CN214404547U - 11-gear double-intermediate-shaft wide-speed-ratio transmission - Google Patents
11-gear double-intermediate-shaft wide-speed-ratio transmission Download PDFInfo
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- CN214404547U CN214404547U CN202022902975.7U CN202022902975U CN214404547U CN 214404547 U CN214404547 U CN 214404547U CN 202022902975 U CN202022902975 U CN 202022902975U CN 214404547 U CN214404547 U CN 214404547U
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Abstract
The utility model provides a two jackshaft wide speed ratio derailleurs of 11 grades, gear through having increased the second grade in the gear train of two axles and climb the shelves gear, and tooth width and tooth portion parameter have been optimized to other gear trains, the whole length of gearbox has been guaranteed unchangeably, the speed ratio scope has been widened, wherein the second grade climbs the spline engagement through the back-off shift sliding sleeve and is connected the setting between gear and the two axles reverse gear, realize that the meshing between gear and the two axles reverse gear is connected at the two axles reverse gear, the effective locking of locking shelves device realization high-grade district reverse gear and climbing shelves, the gear pair of climbing that increases makes the derailleur have good starting, climbing ability.
Description
Technical Field
The utility model relates to an automotive transmission field specifically is a wide speed ratio derailleur of 11 grades of two jackshafts.
Background
During research on the market of the cargo-carrying dump truck, the situation of the dump truck is complex in the driving process, the gear shifting of a driver is frequent, and the conventional multi-gear transmission structure, particularly the transmission structure with more than 12 gears, has strong dependence on a clutch separating mechanism of the whole truck and high requirement on the level of the driver. Moreover, the national standard strengthens the fuel consumption limit of the commercial vehicle, and the fuel economy of the whole vehicle and the power assembly is realized by depending on a wide speed ratio.
The wide speed ratio range is always the target pursued by users of heavy-duty vehicle transmissions, and the most important measure for realizing the wide speed ratio is to increase the gear number and simultaneously give consideration to the requirements of fuel economy and emission. The existing multi-gear (more than 12 gears) transmission usually adopts a structure of a front auxiliary box, a main box and a rear auxiliary box, the structure has high dependency on a clutch separating mechanism, and a driver complains a lot of complaints during operation. Compared with the existing 12-gear transmission, the existing 10-gear transmission has a narrower speed ratio range.
SUMMERY OF THE UTILITY MODEL
To many gears derailleur structure complicacies among the prior art, and few gear derailleur velocity ratio scope is narrow, can't compromise the problem of the fuel economy of derailleur assembly installation length, vehicle starting and climbing and vehicle simultaneously, the utility model provides a two jackshaft wide speed ratio derailleurs of 11 shelves has widened the velocity ratio, has shortened the holistic length of derailleur, more is favorable to arranging on the whole car, has good starting and climbing ability simultaneously.
The utility model discloses a realize through following technical scheme:
an 11-gear double-intermediate-shaft wide-speed-ratio transmission comprises a main box transmission, wherein the main box transmission comprises a clutch shell, a transmission shell, a first shaft gear, a second shaft and two intermediate shafts; the clutch shell is sleeved on a first shaft, the transmission shell is sleeved on a second shaft, the clutch shell and the transmission shell are connected through bolts, a bearing hole is formed between the clutch shell and the transmission shell, one end of the first shaft is connected with a power source, the other end of the first shaft is coaxially connected with the second shaft arranged in the transmission shell through the bearing hole, a first shaft gear is sleeved on the first shaft in the transmission shell, two middle shafts are arranged on two sides of the second shaft in the transmission shell and are in the same plane with the central line of the second shaft, and the middle shafts are in transmission connection with the second shaft through gears; the second shaft is sequentially sleeved with a second shaft five-gear, a second shaft three-gear, a second shaft two-gear, a second shaft first-gear, a second shaft climbing gear and a second shaft reverse gear along the power transmission direction, wherein the second shaft climbing gear and the second shaft reverse gear are arranged in a meshed mode through splines of a reverse climbing sliding sleeve.
Preferably, the first shaft gear and the second shaft five-gear, the second shaft three-gear and the second shaft two-gear and the second shaft first-gear are respectively in meshed connection with the combined gear ring on the synchronizer; wherein, the synchronizer engaged on the two-shaft first gear is a unilateral synchronizer.
Preferably, the main box transmission further comprises a gear shifting fork shaft, an upper cover and an operating device, the upper cover is fixed on the upper side of the transmission shell, the gear shifting fork shaft is provided with a gear shifting fork used for adjusting the position of the main box synchronizer, the operating device is fixedly arranged on the upper cover, and the gear shifting fork shaft is operated to drive the gear shifting fork to shift gears.
Further, a gear locking cylinder device is arranged on the upper cover and comprises a gear locking cylinder body, a piston rod and a compression spring; a piston rod is arranged in the gear locking cylinder body, a compression spring is sleeved on the piston rod, and a high-grade area air pipe is connected to the outer portion of the gear locking cylinder body.
Furthermore, a reverse-climbing shift fork is further arranged in the transmission shell and arranged below the gear locking cylinder device, a limiting groove is formed in the reverse-climbing shift fork, and the piston rod is compressed and inserted into the limiting groove through a spring; the fork foot of the reverse-climbing gear shifting fork is inserted into the reverse-climbing gear sliding sleeve.
Preferably, the two intermediate shafts are respectively provided with an intermediate shaft transmission gear, an intermediate shaft five-gear, an intermediate shaft three-gear and an intermediate shaft two-gear; wherein, the transmission gear of the intermediate shaft is in meshing transmission connection with a shaft gear; the intermediate shaft five-gear is in meshed transmission connection with the second shaft five-gear; the intermediate shaft third gear is in meshed transmission connection with the second shaft third gear; the intermediate shaft second gear is in meshed transmission connection with the second shaft second gear.
Furthermore, the intermediate shaft transmission gear, the intermediate shaft five-gear and the intermediate shaft three-gear are fixed on the intermediate shaft through a square key, and the intermediate shaft two-gear is fixed on the intermediate shaft through a semicircular key.
Preferably, the second-shaft five-gear, the second-shaft three-gear, the second-shaft two-gear, the second-shaft first-gear and the second-shaft gear climbing gear are all arranged on the second shaft in a floating mode.
Preferably, the gearbox also comprises an auxiliary box gearbox, wherein the auxiliary box gearbox comprises an auxiliary box driving gear, an auxiliary box main shaft, an auxiliary box intermediate shaft, a rear cover shell and an output flange plate; the auxiliary box main shaft is connected with a secondary shaft in the main box transmission through an auxiliary box driving gear and an auxiliary box synchronizer, and an auxiliary box reduction gear is installed on the auxiliary box main shaft; an auxiliary box shifting fork shaft is arranged above the auxiliary box main shaft, and an auxiliary box shifting fork for adjusting the position of an auxiliary box synchronizer is arranged on the auxiliary box shifting fork shaft; an auxiliary box intermediate shaft and an auxiliary box intermediate shaft transmission gear are arranged on two sides of the auxiliary box main shaft, and shaft teeth on the auxiliary box intermediate shaft are meshed with an auxiliary box main shaft gear through an auxiliary box reduction gear; the rear end of the main shaft of the auxiliary box is connected with an output flange plate for power output; the output flange is connected with the main shaft of the auxiliary box through an internal spline.
Compared with the prior art, the utility model discloses following profitable technological effect has:
the utility model provides a 11 two jackshaft wide speed ratio derailleurs of shelves, through having increased the second gear in the gear train of two axles and climb a shelves gear, and tooth width and tooth portion parameter have been optimized to other gear trains, the whole length of gearbox has been guaranteed unchangeably, the speed ratio scope has been widened, wherein the second gear climbs the spline engagement through the back-off sliding sleeve and is connected the setting between shelves gear and the two axles reverse gear, the realization is in the two axles reverse gear and the two axles are climbed the meshing between the shelves gear and is connected, the shelves gear pair of climbing of increase makes the derailleur have good starting, climbing ability.
Furthermore, the first shaft gear and the second shaft five-gear, the second shaft three-gear and the second shaft two-gear and the second shaft first-gear are respectively meshed and connected with the combined gear rings on the synchronizer, gear switching is achieved, the synchronizer meshed on the second shaft first-gear is a unilateral synchronizer, the overall length of the transmission is shortened, and the whole box arrangement space of the transmission is optimized, compact in structure and reasonable in design.
Furthermore, the main box transmission also comprises a gear shifting fork shaft, an upper cover and an operating device, wherein the upper cover is fixed on the upper side of the transmission shell, the gear shifting fork shaft is provided with a gear shifting fork for adjusting the position of the main box synchronizer, the operating device is fixedly arranged on the upper cover, and the gear shifting fork is operated to shift gears, so that the controllability of gear shifting in the transmission is effectively improved.
Furthermore, a gear locking cylinder device is arranged on the upper cover and comprises a gear locking cylinder body, a piston rod and a compression spring; a piston rod is arranged in the gear locking cylinder body, a compression spring is sleeved on the piston rod, and a high-grade area air pipe is connected to the outer portion of the gear locking cylinder body, so that the reverse gear and the gear climbing of the high-grade area are effectively locked.
Preferably, a reverse-climbing shift fork is further arranged in the transmission housing, the reverse-climbing shift fork is arranged below the gear locking cylinder device, a limiting groove is formed in the reverse-climbing shift fork, and the piston rod is compressed and inserted into the limiting groove through a spring; the fork foot of the reverse-climbing gear shifting fork is inserted into the reverse-climbing gear sliding sleeve, when the gear is in a high-grade region, the air pipe in the high-grade region inflates the gear locking cylinder body, the spring is compressed, the piston rod moves downwards and is inserted into a limiting groove of the reverse-climbing gear shifting fork, the reverse-climbing gear sliding sleeve cannot move on two shafts, and the reverse gear and the effective locking of the gear climbing in the high-grade region are achieved.
Furthermore, the two intermediate shafts comprise intermediate shaft transmission gears, intermediate shaft five-gear gears, intermediate shaft three-gear gears and intermediate shaft two-gear gears; wherein, the transmission gear of the intermediate shaft is in meshing transmission connection with a shaft gear; the intermediate shaft five-gear is in meshed transmission connection with the second shaft five-gear; the intermediate shaft third gear is in meshed transmission connection with the second shaft third gear; the intermediate shaft second gear is in meshing transmission connection with the second shaft second gear, so that the transmission performance in the transmission is effectively improved.
Furthermore, the intermediate shaft transmission gear, the intermediate shaft five-gear and the intermediate shaft three-gear are fixed on the intermediate shaft through a square key, and the intermediate shaft two-gear is fixed on the intermediate shaft through a semicircular key, so that torque transmission is facilitated.
Furthermore, the two-shaft five-gear, the two-shaft three-gear, the two-shaft two-gear, the two-shaft first-gear and the two-shaft gear climbing gear are all arranged in a floating mode on the two shafts, a needle bearing is not needed, radial force applied to the two shafts by the two intermediate shafts is offset in the working process, the two shafts only bear pure torque and bending moment, the stress conditions of the two shafts and the bearing are greatly improved, and therefore reliability and durability of the transmission are improved.
Furthermore, the auxiliary box transmission effectively outputs power along the output flange plate through the transmission of two shafts in the main box transmission and the transmission meshing of the auxiliary box driving gear, the auxiliary box main shaft and the auxiliary box intermediate shaft.
Drawings
FIG. 1 is a schematic view of the internal structure of a 11-gear double-intermediate-shaft wide-speed-ratio transmission of the present invention;
FIG. 2 is a schematic view of the structure connection of the auxiliary box of the present invention;
fig. 3 is a top view of the upper cover of the gear locking cylinder device of the present invention;
fig. 4 is the internal structure schematic diagram of the gear locking cylinder device of the present invention.
In the figure: 1-one axis; 2-a shaft gear; 3-biaxial; 4-a synchronizer; 5-two-shaft three-gear; 6-shift fork shaft; 7-a gear shift fork; 8-a manipulation device; 9-upper cover; 10-a lock gear cylinder body; 11-a compression spring; 12-a piston rod; 13-backward climbing sliding sleeve; 14-a secondary box drive gear; 15-auxiliary box shifting fork; 16-auxiliary box reduction gear; 17-auxiliary box declutch shift shaft; 18-an output flange; 19-the secondary box main shaft; 20-rear cover shell; 21-a sub-tank synchronizer; 22-a transmission housing; 23-a woodruff bond; 24-countershaft second gear; 25-countershaft three-speed gear; 26-countershaft fifth gear; 27-intermediate shaft; 28-countershaft transfer gears; 29-four-way bond; 30-a clutch housing; 31-auxiliary box intermediate shaft drive gear; 32-auxiliary box intermediate shaft; 33-high-grade area air pipe; 34-a shift cylinder device; 35-reverse gear shifting fork; 36-two-shaft five-gear; 37-two-shaft two-gear; 38-two-shaft first gear; 39-two-shaft gear climbing gear; 40-two-shaft reverse gear.
Detailed Description
The present invention will now be described in further detail with reference to the accompanying drawings, which are provided for purposes of illustration and not limitation.
The utility model provides a 11 grades of two jackshaft wide speed ratio derailleurs, as shown in figure 1, including the main box derailleur, the main box derailleur includes clutch housing 30, derailleur housing 22, one 1, one shaft gear 2, two 3 and two jackshafts 27; the clutch shell 30 is sleeved on the first shaft 1, the transmission shell 22 is sleeved on the second shaft 3, the clutch shell 30 and the transmission shell 22 are arranged in a bolt connection mode, a bearing hole is formed between the clutch shell 30 and the transmission shell 22, one end of the first shaft 1 is connected with a power source, the other end of the first shaft 1 is coaxially connected with the second shaft 3 arranged in the transmission shell 22 through the bearing hole, a first shaft gear 2 is sleeved on the first shaft 1 in the transmission shell 22, two middle shafts 27 are arranged on two sides of the second shaft 3 in the transmission shell 22 and are in the same plane with the central line of the second shaft 3, and the middle shafts 27 are in transmission connection with the second shaft 3 through gears; the second shaft 3 is sleeved with a second shaft five-gear 36, a second shaft three-gear 5, a second shaft two-gear 37, a second shaft first-gear 38, a second shaft climbing gear 39 and a second shaft reverse gear 40 in sequence along the power transmission direction, wherein the second shaft climbing gear 39 and the second shaft reverse gear 40 are arranged in a spline meshing mode through a reverse climbing sliding sleeve 13.
The two intermediate shafts 27 are respectively provided with an intermediate shaft transmission gear 28, an intermediate shaft five-gear 26, an intermediate shaft three-gear 25 and an intermediate shaft two-gear 24; wherein, the intermediate shaft transmission gear 28 is in meshing transmission connection with a shaft gear 2; the intermediate shaft five-gear 26 is in meshed transmission connection with the second shaft five-gear 36; the intermediate shaft third gear 25 is in meshed transmission connection with the second shaft third gear 5; the intermediate shaft second gear 24 is in meshing transmission connection with a second shaft second gear 37.
The intermediate shaft transmission gear 28, the intermediate shaft fifth gear 26 and the intermediate shaft third gear 25 are fixed on the intermediate shaft 27 through a square key 29, and the intermediate shaft second gear 24 is fixed on the intermediate shaft through a semicircular key 23; the second-shaft five-gear 36, the second-shaft three-gear 5, the second-shaft second-gear 37 and the second-shaft first-gear 38 are arranged on the second shaft 3 in a floating mode, wherein the reverse gear, the gear climbing and the first gear on the intermediate shaft are of an integrated structure.
The first shaft gear is meshed with the intermediate shaft transmission gears 28, and the power from the first shaft gear is transmitted to the two intermediate shaft transmission gears 28 and then transmitted to the second shaft gear of the corresponding gear through the intermediate shaft gears.
The utility model also comprises an auxiliary box speed changer which comprises an auxiliary box driving gear 14, an auxiliary box main shaft 19, an auxiliary box intermediate shaft 32, a rear cover shell 20 and an output flange 18; an auxiliary box main shaft 19 is connected with a secondary shaft 2 in the main box transmission through an auxiliary box driving gear 14 and an auxiliary box synchronizer 21, and an auxiliary box reduction gear 16 is installed on the auxiliary box main shaft 19; an auxiliary box shifting fork shaft 17 is arranged above the auxiliary box main shaft 19, and an auxiliary box shifting fork 15 for adjusting the position of an auxiliary box synchronizer is arranged on the auxiliary box shifting fork shaft 17; an auxiliary box intermediate shaft 32 and an auxiliary box intermediate shaft transmission gear 31 are arranged on two sides of the auxiliary box main shaft 19, and as shown in fig. 2, shaft teeth on the auxiliary box intermediate shaft 32 are meshed with an auxiliary box main shaft gear through an auxiliary box reduction gear 16; the rear end of the main shaft of the auxiliary box is connected with an output flange 18 for power output; the output flange 18 is connected to the secondary box main shaft 19 by internal splines.
The first shaft gear 2 and the second shaft five-gear 36, the second shaft three-gear 5 and the second shaft two-gear 37 and the second shaft first-gear 38 are respectively connected with a combined gear ring on the synchronizer in a meshing way; the synchronizer 4 engaged with the two-shaft first-gear 38 is a single-side synchronizer.
The main box transmission also comprises a gear shifting fork shaft 6, an upper cover 9 and an operating device 8, wherein the upper cover 9 is fixed on the upper side of the transmission shell 22, the gear shifting fork shaft 6 is provided with a gear shifting fork 7 used for adjusting the position of a main box synchronizer, the operating device 8 is fixedly arranged on the upper cover 9, and the gear shifting fork shaft 6 is operated to drive the gear shifting fork 7 to shift gears.
According to fig. 3, a gear locking cylinder device is arranged on the upper cover 9, and comprises a gear locking cylinder body 10, a piston rod 12 and a compression spring 11; the piston rod 12 is provided inside the lock cylinder 10 with the compression spring 11 fitted, and the lock cylinder 10 is connected to the outside with the high range air pipe 33. A reverse gear shifting fork 35 is further arranged in the transmission shell 22, as shown in fig. 4, the reverse gear shifting fork 35 is arranged below the gear locking cylinder device, a limiting groove is formed in the reverse gear shifting fork 35, and the piston rod 12 is compressed and inserted into the limiting groove through a spring; the fork foot of the reverse climbing shift fork 35 is inserted into the reverse climbing shift sliding sleeve 13.
The utility model discloses the well derailleur has 11 forward gears, and the biggest input torque of derailleur is 1600Nm, climbs gear speed ratio 15.55, and the overdrive gear speed ratio is 0.73, and the speed ratio range is wide to reach 21.3, can effectively adapt to different road conditions. The transmission has good starting and climbing capabilities, can meet the requirement of long-distance transportation of multi-pull fast running, and effectively improves the fuel economy of the vehicle. The utility model discloses a main and auxiliary box structural style of "2X 5+ 1", and a shelves set up to unilateral synchronous ware structure, have shortened the whole length of derailleur, make the whole case arrangement space of derailleur obtain optimizing, compact structure, reasonable in design. The problem of traditional derailleur structure complicated, to whole car clutch release mechanism dependence strong, require high grade to driver's driving level is solved, the demand of adaptation segment market. When the automobile gear locking device is in a high-grade area, a piston rod in the gear locking cylinder device is pushed into a limiting groove of the reverse-climbing gear shifting fork under the action of air pressure, the reverse-climbing gear shifting fork cannot move to achieve gear locking, and the driving safety of a driver is improved.
The main box transmission comprises six forward gears and one reverse gear; the gear climbing and the gear reversing adopt a sliding sleeve to engage gears, other gears engage gears through a synchronizer, and the first-gear synchronizer is a unilateral synchronizer.
The working principle of the 11-gear double-intermediate-shaft wide-speed-ratio transmission of the utility model is that after the clutch is combined with the engine, power is input from a shaft 1 through the engine and the clutch and then is transmitted to a shaft gear 2 through the spline; the reverse gear, the climbing gear and the first gear on the intermediate shaft 27 are of an integrated structure, and 2 intermediate shafts 27 are symmetrically arranged in the transmission shell 22; the intermediate shaft 27 is provided with intermediate shaft gears including an intermediate shaft drive gear 28, an intermediate shaft fifth gear 26, an intermediate shaft third gear 25, and an intermediate shaft second gear 24. The two shafts 3 are arranged coaxially with the one shaft 1, a two-shaft five-gear 36, a two-shaft three-gear 5, a two-shaft two-gear 37, a two-shaft first-gear 38, a two-shaft gear-climbing gear 39 and a two-shaft reverse gear 40 are sequentially sleeved on the two shafts 3 along the power transmission direction, a gear shifting fork shaft 6 is arranged above the two shafts 3, and a gear shifting fork 7 which drives the synchronizer 4 and the reverse gear sliding sleeve 13 to move is installed on the gear shifting fork shaft 6. The first shaft gear 2 and the second shaft five-gear 36, the second shaft three-gear 5 and the second shaft two-gear 37 and the second shaft first-gear 38 are respectively connected with a combined gear ring on the synchronizer in a meshing way; wherein, the synchronizer 4 engaged on the two-shaft first gear 38 is a unilateral synchronizer; the second-shaft five-gear 36, the second-shaft three-gear 5, the second-shaft second-gear 37, the second-shaft first-gear 38 and the second-shaft gear-climbing gear 39 are movably arranged on the second shaft 3 and are respectively meshed with corresponding intermediate shaft gears; the first shaft gear 2 is meshed with the intermediate shaft transmission gears 28, the power from the first shaft gear 2 is transmitted to the two intermediate shaft transmission gears 28 which are symmetrically arranged, and then transmitted to the corresponding second shaft third gear 5 through the intermediate shaft gears, the second shaft fifth gear 36, the second shaft third gear 5, the second shaft second gear 37 and the second shaft first gear 38 are respectively transmitted to the corresponding synchronizer 4 and the second shaft 3 through spline meshing, and then the power is transmitted to the auxiliary box driving gear 14 to enter the auxiliary box transmission. An auxiliary box main shaft 19 is connected with a secondary shaft 3 in the main box transmission through an auxiliary box driving gear 14 and an auxiliary box synchronizer 21, and an auxiliary box reduction gear 16 is installed on the auxiliary box main shaft 19; an auxiliary box shifting fork shaft 17 and an auxiliary box cylinder are arranged above the auxiliary box main shaft 19, and an auxiliary box shifting fork 15 for adjusting the position of an auxiliary box synchronizer 21 is arranged on the auxiliary box shifting fork shaft 17; an auxiliary box intermediate shaft 32 and an auxiliary box intermediate shaft transmission gear 31 are arranged on two sides of the auxiliary box main shaft 19, shaft teeth on the auxiliary box intermediate shaft 32 are meshed with gears of the auxiliary box main shaft 19 through an auxiliary box reduction gear 16, and power entering the auxiliary box transmission is finally output from an output flange 18.
According to the illustration in fig. 3 and 4, a gear locking cylinder device 34 is further arranged on the upper cover, when the upper cover is in a high-gear area, a piston rod 12 in the gear locking cylinder device 34 is triggered by the air pressure of an air pipe 33 in the high-gear area, and the piston rod 12 is pushed into a limiting groove of a reverse-climbing shift fork 35 through a compression spring 11, so that the locking of the reverse gear and the climbing gear in the high-gear area is realized; when the gear is in the low gear area, no air passes through the air pipe 33 in the high gear area, the compression spring 11 drives the piston rod 12 to return, and the reverse gear-climbing sliding sleeve 13 is driven by the reverse gear-climbing shifting fork 35 to realize gear engagement in the low gear area.
Claims (9)
1. An 11-gear double-intermediate-shaft wide-speed-ratio transmission is characterized by comprising a main box transmission, wherein the main box transmission comprises a clutch housing (30), a transmission housing (22), a first shaft (1), a first shaft gear (2), a second shaft (3) and two intermediate shafts (27); the clutch shell (30) is sleeved on the first shaft (1), the transmission shell (22) is sleeved on the second shaft (3), the clutch shell (30) and the transmission shell (22) are arranged in a bolt connection mode, a bearing hole is formed between the clutch shell (30) and the transmission shell (22), one end of the first shaft (1) is connected with a power source, the other end of the first shaft (1) is coaxially connected with the second shaft (3) arranged in the transmission shell (22) through the bearing hole, a first shaft gear (2) is sleeved on the first shaft (1) in the transmission shell (22), the two intermediate shafts (27) are arranged on two sides of the second shaft (3) in the transmission shell (22) and are in the same plane with the central line of the second shaft (3), and the intermediate shafts (27) are in transmission connection with the second shaft (3) through gears; two epaxial (3) are gone up and are equipped with two-shaft five-gear (36), two-shaft three-gear (5), two-shaft two-gear (37), two-shaft one-gear (38), two-shaft climb gear (39) and two-shaft reverse gear (40) along power transmission direction in proper order, wherein two-shaft climb gear (39) and two-shaft reverse gear (40) between through the spline meshing setting of climbing a shelves sliding sleeve (13) backward.
2. An 11-gear double-countershaft wide-ratio transmission according to claim 1 wherein the first-shaft gear (2) and the second-shaft fifth-gear (36), the second-shaft third-gear (5) and the second-shaft second-gear (37) and the second-shaft first-gear (38) are respectively in meshed connection with a combined gear ring on the synchronizer (4); wherein the synchronizer (4) engaged on the two-shaft first-gear (38) is a unilateral synchronizer.
3. The 11-gear double-intermediate-shaft wide-speed-ratio transmission is characterized in that the main box transmission further comprises a shift fork shaft (6), an upper cover (9) and an operating device (8), the upper cover (9) is fixed on the upper side of the transmission housing (22), a shift fork (7) used for adjusting the position of a main box synchronizer is mounted on the shift fork shaft (6), the operating device (8) is fixedly arranged on the upper cover (9), and the shift fork shaft (6) is operated to drive the shift fork (7) to shift gears.
4. An 11-gear double-intermediate-shaft wide-ratio transmission as claimed in claim 3, characterized in that a gear locking cylinder device is arranged on the upper cover (9), and comprises a gear locking cylinder body (10), a piston rod (12) and a compression spring (11); be equipped with piston rod (12) in lock shelves cylinder block (10), the cover is equipped with compression spring (11) on piston rod (12), the external connection of lock shelves cylinder block (10) has high-grade district trachea (33).
5. The 11-gear double-intermediate-shaft wide-speed-ratio transmission is characterized in that a reverse gear shifting fork (35) is further arranged in the transmission housing (22), the reverse gear shifting fork (35) is arranged below the gear locking cylinder device, a limiting groove is formed in the reverse gear shifting fork (35), and the piston rod (12) is inserted into the limiting groove through spring compression; the fork foot of the reverse climbing shift fork (35) is inserted into the reverse climbing shift sliding sleeve (13).
6. An 11-speed double countershaft wide ratio transmission according to claim 1 wherein both of said countershafts (27) have countershaft transfer gears (28), countershaft fifth gear (26), countershaft third gear (25) and countershaft second gear (24) disposed thereon; wherein, the intermediate shaft transmission gear (28) is in meshed transmission connection with the shaft gear (2); the intermediate shaft five-gear (26) is in meshed transmission connection with the second shaft five-gear (36); the intermediate shaft third gear (25) is in meshed transmission connection with the second shaft third gear (5); the intermediate shaft second gear (24) is in meshed transmission connection with the second shaft second gear (37).
7. An 11-speed double countershaft wide ratio transmission according to claim 6 wherein the countershaft transfer gears (28), countershaft fifth gear (26) and countershaft third gear (25) are fixed to the countershaft (27) by a quad key (29) and the countershaft second gear (24) is fixed to the countershaft (27) by a semi-circular key (23).
8. An 11-speed double countershaft wide ratio transmission according to claim 1 wherein the two-shaft five-speed gear (36), two-shaft three-speed gear (5), two-shaft two-speed gear (37), two-shaft one-speed gear (38) and two-shaft upshift gear (39) are all floating on the two shafts (3).
9. An 11-speed, dual-countershaft wide-ratio transmission according to claim 1 further comprising an auxiliary box transmission including an auxiliary box drive gear (14), an auxiliary box main shaft (19), an auxiliary box countershaft (32), a rear cover housing (20) and an output flange (18); the auxiliary box main shaft (19) is connected with a secondary shaft (3) in the main box transmission through an auxiliary box driving gear (14) and an auxiliary box synchronizer (21), and an auxiliary box reduction gear (16) is installed on the auxiliary box main shaft (19); an auxiliary box shifting fork shaft (17) is arranged above the auxiliary box main shaft (19), and an auxiliary box shifting fork (15) for adjusting the position of an auxiliary box synchronizer is arranged on the auxiliary box shifting fork shaft (17); an auxiliary box intermediate shaft (32) and an auxiliary box intermediate shaft transmission gear (31) are arranged on two sides of the auxiliary box main shaft (19), and shaft teeth on the auxiliary box intermediate shaft (32) are meshed with an auxiliary box main shaft gear through an auxiliary box reduction gear (16); the rear end of the main shaft of the auxiliary box is connected with an output flange (18) for power output; the output flange (18) is connected with the auxiliary box main shaft (19) through an internal spline.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022902975.7U CN214404547U (en) | 2020-12-04 | 2020-12-04 | 11-gear double-intermediate-shaft wide-speed-ratio transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022902975.7U CN214404547U (en) | 2020-12-04 | 2020-12-04 | 11-gear double-intermediate-shaft wide-speed-ratio transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214404547U true CN214404547U (en) | 2021-10-15 |
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ID=78038596
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022902975.7U Active CN214404547U (en) | 2020-12-04 | 2020-12-04 | 11-gear double-intermediate-shaft wide-speed-ratio transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214404547U (en) |
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2020
- 2020-12-04 CN CN202022902975.7U patent/CN214404547U/en active Active
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