CN200968388Y - Multi-shift automobile speed variator - Google Patents
Multi-shift automobile speed variator Download PDFInfo
- Publication number
- CN200968388Y CN200968388Y CNU2006201583107U CN200620158310U CN200968388Y CN 200968388 Y CN200968388 Y CN 200968388Y CN U2006201583107 U CNU2006201583107 U CN U2006201583107U CN 200620158310 U CN200620158310 U CN 200620158310U CN 200968388 Y CN200968388 Y CN 200968388Y
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- CN
- China
- Prior art keywords
- gear
- shift
- synchronizer
- grades
- driven gear
- 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.)
- Expired - Fee Related
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—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
- F16H2003/0931—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 each countershaft having an output gear meshing with a single common gear on the output 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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The utility model belongs to the field of transmission and is a multi-shift vehicle transmission. The transmission comprises four principal axes in parallel. A first shift main drive gear, a second shift main drive gear, third & fifth shift main drive gears, and fourth & sixth shift main drive gears are arrayed in sequence on the input axis. A first shift drive gear, a reverse shift double-linked gear, a first shift & second shift synchronizer, a second shift driven gear, a fifth shift input gear, a fifth shift & sixth shift synchronizer, and a sixth shift driven gear are arrayed in sequence on the first central axis. A second main reduction drive gear, a reverse shift driven gear, a reverse shift synchronizer, a third shift driven gear, a third shift & fourth shift synchronizer, and a fourth shift driven gear are arrayed in sequence on the second central axis. A main reduction driven gear and a differential mechanism, which are meshed with two main reduction drive gears at the same time, are installed on the output axis. The utility model is provided with the following advantages: (1)it is convenient to adjust and lay out the transmission in the whole vehicle;(2)the transmission become steadier; (3)the usable life of the transmission assembly is prolonged.
Description
Technical field
The utility model belongs to the speed changer technical field, relates to a kind of multiple-gear speed variator of vehicle.International Patent classificating number is: F16H3/08.
Background technique
For saloon car transmission, normally adopt the horizontal forerunner's of speed changer form to arrange, in this case, the axial overall dimension of checking speed changer is the key point that car load is arranged.Exceed the horizontal headspace of car load as transmission shaft to overall dimension, speed changer can't be laid; Axial clearance is reserved too small, also can cause the collision impact that produces speed changer and car body when vibration.So shorten the axial overall dimension of speed changer as far as possible, be the design focal point of this type of speed changer.
In the existing similar speed changer, the layout of main shaft adopts three main shafts, and promptly an input shaft, a jack shaft, a differential output shaft add the form of a little reverse idler gear axle, wherein be arranged in order each grade gear and synchronizer on input shaft and the jack shaft, the front end of jack shaft has been arranged main deceleration driving gear.There is following defective in this type of speed changer:
1. for the speed changer that has certain bearing capacity to require, the facewidth of each grade gear can only be crossed the young pathbreaker as the facewidth and seriously reduce intensity in very little range.So existing similar speed changer is arranged in order because of inner each grade gear, it is very little to the potentiality of overall dimension to dwindle transmission shaft, under the situation that installing space is not enough in car occurring, will be difficult to improve;
2. the axial overall dimension of existing similar speed changer is big, and support distances is long, and the integral rigidity of assembly is bad, especially under the many situations of gear;
3. a pair of final gear is under the condition that is subjected to heavy duty for a long time, and intensity is on the weak side.
The model utility content
The technical problems to be solved in the utility model is to overcome the speed changer that exists in the prior art to be arranged in order because of inner each grade gear, it is very little to the potentiality of overall dimension to dwindle transmission shaft, under the situation that installing space is not enough in car occurring, to be difficult to improve, the axial overall dimension of speed changer is big, support distances is long, bad, a pair of final gear of the integral rigidity of assembly is under the condition that is subjected to heavy duty for a long time, the shortcoming that intensity is on the weak side, and a kind of multiple-gear speed variator of vehicle has been proposed.This speed changer adopts two jack shaft structures, has two gears to do third gear, five grades and fourth gear, six grades driving gear simultaneously on the input shaft, respectively by two jack shaft transferring power.
The technological scheme that addresses the above problem that the utility model proposes is: this speed changer comprises four main shafts, is respectively: input shaft, first jack shaft, second jack shaft, output shaft, and four spindle parallels are arranged; Be arranged in order one grade of driving gear, second gear driving gear, three or five grades of driving gears, four or six grades of driving gears on the input shaft; Be arranged in order main first driving gear, a reverse dual-linked gear, a second gear synchronizer, second gear driven gear, five grades of driven gears, five or six grades of synchronizers, six grades of driven gears of slowing down on first jack shaft; Be arranged in order main second driving gear, reverse gear driven gear, reverse gear synchronizer, third gear driven gear, three fourth gear synchronizers, the fourth gear driven gear of slowing down on second jack shaft; Main deceleration driven gear, differential mechanism with two main deceleration driving gears engagements are installed on the output shaft simultaneously.This speed changer removes a gear can form five speed transmission.
The beneficial effects of the utility model:
1. adopt two jack shaft structures, there are two gears to do third gear, five grades and fourth gear, six grades driving gear simultaneously on the input shaft, respectively by two jack shaft transferring power, so just reduced the axial dimension of two gear width, greatly reduce the speed changer overall axial dimension, more be suitable for the adjustment of speed changer in car load to be arranged;
2. when reducing the speed changer overall axial dimension, also reduce the support span of each main shaft simultaneously, improved the integral rigidity of assembly, reduced the magnitude of misalignment of main shaft, gear, bearing, made transmission more steady;
Two different main deceleration driving gear participation work are arranged respectively under the 3. different gears, reduced the cycle-index of single intensity gear on the weak side, also correspondingly increased the operating life of transmission assembly;
4. the utility model is illustrated by the speed changer of 6 gears, also can derive the speed changer of 5 gears thus.
Description of drawings
This specification has 4 width of cloth accompanying drawings.
Fig. 1, structural representation of the present utility model;
Five grades of box structure schematic representation that Fig. 2, the utility model are derived;
Fig. 3, main parallax stereogram of the present utility model;
Fig. 4, rear perspective view of the present utility model.
Embodiment
Below in conjunction with accompanying drawing most preferred embodiment of the present utility model is described further:
Embodiment of the present utility model such as Fig. 1, Fig. 3, shown in Figure 4, this speed changer comprise four main shafts, are respectively: input shaft 1, first jack shaft 2, second jack shaft 3,4, four spindle parallels of output shaft are arranged; Be arranged in order one grade of driving gear 9,13,46 grades of driving gears 15 of 11,35 grades of driving gears of second gear driving gear on the input shaft 1; Be arranged in order main slow down first driving gear 22, a reverse dual-linked gear 10 and 19, one second gear synchronizer 5, second gear driven gear 12, five grades of 17,56 grades of synchronizers of driven gear 6, six grades of driven gears 18 on first jack shaft 2; Be arranged in order main second driving gear 21, reverse gear driven gear 20, reverse gear synchronizer 8, third gear driven gear 14, three fourth gear synchronizers 7, the fourth gear driven gear 16 of slowing down on second jack shaft 3; Main deceleration driven gear 23, differential mechanism 24 with two main deceleration driving gears 21,22 engagements are installed on the output shaft 4 simultaneously.
The spring bearing of each main shaft adopts conical bearing, can increase the support stiffness of axle, thereby the gear dislocation, the bearing that reduce to produce because of shaft distortion misplace.But the preload of cone bearing should strict control.
Each synchronizer adopts block type synchronization device because one, during second gear by rotary inertia is bigger synchronously, therefore adopt the third hand tap synchronizer herein.
At axial region position and the bore of gear by the needle bearing suit, ground should be carried out in the surface, and demarcates suitable dimensions tolerance and form and position tolerance, to avoid the early failue of roller bearing.
Car requires than higher with the accuracy of gear of speed changer, and overall accuracy should be controlled at about 6 grades, adopts the method processing of shaving or roll flute.
Below be the power transmission line of the utility model speed changer:
1. one grade of power transmission line: at first a second gear synchronizer 5 is engaged with one grade of driven gear 10, input shaft power one grade of driving gear 9, one grade of driven gear 10 through being meshed, through synchronizer 5 to first jack shafts 2, through final gear pair 22,23 and differential mechanism 24, at last by output shaft 4 outputs;
2. second gear power transmission line: at first a second gear synchronizer 5 is engaged with second gear driven gear 12, second gear driving gear 11, the second gear driven gear 12 of input shaft power through being meshed, through synchronizer 5 to first jack shafts 2, through final gear pair 22,23 and differential mechanism 24, at last by output shaft 4 outputs;
3. third gear power transmission line: at first three fourth gear synchronizers 6 are engaged with third gear driven gear 14, three five grade driving gears 13, the third gear driven gear 14 of input shaft power through being meshed, through synchronizer 6 to second jack shafts 3, through final gear pair 21,23 and differential mechanism 24, at last by output shaft 4 outputs;
4. fourth gear power transmission line: at first three fourth gear synchronizers 6 are engaged with fourth gear driven gear 16, four six grade driving gears 15, the fourth gear driven gear 16 of input shaft power through being meshed, through synchronizer 6 to second jack shafts 3, through final gear pair 21,23 and differential mechanism 24, at last by output shaft 4 outputs;
5. five grades of power transmission lines: at first five or six grades of synchronizers 7 are engaged with five grades of driven gears 17, input shaft power three or five grades of driving gears 13, five grades of driven gears 17 through being meshed, through synchronizer 7 to first jack shafts 2, through final gear pair 22,23 and differential mechanism 24, at last by output shaft 4 outputs;
6. six grades of power transmission lines: at first five or six grades of synchronizers 7 are engaged with six grades of driven gears 18, input shaft power three or five grades of driving gears 15, five grades of driven gears 18 through being meshed, through synchronizer 7 to first jack shafts 2, through final gear pair 22,23 and differential mechanism 24, at last by output shaft 4 outputs.
7. reverse gear power transmission line: at first reverse gear synchronizer 8 is engaged with reverse gear driven gear 20, input shaft power one grade of driving gear 9, one grade of driven gear 10 through being meshed, reverse driving gear 19 through being meshed, reverse gear driven gear 20, through synchronizer 8 to second jack shafts 3, through final gear pair 21,23 and differential mechanism 24, at last by output shaft 4 outputs.
As shown in Figure 2, the power transmission line of the five speed transmission that derives by the utility model:
1. one grade of power transmission line: at first a second gear synchronizer 5 is engaged with one grade of driven gear 10, input shaft power one grade of driving gear 9, one grade of driven gear 10 through being meshed, through synchronizer 5 to first jack shafts 2, through final gear pair 22,23 and differential mechanism 24, at last by output shaft 4 outputs;
2. second gear power transmission line: at first a second gear synchronizer 5 is engaged with second gear driven gear 12, second gear driving gear 11, the second gear driven gear 12 of input shaft power through being meshed, through synchronizer 5 to first jack shafts 2, through final gear pair 22,23 and differential mechanism 24, at last by output shaft 4 outputs;
3. third gear power transmission line: at first three fourth gear synchronizers 6 are engaged with third gear driven gear 14, three five grade driving gears 13, the third gear driven gear 14 of input shaft power through being meshed, through synchronizer 6 to second jack shafts 3, through final gear pair 21,23 and differential mechanism 24, at last by output shaft 4 outputs;
4. fourth gear power transmission line: at first three fourth gear synchronizers 6 are engaged with fourth gear driven gear 16, fourth gear driving gear 15, the fourth gear driven gear 16 of input shaft power through being meshed, through synchronizer 6 to second jack shafts 3, through final gear pair 21,23 and differential mechanism 24, at last by output shaft 4 outputs;
5. five grades of power transmission lines: at first Five-gear synchronizer 7 is engaged with five grades of driven gears 17, input shaft power three or five grades of driving gears 13, five grades of driven gears 17 through being meshed, through synchronizer 7 to first jack shafts 2, through final gear pair 22,23 and differential mechanism 24, at last by output shaft 4 outputs;
6. reverse gear power transmission line: at first reverse gear synchronizer 8 is engaged with reverse gear driven gear 20, input shaft power one grade of driving gear 9, one grade of driven gear 10 through being meshed, reverse driving gear 19 through being meshed, reverse gear driven gear 20, through synchronizer 8 to second jack shafts 3, through final gear pair 21,23 and differential mechanism 24, at last by output shaft 4 outputs.
Claims (2)
1, a kind of multiple-gear speed variator of vehicle is characterized in that: this speed changer comprises four main shafts, is respectively: input shaft (1), first jack shaft (2), second jack shaft (3), output shaft (4), and four spindle parallels are arranged;
Be arranged in order one grade of driving gear (9), second gear driving gear (11), three or five grades of driving gears (13), four or six grades of driving gears (15) on the input shaft (1);
Be arranged in order main first driving gear (22), a reverse dual-linked gear (10,19), a second gear synchronizer (5), second gear driven gear (12), five grades of driven gears (17), five or six grades of synchronizers (6), the six grades of driven gears (18) of slowing down on first jack shaft (2);
Be arranged in order main second driving gear (21), reverse gear driven gear (20), reverse gear synchronizer (8), third gear driven gear (14), three fourth gear synchronizers (7), the fourth gear driven gear (16) of slowing down on second jack shaft (3);
Output shaft (4) go up to be installed simultaneously main deceleration driven gear (23), the differential mechanism (24) with two main deceleration driving gears (21,22) engagement.
2, a kind of multiple-gear speed variator of vehicle according to claim 1 is characterized in that: speed changer removes a gear and forms five speed transmission.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2006201583107U CN200968388Y (en) | 2006-11-13 | 2006-11-13 | Multi-shift automobile speed variator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2006201583107U CN200968388Y (en) | 2006-11-13 | 2006-11-13 | Multi-shift automobile speed variator |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN200968388Y true CN200968388Y (en) | 2007-10-31 |
Family
ID=38967959
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU2006201583107U Expired - Fee Related CN200968388Y (en) | 2006-11-13 | 2006-11-13 | Multi-shift automobile speed variator |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN200968388Y (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102192283A (en) * | 2010-03-05 | 2011-09-21 | 通用汽车环球科技运作有限责任公司 | Transmission for a car |
| CN103047374A (en) * | 2013-01-14 | 2013-04-17 | 格特拉克（江西）传动系统有限公司 | Five-speed and six-speed sharing mechanical automotive transmission structure |
| CN107355517A (en) * | 2017-09-11 | 2017-11-17 | 赣州经纬科技股份有限公司 | A kind of transmission mechanism of six speed transmission |
-
2006
- 2006-11-13 CN CNU2006201583107U patent/CN200968388Y/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102192283A (en) * | 2010-03-05 | 2011-09-21 | 通用汽车环球科技运作有限责任公司 | Transmission for a car |
| CN102192283B (en) * | 2010-03-05 | 2016-08-03 | 通用汽车环球科技运作有限责任公司 | Transmission for a vehicle |
| CN103047374A (en) * | 2013-01-14 | 2013-04-17 | 格特拉克（江西）传动系统有限公司 | Five-speed and six-speed sharing mechanical automotive transmission structure |
| CN107355517A (en) * | 2017-09-11 | 2017-11-17 | 赣州经纬科技股份有限公司 | A kind of transmission mechanism of six speed transmission |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C19 | Lapse of patent right due to non-payment of the annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |