CN200975444Y - Multi-shift automobile speed variator - Google Patents
Multi-shift automobile speed variator Download PDFInfo
- Publication number
- CN200975444Y CN200975444Y CNU2006201583094U CN200620158309U CN200975444Y CN 200975444 Y CN200975444 Y CN 200975444Y CN U2006201583094 U CNU2006201583094 U CN U2006201583094U CN 200620158309 U CN200620158309 U CN 200620158309U CN 200975444 Y CN200975444 Y CN 200975444Y
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- Prior art keywords
- gear
- shaft
- speed
- driven
- grades
- 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
- F16H3/091—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 including a single countershaft
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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
- 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 belonging to the technical field of a speed changer, relates to a vehicle speed changer with a plurality of gears. The speed changer comprises an input shaft, a first middle shaft, a second shaft, an output shaft and a gear return idler shaft; wherein, the five shafts are arranged in parallel; the output shaft is provided in line with a first/third speed driving gear, a second/fourth speed driving gear, a fifth speed driving gear, a fifth/ sixth speed synchronizer, a sixth speed driving gear and two duplex gears; the first middle shaft is provided with a gear return synchronizer, a gear return driven gear wheel, a first speed driven wheel, a second speed driven gear and a first/second speed double reduction driven gear; the output shaft is provided with a main reduction driven gear and a differential device; the gear returning idler shaft is provided with a gear returning idler. The utility model has the advantages of firstly greatly compressing the overall axial direction dimension of the speed changer, and secondly improving the overall rigidity of the assembly.
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.
Prior art
For saloon car transmission, normally adopt the horizontal forerunner's of speed changer form to arrange, main shaft in this type of speed changer arrange adopt three main shafts 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.
There is following defective in existing similar speed changer:
1. for the speed changer that has certain bearing capacity to require, the facewidth of each grade gear can only be in very little range, and this is because the facewidth is crossed the young pathbreaker and seriously reduced intensity.Existing similar speed changer is arranged in order because of inner each grade gear, and transmission shaft is to be added up successively and formed by the facewidth, synchronizer width equidimension to overall dimension, if this size has exceeded the horizontal headspace of car load, improved potentiality are very little.
2. existing similar speed changer under the more situation of gear, can cause overall support stiffness to descend because axial dimension is bigger, and the span of radial support is also bigger.
3. existing each gear transmission of power of similar speed changer is all primary gear speed reducing or speedup, adding the one-level master again slows down, arrange for this train, because one grade of speed changer, reverse gear ratio require bigger, it is very little that the driving gear a, reverse gear on the input shaft must design, cause working stress big, safety coefficient descends; In addition, in view of the reason that Gear Processing is made, the diameter of axle of whole input shaft all can be smaller, simultaneously the resultant radial force maximum of gear engagement during low-grade location, certainly will cause the sag of input shaft to become under the more situation of overall stiffness variation, especially gear big, transmission assembly like this.
The model utility content
The technical problems to be solved in the utility model is to overcome the horizontal headspace that the size that exists in the prior art has exceeded car load, improved potentiality are very little, under the more situation of gear, can cause the shortcoming of the overall stiffness variation of overall support stiffness decline and transmission assembly, and a kind of speed changer overall axial dimension that greatly reduced has been proposed, more be suitable for the adjustment of speed changer in car load to arrange and increased simultaneously the multiple-gear speed variator of vehicle of the overall stiffness of assembly.
The technological scheme that addresses the above problem that the utility model proposes is:
This speed changer comprises four main shafts and an idler shaft, is respectively: input shaft, first jack shaft, second jack shaft, output shaft, reverse idler gear axle, and five spindle parallels are arranged; Be arranged in order a third speed drive gear, two fourth gear driving gears, five grades of driving gears, five or six grades of synchronizers, six grades of driving gears, two duplicate gears on the input shaft; Be arranged in order reverse gear synchronizer, reverse gear driven gear, one grade of driven gear, second gear driven gear, a second gear double reduction driving gear on first jack shaft; Be arranged in order main deceleration driving gear, third gear driven gear, three fourth gear synchronizers, fourth gear driven gear, five grades of driven gears, six grades of driven gears, three grades of deceleration driven gears of a second gear on second jack shaft; Main deceleration driven gear, differential mechanism are installed on the output shaft; On the reverse idler gear axle reverse idler gear is installed; Speed changer removes a gear and forms five speed transmission.
The beneficial effects of the utility model:
1. adopt two jack shaft structures, there are two gears to do the driving gear of a grade, third gear and second gear, fourth gear simultaneously on the input shaft, one grade, third gear driven gear and second gear, fourth gear driven gear are installed in respectively on two jack shafts, so just reduced the axial dimension of two gear width, simultaneously a second gear synchronizer, three fourth gear synchronizers and reverse gear synchronizer also are divided on two jack shafts, greatly reduce the speed changer overall axial dimension, more be suitable for the adjustment of speed changer in car load to be arranged;
2. transmission shaft has reduced the span of radial support simultaneously to the reducing of overall dimension, and has increased the overall stiffness of assembly.
3. in structure of the present utility model, low-grade locations such as one grade, second gear, reverse gear all are to reach main reducing gear after slowing down through tertiary gear, what the driving gear in every grade of speed reducing gear pair can design like this is bigger, its effect first: the working stress of gear descends, and safety coefficient improves; Second: the diameter of axle of input shaft no longer is subjected to the restriction of gear root circle, can be increased to rational size, guarantees the integral rigidity of 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 2 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.
Embodiment
Below in conjunction with accompanying drawing most preferred embodiment of the present utility model is described further:
Embodiment of the present utility model as shown in Figure 1, this speed changer comprises four main shafts and an idler shaft, is respectively: 4, five spindle parallels of input shaft 1, first jack shaft 2, second jack shaft 3, output shaft 5, reverse idler gear axle are arranged; Be arranged in order a third speed drive gear 10, two fourth gear driving gears 12, five grades of 20,56 grades of synchronizers of driving gear 8, six grades of driving gears 22, duplicate gear 15 and 16 on the input shaft 1; Be arranged in order reverse gear synchronizer 9, reverse gear driven gear 24, one grade of driven gear 11, second gear driven gear 13, a second gear double reduction driving gear 14 on first jack shaft 2; Be arranged in order main deceleration driving gear 26, third gear driven gear 18, three fourth gear synchronizers 7, fourth gear driven gear 19, five grades of driven gears 21, six grades of driven gears 23, three grades of deceleration driven gears 17 of a second gear on second jack shaft 3; Main deceleration driven gear 27, differential mechanism 28 are installed on the output shaft 5; Reverse idler gear 25 is installed on the reverse idler gear axle 4.
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 6 is engaged with one grade of driven gear 11, input shaft power a third speed drive gear 10, one grade of driven gear 11 through being meshed, through synchronizer 6 to first jack shafts 2, second gear double reduction driving gear 14 through being meshed, duplicate gear 15 and 16, three grades of deceleration driven gears 17 of a second gear,, export by output shaft 5 at last to final gear pair 26,27 and differential mechanism 28 through second jack shaft 3;
2. second gear power transmission line: at first a second gear synchronizer 6 is engaged with second gear driven gear 13, two fourth gear driving gears 12, the second gear driven gear 13 of input shaft power through being meshed, through synchronizer 6 to first jack shafts 2, second gear double reduction driving gear 14 through being meshed, duplicate gear 15 and 16, three grades of deceleration driven gears 17 of a second gear,, export by output shaft 5 at last to final gear pair 26,27 and differential mechanism 28 through second jack shaft 3;
3. third gear power transmission line: at first three fourth gear synchronizers 7 are engaged with third gear driven gear 18, a third speed drive gear 10, the third gear driven gear 18 of input shaft power through being meshed, through synchronizer 7 to second jack shafts 3, through final gear pair 26,27 and differential mechanism 28, at last by output shaft 5 outputs;
4. fourth gear power transmission line: at first three fourth gear synchronizers 7 are engaged with fourth gear driven gear 19, two fourth gear driving gears 12, the fourth gear driven gear 19 of input shaft power through being meshed, through synchronizer 7 to second jack shafts 3, through final gear pair 26,27 and differential mechanism 28, at last by output shaft 5 outputs;
5. five grades of power transmission lines: at first five or six grades of synchronizers 8 are engaged with five grades of driving gears 20, input shaft power through synchronizer 8 to five grades of driving gears being meshed 20, five grades of driven gears 21,, export by output shaft 5 at last to final gear pair 26,27 and differential mechanism 28 through second jack shaft 3;
6. six grades of power transmission lines: at first five or six grades of synchronizers 8 are engaged with six grades of driving gears 22, input shaft power through synchronizer 8 to six grades of driving gears being meshed 22, six grades of driven gears 23,, export by output shaft 5 at last to final gear pair 26,27 and differential mechanism 28 through second jack shaft 3;
7. reverse gear power transmission line: at first reverse gear synchronizer 9 is engaged with reverse gear driven gear 24, a third speed drive gear 10, reverse idler gear 25, the reverse gear driven gear 24 of input shaft power through being meshed, through reverse gear synchronizer 9 to first jack shafts 2, second gear double reduction driving gear 14 through being meshed, duplicate gear 15 and 16, three grades of deceleration driven gears 17 of a second gear,, export by output shaft 5 at last to final gear pair 26,27 and differential mechanism 28 through second jack shaft 3.
As shown in Figure 2, be the power transmission line of the utility model speed changer five speed transmission of deriving:
1. one grade of power transmission line: at first a second gear synchronizer 6 is engaged with one grade of driven gear 11, input shaft power a third speed drive gear 10, one grade of driven gear 11 through being meshed, through synchronizer 6 to first jack shafts 2, second gear double reduction driving gear 14 through being meshed, duplicate gear 15 and 16, three grades of deceleration driven gears 17 of a second gear,, export by output shaft 5 at last to final gear pair 26,27 and differential mechanism 28 through second jack shaft 3;
2. second gear power transmission line: at first a second gear synchronizer 6 is engaged with second gear driven gear 13, two fourth gear driving gears 12, the second gear driven gear 13 of input shaft power through being meshed, through synchronizer 6 to first jack shafts 2, second gear double reduction driving gear 14 through being meshed, duplicate gear 15 and 16, three grades of deceleration driven gears 17 of a second gear,, export by output shaft 5 at last to final gear pair 26,27 and differential mechanism 28 through second jack shaft 3;
3. third gear power transmission line: at first three fourth gear synchronizers 7 are engaged with third gear driven gear 18, a third speed drive gear 10, the third gear driven gear 18 of input shaft power through being meshed, through synchronizer 7 to second jack shafts 3, through final gear pair 26,27 and differential mechanism 28, at last by output shaft 5 outputs;
4. fourth gear power transmission line: at first three fourth gear synchronizers 7 are engaged with fourth gear driven gear 19, two fourth gear driving gears 12, the fourth gear driven gear 19 of input shaft power through being meshed, through synchronizer 7 to second jack shafts 3, through final gear pair 26,27 and differential mechanism 28, at last by output shaft 5 outputs;
5. five grades of power transmission lines: at first Five-gear synchronizer 8 is engaged with five grades of driving gears 20, input shaft power through synchronizer 8 to five grades of driving gears being meshed 20, five grades of driven gears 21,, export by output shaft 5 at last to final gear pair 26,27 and differential mechanism 28 through second jack shaft 3;
6. reverse gear power transmission line: at first reverse gear synchronizer 9 is engaged with reverse gear driven gear 24, a third speed drive gear 10, reverse idler gear 25, the reverse gear driven gear 24 of input shaft power through being meshed, through reverse gear synchronizer 9 to first jack shafts 2, second gear double reduction driving gear 14 through being meshed, duplicate gear 15 and 16, three grades of deceleration driven gears 17 of a second gear,, export by output shaft 5 at last to final gear pair 26,27 and differential mechanism 28 through second jack shaft 3.
Claims (2)
1, a kind of multiple-gear speed variator of vehicle, it is characterized in that: this speed changer comprises four main shafts and an idler shaft, be respectively: input shaft (1), first jack shaft (2), second jack shaft (3), output shaft (5), reverse idler gear axle (4), five spindle parallels are arranged;
Be arranged in order a third speed drive gear (10), two fourth gear driving gears (12), five grades of driving gears (20), five or six grades of synchronizers (8), six grades of driving gears (22), duplicate gear (15) and (16) on the input shaft (1);
Be arranged in order reverse gear synchronizer (9), reverse gear driven gear (24), one grade of driven gear (11), second gear driven gear (13), a second gear double reduction driving gear (14) on first jack shaft (2);
Be arranged in order main deceleration driving gear (26), third gear driven gear (18), three fourth gear synchronizers (7), fourth gear driven gear (19), five grades of driven gears (21), six grades of driven gears (23), three grades of deceleration driven gears of a second gear (17) on second jack shaft (3);
Output shaft (5) is gone up main deceleration driven gear (27), differential mechanism (28) is installed;
Reverse idler gear axle (4) is gone up reverse idler gear (25) is installed.
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 |
|---|---|---|---|
| CNU2006201583094U CN200975444Y (en) | 2006-11-13 | 2006-11-13 | Multi-shift automobile speed variator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2006201583094U CN200975444Y (en) | 2006-11-13 | 2006-11-13 | Multi-shift automobile speed variator |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN200975444Y true CN200975444Y (en) | 2007-11-14 |
Family
ID=38901729
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU2006201583094U Expired - Fee Related CN200975444Y (en) | 2006-11-13 | 2006-11-13 | Multi-shift automobile speed variator |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN200975444Y (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102606688A (en) * | 2012-03-30 | 2012-07-25 | 长城汽车股份有限公司 | Vehicular seven-speed transmission |
| CN102788119A (en) * | 2012-07-23 | 2012-11-21 | 长城汽车股份有限公司 | Mechanical synchronous transmission |
| CN114165564A (en) * | 2021-12-15 | 2022-03-11 | 重庆青山工业有限责任公司 | Six-gear rear-drive transmission shafting structure |
-
2006
- 2006-11-13 CN CNU2006201583094U patent/CN200975444Y/en not_active Expired - Fee Related
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102606688A (en) * | 2012-03-30 | 2012-07-25 | 长城汽车股份有限公司 | Vehicular seven-speed transmission |
| CN102606688B (en) * | 2012-03-30 | 2014-10-01 | 长城汽车股份有限公司 | Vehicular seven-speed transmission |
| CN102788119A (en) * | 2012-07-23 | 2012-11-21 | 长城汽车股份有限公司 | Mechanical synchronous transmission |
| CN102788119B (en) * | 2012-07-23 | 2015-04-22 | 长城汽车股份有限公司 | Mechanical synchronous transmission |
| CN114165564A (en) * | 2021-12-15 | 2022-03-11 | 重庆青山工业有限责任公司 | Six-gear rear-drive transmission shafting structure |
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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 |