CN213064505U - Automatic transmission - Google Patents
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- CN213064505U CN213064505U CN202021192805.8U CN202021192805U CN213064505U CN 213064505 U CN213064505 U CN 213064505U CN 202021192805 U CN202021192805 U CN 202021192805U CN 213064505 U CN213064505 U CN 213064505U
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Abstract
The utility model discloses an automatic speed changing device, which comprises a shell; the automatic transmission device further includes: the driving structure comprises a driving assembly used for connecting the driving structure, a differential assembly used for outputting driving force to a driving wheel and a connecting assembly used for connecting the driving assembly and the differential assembly; the driving assembly, the differential assembly and the connecting assembly are arranged inside the shell; the driving assembly includes: the high-speed driving gear shaft is connected with the input shaft through the torque clutch; the connecting assembly includes: the transmission mechanism comprises an intermediate shaft, low-speed transmission teeth, high-speed transmission teeth and transmission teeth; the differential assembly includes a differential gear case. The automatic speed change device can rapidly switch the transmission mode according to the rotating speed of the input shaft, realizes the conversion between high-speed transmission and low-speed transmission, and has simple and stable structure.
Description
Technical Field
The utility model relates to an automatic speed change device.
Background
The electric automobile refers to a vehicle driven by a motor to run, and the development prospect of the electric automobile is widely seen. A gearbox is a mechanism used to change the speed and torque from a drive structure, which can change the output shaft to input shaft ratio, and is an important part of a vehicle for changing the gear of the vehicle.
At present, the gearbox of a small and medium-sized electric automobile generally adopts two forms: one is an electronically controlled mechanical transmission, i.e., a speed sensor feeds back a speed signal to an electronic control unit, which controls the action of an electric shifting fork, thereby realizing gear shifting. The other type is a manual mechanical gearbox, namely, a driver manually shifts a shifting fork according to experience, so that gear shifting is realized.
The gearbox of above-mentioned two kinds of forms all changes gear engagement's position through the shift fork to change the velocity ratio, however, the gear all can produce obvious pause and frustrate when the transform position and feel, can cause the tooth even when serious, shortens the life of gearbox, also seriously influences driver and crew's comfort simultaneously. Meanwhile, the existing gearbox is complex in structure, low in stability and short in service life.
SUMMERY OF THE UTILITY MODEL
The utility model provides an automatic speed change device adopts following technical scheme:
an automatic transmission includes a housing; the automatic transmission device further includes: the driving structure comprises a driving assembly used for connecting the driving structure, a differential assembly used for outputting driving force to a driving wheel and a connecting assembly used for connecting the driving assembly and the differential assembly; the driving assembly, the differential assembly and the connecting assembly are arranged inside the shell; the driving assembly includes: the high-speed driving gear shaft is connected with the input shaft through the torque clutch; the connecting assembly includes: the transmission mechanism comprises an intermediate shaft, low-speed transmission teeth, high-speed transmission teeth and transmission teeth; the differential assembly comprises a differential gear shell; the high-speed driving gear shaft is rotationally connected to the shell; one end of the input shaft is rotationally connected to the shell, and the other end of the input shaft is rotationally connected to the high-speed driving gear shaft; one end of the torque clutch is connected to the input shaft through a key, and the other end of the torque clutch is connected to the high-speed driving gear shaft through a key; the low-speed driving gear is sleeved on the input shaft and is connected to one end of the torque clutch through a key; the intermediate shaft is rotationally connected to the shell; the high-speed transmission gear is fixedly connected to the intermediate shaft and meshed with the high-speed driving gear shaft; the low-speed transmission gear is rotationally connected to the intermediate shaft and meshed with the low-speed driving gear; the transmission gear is fixedly connected to the intermediate shaft; the differential gear shell is rotationally connected to the shell and meshed with the transmission gear; the diameter of the high-speed driving gear shaft is larger than that of the low-speed driving gear; the low-speed transmission gear is rotationally connected to the intermediate shaft through a bearing; a plurality of rollers are arranged between the low-speed transmission gear and the intermediate shaft; a plurality of chutes for respectively accommodating the rollers are formed on the inner side of the low-speed transmission gear; the chute has a large end and a small end. The roller moves between the large end and the small end of the chute; the depth value of the large end of the inclined groove in the radial direction of the intermediate shaft is larger than the diameter of the roller; the depth value of the small end of the oblique groove in the radial direction of the intermediate shaft is smaller than or equal to the diameter of the roller.
Further, the high-speed drive gear shaft is formed with a rotation groove for accommodating the other end of the input shaft; the other end of the input shaft is rotatably supported in the rotating groove through a bearing.
Further, the automatic transmission device also comprises a reverse gear component; the reverse gear subassembly includes: a reverse gear disc, a shifting fork and an electromagnetic clutch; the reverse gear disc is sleeved on the periphery of the intermediate shaft in a sliding manner through a spline and is adjacent to the low-speed transmission gear; one end of the shifting fork is connected to a telescopic shaft of the electromagnetic clutch, and the other end of the shifting fork is connected to the reverse gear disc in a sliding mode; a plurality of first steps are formed on one side of the low-speed transmission gear facing the reverse gear disc; the reverse blocking disc is provided with a plurality of second steps which are respectively matched with the first steps.
Further, the reverse gear plate is formed with an annular groove; the other end of the shifting fork is connected into the annular groove in a sliding mode.
Further, the first step is formed with a first right-angle face and a first inclined face; the second step is formed with a second cathedral surface for contacting the first cathedral surface and a second inclined surface for contacting the first inclined surface.
Further, the input shaft is disposed coaxially with the high-speed drive pinion.
Further, the drive teeth are located between the high speed drive teeth and the low speed drive teeth.
Further, the gear teeth are formed integrally with the intermediate shaft.
Further, the housing includes a left housing and a right housing; the left shell is fixedly connected to the right shell and forms an installation space together with the right shell for installing the driving assembly, the differential assembly and the connecting assembly.
Further, the differential assembly further comprises: two planet gears, a first output tooth and a second output tooth; the two planetary gears are rotationally connected to the differential gear shell; the first output dog and the second output dog are rotationally connected to the differential carrier and are in mesh with the two planet gears.
The utility model discloses an useful part lies in the automatic speed change device who provides and can realize changing between high-speed drive and the underdrive according to the rotational speed fast switch over transmission mode of input shaft, simple structure and stability.
Drawings
Fig. 1 is a schematic view of an automatic transmission of the present invention;
FIG. 2 is a schematic view of the internal structure of the automatic transmission of FIG. 1;
FIG. 3 is a schematic view of another angle of the automatic transmission of FIG. 2;
FIG. 4 is a cross-sectional view of the torque clutch of the automatic transmission of FIG. 2;
FIG. 5 is an internal schematic diagram of the torque clutch of the automatic transmission of FIG. 2;
FIG. 6 is a schematic illustration of a protrusion of an eccentric mass of a torque clutch of the automatic transmission of FIG. 2 mating with a recess of the clutch;
FIG. 7 is a schematic illustration of a mounting arrangement for a torsion spring and a coupling of the torque clutch of the automatic transmission of FIG. 6;
FIG. 8 is a schematic view of the internal structure of the low-speed drive teeth of the automatic transmission of FIG. 2;
fig. 9 is a schematic view of the internal structure of the differential assembly in fig. 2.
Automatic transmission 1, housing 10, drive assembly 20, input shaft 201, low-speed drive teeth 202, high-speed drive toothed shaft 203, rotation groove 2031, torque clutch 30, coupling 301, recess 3011, protrusion 3012, drive plate 302, drive hub 303, torsion spring 304, centrifugal mass 305, free end 3051, protrusion 3052, fixed end 3053, positioning recess 3054, centrifugal tab 3055, connecting hole 3056, return spring 306, friction plate 307, positioning protrusion 3071, coupling assembly 40, intermediate shaft 401, low-speed drive teeth 402, skewed slot 4021, large end 4022, small end 4023, drive groove 4024, first land 4024, high-speed drive teeth 403, drive teeth 404, roller 405, reverse gear assembly 50, reverse gear 501, second land 5011, differential annular groove 5012, shift fork 502, electromagnetic clutch 503, telescopic shaft 5031, assembly 60, differential housing 601, planetary gear 602, first output teeth 603, second output teeth 604.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1 to 9, an automatic transmission 1 includes a housing 10, a drive assembly 20, a differential assembly 60, and a connecting assembly 40. Wherein, the driving assembly 20 is used for connecting a driving structure to input a driving force; the differential assembly 60 is used for outputting the driving force input by the driving assembly 20 to the driving wheels to realize driving; the connecting assembly 40 serves to connect the drive assembly 20 and the differential assembly 60 to transmit the driving force input from the drive assembly 20 to the differential assembly 60. The drive assembly 20, differential assembly 60 and connecting assembly 40 are all mounted inside the housing 10.
In this embodiment, the driving assembly 20 includes: an input shaft 201, low-speed drive teeth 202, a high-speed drive tooth shaft 203, and a torque clutch 30. The connecting assembly 40 includes: intermediate shaft 401, low-speed drive teeth 402, high-speed drive teeth 403, and drive teeth 404. Differential assembly 60 includes a differential gear case 601.
As a specific structure, the high-speed drive pinion 203 is rotatably connected to the housing 10. One end of the input shaft 201 is rotatably connected to the housing 10 and the other end is rotatably connected to the high-speed drive pinion 203, that is, the drive pinion is capable of rotating relative to the input shaft 201. One end of the torque clutch 30 is connected to the input shaft 201 by a key and the other end is connected to the high-speed drive pinion 203 by a key, that is, the torque coupling 301, the input shaft 201, and the high-speed drive pinion 203 can rotate as a whole. The low-speed driving teeth 202 are sleeved on the periphery of the input shaft 201 and are connected to one end of the torque clutch 30 through a key, that is, the low-speed driving teeth 202 can rotate relative to the input shaft 201 and can rotate with the torque coupling 301 as a whole. Intermediate shaft 401 is rotationally connected to housing 10. High speed drive teeth 403 are fixedly connected to countershaft 401 and mesh with high speed drive gear shaft 203. Low-speed drive teeth 402 are rotatably coupled to intermediate shaft 401 and mesh with low-speed drive teeth 202. Drive teeth 404 are fixedly connected to intermediate shaft 401. The differential gear housing 601 is rotatably connected to the housing 10 and meshes with the gear teeth 404. The torque clutch 30 can drive the low-speed driving teeth 202 to rotate when the input shaft 201 rotates at a low speed, and the torque clutch 30 can drive the low-speed driving teeth 202 and the high-speed driving teeth 203 simultaneously after the rotation speed of the input shaft 201 increases to a certain value and reaches a high speed rotation.
As a further configuration, the torque clutch 30 includes: the centrifugal device comprises a coupler 301, a transmission disc 302, a transmission hub 303, a torsion spring 304, a plurality of centrifugal blocks 305 and a plurality of return springs 306 for respectively returning the plurality of centrifugal blocks 305.
The coupler 301 is connected with the rotation stopping sleeve through a key, and is arranged on the periphery of the input shaft 201, namely when the input shaft is driven by the driving structure to rotate along the anticlockwise direction, the coupler 301 can rotate synchronously with the input shaft 201.
The transmission disc 302 is rotatably sleeved on the periphery of the input shaft 201.
Low speed drive teeth 202 are splined to drive plate 302. As drive plate 302 rotates counterclockwise, it can drive low speed drive teeth 202 together in a counterclockwise direction. At this point, low-speed drive tooth 202 causes low-speed drive tooth 402 to move in a clockwise direction.
Further, low speed drive teeth 402 are rotatably coupled to intermediate shaft 401 by bearings. A plurality of rollers 405 are also provided between the low speed drive teeth 402 and the intermediate shaft 401. A plurality of tapered grooves 4021 for receiving the plurality of rollers 405 are formed inside the low speed gear 402. The angled slot 4021 has a large end 4022 and a small end 4023.
The rollers 405 move between the large end 4022 and the small end 4023 of the diagonal groove 4021 (as is set forth in the exclusive right of the automatic transmission 1). Wherein the depth value of the large end 4022 of the diagonal groove 4021 in the radial direction of the medial axis 401 is greater than the diameter of the roller 405. The depth value of the small end 4023 of the diagonal groove 4021 in the radial direction of the intermediate shaft 401 is equal to or less than the diameter of the roller 405. When the low-speed driving teeth 202 drive the low-speed driving teeth 402 to move clockwise, the rollers 405 move into the small ends 4023 of the inclined grooves 4021, and at this time, the rollers 405 are tightly matched with the low-speed driving teeth 402 and the intermediate shaft 401, so that the low-speed driving teeth 402 can drive the intermediate shaft 401 to rotate clockwise through the rollers 405, and further drive the driving teeth 404 to rotate clockwise. The driving gear 404 drives the differential gear housing 601 to rotate counterclockwise, so as to transmit the driving force input by the input shaft 201 to the differential assembly 60.
Further, one end of a plurality of centrifugal blocks 305 is rotatably connected to the transmission disc 302 and the other end contacts the outer wall of the coupling 301 through the restraint of a return spring 306. The high-speed driving gear shaft 203 is connected to the transmission hub 303 in a spline connection and rotation stopping mode, and the transmission hub 303 can drive the driving gear shaft to rotate when rotating.
Specifically, when the input shaft 201 rotates at a low speed, the centrifugal mass 305 does not have any contact with the driving hub 303 because it is restrained by the return spring 306. When the rotation speed of the input shaft 201 increases to a certain value and reaches a high speed, the torsion spring 304 of the torque clutch 30 generates a large torsion force. The larger torque generated by the torsion spring 304 overcomes the restraining force applied by the return spring 306 on the centrifugal block 305, and drives the coupling 301 to push the centrifugal block 305 to rotate relative to the transmission disc 302 until contacting the transmission hub 303. At this time, the centrifugal block 305 drives the transmission hub 303 to rotate at a high speed in the counterclockwise direction by the large friction force between the centrifugal block and the transmission hub 303. The transmission hub 303 drives the high-speed driving gear shaft 203 to rotate at a high speed in the counterclockwise direction through key connection. At this time, low-speed drive teeth 202, torque clutch 30, and high-speed drive tooth shaft 203 all rotate synchronously with input shaft 201.
Since the diameter of the high-speed driving gear shaft 203 is greater than the diameter of the low-speed driving gear 202 (in the exclusive right of the automatic transmission 1), when the low-speed driving gear 202, the torque clutch 30 and the high-speed driving gear shaft 203 rotate synchronously with the input shaft 201, the high-speed driving gear shaft 203 drives the high-speed driving gear 403 to rotate at a high speed, so as to drive the intermediate shaft 401 to rotate at a high speed, and further drive the differential gear housing 601 to rotate at a high speed through the driving gear 404, and the low-speed driving gear 202 drives the low-speed driving gear 402 to rotate at a low speed. That is, when input shaft 201 is rotating at high speed in the counterclockwise direction, intermediate shaft 401 rotates in the clockwise direction at a greater speed than underdrive teeth 402 rotate in the clockwise direction. In this case, the roller 405 moves to the large end 4022 of the chute 4021. Because the depth of the large end 4022 of the tapered slot 4021 is greater than the diameter of the roller 405, the low speed drive teeth 402 can rotate relative to the intermediate shaft 401, i.e., slippage occurs. At this time, no drive force is transmitted between low-speed drive teeth 202 and intermediate shaft 401.
As a preferred embodiment, the return spring 306 has one end attached to a free end 3051 of the centrifugal mass 305 and another end attached to a fixed end 3053 of another centrifugal mass 305 adjacent to the centrifugal mass 305. In this way, the return spring 306 can exert a pulling force on the free end 3051 of the centrifugal mass 305 such that the free end 3051 of the centrifugal mass 305 can remain in contact with the outer wall of the coupling 301.
As a preferred embodiment, the free end 3051 of the eccentric mass 305 is formed with a protrusion 3052. The outer wall of the coupling 301 is formed with a recess 3011 and a projection 3012. The recess 3011 is configured to receive the protrusion 3052. The boss 3012 is used to engage the protrusion 3052 to push the centrifugal mass 305 into contact with the drive hub 303. When the input shaft 201 rotates at a low speed, the return spring 306 pulls the free end 3051 of the centrifugal mass 305, so that the free end 3051 is located in the recess 3011. When the input shaft 201 rotates at a high speed, the torsion spring 304 drives the coupler 301 to rotate relative to the transmission disc 302. As the coupling 301 rotates, its protrusion 3012 gradually moves toward the protrusion 3052 of the centrifugal mass 305 and finally ejects the protrusion 3052 out through the protrusion 3012, thereby achieving the purpose of pushing the centrifugal mass 305 into contact with the driving hub 303. Meanwhile, the rotation axis of the centrifugal block 305 is parallel to the rotation axis of the input shaft 201 to ensure the stability of the structure.
In one embodiment, the torque clutch 30 further includes a plurality of friction plates 307. Friction plate 307 is coupled to centrifugal block 305 and is positioned between centrifugal block 305 and drive hub 303. Thus, when the centrifugal block 305 moves towards the transmission hub 303, the friction plate 307 contacts the transmission hub 303, so that the friction force between the centrifugal block 305 and the transmission hub 303 can be greatly increased, the stability of the transmission hub 303 is ensured, and the precision of driving force transmission is further ensured.
Specifically, the friction plate 307 is formed with a positioning boss 3071. The side of the eccentric block 305 contacting the friction plate 307 is formed with a positioning groove 3054 for matching with the positioning protrusion 3071. Thus, the structural stability between the friction plate 307 and the eccentric block 305 can be ensured, and the relative displacement between the two can be avoided. Wherein, the centrifugal block 305 comprises a plurality of layers of centrifugal sheets 3055. Multiple layers of centrifugal plates 3055 are stacked to form the centrifugal mass 305.
Further, both ends of one of the multi-layered centrifugal pieces 3055 are respectively formed with coupling holes 3056. The coupling hole 3056 is used to couple the return spring 306. One end of the return spring 306 is coupled to an attachment hole 3056 of a free end 3051 of the centrifugal mass 305 and the other end is coupled to an attachment hole 3056 of a fixed end 3053 of another centrifugal mass 305 adjacent to the centrifugal mass 305.
As an embodiment of this aspect, the automatic transmission 1 further includes a reverse gear unit 50. The reverse gear assembly 50 includes: a reversing disc 501, a shift fork 502 and an electromagnetic clutch 503.
The reverse gear disc 501 is slidably sleeved on the outer periphery of the intermediate shaft 401 through a spline and is adjacent to the low-speed transmission teeth 402.
One end of the shift fork 502 is connected to the telescopic shaft 5031 of the electromagnetic clutch 503 and the other end is slidably connected to the reverse gear plate 501.
A plurality of first steps 4024 are formed on a side of the low speed gear teeth 402 facing the reverse dial 501.
The kick-down plate 501 is formed with a plurality of second steps 5011 for mating with the plurality of first steps 4024, respectively.
A plurality of drive slots 4024 are formed in the inner side of the low speed drive teeth 402. The plurality of drive slots 4024 are each configured to receive a plurality of rollers 405. The drive slot 4024 communicates to the large end 4022 of the angled slot 4021.
Specifically, when reverse gear is not needed, the telescopic rod of the electromagnetic clutch 503 extends, so as to drive the reverse gear disc 501 to slide along the intermediate shaft 401 until the reverse gear disc is separated from the low-speed transmission teeth 402. When reverse gear is required, the electromagnetic clutch 503 is controlled to contract the telescopic rod of the electromagnetic clutch 503. At this time, the telescopic rod drives the reverse gear disc 501 to slide along the intermediate shaft 401 until the second steps 5011 of the reverse gear disc 501 are inserted between the first steps 4024 of the low-speed transmission teeth 402, that is, at this time, the first steps 4024 and the second steps 5011 are in an interval distribution state. The external drive arrangement now drives the input shaft 201 to rotate at a low speed in a clockwise direction. The input shaft 201 drives the low-speed driving shaft to rotate at a low speed in a clockwise direction through the torque clutch 30, so as to drive the low-speed transmission teeth 402 to rotate at a low speed in a counterclockwise direction. At this point, the rollers 405 move into the drive pockets 4024 and are tightly press fit within the drive pockets 4024. At this time, low-speed transmission gear 402 and intermediate shaft 401 can rotate synchronously, i.e. intermediate shaft 401 can be driven to rotate in the counterclockwise direction, and thus transmission gear 404 is driven to rotate in the counterclockwise direction. The driving gear 404 rotates clockwise with the differential housing 601, thereby performing a reverse operation.
As a specific embodiment, the kick-down plate 501 is formed with an annular recess 5012. The other end of the shift fork 502 is slidably connected within the annular groove 5012.
As a specific embodiment, the first step 4024 is formed with a first right-angle surface and a first bevel surface. The second step 5011 is formed with a second square surface for contacting the first square surface and a second slope surface for contacting the first slope surface.
As a preferred embodiment, the differential assembly 60 further comprises: two planet gears 602, a first output dog 603 and a second output dog 604.
Two planet gears 602 are rotationally connected to the differential housing 601. A first output dog 603 and a second output dog 604 are rotationally connected to the differential carrier 601 and mesh with the two planet gears 602.
As a specific embodiment, the input shaft 201 is disposed coaxially with the high-speed drive pinion 203.
In one particular embodiment, the drive teeth 404 are located between the high speed drive teeth 403 and the low speed drive teeth 402.
As a specific embodiment, drive teeth 404 are integrally formed with intermediate shaft 401.
As a specific embodiment, the high-speed drive gear shaft 203 is formed with a rotation groove 2031. The rotation groove 2031 is used to receive the other end of the input shaft 201. The other end of the input shaft 201 is rotatably supported in the rotating groove 2031 through a bearing.
As a specific embodiment, the housing 10 includes a left housing 10 and a right housing 10. The left housing 10 is fixedly coupled to the right housing 10 and forms an installation space for installing the driving assembly 20, the differential assembly 60 and the connecting assembly 40 together with the right housing 10.
The foregoing illustrates and describes the principles, general features, and advantages of the present invention. It should be understood by those skilled in the art that the above embodiments do not limit the present invention in any way, and all technical solutions obtained by adopting equivalent replacement or equivalent transformation fall within the protection scope of the present invention.
Claims (10)
1. An automatic transmission includes a housing; characterized in that the automatic transmission further comprises: the driving structure comprises a driving assembly used for connecting a driving structure, a differential assembly used for outputting driving force to a driving wheel and a connecting assembly used for connecting the driving assembly and the differential assembly; the driving assembly, the differential assembly and the connecting assembly are mounted inside the shell; the driving assembly includes: the high-speed driving gear shaft is connected with the input shaft through the torque clutch; the connecting assembly includes: the transmission mechanism comprises an intermediate shaft, low-speed transmission teeth, high-speed transmission teeth and transmission teeth; the differential assembly comprises a differential gear shell; the high speed drive pinion is rotationally connected to the housing; one end of the input shaft is rotatably connected to the shell, and the other end of the input shaft is rotatably connected to the high-speed driving gear shaft; one end of the torque clutch is connected to the input shaft through a key, and the other end of the torque clutch is connected to the high-speed driving gear shaft through a key; the low-speed driving gear is sleeved on the input shaft and is connected to one end of the torque clutch through a key; the intermediate shaft is rotationally connected to the housing; the high-speed transmission gear is fixedly connected to the intermediate shaft and meshed with the high-speed driving gear shaft; the low-speed transmission teeth are rotationally connected to the intermediate shaft and meshed with the low-speed driving teeth; the transmission teeth are fixedly connected to the intermediate shaft; the differential gear shell is rotationally connected to the shell and meshed with the transmission gear; the diameter of the high-speed driving gear shaft is larger than that of the low-speed driving gear; the low-speed transmission gear is rotationally connected to the intermediate shaft through a bearing; a plurality of rollers are arranged between the low-speed transmission gear and the intermediate shaft; a plurality of chutes for respectively accommodating the rollers are formed on the inner side of the low-speed transmission gear; the chute has a large end and a small end; the roller moves between the large end and the small end of the chute; the depth value of the large end of the inclined groove in the radial direction of the intermediate shaft is larger than the diameter of the roller; the depth value of the small end of the oblique groove in the radial direction of the intermediate shaft is smaller than or equal to the diameter of the roller.
2. The automatic transmission device according to claim 1,
the high-speed driving gear shaft is provided with a rotating groove for accommodating the other end of the input shaft; the other end of the input shaft is rotatably supported in the rotating groove through a bearing.
3. The automatic transmission device according to claim 1,
the automatic transmission device further comprises a reverse gear component; the reverse gear assembly includes: a reverse gear disc, a shifting fork and an electromagnetic clutch; the reverse gear disc is sleeved on the periphery of the intermediate shaft in a sliding manner through a spline and is adjacent to the low-speed transmission gear; one end of the shifting fork is connected to a telescopic shaft of the electromagnetic clutch, and the other end of the shifting fork is connected to the reverse gear disc in a sliding mode; a plurality of first steps are formed on one side of the low-speed transmission gear facing the reverse gear disc; the reverse blocking disc is provided with a plurality of second steps which are respectively matched with the first steps.
4. The automatic transmission device according to claim 3,
the reverse gear disc is provided with an annular groove; the other end of the shifting fork is connected into the annular groove in a sliding mode.
5. The automatic transmission device according to claim 4,
the first step is provided with a first right-angle surface and a first inclined surface; the second step is formed with a second right-angle surface for contacting the first right-angle surface and a second inclined surface for contacting the first inclined surface.
6. The automatic transmission device according to claim 1,
the input shaft and the high-speed driving gear shaft are coaxially arranged.
7. The automatic transmission device according to claim 1,
the drive teeth are located between the high speed drive teeth and the low speed drive teeth.
8. The automatic transmission device according to claim 1,
the gear teeth are integrally formed with the intermediate shaft.
9. The automatic transmission device according to claim 1,
the shell comprises a left shell and a right shell; the left shell is fixedly connected to the right shell and forms an installation space together with the right shell for installing the driving assembly, the differential assembly and the connecting assembly.
10. The automatic transmission device according to claim 1,
the differential assembly further includes: two planet gears, a first output tooth and a second output tooth; two of the planet gears are rotationally connected to the differential carrier; the first output dog and the second output dog are rotationally connected to the differential carrier and mesh with the two planet gears.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021192805.8U CN213064505U (en) | 2020-06-24 | 2020-06-24 | Automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021192805.8U CN213064505U (en) | 2020-06-24 | 2020-06-24 | Automatic transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213064505U true CN213064505U (en) | 2021-04-27 |
Family
ID=75569932
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021192805.8U Active CN213064505U (en) | 2020-06-24 | 2020-06-24 | Automatic transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213064505U (en) |
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2020
- 2020-06-24 CN CN202021192805.8U patent/CN213064505U/en active Active
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP01 | Change in the name or title of a patent holder |
Address after: 321300 no.287, Lingshi Road, Chengxi New District, Yongkang City, Jinhua City, Zhejiang Province Patentee after: Zhejiang Unitech Electric Co.,Ltd. Address before: 321300 no.287, Lingshi Road, Chengxi New District, Yongkang City, Jinhua City, Zhejiang Province Patentee before: ZHEJIANG UNITE MOTOR Co.,Ltd. |
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| CP01 | Change in the name or title of a patent holder |