CN221054177U - Planetary gear structure rear auxiliary box synchronizer and speed changer - Google Patents

Abstract

The utility model relates to the technical field of synchronizer preparation, in particular to a rear auxiliary box synchronizer with a planetary gear structure and a transmission, comprising a low-gear combined gear ring, wherein a first friction cone ring, a joint sleeve, a second friction cone ring and a high-gear combined gear ring are sequentially arranged at the rear end of the low-gear combined gear ring; the low-gear combined gear ring is connected with the connecting plate in a matched mode, and the high-gear combined gear ring is connected with the planet carrier in a matched mode; the first friction cone ring and the second friction cone ring are arranged in opposite directions and are both positioned in the joint sleeve. Under the condition that the synchronizer is ensured to function, the gear hub of the traditional lock ring type synchronizer is canceled, two friction cone rings are directly matched with the sliding sleeve, the overall axial size of the synchronizer is reduced, meanwhile, the quality of the synchronizer assembly is reduced, support is provided for the light weight of the transmission, and therefore oil consumption is reduced, and the fuel economy of the whole automobile is improved. The problem of the synchronous ware axial space that exists among the prior art is big, the structure is complicated, leads to assembly axial dimension and weight big is solved.

Description

Planetary gear structure rear auxiliary box synchronizer and speed changer

Technical Field

The utility model relates to the technical field of synchronizer preparation, in particular to a rear auxiliary box synchronizer with a planetary gear structure and a transmission.

Background

The synchronizer is a key part in the automobile transmission, and has very important effects on reducing automobile noise and oil consumption, eliminating gear shifting impact and prolonging the service lives of gears and a transmission system, and the gear shifting performance of the automobile transmission is closely influenced. With the rising of automatic transmissions and the continuous promotion of engine technology, for commercial vehicles, the development of the automatic transmission gradually proceeds to the high horsepower direction, and as the planetary gear structure is more compact than the traditional double-intermediate-shaft structure, and a larger transmission ratio can be obtained, for the heavy commercial vehicle transmissions of the current mainstream manufacturers, the rear auxiliary box generally adopts the planetary gear structure.

The currently commonly used synchronizers mainly comprise a lock ring type synchronizer and a lock pin type synchronizer, and due to the structural characteristics of a planetary gear mechanism, the lock ring type synchronizer is generally adopted, and the structure of the lock ring type synchronizer ensures that a joint sleeve to be meshed and a joint gear ring cannot be contacted before synchronization is achieved, so that gear shifting impact and noise are avoided.

Patent grant publication number CN207131755U discloses a C-shaped spring lock ring type synchronizer, replaces original radial compression spring in the sliding block type synchronizer by a C-shaped synchronizer spring, sets up the cooperation of a positioning bulge in the middle of the sliding block of the synchronizer and a neutral gear positioning groove on the sliding sleeve of the synchronizer, and omits a spring pin in the traditional lock ring type synchronizer. C shape synchronizer spring installs in synchronizer tooth and carries both sides, and the synchronizer slider both sides are equipped with crotch and C shape synchronizer spring cooperation, and when the slider received the synchronizer sliding sleeve to promote, C shape synchronizer spring remains all the time between the crotch of slider both sides, and the synchronous ware slider both ends atress simultaneously in the course of the work has guaranteed that the atress is more balanced, is difficult to take place the slider and overturns, the trouble such as jamming, and the reliability is high. Although the axial size of the synchronizer is reduced to a certain extent, the friction cone ring and the gear hub occupy larger axial space respectively, the structure is complex, the axial size and the weight of the assembly are large, and the overall arrangement and the weight reduction of the synchronizer are not facilitated.

Disclosure of utility model

Aiming at the problems of large axial space and complex structure of a synchronizer and large axial size and weight of an assembly in the prior art, the utility model provides a rear auxiliary box synchronizer with a planetary gear structure and a transmission.

In order to achieve the purpose, the utility model is realized by adopting the following technical scheme:

The utility model provides a rear auxiliary box synchronizer with a planetary gear structure, which comprises a low-gear combined gear ring, wherein a first friction cone ring, a joint sleeve, a second friction cone ring and a high-gear combined gear ring are sequentially arranged on the low-gear combined gear ring; the low-gear combined gear ring is connected with the connecting plate in a matched mode, and the high-gear combined gear ring is connected with the planet carrier in a matched mode; the first friction cone ring and the second friction cone ring are arranged in opposite directions and are both positioned in the joint sleeve.

Preferably, the low-gear combined gear ring is connected with the connecting plate in a matched mode through a first spline.

Preferably, the end of the spline is provided with a limiting tooth.

Preferably, the inner conical surfaces of the first friction cone ring and the second friction cone ring are respectively provided with a fine tooth spiral groove.

Preferably, a plurality of first mounting holes are uniformly arranged on the first friction cone ring along the circumferential direction; the second friction taper ring is evenly provided with a plurality of second mounting holes along the circumferential direction, the first mounting holes and the second mounting holes are internally provided with jacking pins in an inserted mode, and springs are arranged in the jacking pins.

Preferably, a locking angle is arranged inside the engagement sleeve.

Preferably, the outer end part of the first friction cone ring is provided with a plurality of first tooth end chamfers along the circumferential direction; when the gear is in low gear, the first tooth end chamfer is matched with the locking angle.

Preferably, the outer end part of the second friction cone ring is provided with a plurality of second tooth end chamfers along the circumferential direction; and when the gear is in high gear, the second tooth end chamfer is matched with the locking angle.

Preferably, the outer conical surface of the low-gear combined gear ring, the inner conical surface of the first friction conical ring and the inner conical surface of the second friction conical ring are the same as the conical degrees of the outer conical surface of the high-gear combined gear ring.

A transmission comprises the rear auxiliary box synchronizer with the planetary gear structure.

Compared with the prior art, the utility model has the following beneficial effects:

The utility model relates to a rear auxiliary box synchronizer with a planetary gear structure, which comprises a low-gear combined gear ring, wherein a first friction cone ring, a joint sleeve, a second friction cone ring and a high-gear combined gear ring are sequentially arranged at the rear end of the low-gear combined gear ring; the low-gear combined gear ring is connected with the connecting plate in a matched mode, and the high-gear combined gear ring is connected with the planet carrier in a matched mode; the first friction cone ring and the second friction cone ring are arranged in opposite directions and are both positioned in the joint sleeve. Under the condition that the synchronizer is ensured to function, the gear hub of the traditional lock ring type synchronizer is canceled, two friction cone rings are directly matched with the sliding sleeve, the overall axial size of the synchronizer is reduced, meanwhile, the quality of the synchronizer assembly is reduced, support is provided for the light weight of the transmission, and therefore oil consumption is reduced, and the fuel economy of the whole automobile is improved. In addition, due to the cancellation of the gear hub, the weight of the synchronizer is reduced, the variety of mechanical parts is reduced, the complexity of disassembly and assembly is reduced, and the convenience of maintaining the synchronizer is improved.

The low gear combined gear ring is connected with the connecting plate in a matched manner through the spline, so that the convenience of mechanical disassembly, assembly and maintenance is improved.

The limiting teeth are arranged, so that the limit of the low gear combined gear ring on the connecting plate is realized.

The inner conical surfaces of the first friction conical ring and the second friction conical ring are respectively provided with a fine tooth spiral groove, so that an oil film can be quickly destroyed between the first friction conical ring and the conical surface of the low-gear combined gear ring and after the second friction conical ring contacts with the conical surface of the high-gear combined gear ring, friction between the conical surfaces is increased, and the synchronization time is shortened.

The arrangement of the plurality of mounting holes on the first friction cone ring and the second friction cone ring, the ejector pins in the holes and the springs provide gear shifting hand feeling for gear shifting, and gear shifting experience feeling is improved.

The locking angle in the joint sleeve is matched with the first tooth end chamfer and the second tooth end chamfer, so that the locking of the first friction cone ring and the second friction cone ring during the high-low gear switching of the synchronizer is realized.

The outer conical surface of the low-gear combined gear ring, the inner conical surface of the first friction conical ring and the inner conical surface of the second friction conical ring are identical to the outer conical surface of the high-gear combined gear ring in taper degree, so that the fit connection between the conical surfaces is realized.

The transmission comprises the planetary gear structure rear auxiliary box synchronizer, has the characteristics of simple structure and light weight, and is simple and convenient to assemble and disassemble, and low in cost, and mechanical parts are few while the possibility of improving fuel economy for reducing the oil consumption of the whole transmission is provided.

Drawings

Fig. 1 is a schematic structural view of a rear auxiliary box synchronizer with a planetary gear structure.

Fig. 2 is an exploded view of the planetary rear sub-tank synchronizer assembly provided by the present utility model.

Fig. 3 is an installation schematic diagram of a rear auxiliary box synchronizer of a planetary gear.

Fig. 4 is a schematic structural view of a low-gear combined gear ring of a rear auxiliary box synchronizer of a planetary gear.

Fig. 5 is a schematic structural view of a first friction cone ring of a rear auxiliary box synchronizer of a planetary gear.

Fig. 6 is a schematic structural view of a planetary gear rear auxiliary box synchronizer joint sleeve provided by the utility model.

Fig. 7 is a schematic structural view of a second friction cone ring of a rear auxiliary box synchronizer of a planetary gear.

Fig. 8 is a schematic structural view of a planetary gear rear auxiliary box synchronizer spring and a knock pin provided by the utility model.

Fig. 9 is a schematic structural view of a high-gear combined gear ring of a rear auxiliary box synchronizer of a planetary gear.

The gear comprises a 1-low gear combined gear ring, a 2-first friction taper ring, a 3-ejector pin, a 4-joint sleeve, a 5-spring, a 6-high gear combined gear ring, a 7-second friction taper ring, an 8-connecting plate, an 11-first spline, a 12-limit tooth, a 21-first mounting hole, a 22-first tooth end chamfer, a 23-first bulge, a 24-first boss, a 41-locking angle, a 42-second spline, a 61-inner spline, a 62-third spline, a 71-second mounting hole, a 72-second tooth end chamfer, a 73-second bulge and a 74-second boss.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are some embodiments of the present utility model, but not all embodiments of the present utility model. The components of the embodiments of the present utility model 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 utility model, as presented in the figures, is not intended to limit the scope of the utility model, as claimed, but is merely representative of selected embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

In the description of the embodiments of the present utility model, it should be noted that, if the terms "upper," "lower," "horizontal," "inner," and the like indicate an azimuth or a positional relationship based on the azimuth or the positional relationship shown in the drawings, or the azimuth or the positional relationship in which the inventive product is conventionally put in use, it is merely for convenience of describing the present utility model and simplifying the description, and does not indicate or imply that the apparatus or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance.

Furthermore, the term "horizontal" if present does not mean that the component is required to be absolutely horizontal, but may be slightly inclined. As "horizontal" merely means that its direction is more horizontal than "vertical", and does not mean that the structure must be perfectly horizontal, but may be slightly inclined.

In the description of the embodiments of the present utility model, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "mounted," "connected," and "connected" should be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

The utility model will now be described in further detail with reference to specific examples, which are intended to illustrate, but not to limit, the utility model.

Referring to fig. 1 and 2, the utility model provides a rear auxiliary box synchronizer with a planetary gear structure, which comprises a low-gear combined gear ring 1, a first friction cone ring 2, a joint sleeve 4, a second friction cone ring 7 and a high-gear combined gear ring 6;

Referring to fig. 3 and 4, the low-gear combined gear ring 1 is connected with the connecting plate 8 in a matching way or welded with the connecting plate 8 through a first spline 11, and a limiting tooth 12 is arranged on the first spline 11 and used for limiting the low-gear combined gear ring 1;

Referring to fig. 5, the conical surface of the first friction cone ring 2 is in fit connection with the outer conical surface of the low-gear combined gear ring 1, the inner conical surface of the first friction cone ring 2 is provided with a fine tooth spiral groove, and after contacting with the outer conical surface of the low-gear combined gear ring 1, an oil film can be destroyed, friction between the conical surfaces is increased, and thus, synchronization time is shortened; the outer end part of the first friction cone ring 2 is provided with a plurality of first tooth end chamfers 22 along the circumferential direction, the first friction cone ring 2 is provided with a plurality of first bulges 23 and first bosses 24, the first bulges 23 and the first bosses 24 are alternately arranged, the first bulges 23 are provided with first mounting holes 21, and preferably, the first bulges 23 are provided with three and are uniformly arranged along the circumferential direction of the first friction cone ring.

Referring to fig. 6, the engagement sleeve 4 is sleeved outside the first friction cone ring 2 and the second friction cone ring 7, a groove and a locking angle 41 are arranged inside the engagement sleeve 4, the groove is matched and connected with the first protrusion 23, and the locking angle 41 is matched and connected with the first tooth end chamfer 22; the engagement sleeve 4 is externally provided with a second spline 42.

Referring to fig. 7, the second friction cone ring 7 is connected with the inner groove of the joint sleeve 4 in a matching manner through a second protrusion 73, a second mounting hole 71 is arranged on the second protrusion 73, a second boss 74 is arranged on the second friction cone ring 7, the second protrusion 73 and the second boss 74 are alternately arranged, a fine tooth spiral groove is arranged on the inner conical surface of the second friction cone ring 7, a second tooth end chamfer 72 is circumferentially arranged on the outer part, and the second tooth end chamfer 72 is matched with the locking angle 41; preferably, the second protrusions 73 are provided in three, and are uniformly arranged along the circumferential direction of the first friction cone ring.

The first friction cone ring 2 and the second friction cone ring 7 are arranged in opposite directions, referring to fig. 8, the first mounting hole 21 and the second mounting hole 71 are respectively provided with a top pin 3, the top pin 3 is internally inserted with a spring 5, and when the high gear and the low gear are switched, the top pin 3 is abutted against a boss of the opposite friction cone ring under the action of the spring 5, so that the gear shifting is provided with handfeel.

Referring to fig. 9, the high-gear combined gear ring 6 is connected with the planet carrier in a matching way through an inner spline 61 and is axially fixed through a clamping ring or welded with the planet carrier, a third spline 62 is arranged outside the high-gear combined gear ring 6, and the high-gear combined gear ring 6 is connected with the inner conical surface of the second friction cone ring 7 in a matching way through an outer conical surface.

Working principle: taking the direction of fig. 1 and 2 as an example, when the engagement sleeve 4 moves leftwards, the locking angle 41 on the engagement sleeve 4 is mutually abutted against the first tooth end chamfer 22 on the first friction cone ring 2, and when the rotation speeds of the low gear combined gear ring 1 and the first friction cone ring 2 reach to be consistent, the engagement sleeve 4 can enter into engagement, at the moment, the inner gear ring is fixed under the action of the synchronizer, and the gear is hung into the low gear to run at a low speed; when the engagement sleeve 4 moves rightwards, the locking angle 41 on the engagement sleeve 4 is mutually abutted with the second tooth end chamfer 72 on the second friction cone ring 7, and when the rotation speeds of the high-gear combined gear ring 6 and the second friction cone ring 7 are consistent, the engagement sleeve 4 can enter engagement, and at the moment, the inner gear ring and the planet carrier are connected together under the action of the synchronizer, and a high-speed gear is hung to drive at a high speed.

The foregoing description of the preferred embodiment of the present utility model is not intended to limit the technical solution of the present utility model in any way, and it should be understood that the technical solution can be modified and replaced in several ways without departing from the spirit and principle of the present utility model, and these modifications and substitutions are also included in the protection scope of the claims.

Claims (10)

1. The rear auxiliary box synchronizer with the planetary gear structure is characterized by comprising a low-gear combined gear ring (1), wherein a first friction cone ring (2), a joint sleeve (4), a second friction cone ring (7) and a high-gear combined gear ring (6) are sequentially arranged on the low-gear combined gear ring (1); the low-gear combined gear ring (1) is connected with the connecting plate in a matched mode, and the high-gear combined gear ring (6) is connected with the planet carrier in a matched mode; the first friction cone ring (2) and the second friction cone ring (7) are arranged in opposite directions and are both positioned in the joint sleeve (4).

2. The rear auxiliary box synchronizer of a planetary gear structure according to claim 1, wherein the low-gear combined gear ring (1) is cooperatively connected with the connecting plate (8) through a first spline (11).

3. The rear gearbox synchronizer of a planetary gear structure according to claim 2, wherein the end of the first spline (11) is provided with a limiting tooth (12).

4. The planetary gear structure rear auxiliary box synchronizer according to claim 1, wherein the inner conical surfaces of the first friction cone ring (2) and the second friction cone ring (7) are respectively provided with a fine tooth spiral groove.

5. The rear auxiliary box synchronizer with the planetary gear structure according to claim 1, wherein a plurality of first mounting holes (21) are uniformly arranged on the first friction cone ring (2) along the circumferential direction; the second friction taper ring (7) is evenly provided with a plurality of second mounting holes (71) along the circumferential direction, the first mounting holes (21) and the second mounting holes (71) are internally provided with jacking pins (3) in an inserted mode, and springs (5) are arranged in the jacking pins (3).

6. The planetary gear structure rear sub-tank synchronizer according to claim 1, wherein the engagement sleeve (4) is internally provided with a locking angle (41).

7. The rear auxiliary box synchronizer with the planetary gear structure according to claim 6, wherein a plurality of first tooth end chamfers (22) are arranged at the outer end part of the first friction cone ring (2) along the circumferential direction; when the gear is in a low gear, the first tooth end chamfer angle (22) is matched with the locking angle (41).

8. The rear auxiliary box synchronizer with the planetary gear structure according to claim 6, wherein a plurality of second tooth end chamfers (72) are arranged at the outer end part of the second friction cone ring (7) along the circumferential direction; when the gear is in the high gear, the second tooth end chamfer (72) is matched with the locking angle (41).

9. The planetary gear structure rear auxiliary box synchronizer according to any one of claims 1 to 8, wherein the taper angles of the outer taper surface of the low-gear combined gear ring (1), the inner taper surface of the first friction taper ring (2), the inner taper surface of the second friction taper ring (7) and the outer taper surface of the high-gear combined gear ring (6) are all the same.

10. A transmission comprising a planetary gear arrangement rear sub-tank synchronizer as claimed in any one of claims 1 to 9.