CN202108951U - Automotive speed reducer - Google Patents
Automotive speed reducer Download PDFInfo
- Publication number
- CN202108951U CN202108951U CN2010205379948U CN201020537994U CN202108951U CN 202108951 U CN202108951 U CN 202108951U CN 2010205379948 U CN2010205379948 U CN 2010205379948U CN 201020537994 U CN201020537994 U CN 201020537994U CN 202108951 U CN202108951 U CN 202108951U
- Authority
- CN
- China
- Prior art keywords
- gear
- input
- output
- retaining
- 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.)
- Expired - Fee Related
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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
- F16H3/02—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
- F16H3/089—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 all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
Abstract
The utility model relates to an automotive speed reducer which comprises the following components: a differential, an input shaft, an output shaft, a housing and a clutch housing. The input shaft passes through the housing and is connected with a clutch in the clutch housing through an input spline gear. The clutch is connected with an engine. The input shaft is provided with the following gears respectively from top to bottom: an input fifth gear, an input fourth gear, an input third gear, an input second gear, an input reverse gear and an input first gear. A third/fourth synchronizer is provided between the input third gear and the input fourth gear. The output shaft is provided with an output shaft output gear. One end of the output shaft is connected with the clutch housing. The automotive speed reducer is beneficial in that: an integrated design which comprises speed change, differential and speed reduction is adopted; a compact structure is adopted; an integrated design for gear selection and gear change mechanisms is adopted; an optimum bearing design is adopted; the bearing clearance is precisely adjusted to 0.03mm; reduced noise, good airtightness and long service life of the synchronizer are obtained.
Description
Technical field
The utility model relates to a kind of automotive transmission.
Background technique
Automotive transmission passes to Running System to the power of motor with suitable moment of torsion and rotating speed through the shift transformation of gear transmission and gear, to adapt to automobile requirement to traction and travelling speed under different road conditions.The speed changer that existing automobile adopts because the volume macro-axis is a layout unreasonable (cantilever support being arranged because of three stage structure makes axle system), is a transmission accuracy that poor rigidity influence gear engagement thereby make axle owing to be three 3 stops agent structures mainly; Many reasons such as split type in addition gearshift design is not unreasonable make driving, power character and the economic index of automobile all be difficult to improve, and make it be difficult to satisfy the requirement of passenger car power coupling to the transmission system gear shift device.
Utilize the road test of the various road conditions of special-purpose Gear Transmission Design software, three-dimensional simulation emulation technology and a large amount of stand and entrucking for this reason; A kind of two sections two-axis manual transmissions have been designed; With its compact structure, the little in light weight and higher reliability of volume; The gearshift of the integral type of more holding concurrently designs, and has promoted driving, power character and the Economy of institute's coupling car load greatly.
The truck speed changer that seven gears that use at present are above; Single jack shaft and two types of two jack shafts are arranged; But this automotive transmission of two types all has the defective of following two aspects: the one, because the increase of gear, it is big to add the carrying capacity of getting on the car, and the gear shift operation of speed changer is difficulty relatively; The driving of general driver's several hrs feels that the most significantly arm aches; The 2nd, the volume of speed changer is big, and the weight of speed changer causes the cost of automotive transmission higher more than 350 kilograms during operation.Therefore, it is less to design a kind of volume, and truck speed changer flexible to operation is that market institute is essential.
The model utility content
The purpose of the utility model provides a kind of automotive transmission, and best design bearing is adopted in block selecting and gearshift integrated design, has reduced noise, and tightness is good, the synchronizer long service life, overcomes the deficiency of above-mentioned aspect in the existing product.
The purpose of the utility model is to realize through following technological scheme:
A kind of automotive transmission; Comprise differential mechanism, input shaft, output shaft, housing and clutch housing; Said input shaft passes housing and is connected through the input spline gear with the interior clutch of clutch housing; Clutch is connected with motor; Input shaft is provided with 5/R retaining synchronizer, input five retaining gears, input four retaining gears, input three retaining gears, input second gear, input reverse gear and input first gear from top to bottom successively, is provided with 3/4 retaining synchronizer between input three retaining gears and the input four retaining gears; Said output shaft is provided with the output shaft output gear; One end of output shaft is connected with clutch housing, is provided with output first gear, output reverse gear, output second gear, output three retaining gears, output four retaining gears on the output shaft from top to bottom successively and exports five retaining gears, is provided with 1/2 retaining synchronizer between output first gear and the output second gear; Input first gear and the engagement of output first gear; Input second gear and the engagement of output second gear, input three retaining gears and output three retaining gear engagement, input four retaining gears and output four retaining gear engagement; Input five retaining gears and output five retaining gear engagement; Output shaft output gear and the main gear engagement that subtracts, the input reverse gear is through gearshift slippage idle pulley and the engagement of output reverse gear, and the other end of output shaft is connected with housing; Housing connects differential mechanism through screw, and differential mechanism is provided with the main gear that subtracts.
The beneficial effect of the utility model is: this product is with speed change, differential, deceleration integrated design, compact structure; Best design bearing is adopted in block selecting and gearshift integrated design, and the bearing play adjustment is accurate to 0.03mm, has reduced noise, and tightness is good, the synchronizer long service life.
Description of drawings
According to accompanying drawing the utility model is done further explain below.
Fig. 1 is the structural representation of the described automotive transmission of the utility model embodiment.
Among the figure:
1, differential mechanism; 2, input shaft; 21, input first gear; 22, input second gear; 23, input three retaining gears; 24, input four retaining gears; 25, input five retaining gears; 26, input reverse gear; 3, output shaft; 31, output first gear; 32, output second gear; 33, output three retaining gears; 34, output four retaining gears; 35, output five retaining gears; 36, output reverse gear; 37, output shaft output gear; 4, housing; 5, clutch housing; 6, input spline gear; 7,5/R retaining synchronizer; 8,3/4 retaining synchronizer; 9,1/2 retaining synchronizer; 10, the main gear that subtracts; 11, gearshift slippage idle pulley.
Embodiment
As shown in Figure 1; The described a kind of automotive transmission of the utility model embodiment; Comprise differential mechanism 1, input shaft 2, output shaft 3, housing 4 and clutch housing 5; Said input shaft 2 passes housing 4 and is connected through input spline gear 6 with clutch housing 5 interior clutches; Clutch is connected with motor, and input shaft 2 is provided with 5/R retaining synchronizer 7, input five retaining gears 25, input four retaining gears 24, input three retaining gears 23, input second gear 22, input reverse gear 26 and input first gear 21 from top to bottom successively, is provided with 3/4 retaining synchronizer 8 between input three retaining gears 23 and the input four retaining gears 24; Said output shaft 3 is provided with output shaft output gear 37; One end of output shaft 3 is connected with clutch housing 5, is provided with output first gear 31, output reverse gear 36, output second gear 32, output three retaining gears 33, output four retaining gears 34 on the output shaft 3 from top to bottom successively and exports five retaining gears 35, is provided with 1/2 retaining synchronizer 9 between output first gear 31 and the output second gear 32; Input first gear 21 and 31 engagements of output first gear; Input second gear 22 and 32 engagements of output second gear, input three retaining gears 23 and 33 engagements of output three retaining gears, input four retaining gears 24 and 34 engagements of output four retaining gears; Input five retaining gears 25 and 35 engagements of output five retaining gears; Output shaft output gear 37 meshes with the main gear 10 that subtracts, and input reverse gear 26 passes through gearshift slippage idle pulley 11 and exports reverse gear 36 engagements, and the other end of output shaft 3 is connected with housing 4; Housing 4 connects differential mechanism 1 through screw, and differential mechanism 1 is provided with the main gear 10 that subtracts.
The motion principle of each retaining is following:
One retaining: motor → input spline gear 6 → input first gear 21 → output first gear 31 → output shaft 3 → differential mechanism 1,1/2 retaining synchronizer 9 actions;
Two retainings: motor → input spline gear 6 → input second gear 22 → output second gear 32 → output shaft 3 → differential mechanism 1,1/2 retaining synchronizer 9 actions;
Three retainings: motor → input spline gear 6 → input three retaining gears 23 → output three retaining gears 33 → output shaft 3 → differential mechanism 1,3/4 retaining synchronizer 8 actions;
Four retainings: motor → input spline gear 6 → input four retaining gears 24 → output four retaining gears 34 → output shaft 3 → differential mechanism 1,3/4 retaining synchronizer 8 actions;
Five retainings: motor → input spline gear 6 → input five retaining gears 25 → output five retaining gears 35 → output shaft 3 → differential mechanism 1,7 actions of 5/R retaining synchronizer;
Reverse gear: motor → input spline gear 6 → input reverse gear 26 → output reverse gear 36 → output shaft 3 → differential mechanism 1,11 actions of gearshift slippage idle pulley.
Claims (1)
1. automotive transmission; Comprise differential mechanism (1), input shaft (2), output shaft (3), housing (4) and clutch housing (5); It is characterized in that: said input shaft (2) passes housing (4) and is connected through input spline gear (6) with the interior clutch of clutch housing (5); Input shaft (2) is provided with 5/R retaining synchronizer (7), input five retaining gears (25), input four retaining gears (24), input three retaining gears (23), input second gear (22), input reverse gear (26) and input first gear (21) from top to bottom successively, is provided with 3/4 retaining synchronizer (8) between input three retaining gears (23) and the input four retaining gears (24); Said output shaft (3) is provided with output shaft output gear (37); One end of output shaft (3) is connected with clutch housing (5); Be provided with output first gear (31), output reverse gear (36), output second gear (32), output three retaining gears (33), output four retaining gears (34) and output five retaining gears (35) on the output shaft (3) from top to bottom successively; Be provided with 1/2 retaining synchronizer (9) between output first gear (31) and the output second gear (32), input first gear (21) and output first gear (31) engagement, input second gear (22) and output second gear (32) engagement; Input three retaining gears (23) and output three retaining gear (33) engagements; Input four retaining gears (24) and output four keep off gear (34) engagement, and input five keeps off gears (25) and exports five retaining gear (35) engagements, and output shaft output gear (37) and the main gear (10) that subtracts mesh; Input reverse gear (26) is through gearshift slippage idle pulley (11) and output reverse gear (36) engagement; The other end of output shaft (3) is connected with housing (4), and housing (4) connects differential mechanism (1) through screw, and differential mechanism (1) is provided with the main gear (10) that subtracts.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010205379948U CN202108951U (en) | 2010-09-21 | 2010-09-21 | Automotive speed reducer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010205379948U CN202108951U (en) | 2010-09-21 | 2010-09-21 | Automotive speed reducer |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN202108951U true CN202108951U (en) | 2012-01-11 |
Family
ID=45434385
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2010205379948U Expired - Fee Related CN202108951U (en) | 2010-09-21 | 2010-09-21 | Automotive speed reducer |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN202108951U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104358841A (en) * | 2014-11-24 | 2015-02-18 | 安徽星瑞齿轮传动有限公司 | Automobile transmission |
-
2010
- 2010-09-21 CN CN2010205379948U patent/CN202108951U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104358841A (en) * | 2014-11-24 | 2015-02-18 | 安徽星瑞齿轮传动有限公司 | Automobile transmission |
| CN104358841B (en) * | 2014-11-24 | 2017-11-28 | 安徽星瑞齿轮传动有限公司 | A kind of automotive 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: 20120111 Termination date: 20190921 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |