CN201461872U - Transmission with twenty alterable gears for heavy truck - Google Patents
Transmission with twenty alterable gears for heavy truck Download PDFInfo
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- CN201461872U CN201461872U CN200920078014XU CN200920078014U CN201461872U CN 201461872 U CN201461872 U CN 201461872U CN 200920078014X U CN200920078014X U CN 200920078014XU CN 200920078014 U CN200920078014 U CN 200920078014U CN 201461872 U CN201461872 U CN 201461872U
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Abstract
A transmission with twenty alterable gears for a heavy truck belongs to the technical field of automotive engineering and comprises a driving shaft, a transmission shaft, a secondary box driving gear, a reduction gear, a secondary box, a secondary box output shaft, five main box driven gears, two main box intermediate shafts, fourteen main box transmission gears, four synchronizers and two driving gears. Compared with the prior art, by increasing gears up to twenty, the transmission with twenty alterable gears for a heavy truck obtains wider ratio coverage and a small difference of velocity ratio grades, thereby further improving fuel economy. Simultaneously, compared with similar prior arts, a main box structure and a secondary box structure adopted by the transmission with twenty alterable gears for a heavy truck is easy to be operated, small in axial size and lower in production cost.
Description
Technical field
The utility model relates to the speed changer in a kind of AE field, specifically is 20 variable retaining heavy truck transmission of a kind of gear.
Background technique
At present both at home and abroad the speed changer structure of producing generally is that 6 forward gears of main tank, 1 reverse gear 2 gears of odd-side.In the speed changer of this structure, reversing gear takies a shift fork separately, can not make full use of the characteristics increase gear that existing assembly is arranged, causes ratio coverage narrower, differential bigger, can not effectively reduce the car load oil consumption.In addition, the common above twin countershaft transmission of 12 retainings mostly is half retaining case and adds the major-minor box structure, makes that whole speed changer length overall is elongated, and because the existence of half grade of case, it is very complicated that whole operating mechanism becomes.Also have in the prior art and take a shift fork with reversing gear separately, but because can not make full use of the characteristics increase gear that existing assembly is arranged, cause ratio coverage narrower, differential bigger, can not effectively reduce the car load oil consumption, and the two middle heavy-duty automotive speed changer gear gear number of traditional major-minor box structure of producing both at home and abroad at present can only reach 14 retainings at most, can't further improve fuel economy.
Find through retrieval prior art, Chinese patent application numbers 2008102045559.0 has been put down in writing a kind of " heavy-duty automotive speed changer ", comprise: driving shaft, driving gear, transmission shaft, 7 driving gears, the main tank jack shaft, 8 main tank driven gears, the odd-side actuation gear, reduction gear, odd-side and odd-side output shaft, wherein: driving shaft is contacted mutually with transmission shaft and odd-side output shaft successively, the main tank jack shaft that two root architectures are identical is symmetrically distributed in the transmission shaft both sides, driving gear is fixedly set on the driving shaft, the main tank driving gear is arranged on the transmission shaft, driving gear and 7 main tank driving gears mesh one by one with 8 main tank driving gears respectively successively and constitute one and block to seven retainings and one and reverse gear, odd-side is positioned at the transmission shaft end, the odd-side actuation gear is fixed on the terminal corresponding odd-side of transmission shaft position, and reduction gear is arranged at the odd-side output shaft.This shows present stage under the situation of having only the major-minor box structure,, do not have other ways except that in main tank or odd-side, continuing to increase the gear mesh if continue to increase gear.The consequence of doing like this is that the axial dimension of speed changer continues to increase, and is unfavorable for the car load layout on the one hand, on the other hand because the lengthening of speed changer transmission shaft can cause rigidity to reduce, thereby influences the assembly life-span.
The model utility content
The utility model is at the prior art above shortcomings, provide 20 variable retaining heavy truck transmission of a kind of gear, by the left side at reverse gear increase a pair of gear and with the shared same shift fork of reverse gear, under the prerequisite that does not change original major-minor case 14 gear gearbox axial dimensions and control mode, the gear of speed changer can be increased to 20 grades, improve the fuel economy of car load.Structurally then greatly simplify compared to existing technology, more can embody performance and economic hight coordinate.
The utility model is achieved through the following technical solutions, the utility model comprises: driving shaft, transmission shaft, the odd-side actuation gear, reduction gear, odd-side, the odd-side output shaft, synchromesh mechanism, 5 main tank driven gears, 2 main tank jack shafts, 14 main tank driving gears and 2 driving gears, wherein: driving shaft is contacted mutually with transmission shaft and odd-side output shaft successively, the main tank jack shaft that two root architectures are identical is symmetrically distributed in the transmission shaft both sides, be set with 7 main tank driving gears on the every main tank jack shaft respectively, 2 driving gears are arranged on the driving shaft, 5 main tank driven gears are arranged on the transmission shaft, 2 driving gears and 5 main tank driven gears mesh with 7 main tank driving gears respectively successively one by one, odd-side is positioned at the transmission shaft end, the odd-side actuation gear is fixed on the position of the terminal corresponding odd-side of transmission shaft, reduction gear is arranged on the odd-side output shaft, and synchromesh mechanism is fixedly set on driving shaft and the transmission shaft.
Described driving gear floats to be arranged on the driving shaft or through synchromesh mechanism and is fixedly set on the driving shaft.
Described main tank driven gear floats to be arranged on the driving shaft or through synchromesh mechanism and is fixedly set on the transmission shaft.
Described odd-side comprises: odd-side jack shaft, odd-side driving gear and odd-side driven gear, wherein: the odd-side jack shaft that two root architectures are identical is symmetrically distributed in the both sides of odd-side output shaft, odd-side driving gear engagement on odd-side actuation gear on the transmission shaft and the odd-side jack shaft, the odd-side driven gear on another root odd-side jack shaft is meshed with reduction gear.
Be provided with odd-side synchronizer and odd-side shift fork between described odd-side actuation gear and the reduction gear, wherein: the odd-side shift fork is arranged on the odd-side synchronizer, and the odd-side shift fork is fixed on the declutch shift shaft of gearshift cylinder and is connected with speed change lever by operating mechanism.
Described synchromesh mechanism is one of following two kinds of forms:
A) 4 synchronizers that structure is identical, wherein: 1 synchronizer is fixedly set on the driving shaft and with driving gear and is meshed, and other 3 synchronizers are fixedly set on the transmission shaft and are meshed with the main tank driving gear respectively;
B) 3 synchronizer and 1 engagement covers that structure is identical, wherein: 1 synchronizer is fixedly set on the driving shaft and with driving gear and is meshed, other 2 synchronizers are fixedly set on the transmission shaft and are meshed with the main tank driven gear respectively, and the engagement cover is fixedly set in the transmission the tip of the axis and is meshed in the main tank driven gear.
The utility model compared with prior art by increasing gear to 20, obtains wideer ratio coverage, and speed ratio is differential little, has further improved fuel economy; The major-minor box structure of the utility model employing is simultaneously controlled simply, and axial dimension is short, and manufacture cost is compared lower with existing similar techniques.
Description of drawings
Fig. 1 is embodiment's 1 axial section structural representation;
Fig. 2 is embodiment's 1 odd-side internal structure schematic representation;
Fig. 3 is embodiment's 2 part section structural representations.
Embodiment
Below embodiment of the present utility model is elaborated; present embodiment is being to implement under the prerequisite with technical solutions of the utility model; provided detailed mode of execution and concrete operating process, but protection domain of the present utility model is not limited to following embodiment.
As shown in Figure 1, present embodiment comprises: driving shaft 1, transmission shaft 2, main tank jack shaft 3,2 driving gears 4,14 main tank driving gears 5,5 main tank driven gears 6, odd-side 7, odd-side actuation gear 8, odd-side output shaft 9, reduction gear 10 and 4 synchronizers 17, wherein: driving shaft 1 is contacted mutually with transmission shaft 2 and odd-side output shaft 9 successively, the main tank jack shaft 3 that two root architectures are identical is symmetrically distributed in transmission shaft 2 both sides, be set with 7 main tank driving gears 5 on the every jack shaft 3 respectively, 2 driving gears 4 float and are arranged on the driving shaft 1, main tank driven gear 6 floats and is arranged on the transmission shaft 2,2 driving gears 4 and 5 main tank driven gears 6 mesh with 7 main tank driving gears 5 respectively successively one by one, odd-side 7 is positioned at transmission shaft 2 ends, odd-side actuation gear 8 is fixed on transmission shaft 2 terminal corresponding odd-sides 7 positions by spline, reduction gear 10 is installed on odd-side output shaft 9 by ralocatable mode, 1 synchronizer 17 is fixedly set on the driving shaft 1 and with driving gear 4 and is meshed, and other 3 synchronizers 17 are fixedly set in successively respectively on the transmission shaft 2 and with main tank driven gear 6 and are meshed.
Be provided with odd-side synchronizer 11 between odd-side actuation gear 8 and the reduction gear 10, be provided with odd-side shift fork 12 on described odd-side synchronizer 11, odd-side shift fork 12 is fixed on the declutch shift shaft of gearshift cylinder and is connected with speed change lever by operating mechanism.
The rear end of described odd-side output shaft 9 is connected with flange 13, and the right-hand member of odd-side output shaft 9 is connected with the car load transmission shaft by flange 13.
As shown in Figure 2, described odd-side 7 comprises: odd-side jack shaft 14, odd-side driving gear 15 and odd-side driven gear 16, wherein: the odd-side jack shaft 14 of two same structures is symmetricly set in the both sides of odd-side output shaft 9, odd-side driving gear 15 engagements on odd-side actuation gear 8 on the transmission shaft 2 and the odd-side jack shaft 14, the odd-side driven gear 16 on another root odd-side jack shaft 14 is meshed with reduction gear 10.
Described odd-side driving gear 15 and odd-side driven gear 16 are one machine shaping with corresponding odd-side jack shaft 14.
The present embodiment working procedure is as follows:
When speed changer is in neutral gear during the position, engine power through clutch transmits to driving shaft 1, be delivered in two driving gears 4 one by synchronizer 17 again, and be delivered on two main tank jack shafts 3 through main tank driving gear 5, transmit next power by main tank jack shaft 3 to motor, the driving gear that each gear main tank driven gear on the main tank jack shaft 3 drives engagement separately again rotates together, and the power on the transmission shaft 1 is not passed to transmission shaft 2 at this moment.
When driver's desire is hung speed changer into a certain gear such as third gear, cut off engine power by cut-off clutch earlier, again speed change lever is pushed the third gear position, this moment speed change lever by operating mechanism with the rotation that links together of third gear driving gear and transmission shaft 2, will be from the transmission of power of motor to transmission shaft 2, and by transmission shaft 2 and on odd-side actuation gear 8 be delivered to odd-side 7.
When odd-side synchronizer 11 is fixed together with reduction gear 10 to the right under the pneumatic control valve action, then gear is that the engine power of third gear just outputs to the car load transmission shaft through two odd-side jack shafts 14 by odd-side output shaft 9 and flange 13;
At this moment, if the synchronizer 17 on the mobile driving shaft 1 combines with another driving gear 4, then gear is that the engine power of second gear or fourth gear just directly outputs to the car load transmission shaft by odd-side output shaft 9 and flange 13.If continue to make odd-side synchronizer 11 to be fixed together with odd-side actuation gear 8 under the effect of pneumatic control valve left, then gear is that the engine power of ten second gears or ten fourth gear just directly outputs to the car load transmission shaft by odd-side output shaft 9 and flange 13.
As shown in Figure 3, present embodiment comprises: driving shaft 1, transmission shaft 2, main tank jack shaft 3,2 driving gears 4,14 main tank driving gears 5,5 main tank driven gears 6, odd-side 7, odd-side actuation gear 8, odd-side output shaft 9, reduction gear 10,3 synchronizers 17 and 1 engagement cover 18, wherein: driving shaft 1 is contacted mutually with transmission shaft 2 and odd-side output shaft 9 successively, the main tank jack shaft 3 that two root architectures are identical is symmetrically distributed in transmission shaft 2 both sides, be set with 7 main tank driving gears 5 on the every jack shaft 3 respectively, 2 driving gears are fixedly set on the driving shaft 1 by synchronizer 17, main tank driven gear 6 is fixedly set on the transmission shaft 2 by synchronizer 17,2 driving gears 4 and 5 main tank driven gears 6 mesh with 7 main tank driving gears 5 respectively successively one by one, odd-side 7 is positioned at transmission shaft 2 ends, odd-side actuation gear 8 is fixed on transmission shaft 2 terminal corresponding odd-sides 7 positions by spline, reduction gear 10 is installed on odd-side output shaft 9 by ralocatable mode, 1 synchronizer 17 is fixedly set on the driving shaft 1 and with driving gear 4 and is meshed, other 2 synchronizers 17 are fixedly set on the transmission shaft 2 and are meshed with main tank driven gear 6 respectively, and engagement cover 18 is fixedly set in the terminal of transmission shaft 2 and is meshed in main tank driven gear 6.
Present embodiment is by changing the synchronizer 17 between two main tank driven gears 6 (reverse gear and hill gear) of transmission shaft 2 ends among the embodiment 1 in engagement cover 18, be combined to form a 17 gear gearboxes by the gear of simplifying odd-side, the operating-controlling mechanism structure can be simplified, and control mode also can be simpler.
Claims (7)
1. 20 variable retaining heavy truck transmission of a gear, comprise: driving shaft, transmission shaft, the odd-side actuation gear, reduction gear, odd-side, the odd-side output shaft, 5 main tank driven gears, 2 main tank jack shafts and 2 driving gears, it is characterized in that, also comprise: 14 main tank driving gears and synchromesh mechanism, wherein: driving shaft is contacted mutually with transmission shaft and odd-side output shaft successively, the main tank jack shaft that two root architectures are identical is symmetrically distributed in the transmission shaft both sides, be set with 7 main tank driving gears on the every main tank jack shaft respectively, 2 driving gears are arranged on the driving shaft, 5 main tank driven gears are arranged on the transmission shaft, 2 driving gears and 5 main tank driven gears mesh with 7 main tank driving gears respectively successively one by one, odd-side is positioned at the transmission shaft end, the odd-side actuation gear is fixed on the position of the terminal corresponding odd-side of transmission shaft, reduction gear is arranged on the odd-side output shaft, and synchromesh mechanism is fixedly set on driving shaft and the transmission shaft.
2. the 20 retaining heavy truck transmission that gear according to claim 1 is variable is characterized in that described driving gear floats to be arranged on the driving shaft or through synchromesh mechanism and is fixedly set on the driving shaft.
3. the 20 retaining heavy truck transmission that gear according to claim 1 is variable is characterized in that described main tank driven gear floats to be arranged on the driving shaft or through synchromesh mechanism and is fixedly set on the transmission shaft.
4. the 20 retaining heavy truck transmission that gear according to claim 1 is variable, it is characterized in that, described odd-side comprises: odd-side jack shaft, odd-side driving gear and odd-side driven gear, wherein: the odd-side jack shaft that two root architectures are identical is symmetrically distributed in the both sides of odd-side output shaft, odd-side driving gear engagement on odd-side actuation gear on the transmission shaft and the odd-side jack shaft, the odd-side driven gear on another root odd-side jack shaft is meshed with reduction gear.
5. according to claim 1 or 20 variable retaining heavy truck transmission of 4 described gears, it is characterized in that, be provided with odd-side synchronizer and odd-side shift fork between described odd-side actuation gear and the reduction gear, wherein: the odd-side shift fork is arranged on the odd-side synchronizer, and the odd-side shift fork is fixed on the declutch shift shaft of gearshift cylinder and is connected with speed change lever by operating mechanism.
6. the 20 retaining heavy truck transmission that gear according to claim 1 is variable is characterized in that described synchromesh mechanism is one of following two kinds of forms:
A) 4 synchronizers that structure is identical, wherein: 1 synchronizer is fixedly set on the driving shaft and with driving gear and is meshed, and other 3 synchronizers are fixedly set on the transmission shaft and are meshed with the main tank driving gear respectively;
B) 3 synchronizer and 1 engagement covers that structure is identical, wherein: 1 synchronizer is fixedly set on the driving shaft and with driving gear and is meshed, other 2 synchronizers are fixedly set on the transmission shaft and are meshed with the main tank driving gear respectively, and the engagement cover is fixedly set in the transmission the tip of the axis and is meshed in the main tank driving gear.
7. the 20 retaining heavy truck transmission that gear according to claim 1 is variable is characterized in that the rear end of described odd-side output shaft is connected with flange, and the right-hand member of odd-side output shaft is connected with the car load transmission shaft by flange.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN200920078014XU CN201461872U (en) | 2009-07-09 | 2009-07-09 | Transmission with twenty alterable gears for heavy truck |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN200920078014XU CN201461872U (en) | 2009-07-09 | 2009-07-09 | Transmission with twenty alterable gears for heavy truck |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201461872U true CN201461872U (en) | 2010-05-12 |
Family
ID=42389225
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200920078014XU Expired - Fee Related CN201461872U (en) | 2009-07-09 | 2009-07-09 | Transmission with twenty alterable gears for heavy truck |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201461872U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103547833A (en) * | 2011-04-18 | 2014-01-29 | 斯堪尼亚商用车有限公司 | Gear box |
| CN103711846A (en) * | 2013-12-19 | 2014-04-09 | 中国北方车辆研究所 | Ten-gear transmission with dead axle and planet composite transmission function |
-
2009
- 2009-07-09 CN CN200920078014XU patent/CN201461872U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103547833A (en) * | 2011-04-18 | 2014-01-29 | 斯堪尼亚商用车有限公司 | Gear box |
| CN103711846A (en) * | 2013-12-19 | 2014-04-09 | 中国北方车辆研究所 | Ten-gear transmission with dead axle and planet composite transmission function |
| CN103711846B (en) * | 2013-12-19 | 2016-04-06 | 中国北方车辆研究所 | Ten gear gearboxes of a kind of dead axle and planet Composite Transmission |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20100512 Termination date: 20180709 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |