CN219452790U - Transmission for manual transmission vehicle - Google Patents
Transmission for manual transmission vehicle Download PDFInfo
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- CN219452790U CN219452790U CN202320516242.0U CN202320516242U CN219452790U CN 219452790 U CN219452790 U CN 219452790U CN 202320516242 U CN202320516242 U CN 202320516242U CN 219452790 U CN219452790 U CN 219452790U
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- way clutch
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Abstract
The utility model discloses a transmission for a manual transmission vehicle, which comprises an engine, a clutch in transmission connection with the output end of the engine and a main transmission in transmission connection with the output end of the clutch, and is characterized in that: an auxiliary transmission is arranged between the clutch and the main transmission, the output end of the clutch is connected with the auxiliary transmission through a first one-way clutch, the clutch output shaft is connected with the outer ring of the first one-way clutch, the outer ring of the first one-way clutch is in transmission connection with a power gear, the inner ring of the first one-way clutch is in transmission connection with an economic gear, the output end of the economic gear is connected with the inner ring of a second one-way clutch, the output end of the power gear is connected with the outer ring of the second one-way clutch, and the inner ring of the second one-way clutch is connected with the output end of the auxiliary transmission; also comprises a gear shifting mechanism for shifting the economical gear and the power gear.
Description
Technical Field
The present utility model relates to a vehicle transmission, and more particularly to a manual transmission for a vehicle.
Background
More than 90% of existing miniature light trucks, minibuses and freight vehicles use five-gear manual transmissions, and the traditional manual transmissions can meet most road conditions, but have fewer gears, so that the situation that the gears are not matched with the characteristic curves of the engines is often caused, the vehicles are operated in the mismatched gears, the fuel consumption of the driving vehicles is increased, and the dynamic performance is not fully exerted. Under the condition of climbing or heavy load, the mass phase difference of the automobile is larger than that of an automobile urban road or under the condition of light load, so that the gear is not well matched with the engine, and the dynamic property of the automobile is insufficient.
In addition, the existing miniature light truck, minibus and freight vehicle all adopt five-gear manual transmission, in the speed change process, the speed is required to be reduced, the clutch pedal is stepped on to shift gears, and the clutch pedal is released after shifting gears, so that the operation is outdated and complicated for the existing vehicle, and the driving and operation intensity is increased.
Disclosure of Invention
In view of the above, an object of the present utility model is to provide a vehicle transmission that has two selection modes, namely an economy gear and a power gear, and that can realize shifting without stepping on clutch.
In order to achieve the above object, the present utility model is provided as follows: the manual transmission comprises an engine, a clutch in transmission connection with the output end of the engine and a main transmission in transmission connection with the output end of the clutch, wherein an auxiliary transmission is arranged between the clutch and the main transmission, the output end of the clutch is in transmission connection with the input end of the auxiliary transmission, and the output end of the auxiliary transmission is in transmission connection with the input end of the main transmission; the output end of the clutch is connected with the auxiliary transmission through a first one-way clutch, the clutch output shaft is connected with the outer ring of the first one-way clutch, the outer ring of the first one-way clutch is in transmission connection with a power gear, the inner ring of the first one-way clutch is in transmission connection with an economic gear, the output end of the economic gear is connected with the inner ring of a second one-way clutch, the output end of the power gear is connected with the outer ring of the second one-way clutch, and the inner ring of the second one-way clutch is connected with the output end of the auxiliary transmission; also comprises a gear shifting mechanism for shifting the economical gear and the power gear. The one-way clutch can only drive the inner ring to rotate through the outer ring, and when the rotating speed of the outer ring of the one-way clutch is higher than that of the inner ring, the one-way clutch is engaged; when the rotating speed of the outer ring of the one-way clutch is lower than that of the inner ring, the one-way clutch is disconnected and does not work. Further, the inner race of the one-way clutch is rotatable with respect to the outer race in only one direction, and is not rotatable in the opposite direction.
With the above arrangement, the sub-transmission is provided between the clutch of the conventional transmission and the main transmission, and the economy mode or the power mode can be selected according to the condition of the vehicle by providing the economy gear and the power gear in the sub-transmission. In addition, through the arrangement of the first one-way clutch, the speed of the outer ring of the first one-way clutch is lower than that of the inner ring through the speed reduction of the engine in the economy mode, and the first one-way clutch is disconnected, so that the gear shifting of the main transmission in the economy mode can be performed; the speed of the outer ring of the second one-way clutch is lower than that of the inner ring by the speed reduction of the engine in the power mode, and the second one-way clutch is disconnected, so that the gear shifting of the main transmission in the power mode can be performed; therefore, the five-gear speed change of the main transmission can be performed without stepping on a clutch pedal, and the gear shifting speed change can be performed by directly releasing an accelerator to reduce the speed of the vehicle, so that the operation difficulty of a driver is reduced.
Further, the auxiliary transmission comprises a driving shaft and a driven shaft, the driven shaft is supported on the auxiliary transmission shell through a bearing, the input end of the driving shaft is connected with the inner ring of the first one-way clutch through the bearing, the output end of the driving shaft is fixedly connected with the inner ring of the second one-way clutch, and a gear shifting mechanism is arranged between the first one-way clutch and the second one-way clutch.
Further, a first driving gear is arranged on the driving shaft and connected with the outer ring of the first one-way clutch, a first driven gear meshed with the first driving gear for transmission is fixedly arranged on the driven shaft, a second driving gear is fixedly arranged on the driven shaft, a second driven gear meshed with the second driving gear for transmission is arranged on the driving shaft, and the second driven gear is connected with the outer ring of the second one-way clutch.
Further, the gear shifting mechanism comprises an intermediate gear fixedly connected with the driving shaft, a tooth sleeve meshed with the intermediate gear is arranged outside the intermediate gear, and one end of the tooth sleeve can be meshed with a shaft shoulder gear arranged on the inner ring of the first one-way clutch for transmission.
In order to further realize the vehicle downhill backward dragging braking, the other end of the tooth sleeve can be meshed with a shaft shoulder gear arranged on the outer ring of the second one-way clutch or the shaft shoulder gear of the second driven gear for transmission.
Preferably, the main shaft of the auxiliary transmission and the input shaft of the main transmission are the same shaft.
Preferably, the main shaft of the auxiliary transmission is connected with the input shaft of the main transmission through a coupling.
In order to further realize preventing backward slip of the vehicle, a backward slip prevention mechanism is arranged on an input shaft of the main transmission and is a third one-way clutch, an inner ring of the third one-way clutch is fixedly connected with the input shaft of the main transmission, an outer ring of the third one-way clutch is connected with a shell of the main transmission through a bearing, and an electromagnetic valve is arranged between the outer ring of the third one-way clutch and the shell of the main transmission.
Advantageous effects
The transmission comprises an economy mode and a power mode, wherein different modes can be selected according to different loads of a vehicle, the economy mode is selected under no load or light load, and the power mode is selected under heavy load.
The gear shifting can be realized without stepping on the clutch, the operation is simplified, and the operation difficulty is reduced for a driver.
Has the function of preventing backward sliding.
Drawings
FIG. 1 is a schematic illustration of a transmission according to an embodiment;
FIG. 2 is a schematic diagram of an auxiliary transmission in an embodiment;
FIG. 3 is a power mode transmission roadmap in an embodiment;
FIG. 4 is an economy mode transmission roadmap in an embodiment;
FIG. 5 is a transmission route diagram during downhill reverse braking in an embodiment;
FIG. 6 is a schematic view of a rollback prevention mechanism in an embodiment.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the utility model more clear, the utility model is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model.
Examples: as shown in fig. 1 to 6, the present embodiment provides a transmission for a manual transmission vehicle, including an engine 1, a clutch 2 in transmission connection with an output end of the engine, and a main transmission 4 in transmission connection with an output end of the clutch, an auxiliary transmission 3 is disposed between the clutch and the main transmission, an output end of the clutch is in transmission connection with an input end of the auxiliary transmission, and an output end of the auxiliary transmission is in transmission connection with an input end of the main transmission. In this embodiment, the main transmission adopts an existing five-gear manual transmission, and this structure is in the prior art, and details thereof are not described in this embodiment.
Specifically, the main transmission is provided with a two-gear mode, an economy gear mode and a power gear mode. The auxiliary transmission comprises a housing 31, and a drive shaft 32 and a driven shaft 33 arranged in the housing, the driven shaft being supported on the auxiliary transmission housing by means of bearings. The output shaft 21 of the clutch extends into the auxiliary gear housing and is connected to the drive shaft via a first one-way clutch 34. The clutch output shaft is connected with the outer ring of the one-way clutch, and the input end of the driving shaft is connected with the inner ring of the first one-way clutch through a bearing. The driving shaft is further provided with a first driving gear 35 connected with the outer ring of the first one-way clutch, the driven shaft is fixedly provided with a first driven gear 36 meshed with the first driving gear, the driven shaft is further fixedly provided with a second driving gear 37, and the output end of the driving shaft is provided with a second driven gear 38 meshed with the second driving gear. The second driven gear is connected with the outer ring of the second one-way clutch 39, and the inner ring of the second one-way clutch is fixedly connected with the output end of the driving shaft. The one-way clutch can only drive the inner ring to rotate through the outer ring, and when the rotating speed of the outer ring of the one-way clutch is higher than that of the inner ring, the one-way clutch is engaged; when the rotating speed of the outer ring of the one-way clutch is lower than that of the inner ring, the one-way clutch is disconnected and does not work. In addition, the inner ring of the one-way clutch can only rotate towards one direction relative to the outer ring, and the opposite direction can not rotate, which is a characteristic of the one-way clutch, and the one-way clutch is in the prior art, and is not described in detail in this embodiment.
In addition, a gear shifting mechanism 5 for shifting the economical gear and the power gear is further arranged on the driving shaft. The gear shifting mechanism comprises an intermediate gear 51 fixedly connected with the driving shaft, a tooth sleeve 52 meshed and driven with the intermediate gear is arranged outside the intermediate gear, the tooth sleeve and the intermediate gear are meshed with an inner gear and an outer gear, an inner gear is arranged on an inner ring of the tooth sleeve, and the tooth sleeve can axially slide. The inner ring of the first one-way clutch faces one side of the tooth sleeve, and a shaft shoulder gear capable of being meshed with the inner gear of the tooth sleeve for transmission is arranged. In addition, the outer wall of the shaft sleeve is necessarily provided with a driving mechanism for controlling the shaft sleeve to axially slide, and the driving mechanism is in the prior art and is not described herein.
Referring to fig. 3, when the power mode is selected, the sleeve is not engaged with either the first driving gear or the second driven gear. At this time, engine power is transmitted to the first driving gear, the first driven gear, the second driving gear, the second driven gear, the outer ring of the second one-way clutch, the inner ring of the second one-way clutch and the driving shaft through the clutch output shaft. Because the bearing is arranged between the driving shaft and the inner ring of the first one-way clutch, the driving shaft idles even if the clutch output shaft drives the first one-way clutch to rotate.
When the gear shifting of the main transmission is needed to be realized in the power mode, the throttle can be released to reduce the speed of the vehicle. At this time, because the power is transmitted from the outer ring of the second one-way clutch to the inner ring, the rotating speed of the outer ring is lower than that of the inner ring, so that the second one-way clutch is disconnected, the speed of the main transmission is reduced to zero, and gear shifting is performed.
Referring to fig. 4, when the economy mode is selected, the gear sleeve is manipulated to mesh with the first drive gear. At the moment, engine power is transmitted to the first one-way clutch outer ring, the first one-way clutch inner ring, the tooth sleeve, the intermediate gear and the driving shaft through the clutch output shaft. At this time, the first driving gear, the first driven gear, the second driving gear, the second driven gear and the outer ring of the second one-way clutch are driven by the clutch output shaft to rotate, but the output rotation speed of the power gear is lower than that of the economy gear, so that the rotation speed of the inner ring of the second one-way clutch is higher than that of the outer ring of the second one-way clutch, and the outer ring of the second one-way clutch cannot drive the inner ring to rotate, so that the second driven gear idles. The driving shaft is connected with an economic gear.
When the gear shifting of the main transmission is needed in the economy mode, the throttle can be released to reduce the speed of the vehicle. At this time, because the power is transmitted from the outer ring of the first one-way clutch to the inner ring, the rotating speed of the outer ring is lower than that of the inner ring, the first one-way clutch can be disconnected, the speed of the main transmission is reduced to zero, and gear shifting is performed.
With the transmission of the present embodiment, the sub-transmission is provided between the clutch of the conventional transmission and the main transmission, and by providing the economy and power stages in the sub-transmission, the economy mode or the power mode can be selected according to the vehicle's condition. In addition, the arrangement of the first one-way clutch can reduce the speed of the outer ring of the first one-way clutch to be smaller than the speed of the inner ring of the first one-way clutch during the economy mode, and the first one-way clutch is disconnected, so that the gear shifting of the main transmission in the economy mode can be performed; the speed of the outer ring of the second one-way clutch is lower than that of the inner ring by the speed reduction of the engine in the power mode, and the second one-way clutch is disconnected, so that the gear shifting of the main transmission in the power mode can be performed; the operation difficulty of a driver is reduced.
As another embodiment of the embodiment, a shoulder gear capable of meshing with an internal gear of the gear sleeve to drive is provided on one side of the outer ring of the second one-way clutch or the second driven gear facing the gear sleeve. By this means, braking of the vehicle downhill backward towing can be achieved.
When the vehicle needs downhill or reverse braking, the wheels of the vehicle are required to reversely drive the engine to rotate, and the reverse braking is performed by the engine, as shown in fig. 5. At the moment, the tooth sleeve is driven to be in meshed transmission connection with the outer ring of the second one-way clutch or the shoulder gear of the second driven gear. The transmission route is as follows: the transmission comprises a main transmission, a driving shaft of an auxiliary transmission, an intermediate gear, a gear sleeve, an outer ring of a second one-way clutch, a second driven gear, a second driving gear, a first driven gear, a first driving gear, a clutch output shaft and an engine.
In addition, in this embodiment, the driving shaft of the auxiliary transmission and the input shaft of the main transmission are the same shaft or the driving shaft of the auxiliary transmission and the input shaft of the main transmission are connected by a coupling. In this embodiment, the drive shaft of the sub-transmission and the output shaft of the main transmission are provided as the same shaft.
Referring to fig. 6, as another implementation manner of the present embodiment, a backward slip preventing mechanism is disposed on an input shaft of the main transmission, the backward slip preventing mechanism is a third one-way clutch 41, an inner ring of the third one-way clutch is fixedly connected with the input shaft of the main transmission, and an outer ring of the third one-way clutch is connected with a housing of the main transmission through a bearing. And an electromagnetic valve is arranged between the outer ring of the third one-way clutch and the shell, when the vehicle is started and electrified, the electromagnetic valve is sucked out, and the outer ring of the third one-way clutch is connected with the shell in a relatively rotatable manner only through a bearing. When the vehicle is started and power is off, the iron column of the electromagnetic valve is inserted into the outer ring and the shell of the third one-way clutch, so that the outer ring and the shell of the third one-way clutch are fixedly connected, the input shaft of the main transmission is prevented from reversing, and the function of preventing sliding during parking is realized.
The transmission comprises an economy mode and a power mode, wherein different modes can be selected according to different loads of a vehicle, the economy mode is selected under no load or light load, and the power mode is selected under heavy load. The gear shifting can be realized without stepping on the clutch, the operation is simplified, and the operation difficulty is reduced for a driver. Has the function of preventing backward sliding.
The above embodiments are only for illustrating the technical solution of the present utility model and not for limiting the same, and although the present utility model has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications and equivalents may be made thereto without departing from the spirit and scope of the technical solution of the present utility model, which is intended to be covered by the scope of the claims of the present utility model.
Claims (8)
1. A transmission for a manual transmission vehicle comprising an engine, a clutch in driving connection with an engine output and a main transmission in driving connection with the clutch output, characterized in that:
an auxiliary transmission is arranged between the clutch and the main transmission, the output end of the clutch is in transmission connection with the input end of the auxiliary transmission, and the output end of the auxiliary transmission is in transmission connection with the input end of the main transmission;
the output end of the clutch is connected with the auxiliary transmission through a first one-way clutch, the clutch output shaft is connected with the outer ring of the first one-way clutch, the outer ring of the first one-way clutch is in transmission connection with a power gear, the inner ring of the first one-way clutch is in transmission connection with an economic gear, the output end of the economic gear is connected with the inner ring of a second one-way clutch, the output end of the power gear is connected with the outer ring of the second one-way clutch, and the inner ring of the second one-way clutch is connected with the output end of the auxiliary transmission;
also comprises a gear shifting mechanism for shifting the economical gear and the power gear.
2. The transmission for a manual transmission vehicle as set forth in claim 1, wherein: the auxiliary transmission comprises a driving shaft and a driven shaft, the driven shaft is supported on an auxiliary transmission shell through a bearing, the input end of the driving shaft is connected with the inner ring of the first one-way clutch through a bearing, the output end of the driving shaft is fixedly connected with the inner ring of the second one-way clutch, and a gear shifting mechanism is arranged between the first one-way clutch and the second one-way clutch.
3. A transmission for a manual transmission vehicle as defined in claim 2, wherein: the driving shaft is provided with a first driving gear connected with the outer ring of the first one-way clutch, the driven shaft is fixedly provided with a first driven gear meshed with the first driving gear for transmission, the driven shaft is fixedly provided with a second driving gear, the driving shaft is provided with a second driven gear meshed with the second driving gear for transmission, and the second driven gear is connected with the outer ring of the second one-way clutch.
4. A transmission for a manual transmission vehicle as set forth in claim 3, wherein: the gear shifting mechanism comprises an intermediate gear fixedly connected with the driving shaft, a tooth sleeve meshed with the intermediate gear is arranged outside the intermediate gear, and one end of the tooth sleeve can be meshed with a shaft shoulder gear arranged on the inner ring of the first one-way clutch for transmission.
5. The transmission for a manual transmission vehicle as set forth in claim 4, wherein: the other end of the tooth sleeve can be meshed with a shoulder gear arranged on the outer ring of the second one-way clutch or a shoulder gear of the driven gear for transmission.
6. The transmission for a manual transmission vehicle as set forth in claim 5, wherein: the driving shaft of the auxiliary transmission and the input shaft of the main transmission are the same shaft.
7. The transmission for a manual transmission vehicle as set forth in claim 5, wherein: the driving shaft of the auxiliary transmission is connected with the input shaft of the main transmission through a coupling.
8. A transmission for a manual transmission vehicle as defined in claim 6 or 7, wherein: the anti-backward sliding mechanism is arranged on an input shaft of the main transmission and is a third one-way clutch, an inner ring of the third one-way clutch is fixedly connected with the input shaft of the main transmission, an outer ring of the third one-way clutch is connected with a shell of the main transmission through a bearing, and an electromagnetic valve is arranged between the outer ring of the third one-way clutch and the shell of the main transmission.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320516242.0U CN219452790U (en) | 2023-03-16 | 2023-03-16 | Transmission for manual transmission vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320516242.0U CN219452790U (en) | 2023-03-16 | 2023-03-16 | Transmission for manual transmission vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219452790U true CN219452790U (en) | 2023-08-01 |
Family
ID=87420720
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320516242.0U Active CN219452790U (en) | 2023-03-16 | 2023-03-16 | Transmission for manual transmission vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219452790U (en) |
-
2023
- 2023-03-16 CN CN202320516242.0U patent/CN219452790U/en active Active
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