CN218267051U - Three-gear pneumatic type automobile auxiliary transmission - Google Patents
Three-gear pneumatic type automobile auxiliary transmission Download PDFInfo
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- CN218267051U CN218267051U CN202222101132.6U CN202222101132U CN218267051U CN 218267051 U CN218267051 U CN 218267051U CN 202222101132 U CN202222101132 U CN 202222101132U CN 218267051 U CN218267051 U CN 218267051U
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Abstract
The utility model provides a three keep off vice derailleurs of pneumatic type car relates to derailleur technical field. The utility model comprises an input shaft, a transmission shaft, an output shaft, a middle shaft and gears sleeved on the shafts, wherein the gears form different transmission relations; the transmission relation among different gears is changed through two groups of cylinders, and three different speed changes are realized; the utility model is arranged at the output end of the main transmission, can increase the number of automobile gears and enlarge the speed ratio range, and has compact structure and reasonable matching; the automobile can adapt to various road surfaces and climatic conditions, and the traction and passing capacity of the automobile is improved.
Description
Technical Field
The utility model relates to a derailleur technical field particularly, relates to a three keep off pneumatic type car auxiliary transmission.
Background
Generally speaking, heavy commercial vehicles have a high loading mass and relatively complex conditions of use. Therefore, the vehicle needs to have good dynamic property and acceleration property in the process of carrying and running; particularly economically, it is best for a transmission to extend its ratio range and increase the number of gears. The common practice in the transmission industry of commercial vehicles at home and abroad is to design serial products with different gear numbers and different transmission ratio ranges by mainly using one or two 4-6 gear basic type transmissions and replacing serial gear pairs and configuring different auxiliary transmissions.
Currently, there are two general types of compound MT transmissions, one being a double-speed (splitter-type) compound and the other being a half-speed (plug-in compound). A2-gear (high-gear and low-gear) auxiliary transmission is installed in series at the rear part of a main transmission of a double-gear combined MT transmission to increase the number of gears of the main transmission, but the double-gear combined MT transmission still cannot meet the use requirements of various complicated roads and has fewer gears to select. In view of this, the inventor has made extensive studies and has proposed a three-gear pneumatic type auxiliary transmission for an automobile.
Disclosure of Invention
The utility model aims at providing a three-gear pneumatic automobile auxiliary transmission which can increase the number of automobile gears and enlarge the speed ratio range; the automobile can adapt to various different road surfaces and climatic conditions, and the traction and passing capacity of the automobile is improved.
The embodiment of the utility model is realized like this:
the embodiment provides a three-gear pneumatic type automobile auxiliary transmission which comprises a box body, a first speed change gear, a second speed change gear, a third speed change gear, a fourth speed change gear, a fifth speed change gear, a sixth speed change gear, a first synchronous gear ring, a second synchronous gear ring, a first pneumatic gear shifting assembly, a second pneumatic gear shifting assembly, an intermediate shaft, an input shaft, a transmission shaft and an output shaft, wherein the input shaft, the transmission shaft and the output shaft are sequentially coaxially sleeved, the input shaft is provided with a first constant meshing gear, the transmission shaft is provided with a second constant meshing gear, and the output shaft is provided with a third constant meshing gear; the fourth speed change gear is sleeved on the transmission shaft, and the first constant meshing tooth and the fourth speed change gear are respectively positioned at two sides of the second constant meshing tooth; the sixth speed change gear is meshed with the transmission shaft, the fifth speed change gear is sleeved on the output shaft, and the sixth speed change gear and the fifth speed change gear are respectively positioned on two sides of the third constant mesh gear; the input shaft, the transmission shaft, the output shaft and the intermediate shaft are rotatably mounted in the box body, and the axis of the intermediate shaft is parallel to the axis of the input shaft;
the intermediate shaft is in transmission connection with the first constant mesh gear through the first speed change gear; the intermediate shaft and the fourth speed change gear are in transmission connection through the second speed change gear; the intermediate shaft and the fifth speed change gear are in transmission connection through the third speed change gear;
the first synchronous gear ring is in transmission connection with the second constant mesh gear and can slide along the axial direction of the transmission shaft under the driving of the first pneumatic gear shifting assembly to be respectively meshed with the first constant mesh gear and the fourth speed changing gear;
the second synchronizing ring is in transmission connection with the third constant mesh gear and can slide along the axial direction of the output shaft under the driving of the second pneumatic gear shifting assembly to be meshed with the fifth speed change gear and the sixth speed change gear respectively.
In some embodiments of the present invention, the transmission shaft further includes a supporting plate disposed in the box body, and the transmission shaft is rotatably mounted on the supporting plate through a bearing.
In some embodiments of the present invention, the first pneumatic shifting assembly includes a first cylinder mounted on the housing and a first pneumatic fork disposed at a movable end of the first cylinder, and the first pneumatic fork is engaged with the first synchronous gear ring; the second pneumatic gear shifting assembly comprises a second cylinder arranged on the box body and a second pneumatic shifting fork arranged at the movable end of the second cylinder, and the second pneumatic shifting fork is clamped with the second synchronous gear ring.
In some embodiments of the present invention, the intermediate shaft further comprises a bearing installed between the intermediate shaft and the box body.
In some embodiments of the present invention, the first speed change gear, the second speed change gear, the third speed change gear and the intermediate shaft are integrally formed.
In some embodiments of the present invention, a lubricant is disposed in the box.
In some embodiments of the present invention, the power input end of the input shaft and the power output end of the output shaft are provided with flanges.
The present embodiment provides the control method of the above-mentioned three-gear pneumatic type auxiliary transmission for automobiles,
when the first constant meshing tooth and the second constant meshing tooth are meshed with the first synchronous gear ring and the sixth speed changing gear and the third constant meshing tooth are meshed with the second synchronous gear ring, the auxiliary transmission enters a direct transmission mode;
when the first constant meshing tooth and the second constant meshing tooth are meshed with the first synchronous gear ring, and the fifth speed changing gear and the third constant meshing tooth are meshed with the second synchronous gear ring, the auxiliary transmission enters a low-speed mode;
when the first constant mesh gear and the fourth speed change gear are both meshed with the first synchronous ring gear and the sixth speed change gear and the third constant mesh gear are both meshed with the second synchronous ring gear, the auxiliary transmission enters a high-speed mode.
Compared with the prior art, the embodiment of the utility model provides a have following advantage or beneficial effect at least:
the embodiment of the application provides a three keep off pneumatic type car auxiliary transmission compares with current two keep off auxiliary transmission, has increased a gear, and simple structure, manufacturing easy maintenance, and it is high that the part is mostly the standard component interchangeability. The auxiliary transmission is mounted to the output end of the main transmission, so that the number of automobile gears can be increased, the speed ratio range can be enlarged, and the practicability is stronger. When the automobile transmission is actually used, a switch is arranged at a handle of a gear lever of an automobile, the sliding directions of the first synchronous gear ring and the second synchronous gear ring are changed through an electric-mechanical structure (two cylinders are controlled by the switch), the transmission relation among different gears is completed, the auxiliary transmission realizes the conversion among a high-speed mode, a low-speed mode and a direct transmission mode on the basis of the main transmission, the automobile can adapt to various road surfaces and climate conditions, and the traction and passing capacity of the automobile is improved.
Drawings
To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, and it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope. For a person skilled in the art, it is possible to derive other relevant figures from these figures without inventive effort.
Fig. 1 is a schematic view of the overall appearance structure of the three-gear pneumatic type auxiliary transmission of the automobile of the present invention;
FIG. 2 is a schematic side view of the three-speed pneumatic automotive auxiliary transmission of the present invention;
FIG. 3 is a cross-sectional view taken along line B-B of FIG. 2;
FIG. 4 is a schematic view of the internal structure of the three-gear pneumatic automobile auxiliary transmission of the present invention;
FIG. 5 is an exploded view of the third-gear pneumatic type automobile auxiliary transmission of the present invention;
fig. 6 is a schematic structural diagram of the first housing in the embodiment of the present invention;
fig. 7 is a schematic structural diagram of the second housing in the embodiment of the present invention.
An icon: 100. a box body; 101. a first housing; 102. a second housing; 103. a support plate; 110. a first speed change gear; 120. a second speed change gear; 130. a third speed change gear; 140. A fourth speed change gear; 150. a fifth speed change gear; 160. a sixth speed change gear; 170. an input shaft; 171. a first constant mesh tooth; 180. a drive shaft; 181. a second constant mesh tooth; 190. An output shaft; 191. a third constant mesh tooth; 200. an intermediate shaft; 210. a first synchronizing ring gear; 220. a second synchronizing ring gear; 230. a first cylinder; 240. a first pneumatic shifting fork; 250. a second cylinder; 260. a second pneumatic fork; 270. and a bearing.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the drawings in the embodiments of the present invention are combined below to clearly and completely describe the technical solutions in the embodiments of the present invention. It is to be understood that the embodiments described are only some of the embodiments of the present invention, and not all of them. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the embodiments of the present invention, it should be noted that, if the terms "upper", "lower", "left", "right", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship that the product of the present invention is usually placed when in use, the description is only for convenience of description and simplification of the present invention, and the indication or suggestion that the device or the element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be interpreted as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
In the description of the embodiments of the present invention, it should be further noted that unless otherwise explicitly stated or limited, the terms "set", "mounted", "connected" and "connected" should be interpreted broadly, and may be, for example, a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
Example 1
Referring to fig. 1 to 7, the present embodiment provides a three-gear pneumatic type auxiliary transmission of an automobile, which includes a case 100 formed by a first casing 101 and a second casing 102, and the following transmission components are installed in the case 100:
a first speed change gear 110, a second speed change gear 120, a third speed change gear 130, a fourth speed change gear 140, a fifth speed change gear 150, a sixth speed change gear 160, a first synchronizing ring gear 210, a second synchronizing ring gear 220, a first pneumatic shifting assembly, a second pneumatic shifting assembly, an intermediate shaft 200, an input shaft 170, a transmission shaft 180 and an output shaft 190;
a first constant mesh gear 171 (which may be a gear having internal and external teeth) directly machined is provided on the input shaft 170, a second constant mesh gear 181 (which may be a gear having internal and external teeth) directly machined is provided on the transmission shaft 180, and a third constant mesh gear 191 (which may be a gear having internal and external teeth) directly machined is provided on the output shaft 190;
the transmission ratio is as follows:
first constant mesh tooth 171: the first speed change gear 110= 1;
second speed change gear 120: the fourth speed change gear 140= 0.8;
third speed change gear 130: the fifth speed change gear 150= 1;
the input shaft 170, the transmission shaft 180 and the output shaft 190 are coaxially sleeved and connected with one another in sequence to form a main shaft, and the main shaft, the transmission shaft 180 and the output shaft 190 can independently rotate along the axis; the main shaft and the intermediate shaft 200 are both rotatably mounted in the box body 100, and the axis of the intermediate shaft 200 is parallel to the axis of the input shaft 170;
the fourth speed change gear 140 is sleeved on the transmission shaft 180 and can rotate independently relative to the transmission shaft 180; after assembly, the first constant mesh teeth 171 and the fourth speed change gear 140 are respectively located at both sides of the second constant mesh teeth 181;
the first synchronous gear ring 210 is in transmission connection with the second constant meshing tooth 181 all the time, and can be driven by the first pneumatic gear shifting assembly to slide along the axial direction of the transmission shaft 180 to be respectively meshed with the first constant meshing tooth 171 and the fourth speed changing gear 140, at this time, the first synchronous gear ring 210 serves as a connecting piece for the second constant meshing tooth 181 to be meshed with the first constant meshing tooth 171, and the fourth speed changing gear 140 to be meshed with the second constant meshing tooth 181;
the sixth speed change gear 160 has internal teeth and external teeth, and the sixth speed change gear 160 is sleeved on the transmission shaft 180 and meshed with the transmission shaft 180; the fifth transmission gear 150 is sleeved on the output shaft 190 and can rotate independently relative to the output shaft 190; after assembly, the sixth speed change gear 160 and the fifth speed change gear 150 are respectively positioned at two sides of the third constant mesh 191;
the second synchronizer ring 220 is in transmission connection with the third constant meshing tooth 191 all the time, and can be driven by the second pneumatic shifting assembly to slide along the axial direction of the output shaft 190 to be respectively meshed with the fifth speed changing gear 150 and the sixth speed changing gear 160, at this time, the second synchronizer ring 220 is used as a connecting piece for meshing the sixth speed changing gear 160 with the third constant meshing tooth 191 and meshing the fifth speed changing gear 150 with the third constant meshing tooth 191;
the intermediate shaft 200 is in transmission connection with the first constant mesh teeth 171 of the input shaft 170 through the first speed change gear 110; the intermediate shaft 200 is in transmission connection with the fourth speed change gear 140 through the second speed change gear 120; the intermediate shaft 200 is in driving connection with the fifth speed change gear 150 through the third speed change gear 130;
the first pneumatic gear shifting assembly comprises a first cylinder 230 arranged on the box body 100 and a first pneumatic shifting fork 240 arranged at the movable end of the first cylinder 230, and the first pneumatic shifting fork 240 is clamped with the first synchronous gear ring 210; in the process of extension and retraction of the first cylinder 230, the first synchronous gear ring 210 is driven by the first pneumatic shifting fork 240 to slide left and right, so that the second constant meshing tooth 181 is in transmission connection with the first constant meshing tooth 171, or the fourth speed change gear 140 is in transmission connection with the second constant meshing tooth 181;
the second pneumatic gear shifting assembly comprises a second cylinder 250 arranged on the box body 100 and a second pneumatic shifting fork 260 arranged at the movable end of the second cylinder 250, and the second pneumatic shifting fork 260 is clamped with the second synchronous gear ring 220; in the process of extension and retraction of the second cylinder 250, the second synchronous gear ring 220 is driven by the second pneumatic shifting fork 260 to slide left and right, so that the sixth speed-changing gear 160 is in transmission connection with the third constant mesh 191, or the fifth speed-changing gear 150 is in transmission connection with the third constant mesh 191.
When the auxiliary transmission is used, when the first air cylinder 230 drives the first pneumatic shifting fork 240 to move leftwards, the first synchronous gear ring 210 in the box body 100 is enabled to be simultaneously meshed with the first constant meshed gear 171 and the second constant meshed gear 181, meanwhile, the second air cylinder 250 is controlled to drive the second pneumatic shifting fork 260 to move leftwards, the second synchronous gear ring 220 in the box body 100 is enabled to be simultaneously meshed with the sixth speed changing gear 160 and the third constant meshed gear 191, and the auxiliary transmission enters a direct transmission mode; that is, the rotation speed of the main transmission is directly output through the main shaft formed by the input shaft 170, the transmission shaft 180 and the output shaft 190, and the auxiliary transmission is not decelerated or accelerated.
When the first cylinder 230 drives the first pneumatic shifting fork 240 to move leftwards, the first synchronous gear ring 210 in the box body 100 is enabled to be simultaneously meshed with the first constant meshed gear 171 and the second constant meshed gear 181, meanwhile, the second cylinder 250 is controlled to drive the second pneumatic shifting fork 260 to move rightwards, the second synchronous gear ring 220 in the box body 100 is enabled to be simultaneously meshed with the fifth speed change gear 150 and the third constant meshed gear 191, and the auxiliary transmission enters a low-speed mode; that is, the rotational speed of the main transmission is converted by the third transmission gear 130 and the fifth transmission gear 150 and then outputted from the output shaft 190, and the sub-transmission is subjected to reduction conversion of the rotational speed of the main transmission to output a low rotational speed.
When the first cylinder 230 drives the first pneumatic fork 240 to move rightward, the first synchronizer ring 210 in the case 100 is simultaneously engaged with the first constant mesh gear 171 and the fourth transmission gear 140, and at the same time, the second cylinder 250 is controlled to drive the second pneumatic fork 260 to move leftward, so that the second synchronizer ring 220 in the case 100 is simultaneously engaged with the sixth transmission gear 160 and the third constant mesh gear 191, and the sub-transmission enters a high-speed mode. That is, the rotational speed of the main transmission is converted by the second transmission gear 120 and the fourth transmission gear 140 and then outputted from the output shaft 190, and the sub-transmission is subjected to acceleration conversion of the rotational speed of the main transmission to output a high rotational speed.
In some other embodiments, the support plate 103 is further included in the box 100, and the transmission shaft 180 is rotatably mounted on the support plate 103 through a bearing 270, so that the transmission shaft 180 can be supported well.
In some other embodiments, a bearing 270 may be installed between the intermediate shaft 200 and the housing 100, not only to reduce noise, but also to ensure smooth rotation of the intermediate shaft 200.
In some other embodiments, a lubricating fluid may be provided within the tank 100.
In some other embodiments, the power input end of the input shaft 170 and the power output end of the output shaft 190 are flanged for connection to the output of the main transmission.
Example 2
The present embodiment proposes, based on the technical solution of embodiment 1: the first speed change gear 110, the second speed change gear 120, the third speed change gear 130 and the intermediate shaft 200 are integrally formed.
In this embodiment, the integral forming process is mainly used in manufacturing, which means that a certain part is manufactured by one-time processing, and the manufacturing of a certain part is completed by one process in the whole process without performing two or more processes. The integrated forming and the non-integrated forming are two different manufacturing processes, the manufactured product or part is a whole without any connection, and compared with the non-integrated forming, the product or part has higher quality and longer service life.
The first change gear 110, the second change gear 120, the third change gear 130 and the intermediate shaft 200 are integrally formed, so that the stable structure, firmness and firmness of the whole change gear can be ensured; during production, the production process is less, and the manufacturing cost is lower.
To sum up, the utility model discloses an embodiment provides a three keep off pneumatic type car auxiliary transmission compares with current two grades of auxiliary transmission, has increased a gear, and simple structure, manufacturing easy maintenance, and the part is mostly the standard component interchangeability height. The auxiliary transmission is mounted to the output end of the main transmission, so that the number of automobile gears can be increased, the speed ratio range can be enlarged, and the practicability is stronger. In practical use, a switch is arranged at a handle of a gear lever of an automobile, the sliding directions of the first synchronous gear ring 210 and the second synchronous gear ring 220 are changed by controlling the work of a cylinder through the switch, and the transmission relation among different gears is completed, so that the auxiliary transmission realizes the conversion among a high-speed mode, a low-speed mode and a direct transmission mode on the basis of a main transmission, the automobile can adapt to various different road surfaces and climate conditions, and the traction and passing capacity of the automobile is improved.
The above are only preferred embodiments of the present invention, and are not intended to limit the present invention. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (7)
1. The utility model provides a three keep off pneumatic type car auxiliary transmission which characterized in that: the gearbox comprises a box body, a first speed change gear, a second speed change gear, a third speed change gear, a fourth speed change gear, a fifth speed change gear, a sixth speed change gear, a first synchronous gear ring, a second synchronous gear ring, a first pneumatic gear shifting assembly, a second pneumatic gear shifting assembly, an intermediate shaft, an input shaft, a transmission shaft and an output shaft, wherein the input shaft, the transmission shaft and the output shaft are sequentially coaxially sleeved, the input shaft is provided with a first constant mesh gear, the transmission shaft is provided with a second constant mesh gear, and the output shaft is provided with a third constant mesh gear; the fourth speed change gear is sleeved on the transmission shaft, and the first constant meshing tooth and the fourth speed change gear are respectively positioned on two sides of the second constant meshing tooth; the sixth speed change gear is meshed with the transmission shaft, the fifth speed change gear is sleeved on the output shaft, and the sixth speed change gear and the fifth speed change gear are respectively positioned on two sides of the third constant meshing gear; the input shaft, the transmission shaft, the output shaft and the intermediate shaft are rotatably arranged in the box body, and the axis of the intermediate shaft is parallel to the axis of the input shaft;
the intermediate shaft is in transmission connection with the first constant mesh teeth through the first speed change gear; the intermediate shaft and the fourth speed change gear are in transmission connection through the second speed change gear; the intermediate shaft is in transmission connection with the fifth speed change gear through the third speed change gear;
the first synchronous gear ring is in transmission connection with the second constant meshing gear and can slide along the axial direction of the transmission shaft under the driving of the first pneumatic gear shifting assembly to be meshed with the first constant meshing gear and the fourth speed changing gear respectively;
the second synchronous gear ring is in transmission connection with the third constant mesh gear and can slide along the axis direction of the output shaft under the driving of the second pneumatic gear shifting assembly to be meshed with the fifth speed change gear and the sixth speed change gear respectively.
2. The three-speed pneumatic automotive range transmission of claim 1, wherein: the transmission shaft is rotatably arranged on the supporting plate through a bearing.
3. The three-speed pneumatic automotive range transmission of claim 1 wherein: the first pneumatic gear shifting assembly comprises a first cylinder arranged on the box body and a first pneumatic shifting fork arranged at the movable end of the first cylinder, and the first pneumatic shifting fork is clamped with the first synchronous gear ring; the second pneumatic gear shifting assembly comprises a second cylinder arranged on the box body and a second pneumatic shifting fork arranged at the movable end of the second cylinder, and the second pneumatic shifting fork is clamped with the second synchronous gear ring.
4. The three-speed pneumatic automotive range transmission of claim 1, wherein: the gearbox also comprises a bearing arranged between the intermediate shaft and the box body.
5. The three-speed pneumatic automotive range transmission of claim 1, wherein: the first speed change gear, the second speed change gear, the third speed change gear and the intermediate shaft are integrally formed.
6. The three-speed pneumatic automotive range transmission of claim 1, wherein: and lubricating liquid is arranged in the box body.
7. The three-speed pneumatic automotive range transmission of claim 1, wherein: and flanges are arranged at the power input end of the input shaft and the power output end of the output shaft.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222101132.6U CN218267051U (en) | 2022-08-10 | 2022-08-10 | Three-gear pneumatic type automobile auxiliary transmission |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202222101132.6U CN218267051U (en) | 2022-08-10 | 2022-08-10 | Three-gear pneumatic type automobile auxiliary transmission |
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| CN218267051U true CN218267051U (en) | 2023-01-10 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117432756A (en) * | 2023-12-15 | 2024-01-23 | 中国第一汽车股份有限公司 | Transmission device of hybrid system, power system and hybrid vehicle |
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2022
- 2022-08-10 CN CN202222101132.6U patent/CN218267051U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117432756A (en) * | 2023-12-15 | 2024-01-23 | 中国第一汽车股份有限公司 | Transmission device of hybrid system, power system and hybrid vehicle |
| CN117432756B (en) * | 2023-12-15 | 2024-03-15 | 中国第一汽车股份有限公司 | Transmission device of hybrid system, power system and hybrid vehicle |
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