CN200968389Y - Automatic gear shift mechanism for gasoline engine - Google Patents
Automatic gear shift mechanism for gasoline engine Download PDFInfo
- Publication number
- CN200968389Y CN200968389Y CN 200620138307 CN200620138307U CN200968389Y CN 200968389 Y CN200968389 Y CN 200968389Y CN 200620138307 CN200620138307 CN 200620138307 CN 200620138307 U CN200620138307 U CN 200620138307U CN 200968389 Y CN200968389 Y CN 200968389Y
- Authority
- CN
- China
- Prior art keywords
- speed
- low speed
- automatic clutch
- clutch
- speed automatic
- 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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- One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
- Structure Of Transmissions (AREA)
Abstract
The utility model is an automatic transmission mechanism and relates to a transmission mechanism for motorbike motors. As the internal configuration in the mechanism is irrational with the current technology, change between the low speed and the high speed can not transit smoothly with the feeling of bumping and thus the comfort and safety of the motorbike is impaired. In the utility model, an automatic low-speed clutch and an automatic high-speed clutch are both installed on a principal axis and a high-speed pinion one-way clutch is equipped on the principal axis too. When they are at work, the automatic low-speed clutch and the automatic low-speed clutch keep rotating with the principal axis. The mechanism is characterized with the steady transmission, concise structure and reduced space covered.
Description
Technical field
The utility model relates to motor gear field, the especially automatic transmission of motor vehicular engine.
Background technique
Along with the continual renovation development of Motor Vehicle, also more and more higher to the requirement of performances of motor vehicles.Motorcycle is a member in the Motor Vehicle family, and it hangs down with small and exquisite, brisk, price is characteristics, and the performance of motorcycle also must embody these characteristics, and promptly the performance from each parts to car load all should embody.The utility model relates to automatic transmission, does velocity transformation between height two speed, and it is the vitals of motorcycle, not only will have small and exquisite, light characteristics and also must vehicle condition want steadily, shake little when speed change.But at present the automatic transmission volume that uses is big, cost is high, during speed change transition not steady, the sensation of beating is arranged, be necessary in this respect to improve.Speed change is crossed and do not crossed stably that reason is: the low speed automatic clutch is connected on the driving shaft, High-Speed Automatic clutch is connected on the driven shaft, when speed improves, low speed overrunning clutch on the low speed gearwheel works, the low speed gearwheel loses motion with driven shaft and is connected, cause the idle running of low speed gearwheel, driven shaft can not get driving shaft power.Do the time spent when speed is high to high-speed clutch, driven shaft begins foreign work by the high gear that meshes to the startup power of accepting driving shaft and finishes power output, owing to exist speed poor between the high, low speed, driven shaft becomes at a high speed from low speed suddenly, vehicle is shaken, the jiggly phenomenon of transition when causing speed change.
Summary of the invention
The purpose of this utility model is for providing a kind of compact structure, and speed change is the petrol engine automatic transmission stably.
The technological scheme that realizes this goal of the invention is: the petrol engine automatic transmission has driving shaft and driven shaft, there is the low speed gear of pair of meshing to be contained in respectively on driving shaft and the driven shaft, there is the high gear of pair of meshing also to be contained on driving shaft and the driven shaft respectively in addition, also have low speed automatic clutch and High-Speed Automatic clutch, this two clutch all is contained on the driving shaft, and ingear low speed gear to and high gear between, low speed automatic clutch internal rotor is connected with driving shaft by spline respectively with High-Speed Automatic clutch internal rotor, the external rotor of low speed automatic clutch is connected with low speed gear, the outer commentaries on classics of High-Speed Automatic clutch is suffered with high gear and being connected, on low speed gearwheel and high speed small gear, respectively be provided with overrunning clutch, the pulling force of High-Speed Automatic clutch retraction springs is greater than the pulling force of low speed automatic clutch return spring, the pulling force 8-10 newton of High-Speed Automatic clutch retraction springs, the pulling force 5-7 newton of low speed automatic clutch return spring.
When low engine speed is worked, the low speed automatic clutch and the High-Speed Automatic clutch that are contained in same driving shaft are all rotating with driving shaft, driving shaft is right by the low speed gear that the low speed automatic clutch drives engagement, give driven shaft with transmission of power, when speed improves, cause speed poor, the low speed gearwheel overrunning clutch that is contained on the driven shaft works, make the idle running of low speed gearwheel, driven shaft is still with higher speed rotation.When speed was brought up to High-Speed Automatic clutch and worked, driving shaft was just by High-Speed Automatic clutch, and the high gear that drives engagement is to giving driven shaft with transmission of power.Therefore when speed from low speed during to the high speed transition, speed change is excessively steady.Otherwise, when at a high speed when low speed is excessive high speed small gear overrunning clutch work, high gear is to idle running, High-Speed Automatic clutch is inoperative, have only the low speed automatic clutch to work, thus when speed from a high speed to the low speed transition time, the speed change transition also is stably.Smooth transition when the utility model not only has speed change has improved the travelling comfort of wheel and the characteristics of Security, simultaneously structure compact more, reduced occupying of space, be suitable for the characteristics of the arrangement of motorcycle.
Description of drawings
Fig. 1 is a petrol engine automatic transmission prior art constructions schematic representation;
Fig. 2 is the structural representation of the utility model petrol engine automatic transmission.
The pairing title of parts sequence number that Fig. 1 shows is as follows:
1 low speed gearwheel overrunning clutch ball
2 abutment sleeves
3 high speed gearwheel overrunning clutch balls
4 High-Speed Automatic clutch internal rotors
5 driven shafts
6 low speed gearwheels
7 High-Speed Automatic clutch external rotors
8 high speed gearwheels
9 ball bearings
10 locating washers
11 low speed automatic clutch internal rotors
12 driving shafts
13 clutch abutment sleeves
14 low speed pinions
15 low speed automatic clutch external rotors
16 high speed small gears
17 location pieces
18 loosen pad
19 tightening nuts
The function of driving shaft 12 and driven shaft 5 is to transmit and outputting power, low speed gearwheel 6 is provided with the low speed overrunning clutch, function is to give driven shaft 5 with the transmission of power of low speed pinion 14, and the function of one-way element is that speed when the driven shaft rotation is cut off interaction force during greater than low speed gearwheel 6 the low speed gearwheel is dallied; High speed gearwheel 8 has high speed gearwheel overrunning clutch, be fixed on the High-Speed Automatic clutch external rotor 7, function is run up by the driving of high speed small gear 16, the function of high speed gearwheel overrunning clutch is that the high speed gearwheel and the driven shaft that run up are thrown off, and transmits tripping force when starting.Be located at the High-Speed Automatic clutch internal rotor 4 on the driven shaft 5, combine with driven shaft by spline, be subjected to driven shaft to drive running together, function is to increase with rotating speed to be subjected to centrifugal action, the pulling force that overcomes the return spring of establishing in it rises greatly by external diameter, combines with wall flexibility within the High-Speed Automatic clutch external rotor 7 by friction plate set in it, becomes one with it, accept 16 transmissions of high speed small gear, the rotating speed of driven shaft is improved rapidly with driving shaft.Low speed pinion 14 on the driving shaft is combined into one with low speed automatic clutch external rotor 15, is positioned to be free state on the driving shaft by clutch abutment sleeve 13.Link on the driving shaft low speed automatic clutch internal rotor 11 is arranged, fix by spline and driving shaft, increase with the driving shaft rotating speed, be subjected to centrifugal action, the pulling force of the return spring of establishing in overcoming increases external diameter, is combined into one by interior friction plate of establishing and external rotor 15 inwalls, and then force low speed pinion to rotate thereupon, give driven shaft with the transmission of power of driving shaft.
From said structure as can be seen prior art exist the internal rotor of high-speed clutch owing to improved by speed to order about external rotor to rotate, this gets in touch with regard to having connected at the power between driving shaft and the driven shaft under the high-speed case, and the high speed that driving shaft passes to driven shaft and the more speed that the high-speed clutch internal rotor is worked be exist speed, this moment speed just can not smooth transition, will produce the sensation of vibrations.
The pairing title of parts sequence number that Fig. 2 shows is as follows:
20 low speed gearwheel overrunning clutch balls
21 gear abutment sleeves
22 driven shafts
23 driven low speed gearwheel pads
24 driven low speed gearwheels
25 driven high speed gearwheels
26 locating washers
27 ball bearings
28 driving shafts
29 active low speed pinions
30 low speed automatic clutch external rotors
31 High-Speed Automatic clutch external rotors
32 active high speed small gears
33 clutch locating washers
34 clutch set screw nuts
35 high speed small gear overrunning clutch balls
36 low speed automatic clutch internal rotor friction plates
37 High-Speed Automatic clutch internal rotor friction plates
38 low speed automatic clutch internal rotors
39 High-Speed Automatic clutch internal rotors
40 clutch abutment sleeves
41 low speed automatic clutch return springs
42 High-Speed Automatic clutch retraction springs
Embodiment
Now in conjunction with the accompanying drawings the technical solution of the utility model is described further: Fig. 2 has shown a kind of embodiment of the present utility model, and driving shaft 28 and driven shaft 22 are splined shafts, and function is output and transferring power.The driven low speed gearwheel 24 that has one-way clutch assembly, function is that the kinetic energy with active low speed pinion 29 passes to driven shaft 22, when the rotating speed of driven shaft is higher than low speed gearwheel self, cut off kinetic energy simultaneously, do not influence driven shaft and run well by overrunning clutch.Gear abutment sleeve 21 is cannulated sleeves, and internal diameter is greater than footpath outside the driven shaft, and function is that two groups of gearwheels are in a fixed position at work.Driven high speed gearwheel 25 has spline, is fixed on the driven shaft, and function is to give driven shaft with the transmission of power of active high speed small gear 32, can give initiatively high speed small gear with the transmission of power of startup simultaneously.Ball bearing 27 is positioned at the terminal of driven shaft as fulcrum.Initiatively low speed pinion is fixed on the low speed automatic clutch external rotor 30, and function is that the kinetic energy with low speed automatic clutch external rotor passes to driven low speed gearwheel 24, realizes that vehicle advances.Low speed automatic clutch internal rotor 38 is fixed on the driving shaft 28 by clutch set screw nut 34, with its run-in synchronism, low speed automatic clutch external rotor is in free state under static or rated speed, raising along with rotating speed, the centrifugal force of clutch improves, overcome the pulling force of low speed automatic clutch return spring 41, the internal rotor external diameter is increased, low speed automatic clutch internal rotor friction plate 36 contacts with the inwall of external rotor 30.Force external rotor and internal rotor run-in synchronism by frictional force, realize power output.The High-Speed Automatic clutch internal rotor 39 that be contained on the same driving shaft this moment is rotating always, after engine speed raises, centrifugal force increases, and the pulling force that High-Speed Automatic clutch internal rotor 39 overcomes High-Speed Automatic clutch retraction springs 42 makes High-Speed Automatic clutch external rotor 31 and High-Speed Automatic clutch internal rotor 39 synchronous high-speeds running.Initiatively high speed small gear 32 has overrunning clutch, be fixed on the High-Speed Automatic clutch external rotor, the major function of overrunning clutch is to cut off the power conduction, connect to start power, the kinetic energy that driven high speed gearwheel 25 is transmitted passes to driving shaft by one-way element and finishes the startup effect.Therefore the internal rotor that is contained in the High-Speed Automatic clutch of low speed automatic clutch internal rotor on the driving shaft is always along with driving shaft is rotating, because of the effect of overrunning clutch can not make the speed of driven gear too high or too low, when rapid change, the transition of speed difference will be steady.
The pulling force of the High-Speed Automatic clutch retraction springs of present embodiment is 9 newton, and the pulling force of low speed automatic clutch return spring is 6 newton.
Claims (2)
1. petrolic a kind of automatic transmission, have driving shaft and driven shaft, there is the low speed gear of pair of meshing to be contained in respectively on driving shaft and the driven shaft, there is the high gear of pair of meshing also to be contained on driving shaft and the driven shaft respectively in addition, also have low speed automatic clutch and High-Speed Automatic clutch, low speed overrunning clutch and high speed overrunning clutch, it is characterized by described low speed automatic clutch and High-Speed Automatic clutch all is contained on the driving shaft, and ingear low speed gear to and high gear between, the internal rotor of low speed automatic clutch internal rotor and High-Speed Automatic clutch is connected with driving shaft by spline respectively, the external rotor of low speed automatic clutch is connected with low speed gear, the external rotor of High-Speed Automatic clutch is connected with high gear, the pulling force of High-Speed Automatic clutch retraction springs is provided with overrunning clutch greater than the pulling force of low speed automatic clutch return spring on low speed gearwheel and high speed small gear.
2. petrolic a kind of automatic transmission according to claim 1 is characterized by the pulling force 8-10 newton of High-Speed Automatic clutch retraction springs, the pulling force 5-7 newton of low speed automatic clutch return spring.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 200620138307 CN200968389Y (en) | 2006-09-21 | 2006-09-21 | Automatic gear shift mechanism for gasoline engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 200620138307 CN200968389Y (en) | 2006-09-21 | 2006-09-21 | Automatic gear shift mechanism for gasoline engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN200968389Y true CN200968389Y (en) | 2007-10-31 |
Family
ID=38967960
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 200620138307 Expired - Fee Related CN200968389Y (en) | 2006-09-21 | 2006-09-21 | Automatic gear shift mechanism for gasoline engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN200968389Y (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103109447A (en) * | 2010-06-25 | 2013-05-15 | 朴勋根 | 2-stage transmission motor |
-
2006
- 2006-09-21 CN CN 200620138307 patent/CN200968389Y/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103109447A (en) * | 2010-06-25 | 2013-05-15 | 朴勋根 | 2-stage transmission motor |
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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 |