CN212389706U - Wet-type three-clutch three-gear transmission - Google Patents
Wet-type three-clutch three-gear transmission Download PDFInfo
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- CN212389706U CN212389706U CN202020822255.7U CN202020822255U CN212389706U CN 212389706 U CN212389706 U CN 212389706U CN 202020822255 U CN202020822255 U CN 202020822255U CN 212389706 U CN212389706 U CN 212389706U
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Abstract
The utility model relates to the field of electric automobile gearboxes, and discloses a wet-type three-clutch three-gear gearbox, which comprises an input shaft assembly, a gear shifting fork shaft assembly, an intermediate shaft assembly and a main reducer assembly; the input shaft assembly comprises an input shaft, and a gear III driving gear, a gear II driving gear and a gear I driving gear are sequentially arranged on the input shaft respectively; the III-gear driving gear is connected with a III-gear wet clutch assembly; the II gear driving gear is connected with a II gear wet clutch assembly; the I gear driving gear is connected with an I gear wet clutch assembly; the gear shifting fork shaft assembly is respectively connected with the III-gear wet clutch assembly, the II-gear wet clutch assembly and the I-gear wet clutch assembly, and is used for gear switching; the final drive assembly includes a final drive driven gear and a differential. The gear shifting device has simple gear shifting operation, and the gear shifting can be realized only by operating the clutch during gear shifting; the power is not interrupted during gear shifting, and the power transmission is stable without impact during gear shifting; long service life and low failure rate.
Description
Technical Field
The utility model relates to an electric automobile gearbox field especially relates to a three separation and reunion third gear gearboxes of wet-type.
Background
With the decreasing of petroleum resources and the increasing of air pollution, new energy automobiles are becoming development hotspots, especially the development of electric automobiles, and become the key point of new energy development. At present, the electric automobile is basically not provided with a speed change device, and the existing electric automobile can only adopt a single-stage speed reducer because the technology of a speed changer which is suitable for the electric automobile is immature. With the development of science and technology, people improve the electric automobile gearbox, for example, the national patent publication CN201884571U discloses a 'fast-slow gear electric automobile gearbox', wherein a motor output shaft, a gap bridge axle and a gearbox output axle are arranged in a shell of the utility model; the output shaft of the motor is respectively connected with the shell and the motor; the motor output shaft is connected with a motor high-speed output wheel, a motor low-speed output wheel and a motor driving wheel; grooves and protrusions are respectively arranged on the high-speed output wheel and the low-speed output wheel of the motor and are correspondingly inserted with the driving wheel of the motor in a sliding manner; the outer side surface of the motor driving wheel is fixedly connected with a shifting fork; the gap bridge wheel shaft is sequentially connected with a first transmission gap bridge wheel, a second transmission gap bridge wheel, a third transmission gap bridge wheel and a fourth transmission gap bridge wheel which coaxially rotate; the first, second, third and fourth transmission gap bridge wheels are respectively in meshing transmission connection with the high-speed output wheel of the motor, the driving wheel of the motor and the low-speed output wheel of the motor; and the third transmission gap bridge wheel is in meshed transmission connection with the output wheel of the gearbox.
The utility model solves the gear shifting problem of the electric vehicle, but can not meet more requirements of the vehicle on different speeds and torques under different road conditions and load conditions; the gear shifting is not stable, and the power transmission has impact; and the shifting fork is connected to the driving wheel of the motor, so that the motor is easily damaged during gear shifting, and mechanical faults are caused.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a three separation and reunion three-gear transmissions of wet-type to realize electric automobile's many fender position and not stop to shift, realize the switching of shifting of no power interruption, with satisfying the vehicle under different road conditions and load condition, to more demands of different speeds of a motor vehicle and moment of torsion.
In order to realize the purpose, the utility model discloses a technical scheme as follows:
a wet-type three-clutch three-gear transmission comprises an input shaft assembly, a gear shifting fork shaft assembly, an intermediate shaft assembly and a main speed reducer assembly; the axes of the input shaft assembly, the gear shifting fork shaft assembly, the intermediate shaft assembly and the main reducer assembly are parallel to each other; the input shaft assembly comprises an input shaft, and a gear III driving gear, a gear II driving gear and a gear I driving gear are sequentially arranged on the input shaft respectively; the III-gear driving gear is connected with a III-gear wet clutch assembly; the II gear driving gear is connected with a II gear wet clutch assembly; the I gear driving gear is connected with an I gear wet clutch assembly; the gear shifting fork shaft assembly is respectively connected with the III-gear wet clutch assembly, the II-gear wet clutch assembly and the I-gear wet clutch assembly, and is used for gear switching; the main reducer assembly comprises a main reducer driven gear and a differential mechanism; the differential is connected with a transmission shaft, and the differential drives the wheels to rotate through the transmission shaft.
Furthermore, the III-gear wet clutch assembly comprises a driven plate of the III-gear clutch, a driving plate of the III-gear clutch, a shifting fork of the III-gear clutch and a clutch sleeve of the III-gear clutch; the II-gear clutch assembly comprises a II-gear clutch driven disc, a II-gear clutch driving disc, a II-gear clutch shifting fork and a II-gear clutch sleeve; the I-gear clutch assembly comprises an I-gear clutch driven disc, an I-gear clutch driving disc, an I-gear clutch shifting fork and an I-gear clutch sleeve.
Further, a driving disc of the III-gear clutch, a driving disc of the II-gear clutch and a driving disc of the I-gear clutch are respectively and fixedly connected with the input shaft; the III-gear driving gear is fixedly connected with a III-gear clutch driven disc; the II gear driving gear is fixedly connected with the II gear clutch driven disc; the I-gear driving gear is fixedly connected with the I-gear clutch driven disc.
Further, the gear shifting fork shaft assembly comprises a gear shifting fork shaft, and a gear III gear shifting fork, a gear II shifting fork and a gear I shifting fork are sequentially arranged on the gear shifting fork shaft; the III gear shifting fork is connected with the III gear clutch sleeve, and the position of the III gear shifting fork corresponds to the position of the III gear clutch sleeve; the gear II shifting fork is connected with the gear II clutch sleeve, and the position of the gear II shifting fork corresponds to the position of the gear II clutch sleeve; the I-gear shifting fork is connected with the I-gear clutch sleeve, and the position of the I-gear shifting fork corresponds to the position of the I-gear clutch sleeve.
Further, the intermediate shaft assembly comprises an intermediate shaft, wherein intermediate shaft bearings are respectively arranged at two ends of the intermediate shaft, and an intermediate shaft driving gear, an intermediate shaft III-gear driven gear, an intermediate shaft II-gear driven gear and an intermediate shaft I-gear driven gear are sequentially arranged on the intermediate shaft; the intermediate shaft III gear driven gear is meshed with the III gear driving gear; the intermediate shaft II gear driven gear is meshed with the II gear driving gear; the I-gear driven gear of the intermediate shaft is meshed with the I-gear driving gear.
Further, a driven gear of the main speed reducer is meshed with a driving gear of the intermediate shaft; the differential mechanism comprises a half shaft gear and a planetary gear; and the driven gear of the main speed reducer is fixedly connected with the differential through bolts.
Furthermore, two ends of the main reducer assembly are respectively connected with a main reducer bearing.
The utility model has the advantages that: the gear shifting operation is simple, and the gear shifting can be realized only by operating the clutch during gear shifting; the power is not interrupted during gear shifting, and the power transmission is stable without impact during gear shifting; long service life and low failure rate.
Drawings
Fig. 1 is a schematic structural diagram of a wet three-clutch three-gear transmission provided in the first embodiment.
1. An input shaft, a 2-gear driving gear, a III-gear driving gear, a 3-gear clutch driven disc, a 4-gear clutch driving disc, a III-gear clutch fork, a 6-gear clutch sleeve, a 7-gear driving gear, a II-gear driving gear, a 8-gear clutch driven disc, a 9-gear clutch driving disc, a 10-gear clutch fork, a 11-gear clutch sleeve, a 12-gear driving gear, a 13-gear clutch driven disc, a 14-gear clutch driving disc, a 15-gear clutch fork, a 16-gear clutch sleeve, a 17-gear driving gear, a 18-gear driven gear, a 19-gear driven gear, a 20-gear driven gear, a 21-gear shifting fork shaft, a 22-gear bearing, a 23-gear driven gear, a 24-gear, a half-shaft gear, a 25-gear, a planet gear, a 26-gear bearing, a 27-gear shifting fork, 28. the gear shifting fork is arranged at the gear II, and the gear shifting fork is arranged at the gear 29 and the gear I.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the invention, are given by way of illustration only. It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the drawings are used for distinguishing similar objects and not necessarily for describing a particular sequential or chronological order, and it should be understood that the terms so used are interchangeable under appropriate circumstances and are merely used for describing the distinguishing modes of the embodiments of the present invention for objects with the same attributes when describing the embodiments. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of elements is not necessarily limited to those elements, but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.
In one embodiment, a wet three-clutch three-gear transmission is shown in fig. 1 and comprises an input shaft assembly, a gear shifting fork shaft assembly, an intermediate shaft assembly and a main speed reducer assembly; the axes of the input shaft assembly, the gear shifting fork shaft assembly, the intermediate shaft assembly and the main reducer assembly are parallel to each other; the input shaft assembly comprises an input shaft 1, and a gear III driving gear 2, a gear II driving gear 7 and a gear I driving gear 8 are sequentially arranged on the input shaft 1 respectively; the III-gear driving gear 2 is connected with a III-gear wet clutch assembly; the II gear driving gear 7 is connected with an II gear wet clutch assembly; the I gear driving gear 8 is connected with an I gear wet clutch assembly; the gear shifting fork shaft assembly is respectively connected with the III-gear wet clutch assembly, the II-gear wet clutch assembly and the I-gear wet clutch assembly, and is used for gear switching; the main reducer assembly comprises a main reducer driven gear 23 and a differential; the differential is connected with a transmission shaft, and the differential drives the wheels to rotate through the transmission shaft.
The III-gear wet clutch assembly comprises a III-gear clutch driven disc 3, a III-gear clutch driving disc 4, a III-gear clutch shifting fork 5 and a III-gear clutch sleeve 6; the II-gear clutch assembly comprises a II-gear clutch driven disc 8, a II-gear clutch driving disc 9, a II-gear clutch shifting fork 10 and a II-gear clutch sleeve 11; the I-gear clutch assembly comprises an I-gear clutch driven disc 13, an I-gear clutch driving disc 14, an I-gear clutch shifting fork 15 and an I-gear clutch sleeve 16.
The driving disk 4 of the III-gear clutch, the driving disk 9 of the II-gear clutch and the driving disk 14 of the I-gear clutch are fixedly connected with the input shaft 1 respectively; the III-gear driving gear 2 is fixedly connected with the III-gear clutch driven disc 3; the II gear driving gear 7 is fixedly connected with the II gear clutch driven disc 8; the I-gear driving gear 12 is fixedly connected with an I-gear clutch driven plate 13.
The gear shifting fork shaft assembly comprises a gear shifting fork shaft 21, and a gear III gear shifting fork 27, a gear II shifting fork 28 and a gear I shifting fork 29 are sequentially arranged on the gear shifting fork shaft 21; the III-gear shifting fork 27 is connected with the III-gear clutch sleeve 6, and the position of the III-gear shifting fork 27 corresponds to the position of the III-gear clutch sleeve 6; the II-gear shifting fork 28 is connected with the II-gear clutch sleeve 11, and the position of the II-gear shifting fork 28 corresponds to the position of the II-gear clutch sleeve 11; an I-range shift fork 29 is connected to the I-range clutch sleeve 16, and the position of the I-range shift fork 29 corresponds to the position of the I-range clutch sleeve 16.
The intermediate shaft assembly comprises an intermediate shaft, wherein intermediate shaft bearings 22 are respectively arranged at two ends of the intermediate shaft, and an intermediate shaft driving gear 17, an intermediate shaft III-gear driven gear 18, an intermediate shaft II-gear driven gear 19 and an intermediate shaft I-gear driven gear 20 are sequentially arranged on the intermediate shaft; the intermediate shaft III gear driven gear 18 is meshed with the III gear driving gear 2; the intermediate shaft II gear driven gear 19 is meshed with the II gear driving gear 7; the intermediate shaft I gear driven gear 20 is meshed with the I gear driving gear 12.
The driven gear 23 of the main reducer is meshed with the driving gear 17 of the intermediate shaft; the differential includes side gears 24 and planetary gears 25; the driven gear 23 of the main speed reducer is fixedly connected with the differential through bolts.
The two ends of the main reducer assembly are respectively connected with a main reducer bearing 26.
Utilize the utility model discloses theory of operation when shifting is as follows:
when the neutral gear is switched to the I gear, the I gear shift fork 29 is operated to drive the I gear clutch sleeve 16 to move towards the I gear clutch (i.e. the I gear clutch sleeve 16 is located at the left side in the first embodiment), and the I gear clutch fork 15 is pressed by the I gear clutch sleeve 16 to open outwards during the movement, so that the I gear clutch driven disc 13 and the I gear clutch driving disc 14 are linked after being engaged. At this time, the II-gear clutch fork and the III-gear clutch fork are in a contracted state, and the II-gear clutch driven disc 8 and the II-gear clutch driving disc 9, and the III-gear clutch driven disc 3 and the III-gear clutch driving disc 4 are in a separated state, respectively. The I-gear driving gear 12 drives the intermediate shaft I-gear driven gear 20 to rotate, so as to drive the intermediate shaft assembly and the main speed reducer assembly to rotate to generate power output. At the moment, the II-gear driving gear 7 and the III-gear driving gear 2 do not have power output and respectively rotate along with the II-gear driven gear 19 and the III-gear driven gear 18, and meanwhile, the II-gear clutch driven disc 8 and the III-gear clutch driven disc 3 are driven to rotate; meanwhile, the II-gear clutch driven disc 8 and the II-gear clutch driving disc 9 as well as the III-gear clutch driven disc 3 and the III-gear clutch driving disc 4 form a rotation speed difference respectively.
When the gear I is switched to the gear II, the gear II shifting fork 28 is operated, the gear II shifting fork 28 is utilized to drive the gear II clutch sleeve 11 to move towards the gear II clutch (namely, the gear II clutch sleeve 11 is positioned at the left side direction in the embodiment I), the gear I wet clutch assembly moves towards the direction opposite to the direction of the gear II wet clutch assembly in the moving process and is gradually disconnected, and the gear I clutch driving disc 14 and the gear I clutch driven disc 13 are gradually separated to gradually reduce the power; and the driving disk 9 of the II-gear clutch and the driven disk 8 of the II-gear clutch are gradually engaged, and the power transmitted by the II-gear wet clutch assembly is gradually increased. When the gear I is switched to the gear II, the power (speed) is switched smoothly without impact. When the shift fork 29 for shift I is moved to the first preset designated position, the power transmission of the clutch for shift I is completely disconnected. At this time, the second-gear driving gear 7 drives the intermediate shaft second-gear driven gear 19 to rotate, so as to drive the intermediate shaft assembly and the main reducer assembly to rotate and output power. At the moment, the gear I driving gear 12 and the gear III driving gear 2 do not have power output and rotate along with the intermediate shaft gear I driven gear 20 and the intermediate shaft gear III driven gear 18 respectively. Meanwhile, a rotation speed difference is formed between the I-gear clutch driven disc 13 and the I-gear clutch driving disc 14, and a rotation speed difference is formed between the III-gear clutch driven disc 3 and the III-gear clutch driving disc 4.
When the gear II is switched to the gear III, the gear III shifting fork 27 is operated, the gear III shifting fork 27 is utilized to drive the gear III clutch sleeve 6 to move towards the gear III clutch (namely, the gear III clutch sleeve 6 is positioned at the left side direction in the embodiment I), the gear II wet clutch assembly moves towards the direction opposite to the direction of the gear III wet clutch assembly in the moving process and is gradually disconnected, the gear II clutch driving disc 9 and the gear II clutch driven disc 8 are gradually separated to enable the power energy to be gradually reduced, and the gear III clutch driving disc 4 and the gear III clutch driven disc 3 are gradually engaged to enable the power transmitted by the gear III wet clutch assembly to be gradually increased. The power (speed) is switched smoothly and without impact when the gear II is switched to the gear III. And when the II-gear shifting fork 28 moves to the second preset designated position, the power transmission of the II-gear wet clutch assembly is completely disconnected. At this time, the driving gear 2 in the third gear drives the driven gear 18 in the third gear of the intermediate shaft to rotate, so as to drive the intermediate shaft assembly and the main reducer assembly to rotate and output power. At the moment, the I-gear driving gear 12 and the II-gear driving gear 7 do not have power output and rotate along with the intermediate shaft I-gear driven gear 20 and the intermediate shaft II-gear driven gear 19 respectively, meanwhile, a rotation speed difference is formed between the I-gear clutch driven disc 13 and the I-gear clutch driving disc 14, and a rotation speed difference is formed between the II-gear clutch driven disc 9 and the II-gear clutch driving disc 8.
Through adopting the utility model discloses an above-mentioned technical scheme has obtained following profitable effect:
the gear shifting device has simple gear shifting operation, and the gear shifting can be realized only by operating the clutch during gear shifting; the power is not interrupted during gear shifting, and the power transmission is stable without impact during gear shifting; long service life and low failure rate.
The above is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of improvements and decorations can be made without departing from the principle of the present invention, and these improvements and decorations should also be viewed as the protection scope of the present invention.
Claims (7)
1. A wet-type three-clutch three-gear transmission is characterized by comprising an input shaft assembly, a gear shifting fork shaft assembly, an intermediate shaft assembly and a main speed reducer assembly; the axes of the input shaft assembly, the gear shifting fork shaft assembly, the intermediate shaft assembly and the main speed reducer assembly are parallel to each other; the input shaft assembly comprises an input shaft, and a gear III driving gear, a gear II driving gear and a gear I driving gear are sequentially arranged on the input shaft respectively; the III-gear driving gear is connected with a III-gear wet clutch assembly; the II gear driving gear is connected with an II gear wet clutch assembly; the I-gear driving gear is connected with an I-gear wet clutch assembly; the gear shifting fork shaft assembly is respectively connected with the gear III wet clutch assembly, the gear II wet clutch assembly and the gear I wet clutch assembly, and is used for gear switching; the main speed reducer assembly comprises a main speed reducer driven gear and a differential mechanism; the differential mechanism is connected with a transmission shaft, and the differential mechanism drives wheels to rotate through the transmission shaft.
2. The wet three-clutch three-speed gearbox of claim 1, wherein the III-speed wet clutch comprises a III-speed clutch driven disc, a III-speed clutch driving disc, a III-speed clutch shift fork and a III-speed clutch sleeve; the II-gear clutch assembly comprises a II-gear clutch driven disc, a II-gear clutch driving disc, a II-gear clutch shifting fork and a II-gear clutch sleeve; the I-gear clutch assembly comprises an I-gear clutch driven disc, an I-gear clutch driving disc, an I-gear clutch shifting fork and an I-gear clutch sleeve.
3. The wet three-clutch three-speed gearbox according to claim 2, wherein the third-gear clutch driving disk, the second-gear clutch driving disk and the first-gear clutch driving disk are respectively fixedly connected with an input shaft; the III-gear driving gear is fixedly connected with the III-gear clutch driven disc; the II gear driving gear is fixedly connected with the II gear clutch driven disc; the I-gear driving gear is fixedly connected with the I-gear clutch driven disc.
4. The wet three-clutch three-gear gearbox according to claim 3, wherein the shift fork shaft assembly comprises a shift fork shaft, and a third-gear shift fork, a second-gear shift fork and a first-gear shift fork are sequentially arranged on the shift fork shaft; the III-gear shifting fork is connected with the III-gear clutch sleeve, and the position of the III-gear shifting fork corresponds to the position of the III-gear clutch sleeve; the gear II shifting fork is connected with the gear II clutch sleeve, and the position of the gear II shifting fork corresponds to the position of the gear II clutch sleeve; the I-gear shifting fork is connected with the I-gear clutch sleeve, and the position of the I-gear shifting fork corresponds to the position of the I-gear clutch sleeve.
5. The wet three-clutch three-gear gearbox according to claim 4, wherein the intermediate shaft assembly comprises an intermediate shaft, two ends of the intermediate shaft are respectively provided with an intermediate shaft bearing, and the intermediate shaft is sequentially provided with an intermediate shaft driving gear, an intermediate shaft III-gear driven gear, an intermediate shaft II-gear driven gear and an intermediate shaft I-gear driven gear; the intermediate shaft III gear driven gear is meshed with the III gear driving gear; the intermediate shaft II gear driven gear is meshed with the II gear driving gear; the I-gear driven gear of the intermediate shaft is meshed with the I-gear driving gear.
6. The wet three-clutch three-speed transmission according to claim 5, wherein said final drive driven gear is in mesh with said countershaft drive gear; the differential comprises a half shaft gear and a planetary gear; and the driven gear of the main speed reducer is fixedly connected with the differential through bolts.
7. The wet three-clutch three-speed transmission according to claim 6, wherein a final drive bearing is connected to each end of the final drive assembly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020822255.7U CN212389706U (en) | 2020-05-15 | 2020-05-15 | Wet-type three-clutch three-gear transmission |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020822255.7U CN212389706U (en) | 2020-05-15 | 2020-05-15 | Wet-type three-clutch three-gear transmission |
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| CN212389706U true CN212389706U (en) | 2021-01-22 |
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| CN202020822255.7U Active CN212389706U (en) | 2020-05-15 | 2020-05-15 | Wet-type three-clutch three-gear transmission |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111623089A (en) * | 2020-05-15 | 2020-09-04 | 中瑞德科(北京)工业设计有限公司 | Wet-type three-clutch three-gear transmission |
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- 2020-05-15 CN CN202020822255.7U patent/CN212389706U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111623089A (en) * | 2020-05-15 | 2020-09-04 | 中瑞德科(北京)工业设计有限公司 | Wet-type three-clutch three-gear transmission |
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20230718 Address after: No. 88, Beiyuan East Road, Chaoyang District, Beijing 100012 Patentee after: Beijing Kaiyun Automobile Co.,Ltd. Address before: 100102 Wangjing Garden 609 Building, Chaoyang District, Beijing, Level 11, 203 Patentee before: ZHONGRUI DEKE (BEIJING) INDUSTRIAL DESIGN Co.,Ltd. |
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| TR01 | Transfer of patent right | ||
| CP03 | Change of name, title or address |
Address after: No. 88 Beiyuan East Road, Chaoyang District, Beijing Patentee after: Beijing Kaiyun Energy Co.,Ltd. Country or region after: China Address before: No. 88 Beiyuan East Road, Chaoyang District, Beijing Patentee before: Beijing Kaiyun Automobile Co.,Ltd. Country or region before: China |
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| CP03 | Change of name, title or address |