CN209781583U - multi-speed transmission assembly - Google Patents
multi-speed transmission assembly Download PDFInfo
- Publication number
- CN209781583U CN209781583U CN201822223475.3U CN201822223475U CN209781583U CN 209781583 U CN209781583 U CN 209781583U CN 201822223475 U CN201822223475 U CN 201822223475U CN 209781583 U CN209781583 U CN 209781583U
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- gear
- shaft
- shifting
- double
- matched
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Abstract
The utility model discloses a multi-gear transmission assembly, a first shaft is rotatablely matched with a shell, a first gear is arranged at one end of the first shaft, a first driven gear is rotatablely arranged on a second shaft, and a first double-cone synchronizer with one end matched with the first driven gear is fixed on the second shaft; the second intermediate gear is fixed on the intermediate shaft, the second driven gear is rotatably arranged on the second shaft, and the other end of the first double-cone synchronizer is matched with the second driven gear; the third driven gear is rotatably arranged on the second shaft, and a second double-cone synchronizer with one end matched with the third driven gear is fixed on the second shaft; the fourth driven gear is rotatably arranged on the second shaft, and the other end of the second double-cone synchronizer is matched with the fourth driven gear. The gear selecting and shifting mechanism is arranged in the shell and is matched with the first double-cone synchronizer or the second double-cone synchronizer when working. The utility model has the advantages of compact structure and light weight.
Description
Technical Field
The utility model discloses a multi-gear transmission assembly.
Background
at present, the mainstream highway passenger car transmission system with the internal combustion engine of 8-10 meters in China is in a rear-mounted rear-drive arrangement mode, and the rear overhang space of the highway passenger car is small, so that the requirement on compact structure of the transmission system is met, and the installation length of each part is as short as possible. And with the release of the emissions of the six national engines, the torque of the engines is increased, and the market needs a six-gear transmission which can be matched with the six national engines, has short installation length and light weight.
Disclosure of Invention
an object of the utility model is to provide a compact structure and light in weight's multi-gear derailleur assembly.
The technical scheme for solving the technical problems is as follows:
A multi-gear transmission assembly comprises a shell, a first shaft, an intermediate shaft, a first intermediate gear, a second shaft, a first driven gear, a first double-cone synchronizer, a second intermediate gear, a second driven gear, a third intermediate gear, a third driven gear, a second double-cone synchronizer, a fourth intermediate gear, a fourth driven gear and a gear selecting and shifting mechanism, wherein the first shaft is rotatably matched with the shell, one end of the first shaft extends into the shell, and one end of the first shaft is provided with the first gear;
Two ends of the intermediate shaft are rotatably arranged on the shell, the intermediate gear is fixed on the intermediate shaft, the first driven gear matched with the first intermediate gear is rotatably arranged on the second shaft, the first double-cone synchronizer with one end matched with the first driven gear is fixed on the second shaft, and an oil duct is arranged on the second shaft;
The second intermediate gear is fixed on the intermediate shaft, a second driven gear matched with the second intermediate gear is rotatably arranged on the second shaft, and the other end of the first double-cone synchronizer is matched with the second driven gear;
A third intermediate gear is fixed on the intermediate shaft, a third driven gear matched with the third intermediate gear is rotatably arranged on the second shaft, and a second double-cone synchronizer with one end matched with the third driven gear is fixed on the second shaft;
a fourth intermediate gear is fixed on the intermediate shaft, a fourth driven gear matched with the fourth intermediate gear is rotatably arranged on the second shaft, and the other end of the second double-cone synchronizer is matched with the fourth driven gear;
the gear selecting and shifting mechanism is installed in the shell, one part of the gear selecting and shifting mechanism is located in the shell, and the gear selecting and shifting mechanism is matched with the first double-cone synchronizer or the second double-cone synchronizer during working.
The utility model discloses having optimized the position of casing and second axle and jackshaft, being favorable to being integrated inside the casing with oil pump, oil duct, the shell is integrated with the clutch housing before the derailleur, and the window of shifting on the casing, the derailleur structure is compacter, axial dimension is shorter, the quality is lighter, adaptability is stronger. And an oil passage is added on the second shaft, so that the rear bearing of the transmission and each gear on the second shaft are forcibly lubricated, and the service life of the transmission is prolonged. The most advanced short-stroke double-conical-surface synchronizer at present is adopted, the gear shifting force is reduced, the gear shifting angle is smaller, and the control performance of the transmission is improved. The utility model discloses set up a plurality of fender position, its compact structure, light in weight, moment of torsion are capacious, and installation length is shortest in the derailleur with the moment of torsion section, and weight is lightest.
The short-stroke double-conical-surface synchronizer is adopted, the gear shifting stroke is reduced, the structure is more compact, the mounting position of the bearing is optimized, the purpose of reducing the mounting length is achieved, and the mounting length is shortest in the speed changer with the same torque section. In order to reduce the weight, an aluminum alloy shell is adopted, the gear structure is optimized, the weight is reduced, and the overall weight is about 130 KG.
Drawings
FIG. 1 is a schematic illustration of a multi-speed transmission assembly of the present invention;
Fig. 2 is a cross-sectional view of a gear selecting and shifting mechanism of the present invention;
Reference numbers in the drawings:
1 is a first shaft, 1a is a first gear, 2 is a first bearing, 3 is a housing, 4 is a bearing, 5 is a third double-cone synchronizer, 6 is an eighth bearing, 7 is a sixth driven gear, 8 is a seventh bearing, 9 is a fourth driven gear, 10 is a second double-cone synchronizer, 11 is a sixth bearing, 12 is a third driven gear, 13 is a fifth bearing, 14 is a second driven gear, 15 is a first double-cone synchronizer, 16 is a fourth bearing, 17 is a first driven gear, 18 is an eleventh bearing, 19 is a reverse gear, 20 is a ninth bearing, 21 is an output flange, 22 is an intermediate shaft, 24 is an intermediate gear, 23 is a second bearing, 25 is a sixth intermediate gear, 26 is a fourth intermediate gear, 27 is a third intermediate gear, 28 is a second intermediate gear, 29 is a first intermediate gear, 31 is a shift assist cylinder, 32 is a second shaft, 33 is a shift rocker arm, 34 is a gear shifting rotating shaft, 35 is a cylinder driving plate, 36 is a self-locking interlocking block, 37 is a gear selecting shifting head, 38 is a gear selecting rocker arm, 39 is a gear selecting shaft, 40 is a gear shifting driving pin, 41 is a gear shifting driving plate, and 42 is a gear shifting shaft.
Detailed Description
As shown in fig. 1, the utility model discloses a multi-gear transmission assembly, including casing 3, primary shaft 1, first gear 1a, primary shaft 1 rotationally cooperates with casing 3, and primary shaft 1 rotationally installs on casing 3 through first bearing 2, and casing 3 is the aluminum alloy casing, and first bearing 2 is tapered roller bearing. One end of the first shaft 1 protrudes into the housing 3, and a first gear 1a is provided at one end of the first shaft 1.
The double-cone synchronizer comprises an intermediate shaft 22, an intermediate gear 24, a first intermediate gear 29, a second shaft 32, a first driven gear 17, a first double-cone synchronizer 15, a second intermediate gear 28, a second driven gear 14, a third intermediate gear 27, a third driven gear 12, a second double-cone synchronizer 10, a fourth intermediate gear 26 and a fourth driven gear 9.
By adopting the most advanced short-stroke double-conical synchronizer of the first double-cone synchronizer 15 and the second double-cone synchronizer 10 at present, the gear shifting stroke is shortened by 2mm, the structure is more compact, the axial size is shorter, the gear shifting is smoother, the gear shifting force is lighter, and the axial installation length of the whole transmission is 475 mm.
both ends of the intermediate shaft 22 are rotatably provided on the housing 3, both ends of the intermediate shaft 22 are supported on the housing 3 by the second bearing 23 and the third bearing 30, respectively, and tapered roller bearings are preferably employed as the second bearing 23 and the third bearing 30. The intermediate gear 24 is fixed on the intermediate shaft 22, the first intermediate gear 29 is fixed on the intermediate shaft 22, the first driven gear 17 matched with the first intermediate gear 29 is rotatably arranged on the second shaft 32, one end of the first shaft 1 is provided with a shaft hole, a bearing 4 is installed in the shaft hole, one end of the second shaft 32 is connected with the bearing 4, the other end of the second shaft 32 is supported on the shell 3 through a ninth bearing 20, the bearing 4 preferably adopts a conical roller bearing without an outer ring, and the ninth bearing 20 preferably adopts a conical roller bearing.
The first driven gear 17 is mounted on the second shaft 32 via a fourth bearing 16, and the fourth bearing 16 is preferably a needle bearing. A first double cone synchronizer 15 having one end engaged with the first driven gear 17 is fixed to the second shaft 32. The second shaft 32 is provided with an oil passage through which lubricating oil flows, so that each bearing mounted on the second bearing can be lubricated.
A second intermediate gear 28 is fixed to the intermediate shaft 22, a second driven gear 14 that cooperates with the second intermediate gear 28 is rotatably provided on the second shaft 32, the second driven gear 14 is mounted on the second shaft 32 by a fifth bearing 13, the fifth bearing 13 preferably being a needle bearing. The other end of the first double cone synchronizer 15 is engaged with the second driven gear 14.
The third intermediate gear 27 is fixed to the intermediate shaft 22, the third driven gear 12, which is engaged with the third intermediate gear 27, is rotatably provided on the second shaft 32, and the third driven gear 12 is mounted on the second shaft 32 through a sixth bearing 11, and the sixth bearing 11 is preferably a needle bearing. The second double cone synchronizer 10 having one end engaged with the third driven gear 12 is fixed to the second shaft 32.
the fourth intermediate gear 26 is fixed to the intermediate shaft 22, the fourth driven gear 9 engaged with the fourth intermediate gear 26 is rotatably provided on the second shaft 32, the fourth driven gear 9 is mounted on the second shaft 32 by a seventh bearing 8, and the seventh bearing 8 is preferably a needle bearing. The other end of the second double cone synchronizer 10 is engaged with the fourth driven gear 9.
the device also comprises a sixth intermediate gear 25, a sixth driven gear 7 and a third double-cone synchronizer 5; a sixth intermediate gear 25 is fixed to the intermediate shaft 22, a sixth driven gear 7 engaged with the sixth intermediate gear 25 is rotatably provided on the second shaft 32, and one end of the third double-cone synchronizer 5 is engaged with the sixth intermediate gear 25. The sixth driven gear 7 is mounted on the second shaft 32 by an eighth bearing 6, the eighth bearing 6 preferably being a needle bearing.
The reverse gear mechanism further comprises a reverse gear 19 and an eleventh bearing 18, wherein the reverse gear 19 is mounted on the second shaft 32 through the eleventh bearing 18, and the eleventh bearing 18 is a needle bearing.
As shown in fig. 1 and 2, the automatic transmission further comprises a gear selecting and shifting mechanism, the gear selecting and shifting mechanism is installed in the housing 3, a part of the gear selecting and shifting mechanism is located in the housing 3, and the gear selecting and shifting mechanism is matched with the first double-cone synchronizer 15 or the second double-cone synchronizer 10 when in operation. The gear selecting and shifting mechanism comprises a gear selecting rocker arm 38, a gear selecting shaft 39, a gear selecting shifting block 37, a self-locking interlocking block 36, a gear shifting drive plate 41 and a gear shifting shaft 42, wherein the gear selecting rocker arm 38 is connected with one end of the gear selecting shaft 39, the other end of the gear selecting shaft 39 is connected with one end of the gear selecting shifting block 37, the other end of the gear selecting shifting block 37 is connected with one end of the self-locking interlocking block 36, the self-locking interlocking block 36 is connected with the gear shifting shaft 42, the gear shifting shaft 42 and the gear shifting drive plate 41 are located in the shell 3, and the gear shifting drive plate 41 is connected with a shifting fork mechanism (not shown in the.
The gear selecting and shifting mechanism further comprises a gear shifting rocker arm 33, a gear shifting rotating shaft 34, a cylinder driving plate 35 and an operating mechanism, the gear shifting rocker arm 33 is connected with one end of the gear shifting rotating shaft 34, a gear shifting assisting cylinder 31 is arranged, the other end of the gear shifting rotating shaft 34 is connected with the cylinder driving plate 35, the cylinder driving plate 35 is connected with a gear shifting shaft 42, an air valve is arranged on the gear shifting assisting cylinder 31, the cylinder driving plate 35 is matched with the air valve, the output end of the gear shifting assisting cylinder 31 is connected with the cylinder driving plate 35, and the gear shifting rocker arm 33 is connected with a gear selecting rocker arm 38.
The working principle of the gear selecting and shifting mechanism is as follows: the gear selecting rocker arm rotates 38 to drive the gear selecting shaft 39 to rotate, the gear selecting shaft 39 drives the self-locking interlocking block 36 to move through the gear selecting shifting head 37, and the self-locking interlocking block 36 drives the gear shifting shaft 42 to move left and right to realize gear selection. The gear shifting rocker arm 33 rotates to drive the gear shifting rotating shaft 34 to rotate, the gear shifting rotating shaft 34 rotates to drive the air cylinder driving plate 35 to rotate, the air valve of the gear shifting power-assisted air cylinder 31 is driven to be opened by the rotation of the air cylinder driving plate 35, the gear shifting power-assisted air cylinder 31 works to drive the air cylinder driving plate 35 to rotate, the air cylinder driving plate 35 drives the gear shifting shaft 42 to rotate, and the gear shifting shaft 42 drives the shifting fork mechanism to be matched with any one of the first double-cone synchronizer 15, the second double-cone synchronizer 10 and the third double-cone synchronizer 5, so that. The gear selecting and shifting mechanism enables gear shifting to be easy to change under the action of the gear shifting assisting air cylinder 31, the gear shifting rotating shaft 34 and the air cylinder driving plate 35.
the working process of the utility model is as follows:
The engine torque is transmitted to the first shaft 1 via the clutch, in that it is splined thereon.
A first gear transmission route: the power is transmitted to the intermediate shaft 22 through the engagement of the first gear 1a of the first shaft 1 and the intermediate gear 24, and since the first intermediate gear 29 is engaged with the first driven gear 17 at this time, the power is transmitted to the first driven gear 17 through the first intermediate gear 29, transmitted to the first double cone synchronizer 15 through the first driven gear, transmitted to the second shaft 32 through the first double cone synchronizer 15, and finally transmitted to the output flange 21 through the spline.
a second-gear transmission route: the power is transmitted to the intermediate shaft 22 through the engagement of the first gear 1a of the first shaft 1 and the intermediate gear 24, and since the second intermediate gear 28 is engaged with the second driven gear 14 at this time, the power is transmitted to the second driven gear 14 through the second intermediate gear 28, transmitted to the first double cone synchronizer 15 through the second driven gear 14, transmitted to the second shaft 32 through the first double cone synchronizer 15, and finally transmitted to the output flange 21 through the spline.
A third gear transmission route: the power is transmitted to the intermediate shaft 22 through the engagement of the first gear 1a of the first shaft 1 and the intermediate gear 24, and since the third intermediate gear 27 is engaged with the third driven gear 12 at this time, the power is transmitted to the third driven gear 12 through the third intermediate gear 27, transmitted to the second double cone synchronizer 10 through the third driven gear 12, transmitted to the second shaft 32 through the second double cone synchronizer 10, and finally transmitted to the output flange 21 through the spline.
A fourth gear transmission route: the power is transmitted to the intermediate shaft 22 through the engagement of the first gear 1a of the first shaft 1 and the intermediate gear 24, and since the fourth intermediate gear 26 is engaged with the fourth driven gear 9 at this time, the power is transmitted to the fourth driven gear 9 through the fourth intermediate gear 26, transmitted to the second double cone synchronizer 10 through the fourth driven gear 9, transmitted to the second shaft 32 through the second double cone synchronizer 10, and finally transmitted to the output flange 21 through the spline.
a six-gear transmission route: the power is transmitted to the intermediate shaft 22 through the engagement of the first gear 1a of the first shaft 1 and the intermediate gear 24, and at this time, since the sixth intermediate gear 25 is engaged with the sixth driven gear 7, the power is transmitted to the sixth driven gear 7 through the sixth intermediate gear 25, transmitted to the third double-cone synchronizer 5 through the sixth driven gear 7, transmitted to the second shaft 32 through the third double-cone synchronizer 5, and finally transmitted to the flange of the output shaft 21 through the spline.
and a fifth-gear (direct gear) transmission route, when the first shaft 1 is combined with a sliding sleeve on the third double-cone synchronizer 5, the power on the first shaft 1 is transmitted to the third double-cone synchronizer 5, and the third double-cone synchronizer 5 is transmitted to the second shaft 32 and finally transmitted to the output flange 21 through a spline.
Claims (5)
1. a multi-gear transmission assembly comprises a shell (3) and a first shaft (1), wherein the first shaft (1) is rotatably matched with the shell (3), one end of the first shaft (1) extends into the shell (3), and one end of the first shaft (1) is provided with a first gear (1 a), and the multi-gear transmission assembly is characterized by further comprising an intermediate shaft (22), an intermediate gear (24), a first intermediate gear (29), a second shaft (32), a first driven gear (17), a first double-cone synchronizer (15), a second intermediate gear (28), a second driven gear (14), a third intermediate gear (27), a third driven gear (12), a second double-cone synchronizer (10), a fourth intermediate gear (26), a fourth driven gear (9) and a gear selecting and shifting mechanism;
two ends of an intermediate shaft (22) are rotatably arranged on the shell (3), an intermediate gear (24) is fixed on the intermediate shaft (22), a first intermediate gear (29) is fixed on the intermediate shaft (22), a first driven gear (17) matched with the first intermediate gear (29) is rotatably arranged on a second shaft (32), a first double-cone synchronizer (15) with one end matched with the first driven gear (17) is fixed on the second shaft (32), and an oil channel is arranged on the second shaft (32);
A second intermediate gear (28) is fixed on the intermediate shaft (22), a second driven gear (14) matched with the second intermediate gear (28) is rotatably arranged on a second shaft (32), and the other end of the first double-cone synchronizer (15) is matched with the second driven gear (14);
a third intermediate gear (27) is fixed on the intermediate shaft (22), a third driven gear (12) matched with the third intermediate gear (27) is rotatably arranged on a second shaft (32), and a second double-cone synchronizer (10) with one end matched with the third driven gear (12) is fixed on the second shaft (32);
A fourth intermediate gear (26) is fixed on the intermediate shaft (22), a fourth driven gear (9) matched with the fourth intermediate gear (26) is rotatably arranged on a second shaft (32), and the other end of the second double-cone synchronizer (10) is matched with the fourth driven gear (9);
The gear selecting and shifting mechanism is installed in the shell, one part of the gear selecting and shifting mechanism is located in the shell, and the gear selecting and shifting mechanism is matched with the first double-cone synchronizer (15) or the second double-cone synchronizer (10) when working.
2. The multiple speed transmission assembly of claim 1, wherein: the device also comprises a sixth intermediate gear (25), a sixth driven gear (7) and a third double-cone synchronizer (5);
A sixth intermediate gear (25) is fixed on the intermediate shaft (22), a sixth driven gear (7) matched with the sixth intermediate gear (25) is rotatably arranged on the second shaft (32), and one end of a third double-cone synchronizer (5) is matched with the sixth intermediate gear (25).
3. The multiple speed transmission assembly of claim 1, wherein: one end of the first shaft (1) is provided with a shaft hole, a bearing (4) is installed in the shaft hole, one end of the second shaft (32) is connected with the bearing (4), and the other end of the second shaft (32) is rotatably supported on the shell (3).
4. The multiple speed transmission assembly of claim 1, wherein: select gearshift including selecting fender rocking arm (38), select to keep off axle (39), select to keep off shifting block (37), auto-lock interlocking piece (36), shift gear drive plate (41) and shift gear axle (42), select to keep off rocking arm (38) and select the one end of keeping off axle (39) to be connected, select the other end of keeping off axle (39) and select the one end of keeping off shifting block (37) to be connected, the other end of selecting to keep off shifting block (37) is connected with the one end of auto-lock interlocking piece (36), auto-lock interlocking piece (36) are connected with shift gear axle (42), shift gear axle (42) and shift gear drive plate (41) are located casing (3), shift gear drive plate (41) are connected with fork mechanism.
5. The multiple speed transmission assembly of claim 4, wherein: the gear selecting and shifting mechanism further comprises a gear shifting rocker arm (33), a gear shifting rotating shaft (34), a cylinder driving plate (35) and an operating mechanism, the gear shifting rocker arm (33) is connected with one end of the gear shifting rotating shaft (34), a gear shifting assisting cylinder (31), the other end of the gear shifting rotating shaft (34) is connected with the cylinder driving plate (35), the cylinder driving plate (35) is connected with a gear shifting shaft (42), an air valve is arranged on the gear shifting assisting cylinder (31), the cylinder driving plate (35) is matched with the air valve, the output end of the gear shifting assisting cylinder (31) is connected with the cylinder driving plate (35), and the gear shifting rocker arm (33) is connected with the gear selecting rocker arm (38) through.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822223475.3U CN209781583U (en) | 2018-12-28 | 2018-12-28 | multi-speed transmission assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822223475.3U CN209781583U (en) | 2018-12-28 | 2018-12-28 | multi-speed transmission assembly |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN209781583U true CN209781583U (en) | 2019-12-13 |
Family
ID=68790944
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201822223475.3U Expired - Fee Related CN209781583U (en) | 2018-12-28 | 2018-12-28 | multi-speed transmission assembly |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN209781583U (en) |
-
2018
- 2018-12-28 CN CN201822223475.3U patent/CN209781583U/en not_active Expired - Fee Related
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20191213 Termination date: 20211228 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |