CN204041893U - A kind of speed changer - Google Patents

A kind of speed changer Download PDF

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Publication number
CN204041893U
CN204041893U CN201420357417.9U CN201420357417U CN204041893U CN 204041893 U CN204041893 U CN 204041893U CN 201420357417 U CN201420357417 U CN 201420357417U CN 204041893 U CN204041893 U CN 204041893U
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China
Prior art keywords
gear
input
shaft
driving gear
input shaft
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Expired - Fee Related
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CN201420357417.9U
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Chinese (zh)
Inventor
黄波
赵烤蕊
刘学武
邵发科
王开国
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Priority to CN201420357417.9U priority Critical patent/CN204041893U/en
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Abstract

For overcoming the problem that double-clutch speed changer axial length of the prior art is long, speed ratio error is larger, the utility model provides a kind of speed changer, comprises two clutch component, the first input assembly, the first output precision, the first gear train, the second input assembly, the second output precision, the second gear train, reverse gear output precision and reverse gearset.The double-clutch speed changer axial length of the speed changer that the utility model provides is short, and overall structure is more compact, is beneficial to and more reasonably arranges on car load; And it does not share driving gear, and actual speed ratio, closer to required speed ratio, improves power character and the Economy of car load.

Description

A kind of speed changer
Technical field
The utility model belongs to vehicle speed variation technical field, particularly relates to a kind of double-clutch speed changer.
Background technique
Along with the pollution to environment day by day increasing the weight of in the continuous minimizing of production-goods source oil and Vehicular exhaust, various countries to the oil consumption of vehicle and emission regulation demands more and more tighter.The transmission efficiency of transmission system is very large on vehicle oil consumption impact, develops the emphasis that energy-efficient automatic transmission has become the research and development of domestic and international car enterprise.Traditional automatic transmission (AT) and CVT (continuously variable transmission) (CVT) are because have employed the lower fluid torque converter of transmission efficiency, comprehensive transmission efficiency is the highest can only reach about 85%, and the transmission efficiency of double-clutch automatic gearbox can reach more than 93%.The car load carrying double-clutch speed changer presents quick growth trend in recent years, and the green grass or young crops being subject to more and more Consumer narrows.
Double-clutch speed changer (DCT, Dual Clutch Transmission) be that two gearboxes and two clutches are integrated in a gearbox, two input shafts connected together rotationally are connected with one of them clutch respectively, two input shafts transmit the power of two gearbox speed groups respectively, by automatically switching between two clutches thus completing gearshift program, therefore the power shfit of gearshift procedure can be realized, namely power is interrupted at gearshift procedure, overcome the shortcoming of AMT shifting shock, vehicle is in gearshift procedure, the power of motor can be delivered to wheel all the time, gear shift is steady rapidly, not only ensure that the acceleration of vehicle, and no longer produce the abrupt deceleration situation because gear shift causes due to vehicle, also the travelling comfort of vehicle operating is improved greatly.
From structure, double-clutch speed changer generally includes the clutch of a pair mutual special joint.Clutch drives a pair input shaft, and each input shaft comprises and is rotatably arranged in multiple gear on input shaft and relevant synchronizer.Described multiple gear often engages with the gear being fastened to output shaft.Synchronizer activates synchronous and connects selected gear to its input shaft.Then, the clutch be associated with this input shaft engages, so that moment of torsion is passed to output shaft from input shaft.
But share driving gear or linear arrangement gear train due to existing double-clutch speed changer many employings double output shaft or single output shaft, therefore its axial dimension is longer.For the vehicle of front transverse engine, front-wheel drive, especially compact car, its installing space is limited, to double-clutch speed changer use and layout brings very big restriction.And when double-clutch speed changer adopts and shares driving gear, speed ratio error is comparatively large, is difficult to realize required speed ratio, is unfavorable for making motor in best region work.
Model utility content
Technical problem to be solved in the utility model is the problem long for double-clutch speed changer axial length of the prior art, speed ratio error is larger, provides a kind of speed changer.
It is as follows that the utility model solves the problems of the technologies described above adopted technological scheme:
A kind of speed changer is provided, comprises:
Two clutch component, described pair of clutch component comprises the alternative first clutch and the second clutch that are connected to separately engine output member;
First input assembly, described first input assembly comprises the first input shaft being connected to described first clutch; Described first input shaft is optionally combined to obtain moment of torsion with described engine output member by described first clutch;
First output precision, described first output precision comprises the first output shaft be arranged in parallel with described first input shaft;
First gear train, described first gear train comprises the first gear mesh that the multipair driving gear by mutually normal engagement and driven gear form, multiple driving gears in described first gear train are all arranged on described first input shaft, and the multiple driven gears in described first gear train are all arranged on described first output shaft; Described first input shaft combines by described first output shaft that is bonded to for any pair in multipair first gear mesh of described first gear train, to be formed from described first input shaft to the torque transfer passage of described first output shaft, and from described first output shaft output torque;
Second input assembly, described second input assembly comprises the second input shaft and input countershaft; Described second input shaft coaxial sleeve is located at described first input shaft outside and is connected to described second clutch, is optionally combined to obtain moment of torsion with described engine output member by described second clutch; Described input countershaft and described second input shaft be arranged in parallel, and can under the drive of described second input shaft with described second input shaft rotating in same direction, to form the torque transfer passage from described second input shaft to described input countershaft;
Second output precision, described second output precision comprises the second output shaft be arranged in parallel with described input countershaft;
Second gear train, described second gear train comprises the second gear mesh that the multipair driving gear by mutually normal engagement and driven gear form, multiple driving gears in described second gear train are all arranged on described input countershaft, and the multiple driven gears in described second gear train are all arranged on described second output shaft; Described input countershaft is by being bonded to described second output shaft for any pair in multipair second gear mesh of described second gear train, to be formed from described input countershaft to the torque transfer passage of described second output shaft, and from described second output shaft output torque;
Reverse gear output precision, described reverse gear output precision comprises the reverse gear shaft be arranged in parallel with described first output shaft;
Reverse gearset, described reverse gearset comprises reverse driving gear and the reverse gear driven gear of normal engagement mutually; Described reverse gear driven gear is arranged on described reverse gear shaft; Described reverse gear shaft is optionally bonded to described first input shaft or described second input shaft by described reverse gear driven gear and described reverse driving gear, to be formed from described first input shaft or described second input shaft to the torque transfer passage of described reverse gear shaft, and from described reverse gear shaft output torque.
In the speed changer that the utility model provides, be divided into two gear trains by corresponding to the gear of multiple gear, and two gear trains be located at respectively two and overlap independently on input shaft.Therefore, the gear quantity on every suit input shaft axle reduces, and greatly reduces the axial length of input shaft, reduces the axial length of speed changer.And under the prerequisite adopting external dimension identical with existing speed changer, can set up gear number, thus expand the gear range of speed changer, velocity ratio distributes more reasonable, is beneficial to the power performance improving car load.
Meanwhile, in above-mentioned speed changer, in two gear trains, each driving gear all only engages with a driven gear, and without sharing gear, make the actual speed ratio of speed changer closer to required speed ratio, speed ratio error is little, is beneficial to the power character and Economy that improve car load.
Further, described second input assembly also comprises the second input shaft driving gear, intermediate idler, intermediate idler supporting axle and input countershaft actuation gear; Described second input shaft driving gear is fixed on described second input shaft; Described input countershaft actuation gear is fixed on described input countershaft; Described intermediate idler supporting axle and described input countershaft be arranged in parallel; Described intermediate idler is arranged on described intermediate idler supporting axle, and often engages with described second input shaft driving gear and described input countershaft actuation gear, so that the moment of torsion of described second input shaft is delivered to described input countershaft simultaneously.
Further, described intermediate idler is fixed or is placed on described intermediate idler supporting axle.
Further, described first input shaft is bonded to described first output shaft by synchronizer for any pair in described multipair first gear mesh; Described input countershaft is bonded to described second output shaft by synchronizer for any pair in described multipair second gear mesh.
Further, described speed changer also comprises the reversing-gear synchronizer be arranged on described reverse gear shaft; Described reverse gear driven gear is placed on described reverse gear shaft, and described reverse gear driven gear is combined with described reverse gear shaft by described reversing-gear synchronizer.
Further, described first gear train comprises the second driving gear of mutually normal engagement and the second driven gear, the 4th driving gear of normal engagement mutually and the 4th driven gear, the 6th driving gear of normal engagement mutually and the 6th driven gear, the 8th driving gear of normal engagement mutually and the 8th driven gear; Described second driving gear, described 4th driving gear, described 6th driving gear and described 8th driving gear are all arranged on described first input shaft; Described second driven gear, described 4th driven gear, described 6th driven gear and described 8th driven gear are all arranged on described first output shaft; Described second gear train comprises the first driving gear of mutually normal engagement and the first driven gear, the 3rd driving gear of normal engagement mutually and the 3rd driven gear, the 5th driving gear of normal engagement mutually and the 5th driven gear, the 7th driving gear of normal engagement mutually and the 7th driven gear; Described first driving gear, described 3rd driving gear, described 5th driving gear and described 7th driving gear are all arranged on described input countershaft; Described first driven gear, described 3rd driven gear, described 5th driven gear and described 7th driven gear are all arranged on described second output shaft.
Further, described speed changer also comprises the first synchronizer be arranged on described second output shaft, the second synchronizer be arranged on described input countershaft, the 4th synchronizer that is arranged at the 3rd synchronizer on described first input shaft and is arranged on described first output shaft; Described first driven gear and described 3rd driven gear are placed on described second output shaft in described first synchronizer both sides, and described first driven gear and described 3rd driven gear can be independently combined with described second output shaft by described first synchronizer separately; Described 5th driving gear and described 7th driving gear are placed on described input countershaft in described second synchronizer both sides, and described 5th driving gear and described 7th driving gear can be independently combined with described input countershaft by described second synchronizer separately; Described 6th driving gear and described 8th driving gear are placed on described first input shaft in described 3rd synchronizer both sides, and described 6th driving gear and described 8th driving gear can be independently combined with described first input shaft by described 3rd synchronizer separately; Described second driven gear and described 4th driven gear are placed on described first output shaft in described 4th synchronizer both sides, and described second driven gear and described 4th driven gear can be independently combined with described first output shaft by described 4th synchronizer separately.
Further, described reverse driving gear and described second driven gear are fixedly connected, and are placed on described first output shaft simultaneously.
Further, described speed changer comprises moment of torsion output precision; Described moment of torsion output precision comprises the first reduction gear be fixed on described first output shaft, the second reduction gear be fixed on described second output shaft, the 3rd reduction gear be fixed on described reverse gear shaft, has the differential mechanism of differential mechanism gear ring; The differential mechanism gear ring of described differential mechanism engages with described first reduction gear, described second reduction gear and described 3rd reduction gear simultaneously, and the moment of torsion come to receive described first reduction gear, described second reduction gear or described 3rd reduction gear transmission also exports.
Accompanying drawing explanation
Fig. 1 is the structural principle schematic diagram of the speed changer provided in the utility model preferred implementation.
Reference character in Figure of description is as follows:
1, the first driving gear; 2, the first driven gear; 3, the first synchronizer; 4, the 3rd driving gear; 5, the 3rd driven gear; 6, the second reduction gear; 7, countershaft actuation gear is inputted; 8, the 7th driven gear; 9, the 7th driving gear; 10, the second synchronizer; 11, the 5th driven gear; 12, the second output shaft; 13, the 5th driving gear; 14, countershaft is inputted; 15, intermediate idler; 16, the second driving gear; 17, the 4th driving gear; 18, the first input shaft; 19, the 6th driving gear; 20, the 3rd synchronizer; 21, the 8th driving gear; 22, the 8th driven gear; 23, the first output shaft; 24, the 6th driven gear; 25, the 4th driven gear; 26, the 4th synchronizer; 27, the second driven gear; 28, reversing-gear synchronizer; 29, reverse gear driven gear; 30, the 3rd reduction gear; 31, reverse gear shaft; 32, reverse driving gear; 33, the first reduction gear; 34, the second input shaft driving gear; 35, engine crankshaft; 36, first clutch; 37, second clutch; 38, the second input shaft; 39, intermediate idler supporting axle; 40, differential mechanism gear ring; 41, differential mechanism; 42, motor.
Embodiment
The technical problem solved to make the utility model, technological scheme and beneficial effect are clearly understood, below in conjunction with drawings and Examples, are further elaborated to the utility model.Should be appreciated that specific embodiment described herein only in order to explain the utility model, and be not used in restriction the utility model.
In description of the present utility model, except as otherwise noted, the implication of " multiple " is two or more.
In description of the present utility model, it should be noted that, unless otherwise clearly defined and limited, term " combination ", " setting ", " connection " should be interpreted broadly, and such as, can be fixedly connected with, also can be removably connect; Can be directly be connected, also indirectly can be connected by intermediary.For the ordinary skill in the art, concrete condition the concrete meaning of above-mentioned term in the utility model can be understood.
The speed changer that the utility model provides, comprising:
Two clutch component, described pair of clutch component comprises the alternative first clutch and the second clutch that are connected to separately engine output member;
First input assembly, described first input assembly comprises the first input shaft being connected to described first clutch; Described first input shaft is optionally combined to obtain moment of torsion with described engine output member by described first clutch;
First output precision, described first output precision comprises the first output shaft be arranged in parallel with described first input shaft;
First gear train, described first gear train comprises the first gear mesh that the multipair driving gear by mutually normal engagement and driven gear form, multiple driving gears in described first gear train are all arranged on described first input shaft, and the multiple driven gears in described first gear train are all arranged on described first output shaft; Described first input shaft combines by described first output shaft that is bonded to for any pair in multipair first gear mesh of described first gear train, to be formed from described first input shaft to the torque transfer passage of described first output shaft, and from described first output shaft output torque;
Second input assembly, described second input assembly comprises the second input shaft and input countershaft; Described second input shaft coaxial sleeve is located at described first input shaft outside and is connected to described second clutch, is optionally combined to obtain moment of torsion with described engine output member by described second clutch; Described input countershaft and described second input shaft be arranged in parallel, and can under the drive of described second input shaft with described second input shaft rotating in same direction, to form the torque transfer passage from described second input shaft to described input countershaft;
Second output precision, described second output precision comprises the second output shaft be arranged in parallel with described input countershaft;
Second gear train, described second gear train comprises the second gear mesh that the multipair driving gear by mutually normal engagement and driven gear form, multiple driving gears in described second gear train are all arranged on described input countershaft, and the multiple driven gears in described second gear train are all arranged on described second output shaft; Described input countershaft is by being bonded to described second output shaft for any pair in multipair second gear mesh of described second gear train, to be formed from described input countershaft to the torque transfer passage of described second output shaft, and from described second output shaft output torque;
Reverse gear output precision, described reverse gear output precision comprises the reverse gear shaft be arranged in parallel with described first output shaft;
Reverse gearset, described reverse gearset comprises reverse driving gear and the reverse gear driven gear of normal engagement mutually; Described reverse gear driven gear is arranged on described reverse gear shaft; Described reverse gear shaft is optionally bonded to described first input shaft or described second input shaft by described reverse gear driven gear and described reverse driving gear, to be formed from described first input shaft or described second input shaft to the torque transfer passage of described reverse gear shaft, and from described reverse gear shaft output torque.
In the speed changer that the utility model provides, described pair of clutch component is identical with the two clutch components in existing double-clutch speed changer, comprises the alternative first clutch and the second clutch that are connected to separately engine output member.
As known to those skilled in the art, two clutches in double-clutch speed changer control the gear of two groups of corresponding different gears respectively.When two clutch gearbox running, first clutch work, one group of gear is engaged, and close to when gearshift, the gear of next gear is by preliminary election, but second clutch is still in separated state; When shifting gears, the gear in use is separated by first clutch, and second clutch engagement is by the gear of preliminary election simultaneously, has one group of gear outputting power all the time, realize the uninterrupted output of power in whole shift process.
Concrete, the first clutch of two clutch component and second clutch can be connected with engine output member (engine crankshaft) separately separately.Such as, in shift process, first clutch and second clutch are alternately connected to engine output member.
In the utility model, corresponding to two clutches, above-mentioned speed changer comprises two cover power output systems, is specially the first set power take-off system being connected, comprising the first input assembly, the first output precision and the first gear train with first clutch and unifies and to be connected, to comprise the second cover power output system of the second input assembly, the second output precision and the second gear train with second clutch.
Wherein, described first input assembly comprises the first input shaft being connected to described first clutch; Described first input shaft is optionally combined to obtain moment of torsion with described engine output member by described first clutch.That is, as is known in the art, by the separation of first clutch or closedly can realize disconnection or the transmission that engine output member (bent axle) provides moment of torsion.
First input shaft simultaneously for carrying driving gear, with to the first output shaft transmitting torque.
In the utility model, the first output precision comprises the first output shaft be arranged in parallel with described first input shaft.The moment of torsion that first output shaft comes for accepting the first input shaft transmission is also exported after being adjusted by the driven gear engaged with the driving gear on the first input shaft be arranged on the first output shaft.
Be used for the moment of torsion of the first input shaft to pass to the first output shaft according to the utility model first gear train.Concrete, described first gear train comprises the first gear mesh that the multipair driving gear by mutually normal engagement and driven gear form, multiple driving gears in described first gear train are all arranged on described first input shaft, and the multiple driven gears in described first gear train are all arranged on described first output shaft.
In above-mentioned first gear train, often pair of first gear mesh corresponds to a gear, and therefore, multipair first gear mesh is different, to realize different velocity ratios.During transmission duty, the first gear mesh work corresponding to selected gear need be made, be delivered to the first output shaft through this first gear mesh from the first input shaft to realize moment of torsion.Namely, described first input shaft combines by described first output shaft that is bonded to for any pair in multipair first gear mesh of described first gear train, namely in the first gear train described above, multipair first gear mesh is all optionally combined with described first input shaft and described first output shaft simultaneously, to be formed from described first input shaft to the torque transfer passage of described first output shaft, and from described first output shaft output torque.
According to the utility model, understandable, if multiple driving gear and multiple driven gear are fixed on the first input shaft and described first output shaft respectively.When wherein a pair driving gear and driven gear normal rotation, by drive first input shaft and described first output shaft rotation.Now, remaining multiple driving gear on the first input shaft and described first output shaft is fixed on and multiple driven gear follows the first input shaft and rotating appears in described first output shaft.And each first gear mesh is different, multipair first gear mesh will cause transmission failure with forced rotating while of the first input shaft and described first output shaft.So when target first gear mesh of desired rotation is with the first input shaft and described first output shaft normal rotation work, all the other multiple first gear mesh can not be fixed with the first input shaft and described first output shaft simultaneously.That is, between driving gear and these two groups of parts of the first input shaft, driven gear and the first output shaft, at least one place is separated from each other.Meanwhile, driving gear and these two groups of parts of the first input shaft, driven gear and the first output shaft need to fix simultaneously when needed, to realize the function that normal moment of torsion transmits.That is, can need disconnect as required or fix simultaneously by component controls often pair first gear mesh and the first input shaft and described first output shaft.
As is known in the art, described first input shaft being bonded to described first output shaft for any pair existing synchronizer can be adopted to realize in described multipair first gear mesh, such as, described first input shaft is bonded to described first output shaft by synchronizer for any pair in described multipair first gear mesh.
In the utility model, the second input assembly comprises the second input shaft and input countershaft.
As is known in the art, the second input shaft is used for being connected to second clutch, and when second clutch is in closed state, obtains the moment of torsion that engine output member provides.Usually, the second input shaft coaxial sleeve is located at described first input shaft outside.
Be appreciated that the part that the first input shaft is positioned at the second input shaft inside cannot install gear.The length that second input shaft is sheathed on the first input shaft outside is longer, cannot install gear by the first input shaft caused within the scope of larger lengths, then causes the first input shaft length.Therefore, the second input shaft being installed less gear will be conducive to the length of shortening second input shaft, then can shorten the length of the first input shaft.
In the utility model, by increasing an input countershaft be arranged in parallel relative to the second input shaft, play the effect of former second input shaft, can the script driving gear that need be arranged on the second input shaft be arranged on this input countershaft, thus the length of the second input shaft can be shortened, and then realize the object shortening whole speed changer axial length.
Concrete, this input countershaft need be arranged in parallel with the second input shaft, and can under the drive of described second input shaft with described second input shaft rotating in same direction.Sense of rotation the avoid follow-up transmission direction that due to direction of rotation cause identical with the sense of rotation of the second input shaft of input countershaft changes the impact designed subsequent parts.
According to the utility model, realize input countershaft has multiple with the structure of described second input shaft rotating in same direction under the drive of the second input shaft.In the utility model, under preferable case, described second input assembly also comprises the second input shaft driving gear, intermediate idler, intermediate idler supporting axle and input countershaft actuation gear; Described second input shaft driving gear is fixed on described second input shaft; Described input countershaft actuation gear is fixed on described input countershaft; Described intermediate idler supporting axle and described input countershaft be arranged in parallel; Described intermediate idler is arranged on described intermediate idler supporting axle, and often engages with described second input shaft driving gear and described input countershaft actuation gear, so that the moment of torsion of described second input shaft is delivered to described input countershaft simultaneously.
In said structure, described intermediate idler is fixed or is placed on described intermediate idler supporting axle.When intermediate idler is fixed on described intermediate idler supporting axle, intermediate idler supporting axle, with intermediate idler synchronous axial system, now realizes by being fixed on bearing at intermediate idler supporting axle two ends.When intermediate idler is placed on described intermediate idler supporting axle, intermediate idler freely can rotate around intermediate idler supporting axle.
According to the utility model, described second output precision comprises the second output shaft be arranged in parallel with described input countershaft.
Described second gear train comprises the second gear mesh that the multipair driving gear by mutually normal engagement and driven gear form, multiple driving gears in described second gear train are all arranged on described input countershaft, and the multiple driven gears in described second gear train are all arranged on described second output shaft.Described input countershaft is by being bonded to described second output shaft for any pair in multipair second gear mesh of described second gear train, to be formed from described input countershaft to the torque transfer passage of described second output shaft, and from described second output shaft output torque.
Similar with the first gear train, described input countershaft is bonded to described second output shaft by synchronizer for any pair in described multipair second gear mesh.
As known in the art, above-mentioned first gear train and the second gear train gear that corresponding two covers are different respectively.Because double-clutch speed changer is when shifting gears, first clutch and second clutch alternation, so, usually, above-mentioned first gear train and the second gear train corresponding even number shelves and odd number shelves respectively.In the utility model, the numbers of gear steps of above-mentioned speed changer, those skilled in the art can adjust according to actual conditions, such as, can adopt eight grades that application is more.
For eight grades, described first gear train comprises the second driving gear of mutually normal engagement and the second driven gear, the 4th driving gear of normal engagement mutually and the 4th driven gear, the 6th driving gear of normal engagement mutually and the 6th driven gear, the 8th driving gear of normal engagement mutually and the 8th driven gear;
Described second driving gear, described 4th driving gear, described 6th driving gear and described 8th driving gear are all arranged on described first input shaft; Described second driven gear, described 4th driven gear, described 6th driven gear and described 8th driven gear are all arranged on described first output shaft;
Described second gear train comprises the first driving gear of mutually normal engagement and the first driven gear, the 3rd driving gear of normal engagement mutually and the 3rd driven gear, the 5th driving gear of normal engagement mutually and the 5th driven gear, the 7th driving gear of normal engagement mutually and the 7th driven gear;
Described first driving gear, described 3rd driving gear, described 5th driving gear and described 7th driving gear are all arranged on described input countershaft; Described first driven gear, described 3rd driven gear, described 5th driven gear and described 7th driven gear are all arranged on described second output shaft.
In said structure, the second driving gear in first gear train and the second driven gear can be considered intermediate gear, and the 4th driving gear and the 4th driven gear can be considered that fourth gear, the 6th driving gear and the 6th driven gear can be considered that six shift of gears, the 8th driving gear and the 8th driven gear can be considered eight grades of gears.
Same, the first driving gear in the second gear train and the first driven gear can be considered that one grade of gear, the 3rd driving gear and the 3rd driven gear can be considered that three-range transmission, the 5th driving gear and the 5th driven gear can be considered that five grades of gears, the 7th driving gear and the 7th driven gear can be considered seven grades of gears.
In the utility model, for put in order the not restriction of each gear above-mentioned on each bar axle, those skilled in the art can carry out adjustment according to actual conditions and arrange.
As previously mentioned, as existing, the driven gear realizing driving gear and its correspondence by synchronizer is incorporated on the axle at respective place, realizes effective transmission of moment of torsion.
Concrete, described speed changer also comprises the first synchronizer be arranged on described second output shaft, the second synchronizer be arranged on described input countershaft, the 4th synchronizer that is arranged at the 3rd synchronizer on described first input shaft and is arranged on described first output shaft;
Described first driven gear and described 3rd driven gear are placed on described second output shaft in described first synchronizer both sides, and described first driven gear and described 3rd driven gear can be independently combined with described second output shaft by described first synchronizer separately;
Described 5th driving gear and described 7th driving gear are placed on described input countershaft in described second synchronizer both sides, and described 5th driving gear and described 7th driving gear can be independently combined with described input countershaft by described second synchronizer separately;
Described 6th driving gear and described 8th driving gear are placed on described first input shaft in described 3rd synchronizer both sides, and described 6th driving gear and described 8th driving gear can be independently combined with described first input shaft by described 3rd synchronizer separately;
Described second driven gear and described 4th driven gear are placed on described first output shaft in described 4th synchronizer both sides, and described second driven gear and described 4th driven gear can be independently combined with described first output shaft by described 4th synchronizer separately.
Understandable, equivalence, above-mentioned first synchronizer can be arranged on input countershaft, and now, the first driving gear and the 3rd driving gear need be placed on described input countershaft.And the first driven gear and the 3rd driven gear need be fixed on the second output shaft.
Similar, the position of above-mentioned second synchronizer, the 3rd synchronizer and the 4th synchronizer is also replaceable.
According to the utility model, for realizing reverse gear function, above-mentioned speed changer also comprises reverse gear output precision and reverse gearset.
Concrete, reverse gear output precision, described reverse gear output precision comprises the reverse gear shaft be arranged in parallel with described first output shaft.
Described reverse gearset comprises reverse driving gear and the reverse gear driven gear of normal engagement mutually.Described reverse gear driven gear is arranged on described reverse gear shaft.
Usually, described reverse driving gear is arranged on described first output shaft or described second output shaft.And described reverse gear shaft is optionally bonded to described first input shaft or described second input shaft by described reverse gear driven gear and described reverse driving gear, to be formed from described first input shaft or described second input shaft to the torque transfer passage of described reverse gear shaft, and from described reverse gear shaft output torque.
Described reverse driving gear only need to get moment of torsion and with the direction of rotation of described first input shaft or the second input shaft, its particular location can adjust according to actual conditions.Such as, described reverse driving gear is arranged on described first output shaft, and is fixedly connected with one of them in multiple driven gears of described first gear train.
In the utility model, described speed changer also comprises the reversing-gear synchronizer be arranged on described reverse gear shaft; Described reverse gear driven gear is placed on described reverse gear shaft, and described reverse gear driven gear is combined with described reverse gear shaft by described reversing-gear synchronizer.
Usually, during reverse gear, required moment of torsion is comparatively large, so in the utility model, in eight gear gearboxes as the aforementioned, described reverse driving gear and described second driven gear are fixedly connected, and are placed on described first output shaft simultaneously.
In the utility model, described speed changer comprises moment of torsion output precision; Described moment of torsion output precision comprises the first reduction gear be fixed on described first output shaft, the second reduction gear be fixed on described second output shaft, the 3rd reduction gear be fixed on described reverse gear shaft, has the differential mechanism of differential mechanism gear ring; The differential mechanism gear ring of described differential mechanism engages with described first reduction gear, described second reduction gear and described 3rd reduction gear simultaneously, and the moment of torsion come to receive described first reduction gear, described second reduction gear or described 3rd reduction gear transmission also exports.
The handling of speed changer can be improved by arranging above-mentioned differential mechanism.
Below in conjunction with Fig. 1, the speed changer provided in the utility model preferred implementation is described.
As shown in Figure 1, this speed changer comprises the first clutch 36 and second clutch 37 that are connected to engine crankshaft 35.
First clutch 36 is connected to the first input shaft 18 simultaneously.First input shaft 18 is disposed with the second driving gear 16, the 4th driving gear 17, the 6th driving gear 19 and the 8th driving gear 21.Wherein, the second driving gear 16 and the 4th driving gear 17 are fixed on the first input shaft 18.6th driving gear 19 and the 8th driving gear 21 are placed on the first input shaft 18.
3rd synchronizer 20 is arranged on the first input shaft 18 between the 6th driving gear 19 and the 8th driving gear 21, for the combination that controls the 6th driving gear 19 and the 8th driving gear 21 and the first input shaft 18 respectively be separated.
First output shaft 23 be arranged in parallel relative to the first input shaft 18.First output shaft 23 is disposed with the first reduction gear 33, reverse driving gear 32, second driven gear 27, the 4th driven gear 25, the 6th driven gear 24 and the 8th driven gear 22.Further, the second driven gear 27, the 4th driven gear 25, the 6th driven gear 24, the 8th driven gear 22 often engage with the second driving gear 16, the 4th driving gear 17, the 6th driving gear 19 and the 8th driving gear 21 respectively.
Wherein, the 6th driven gear 24 and the 8th driven gear 22 are fixed on the first output shaft 23.Second driven gear 27 and the 4th driven gear 25 are placed on the first output shaft 23.
4th synchronizer 26 is arranged on the first output shaft 23 between the second driven gear 27 and the 4th driven gear 25, for the combination that controls the second driven gear 27 and the 4th driven gear 25 and the first output shaft 23 respectively be separated.
Meanwhile, reverse driving gear 32 is placed on the first output shaft 23, and is fixedly connected with the second driven gear 27.First reduction gear 33 is fixed on the first output shaft 23.
Reverse gear shaft 31 be arranged in parallel relative to the first output shaft 23.Reverse gear shaft 31 is disposed with the 3rd reduction gear 30 and reverse gear driven gear 29.3rd reduction gear 30 is fixed on reverse gear shaft 31.Reverse gear driven gear 29 is placed on reverse gear shaft 31, and often engages with reverse gear driving wheel.
Reversing-gear synchronizer 28 is arranged on reverse gear shaft 31, for the combination that controls reverse gear driven gear 29 and reverse gear shaft 31 be separated.
Second clutch 37 is connected to the second input shaft 38 simultaneously.It is outside that second input shaft 38 coaxial sleeve is located at the first input shaft 18.Second input shaft 38 is fixed with the second input shaft driving gear 34.
Intermediate idler supporting axle 39 be arranged in parallel relative to the second input shaft 38.Intermediate idler 15 to be placed on intermediate idler supporting axle 39 and often to engage with the second input shaft driving gear 34.
Input countershaft 14 be arranged in parallel relative to intermediate idler supporting axle 39.Input countershaft 14 is disposed with the first driving gear 1, the 3rd driving gear 4, input countershaft actuation gear the 7, the 7th driving gear 9 and the 5th driving gear 13.Wherein, the first driven gear 2, the 3rd driven gear 5, input countershaft actuation gear 7 are fixed on input countershaft 14.7th driven gear 8 and the 5th driven gear 11 are placed on input countershaft 14.
Second synchronizer 10 is arranged on the input countershaft 14 between the 7th driven gear 8 and the 5th driven gear 11, for the combination that controls the 7th driven gear 8 and the 5th driven gear 11 and input countershaft 14 respectively be separated.
Input countershaft actuation gear 7 often engages with intermediate idler 15.
Second output shaft 12 be arranged in parallel relative to input countershaft 14.Second output shaft 12 is disposed with the first driven gear 2, the 3rd driven gear 5, second reduction gear 6, the 7th driven gear 8 and the 5th driven gear 11.Wherein, the first driving gear 1, the 3rd driving gear 4, the 7th driving gear 9 and the 5th driving gear 13 often engage with the first driven gear 2, the 3rd driven gear 5, the 7th driven gear 8 and the 5th driven gear 11 respectively.
First driving gear 1 and the 3rd driving gear 4 are placed on the second output shaft 12.Second reduction gear 6, the 7th driving gear 9 and the 5th driving gear 13 are fixed on the second output shaft 12.
First synchronizer 3 is arranged on the second output shaft 12 between the first driving gear 1 and the 3rd driving gear 4, for the combination that controls the first driving gear 1 and the 3rd driving gear 4 and the second output shaft 12 respectively be separated.
First reduction gear 33, second reduction gear 6 and the 3rd reduction gear 30 are all often engaged to the differential mechanism gear ring 40 of difference device.
Below in conjunction with Fig. 1, each shelves kinetic current of the speed changer that the utility model preferred implementation provides and shift process are described.
One grade of power transmission route: the first synchronizer 3 and the first driven gear 2 engage, second clutch 37 closes, motor 42 moment of torsion passes to the second input shaft driving gear 34 by second clutch 37, passes to input countershaft actuation gear 7, first driving gear 1 via intermediate idler 15.First driven gear 2 and the first synchronizer 3 transfer torque to the second reduction gear 6 on the second output shaft 12, then by differential mechanism gear ring 40, and final by differential mechanism 41 outputting power.
Second gear power transmission route: the 4th synchronizer 26 and the second driven gear 27 engage, first clutch 36 closes, motor 42 moment of torsion passes to the first input shaft 18 by first clutch 36, the second driven gear 27 is passed to via the second driving gear 16 be fixed on the first input shaft 18, engaged the first reduction gear 33 transferred torque on the first output shaft 23 again with the 4th synchronizer 26 by the second driven gear 27, again by differential mechanism gear ring 40, and final by differential mechanism 41 outputting power.
Third gear power transmission line: the first synchronizer 3 and the 3rd driven gear 5 engage, second clutch 37 closes, motor 42 moment of torsion passes to the second input shaft driving gear 34 by second clutch 37, passes to input countershaft actuation gear the 7, the 3rd driving gear 4 via intermediate idler 15.3rd driven gear 5 and the first synchronizer 3 transfer torque to the second reduction gear 6 on the second output shaft 12, then by differential mechanism gear ring 40, and final by differential mechanism 41 outputting power.
Fourth gear power transmission line: the 4th synchronizer 26 and the 4th driven gear 25 engage, first clutch 36 closes, motor 42 moment of torsion passes to the first input shaft 18 by first clutch 36, the 4th driven gear 25 is passed to via the 4th driving gear 17 be fixed on the first input shaft 18, engaged the first reduction gear 33 transferred torque on the first output shaft 23 again with the 4th synchronizer 26 by the 4th driven gear 25, again by differential mechanism gear ring 40, and final by differential mechanism 41 outputting power.
Five grades of power transmission lines: the second synchronizer 10 and the 5th driving gear 13 engage, second clutch 37 closes, motor 42 moment of torsion passes to the second input shaft driving gear 34 by second clutch 37, passes to input countershaft actuation gear 7, second synchronizer 10 via intermediate idler 15.5th driving gear 13 and the second synchronizer 10 transfer torque to the second reduction gear 6 on the second output shaft 12, then by differential mechanism gear ring 40, and final by differential mechanism 41 outputting power.
Six grades of power transmission lines: the 3rd synchronizer 20 and the 6th driving gear 19 engage, first clutch 36 closes, motor 42 moment of torsion passes to the first input shaft 18, the 3rd synchronizer 20 by first clutch 36, engaged the first reduction gear 33 transferred torque on the first output shaft 23 again with the 3rd synchronizer 20 by the 6th driving gear 19, again by differential mechanism gear ring 40, and final by differential mechanism 41 outputting power.
Seven grades of power transmission lines: the second synchronizer 10 and the 7th driving gear 9 engage, second clutch 37 closes, motor 42 moment of torsion passes to the second input shaft driving gear 34 by second clutch 37, passes to input countershaft actuation gear 7, second synchronizer 10 via intermediate idler 15.7th driving gear 9 and the second synchronizer 10 transfer torque to the second reduction gear 6 on the second output shaft 12, then by differential mechanism gear ring 40, and final by differential mechanism 41 outputting power.
Eight grades of power transmission lines: the 3rd synchronizer 20 and the 8th driving gear 21 engage, first clutch 36 closes, motor 42 moment of torsion passes to input first input shaft the 18, the 3rd synchronizer 20 by first clutch 36, engaged the first reduction gear 33 transferred torque on the first output shaft 23 again with the 3rd synchronizer 20 by the 8th driving gear 21, again by differential mechanism gear ring 40, and final by differential mechanism 41 outputting power.
Reverse gear power transmission line: reversing-gear synchronizer 28 and reverse gear driven gear 29 engage, first clutch 36 closes, motor 42 moment of torsion passes to the first input shaft 18 by first clutch 36, the second driven gear 27 is passed to via the second driving gear 16 be fixed on the first input shaft 18, to be transmitted scriptures the reverse driving gear 32 be fixed on the second driven gear 27 by the second driven gear 27 again, engaged the 3rd reduction gear 30 transferred torque on reverse gear shaft 31 again with reverse gear driven gear 29 by reversing-gear synchronizer 28, again by differential mechanism gear ring 40, and it is final by differential mechanism 41 outputting power.
Shift process illustrates:
One grade is changed second gear process: when 1 grade, and the first synchronizer 3 and the first driven gear 2 combine, and second clutch 37 closes, and first clutch 36 is opened; Control system of speed variator send 1 grade change 2 grades of instructions after, the 4th synchronizer 26 and the second driven gear 27 combine by gear shifting actuating mechanism in advance, and now first clutch 36 is still in open mode, i.e. first clutch 36 and the first input shaft 18 not transferring power; Along with shift process continues, second clutch 37 is opened gradually, and meanwhile first clutch 36 closes gradually, in this process, has clutch to combine all the time, there will not be torque break; Second clutch 37 is opened completely, first clutch 36 completely closed after, shift process terminates.Now second clutch 37 is in open mode, i.e. second clutch 37, second input shaft 38 not transferring power, and motor 42 is delivered on the second driven gear 27 via first clutch 36.
The foregoing is only preferred embodiment of the present utility model; not in order to limit the utility model; all do within spirit of the present utility model and principle any amendment, equivalent to replace and improvement etc., all should be included within protection domain of the present utility model.

Claims (10)

1. a speed changer, is characterized in that, comprising:
Two clutch component, described pair of clutch component comprises first clutch (36) and the second clutch (37) that alternative is connected to separately motor (42) output block;
First input assembly, described first input assembly comprises the first input shaft (18) being connected to described first clutch (36); Described first input shaft (18) is optionally combined to obtain moment of torsion with described motor (42) output block by described first clutch (36);
First output precision, described first output precision comprises the first output shaft (23) be arranged in parallel with described first input shaft (18);
First gear train, described first gear train comprises the first gear mesh that the multipair driving gear by mutually normal engagement and driven gear form, multiple driving gears in described first gear train are all arranged on described first input shaft (18), and the multiple driven gears in described first gear train are all arranged on described first output shaft (23); Described first input shaft (18) is by being bonded to described first output shaft (23) for any pair in multipair first gear mesh of described first gear train, to be formed from described first input shaft (18) to the torque transfer passage of described first output shaft (23), and from described first output shaft (23) output torque;
Second input assembly, described second input assembly comprises the second input shaft (38) and input countershaft (14); Described second input shaft (38) coaxial sleeve is located at described first input shaft (18) outside and is connected to described second clutch (37), is optionally combined to obtain moment of torsion with described motor (42) output block by described second clutch (37); Described input countershaft (14) and described second input shaft (38) be arranged in parallel, and can under the drive of described second input shaft (38) with described second input shaft (38) rotating in same direction, to form the torque transfer passage from described second input shaft (38) to described input countershaft (14);
Second output precision, described second output precision comprises the second output shaft (12) be arranged in parallel with described input countershaft (14);
Second gear train, described second gear train comprises the second gear mesh that the multipair driving gear by mutually normal engagement and driven gear form, multiple driving gears in described second gear train are all arranged on described input countershaft (14), and the multiple driven gears in described second gear train are all arranged on described second output shaft (12); Described input countershaft (14) is by being bonded to described second output shaft (12) for any pair in multipair second gear mesh of described second gear train, to be formed from described input countershaft (14) to the torque transfer passage of described second output shaft (12), and from described second output shaft (12) output torque;
Reverse gear output precision, described reverse gear output precision comprises the reverse gear shaft (31) be arranged in parallel with described first output shaft (23);
Reverse gearset, described reverse gearset comprises reverse driving gear (32) and the reverse gear driven gear (29) of normal engagement mutually; Described reverse gear driven gear (29) is arranged on described reverse gear shaft (31); Described reverse gear shaft (31) is optionally bonded to described first input shaft (18) or described second input shaft (38) by described reverse gear driven gear (29) and described reverse driving gear (32), to be formed from described first input shaft (18) or described second input shaft (38) to the torque transfer passage of described reverse gear shaft (31), and from described reverse gear shaft (31) output torque.
2. speed changer according to claim 1, it is characterized in that, described second input assembly also comprises the second input shaft driving gear (34), intermediate idler (15), intermediate idler supporting axle (39) and input countershaft actuation gear (7);
Described second input shaft driving gear (34) is fixed on described second input shaft (38);
Described input countershaft actuation gear (7) is fixed on described input countershaft (14);
Described intermediate idler supporting axle (39) and described input countershaft (14) be arranged in parallel; Described intermediate idler (15) is arranged on described intermediate idler supporting axle (39), and often engage with described second input shaft driving gear (34) and described input countershaft actuation gear (7), so that the moment of torsion of described second input shaft (38) is delivered to described input countershaft (14) simultaneously.
3. speed changer according to claim 2, is characterized in that, described intermediate idler (15) is fixing or be placed on described intermediate idler supporting axle (39).
4. speed changer according to claim 1, is characterized in that, described first input shaft (18) is bonded to described first output shaft (23) by synchronizer for any pair in described multipair first gear mesh;
Described input countershaft (14) is bonded to described second output shaft (12) by synchronizer for any pair in described multipair second gear mesh.
5. according to the speed changer in claim 1-4 described in any one, it is characterized in that, described reverse driving gear (32) is arranged on described first output shaft (23), and is fixedly connected with one of them in multiple driven gears of described first gear train.
6. speed changer according to claim 5, is characterized in that, described speed changer also comprises the reversing-gear synchronizer (28) be arranged on described reverse gear shaft (31);
Described reverse gear driven gear (29) is placed on described reverse gear shaft (31), and described reverse gear driven gear (29) combines by described reversing-gear synchronizer (28) and described reverse gear shaft (31).
7. speed changer according to claim 6, it is characterized in that, described first gear train comprises second driving gear (16) of mutually normal engagement and the second driven gear (27), the 4th driving gear (17) of normal engagement mutually and the 4th driven gear (25), the 6th driving gear (19) of normal engagement mutually and the 6th driven gear (24), mutual the 8th driving gear (21) that often engages and the 8th driven gear (22);
Described second driving gear (16), described 4th driving gear (17), described 6th driving gear (19) and described 8th driving gear (21) are all arranged on described first input shaft (18); Described second driven gear (27), described 4th driven gear (25), described 6th driven gear (24) and described 8th driven gear (22) are all arranged on described first output shaft (23);
Described second gear train comprises first driving gear (1) of mutually normal engagement and the first driven gear (2), the 3rd driving gear (4) of normal engagement mutually and the 3rd driven gear (5), the 5th driving gear (13) of normal engagement mutually and the 5th driven gear (11), mutual the 7th driving gear (9) that often engages and the 7th driven gear (8);
Described first driving gear (1), described 3rd driving gear (4), described 5th driving gear (13) and described 7th driving gear (9) are all arranged on described input countershaft (14); Described first driven gear (2), described 3rd driven gear (5), described 5th driven gear (11) and described 7th driven gear (8) are all arranged on described second output shaft (12).
8. speed changer according to claim 7, it is characterized in that, described speed changer also comprises the first synchronizer (3) be arranged on described second output shaft (12), the second synchronizer (10) be arranged on described input countershaft (14), the 4th synchronizer (26) that is arranged at the 3rd synchronizer (20) on described first input shaft (18) and is arranged on described first output shaft (23);
Described first driven gear (2) and described 3rd driven gear (5) are placed on described second output shaft (12) in described first synchronizer (3) both sides, and described first driven gear (2) and described 3rd driven gear (5) can independently be combined by described first synchronizer (3) and described second output shaft (12) separately;
Described 5th driving gear (13) and described 7th driving gear (9) are placed on described input countershaft (14) in described second synchronizer (10) both sides, and described 5th driving gear (13) and described 7th driving gear (9) can independently be combined by described second synchronizer (10) and described input countershaft (14) separately;
Described 6th driving gear (19) and described 8th driving gear (21) are placed on described first input shaft (18) in described 3rd synchronizer (20) both sides, and described 6th driving gear (19) and described 8th driving gear (21) can independently be combined by described 3rd synchronizer (20) and described first input shaft (18) separately;
Described second driven gear (27) and described 4th driven gear (25) are placed on described first output shaft (23) in described 4th synchronizer (26) both sides, and described second driven gear (27) and described 4th driven gear (25) can independently be combined by described 4th synchronizer (26) and described first output shaft (23) separately.
9. speed changer according to claim 8, is characterized in that, described reverse driving gear (32) and described second driven gear (27) are fixedly connected, and are placed on described first output shaft (23) simultaneously.
10. speed changer according to claim 9, is characterized in that, described speed changer comprises moment of torsion output precision;
Described moment of torsion output precision comprises the first reduction gear (33) be fixed on described first output shaft (23), the second reduction gear (6) be fixed on described second output shaft (12), the 3rd reduction gear (30) be fixed on described reverse gear shaft (31), has the differential mechanism (41) of differential mechanism gear ring (40);
The differential mechanism gear ring (40) of described differential mechanism (41) engages with described first reduction gear (33), described second reduction gear (6) and described 3rd reduction gear (30) simultaneously, and the moment of torsion come to receive described first reduction gear (33), described second reduction gear (6) or described 3rd reduction gear (30) transmission also exports.
CN201420357417.9U 2014-06-30 2014-06-30 A kind of speed changer Expired - Fee Related CN204041893U (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105221676A (en) * 2014-06-30 2016-01-06 广州汽车集团股份有限公司 A kind of speed changer
CN111720541A (en) * 2019-03-20 2020-09-29 上海汽车集团股份有限公司 Method for acquiring rotation direction of input shaft of double-clutch transmission and related device

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105221676A (en) * 2014-06-30 2016-01-06 广州汽车集团股份有限公司 A kind of speed changer
CN111720541A (en) * 2019-03-20 2020-09-29 上海汽车集团股份有限公司 Method for acquiring rotation direction of input shaft of double-clutch transmission and related device

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