CN215334387U - Mechanical transmission auxiliary function mechanism - Google Patents

Mechanical transmission auxiliary function mechanism Download PDF

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Publication number
CN215334387U
CN215334387U CN202120523883.XU CN202120523883U CN215334387U CN 215334387 U CN215334387 U CN 215334387U CN 202120523883 U CN202120523883 U CN 202120523883U CN 215334387 U CN215334387 U CN 215334387U
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China
Prior art keywords
brake
way clutch
transmission
mode switching
gear sleeve
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Active
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CN202120523883.XU
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Chinese (zh)
Inventor
王毅
林雪峰
彭静
向巍
黄杰
韩伟
杜再茜
彭凯
李学龙
潘雪梅
谢永施
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Guizhou Jiaotong College
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Guizhou Jiaotong College
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Abstract

The utility model discloses an auxiliary function mechanism of a mechanical transmission, which comprises a one-way clutch (3) and a brake (12), wherein the one-way clutch (3) and the brake (12) are coaxially arranged, a driving part (4) of the one-way clutch (3) is sleeved with a mode switching gear sleeve (7), the mode switching gear sleeve (7) moves towards the brake (12) and can compress a friction plate of the brake (12), a driven part (5) of the one-way clutch (3) is provided with a one-way transmission locking combination tooth (6), and the mode switching gear sleeve (7) moves towards the one-way transmission locking combination tooth (6) and is meshed to lock the one-way clutch (3). The utility model realizes that the clutch is not required to be disconnected in the gear shifting process of the transmission, reduces the abrasion of the clutch, greatly reduces the power interruption time, can realize the drag braking of the engine under the working condition of downhill and improves the gear shifting performance.

Description

Mechanical transmission auxiliary function mechanism
Technical Field
The utility model relates to an auxiliary function mechanism of a mechanical automatic transmission, in particular to an auxiliary function mechanism of a transmission, which can reduce the abrasion of a clutch, reduce the gear shifting time, improve the power interruption and improve the gear shifting smoothness on a manual transmission and an AMT mechanical automatic transmission.
Background
Because the rotating speed range of the internal combustion engine is narrow, the high-power and high-efficiency interval is small, the internal combustion engine automobile can meet the use of all working conditions only by using a speed changer. The power and the efficiency of the motor are seriously reduced at high rotating speed, and the transmission can ensure that the electric vehicle has larger power reserve and better energy utilization efficiency at high speed.
The transmission is divided into a manual transmission and an automatic transmission, the manual transmission has a simple structure, is easy to process and manufacture and low in cost, but needs a driver to operate and shift gears, so that the driving comfort is influenced, and the automatic transmission does not need the driver to operate a gear shifting handle and a clutch to shift up and down during driving, so that the fatigue of the driver can be reduced, the automatic transmission becomes a preferred choice of a vehicle purchaser, and the automatic transmission is a future development trend.
The current commercial automatic transmissions mainly comprise an AT (hydraulic automatic transmission), a CVT (continuously variable transmission), a DCT (double clutch transmission) and an AMT (automatic mechanical transmission), wherein the AT is provided with a hydraulic torque converter for buffering, the transmission system is low in impact and best in comfort, but the manufacturing and assembling requirements are high, and the hydraulic transmission brings high energy loss; the transmission ratio of the CVT can be continuously changed, the starting operation in a fuel economy area or a high-power area can be ensured according to different requirements, but the transmission efficiency is low, the reliability is low, and the manufacturing difficulty is high; DCT manufacturing difficulty is smaller than AT and CVT, gear shifting time is short, transmission efficiency is high, AT present, more and more vehicles are provided with DCT transmissions, but DCT cost is still much higher than AMT cost. The AMT is additionally provided with a control mechanism on the basis of the traditional mechanical transmission, the manufacturing, maintenance and repair cost is low, the transmission efficiency is high, but the comfort is influenced due to the fact that the gear shifting time is long and the power interruption exists.
From various transmission schemes, the AMT mechanical automatic transmission has the advantages of high reliability, simple manufacture, low cost and the like, but has long gear shifting time and poor gear shifting smoothness, wherein the promotion and application of the AMT mechanical automatic transmission are restricted by large clutch control difficulty and long clutch separation and combination time.
Disclosure of Invention
The utility model mainly solves the technical problems that: how to reduce transmission shift power off time.
The technical scheme of the utility model is as follows:
the auxiliary function mechanism of the mechanical transmission comprises a one-way clutch and a brake, wherein the one-way clutch and the brake are coaxially arranged, a driving part of the one-way clutch is sleeved with a mode switching gear sleeve, the mode switching gear sleeve moves towards the direction of the brake to compress a friction plate of the brake, a driven part of the one-way clutch is provided with one-way transmission locking combination teeth, and the mode switching gear sleeve moves towards the direction of the one-way transmission locking combination teeth and is meshed to lock the one-way clutch.
The driving parts of the brake and the one-way clutch are arranged on a power output shaft of the engine, the driven part of the one-way clutch is arranged on an input shaft of the speed changer, the mode switching gear sleeve and the power output shaft of the engine synchronously rotate and can relatively slide in the axial direction, and the mode switching gear sleeve moves towards the direction of the input shaft of the speed changer and is meshed with one-way transmission locking combination teeth arranged on the input shaft of the speed changer to lock the one-way clutch.
And one end of the mode switching gear sleeve, which is close to the brake, is provided with a brake touch ring, and the brake touch ring is used for compressing a friction plate of the brake.
The driving part of the one-way clutch is arranged on the power output shaft of the engine, and the driven part of the one-way clutch is arranged on the input shaft of the speed changer.
The engine power output shaft and the transmission input shaft are coaxially arranged, a stepped hole is formed in the front end of the engine power output shaft, and the end of the transmission input shaft is inserted into the stepped hole.
The static friction plate of the brake is connected with the shell of the brake; the dynamic friction plate of the brake is connected with the power output shaft of the engine.
The housing of the brake is mounted on the auxiliary function housing.
The mode switching gear sleeve is sleeved on a driving part of the one-way clutch and synchronously rotates, and the mode switching gear sleeve can axially slide relative to the driving part; the one-way transmission locking combination teeth are fixed on a driven piece of the one-way clutch.
When the mode switching gear sleeve moves towards the direction of the clutch, the static friction plate and the dynamic friction plate of the brake can be pressed tightly, so that the power output shaft of the engine decelerates.
When the mode switching gear sleeve moves towards the direction of the speed changer, the mode switching gear sleeve can be combined with the one-way transmission locking combination gear, so that a driving part and a driven part of the one-way clutch are combined into a whole to move synchronously.
The working principle of the utility model is as follows:
the brake shell is arranged on the shell of the auxiliary function mechanism, the static friction plate can only do axial motion relative to the shell, the dynamic friction plate is arranged on the power output shaft of the engine and can only do axial motion relative to the power output shaft of the engine, and when the mode switching gear sleeve moves towards the brake, the static friction plate and the dynamic friction plate of the brake can be pressed tightly to decelerate the power output shaft of the engine.
The one-way clutch driving piece is connected to the engine power output shaft and rotates along with the engine power output shaft, the one-way clutch driven piece is connected to the transmission input shaft, the engine power output shaft can only drive the transmission input shaft to rotate through the one-way clutch, and the transmission input shaft cannot drive the engine power output shaft to rotate in reverse.
When the engine outputs power, namely the engine power output shaft drives the transmission input shaft to rotate, at the moment, the rotating speed of the engine tends to be larger than that of the transmission input shaft, the one-way clutch is closed, at the moment, the engine power output shaft is connected with the transmission input shaft, and the engine power is normally output.
When the gear is shifted, the mode switching gear sleeve moves towards the brake to tightly press the static friction plate and the dynamic friction plate of the brake, the rotating speed of the power output shaft of the engine is reduced, at the moment, the rotating speed of the power output shaft of the engine is lower than that of the input shaft of the transmission, the input shaft of the transmission cannot drive the power output shaft of the engine to rotate in reverse, at the moment, the one-way clutch is separated, namely, the power transmission between the power output shaft of the engine and the input shaft of the transmission is cut off, and the gear can be shifted at the moment. The power transmission between the engine power output shaft and the transmission input shaft can be cut off quickly by the action of the one-way clutch and the brake.
After gear shifting is completed, the mode switching gear sleeve restores to the middle position, the opening of an engine throttle valve is increased, the rotating speed of an engine power output shaft is increased, and when the rotating speed of the engine power output shaft is increased to the rotating speed of a transmission input shaft, the one-way clutch is closed, so that normal power transmission can be performed.
When the engine is in a downhill working condition, the engine needs to be dragged backwards to brake, namely, the wheels drag the engine to rotate at the same time, due to the existence of the one-way clutch, the transmission input shaft cannot drive the engine power output shaft to rotate in reverse, at the same time, the mode switching gear sleeve only needs to move towards the direction of the one-way transmission locking combination gear, so that the one-way transmission combination gear is closed, at the same time, the transmission input shaft and the engine power output shaft are fixedly connected, the transmission input shaft drags the engine to rotate, the engine dragging braking is realized, and the driving safety of the downhill working condition is guaranteed.
The utility model has the beneficial effects that:
the clutch control system can quickly cut off and recover the connection between the power output shaft of the engine and the input shaft of the transmission under the action of the one-way clutch and the brake, compared with the traditional operation of controlling the clutch to be opened and closed, the time for finishing the whole operation is far shorter than the traditional clutch control, the abrasion of the clutch can be reduced, the gear shifting smoothness is improved, in addition, the engine is reversely dragged and braked when descending a slope, and the driving safety is ensured.
The utility model makes up the defects of the AMT mechanical automatic transmission, greatly improves the performance of the AMT mechanical automatic transmission and can promote the popularization and the application of the AMT mechanical automatic transmission.
According to the utility model, the clutch is not required to be operated to be separated and combined in the gear shifting process, the gear shifting power interruption time of the AMT can be reduced, the gear shifting power interruption time is only one third more than that of DCT, the clutch abrasion can be reduced, the service life of the clutch is prolonged, and in addition, the gear shifting smoothness can be improved. In addition, the utility model can be applied to a mechanical manual transmission, can realize semi-automatic gear shifting without stepping on a clutch during gear shifting, and has great commercial application value.
Drawings
FIG. 1 is a schematic diagram of the present invention.
Fig. 2 is a structural view of the embodiment.
Fig. 3 is an installation view of the embodiment.
Detailed Description
Examples
As shown in fig. 3, the transmission 16 may be a manual transmission or an AMT automatic mechanical transmission, with the present invention 15 installed between the clutch 14 and the transmission 16.
As shown in fig. 2, includes: the engine power output shaft 1, the transmission input shaft 2, the one-way clutch 3, the one-way transmission locking combination teeth 6, the mode switching gear sleeve 7, the brake touch ring 8 and the brake 12. The driving part 4 of the one-way clutch is arranged on the engine power output shaft 1 and rotates along with the engine power output shaft, and the driven part 5 of the one-way clutch is arranged on the transmission input shaft 2 and rotates along with the transmission input shaft 2. The shell 11 of the brake is arranged on the shell of the auxiliary function mechanism, the static friction plate 9 of the brake can move axially relative to the shell 11 of the brake, and the dynamic friction plate 10 of the brake is arranged on the power output shaft 1 of the engine and can move axially relative to the power output shaft 1 of the engine. The mode switching gear sleeve 7 is arranged on the one-way clutch driving part 4, can move axially relative to the one-way clutch driving part 4 and cannot rotate relative to the one-way clutch driving part 4, when the mode switching gear sleeve 7 moves towards the brake 12, the brake static friction plate 9 and the brake dynamic friction plate 10 can be pressed tightly to decelerate the power output shaft of the engine, when the mode switching gear sleeve 7 moves towards the one-way transmission locking combination tooth 6, the one-way transmission combination tooth 6 can be combined to lock the transmission input shaft 2 and the one-way clutch driving part 4, and the one-way clutch 3 loses action and is used for a downhill working condition.
Before the speed changer 16 shifts gears, when the mode switching gear sleeve 7 moves towards a brake, the brake static friction plate 9 and the brake dynamic friction plate 10 can be pressed tightly, the engine power output shaft 1 decelerates, when the rotating speed of the engine power output shaft 1 is lower than that of the speed changer input shaft 2, the one-way clutch 3 is separated, the speed changer 16 can shift gears, after the shifting is completed, the mode switching gear sleeve 7 restores to the middle position, the throttle opening of the engine 13 is increased, the rotating speed of the engine power output shaft 1 rises, when the rotating speed of the speed changer input shaft 2 rises, the one-way clutch 3 is closed, and the power transmission between the engine 16 and the speed changer 16 is restored.
When the engine runs downhill, the mode switching gear sleeve 7 moves towards the speed changer 16, the one-way transmission locking combination gear 6 is closed, the one-way clutch 3 loses the action, and the engine dragging braking running downhill can be carried out.

Claims (10)

1. A mechanical transmission auxiliary function mechanism including a one-way clutch (3) and a brake (12), characterized in that: the one-way clutch (3) and the brake (12) are coaxially arranged, a driving part (4) of the one-way clutch (3) is sleeved with a mode switching gear sleeve (7), the mode switching gear sleeve (7) moves towards the brake (12) and can compress a friction plate of the brake (12), a driven part (5) of the one-way clutch (3) is provided with one-way transmission locking combination teeth (6), and the mode switching gear sleeve (7) moves towards the one-way transmission locking combination teeth (6) and is meshed to lock the one-way clutch (3).
2. The mechanical transmission auxiliary function mechanism of claim 1, wherein: a brake (12) and a driving part (4) of a one-way clutch (3) are installed on an engine power output shaft (1), a driven part (5) of the one-way clutch (3) is installed on a transmission input shaft (2), a mode switching gear sleeve (7) and the engine power output shaft (1) synchronously rotate and can relatively slide in the axial direction, and the mode switching gear sleeve (7) moves towards the transmission input shaft (2) and is meshed with one-way transmission locking combination teeth (6) installed on the transmission input shaft (2) to lock the one-way clutch (3).
3. The mechanical transmission auxiliary function mechanism according to claim 2, characterized in that: one end of the mode switching gear sleeve (7) close to the brake (12) is provided with a brake touch ring (8), and the brake touch ring (8) is used for compressing a friction plate of the brake (12).
4. The mechanical transmission auxiliary function mechanism of claim 3, wherein: a driving part (4) of the one-way clutch (3) is arranged on a power output shaft (1) of the engine, and a driven part (5) of the one-way clutch (3) is arranged on an input shaft (2) of the transmission.
5. The mechanical transmission auxiliary function mechanism according to any one of claims 2 to 4, characterized in that: the engine power output shaft (1) and the transmission input shaft (2) are coaxially arranged, a stepped hole is formed in the front end of the engine power output shaft (1), and the end of the transmission input shaft (2) is inserted into the stepped hole.
6. The mechanical transmission auxiliary function mechanism of claim 5, wherein: the static friction plate (9) of the brake (12) is connected with the shell (11) of the brake; the dynamic friction plate (10) of the brake (12) is connected with the power output shaft (1) of the engine.
7. The mechanical transmission auxiliary function mechanism of claim 6, wherein: a housing (11) of the brake (12) is mounted on the auxiliary function housing.
8. The mechanical transmission auxiliary function mechanism of claim 6, wherein: the mode switching gear sleeve (7) is sleeved on the driving part (4) of the one-way clutch (3) and synchronously rotates, and the mode switching gear sleeve (7) can axially slide relative to the driving part (4); the one-way transmission locking combination tooth (6) is fixed on a driven piece (5) of the one-way clutch (3).
9. The mechanical transmission auxiliary function mechanism of claim 8, wherein: when the mode switching gear sleeve (7) moves towards the direction of the clutch (15), the static friction plate (9) and the dynamic friction plate (10) of the brake (12) can be pressed, so that the power output shaft (1) of the engine is decelerated.
10. The mechanical transmission auxiliary function mechanism of claim 9, wherein: when the mode switching gear sleeve (7) moves towards the direction of the speed changer (17), the mode switching gear sleeve can be combined with the one-way transmission locking combination teeth (6), so that the driving part (4) and the driven part (5) of the one-way clutch (3) are combined into a whole to move synchronously.
CN202120523883.XU 2021-03-12 2021-03-12 Mechanical transmission auxiliary function mechanism Active CN215334387U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202120523883.XU CN215334387U (en) 2021-03-12 2021-03-12 Mechanical transmission auxiliary function mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202120523883.XU CN215334387U (en) 2021-03-12 2021-03-12 Mechanical transmission auxiliary function mechanism

Publications (1)

Publication Number Publication Date
CN215334387U true CN215334387U (en) 2021-12-28

Family

ID=79583489

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202120523883.XU Active CN215334387U (en) 2021-03-12 2021-03-12 Mechanical transmission auxiliary function mechanism

Country Status (1)

Country Link
CN (1) CN215334387U (en)

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