left to right.
The third shaft 18, the third shaft 18 is parallel to the second shafts 101, 102, 103, and the third shaft 18 passes through the center of the center circle determined by each second shaft, i.e. the third shaft 18 is equidistant from each second shaft, the third shaft 18 and the first shafts 31, 32, 33 are all arranged coaxially, as shown in fig. 3, and three rows of third shaft gears 171, 172, 173 respectively engaged with the three second shaft shift gears are correspondingly installed on the third shaft 18.
And the fourth shaft 20 is in transmission connection with the third shaft 18 through a planetary gear mechanism 19, and the fourth shaft 20 is used for being connected with an executing component, reversing, reducing the speed, increasing the torque and outputting mechanical energy.
As shown in fig. 3, the clutch plates in the clutch 6 are 91, 92 and 93 from left to right; the leftmost outer clutch plate is 91, the leftmost outer clutch plate is connected with the innermost first shaft 31 through a spline, the right side of the first shaft 31 is connected with the first shaft gear 41, the first shaft gear 41 is meshed with the second shaft clutch gear 51, the second shaft clutch gear 51 is connected with the second shaft 101, and the second shaft 101 is respectively connected with and disconnected with the left-row second shaft shifting gear 121, the middle-row second shaft shifting gear 141 and the right-row second shaft shifting gear 161 through the second shaft left-row shifting gear synchronous sleeve clutch 111, the second shaft middle-row shifting gear synchronous sleeve 131 and the second shaft right-row shifting gear synchronous sleeve 151.
The clutch plate 92 on the second outer layer is connected with the first shaft 32 on the second inner side through a spline, the right side of the first shaft 32 is connected with the first shaft gear 42, the first shaft gear 42 is meshed with the second shaft clutch gear 52, the second shaft clutch gear 52 is connected with the second shaft 102, and the second shaft 102 is connected with and disconnected with the left row second shaft gear shift gear 122, the middle row second shaft gear shift gear 142 and the right row second shaft gear shift gear 162 through the second shaft left row shift gear synchronous sleeve 112, the second shaft middle row shift gear synchronous sleeve 132 and the second shaft right row shift gear synchronous sleeve 152.
The rightmost inner clutch plate is 93 and is connected with the first shaft 33 on the outer side through a spline, the right side of the first shaft 33 is connected with the first shaft gear 43, the first shaft gear 43 is meshed with the second shaft clutch gear 53, the second shaft clutch gear 53 is connected with the second shaft 103, and the second shaft 103 is connected and disconnected with the left-row second shaft gear shifting gear 123, the middle-row second shaft gear shifting gear 143 and the right-row second shaft gear shifting gear 163 through a second shaft left-row gear shifting gear synchronous sleeve clutch 113, a second shaft middle-row gear shifting gear synchronous sleeve clutch 133 and a second shaft right-row gear shifting gear synchronous sleeve 153; note that each second shaft has only one synchronous clutch engaged and separated from the rest on the same shaft.
The clutch plate clamping mechanisms 81, 82 and 83 are arranged on two sides of each set of clutch plates 91, 92 and 93, a lever part of a control sleeve shaft is communicated with the outside of the clutch chamber, the outside of the clutch chamber is provided with clutch controllers 71, 72 and 73, the clutch controllers 71, 72 and 73 are automatically controlled in a hydraulic or electric mode, the clutch plate clamping mechanisms 81, 82 and 83 press or release the clutch plates 91, 92 and 93 through the lever part, so that one of the first shafts 31, 32 and 33 keeps rotating, the rest keeps in a standby state, and the rotation of the corresponding first shaft can be controlled by operating different clutch controllers 81, 82 and 83, so that the high-gear, low-gear and medium-gear positions are adjusted.
When one clutch works, the other two corresponding clutch gear shifting gears are pre-engaged with a high gear and a low gear respectively, the gear-up is only engaged with a high gear clutch, a high-level gear shifting gear is engaged to prepare a higher-level gear, the current clutch is disengaged, and the current gear shifting gear is still engaged to prepare a low-level gear (and vice versa); the high-low gear can be kept ready circularly until the highest gear or the lowest gear, so that the high-low gear is kept ready to meet the automatic quick requirement, the cyclic ready gear shifting is realized, and the new high-middle-low three-gear adjustment is realized.
The power source 1 of the sleeved multi-clutch transmission is connected with the combined clutch 6 firstly, then the clutch plate divides multiple strands of single control power from the clutch 6, each strand of power is meshed with the second shaft clutch gear through the first shaft gear to change the speed, the speed ratio of the second shaft clutch gear 51 and the first shaft gear 41 is larger than the speed ratio of the second shaft clutch gear 52 and the first shaft gear 42 is larger than the speed ratio of the second shaft clutch gear 53 and the first shaft gear 43, and the rotating speeds of the second shafts are different. The axis of the first shaft is equidistant to the axes of the second shafts and coincides with the axis of the third shaft 18.
The first shaft and the third shaft are concentric, a direct gear directly connected with the first shaft and the third shaft is easy to be arranged, the direct gear can be designed as a highest gear, and when the direct gear in the nested clutch system is set as the highest gear, a clutch plate mechanism connected with the innermost first shaft can be used without adding a single-control direct gear clutch plate; the direct gear can also be designed into a second high gear (a second high gear), a third high gear, a fourth high gear and the like, a common gear is generally set as an efficient direct gear, when the direct gear in the nested clutch system is set as a non-highest gear, a single-control direct gear clutch plate needs to be added, and if a clutch plate mechanism connected with the innermost first shaft is used, a certain gear can be lost; if the fourth high gear is a direct gear, there are three overdrive gears which exceed the direct gear.
The clutch plate of the radially-arranged sleeved integrated clutch is relatively large in radial diameter, large in size in the radial direction and relatively small in size in the axial direction, and is suitable for being arranged on a locomotive in a transverse mode.
The radial nested multi (three) clutch transmission TZ-JX has power flow in the working process: power source 1 → overload protection coupling 2 → clutch 6 divides into multiple power flows →
Gear, lowest gear speed: 71. 72, 73 Clutch controller (pressing 71 apart 72 and 73) → clutch plate clamping mechanism 81 (82 apart, 83 apart at this time) → clutch plate 91 → first shaft 31 → first shaft gear 41 → second shaft clutch gear 51 → second shaft 101 → second shaft left row shift gear synchronizer 111(111 synchrolock shaft transmission work; 112 also synchrolock shaft preparatory first-stage shift speed at this time, so lowest stage does not prepare second-stage shift speed at this time, so 113 also synchrolock shaft preparatory second-stage shift speed) → left row second shaft shift gear 121 → third shaft gear 171 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →
Second gear, next lower gear speed: 71. 72, 73 clutch controller (split 71, press 72, split 73) → clutch plate clamping mechanism 82 (now 81 split, 83 split) → clutch plate 92 → first shaft 32 → first shaft gear 42 → second shaft clutch gear 52 → second shaft 102 → second shaft left row shift gear synchromesh sleeve 112(112 synchrolock shaft transmission work; now 111 continues synchrolock shaft, shifts to preparation of low-stage gear speed, 113 synchrolock shaft preparation high-stage gear speed) → left row second shaft shift gear 122 → third shaft gear 171 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →
Gear, power flow at this time: 71. 72, 73 clutch controller (split 71, split 72, press 73) → clutch plate clamping mechanism 83 (clamp 83, moment 82, 83 split) → clutch plate 93 → first shaft 33 → first shaft gear 43 → second shaft clutch gear 53 → second shaft 103 → second shaft left row shifting gear synchro-sleeve 113(113 synchro-lock shaft transmission work; moment 112 continues synchro-lock shaft to prepare for lower gear speed, note that moment synchro-lock shaft is on the last row, namely 132 synchro-lock shaft prepares for higher gear speed) → left row second shaft shifting gear 122 → third shaft gear 171 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 → →
┅┅④⑤⑥⑦⑧⑨
Direct gear can be designed as highest gear, such that direct gear is gear (r), when the gear is lifted from gear (ninx) to gear (r), before gear (r) is directly shifted, at this time, state power flow of clutch controller (on pressure 73, off 72, 71 off) → clutch plate clamping mechanism 83(83 clamping, 82, 81 off) → clutch plate 93 → second shaft 103 → second shaft right row shifting gear synchronous sleeve 153(153 synchronous locking shaft working transmission; 152 synchronous locking shaft is changed into lower gear speed, direct gear synchronizer 22 is synchronously locked to prepare higher gear speed, and at this time, because 151 and direct gear share one clutch, low gear speed can not be prepared by 151 → right row second shaft shifting gear 163 → third shaft gear 171 → third shaft 18 →
Third gear, at this time, the first gear is further raised, → clutches 6 → 71, 72, 73 clutch controllers (engage pressure 71, disengage 73, 72 disengage) → clutch plate clamping mechanism 81(81 clamping, 83, 81 disengaging) → clutch plate 93 → direct gear synchronizer 22 (simultaneously second shaft right row shifting gear synchronizer 153 synchronously locking the shaft in preparation for the low gear speed, 152 synchronously locking the shaft in preparation for the low gear speed, note that gear synchronizers 151, 131, 111 on second shaft 101 to which clutch plate 93 is connected cannot synchronously lock the shaft) → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 → deceleration, and vice versa.
The direct gear can also be a seventh gear, and when the direct gear is not the highest gear, a single-control clutch plate is additionally arranged on the clutch part to control the direct gear, and the direct gear is correspondingly changed into a fourth clutch system as shown in figure 7; in the non-highest-gear sleeved multi-clutch system, three shunt clutches and a direct-gear clutch form four clutches, and the working state is that only one of the four clutches is pressed, and the rest clutches are separated; if the direct gear clutch plate is not added independently, one gear is lost when the direct gear is not the highest gear; the direct gear is the seventh gear, when the power flow is in the seventh gear, the first-level pre-prepared gear is the direct gear, which is equivalent to the seventh gear, when the power flow is in the seventh gear, the first-level pre-prepared gear is 152 closed on the second shaft 102, 151 on the second shaft 101 and the direct gear are power flows controlled by a clutch plate, 151 on the second shaft 101 cannot be closed, which is equivalent to loss of one gear.
Example four
The present embodiment proposes an axial sleeve type multi-clutch transmission system, and the structure of the present embodiment will be described by taking three clutches as an example.
As shown in fig. 4, the transmission system of the three-clutch transmission comprises a power source 1, wherein the power source 1 can adopt an engine and other machines capable of outputting torque to provide power for the transmission system; the left end of the three first shafts is provided with a clutch 6, and the clutch 6 is connected with the output shaft of the power source 1 through an overload protection coupling 2.
As shown in fig. 4, the clutch 6 includes three sets of clutch plates 91, 92, 93 and clutch plate clamping mechanisms 81, 82, 83 in a clutch chamber, wherein the outer diameter of each clutch plate 91, 92, 93 is the same, the three sets of clutch plates 91, 92, 93 are arranged along the axial direction of the first shaft, and are respectively connected with the corresponding first shaft by each clutch plate connecting plate through splines in the axial direction, that is, the clutch plate 91 is connected with the first shaft 31 through splines, the clutch plate 92 is connected with the first shaft 32 through splines, and the clutch plate 93 is connected with the first shaft 33 through splines.
The three first shafts of the three-clutch transmission are coaxially arranged in a multilayer sleeving mode, the first shafts 31, 32 and 33 are sequentially arranged from inside to outside, one end of each first shaft is arranged inside the clutch 6 through a bearing, the first shafts 31, 32 and 33 are respectively connected with corresponding clutch plates 91, 92 and 93 through splines, clutch plate clamping mechanisms 81, 82 and 83 are respectively arranged on two sides of each clutch plate 91, 92 and 93, and lever parts leading to the outside of the clutch chambers are arranged on the clutch plate clamping mechanisms 81, 82 and 83.
The fourth embodiment is the same as the third embodiment except for the shape of the clutch and the arrangement of the clutch plates, and will not be repeated.
The axially-arranged sleeved integrated clutch has the advantages that the diameters of clutch plates are equal, the size in the axial direction is large, the size in the radial direction is relatively small, and the axially-arranged sleeved integrated clutch is suitable for being longitudinally arranged on a locomotive.
The power flow of the axial sleeved multi (three) clutch transmission TZ-ZX in the working process is similar to that of the radial sleeved multi (three) clutch transmission TZ-JX in the working process, but the shape and the size are different.
EXAMPLE five
The present embodiment proposes a multi-clutch transmission system with radially nested gears, and the present embodiment takes three clutches as an example to explain the structure thereof.
As shown in fig. 5, the transmission system of the three-clutch transmission comprises a power source 1, wherein the power source 1 can adopt an engine and other machines capable of outputting torque to provide power for the transmission system; the left end of the three first shafts is provided with a clutch 6, and the clutch 6 is connected with the output shaft of the power source 1 through an overload protection coupling 2.
As shown in fig. 5, the clutch 6 includes three sets of clutch plates 91, 92, 93 and clutch plate clamping mechanisms 81, 82, 83 in the clutch chamber, wherein the outer diameters of the respective clutch plates 91, 92, 93 are larger than one another, the three sets of clutch plates 91, 92, 93 are arranged in a staggered manner in the radial direction of the first shaft, and are respectively connected in the axial direction by the respective clutch plate connection plates through splines with the respective first shafts, that is, the clutch plate 91 is connected with the first shaft 31 through the splines, the clutch plate 92 is connected with the first shaft 32 through the splines, and the clutch plate 93 is connected with the first shaft 33 through the splines.
The three first shafts are coaxially arranged in a multilayer sleeving mode, the first shafts 31, 32 and 33 are sequentially arranged from inside to outside, one end of each first shaft is arranged inside the clutch 6 through a bearing, the first shafts 31, 32 and 33 are respectively connected with corresponding clutch plates 91, 92 and 93 through splines, clutch plate clamping mechanisms 81, 82 and 83 are arranged on two sides of each clutch plate 91, 92 and 93, and control rods leading to the outside of the shell are arranged on the clutch plate clamping mechanisms 81, 82 and 83.
The first shafts 32, 33 located at the outer layer are hollow shafts, and the right end of the first shaft 31 located at the inner part extends from the right end of the first shaft 32, and the right end of the first shaft 32 extends from the right end of the first shaft 33.
The right ends of the pitch sections extending out of the first shafts 31, 32 and 33 to the right are sequentially provided with first shaft gears in a staggered manner, the right ends of the first shafts 31 are provided with gears 4A1, 4A4, 4A7 and 4A10 which are sequentially arranged from right to left, and the number of teeth and the diameter of the pitch sections are sequentially increased by three stages from right to left (the number of power flows of the clutch is 3). The gears 4B2, 4B5, 4B8 and 4B11 are arranged at the right end of the first shaft 32 from right to left in sequence, and the number of teeth and the diameter of the gears are increased by three stages from right to left in sequence (the clutch transfers the power flow number to 3). The gears 4C3, 4C6, 4C9 and 4C12 are arranged at the right end of the first shaft 33 from right to left in sequence, and the number of teeth and the diameter of the gears are increased by three steps from right to left in sequence (namely, the number of power flows of the clutch is increased by 3).
The first shaft gear has the diameters (tooth numbers) of 4A1 < 4B2 < 4C3 < 4A4 < 4B5 < 4C6 < 4A7 < 4B8 < 4C9 < 4A10 < 4B11 < 4C12 from small to large. The three first shaft gears are all meshed with the corresponding second shaft shifting gear.
The secondary shaft 10 is arranged in parallel with the primary shaft and has a plurality of sets of secondary shaft clutch gears and secondary shaft shift gears mounted thereon. The second shaft gear shifting gears are 5A1, 5A4, 5A7, 5A10, 5B2, 5B5, 5B8, 5B11, 5C3, 5C6, 5C9 and 5C12 from right to left, and the second shaft clutch gears are 5A1 > 5B2 < 5C3 > 5A4 > 5B5 > 5C6 > 5A7 > 5B8 > 5C9 > 5A10 > 5B11 > 5C12 from small to large according to diameters (tooth numbers).
The gear synchronous sleeve joints on the second shaft 10 are 6A1, 6A4, 6A7, 6A10, 6B2, 6B5, 6B8, 6B11, 6C3, 6C6, 6C9 and 6C 12.
The gear shifting gears of the second shaft are meshed and sleeved on the second shaft 10 through gear synchronous sleeves, three gear synchronous sleeves are meshed during working and respectively correspond to three first shafts, two gear synchronous sleeves cannot be synchronously meshed to lock shafts for the same first shaft, the meshing grades of the three gear synchronous sleeves are close to each other in high, medium and low, a clutch plate in the middle grade is clamped during working, the other two clutches are one prepared high grade and one prepared low grade, and the speed change is only equivalent to clutch opening and closing.
The power flow of the working process of the multi-clutch (three-clutch) transmission with the radially sleeved type gear-saving gears is as follows: power source 1 → overload protection coupling 2 → clutch 6 divides into multiple power flows →
Gear, lowest gear speed: 71. 72, 73 Clutch controller (pressing 71 separates 72 and 73) → clutch plate clamping mechanism 81(81 clamping, at which time 82, 83 separate) → clutch plate 91 → first shaft 31 → first shaft gear 4A1 → second shaft clutch gear 5A1 → gear synchromesh 6A1(6A1 synchromesh drive work; at which time 6B2 also synchromesh prepares the first-stage gear speed, 6C3 also synchromesh prepares the second-stage gear speed, the rest gear synchromesh separates) → second shaft 10 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 → third shaft
Second gear, next lower gear speed: 71. 72, 73 clutch controller (separation 71, press 72, separation 73) → clutch plate clamping mechanism 82 (clamping 82, at this time 81, 83 are separated) → clutch plate 92 → first shaft 32 → first shaft gear 4B2 → second shaft clutch gear 5B2 → gear synchronizer 6B2(6B2 synchrolock shaft transmission work; at this time 6a1 continues to lock shaft synchronously, shift to preparatory low-gear speed, 6C3 continues to lock shaft synchronously, prepare high-gear speed, the rest of gear synchronizer is separated) → second shaft 10 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →
Gear, power flow: 71. 72, 73 clutch controller (separation 71, separation 72, pressing 73) → clutch plate clamping mechanism 83 (clamping 83, 82, 81 separation at this time) → clutch plate 93 → first shaft 33 → first shaft gear 4C3 → second shaft clutch gear 5C3 → gear synchromesh 6C3(6C3 synchromesh transmission work; at this time 6B2 continues synchromesh transmission, shift to preparatory low-stage gear speed, 6a4 synchromesh prepares high-stage gear speed, the rest gear synchromesh is separated) → second shaft 10 →
Third shaft 18 → planetary gear forward and reverse rotation mechanism 19 → fourth shaft 20 →
Gear iv, power flow: 71. 72, 73 clutch controller (pressing 71, separating 72, separating 73) → clutch plate clamping mechanism 81 (clamping 81, at this time 83, 82 are separated) → clutch plate 91 → first shaft 31 → first shaft gear 4a4 → second shaft clutch gear 5a4 → gear synchronizer 6a4(6a4 synchrolock shaft transmission work; at this time 6C3 continues to lock shaft synchronously, shift to preparatory low-stage gear speed, 6B5 synchrolock shaft preparatory high-stage gear speed, remaining gear synchronizer being separated) → second shaft 10 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 → second shaft
By analogy of the fifth part of the sixth part of the seventh part of the third part of the fourth part of the fifth part of the fourth part of the fifth part of the fourth part of the fifth part of the sixth part of the fifth part of the fourth part of the fifth part of the fourth part of the fifth part of the fourth part of the fifth part of the fourth part of the fifth part of the fourth part of the fifth part of the fourth part of the fifth part of the fourth part of the fifth part of the fourth part of the fifth part of the fourth part of the fifth part of
Figure BDA0003250820210000241
Gear, power flow: 71. 72, 73 clutch controller (separation 71, press 72, separation 73) → clutch plate clamping mechanism 82 (clamping 82, at this time 81, 83 are separated) → clutch plate 92 → first shaft 32 → first shaft gear 4B11 → second shaft clutch gear 5B11 → gear synchronizer 6B11(6B11 synchrolock shaft transmission work; at this time 6a10 continues to lock shaft synchronously, shift to preparatory low-stage gear speed, 6C12 synchrolock shaft preparatory high-stage gear speed, remaining gear synchronizer being separated) → second shaft 10 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 → second shaft
Figure BDA0003250820210000242
Gear, power flow: 71. 72, 73 Clutch controller (Split 71, Split 72, compression 73) → Clutch disc clamping mechanism 83 (Clamp 83, now 82, 81 separation) → Clutch disc 93 → first shaft 33 → first shaft gear 4C12 → second shaft clutch gear 5C12 → Gear synchronizer Sleeve 6C12(6C12 synchronizer shaft Transmission Power)Making; at this time, 6B11 continues to lock the shafts synchronously, shifting to prepare the first-gear lower speed, and noting that there is no higher gear at this time, the lock shafts are synchronized only with the gear synchronizing sleeve 6a10 to prepare the second-gear lower speed, and the remaining gear synchronizing sleeves are separated) → second shaft 10 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 → downshift and vice versa.
Reverse gear reversing is the reverse rotation of the lock-up reversing element when the planetary gear mechanism 19 is changed from the direct drive state.
The gear-saving sleeve type multi (three) clutch speed changer locks adjacent gears in the working load, the clutch only closes the clutch plate corresponding to the adjacent middle gear, the other two clutches are prepared with high speed and low speed, the gear shifting is that one clutch is separated while the other clutch is engaged, and the corresponding locking mechanism does corresponding action.
EXAMPLE six
The present embodiment proposes a multi-clutch transmission system with a shift-stage axial sleeve, and the structure of the present embodiment will be described by taking three clutches as an example.
As shown in fig. 6, the transmission system of the three-clutch transmission comprises a power source 1, wherein the power source 1 can adopt an engine and other machines capable of outputting torque to provide power for the transmission system; the left end of the three first shafts is provided with a clutch 6, and the clutch 6 is connected with the output shaft of the power source 1 through an overload protection coupling 2.
The clutch 6 comprises three sets of clutch discs 91, 92, 93 and clutch disc clamping mechanisms 81, 82, 83 in the clutch chamber, wherein the outer diameter of each clutch disc 91, 92, 93 is the same, the three sets of clutch discs 91, 92, 93 are arranged along the axial direction of the first shaft and are respectively connected with the corresponding first shaft by each clutch disc connecting disc through splines in the axial direction, namely, the clutch disc 91 is connected with the first shaft 31 through splines, the clutch disc 92 is connected with the first shaft 32 through splines, and the clutch disc 93 is connected with the first shaft 33 through splines.
The sixth embodiment is the same as the fifth embodiment except for the shape of the clutch and the arrangement of the clutch plates, and will not be repeated.
The power flow of the working process of the multi-clutch transmission with the axially sleeved throttle gears is similar to that of the working process of the multi-clutch transmission with the radially sleeved throttle gears, but the radial space size and the axial space size are different.
The multi-clutch transmission system in each of the foregoing embodiments includes a power source 1, where the power source 1 may employ an engine, an electric motor, a hydraulic motor, a pneumatic motor, or other machine capable of outputting torque, and the engine may employ an internal combustion engine, a heat engine, a wind power engine, a hydraulic engine, or other machine for outputting torque to provide power for the transmission system.
The general triple-clutch and reliable basic fast and efficient gear shifting requirement of the multi-clutch transmission system in the previous embodiments is that one clutch working load and the other two clutches are correspondingly matched with a gear shifting gear and the like, one is used for preparing a higher gear and one is used for preparing a lower gear, so that the gear shifting and the gear shifting are separated and combined, and the gear shifting is efficient and rapid. Multiple clutches can be used under special conditions, such as four clutches, five clutches, six clutches and the like; two of the four clutches can be prepared to be high-grade (or low-grade), and one clutch can be used as split power to be transmitted out and controlled singly, for example, the clutch is used for a transmission shaft of a tractor with a rotary cultivator; in the nested clutch system, when the direct gear is not the highest gear, a single-control clutch plate is additionally arranged on a clutch part to control the direct gear, and the direct gear is correspondingly changed into a single-control clutch direct gear four-clutch system as shown in figure 7; one working clutch can be arranged in the five clutches, two preparatory high gears (at the moment, the state is a high first gear and a high second gear), and two preparatory low gears (at the moment, the state is a low first gear and a low second gear), as shown in fig. 8; two of the five clutches can be used as split power to be transmitted out of a belt load, for example, a power take-off device of a transmission shaft with a rotary cultivator at the back of a tractor is prepared in the dragging process, and the other power take-off device is prepared (front) as shown in fig. 9; the multiple distances can be flexibly arranged according to specific conditions.
The multi-clutch transmission in each embodiment can be used in parallel with a pure hydraulic transmission device, and can realize several working modes of direct gear, pure mechanical gear, pure hydraulic pressure, mechanical hydraulic pressure and the like according to various proportions. As shown in fig. 10, the multi-clutch transmission can be connected in parallel with a pure hydraulic transmission device to form a hydromechanical (parallel) transmission case, and the power of the transmission case is split or combined through a differential mechanism, the hydraulic transmission device is a bidirectional variable hydraulic pump 24 and a bidirectional variable hydraulic motor 25, which are connected through a control and reversing structure and are connected between the front end of the clutch 6 and the planetary gear mechanism 19, the front end of the multi-clutch transmission case is connected with the power source 1 through a splitter 26 to realize split, and the tail end of the multi-clutch transmission case is connected with the planetary gear mechanism 19 through a combiner 27, and the power of the power source 1 can be pure hydraulic transmission, hydraulic mechanical proportional transmission and pure mechanical transmission; therefore, the total transmission efficiency is high, the high-efficiency area is wide, the mechanical transmission output can be zero in the low-speed area, the mechanical transmission is changed into pure hydraulic transmission, and the smooth starting of the locomotive is facilitated. Hydraulic and mechanical multi-clutch parallel composite transmission are more ideal.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims (9)

1. A multi-clutch transmission driveline, comprising:
the power source is used for outputting torque and providing power for the transmission system;
one end of the first shaft is in transmission connection with the output end of the power source through a coupler, and the other end of the first shaft is provided with at least one first shaft gear;
the second shafts are arranged in parallel with the first shafts, second shaft clutch gears in meshing transmission with the first shaft gears are respectively installed on the second shafts, a plurality of groups of second shaft gear shifting gears are also installed on the second shafts, and the second shaft gear shifting gears and the second shafts are separated in sliding rotation and are meshed with locking shafts through synchronous meshing devices;
the clutch is divided into two forms, and is a plurality of independent single-control clutches or a nested combined clutch which can realize the same effect and comprises a plurality of single-control clutch plates; the clutch is arranged on one side of the coupler, which is far away from the power source, and the clutch realizes the separation or combination of a clutch plate through a clutch plate clamping mechanism;
the third shaft is parallel to the second shaft, and a plurality of groups of third shaft gears which are respectively meshed with the second shaft gear shifting gears are correspondingly arranged on the third shaft;
and the fourth shaft is in transmission connection with the third shaft through a planetary gear mechanism, is used for being connected with an execution component, is directly connected, is reversed, is reduced in speed and is increased in torque, and outputs mechanical energy.
2. The multi-clutch transmission system according to claim 1, wherein the clutches are a plurality of split clutches respectively mounted at one end of each second shaft close to the first shaft, power is transmitted to the gear of each clutch through the gear engagement of the first shaft before the clutches, a plurality of power flows with different rotating speeds are split, so that each clutch is increased or decreased in rotating speed, clutch plates in each clutch are mounted at one end of each second shaft close to the first shaft through splines, the clutch plate clamping mechanism is controlled through a clutch controller to realize the clutch of the clutch plates on the second shafts, so that the power output by the first shafts is controlled to be separated from or transmitted to the second shafts, and a direct gear clutch interface is mounted at one end of each first shaft gear close to the second shaft.
3. The transmission system of claim 1, wherein the clutch is a nested combination clutch including a plurality of single control clutch plates, and is installed at one end of the coupling away from the power source, power in the clutch is divided into a plurality of power flows by the clutch plates, each clutch plate is connected with a corresponding first shaft through a spline, each first shaft gear is in meshing transmission with a second shaft clutch gear, so that each second shaft can obtain an increasing or decreasing rotation speed, the clutch plate clamping mechanism is controlled by the clutch controller to realize the clutching of the clutch plate on the second shaft, so that the power output by the clutch is controlled to be separated from or transmitted to the second shaft, and a direct gear nested synchronizer is installed at one end of the first shaft gear, which is close to the second shaft.
4. The multi-clutch transmission system according to claim 1, characterized in that a plurality of second shafts are arranged in parallel, a plurality of rows of second shaft shift gears are correspondingly arranged on the second shafts, the second shaft shift gears are sleeved on the second shafts through a sleeve synchronizer or a bearing, the second shaft shift gears are idle sleeved on the second shafts through the bearing when not in synchronous engagement and locking, the second shafts rotate integrally when in synchronous engagement and locking, the clutch is matched to transmit power flow to work, the corresponding second shaft shift gears synchronously lock the second shafts to transmit power flow, the corresponding second shafts are in a working load state, in other second shafts, one higher gear corresponds to one clutch preparation upshift, one lower gear corresponds to one clutch preparation downshift, the third shafts are arranged in parallel with the plurality of second shafts, a direct gear coupling interface is arranged at the front end of each third shaft, and each third shaft gear is engaged with each row of second shaft shift gears, the rear end of the third shaft is in transmission connection with a planetary gear mechanism.
5. A multi-clutch transmission driveline as claimed in claim 1, comprising a second shaft connectable at both ends to a third shaft; the second shaft is provided with a plurality of rows of second shaft gear shifting gears which are correspondingly arranged, the second shaft gear shifting gears are sleeved on the second shaft through a sleeve synchronization device or a bearing, the second shaft gear shifting gears are sleeved on the second shaft through the bearing in an empty way when being not synchronously engaged, and rotate integrally with the second shaft when being synchronously engaged and locked, and are matched with the clutch to transmit power flow to work, so that the power flow transmitted by a clutch plate which is engaged by the clutch is transmitted to the second shaft clutch gear, the second shaft gear shifting gears which are corresponding to the second shaft gear shifting gears are synchronously locked, in other second shafts, one gear which is higher than the first gear is corresponding to a clutch preparation upshift, one gear which is lower than the first gear is corresponding to a clutch preparation downshift, one end of the second shaft is in transmission connection with a third shaft, and the third shaft is in transmission connection with a planetary gear mechanism.
6. The multi-clutch transmission system according to claim 4, characterized in that the number of the second shafts is 3-5, when there is a fourth power flow out of three power flows satisfying a positive work load gear and a preparation up-down gear, namely the number of the second shafts is four, the fourth power flow can prepare an up-second gear or a preparation down-second gear, or can be used outside the direct transmission case to be used as a separate power flow to drive other equipment; when there are five power flows, that is, the number of the second shafts is five, the fifth power flow can prepare the second-stage gear ascending, and the fourth power flow prepares the second-stage gear descending, two gear ascending and two gear descending are prepared, or two power flows are divided to directly transmit the box body to be used as independent power flows to drive two other devices.
7. A multi-clutch transmission system according to claim 2 or 3, wherein the clutch plate clamping mechanism is mechanically self-locking, mechanically interlocking or mechanically interlocking; the clutch controller is correspondingly provided with a self-locking electronic and mechanical device, an interlocking electronic and mechanical device or an interlocking electronic and mechanical device, and is controlled in a hydraulic or electric mode, and the clutch controller drives the lever piece to press or pull out through the clutch controller, so that the clutch plate clamping mechanism loosens or presses the corresponding clutch plate, and the corresponding power flow is transmitted.
8. A multi-clutch transmission driveline as claimed in claim 1, wherein the driveline is usable in parallel with hydraulic transmissions, allowing for purely hydraulic, purely mechanical transmissions and proportional parallel hydraulic and mechanical transmissions.
9. The multi-clutch transmission driveline of claim 1, wherein the power source is any one of an engine, an electric motor and a motor, and the coupling is an overload protection coupling or a hold output set point torquer.
CN202111044938.XA 2021-09-07 2021-09-07 Multi-clutch transmission system Pending CN113606294A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111044938.XA CN113606294A (en) 2021-09-07 2021-09-07 Multi-clutch transmission system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111044938.XA CN113606294A (en) 2021-09-07 2021-09-07 Multi-clutch transmission system

Publications (1)

Publication Number Publication Date
CN113606294A true CN113606294A (en) 2021-11-05

Family

ID=78342796

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111044938.XA Pending CN113606294A (en) 2021-09-07 2021-09-07 Multi-clutch transmission system

Country Status (1)

Country Link
CN (1) CN113606294A (en)

Similar Documents

Publication Publication Date Title
JP4903556B2 (en) Semi-automatic power distribution type multi-stage transmission
US9546721B2 (en) Transmission for vehicle and method for operation of a transmission
US6746357B1 (en) Family of six-speed dual-clutch transmissions having four planetary gear sets and three brakes
EP2510259B1 (en) Powershift transmission for a motor vehicle
EP1435478A2 (en) Family of multi-speed dual-clutch transmissions having four planetary gear sets and four brakes
US20040110596A1 (en) Family of multi-speed dual-clutch transmissions having three interconnected planetary gear members
WO2018077265A1 (en) Power train system and vehicle having same
US9068636B2 (en) Multigroup transmission of a motor vehicle
CN110249160B (en) Gearbox for vehicle
CN110234910B (en) Gearbox for vehicle
CN108223723B (en) Double-input combined speed-regulating four-gear power assembly system
EP2577096B1 (en) Multi-clutch transmission for a motor vehicle
KR20210109064A (en) Hybrid powertrain for vehicle
CN201651186U (en) Dual-clutch transmission for vehicle
CN101769364A (en) Vehicle dual-clutch transmission
CN210106498U (en) Eight-speed double-clutch type automatic transmission and vehicle
CN216382430U (en) Multi-clutch transmission system
CN110249159B (en) Gearbox for vehicle
KR20210031579A (en) Hybrid powertrain
CN113606294A (en) Multi-clutch transmission system
CN108343714A (en) Automotive transmission and its control method
CN104040219B (en) The multi-clutch variator of heavy vehicle
CN210106499U (en) Eight-speed double-clutch type automatic transmission and vehicle
CN210106497U (en) Eight-speed double-clutch type automatic transmission and vehicle
CN109780085B (en) Coaxial same-end combined double-clutch transmission device

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination