CN203670633U - First-gear variable speed driving mechanism for automobile gearbox - Google Patents
First-gear variable speed driving mechanism for automobile gearbox Download PDFInfo
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- CN203670633U CN203670633U CN201420055132.XU CN201420055132U CN203670633U CN 203670633 U CN203670633 U CN 203670633U CN 201420055132 U CN201420055132 U CN 201420055132U CN 203670633 U CN203670633 U CN 203670633U
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Abstract
The utility model discloses a first-gear variable speed driving mechanism for an automobile gearbox. The first-gear variable speed driving mechanism comprises an input shaft, an output shaft and a middle shaft, a driving gear is arranged on the input shaft, a middle shaft constant mesh gear is arranged on the middle shaft and meshed with the driving gear, a middle shaft first-gear gear is arranged on the middle shaft, an output shaft first-gear gear correspondingly meshed with the middle shaft first-gear gear is arranged on the output shaft, the driving gear, the middle shaft constant mesh gear, the middle shaft first-gear gear and the output shaft first-gear gear are point-line gears, the driving gear is provided with 19 teeth, the middle shaft constant mesh gear is provided with 48 teeth, the middle shaft first-gear gear is provided with 9 teeth, and the output shaft first-gear gear is provided with 43 or 45 teeth. Noise of the gearbox can be reduced, the service life of the gearbox is prolonged, the maximum first-gear driving ratio of the gearbox can reach more than 12, and the requirement of an automobile for steep slope heavy-load transportation is met.
Description
Technical field
The utility model relates to the gearbox of automobile, particularly relates to an a kind of gear variable transmission mechanism of heavy-load automobile gearbox.
Background technique
In prior art, mechanical three-shaft type automobile gearbox is made up of input shaft, output shaft, jack shaft and the gear that is arranged on axle, wherein, on input shaft, being provided with can be with its synchronous driving gear rotating, on jack shaft, being provided with can be with its synchronous jack shaft constant mesh gear rotating, jack shaft constant mesh gear engages with the driving gear on input shaft, forms primary speed-down driving mechanism; On jack shaft and output shaft, correspondence is provided with the intermeshing shift gear of many groups, shift gear on jack shaft is contained on jack shaft and can synchronously rotates with jack shaft by key or interference fit, shift gear on output shaft is sleeved on output shaft and can be freely rotated at output shaft by needle bearing, shift gear on jack shaft and output shaft forms secondary transmission, be used for realizing speedup or deceleration, on output shaft, be also provided with for carrying out gear simultaneously and switch the gearshift that also transmission of torque of input shaft output can be arrived to output shaft.When work, handle gear level, the now selector fork of gearshift action, drive synchronizer sliding sleeve to engage with corresponding shift gear, first the torque of now input shaft output is delivered to jack shaft by constant mesh gear, and then be delivered to gearshift by shift gear, be finally delivered on output shaft by the synchronizer gear seat of gearshift again.But, owing to being subject to the size restrictions in structure and space, one gear velocity ratio of current five gears, six gears and seven gear gearboxes is between 7-8, cannot meet the heavy haul transport requirement of automobile abrupt slope, need to before or after gearbox, increase auxiliary transmission and increase the maximum transmission ratio of gearbox, not only can change vehicle transmission structure but increase auxiliary transmission, increase manufacture cost, also can make Gearbox Fault increase, reliability reduces, and operates convenient, flexible not simultaneously.
Model utility content
For the deficiencies in the prior art, the purpose of this utility model is to solve the little defect that cannot meet the heavy haul transport requirement of automobile abrupt slope of a gear maximum transmission ratio because of gearbox, an a kind of gear gear that adopts the gear-driven automobile gearbox of dotted line is provided, to reduce the operating noise of gearbox, extend the working life of gearbox, a gear maximum transmission ratio that increases gearbox, meets the abrupt slope heavy haul transport requirement of automobile.
In order to solve the problems of the technologies described above, the utility model has adopted following technological scheme: an a kind of gear variable transmission mechanism of automobile gearbox, comprise input shaft, output shaft and jack shaft, the central axis conllinear of described input shaft and output shaft, described jack shaft is parallel with output shaft; On described input shaft, being provided with can be with its synchronous driving gear rotating, and on jack shaft, being provided with can be with its synchronous jack shaft constant mesh gear rotating, and the driving gear on described jack shaft constant mesh gear and input shaft is intermeshing; On described jack shaft, be provided with and can, with its synchronous jack shaft first gear rotating, be provided with output shaft first gear corresponding with jack shaft first gear and engagement on described output shaft, described output shaft first gear is arranged on output shaft by needle bearing; Described driving gear, jack shaft constant mesh gear, jack shaft first gear and output shaft first gear all adopt a line gear, the number of teeth of described driving gear is 19, the number of teeth of described jack shaft constant mesh gear is 48, the number of teeth of described jack shaft first gear is 9, and the number of teeth of described output shaft first gear is 43 or 45.
As preferably, described in state driving gear and input shaft is structure as a whole; Described jack shaft constant mesh gear and jack shaft first gear are enclosed within on jack shaft, and adopt singly-bound or spline joint between jack shaft constant mesh gear and jack shaft first gear and jack shaft.
The beneficial effects of the utility model are:
The utility model keeps off by automobile gearbox one driving gear that variable transmission mechanism adopts and is modified into a line gear, dotted line gear transmission is that the Li Haixiang of Wuhan University of Technology teaches 20 years of researches achievements, due to its have manufacture simple, have separability, the feature such as intensity is high, the life-span is long and noise is low, therefore a line gear is applied to automobile gearbox just can play reduction noise, increase the service life, improve the effects such as bearing capacity, in addition, because a line gear is large negative addendum modification gear, therefore it can realize larger gear ratio, so just is more conducive to improve each stage gear ratio of automobile gearbox, meets the abrupt slope heavy haul transport requirement of automobile, simultaneously, the utility model is by having carried out limit design to the gear ratio of driving gear, one gear maximum transmission ratio of gearbox is reached more than 12, realize the maximization that gearbox one keeps off velocity ratio, guarantee that the maximum transmission ratio obtaining with increase auxiliary transmission is close, so no longer need to before or after automobile gearbox, increase auxiliary transmission, reduce the manufacture cost of heavy-load automobile gearbox, reduce the rate of fault of automobile gearbox, improve the reliability of automobile gearbox, also do not need to change in addition the drive mechanism of automobile gearbox, make gear shift operation convenient, flexibly, reliably.
accompanying drawing explanation
Fig. 1 is the structure diagram of the utility model mechanical three-shaft type large speed ratio automobile gearbox.
Embodiment
Below in conjunction with accompanying drawing, the utility model is described in further detail.
Referring to Fig. 1, a kind of mechanical three-shaft type large speed ratio automobile gearbox, comprise gear box casing 1 and be arranged on input shaft 2, output shaft 3, jack shaft 4 and the reverse gear shaft 5 in gear box casing 1, wherein, between input shaft 2, output shaft 3 and jack shaft 4 and gear box casing 1, rolling bearing 10 is installed.
On input shaft 2, being provided with can be with its synchronous driving gear 21 rotating, driving gear 21 is structure as a whole with input shaft 2, so just simplify the assembly process of driving gear 21, improve efficiency of assembling, certainly, driving gear 21 also can be enclosed within on input shaft 2 by the mode of interference fit or spline joint, jack shaft 4 is parallel with input shaft 2, on jack shaft 4, being provided with can be with its synchronous jack shaft constant mesh gear 41 rotating, countershaft fifth speed gear 42, jack shaft four keeps off gear 43, jack shaft three keeps off gear 44, jack shaft second gear 45 and jack shaft first gear 46, jack shaft constant mesh gear 41, countershaft fifth speed gear 42, jack shaft four keeps off gear 43, jack shaft three keeps off gear 44, jack shaft second gear 45 is connected by singly-bound with jack shaft first gear 46 or the mode such as spline joint is socketed on jack shaft 4, jack shaft constant mesh gear 41 is intermeshing with driving gear 21.
The central axis conllinear of output shaft 3 and input shaft 2, on output shaft 3, correspondence is provided with output shaft five corresponding with countershaft fifth speed gear 42 and engagement and keeps off gear 31 successively, keep off gear 43 output shaft four corresponding and engagement with jack shaft four and keep off gear 32, keep off gear 44 output shaft three corresponding and engagement with jack shaft three and keep off gear 33, corresponding with jack shaft second gear 45 and engage output shaft second gear 34 and output shaft first gear 35 corresponding with jack shaft first gear 46 and that engage, output shaft five keeps off gear 31, output shaft four keeps off gear 32, output shaft three keeps off gear 33, output shaft second gear 34 and output shaft first gear 35 are arranged on output shaft 3 by needle bearing 6, output shaft 3, jack shaft 4 and reverse gear shaft 5 threes are parallel to each other, and reverse gear shaft 5, between output shaft 3 and jack shaft 4, and is provided with the idle pulley 51 that reverses gear on reverse gear shaft 5, and the idle pulley 51 that reverses gear is arranged on reverse gear shaft 5 by needle bearing 6, on output shaft 3, be also provided with output shaft reverse gear 36, output shaft reverse gear 36 is arranged on output shaft 3 by needle bearing 6, reverse gear idle pulley 51 between jack shaft first gear 46 and output shaft reverse gear 36, and engage with jack shaft first gear 46 and output shaft reverse gear 36.
On output shaft 3, be provided with five or six gear gearshifts, three or four gear gearshifts, one or two gear gearshifts and the gearshift that reverses gear, the structure of four gearshifts is identical, include synchronizer gear seat 7, synchronizer sliding sleeve 8 and selector fork 9, synchronizer gear seat 7 by spline package on output shaft 3, synchronizer sliding sleeve 8 is enclosed within on synchronizer gear seat 7, and synchronizer sliding sleeve 8 is connected with the external splines of synchronizer gear seat 7 by internal spline, selector fork 9 is connected with synchronizer sliding sleeve 8 and can drives synchronizer sliding sleeve 8 to move vertically, when work, driver drives selector fork 9 to move by automobile shifting rod, selector fork 9 drives synchronizer sliding sleeve 8 to slide axially, synchronizer sliding sleeve 8 drives slide block (not marking in the figure) motion being arranged on synchronizer gear seat 7, the motion of slipper push lock ring makes the inner conical surface of lock ring engage with the male cone (strobilus masculinus) of driving gear 21 or output shaft gears at different levels, then the outer driving cog on lock ring engages with the interior driving cog of synchronizer sliding sleeve 8, the torque that now input shaft 2 is exported is successively by jack shaft constant mesh gear 41, jack shaft 4, countershaft-gear, output shaft gear, synchronizer sliding sleeve 8 and synchronizer gear seat 9 are delivered on output shaft 3.It is pointed out that the utility model adopts lock ring type synchronizer gearshift to belong to prior art, therefore no longer the structure to gearshift, know-why are elaborated in the utility model.
Five or six gear gearshifts keep off between gear 31 at driving gear 21 or output shaft five, when the synchronizer sliding sleeves 8 of five or six gear gearshifts slide left while engaging with driving gear 21, the torque that input shaft 2 is exported is directly delivered on output shaft 3 with the form of 1:1, and now automobile gearbox is in six gear states; When the synchronizer sliding sleeves 8 of five or six gear gearshifts slide to the right when output shaft five keeps off gear 31 and engages, first the torque that now input shaft 2 is exported is delivered on jack shaft 4 after jack shaft constant mesh gear 41 carries out primary speed-down, and then keep off gear 31 by countershaft fifth speed gear 42 and output shaft five and carry out being delivered on output shaft 3 after two stage speed change, now automobile gearbox is in five gear states.
Three or four gear gearshifts keep off gear 32 and output shaft three keeps off between gear 33 at output shaft four, when the synchronizer sliding sleeves 8 of three or four gear gearshifts slide left when output shaft four keeps off gear 32 and engages, first the torque that input shaft 2 is exported is delivered on jack shaft 4 after jack shaft constant mesh gear 41 carries out primary speed-down, and then keep off gear 43 and output shaft four by jack shaft four and keep off gear 32 and carry out being delivered on output shaft 3 after two stage speed change, now automobile gearbox is in four gear states; When the synchronizer sliding sleeves 8 of three or four gear gearshifts slide to the right when output shaft three keeps off gear 33 and engages, first the torque that input shaft 2 is exported is delivered on jack shaft 4 after jack shaft constant mesh gear 41 carries out primary speed-down, and then keep off gear 44 and output shaft three by jack shaft three and keep off gear 33 and carry out being delivered on output shaft 3 after two stage speed change, now automobile gearbox is in three gear states.
Between one or two gear gearshift output shaft second gears 34 and output shaft first gear 35, when the synchronizer sliding sleeves 8 of one or two gear gearshifts slide left while engaging with output shaft second gear 34, first the torque that input shaft 2 is exported is delivered on jack shaft 4 after jack shaft constant mesh gear 41 carries out primary speed-down, and then undertaken being delivered on output shaft 3 after two stage speed change by jack shaft second gear 45 and output shaft second gear 34, now automobile gearbox is in two gear states; When the synchronizer sliding sleeves 8 of one or two gear gearshifts slide to the right while engaging with output shaft first gear 35, first the torque that input shaft 2 is exported is delivered on jack shaft 4 after jack shaft constant mesh gear 41 carries out primary speed-down, and then undertaken being delivered on output shaft 3 after two stage speed change by jack shaft first gear 46 and output shaft first gear 35, now automobile gearbox is in a gear state.
The gearshift that reverses gear is adjacent with output shaft reverse gear 36, in the present embodiment, the gearshift that reverses gear is positioned at the right side of output shaft reverse gear 36, when the synchronizer sliding sleeve 8 of the gearshift that reverses gear slides left while engaging with output shaft reverse gear 36, first the torque that input shaft 2 is exported is delivered on jack shaft 4 after jack shaft constant mesh gear 41 carries out primary speed-down, and then undertaken being delivered on output shaft 3 after reverse speed change by jack shaft first gear 46, reverse gear idle pulley 51 and output shaft reverse gear 36, now automobile gearbox is in the state of reversing gear.
6T60DX and the 6T50DX automobile gearbox that our company develops on achievement in research basis below, existing by 6T53(CA142) contrast as follows with the velocity ratio of 6T60DX and 6T50DX automobile gearbox:
One, 6T53(CA142) automobile gearbox
| Gear | One gear | Two gears | Three gears | Four gears | Five gears | Six gears | Reverse gear | Normal engaging tooth |
| The input shaft gear number of teeth | 22 | |||||||
| The output shaft gear number of | 43 | 47 | 38 | 32 | 26 | 1 | 40 | |
| The countershaft-gear number of teeth | 11 | 19 | 26 | 33 | 38 | 1 | 11 | 43 |
| Velocity ratio | 7.640 | 4.835 | 2.857 | 1.895 | 1.337 | 1 | 7.107 | 1.954545455 |
Two, band auxiliary transmission
| Gear | One gear | Two gears | Three gears | Four gears | Five gears | Six gears | Reverse gear | Normal engaging tooth |
| Odd-side speed ratio | 12.682 | 8.0261 | 4.743 | 3.146 | 2.219 | 1.66 | 11.736 |
Three, 6T60DX large speed ratio automobile gearbox
| Gear | One gear | Two gears | Three gears | Four gears | Five gears | Six gears | Reverse gear | Normal engaging tooth |
| The input shaft gear number of teeth | 19 | |||||||
| The output shaft gear number of | 43 | 43 | 36 | 32 | 24 | 1 | 38 | |
| The countershaft-gear number of | 9 | 17 | 23 | 33 | 39 | 1 | 9 | 48 |
| Velocity ratio | 12.070 | 6.390 | 3.692 | 2.450 | 1.555 | 1 | 10.667 | 2.526315789 |
Four, 6T50DX large speed ratio automobile gearbox
| Gear | One gear | Two gears | Three gears | Four gears | Five gears | Six gears | Reverse gear | Normal engaging tooth |
| The input shaft gear number of teeth | 19 | |||||||
| The mainshaft gear number of | 45 | 43 | 36 | 32 | 24 | 1 | 40 | |
| The counter shaft gear number of | 9 | 17 | 23 | 33 | 39 | 1 | 9 | 48 |
| Velocity ratio | 12.632 | 6.390 | 3.692 | 2.450 | 1.555 | 1 | 11.228 | 2.526315789 |
Can draw by above-mentioned contrast form: after improving, 6T60DX gearbox or 6T50DX gearbox are than 6T53(CA142 before improving) each stage gear ratio of gearbox is large, especially a gear maximum transmission ratio, improve before 6T53(CA142) gearbox one gear maximum transmission ratio be 7.640, the gear maximum transmission ratio that increase auxiliary transmission obtains is 12.682, and improve after 6T60DX large speed ratio automobile gearbox one gear maximum transmission ratio be 12.070, one gear maximum transmission ratio of the 6T50DX large speed ratio automobile gearbox after improvement is 12.632, that is to say, large speed ratio automobile gearbox after improvement reaches more than 12 in next the gear maximum transmission ratio of situation that does not increase auxiliary transmission, the maximum transmission ratio obtaining with increase auxiliary transmission is close, meet the transportation demand of automobile abrupt slope heavy duty.
Finally it should be noted that, above embodiment is only in order to the technical solution of the utility model to be described but not restriction technologies scheme, although claimant has been described in detail the utility model with reference to preferred embodiment, those of ordinary skill in the art is to be understood that, those are modified to the technical solution of the utility model or are equal to replacement, and do not depart from aim and the scope of the technical program, all should be encompassed in the middle of claim scope of the present utility model.
Claims (2)
1. one of an automobile gearbox gear variable transmission mechanism, comprises input shaft (2), output shaft (3) and jack shaft (4), the central axis conllinear of described input shaft (2) and output shaft (3), and described jack shaft (4) is parallel with output shaft (3); On described input shaft (2), being provided with can be with its synchronous driving gear (21) rotating, on jack shaft (4), being provided with can be with its synchronous jack shaft constant mesh gear (41) rotating, and described jack shaft constant mesh gear (41) is intermeshing with the driving gear (21) on input shaft (2); On described jack shaft (4), being provided with can be with its synchronous jack shaft first gear (46) rotating, on described output shaft (3), be provided with output shaft first gear (35) corresponding with jack shaft first gear (46) and engagement, described output shaft first gear (35) is arranged on output shaft by needle bearing; It is characterized in that, described driving gear (21), jack shaft constant mesh gear (41), jack shaft first gear (46) and output shaft first gear (35) all adopt some line gears, the number of teeth of described driving gear (21) is 19, the number of teeth of described jack shaft constant mesh gear (41) is 48, the number of teeth of described jack shaft first gear (46) is 9, and the number of teeth of described output shaft first gear (35) is 43 or 45.
2. one of automobile gearbox according to claim 1 gear variable transmission mechanism, is characterized in that, described in state driving gear (21) and input shaft (2) both be structure as a whole; It is upper that described jack shaft constant mesh gear (41) and jack shaft first gear (46) are enclosed within jack shaft (4), and adopt singly-bound or spline joint between jack shaft constant mesh gear (41) and jack shaft first gear (46) and jack shaft (4).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201420055132.XU CN203670633U (en) | 2014-01-28 | 2014-01-28 | First-gear variable speed driving mechanism for automobile gearbox |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201420055132.XU CN203670633U (en) | 2014-01-28 | 2014-01-28 | First-gear variable speed driving mechanism for automobile gearbox |
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| CN203670633U true CN203670633U (en) | 2014-06-25 |
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| CN201420055132.XU Expired - Fee Related CN203670633U (en) | 2014-01-28 | 2014-01-28 | First-gear variable speed driving mechanism for automobile gearbox |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105221682A (en) * | 2015-10-29 | 2016-01-06 | 綦江大力神齿轮有限公司 | Automotive transmission |
| CN110296185B (en) * | 2019-08-06 | 2024-01-30 | 特百佳动力科技股份有限公司 | Heavy-duty gearbox |
-
2014
- 2014-01-28 CN CN201420055132.XU patent/CN203670633U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105221682A (en) * | 2015-10-29 | 2016-01-06 | 綦江大力神齿轮有限公司 | Automotive transmission |
| CN110296185B (en) * | 2019-08-06 | 2024-01-30 | 特百佳动力科技股份有限公司 | Heavy-duty gearbox |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| ASS | Succession or assignment of patent right |
Owner name: WANG WEI Effective date: 20140626 Owner name: TAN FUCHUN Free format text: FORMER OWNER: QIJIANG DA LISHEN GEAR CO., LTD. Effective date: 20140626 |
|
| C41 | Transfer of patent application or patent right or utility model | ||
| COR | Change of bibliographic data |
Free format text: CORRECT: ADDRESS; FROM: 401421 QIJIANG, CHONGQING TO: 401420 QIJIANG, CHONGQING |
|
| TR01 | Transfer of patent right |
Effective date of registration: 20140626 Address after: Chongqing city Qijiang County Gunan town 401420 sunshine court No. 1-6-8 Patentee after: Tan Fuchun Patentee after: Wang Wei Address before: 401421 A District, Qijiang Industrial Park, Qijiang County, Chongqing Patentee before: QIJIANG DALISHEN GEAR CO., LTD. |
|
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20140625 Termination date: 20170128 |