CN210799940U - Double-differential three-level variable-speed transmission system unit - Google Patents

Abstract

A double differential three-stage speed-changing transmission system unit is composed of two sets of differentials, speed-changing driving gears, speed-changing driven gears, brakes and the like, and is characterized in that: the speed-changing unit includes two differentials, the side gears of the two differentials are respectively connected with speed-changing gears and brakes with different gear ratios, and the action of the brake determines which speed-changing gear works or the two speed-changing gears work together, so that one group of the unit can obtain three-stage speed-changing ratio, and by combining two or more groups of the unit, a transmission system with exponentially increased speed-regulating stages can be obtained.

Description

Double-differential three-level variable-speed transmission system unit

The technology relates to a vehicle power device, in particular to a constituent unit of an automobile variable speed transmission system.

As is well known, China is a creditable automobile country in both automobile production and automobile consumption. The mainstream automobile speed change mode mainly comprises the following steps: MT, AMT, AT, CVT and DCT, except CVT and AT speed changing modes, other speed changing modes, no matter computer control or manual control, are essentially to disconnect one group of meshed gears to cut off power transmission, then to let another group of gears mesh again to generate new power transmission paths with different transmission ratios, thus necessarily generating a condition that power is disconnected instantly and then jointed instantly, and generating larger impact force when gears are jointed again, and vehicle jerk can occur more or less according to the adjusting degree; the CVT speed change mode realizes power transmission by means of friction force of a steel belt or a steel chain, the transmission ratio changes continuously and uniformly but the transmission torque is limited, and after the CVT speed change mode is used for a long time, the steel belt or the steel chain is possibly lengthened, so that the working reliability is reduced, and the failure rate is increased; the AT speed change mode has complex structure, higher production cost and higher power loss.

The foreign automotive industry began earlier for historical reasons. At present, the technical field of the variable speed transmission mode is basically held by foreign old card manufacturers and is mature, and the breakthrough is difficult to be obtained in the framework of the variable speed transmission mode.

The technical scheme designs a three-stage variable-speed transmission system unit which can keep power uninterrupted during variable speed and gear shift, can realize good transmission of power and has better variable-speed and speed-regulating performance.

① the speed change unit comprises two differentials, half gears of the two differentials are respectively and rigidly connected with speed change gears and brakes with different gear ratios, and the speed change gear ratio can be obtained by the action of the brakes, ② each unit is composed of two differentials, speed change driving gears, speed change driven gears and brakes, wherein one set of power input and one set of power output are respectively and rigidly connected with the speed change gears of the two differentials, one side in the same direction is a pair of two pairs of gears, the gear ratios of the two pairs of gears are different so as to have different transmission ratios, the same pair of gears are mutually meshed so as to transmit power, the half gears of the two differentials ④ are respectively and rigidly connected with the brakes, one side in the same direction is a pair of two pairs, the actions of the brakes are used for braking the half shafts and the speed change gears on the same side, the opposite side speed change gears work to transmit power, or the two pairs of brakes are not in a released state but are used for transmitting the two pairs of gears, and the three speed change gears can respectively obtain the three speed change gear ratios.

The technical scheme has the advantages that ① because the shifting and speed changing actions are realized by the braking action or the releasing action corresponding to the auxiliary brake, and no transmission gear is disconnected or reengaged, the power is not disconnected all the time when any gear shifting is carried out except the action of a starting clutch, the vehicle does not have instantaneous power loss and instantaneous power connection, and does not bear larger impact force when the gear shifting is reengaged, ② because the shifting and speed changing actions are realized by the braking action or the releasing action corresponding to the auxiliary brake, the speed of the shifting and speed changing is controlled by adjusting the braking force or the releasing force, compared with the traditional non-CVT shifting mode, the gradual transition between gears is easy to realize, and the smooth adjustment and calibration of the performance of the transmission are easier, ③ compared with the CVT shifting mode, because the gears are in engaged transmission and can transmit larger torque, the transmission system can be more widely applied, ④ because the shifting and speed changing actions of the transmission system can be more agile through increasing the braking force, the braking speed and the releasing speed changing speed of the speed changing unit ⑤ and the combination of the speed changing unit, and can realize the quick change of the speed changing unit combination.

The technical scheme is further explained by combining the drawings and an example.

Fig. 1 is a diagram of a transmission system formed by 1 group of units in the technical scheme.

Fig. 2 is a diagram of a transmission system formed by combining 2 groups of units in the technical scheme.

In the figure: a 1-speed change drive gear Z1, a 2-speed change driven gear Z1 ', a 3-speed change drive gear Z2, a 4-speed change driven gear Z2', a 5 brake a, a 6 brake a ', a 7 brake B, an 8 brake B', a 9 power input gear, a 10 side gear a, a 11 side gear B, a 12 planetary gear, a 13 planetary gear shaft, a 14 planetary gear shaft seat, a 15 power output gear, and a 16 clutch.

A power variable transmission system consisting of 1 set of double differential three-stage variable transmission system units is described below.

Referring to figure 1: on one side of the axle of the side gear a 10 of the two differential sets, there are mounted a speed change drive gear Z11 and a speed change driven gear Z1' 2, which are meshed with each other to achieve a gear ratio, one pair. On the shaft on one side of the side gears B11 of the two differential sets, there are mounted a speed drive gear Z23 and a speed driven gear Z2' 4, which mesh with each other to achieve a second gear ratio, which is a second set and whose gear ratio is not the same as the value of the gear ratio of the first set. Two sets of differential side gears a 10 and B11 are provided with two pairs of brakes, i.e., a brake A5, a brake a '6, a brake B7, and a brake B' 8, on their respective sides, a brake A5 and a brake a '6, and a brake B7 and a brake B' 8, respectively. Power is input to the power input gear 9 by meshing gears, and when the braking action is performed only by the brake A5 and the brake a '6, and the speed change driving gear Z11 and the speed change driven gear Z1' 2 on the shaft on one side of the side gears a 10 of the two sets of differentials are in a locked state, power is transmitted by the speed change driving gear Z23 and the speed change driven gear Z2 '4 on the shaft on one side of the side gears B11 of the two sets of differentials due to the characteristics of the differentials, and a gear ratio determined by the speed change driving gear Z23 and the speed change driven gear Z2' 4 can be realized. When the brake operation is performed by only the brake B7 and the brake B '8, and the transmission drive gear Z23 and the transmission driven gear Z2' 4 on the shaft on the side of the side gear B11 of the two sets of differentials are in the locked state, power is transmitted by the transmission drive gear Z11 and the transmission driven gear Z1 '2 on the shaft on the side of the side gear a 10 of the two sets of differentials due to the characteristics of the differentials, and at this time, a gear ratio determined by the transmission drive gear Z11 and the transmission driven gear Z1' 2 is achieved, and a second gear ratio is achieved for the transmission unit. When the two-gear brake is not actuated and is in a release state, the power is transmitted by the two-gear speed-changing driving gear Z11 and the speed-changing driven gear Z1 ' 2 and the speed-changing driving gear Z23 and the speed-changing driven gear Z2 ' 4 on the two sides of the differential, the transmission ratio is determined by the transmission ratio of the two-gear speed-changing driving gear Z11 and the speed-changing driven gear Z1 ' 2, and the power is the third transmission ratio realized by the transmission unit. The three-stage speed change transmits power to a load through a power output gear 15 on the second set of differential, or transmits power to the next group of units, and a 9-stage speed change transmission system is formed (for example, the attached figure 2).

Claims (4)

1. A double differential three-level speed change transmission system unit is composed of two sets of differentials, a speed change driving gear, a speed change driven gear and a brake, and is characterized in that: the speed change unit comprises two sets of differentials, the half shaft gears of the two sets of differentials are respectively and rigidly connected with speed change gears with different gear ratios and brakes, and the operation of the brakes determines which pair of speed change gears works or the two pairs of speed change gears work together, so that three-stage speed change ratio can be obtained.

2. The dual differential three speed drive system unit of claim 1, wherein: each unit consists of two sets of differentials, a speed change driving gear, a speed change driven gear and a brake, wherein one set of power is input and the other set of power is output.

3. The dual differential three speed drive system unit of claim 1, wherein: the side gears of two sets of differentials are respectively and rigidly connected with a speed-changing gear, one side in the same direction is a pair and two pairs, the gear ratio of the two pairs is different so as to have different transmission ratios, and the gears of the same pair are mutually meshed to transmit power.

4. The dual differential three speed drive system unit of claim 1, wherein: the half-shaft gears of two sets of differentials are respectively and rigidly connected with a brake, one side in the same direction is a pair and two pairs, the brake is used for braking the half shaft and the speed-changing gear on the same side, the speed-changing gear on the opposite side works to transmit power, or the two pairs of brakes are not braked and are in a release state and the two pairs of speed-changing gears work together to transmit power, so that a unit can respectively obtain three-stage transmission ratio.

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