CN212564309U - One-way transmission shaft and one-way speed change mechanism - Google Patents
One-way transmission shaft and one-way speed change mechanism Download PDFInfo
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- CN212564309U CN212564309U CN202020212460.1U CN202020212460U CN212564309U CN 212564309 U CN212564309 U CN 212564309U CN 202020212460 U CN202020212460 U CN 202020212460U CN 212564309 U CN212564309 U CN 212564309U
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Abstract
The invention discloses a one-way transmission shaft and a one-way speed change mechanism, wherein the transmission shaft consists of a front input shaft and an input shaft which are coaxially arranged, the front input shaft and the input shaft are connected through a one-way clutch, and the front input shaft and the input shaft are respectively connected with an outer ring or an inner ring of the one-way clutch; the front transmission shell and the middle transmission shell are separated, and the original input shaft is replaced by the one-way transmission shaft. The invention can change the traditional driving mode, reduce the labor intensity of automobile drivers, remarkably prolong the service life of the clutch, save the use and maintenance cost of the automobile, greatly reduce the power interruption time during gear shifting and improve the driving comfort of the automobile on the premise of meeting the traffic safety regulations and utilizing the friction work of the engine to assist braking to control the automobile speed so as to ensure the driving safety.
Description
Technical Field
The invention relates to an automobile transmission, in particular to a transmission shaft thereof.
Background
At present, most of domestic commercial vehicles, mini-cars and partial passenger cars all use a mechanical transmission for manual gear shifting, and partial vehicle types also use an AMT (automated mechanical transmission), and the two transmissions have the advantages of simple structure, low cost, easiness in manufacturing, convenience in maintenance, high transmission efficiency and the like, but can realize gear shifting only by separating and engaging a clutch when gear shifting is carried out, so that power interruption is inevitable. For manual transmissions: when a vehicle runs under the working conditions of heavy load, traffic jam and urban congestion, the driving operation intensity can be increased by frequently using the clutch, the clutch is easy to wear early, and the use and maintenance cost of the vehicle is increased, which is an inherent defect that the existing manual mechanical transmission cannot avoid; for an AMT automatic transmission: in addition to similar defects, the disengagement and engagement of the clutch during gear shifting also increase the control difficulty, generate a jerk feeling, and influence the driving comfort of the vehicle, which is the most main reason that the AMT is difficult to popularize in passenger cars.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: for various different motorcycle types that use above-mentioned two kinds of mechanical transmissions such as commercial car, minicar and passenger car, provide a derailleur with unidirectional drive mechanism, to manual transmission: the manual smooth gear shifting without stepping on a clutch pedal can be realized, so that the driving operation intensity is reduced, the service life of the clutch is prolonged, and the use and maintenance cost of a vehicle is saved; for an AMT automatic transmission: because the clutch is not required to be separated and jointed during gear shifting, the service life of the clutch can be prolonged, the use and maintenance cost of the vehicle can be saved, the control difficulty of the AMT can be reduced, the power interruption time of gear shifting can be greatly reduced, and the driving comfort of the vehicle can be improved. Meanwhile, the friction work of the engine is required to be reliably utilized to assist braking, so that the vehicle speed is controlled to ensure the driving safety, and the traffic safety regulations are met.
The technical scheme of the invention is as follows:
a one-way transmission shaft is composed of a front input shaft and an input shaft which are coaxially arranged, wherein the front input shaft and the input shaft are connected through a one-way clutch, and the front input shaft and the input shaft are respectively connected with an outer ring or an inner ring of the one-way clutch.
The end part of the front input shaft is provided with an umbrella-shaped connecting part, the umbrella-shaped connecting part is connected with the outer ring of the one-way clutch, and the inner ring of the one-way clutch is sleeved on the input shaft.
The outer ring of the one-way clutch or the umbrella-shaped connecting part at the end part of the front input shaft are provided with locking combination teeth, the input shaft is provided with a locking gear hub, the locking gear hub is sleeved with a locking gear ring capable of moving axially, and the locking gear ring can enable the locking combination teeth and the locking gear hub to move synchronously.
The locking combination teeth are positioned on the umbrella-shaped connecting part at the end part of the front input shaft, and a synchronous gear ring is arranged between the locking combination teeth and the locking gear ring.
The synchronous gear ring is sleeved at the end part of the umbrella-shaped connecting part of the front input shaft, and the locking combination gear is positioned at the inner side of the synchronous gear ring.
The one-way transmission speed change mechanism uses the one-way transmission shaft as an input shaft of the speed change mechanism.
The front input shaft and the input shaft of the one-way transmission shaft are respectively installed through bearings.
A method for modifying a transmission into a one-way transmission comprises a transmission front shell and a transmission middle shell, wherein a speed change mechanism is installed in the transmission middle shell, an original input shaft of the speed change mechanism is installed in the transmission front shell, the transmission front shell and the transmission middle shell are separated, and the original input shaft is replaced by the one-way transmission shaft.
A one-way transmission shell is additionally arranged between a front transmission shell and a middle transmission shell, a front input shaft of the one-way transmission shaft is installed in the front transmission shell through a bearing, an input shaft of the one-way transmission shaft is installed in the one-way transmission shell through a bearing, and the end part of the input shaft is connected into the middle transmission shell.
The invention has the beneficial effects that:
on the premise of meeting traffic safety regulations and utilizing the friction work of an engine to assist braking to control the vehicle speed so as to ensure driving safety, the manual transmission provided by the invention comprises the following components: the traditional driving mode can be changed, the labor intensity of a driver of the automobile is reduced, the service life of the clutch can be obviously prolonged, and the use and maintenance cost of the automobile is saved; for an AMT automatic transmission: because the clutch is not required to be separated and jointed during gear shifting, the service life of the clutch can be prolonged, the use and maintenance cost of the vehicle can be saved, the control difficulty of the AMT can be reduced, the power interruption time during gear shifting can be greatly reduced, and the driving comfort of the vehicle can be improved. Has great social and economic significance and is worthy of popularization and application.
Drawings
FIG. 1 shows an external structure of a mechanical transmission with a one-way transmission.
Fig. 2 shows the internal structure of the unidirectional transmission mechanism.
Fig. 3 shows a one-way transmission state.
Fig. 4 a one-way locked state.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments.
Example 1: the transmission shaft consists of a front input shaft 5 and an input shaft 12 which are coaxially arranged, the front input shaft 5 and the input shaft 12 are connected through a one-way clutch 6, and the front input shaft 5 and the input shaft 12 are respectively connected with an outer ring or an inner ring of the one-way clutch 6.
The end of the front input shaft 6 is provided with an umbrella-shaped connecting part which is connected with the outer ring of the one-way clutch 6, the inner ring of the one-way clutch is sleeved on the input shaft, the outer ring is used as a driving part of the one-way clutch, and the inner ring is used as a driven part 9 of the one-way clutch.
The locking combination teeth 7 are installed on the umbrella-shaped connecting portion at the end portion of the front input shaft 5, the locking gear hub 11 is installed on the input shaft 12, the locking gear ring 10 capable of moving axially is sleeved on the locking gear hub 11, and the locking gear ring 10 can enable the locking combination teeth 7 and the locking gear hub 11 to move synchronously.
The locking combination teeth 7 are positioned on the umbrella-shaped connecting part at the end part of the front input shaft 5, and a synchronous gear ring 8 is arranged between the locking combination teeth 7 and the locking gear ring 10. The synchronous gear ring 8 is called as synchronous locking ring, which has two functions of synchronization and locking, when the rotation speeds of two gears are different, it utilizes friction to drive two gears to be synchronous, before the synchronization, there is a difference in rotation speed to make it be dislocated, block gear-shifting gear ring, at this moment, it can not be geared, and after two gears are synchronous, the difference in rotation speed disappears, said ring is reset, and can not block gear-shifting gear ring, at this moment, it can be geared, generally called as synchronous ring for short
The synchronous gear ring 8 is sleeved at the end part of the umbrella-shaped connecting part of the front input shaft 5, and the locking combination teeth 7 are positioned at the inner side of the synchronous gear ring 8.
Example 2:
a mechanical transmission with a one-way gear mechanism, comprising: the front transmission housing 1, the one-way transmission housing 2, the middle transmission housing 3, the rear transmission housing 4, the front input shaft 5, the one-way clutch 6, the lockup engaging teeth 7, the synchronizing ring gear 8, the one-way clutch follower 9, the lockup ring gear 10, the lockup hub 11, and the input shaft 12 are respectively shown in fig. 1 and fig. 2.
The front input shaft 5 is a driving member of the one-way clutch 6, and is mounted on the front housing 1; the one-way clutch 6 is arranged between the front input shaft 1 and the one-way clutch driven part 9 fixedly sleeved on the input shaft 12 and rotating along with the input shaft; the locking joint teeth 7 and the input shaft 1 are machined and manufactured together, and the synchronous gear ring 8 is installed between the locking joint teeth 7 and the locking gear ring 10; the locking gear ring 10 is sleeved on the locking gear hub 11 and can move in parallel to lock the one-way clutch 6; the locking gear hub 11 is fixedly sleeved on the input shaft 12 and rotates along with the input shaft. When the lock-up ring gear 10 is located at the position shown in fig. 3, if the rotation speed of the front input shaft 1 is greater than or equal to the rotation speed of the input shaft 12, the one-way clutch 6 is engaged, and power can be transmitted at this time. If the rotation speed of the front input shaft 1 is lower than the rotation speed of the input shaft 12, the one-way clutch 6 is disengaged, and at this time, power transmission is not possible. When the locking gear ring is positioned at the position shown in fig. 4, the one-way clutch 6 does not work and is in a locking state, the front input shaft 5 and the input shaft 12 synchronously rotate, power can be transmitted, and meanwhile, the friction work of the engine can be used for assisting braking, so that the vehicle speed is controlled, and the driving safety is guaranteed.
Example 3: the structure of the transmission is improved on the basis of the existing three-shaft mechanical transmission, and a one-way transmission mechanism consisting of parts such as a one-way transmission middle shell 2, a front input shaft 5, a one-way clutch 6, locking joint teeth 7, a synchronous gear ring 8, a one-way clutch driven part 9, a locking gear ring 10, a locking gear hub 11 and the like is additionally arranged between a transmission front shell 1 and a transmission middle shell 3. The front input shaft 5 is a driving member of the one-way clutch 6, and is mounted on the front housing 1; the one-way clutch 6 is arranged between the front input shaft 1 and the one-way clutch driven part 9 fixedly sleeved on the input shaft 12 and rotating along with the input shaft; the locking joint teeth 7 and the input shaft 1 are machined and manufactured together, and the synchronous gear ring 8 is installed between the locking joint teeth 7 and the locking gear ring 10; the locking gear ring 10 is sleeved on the locking gear hub 11 and can move in parallel to lock the one-way clutch 6; the locking gear hub 11 is fixedly sleeved on the input shaft 12 and rotates along with the input shaft.
Claims (7)
1. A one-way transmission shaft is characterized in that: the transmission shaft consists of a front input shaft and an input shaft which are coaxially arranged, the front input shaft and the input shaft are connected through a one-way clutch, and the front input shaft and the input shaft are respectively connected with an outer ring or an inner ring of the one-way clutch.
2. The unidirectional drive shaft of claim 1, wherein: the end part of the front input shaft is provided with an umbrella-shaped connecting part, the umbrella-shaped connecting part is connected with the outer ring of the one-way clutch, and the inner ring of the one-way clutch is sleeved on the input shaft.
3. The unidirectional drive shaft of claim 2, wherein: the outer ring of the one-way clutch or the umbrella-shaped connecting part at the end part of the front input shaft are provided with locking combination teeth, the input shaft is provided with a locking gear hub, the locking gear hub is sleeved with a locking gear ring capable of moving axially, and the locking gear ring can enable the locking combination teeth and the locking gear hub to move synchronously.
4. A one-way drive shaft according to claim 3, wherein: the locking combination teeth are positioned on the umbrella-shaped connecting part at the end part of the front input shaft, and a synchronous gear ring is arranged between the locking combination teeth and the locking gear ring.
5. The unidirectional drive shaft of claim 4, wherein: the synchronous gear ring is sleeved at the end part of the umbrella-shaped connecting part of the front input shaft, and the locking combination gear is positioned at the inner side of the synchronous gear ring.
6. A one-way speed change mechanism is characterized in that: a unidirectional transmission shaft as claimed in any one of claims 3 to 5 as an input shaft of a variator.
7. The one-way speed change mechanism according to claim 6, wherein: the front input shaft and the input shaft of the one-way transmission shaft are respectively installed through bearings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020212460.1U CN212564309U (en) | 2020-02-26 | 2020-02-26 | One-way transmission shaft and one-way speed change mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020212460.1U CN212564309U (en) | 2020-02-26 | 2020-02-26 | One-way transmission shaft and one-way speed change mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212564309U true CN212564309U (en) | 2021-02-19 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020212460.1U Active CN212564309U (en) | 2020-02-26 | 2020-02-26 | One-way transmission shaft and one-way speed change mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212564309U (en) |
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2020
- 2020-02-26 CN CN202020212460.1U patent/CN212564309U/en active Active
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