CN211852689U

CN211852689U - Three-shaft type combined speed change mechanism

Info

Publication number: CN211852689U
Application number: CN201922002024.1U
Authority: CN
Inventors: 韦光珍; 吴有智; 张玉平
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-11-19
Filing date: 2019-11-19
Publication date: 2020-11-03
Anticipated expiration: 2029-11-19

Abstract

The invention discloses a three-shaft combined speed change mechanism, wherein an auxiliary speed change mechanism is additionally arranged on the left side of an original main speed change mechanism, the auxiliary speed change mechanism and the main speed change mechanism are both of two-shaft structures, and an output shaft of the auxiliary speed change mechanism and an input shaft of the main speed change mechanism are the same shaft, so that all gears of the novel three-shaft speed change mechanism can be driven by two shafts except for reverse gear.

Description

Three-shaft type combined speed change mechanism

Technical Field

The present invention relates to a transmission.

Background

It is known that: in order to fully exert the performance of the engine, a transmission matched with the engine is desirable, and when conditions permit, gears are as many as possible, taking a commonly used mechanical gear transmission as an example: from the first two, three, four, five and sixteen gears to the thirty-two gear for peak making and heavy semi-trailer. Mechanical gear transmissions with more than eight gears typically employ a combination of main and range shifts, as increasing gears in a single transmission increases size, weight, and manufacturing difficulty.

At present, all domestic and foreign vehicles with front-engine rear-drive engines adopt mechanical three-shaft transmissions as main transmissions and auxiliary transmissions except vehicles adopting automatic transmissions, and a combined transmission consisting of main transmission mechanisms and auxiliary transmission mechanisms has low overall transmission efficiency, and for example, a front-mounted auxiliary transmission disclosed by CN 201513528U takes an auxiliary transmission mechanism with two gears of high and low gears as an example: when the auxiliary transmission is in low gear, the output torque of the engine is transmitted to the auxiliary transmission intermediate shaft through the normally meshed driving teeth on the auxiliary transmission input shaft and the normally meshed driven teeth on the auxiliary transmission intermediate shaft, and then transmitted to the auxiliary transmission low gear driven teeth on the main transmission input shaft through the low gear driving teeth on the auxiliary transmission intermediate shaft, and all the gears of the main transmission need to transmit the output torque of the engine through two pairs of gears, so that the overall transmission efficiency of the transmission with the structure is reduced, and the fuel economy of the whole vehicle is affected.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: aiming at the problem of low transmission efficiency of the existing three-shaft type auxiliary speed change mechanism, a novel three-shaft type combined speed change mechanism is provided.

The technical scheme of the invention is as follows:

a three-shaft combined speed change mechanism comprises an input shaft, a common shaft and an output shaft, wherein a high-speed gear pair or a low-speed gear pair is selected to be transmitted between the input shaft and the common shaft through a secondary gear shift mechanism, and gear pairs with different transmission ratios are selected to be transmitted between the common shaft and the output shaft through a main gear shift mechanism. The input shaft and the left section of the common shaft form an auxiliary speed change mechanism, the right section of the common shaft and the output shaft form a main speed change mechanism, and the main speed change mechanism and the auxiliary speed change mechanism are arranged in different boxes and are driven by the common shaft

The secondary shift mechanism may be mounted on the input shaft or on a common shaft.

The auxiliary gear shifting mechanism is arranged on a common shaft: the input shaft is fixedly connected with a low-speed gear driving tooth and a high-speed gear driving tooth, the low-speed gear driving tooth and the high-speed gear driving tooth are normally meshed with a low-speed gear driven tooth or a high-speed gear driven tooth which are sleeved on a common shaft in a hollow mode, and the common shaft is selectively connected with the low-speed gear driven tooth or the high-speed gear driven tooth through an auxiliary gear shifting mechanism. The auxiliary gear shifting mechanism comprises a combination gear sleeve and fixed gears, the fixed gears are arranged between the low-speed gear driven gears and the high-speed gear driven gears and fixedly connected with a common shaft, and the fixed gears can be connected with the combination gears on the inner side of the low-speed gear driven gears or the combination gears on the inner side of the high-speed gear driven gears by moving the combination gear sleeve.

When the auxiliary gear shifting mechanism is installed on the input shaft: the input shaft is sleeved with a low-speed gear driving tooth and a high-speed gear driving tooth in a hollow mode, the low-speed gear driving tooth and the high-speed gear driving tooth are respectively and constantly meshed with a low-speed gear driven tooth or a high-speed gear driven tooth fixedly connected to a common shaft, and the input shaft is selectively connected with the low-speed gear driving tooth and the high-speed gear driving tooth through an auxiliary gear shifting mechanism. The auxiliary gear shifting mechanism comprises a combination gear sleeve and fixing gears, the fixing gears are arranged between the low-speed gear driving gear and the high-speed gear driving gear and fixedly connected with the input shaft, and the combination gear sleeve is moved to enable the fixing gears to be connected with the combination gears on the inner side of the low-speed gear driving gear or the combination gears on the inner side of the high-speed gear driving gear.

The input shaft and the output shaft are arranged coaxially. The positions of the high-speed gear pair and the low-speed gear pair can be interchanged.

The mounting shell of the speed change mechanism is formed by sequentially connecting a front shell, an auxiliary speed change shell, a main speed change shell and a rear end cover, an input shaft is mounted in the front shell and the auxiliary speed change shell, a common shaft is mounted in the auxiliary speed change shell and the main speed change shell, and an output shaft is mounted in the main speed change shell and the rear end cover.

The high-speed gear pair, the low-speed gear pair and the auxiliary gear shifting mechanism are located in the auxiliary speed changing shell, and the high-low gear shifting actuating mechanism is installed outside the auxiliary speed changing shell and used for controlling a gear shifting gear ring of the auxiliary gear shifting mechanism.

The invention has the beneficial effects that:

the invention discloses a novel three-shaft speed change mechanism, wherein an auxiliary speed change mechanism and a main speed change mechanism are both of two-shaft structures, and an output shaft of the auxiliary speed change mechanism and an input shaft of the main speed change mechanism are the same shaft, so that all gears of the novel three-shaft speed change mechanism can be subjected to two-shaft transmission except for reverse gear.

The invention is based on the existing three-shaft mechanical speed-changing mechanism, a two-shaft type auxiliary speed-changing mechanism is added at the input end of the three-shaft mechanical speed-changing mechanism, the output shaft of the two-shaft type auxiliary speed-changing mechanism is connected with the intermediate shaft of the main speed-changing mechanism to form a common shaft, so that the output shaft of the two-shaft type auxiliary speed-changing mechanism is also changed into the input shaft of the original main speed-changing mechanism, and the two-shaft type main speed-changing mechanism is also changed because the input shaft of the original main speed-changing mechanism is not needed, therefore, no matter the auxiliary speed-changing mechanism is in high gear or low gear, the output torque of the engine only needs to pass through a pair of gear pairs of the auxiliary speed-changing mechanism and another pair of gear pairs of the main speed-changing mechanism, and can be transmitted through the output shaft of the novel three-shaft type combined.

Description of the drawings:

fig. 1 is a schematic view of the concept of the present invention.

Fig. 2 is a schematic view of the transmission structure of embodiment 2.

FIG. 3 is a schematic view of another structure of embodiment 2.

Fig. 4 is a schematic view of the transmission structure of embodiment 3.

FIG. 5 is a schematic view of another structure of embodiment 3.

Fig. 6 is a schematic view of the structure of the mounting case.

Fig. 7 is a three-shaft five-speed transmission based on the improvement.

Detailed Description

Example 1:

as shown in fig. 1, in this embodiment, a sub-transmission mechanism is added on the left side of an original main transmission mechanism, an input shaft of the original main transmission mechanism is used as an input shaft of the sub-transmission mechanism, an intermediate shaft of the original main transmission mechanism is used as a common shaft of main transmission and sub-transmission, two sets of gear pairs with different transmission ratios are arranged between the input shaft and the common shaft, and a high-speed gear pair or a low-speed gear pair is selected by the sub-gear shifting mechanism for transmission.

The main transmission selected in the specific implementation is a three-shaft five-gear transmission commonly used on a micro-surface micro-card in China at present, the front end of an intermediate shaft of a main transmission mechanism is lengthened to form an output shaft of an auxiliary transmission mechanism, and the output shaft is used for mounting high-gear driven teeth and low-gear driven teeth of the auxiliary transmission mechanism; in addition, an original transmission input shaft is removed, the front end of an original transmission output shaft is lengthened, the supporting mode of the original transmission output shaft is changed, the lengthened front end of the output shaft is installed in a bearing of the original transmission input shaft, and a normally meshed driving tooth on the original input shaft is changed into a four-gear driven tooth of the main speed change mechanism.

Example 2:

in the embodiment, the structure of the original three-shaft five-gear transmission is improved, a secondary transmission mechanism is additionally arranged on the left side of the original main transmission mechanism, and the appearance structure before improvement is as shown in fig. 7: the front shell body 1, the main speed changing shell body 4 and the rear end cover 5 are included, a sub speed changing shell body 2 is additionally arranged between the front shell body 1 and the main speed changing shell body 4, the structure after the addition is shown in figure 6, and a high-low gear shifting actuating mechanism 3 is arranged on the sub speed changing shell body 2 and used for controlling an internal sub gear shifting mechanism.

The internal transmission structure is shown in fig. 2 and comprises: input shaft a21, common shaft a (range output shaft/main shift input shaft) 12, main shift output shaft 13, range low driving tooth H4, range high driving tooth H5, range low driven tooth G8, range high driven tooth G9, and high-low gear shift engagement sleeve 10. The input shaft a21 is mounted in the front housing 1 and the range casing 2, the common shaft a12 is mounted in the range casing 2 and the main shift casing 4, and the output shaft 13 is mounted in the main shift casing 4 and the rear end cap (5). Fig. 3 is a view for interchanging the positions of the high-speed gear pair and the low-speed gear pair in addition to the structure of fig. 2.

The range low-gear driving tooth H4 and the range high-gear driving tooth H5 on the input shaft a21 can directly transmit the output torque of the engine to the driving teeth of each gear of the main transmission mechanism mounted on the common shaft a12 through the range low-gear driven tooth G8 and the range high-gear driven tooth G9 mounted on the common shaft a range output shaft/main transmission input shaft 12, and then directly transmit the output torque to the driven teeth of each gear mounted on the main transmission output shaft 13 through the driving teeth, and then output the torque by the main transmission output shaft 13.

The auxiliary gear shifting mechanism is characterized in that a fixed gear is arranged on an input shaft A21 and is positioned between an auxiliary transmission low-gear driving gear H4 and an auxiliary transmission high-gear driving gear H5, a high-low gear shifting engagement gear sleeve 10 is arranged on the fixed gear of the input shaft A21, and when the high-low gear shifting engagement gear sleeve is engaged with a combined gear on the inner side of the auxiliary transmission low-gear driving gear H4, the auxiliary transmission mechanism is in a low gear; when the engagement teeth on the inner side of the subtransmission high-speed drive teeth H5 are engaged, the subtransmission mechanism is in the high speed.

Example 3:

As shown in fig. 4, the transmission structure in the housing includes: the gear-shifting mechanism comprises an input shaft B1, a common shaft B auxiliary transmission output shaft/main transmission input shaft 11, a main transmission output shaft 13, an auxiliary transmission low-gear driving tooth G2, an auxiliary transmission high-gear driving tooth G3, an auxiliary transmission low-gear driven tooth H6, an auxiliary transmission high-gear driven tooth H7 and a high-low gear shifting engagement gear sleeve 10. The input shaft B1 is mounted in the front housing 1 and the range casing 2, the common shaft B12 is mounted in the range casing 2 and the main shift casing 4, and the output shaft 13 is mounted in the main shift casing 4 and the rear end cap 5. Fig. 5 is a view for interchanging the positions of the high-speed gear pair and the low-speed gear pair in addition to the configuration of fig. 4.

The range low gear driving tooth G2 and the range high gear driving tooth G3 on the input shaft B1 can directly transmit the output torque of the engine to the driving teeth of each gear of the main transmission mechanism mounted on the common shaft through the range low gear driven tooth H6 and the range high gear driven tooth H7 mounted on the common shaft B11, and then directly transmit the output torque to the driven teeth of each gear mounted on the main transmission output shaft 13 through the driving teeth, and the output torque is output by the main transmission output shaft 13. Engaging teeth are arranged on the inner sides of the sub-transmission low-gear driven teeth H6 and the sub-transmission low-gear driven teeth H6, fixed teeth are arranged between the sub-transmission low-gear driven teeth H6 and the sub-transmission low-gear driven teeth H6, and the fixed teeth are mounted on a common shaft B11.

High-low shift engagement sleeve 10 is mounted on the fixed tooth of common shaft B11, and when it is engaged with range low driven tooth H6, the range change mechanism is low; when the subtransmission high gear driven tooth H7 is engaged, the subtransmission mechanism is in a high gear.

Claims

1. A three-shaft combined speed change mechanism comprises an input shaft, a common shaft and an output shaft, and is characterized in that: the input shaft and the common shaft select a high-speed gear pair or a low-speed gear pair for transmission through the auxiliary gear shifting mechanism, and the common shaft and the output shaft select gear pairs with different transmission ratios for transmission through the main gear shifting mechanism.

2. The three-shaft compound transmission mechanism according to claim 1, wherein: the input shaft and the left section of the common shaft form an auxiliary speed change mechanism, the right section of the common shaft and the output shaft form a main speed change mechanism, and the main speed change mechanism and the auxiliary speed change mechanism are arranged in different boxes and are driven by the common shaft.

3. The three-shaft compound transmission mechanism according to claim 1, wherein: the input shaft is fixedly connected with a low-speed gear driving tooth and a high-speed gear driving tooth, the low-speed gear driving tooth and the high-speed gear driving tooth are normally meshed with a low-speed gear driven tooth or a high-speed gear driven tooth which are sleeved on a common shaft in a hollow mode, and the common shaft is selectively connected with the low-speed gear driven tooth or the high-speed gear driven tooth through an auxiliary gear shifting mechanism.

4. The three-shaft compound transmission mechanism according to claim 3, wherein: the auxiliary gear shifting mechanism comprises a combination gear sleeve and fixed gears, the fixed gears are arranged between the low-speed gear driven gears and the high-speed gear driven gears and fixedly connected with a common shaft, and the fixed gears can be connected with the combination gears on the inner side of the low-speed gear driven gears or the combination gears on the inner side of the high-speed gear driven gears by moving the combination gear sleeve.

5. The three-shaft compound transmission mechanism according to claim 1, wherein: the input shaft is sleeved with a low-speed gear driving tooth and a high-speed gear driving tooth in a hollow mode, the low-speed gear driving tooth and the high-speed gear driving tooth are respectively and constantly meshed with a low-speed gear driven tooth or a high-speed gear driven tooth fixedly connected to a common shaft, and the input shaft is selectively connected with the low-speed gear driving tooth and the high-speed gear driving tooth through an auxiliary gear shifting mechanism.

6. The three-shaft compound transmission mechanism according to claim 5, wherein: the auxiliary gear shifting mechanism comprises a combination gear sleeve and fixing gears, the fixing gears are installed between the low-speed gear driving gear and the high-speed gear driving gear and fixedly connected with the input shaft, and the combination gear sleeve is moved to enable the fixing gears to be connected with the combination gears on the inner side of the low-speed gear driving gear or the combination gears on the inner side of the high-speed gear driving gear.

7. The three-shaft compound transmission mechanism according to any one of claims 1 to 6, wherein: the input shaft and the output shaft are arranged coaxially.

8. The three-shaft compound transmission mechanism according to any one of claims 1 to 6, wherein: the positions of the high-speed gear pair and the low-speed gear pair are interchanged.

9. The three-shaft compound transmission mechanism according to any one of claims 1 to 6, wherein: the mounting shell of the speed change mechanism is formed by sequentially connecting a front shell, an auxiliary speed change shell, a main speed change shell and a rear end cover, an input shaft is mounted in the front shell and the auxiliary speed change shell, a common shaft is mounted in the auxiliary speed change shell and the main speed change shell, and an output shaft is mounted in the main speed change shell and the rear end cover.

10. The three-shaft compound transmission mechanism according to claim 9, wherein: the high-speed gear pair, the low-speed gear pair and the auxiliary gear shifting mechanism are located in the auxiliary speed changing shell, and the high-low gear shifting actuating mechanism is installed outside the auxiliary speed changing shell and used for controlling a gear shifting gear ring of the auxiliary gear shifting mechanism.