CN211715677U - Transmission and vehicle capable of avoiding gear collision - Google Patents
Transmission and vehicle capable of avoiding gear collision Download PDFInfo
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- CN211715677U CN211715677U CN201920776525.2U CN201920776525U CN211715677U CN 211715677 U CN211715677 U CN 211715677U CN 201920776525 U CN201920776525 U CN 201920776525U CN 211715677 U CN211715677 U CN 211715677U
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Abstract
The utility model provides an avoid keeping off derailleur and vehicle of position conflict, switch over formula double clutch including input shaft, output shaft, sharing gear, jackshaft, first switching formula double clutch and second. Power is input from the input shaft, and the power of the input shaft is controlled by the first switching type double clutch to be input from the first input gear or the common gear, so that the first input gear and the second input gear are meshed with each other to drive the middle shaft to rotate, or the common gear and the input and output gear are meshed with each other to drive the middle shaft to rotate. Meanwhile, the power of the output shaft is controlled to be output by the first output gear or the common gear through the second switching type double clutch, and if the output of the first output gear and the second output gear is controlled through the second switching type double clutch, the output shaft is driven by the first output gear to output power; otherwise, the common gear drives the output shaft to rotate. The purpose of zero-waiting-time gear shifting is achieved, and the practicability of the transmission is greatly improved.
Description
Technical Field
The utility model relates to a derailleur field especially relates to an avoid keeping off derailleur and vehicle of position conflict.
Background
The transmission is a set of transmission devices for coordinating the rotational speed of the engine and/or the motor with the actual running speed of the wheels for optimum performance of the engine and/or the motor. The transmission may produce different gear ratios between the engine and/or the electric machine and the wheels during vehicle travel. However, in the existing four-gear vehicle, four gear sets are engaged in the four-gear transmission to achieve the shift between four gears, and the power transmission path of the existing four-gear transmission does not have the unique phenomenon of gear collision, and most of the gear shifting mechanisms are synchronizers or shifting fork structures, which results in a large volume of the existing transmission and a long time gap for the shift when the gear shift is performed.
SUMMERY OF THE UTILITY MODEL
Therefore, a transmission capable of avoiding gear conflict needs to be provided, and the problems that a transmission path of the existing transmission for changing gears is not unique and is long in time are solved.
In order to achieve the above object, the inventor provides a transmission for avoiding gear collision, which comprises an input shaft, an output shaft, a common gear, an intermediate shaft, a first shift type double clutch and a second shift type double clutch; the input shaft is provided with a first input gear, the output shaft is provided with a first output gear, and the common gear is arranged on the input shaft and/or the output shaft between the first input gear and the first output gear; the intermediate shaft is sequentially provided with a second input gear, an input output gear and a second output gear; the first input gear and the second input gear are meshed with each other, the first output gear and the second output gear are meshed with each other, and the common gear and the input and output gears are meshed with each other; the first switching double clutch is arranged between the first input gear and the common gear, and the second switching double clutch is arranged between the common gear and the first output gear; the first switching type double clutch comprises a first clutch block, a second clutch block and a piston unit, wherein the first clutch block is arranged between the piston unit and the first input gear, the second clutch block is arranged between the piston unit and the common gear, and the piston unit is used for driving the first clutch block or the second clutch block to be in clutch; the second switching type double clutch and the first switching type double clutch are arranged in the same structure.
Further, the tooth ratio of the first input gear to the second input gear is greater than or less than the tooth ratio of the input output gear to the common gear, the tooth ratio of the first input gear to the second input gear is greater than or less than the tooth ratio of the second output gear to the first output gear, and the tooth ratio of the second output gear to the first output gear is greater than or less than the tooth ratio of the input output gear to the common gear.
The shell is provided with an input shaft hole, an output shaft hole and a middle shaft hole, the input shaft hole is positioned on one side wall of the shell, the output shaft hole is positioned on the other side wall opposite to the input shaft hole, the middle shaft hole penetrates through the shell and is arranged on the side face of the shell where the input shaft hole is positioned and the other side face of the shell where the output shaft hole is positioned, the central axis of the input shaft hole is collinear with the central axis of the output shaft hole, and the central axis of the middle shaft hole is parallel to the central axis of the input shaft hole or the central axis of the output shaft hole; the power input end of the input shaft is sleeved in the input shaft hole, the power output end of the output shaft is sleeved in the output shaft hole, and the intermediate shaft is arranged in the intermediate shaft hole.
Further, the input shaft hole is provided with a first dustproof cover, and the output shaft hole is provided with a second dustproof cover.
Further, the middle shaft hole is provided with an end cover.
Further, the number of the intermediate shafts is multiple, and the multiple intermediate shafts are arranged around the input shaft and the output shaft.
Furthermore, the piston unit comprises a double-end piston body, a cavity, a first hydraulic control unit and a second hydraulic control unit, a first oil inlet and a second oil inlet are formed in the cavity, the first hydraulic control unit is connected with the first oil inlet, the second hydraulic control unit is connected with the second oil inlet, the first hydraulic control unit and the second hydraulic control unit are used for driving the double-end piston body to move, and the double-end piston body is used for performing clutch driving on the first clutch block or the second clutch block.
Further, the cross section of double-end piston body is the I shape, the double-end piston body includes sealing ring, drive ring and go-between, the go-between sets up between sealing ring and drive ring.
Further, the cavity is provided with a piston groove, an engaging groove is formed in the outer wall of one side of the cavity, a notch is formed between the engaging groove and the piston groove, the sealing ring is arranged in the piston groove, the driving ring is located in the engaging groove, and the connecting ring is located in the notch.
Further, the first clutch block includes a first set of friction plates and the second clutch block includes a second set of friction plates.
The inventor also provides a vehicle with a transmission for avoiding gear collision, which comprises the transmission and a vehicle body, wherein the transmission is the transmission for avoiding gear collision; the transmission is connected with an engine and/or a motor in the vehicle body and used for switching the rotating speed and the torque of the engine and/or the motor of the vehicle body.
Different from the prior art, the technical scheme is that power is input from the input shaft, and the power of the input shaft is controlled by the first switching type double clutch to be input from the first input gear or the common gear, so that the first input gear and the second input gear are meshed with each other to drive the intermediate shaft to rotate, or the common gear and the input and output gear are meshed with each other to drive the intermediate shaft to rotate. Meanwhile, the power of the output shaft is controlled to be output by the first output gear or the common gear through the second switching type double clutch, and if the power output of the first output gear and the power output of the second output gear are controlled through the second switching type double clutch, the output shaft is driven by the first output gear to output power; on the contrary, the power output of the input and output gear and the common gear is controlled through the second switching type double clutch, and the output shaft is driven by the common gear to output power. The switching of four gears is realized through the transmission of three pairs of gears, and the uniqueness of a power transmission path is realized through the switching of the first switching type double clutch and the second switching type double clutch, the purpose of zero-time waiting during gear shifting is achieved, and the practicability and the reliability of the transmission are greatly improved.
Drawings
FIG. 1 is a block diagram of a transmission configured to avoid gear conflicts in accordance with an exemplary embodiment;
FIG. 2 is a cross-sectional view of a first shift type dual clutch of the transmission to avoid gear clash in accordance with one embodiment;
FIG. 3 is a partial schematic illustration of a first shift dual clutch of a transmission to avoid gear clash in accordance with an exemplary embodiment;
FIG. 4 is a schematic illustration of a double-ended piston body of a transmission to avoid gear clash in accordance with an exemplary embodiment;
FIG. 5 is a schematic diagram of a vehicle with a transmission that avoids gear conflicts in accordance with a second embodiment.
Description of reference numerals:
1. a transmission;
2. a vehicle body;
10. an input shaft;
11 a first input gear;
20. an output shaft;
21. a first output gear;
30. a common gear;
40. an intermediate shaft;
41. a second input gear; 42. a second output gear; 43. an input output gear;
50. a first switching double clutch;
501. a first clutch block; 502. a second clutch block; 503. a piston unit;
5031. a double-ended piston body; 5032. a cavity; 5033. a first hydraulic control unit;
5034. a second hydraulic control unit; 5035. a first oil inlet; 5036. a second oil inlet;
5037. a piston groove; 5038. a clutch groove; 5039. a notch;
5011. a first friction plate set; 5021. a second friction plate set;
50311. a seal ring; 50312. a drive ring; 50313. a connecting ring;
60. a second switching double clutch;
70. a housing;
71. an input shaft hole; 72. an output shaft hole; 73. a middle shaft hole;
731. an end cap; 711. a first dust cover; 721. a second dust cover;
Detailed Description
To explain technical contents, structural features, and objects and effects of the technical solutions in detail, the following detailed description is given with reference to the accompanying drawings in conjunction with the embodiments.
The first embodiment,
Referring to fig. 1, 2, 3 and 4, the present embodiment provides a transmission for avoiding gear collision, which includes an input shaft 10, an output shaft 20, a common gear 30, an intermediate shaft 40, a first switching dual clutch 50 and a second switching dual clutch 60; in this embodiment, there are three gear sets, which are: the gear sets of the first input gear and the second input gear, the gear sets of the input output gear and the common gear, and the gear sets of the first output gear and the second output gear are different in tooth number ratio, so that the input power and the output power of the transmission are changed, and the purpose of gear switching is achieved. The corresponding transmission is manufactured through the transmission structure, can be applied to mine cars and can also be applied to cars, trucks, buses or buses and the like, the effect of occupying smaller car body volume is achieved, the practicability of the transmission structure is improved, and the production cost of the vehicles is reduced.
In the present embodiment, power is input from the input shaft, so that the first input gear 11 or the common gear 30 can be driven to rotate along with the input shaft. The first switching double clutch 50 is used to control the first input gear 11 and the common gear 30, that is, the first switching double clutch 50 can control one of the first input gear 11 and the common gear 30 to input power. Similarly, the second switching double clutch 60 can control one of the first output gear 21 and the common gear 30 to perform power output. The switching of four gears is realized through the transmission of three pairs of gears, and the aim of zero-time waiting during gear shifting is fulfilled through the switching between the first switching type double clutch 50 and the second switching type double clutch 60, so that the practicability and the reliability of the transmission are greatly improved.
The first and second switching double clutches in this embodiment have the same structure, and for convenience of description, the first switching double clutch includes a first clutch piece 501, a second clutch piece 502 and a piston unit 503, and the second switching double clutch includes a third clutch piece, a fourth clutch piece and a second piston unit. Thus, the path for the first gear is: when the first switching type double clutch 50 selects the first clutch piece 501 to input power, the first clutch piece controls the first input gear to be in a closed state, and the second clutch piece controls the common gear to be in a separated state, so that the power of the input shaft 10 is transmitted to the intermediate shaft 40 by the mutual meshing of the first input gear 11 and the second input gear 41, and the intermediate shaft 40 is driven to rotate; meanwhile, the second switching double clutch 60 selects the fourth clutch to output power, that is, the fourth clutch controls the first output gear to be in a closed state, and the third clutch controls the common gear to be in a separated state, so that the power of the intermediate shaft 40 is transmitted to the output shaft 20 through the meshing of the first output gear 21 and the second output gear 42, the output shaft 20 is driven to rotate, and then a power transmission path of the first gear is formed.
Similarly, the path of the second gear is as follows: when the first switching type double clutch 50 selects the second clutch block to input power, the first clutch block controls the first input gear to be in a separation state, and the second clutch block controls the common gear to be in a closing state, so that the power of the input shaft 10 is transmitted to the intermediate shaft 40 by the mutual meshing of the common gear 30 and the input and output gear 43, and the intermediate shaft is driven to rotate; meanwhile, the second switching double clutch 60 selects the fourth clutch to output power, that is, the fourth clutch controls the first output gear to be in a closed state, and the third clutch controls the common gear to be in a separated state, so that the power of the intermediate shaft 40 is transmitted to the output shaft 20 through the meshing of the first output gear 21 and the second output gear 42, the output shaft 20 is driven to rotate, and then a power transmission path of the second gear is formed.
Similarly, the path of the third gear is as follows: when the first switching type double clutch 50 selects the first clutch piece to input power, the first clutch piece controls the first input gear to be in a closed state, and the second clutch piece controls the common gear to be in a separated state, so that the power of the input shaft 10 is transmitted to the intermediate shaft 40 through the mutual meshing of the first input gear 11 and the second input gear 41, and the intermediate shaft 40 is driven to rotate; meanwhile, the second switching double clutch 60 selects the third clutch to output power, that is, the fourth clutch controls the first output gear to be in a disengaged state, and the third clutch controls the common gear to be in an engaged state, so that the power of the intermediate shaft 40 is transmitted to the output shaft 20 through the engagement of the input/output gear 43 and the common gear 30, the output shaft 20 is driven to rotate, and then a power transmission path of the third gear is formed.
Similarly, the path of the fourth gear is as follows: when the first switching type double clutch 50 selects the second clutch to input power, the first clutch controls the first input gear to be in a separating state, the second clutch controls the common gear to be in a closing state, and simultaneously the second switching type double clutch 60 selects the third clutch to output power, namely, the fourth clutch controls the first output gear to be in a separating state, and the third clutch controls the common gear to be in a closing state, so that the power of the output shaft 20 is directly driven by the input shaft 10 through the common gear 30, and a power transmission path of a fourth gear is formed.
The first switching type dual clutch in this embodiment comprises a first clutch block 501, a second clutch block 502 and a piston unit 503, wherein the piston unit comprises a double-headed piston body 5031, a cavity 5032, a first hydraulic control unit 5033 and a second hydraulic control unit 5034, a piston groove 5037 is formed in the cavity, a clutch groove 5038 is formed in the outer wall of one side of the cavity, a notch 5039 is formed between the clutch groove and the piston groove, a first oil inlet 5035 is formed in one end of the piston groove, and a second oil inlet 5036 is formed in the other end of the piston groove. One end of the first clutch piece is provided with a first friction plate set 5011, and one end of the second clutch piece is provided with a second friction plate set 5021. Therefore, the double-head piston body is driven to move in the piston groove, so that the double-head piston body drives the first friction plate group or the second friction plate group, one group of the first friction plate group or the second friction plate group is combined, and the other group of the first friction plate group or the second friction plate group is separated, and the effect that the switching type double clutch can simultaneously control the mutual exclusion switching of the two gear pairs is achieved.
In this embodiment, the first friction plate group and the second friction plate group are arranged in the same structure, and the friction plate and the steel plate or the friction plate and the friction plate may be formed. Installing a friction plate on the clutch block, and installing a steel sheet on the outer side surface of the cavity; on the contrary, the friction plate can be arranged on the outer side surface of the cavity, the steel sheet is arranged on the clutch block, and then the mutual contact friction effect between the friction plate and the steel sheet is formed, so that the gear connected on the clutch block is subjected to clutch operation.
The double-headed piston body in this embodiment is i-shaped in cross section, and includes a seal ring 50311, a drive ring 50312, and a connection ring 50313 provided between the seal ring and the drive ring. Therefore, the double-end piston body is arranged in the cavity and is driven by different hydraulic control units, so that different clutch operations are carried out on the double clutch ends of the switching type double clutch. Specifically, the sealing ring is arranged in the piston groove and is sealed with the inner side surface of the piston groove, the driving ring is positioned in the clutch groove, and the connecting ring is positioned in the notch. And injecting hydraulic oil into the piston groove through the first oil inlet by using the first hydraulic control unit, and simultaneously injecting hydraulic oil into the piston groove through the second oil inlet by using the second hydraulic control unit, so that the two ends of the control sealing ring have the same pressure of the hydraulic oil, and simultaneously, the double-end piston body is positioned in the middle of the piston groove of the cavity and is kept balanced to reach an initial preparation state.
When the gear is switched, the first hydraulic control unit injects hydraulic oil into the piston groove of the cavity, so that the whole double-head piston body moves towards the direction of the second friction plate group at once, and the common gear is operated in a closed state. In a similar way, when the second hydraulic control unit injects hydraulic oil into the piston groove of the cavity, the double-end piston body moves towards the first friction plate group, and the first input gear is operated in a closed state, so that the gear changing effect with zero waiting time is achieved. The principle is as follows: when hydraulic oil is injected into the piston groove of the cavity again by any one of the first hydraulic control unit and the second hydraulic control unit, when the pressure of one end in the piston groove is greater than the pressure of the other end of the piston groove, the oil pressure in the piston groove of the cavity is unbalanced, the purpose of driving the double-head piston body to move in the piston groove of the cavity is achieved, driving friction is carried out on the first friction plate group or the second friction plate group through the double-head piston body, and the clutch effect is achieved. After the switching type double clutch in the initial state or working state has power input, the preparation time for driving the double-end piston body to move is zero, and the time length of the clutch structure in the process of clutching is shortened.
When the switching type double clutch is in clutch operation, one clutch piece is in a clutch state operation, the other clutch piece is in a clutch state operation at the same time, at the moment, the switching type double clutch is in one clutch operation, and the double-head piston body of the switching type double clutch keeps the current clutch state. When the clutch operation is carried out again, the clutch states of the two clutch blocks are opposite, and the two clutch blocks are switched simultaneously, so that the effect of mutually exclusive switching of the two groups of gear pairs is achieved.
And the two related hydraulic control units also perform oil return or filling operation correspondingly. The hydraulic control unit connected with the off state performs oil return, and the hydraulic control unit connected with the on state performs oil injection, so that the switching type double clutch can control the two gear pairs to perform clutch operation. Wherein the hydraulic control unit can be operated by the composition of the solenoid valve and the hydraulic pump. The pressure of a pipeline between the hydraulic pump and the oil inlet of the piston groove is adjusted through the electromagnetic valve, so that the hydraulic pump performs oil injection or oil return operation on the piston groove, and the purpose of driving the double-end piston body is achieved.
The present embodiment further includes a housing 70, which is provided with an input shaft hole 71, an output shaft hole 72, and an intermediate shaft hole 73. An input shaft is arranged in the input shaft hole, an output shaft is arranged in the output shaft hole, one end of the input shaft is a power input end, the other end of the input shaft is a connecting end, and the connecting end of the input shaft is used for being connected with the output shaft. In a similar way, one end of the output shaft is a power output end, the other end of the output shaft is a connecting end, and the connecting end of the output shaft is connected with the input shaft. The specific connection structure of the input shaft and the output shaft can be as follows: the connecting structure of the shaft end and the inner hole is characterized in that the inner hole is formed in the shaft end face of the output shaft, the stepped shaft is cut at the connecting end of the input shaft, the stepped shaft is embedded in the inner hole, the stepped shaft and the inner hole can be mutually supported through a bearing or a shaft sleeve, and the input shaft and the output shaft can rotate relatively. Conversely, an inner hole can be formed in the end face of the connecting end of the input shaft, and the connecting end of the output shaft is provided with a stepped shaft for assembly, so that the output shaft and the input shaft can be supported and rotated relatively at the connecting end.
And because the input shaft hole is positioned on one side wall of the shell, the output shaft hole is positioned on the other side wall of the shell opposite to the input shaft hole, the middle shaft hole penetrates through the shell and is arranged on the side surface of the shell where the input shaft hole is positioned and the other side surface of the shell where the output shaft hole is positioned, the central axis of the input shaft hole is collinear with the central axis of the output shaft hole, and the central axis of the middle shaft hole is parallel to the central axis of the input shaft hole or the central axis of the output shaft hole. The input shaft is arranged in the input shaft hole through a bearing or a shaft sleeve, and the output shaft is also arranged in the output shaft hole through a bearing or a shaft sleeve, so that the central axis of the input shaft and the central axis of the output shaft are collinear. And the two ends of the intermediate shaft are arranged in the intermediate shaft hole through bearings or shaft sleeves, so that the second input gear, the second output gear and the input and output gear on the intermediate shaft are positioned in the shell, and the effect that the central axis of the intermediate shaft is parallel to the central axis of the input shaft is achieved.
In this embodiment, two middle shaft holes on the housing are sealed by the end cap 731, and the input shaft hole and the output shaft hole are sealed by the dust caps, so that the power input end of the input shaft can pass through the through hole of the first dust cap 711 and be located outside the housing, and similarly, the power output end of the output shaft passes through the through hole of the second dust cap 721 and is located outside the housing, thereby achieving the purpose of being connected with other devices. The problems that the gear parts in the speed changer are corroded, aged, stuck or abraded and the like due to the fact that dust and water vapor in the air enter the speed changer are avoided. Thereby improving the practicability of the transmission avoiding gear conflict.
In some embodiments, the number of the intermediate shafts is multiple, such as two, three or four. The multiple intermediate shafts are arranged around the input shaft and the output shaft, for example, two intermediate shafts can be respectively arranged at the upper and lower positions of the input shaft and the output shaft, and the multiple intermediate shafts should have the same structure, for example, the same gears are arranged. Therefore, the loads of the input shaft and the output shaft can be distributed through the plurality of intermediate shafts, and the bending strength of the input shaft, the intermediate shafts and the output shaft is enhanced, so that the bearing capacity of the input shaft and the output shaft is improved, and the purpose of high load is achieved.
Example II,
Referring to fig. 5, the embodiment further provides a vehicle with a transmission for avoiding gear collision, which includes a transmission 1 and a vehicle body 2, the transmission is the transmission for avoiding gear collision described in the first embodiment, the transmission is connected to an engine and/or a motor in the vehicle body, and the transmission is used for switching the rotation speed and the torque of the engine and/or the motor of the vehicle body. The vehicle body can be a mine vehicle body, a bus body, a car body, a truck body or a bus body and the like, and the transmission is connected through the shaft and can complete the action of shifting while clutching, so that the aim of shifting with high efficiency is fulfilled. The gear sets are all in a meshed state, the transmission ratio of the output shaft and the input shaft is changed through switching of the switching type double clutch, the problem that collision occurs between the gears is effectively avoided, and the service life of the transmission is prolonged and/or the service life of the whole vehicle is prolonged.
It should be noted that, although the above embodiments have been described herein, the scope of the present invention is not limited thereby. Therefore, based on the innovative concept of the present invention, the changes and modifications of the embodiments described herein, or the equivalent structure or equivalent process changes made by the contents of the specification and the drawings of the present invention, directly or indirectly apply the above technical solutions to other related technical fields, all included in the protection scope of the present invention.
Claims (10)
1. A transmission for avoiding gear conflict is characterized in that: the double-clutch transmission comprises an input shaft, an output shaft, a shared gear, an intermediate shaft, a first switching type double clutch and a second switching type double clutch;
the input shaft is provided with a first input gear, the output shaft is provided with a first output gear, and the common gear is arranged on the input shaft and/or the output shaft between the first input gear and the first output gear;
the intermediate shaft is sequentially provided with a second input gear, an input output gear and a second output gear;
the first input gear and the second input gear are meshed with each other, the first output gear and the second output gear are meshed with each other, and the common gear and the input and output gears are meshed with each other;
the first switching double clutch is arranged between the first input gear and the common gear, and the second switching double clutch is arranged between the common gear and the first output gear;
the first switching type double clutch comprises a first clutch block, a second clutch block and a piston unit, wherein the first clutch block is arranged between the piston unit and the first input gear, the second clutch block is arranged between the piston unit and the common gear, and the piston unit is used for driving the first clutch block or the second clutch block to be in clutch; the second switching type double clutch and the first switching type double clutch are arranged in the same structure.
2. A transmission for avoiding gear clash as defined in claim 1, wherein: the gear ratio of the first input gear to the second input gear is greater than or less than that of the input output gear to the common gear, the gear ratio of the first input gear to the second input gear is greater than or less than that of the second output gear to the first output gear, and the gear ratio of the second output gear to the first output gear is greater than or less than that of the input output gear to the common gear.
3. A transmission for avoiding gear clash as defined in claim 1, wherein: the shell is provided with an input shaft hole, an output shaft hole and a middle shaft hole, the input shaft hole is positioned on one side wall of the shell, the output shaft hole is positioned on the other side wall opposite to the input shaft hole, the middle shaft hole penetrates through the shell and is arranged on the side face of the shell where the input shaft hole is positioned and the other side face of the shell where the output shaft hole is positioned, the central axis of the input shaft hole is collinear with the central axis of the output shaft hole, and the central axis of the middle shaft hole is parallel to the central axis of the input shaft hole or the central axis of the output shaft hole; the power input end of the input shaft is sleeved in the input shaft hole, the power output end of the output shaft is sleeved in the output shaft hole, and the intermediate shaft is arranged in the intermediate shaft hole.
4. A transmission for avoiding gear clash as defined in claim 3, wherein: the input shaft hole is provided with a first dustproof cover, and the output shaft hole is provided with a second dustproof cover.
5. A transmission for avoiding gear clash as defined in claim 1, wherein: the quantity of jackshaft is a plurality of, and a plurality of jackshafts encircle input shaft and output shaft setting.
6. A transmission for avoiding gear clash as defined in claim 1, wherein: the double-end clutch device comprises a piston unit and is characterized in that the piston unit comprises a double-end piston body, a cavity, a first hydraulic control unit and a second hydraulic control unit, a first oil inlet and a second oil inlet are formed in the cavity, the first hydraulic control unit is connected with the first oil inlet, the second hydraulic control unit is connected with the second oil inlet, the first hydraulic control unit and the second hydraulic control unit are used for driving the double-end piston body to move, and the double-end piston body is used for driving a first clutch block or a second clutch block to be in clutch driving.
7. A transmission for avoiding gear clash as defined in claim 6, wherein: the cross section of double-end piston body is the I shape, the double-end piston body includes sealing ring, drive ring and go-between, the go-between sets up between sealing ring and drive ring.
8. A transmission for avoiding gear clash as defined in claim 7, wherein: the cavity is provided with a piston groove, an engaging groove is formed in the outer wall of one side of the cavity, a notch is formed between the engaging groove and the piston groove, the sealing ring is arranged in the piston groove, the driving ring is located in the engaging groove, and the connecting ring is located in the notch.
9. A transmission for avoiding gear clash as defined in claim 6, wherein: the first clutch block includes a first set of friction plates and the second clutch block includes a second set of friction plates.
10. A vehicle having a transmission for avoiding gear collision, characterized by comprising a transmission according to any one of claims 1 to 9 and a vehicle body;
the transmission is connected with an engine and/or a motor in the vehicle body and used for switching the rotating speed and the torque of the engine and/or the motor of the vehicle body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920776525.2U CN211715677U (en) | 2019-05-27 | 2019-05-27 | Transmission and vehicle capable of avoiding gear collision |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920776525.2U CN211715677U (en) | 2019-05-27 | 2019-05-27 | Transmission and vehicle capable of avoiding gear collision |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211715677U true CN211715677U (en) | 2020-10-20 |
Family
ID=72813497
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920776525.2U Active CN211715677U (en) | 2019-05-27 | 2019-05-27 | Transmission and vehicle capable of avoiding gear collision |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211715677U (en) |
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2019
- 2019-05-27 CN CN201920776525.2U patent/CN211715677U/en active Active
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