CN220060393U - Multi-gear speed change device - Google Patents
Multi-gear speed change device Download PDFInfo
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- CN220060393U CN220060393U CN202320673663.4U CN202320673663U CN220060393U CN 220060393 U CN220060393 U CN 220060393U CN 202320673663 U CN202320673663 U CN 202320673663U CN 220060393 U CN220060393 U CN 220060393U
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Abstract
The utility model discloses a multi-gear speed change device, comprising: the power machine is respectively connected with the first input shaft and the second input shaft through the first clutch and the second clutch, and the first clutch element can be selectively connected with the first shaft and the second shaft; the first double-clutch speed change mechanism is arranged among the first input shaft, the second input shaft and the first shaft; the second double-clutch speed change mechanism is arranged among the first input shaft, the second input shaft and the second shaft; a first planetary transmission mechanism provided between the first shaft and the output shaft; a second planetary transmission mechanism. The utility model realizes four front speed ratios, can realize four adjacent gears, and can realize that power is not interrupted to shift gears when the gears are switched, thereby realizing power shift and having more compact structure.
Description
Technical Field
The utility model relates to the technical field of vehicle transmission, in particular to a multi-gear speed change device.
Background
In the existing commercial vehicle speed changing device, a secondary box with a two-gear planetary speed changing mechanism is added behind a main box, so that the number of gears is doubled, and the 12-gear, 16-gear and other speed changing boxes are obtained. However, the existing transmission inevitably has the following problems: the power can not be shifted without interruption, and when the 12-gear box is in the 8-gear in the 7-gear or the 16-gear box is in the 9-gear in the 8-gear, the main box and the auxiliary box are required to be shifted simultaneously, so that the power interruption can not be avoided; the number of gear pairs including forward and reverse gears is still large and the axial dimensions are not compact enough. Accordingly, it is also desirable to provide a multi-speed transmission device that can achieve power shifting and is more compact in structure.
Disclosure of Invention
In view of the above-mentioned problems with existing transmissions, it is now desirable to provide a multi-speed transmission.
The specific technical scheme is as follows:
a multi-speed transmission comprising: the power machine is respectively connected with the first input shaft and the second input shaft through the first clutch and the second clutch, and the first clutch element can be selectively connected with the first shaft and the second shaft; the first double-clutch speed change mechanism is arranged among the first input shaft, the second input shaft and the first shaft; the second double-clutch speed change mechanism is arranged among the first input shaft, the second input shaft and the second shaft; a first planetary transmission mechanism provided between the first shaft and the output shaft; a second planetary transmission mechanism arranged between the second shaft and the output shaft; the first double-clutch speed change mechanism is provided with a first front speed ratio, a second front speed ratio, a third front speed ratio and a fourth front speed ratio, the speed ratios of which are sequentially reduced, and the second double-clutch speed change mechanism is only provided with the first front speed ratio and the fourth front speed ratio.
The first double-clutch speed change mechanism comprises a first gear set, a second gear set, a third gear set, a fourth gear set, a fifth gear set, a first intermediate shaft, a first gear shifting element and a second gear shifting element, wherein the first gear set comprises a first driving gear and a first driven gear which are meshed with each other, the second gear set comprises a second driving gear and a second driven gear which are meshed with each other, the third gear set comprises a third driving gear and a third driven gear which are meshed with each other, the fourth gear set comprises a fourth driving gear and a fourth driven gear which are meshed with each other, and the fifth gear set comprises a fifth driving gear and a fifth driven gear which are meshed with each other; the first driving gear and the third driving gear are fixedly connected with the first input shaft, and the first driven gear and the third driven gear are sleeved on the first intermediate shaft in a hollow mode and are selectively connected with the first shaft through a first gear shifting element; the second driving gear and the fourth driving gear are fixedly connected with the second input shaft, and the second driven gear and the fourth driven gear are sleeved on the first intermediate shaft in a hollow mode and are selectively connected with the first shaft through a second gear shifting element; the fifth driving gear is fixedly connected with the first intermediate shaft, and the fifth driven gear is fixedly connected with the first shaft; wherein,
the first driven gear is communicated with a first intermediate shaft, and the first double-clutch speed change mechanism realizes a first front speed ratio;
the second driven gear is communicated with the first intermediate shaft, and the first double-clutch speed change mechanism realizes a second front speed ratio;
the third driven gear is communicated with the first intermediate shaft, and the first double-clutch speed change mechanism realizes a third front speed ratio;
the fourth driven gear is communicated with the first intermediate shaft, and the first double-clutch speed change mechanism realizes a fourth front speed ratio.
The multi-gear speed change device, wherein the second double-clutch speed change mechanism comprises a sixth gear set, a seventh gear set, an eighth gear set, a second intermediate shaft and a third gear shifting element, the sixth gear set comprises a first driving gear and a sixth driven gear which are meshed with each other, the seventh gear set comprises a fourth driving gear and a seventh driven gear which are meshed with each other, and the eighth gear set comprises an eighth driving gear and an eighth driven gear which are meshed with each other; the sixth driven gear and the seventh driven gear are sleeved on the second intermediate shaft in a hollow mode and are selectively connected with the second intermediate shaft through a third gear shifting element; the eighth driving gear is fixedly connected with the second intermediate shaft, and the eighth driven gear is fixedly connected with the second shaft; wherein,
the sixth driven gear is communicated with a second intermediate shaft, and the second double-clutch speed change mechanism realizes a first front speed ratio;
the seventh driven gear is in communication with the second countershaft and the second dual clutch transmission achieves a fourth forward speed ratio.
The first clutch element, the first gear shifting element, the second gear shifting element and the third gear shifting element are gear shifting elements which are matched in shape, in particular claw clutches or synchronizers.
The multi-gear speed change device comprises a first planetary gear set, wherein the first planetary gear set comprises a first planetary gear set, a first small planetary gear set, a first large planetary gear set and a first middle and outer planetary gear set, the first planetary gear set is internally and externally meshed with a triple gear set and comprises a first sun gear, a first planet carrier, a first small gear ring, a first large gear ring and a first planetary gear set, the first small planetary gear set, the first large gear ring and the first large gear ring are fixedly connected with each other, the first middle and outer planetary gear set is meshed with the first middle and inner planetary gear, the first small planetary gear set is meshed with the first sun gear, the first large planetary gear set is meshed with the first small gear ring, and the first middle and outer planetary gear set is meshed with the first large gear ring; a second clutch element; a first braking element and a second braking element; the second shaft is fixedly connected with the first sun gear, the first planet carrier is fixedly connected with the output shaft, the first small gear ring is connected with the first braking element, the first large gear ring is connected with the second braking element, and the second clutch element is connected with the first small gear ring and the first sun gear.
The multi-gear speed changing device comprises a first planetary gear set, a second planetary gear set and a first gear ring, wherein the first planetary gear set comprises a first sun gear, a first planet carrier and a first gear ring; and a third brake element, the second ring gear being connected to the third brake element.
The aforementioned multi-speed transmission, wherein the second clutch element is a positive shift element, in particular a claw clutch or synchronizer;
the first, second and third brake elements are positive shift elements, in particular claw brakes.
The multi-gear speed change device comprises a first planetary gear mechanism, a second planetary gear mechanism and a third gear mechanism, wherein the first planetary gear mechanism comprises a third planetary gear row which is internally and externally meshed with the double planetary gear rows and comprises a third sun gear, a third planet carrier and a third gear ring; the first planet row is an internal-external meshing duplex row and comprises a first sun gear, a first planet carrier, a first small gear ring, a first big gear ring and a first planet gear group, wherein the first planet gear group comprises a first small planet wheel and a first big planet wheel which are fixedly connected with each other, the first small planet wheel is meshed with the first small gear ring and the first sun gear, and the first big planet wheel is meshed with the first big gear ring; a first braking element, a second braking element, and a fourth braking element; the first shaft is fixedly connected with a third planet carrier, the third sun gear is fixedly connected with the first sun gear, the third gear ring is fixedly connected with a first big gear ring and an output shaft, the first planet carrier is connected with a first braking element, a first small gear ring is connected with a second braking element, and the third sun gear is connected with a fourth braking element.
The multi-gear speed change device, wherein the second planetary speed change mechanism comprises a second planetary row, and the second planetary row comprises a second sun gear, a second planet carrier and a second gear ring; a second clutch element; a third braking element; the second shaft is fixedly connected with the second sun gear, the second planet carrier is fixedly connected with the output shaft, the second gear ring is connected with the third braking element, and the second clutch element is connected with the second gear ring and the second planet carrier.
The aforementioned multi-speed transmission, wherein the second clutch element is a positive shift element, in particular a claw clutch or synchronizer;
the first, second, third and fourth brake elements are positive shift elements, in particular claw brakes.
Compared with the prior art, the technical scheme has the following positive effects:
according to the utility model, four front speed ratios are realized through the first clutch element and the two double-clutch speed change mechanisms, one gear set in the two planetary speed change mechanisms can realize four adjacent gears, and power can be changed without interruption during gear switching, so that power gear shifting is realized and the structure is more compact.
Drawings
Fig. 1 is a schematic structural view of a multi-speed transmission according to a first embodiment of the present utility model.
FIG. 2 is a schematic diagram of a multi-speed transmission having 4 front speed ratios according to another embodiment of the present utility model.
Fig. 3 is a schematic structural view of a multi-speed transmission having 12 forward gears according to another embodiment of the present utility model.
Fig. 4 is a schematic structural view of a multi-speed transmission having 16 forward gears according to another embodiment of the present utility model.
Detailed Description
The utility model is further described below with reference to the drawings and specific examples, which are not intended to be limiting.
FIG. 1 is a schematic diagram of a multi-speed transmission according to the present utility model. As shown in fig. 1, there is shown a multi-speed transmission of a preferred embodiment, comprising: a first clutch 11, a second clutch 12, a first input shaft 13, a second input shaft 14, a first shaft 15, a second shaft 16, an output shaft 17, and a first clutch element 18, wherein the power machine is respectively connected with the first input shaft 13 and the second input shaft 14 through the first clutch 11 and the second clutch 12, and the first clutch element 18 is selectively connected with the first shaft 15 and the second shaft 16; a first double clutch transmission mechanism 2 provided between the first input shaft 13, the second input shaft 14, and the first shaft 15; a second double clutch transmission mechanism 3 provided between the first input shaft 13, the second input shaft 14, and the second shaft 16; a first planetary transmission mechanism 4 provided between the first shaft 15 and the output shaft 17; a second planetary transmission mechanism 5 provided between the second shaft 16 and the output shaft 17; the first double clutch transmission mechanism 2 is provided with a first front speed ratio, a second front speed ratio, a third front speed ratio and a fourth front speed ratio, the speed ratios of which are sequentially reduced, and the second double clutch transmission mechanism 3 is provided with only the first front speed ratio and the fourth front speed ratio.
The first dual clutch transmission mechanism 2 can achieve 4 front speed ratios, the second dual clutch transmission mechanism 3 can achieve 2 front speed ratios, the first shaft 15 directly connected with the first dual clutch transmission mechanism 2 can achieve 4 front speed ratios, the second shaft 16 directly connected with the second dual clutch transmission mechanism 3 can achieve 2 front speed ratios, the first clutch element 18 is arranged to selectively connect the first shaft 15 with the second shaft 16, the second shaft 16 can also utilize the middle 2 front speed ratios of the first dual clutch transmission mechanism 2, namely the second front speed ratio and the third front speed ratio, so that the second shaft 16 also has 4 front speed ratios available, namely the first planetary transmission mechanism 4 and the second planetary transmission mechanism 5 have 4 front speed ratios available.
For a certain gear in the first planetary transmission mechanism 4 or the second planetary transmission mechanism 5, 4 adjacent gears can be realized by matching 4 front speed ratios available for the first double-clutch transmission mechanism 2 and/or the second double-clutch transmission mechanism 3, and the power shift can be realized by only coordinating the shift elements in the first clutch 11, the second clutch 12, the first double-clutch transmission mechanism 2 and/or the second double-clutch transmission mechanism 3. The gear shift between the first planetary transmission mechanism 4 and the second planetary transmission mechanism 5 is performed, and since the first double-clutch transmission mechanism 2 and the second double-clutch transmission mechanism 3 can each realize the first front speed ratio and the fourth front speed ratio, a new gear can be engaged in advance without taking off the old gear and interrupting the power, and then the power-uninterrupted gear shift can be realized by coordinating the operating elements in the first clutch 11, the second clutch 12, the first double-clutch transmission mechanism 2 and the second double-clutch transmission mechanism 3.
FIG. 2 is a schematic diagram of a multi-speed transmission having 4 front speed ratios according to another embodiment of the present utility model. As shown in fig. 2, the first dual clutch transmission mechanism 2 includes a first gear set 21, a second gear set 22, a third gear set 23, a fourth gear set 24, a fifth gear set 25, a first intermediate shaft 26, a first shift element 27 and a second shift element 28, the first gear set 21 includes a first driving gear 211 and a first driven gear 212 that mesh with each other, the second gear set 22 includes a second driving gear 221 and a second driven gear 222 that mesh with each other, the third gear set 23 includes a third driving gear 231 and a third driven gear 232 that mesh with each other, the fourth gear set 24 includes a fourth driving gear 241 and a fourth driven gear 242 that mesh with each other, and the fifth gear set 25 includes a fifth driving gear 251 and a fifth driven gear 252 that mesh with each other; the first driving gear 211 and the third driving gear 231 are fixedly connected with the first input shaft 11, and the first driven gear 212 and the third driven gear 232 are sleeved on the first intermediate shaft 26 and are selectively connected with the first shaft 15 through the first gear shifting element 27; the second driving gear 221 and the fourth driving gear 241 are fixedly connected with the second input shaft 12, and the second driven gear 222 and the fourth driven gear 242 are sleeved on the first intermediate shaft 26 and are selectively connected with the first shaft 15 through a second gear shifting element 28; the fifth driving gear 251 is fixedly connected with the first intermediate shaft 26, and the fifth driven gear 252 is fixedly connected with the first shaft 15; wherein,
the first driven gear 212 is communicated with the first intermediate shaft 26, and the first double-clutch speed change mechanism 2 realizes a first front speed ratio;
the second driven gear 222 is in communication with the first countershaft 26 and the first dual clutch transmission 2 achieves a second forward speed ratio;
the third driven gear 232 is in communication with the first intermediate shaft 26, and the first dual clutch transmission mechanism 2 achieves a third forward speed ratio;
the fourth driven gear 242 is in communication with the first countershaft 26 and the first dual clutch transmission 2 achieves a fourth forward speed ratio.
When the first planetary transmission 4 or the second planetary transmission 5 is engaged, the first clutch element 18 is engaged, and four front speed ratios configured according to a gear difference rule are realized through the coordination of the first clutch 11, the second clutch 12, the first gear shifting element 27 and the second gear shifting element 28, namely, the first double-clutch transmission 2 acts according to the principle of the cross gear shifting of the conventional double-clutch transmission, and four adjacent gears are realized by matching with the first planetary transmission 4 or the second planetary transmission 5.
As shown in fig. 2, the second double clutch transmission mechanism 3 includes a sixth gear set 31, a seventh gear set 32, an eighth gear set 33, a second intermediate shaft 34, and a third shift element 35, the sixth gear set 31 includes a first driving gear 211 and a sixth driven gear 312 that are meshed with each other, the seventh gear set 32 includes a fourth driving gear 241 and a seventh driven gear 322 that are meshed with each other, and the eighth gear set 33 includes an eighth driving gear 331 and an eighth driven gear 332 that are meshed with each other; the sixth driven gear 312 and the seventh driven gear 322 are hollow over the second intermediate shaft 34 and are selectively connectable with the second intermediate shaft 34 by a third shift element 35; the eighth driving gear 331 is fixedly connected with the second intermediate shaft 34, and the eighth driven gear 332 is fixedly connected with the second shaft 16; wherein,
the sixth driven gear 312 is in communication with the second intermediate shaft 34, and the second dual clutch transmission 3 achieves a first forward speed ratio;
the seventh driven gear 322 is in communication with the second intermediate shaft 34, and the second dual clutch transmission mechanism 3 achieves a fourth forward speed ratio.
When the first planetary transmission 4 is shifted up to the second planetary transmission 5 or the second planetary transmission 5 is shifted down to the first planetary transmission 4, in order to avoid power interruption, the planetary transmission which was originally shifted up is not shifted off, so that the double clutch transmission directly connected thereto cannot be shifted, and therefore the second double clutch transmission 3 having the first front speed ratio and the fourth front speed ratio is provided, so that the first front speed ratio required for the shift up or the fourth front speed ratio required for the shift down can be provided to the second planetary transmission 5, and then the power uninterrupted shift can be achieved by the coordinated shift of the first clutch 11, the second clutch 12 and the operating elements in the two double clutch transmissions.
The sixth gear set 31 may share the first driving gear 211 with the first gear set 21, so that the sixth driven gear 312 and the first driven gear 212 are the same gears, simplifying the manufacture and making the axial structure more compact. It is also possible to provide a separate driving gear for the sixth gear set 31, which may be selected according to the specific arrangement.
The seventh gear set 32 also shares the fourth driving gear 241 with the fourth gear set 24 to simplify the manufacture and shorten the axial length, and a separate driving gear may be provided for flexible selection according to the virtual arrangement.
The speed ratio of the eighth gear set 33 is the same as the speed ratio of the fifth gear set 35, and may be set to 1, i.e., the number of teeth of the driving gear and the driven gear is the same.
It will also be appreciated that if the first dual clutch transmission 2 is provided with more forward speed ratios, the second dual clutch transmission 3 can meet the power shift demands as long as it is capable of achieving the first and highest forward speed ratios.
As described above, for the shift between four adjacent shift ranges, for example, 1 to 4 shift ranges or 5 to 8 shift ranges, the first planetary transmission mechanism 4 or the second planetary transmission mechanism 5 is kept in the original shift range, the first clutch element 18 is engaged, only the first clutch 11, the second clutch 12, the first shift element 27, the second shift element 28 are coordinated to complete the power uninterrupted shift, or the first clutch 11, the second clutch 12, the third shift element 35, the first shift element 27, the second shift element 28 are coordinated to complete the power shift.
When the first planetary transmission mechanism 4 shifts up to the second planetary transmission mechanism 5, for example, 4 shifts up to 5 shifts, the first planetary transmission mechanism 4 is still engaged after the start of shifting, the first dual clutch transmission mechanism 2 is still engaged in the fourth forward speed ratio, the first clutch element 18 is first disengaged, the second planetary transmission mechanism 5 is engaged, the second dual clutch transmission mechanism 3 is engaged in the first forward speed ratio, then the second clutch 12 is disengaged and the first clutch 11 is engaged in coordination, the power is not interrupted, the first planetary transmission mechanism 4 is then disengaged, the first dual clutch transmission mechanism 2 is disengaged, the first clutch element 18 is engaged, and the upshift process is completed.
When the second planetary transmission 5 shifts down to the first planetary transmission 4, for example, 5 th shift down to 4 th shift, the second planetary transmission 5 is still engaged after the start of the shift, the second dual clutch transmission 3 is still engaged in the first forward speed ratio, the first clutch element 18 is first disengaged, the first planetary transmission 4 is engaged, the first dual clutch transmission 2 is engaged in the fourth forward speed ratio, then the first clutch 11 is disengaged and the second clutch 12 is engaged in coordination, the power is not interrupted, the second planetary transmission 5 is then disengaged, the second dual clutch transmission 3 is disengaged, the first clutch element 18 is engaged, and the downshift is completed.
The total gear ratios of a 12-speed and 16-speed transmission of a commercial vehicle are configured substantially in an equal ratio progression, with a gear difference q=1.30 for a 12-speed transmission and a gear difference q=1.21 for a 16-speed transmission, so that the specific value of the gear difference q can be used to determine the four desired gear ratios of the first double clutch transmission 2, i.e. q 3 、q 2 And q and 1, and then carrying out parameter configuration of each gear set according to the above formula. For a 12-speed transmission, the desired values of the first three speed ratios are 2.20, 1.69 and 1.30, respectively. For a 16-speed transmission, the desired values of the first three speed ratios are 1.77, 1.46 and 1.21, respectively.
Obviously, the first clutch 11 and the second clutch 12 are plate clutches, and may be dry clutches or plate wet clutches. According to the gear principle and the gear shifting process described above, the first clutch element 18 connecting the first shaft 15 and the second shaft 16 is realized without a friction process by means of a positive shifting element, in particular a claw clutch or a synchronizer.
Fig. 3 is a schematic structural view of a multi-speed transmission having 12 forward gears according to another embodiment of the present utility model. As shown in fig. 3, the first planetary transmission mechanism 4 includes a first planetary gear set 41, which is an internally and externally meshing triple set including a first sun gear 411, a first carrier 412, a first ring gear 4131, a first ring gear 4132, and a first planetary gear set 414, the first planetary gear set 414 including first small planetary gears 4141, first large planetary gears 4142, and first intermediate inner planetary gears 4143 that are fixedly connected to each other, and first intermediate outer planetary gears 4144 that mesh with the first intermediate inner planetary gears 4143, the first small planetary gears 4141 meshing with the first sun gear 411, the first large planetary gears 4142 meshing with the first ring gear 4131, and the first intermediate outer planetary gears 4143 meshing with the first ring gear 4132; a first braking element 42 and a second braking element 43; a second clutch element 44; the first shaft 15 is fixedly connected with the first sun gear 411, the first planet carrier 412 is fixedly connected with the output shaft 17, the first small gear ring 4131 is connected with the first brake element 42, the first large gear ring 4132 is connected with the second brake element 43, and the second clutch element 44 connects the first small gear ring 4131 with the first sun gear 411.
The first row of planets 41 is provided to achieve 1 to 4, 9 to 12, and R1 to R4. Since the first forward speed ratio of the first double clutch transmission 2 is the desired speed ratio 13.4 of 2.20,1, the first planetary transmission 4 is required to have a large speed ratio, and the speed ratio required for 1 to 4 is 6.09. Similar requirements are also applied to reverse gear, so that the modification is adopted on the basis of double rows to obtain a proper speed ratio and the structure is compact.
When the first ring gear 4131 is braked by the first brake element 42, the first row of planet gears 41 can achieve a speed ratio of 1+ (Z q41 *Z x41 )/(Z x42 * Zt4 ) Wherein Z is q41 、Z x41 、Z x42 And Z t4 The numbers of teeth of the first ring gear 4131, the first small planetary gear 4141, the first large planetary gear 4142, and the first sun gear 411, respectively. Thus, the value of (Z) q41 *Z x41 )/(Z x42 *Z t4 ) =5.09, which is within a reasonable range of structural feature parameters 1 to 7 for the duplex.
When the first ring gear 4132 is braked by the second brake element 43, the first row of planet gears 41 can achieve a speed ratio of 1- (Z) q42 *Z x41 )/(Z x43 *Z t4 ) Wherein Z is q42 、Z x41 、Z x43 And Z t4 The number of teeth of the first ring gear 4132, the first small planetary gear 4141, the first inner planetary gear 4143 and the first sun gear 411, respectively. The desired overall speed ratio of the R1 gear is-12.7, and the speed ratio to be achieved by the first planetary transmission mechanism 4 is-5.77, whereby (Z q42 *Z x41 )/(Z x43 *Z t4 ) =6.77, which is within a reasonable range of the double row structural feature parameters 1 to 7.
Combining the above two requirements, for example, can be divided intoMatch Z x41 /Z t4 =2.0, and then the remaining teeth numbers are assigned. The values of the factors are smaller, and a better solution is easy to obtain.
When the second clutch element 44 connecting the first ring gear 4131 and the first sun gear 411 is engaged, the first planetary gear set 41 rotates integrally with the speed ratio of 1, and 9 to 12 can be realized in cooperation with the four front speed ratios of the first double clutch transmission mechanism 2. The second clutch element 44 may be connected to any other two members of the first planetary gear set 41, and is not limited thereto.
The second planetary gear mechanism 5 includes a second planetary gear set 51 including a second sun gear 511, a second planet carrier 512, and a second ring gear 513, the second shaft 16 being fixedly connected to the second sun gear 511, the second planet carrier 512 being fixedly connected to the output shaft 17; the third brake element 52, and the second ring gear 513 is connected to the third brake element 52.
The second planetary row 51 is provided for achieving 5 to 8 gears, and the second carrier 512 is connected to the output shaft 17 so that the output shaft 17 can pass through the second planetary row 51 to be connected to the first planetary transmission mechanism 4. The speed ratio achievable when the second ring gear 513 is braked by the third brake element 52 is 1+k 5 Wherein k is 5 Is a structural characteristic parameter of the second planetary gear set 51, namely the gear ratio of the second ring gear 513 to the second sun gear 511. Four front speed ratios of the first planetary gear mechanism 2 and the second double clutch gear mechanism 3 are matched to realize 5-8 gears, so that 1+k is achieved 5 ＝2.86，k 5 ＝1.86。
The brake elements and clutch elements in the first planetary transmission mechanism 4 and the second planetary transmission mechanism 5 do not need to be friction fit clutches or brakes, but rather form fit shift elements, in particular claw clutches or claw brakes.
Fig. 4 is a schematic structural view of a multi-speed transmission having 16 forward gears according to another embodiment of the present utility model. As shown in fig. 4, the first planetary transmission mechanism 4 includes a first planetary gear set 41, which is an internal-external meshing double-row, including a first sun gear 411, a first carrier 412, a first ring gear 4131, a first ring gear 4132, and a first planetary gear set 414, the first planetary gear set 414 including a first small planetary gear 4141 and a first large planetary gear 4142 that are fixedly connected to each other, the first small planetary gear 4141 meshing with the first ring gear 4131 and the first sun gear 411, and the first large planetary gear 4142 meshing with the first ring gear 4132;
third planetary gear set 45, which is an inner and outer meshing double planetary gear set, includes third sun gear 451, third carrier 452, and third ring gear 453; a first braking element 42, a second braking element 43 and a fourth braking element 46; the first shaft 15 is fixedly connected to a third carrier 452, the third sun gear 451 is fixedly connected to the first sun gear 411, the third ring gear 453 is fixedly connected to the first ring gear 4132 and the output shaft 17, the first carrier 412 is connected to the first brake element 42, the first ring gear 4131 is connected to the second brake element 43, and the third sun gear 451 is connected to the fourth brake element 46.
Because the gear difference of the 16-gear gearbox is smaller, the maximum speed ratio value of the first double-clutch speed change mechanism 2 is only 1.77, and the 1-gear total speed ratio is 17.5, so that a double row with the maximum structural characteristic parameter of 7 can not be adopted to construct a proper speed ratio. To this end, a third planetary row 45 is added, connected in multiple rows to achieve greater forward and reverse speed ratios. The first planetary gear mechanism 4 is matched with the first double-clutch gear mechanism 2 to realize 1 to 4 gears, and also realizes 9 to 12 gears, namely a smaller gear.
The desired speed ratio is 2.14, beginning with 9-12 gear with a relatively small speed ratio. Consider that only the third planetary gear set 45 is used, and its structural feature parameter k is determined first 6 . When the third sun gear 451 is braked by the fourth brake element 46, only the third planetary gear set 45 is decelerating, the first planetary gear set 41 does not participate in deceleration, and the speed ratio is k 6 /(k 6 -1), wherein k6 is the gear ratio of the third ring gear 452 to the third sun gear 451. From k 6 /(k 6 -1) =2.14 can be solved for k 6 ＝1.88。
At k 6 The condition of the number of teeth of the first planetary gear set 41 is determined with=1.88, and the desired speed ratio is 9.85. When the first carrier 412 is braked by the first brake element 42, the first row 41 and the third row 45 jointly act as a deceleration, and the kinematic equations thereof are solved simultaneously (Z q42 *Z x41 )/(Z x42 *Z t4 ) =6.73, where Z q42 、Z x42 、Z x41 And Z t4 The numbers of teeth of the first ring gear 4132, the first large planetary gear 4142, the first small planetary gear 4141, and the first sun gear 411, respectively.
The R1 gear is accounted for under both of the above conditions while the gear ratio assignments are made. Z is also determined when the first ring gear 4131 is braked by the second brake element 43 q41 /Z t4 =3.6, where Z q41 Is the number of teeth of the first ring gear 4131. Under the three conditions, the speed ratio which can be realized by the first planetary speed change mechanism 4 is minus 9.17, the total speed ratio of the R1 gear is minus 16.23, and the actual requirement of the R1 gear is met.
The second planetary transmission mechanism 5 includes a second planetary row 51 including a second sun gear 511, a second carrier 512, and a second ring gear 513; a third braking element 52; a fifth clutch element 53; the second shaft 16 is fixedly connected to the second sun gear 511, the second carrier 512 is fixedly connected to the output shaft 17, the second ring gear 513 is connected to the third brake element 52, and the fifth clutch element 53 connects the second ring gear 513 to the second carrier 512.
The second planetary gear set 51 is provided to achieve 5 to 8 speeds and 13 to 16 speeds. The speed ratio achievable when the second ring gear 513 is braked by the third brake element 52 is 1+k 5 Wherein k is 5 Is a structural characteristic parameter of the second planetary gear set 51, namely the gear ratio of the second ring gear 513 to the second sun gear 511. Four front speed ratios of the first double clutch transmission 2 and/or the second double clutch transmission 3 are matched to realize 5-8 gears, thus 1+k 5 ＝5.59，k 5 =3.59. The second planetary gear set 51 rotates integrally when the second clutch element 53 is engaged, and 13 to 16 speeds are realized in cooperation with the four front speed ratios of the first double clutch transmission mechanism 2 and/or the second double clutch transmission mechanism 3.
For a transmission with more gears, for example 20 gears, a gear set may be added to the first dual clutch transmission 2 to achieve more forward speed ratios, while the second dual clutch transmission 3 may modify the speed ratio of the gear set.
The brake elements and clutch elements of the first planetary gear mechanism 4 and of the second planetary gear mechanism 5 are preferably form-fitting shift elements, in particular claw clutches or claw brakes.
The power machine can be an engine, a motor or a combination of the engine and the motor so as to meet the requirements of different occasions on the power machine.
It should be noted that the above-described large and small ring gears, small sun gear, medium and large sun gears, etc. are used to designate ring gears or sun gears having different diameters, and are not intended to limit the actual or relative diameters thereof.
The foregoing description is only illustrative of the preferred embodiments of the present utility model and is not to be construed as limiting the scope of the utility model, and it will be appreciated by those skilled in the art that equivalent substitutions and obvious variations may be made using the description and illustrations of the present utility model, and are intended to be included within the scope of the present utility model.
Claims (10)
1. A multi-speed transmission, comprising: the power machine is respectively connected with the first input shaft and the second input shaft through the first clutch and the second clutch, and the first clutch element can be used for selectively connecting the first shaft with the second shaft;
further comprises:
a first dual clutch transmission mechanism disposed between the first input shaft, the second input shaft, and the first shaft;
a second dual clutch transmission mechanism disposed between the first input shaft, the second input shaft, and the second shaft;
a first planetary transmission mechanism provided between the first shaft and the output shaft;
a second planetary transmission mechanism disposed between the second shaft and the output shaft;
the first double-clutch speed change mechanism is provided with a first front speed ratio, a second front speed ratio, a third front speed ratio and a fourth front speed ratio, the speed ratios of which are sequentially reduced, and the second double-clutch speed change mechanism is only provided with the first front speed ratio and the fourth front speed ratio.
2. The multi-speed transmission according to claim 1, wherein the first dual clutch transmission mechanism includes: a first gear set, a second gear set, a third gear set, a fourth gear set, a fifth gear set, a first countershaft, a first shift element, and a second shift element;
the first gear set comprises a first driving gear and a first driven gear which are meshed with each other;
the second gear set comprises a second driving gear and a second driven gear which are meshed with each other;
the third gear set comprises a third driving gear and a third driven gear which are meshed with each other;
the fourth gear set comprises a fourth driving gear and a fourth driven gear which are meshed with each other;
the fifth gear set comprises a fifth driving gear and a fifth driven gear which are meshed with each other;
the first driving gear and the third driving gear are fixedly connected with the first input shaft, the first driven gear and the third driven gear are sleeved on the first intermediate shaft in an empty mode, and the first driven gear and the third driven gear are selectively connected with the first shaft through the first gear shifting element;
the second driving gear and the fourth driving gear are fixedly connected with the second input shaft, the second driven gear and the fourth driven gear are sleeved on the first intermediate shaft in an empty mode, and the second driven gear and the fourth driven gear are selectively connected with the first shaft through a second gear shifting element;
the fifth driving gear is fixedly connected with the first intermediate shaft, and the fifth driven gear is fixedly connected with the first shaft; wherein,
the first driven gear is communicated with the first intermediate shaft, and the first double-clutch speed change mechanism realizes the first front speed ratio;
the second driven gear is communicated with the first intermediate shaft, and the first double-clutch speed change mechanism realizes the second front speed ratio;
the third driven gear is communicated with the first intermediate shaft, and the first double-clutch speed change mechanism realizes the third front speed ratio;
the fourth driven gear is in communication with the first countershaft, and the first dual clutch transmission achieves the fourth forward speed ratio.
3. The multi-speed transmission according to claim 2, wherein the second dual clutch transmission mechanism includes: a sixth gear set, a seventh gear set, an eighth gear set, a second countershaft and a third shift element;
the sixth gear set comprises a first driving gear and a sixth driven gear which are meshed with each other;
the seventh gear set comprises a fourth driving gear and a seventh driven gear which are meshed with each other;
the eighth gear set comprises an eighth driving gear and an eighth driven gear which are meshed with each other;
the sixth driven gear and the seventh driven gear are sleeved on the second intermediate shaft in a hollow mode and are selectively connected with the second intermediate shaft through the third gear shifting element;
the eighth driving gear is fixedly connected with the second intermediate shaft, and the eighth driven gear is fixedly connected with the second shaft; wherein,
the sixth driven gear is communicated with the second intermediate shaft, and the second double-clutch speed change mechanism realizes the first front speed ratio;
the seventh driven gear is in communication with the second countershaft and the second dual clutch transmission achieves the fourth forward speed ratio.
4. A multi-speed transmission as recited in claim 3 wherein the first clutch member, first shift member, second shift member, third shift member are positive shift members.
5. A multi-speed transmission according to claim 3, wherein the first planetary transmission mechanism comprises: a first row of planet gears being an inner and outer intermeshing triple row and comprising: the planetary gear set comprises a first sun gear, a first planet carrier, a first small gear ring, a first big gear ring and a first planetary gear set, wherein the first planetary gear set comprises a first small planetary gear, a first big planetary gear and a first middle inner planetary gear which are fixedly connected with each other, and a first middle outer planetary gear meshed with the first middle inner planetary gear, the first small planetary gear is meshed with the first sun gear, the first big planetary gear is meshed with the first small gear ring, and the first middle outer planetary gear is meshed with the first big gear ring;
further comprises: the second clutch element, first braking element and second braking element, the second shaft with first sun gear rigid coupling, first planet carrier and output shaft rigid coupling, first ring gear is connected with first braking element, first bull gear with second braking element is connected, second clutch element connects first ring gear with first sun gear.
6. The multi-speed transmission according to claim 5, wherein the second planetary transmission mechanism includes: a second planetary row, comprising: the second shaft is fixedly connected with the second sun gear, and the second planet carrier is fixedly connected with the output shaft;
further comprises: and a third brake element, the second ring gear being connected to the third brake element.
7. The multi-speed transmission according to claim 6, wherein the second clutch element is a positive shift element;
the first brake element, the second brake element and the third brake element are gear shifting elements with matched shapes.
8. A multi-speed transmission according to claim 3, wherein the first planetary transmission mechanism comprises:
a third planetary gear set, which is an inner and outer meshing double planetary gear set, and comprises: a third sun gear, a third planet carrier, and a third ring gear;
a first row of planet gears which are internally and externally meshed duplex rows and comprise: the planetary gear set comprises a first sun gear, a first planet carrier, a first small gear ring, a first large gear ring and a first planetary gear set, wherein the first planetary gear set comprises a first small planetary gear and a first large planetary gear which are fixedly connected with each other, the first small planetary gear is meshed with the first small gear ring and the first sun gear, and the first large planetary gear is meshed with the first large gear ring;
the first shaft is fixedly connected with the third planet carrier, the third sun gear is fixedly connected with the first sun gear, the third gear ring is fixedly connected with the first large gear ring and the output shaft, the first planet carrier is connected with the first braking element, the first small gear ring is connected with the second braking element, and the third sun gear is connected with the fourth braking element.
9. The multi-speed transmission according to claim 8, wherein the second planetary transmission mechanism includes:
a second planetary row, comprising: a second sun gear, a second planet carrier, and a second ring gear;
the second shaft is fixedly connected with a second sun gear, the second planet carrier is fixedly connected with the output shaft, the second gear ring is connected with the third braking element, and the second clutch element is connected with the second gear ring and the second planet carrier.
10. The multi-speed transmission according to claim 9, wherein the second clutch element is a positive shift element;
the first brake element, the second brake element, the third brake element and the fourth brake element are gear shifting elements which are matched in shape.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320673663.4U CN220060393U (en) | 2023-03-30 | 2023-03-30 | Multi-gear speed change device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320673663.4U CN220060393U (en) | 2023-03-30 | 2023-03-30 | Multi-gear speed change device |
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| Publication Number | Publication Date |
|---|---|
| CN220060393U true CN220060393U (en) | 2023-11-21 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320673663.4U Active CN220060393U (en) | 2023-03-30 | 2023-03-30 | Multi-gear speed change device |
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| Country | Link |
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| CN (1) | CN220060393U (en) |
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- 2023-03-30 CN CN202320673663.4U patent/CN220060393U/en active Active
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