WO2004015302A1 - Boite simplifiee a n etages montes en serie et a 2n-rapports - Google Patents

Boite simplifiee a n etages montes en serie et a 2n-rapports Download PDF

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Publication number
WO2004015302A1
WO2004015302A1 PCT/CN2003/000595 CN0300595W WO2004015302A1 WO 2004015302 A1 WO2004015302 A1 WO 2004015302A1 CN 0300595 W CN0300595 W CN 0300595W WO 2004015302 A1 WO2004015302 A1 WO 2004015302A1
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Prior art keywords
gear
gears
shaft
speed
transmission
Prior art date
Application number
PCT/CN2003/000595
Other languages
English (en)
French (fr)
Inventor
Yuhong Wang
Original Assignee
Yuhong Wang
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yuhong Wang filed Critical Yuhong Wang
Priority to AU2003257773A priority Critical patent/AU2003257773A1/en
Publication of WO2004015302A1 publication Critical patent/WO2004015302A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0807—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with gear ratios in which the power is transferred by axially coupling idle gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears

Definitions

  • the present invention belongs to the technical field of mechanical transmissions, and more specifically, it is an improvement of a mechanical transmission for vehicles and mechanical power equipment.
  • gear transmissions There are two types of existing gear transmissions: manual parallel shaft transmission and automatic shift planetary gear transmission.
  • a two-shaft or three-shaft transmission there are generally several pairs of gears in forward gear (excluding reverse gears), and each pair of gears has a fixed gear ratio.
  • shifting gears select one of these parallel gear pairs for gear shifting. The rest of the gears are idle and do not participate in the gear shifting work.
  • one shaft is integrated with the gear on the shaft, and the other spline shaft is used for shifting the gear or synchronizer.
  • shifting gears you must first return to neutral and temporarily suspend power output before you can shift gears and continue working.
  • One of the gears to be meshed is connected to a large rotating body such as an input shaft clutch driven disk, and the inertia is large; the other gear is connected to the output shaft and the entire vehicle, and has a larger inertia.
  • a large rotating body such as an input shaft clutch driven disk
  • the inertia is large
  • the other gear is connected to the output shaft and the entire vehicle, and has a larger inertia.
  • Manual shifting is inconvenient and affects the performance of the vehicle.
  • a torque converter is often added before the mechanical shift, and hydraulically controlled clutches or brakes are used to achieve automatic shifting in order to better exert the performance of the engine and the vehicle.
  • Automatic transmissions with torque converters are mostly planetary geared.
  • the purpose of the present invention is to overcome the above-mentioned disadvantages and provide a gear with fewer gears and components to obtain more gears; or when there are the same number of gears, the components are reduced, the structure is simple, and the cost is reduced; thereby shifting gears
  • the range of speed changes of the front and rear engines is small, and the n-stage tandem transmission with a simplified structure of 2 "gears that can fully exert the engine and vehicle running performance.
  • the present invention is composed of an input shaft, an intermediate shaft, an output shaft mounted on a casing, a gear mounted on the shaft, and a clutch mounted between the gears.
  • the gears in the transmission are divided into several transmission stages. Each transmission stage has a direct transmission of 1: 1 without transmission and one transmission stage.
  • the n-stage transmission stage has 2 "stages.
  • the total transmission ratio of each stage is the ratio of each stage. Continuous product.
  • the gear ratios of each gear are arranged in a series of equal ratios, and the common ratio can be set as required.
  • N is the number of gears, and should be a positive integer.
  • the input shaft and the output shaft are on one axis, and the intermediate shaft is parallel to it.
  • the gears are not fixed on the shaft, but are arranged on the shaft in order of diameter.
  • Each gear has an overrunning clutch so that the smaller gear can rotate faster than the large gear.
  • a clutch is installed between the gears on the input shaft and the output shaft, so that the two gears can be combined or separated to rotate, and each clutch controls the speed of one gear stage.
  • the input and output shafts are on the same axis, and all gears are bevel gears.
  • clutches that control shifting or non-shifting of each shift stage are installed between the gears.
  • the intermediate shaft is perpendicular to the input shaft.
  • Gears that are meshed with the gears on the input shaft and are fitted together according to the diameter are mounted on the intermediate shaft.
  • An overrunning clutch is installed between the gears. The larger diameter gear can drive the smaller gear, and the small gear can rotate beyond the large gear.
  • Each clutch can control one shift stage, n clutches can control n shift stages, and there are 2 "gears.
  • the power of the transmission can be output by changing the direction of the intermediate shaft.
  • the output shaft can also be perpendicular to the intermediate shaft and the input shaft.
  • the output shaft is equipped with a differential, which constitutes one of the 4th or 8th forward speed, and the rear axle has neutral and reverse gears.
  • the input and output shafts are on the same axis, and all gears are bevel gears.
  • Each gear on the output shaft is set on the output shaft according to the diameter.
  • a clutch is installed between each bevel gear to control the clutching of two adjacent gears.
  • the intermediate shaft is perpendicular to the input shaft, and an overrunning clutch is installed between the gears of the intermediate shaft so that gears close to the input shaft can drive gears farther from the input shaft.
  • the shift stage is composed of planetary gears, and each planetary gear becomes a shift stage.
  • the transmission has outputs for reverse, neutral and forward.
  • the multi-stage tandem transmission proposed by the present invention divides the gears in the transmission into several groups, and the gears in each group form a shift stage with two gears, one direct gear and one down gear, which are controlled by the combiner.
  • the power passes through the first-speed gear change, and also passes through the second, third ... gears of each gear.
  • the gear ratio of each gear of the gear is the continuous product of gear ratios of each gear.
  • Each stage has two gears, variable and non-variable.
  • the ⁇ stage has 2 "different continuous products, which is the gear ratio of 2" gears. There are 4 speeds for 2 speeds, 8 speeds for 3 speeds, 16 speeds for 4 speeds, and 2 "speeds for ⁇ speeds, which are increased in binary.
  • Multi-stage tandem transmissions can be composed of cylindrical gears, bevel gears, and planetary gears, each with its own characteristics.
  • the method provided by the present invention can conveniently design multi-speed transmissions with different speed ratios, and its structure is more simplified. It is suitable for different needs of different vehicles and various mechanical equipment. Not only can speed decrease, but also speed increase. When increasing speed, input power from the opposite direction and adjust the positions of the clutch and overrunning clutch. Various types of embodiments will be described later.
  • FIG. 1 is a schematic diagram of a multi-stage tandem transmission transmission mechanism composed of a spur gear.
  • Figure 2 is the transmission schematic diagram of an overspeed three-stage tandem 8-speed transmission.
  • Figure 3 is a schematic diagram of a three-stage series and eight-speed variable-speed transmission for speed increase.
  • Figure 4 is a schematic diagram of the transmission structure of a three-stage tandem transmission composed of planetary gears.
  • FIG. 5 is a schematic diagram of a transmission mechanism of a multi-stage tandem transmission composed of a bevel gear.
  • FIG. 6 is a bottom view of FIG. 5.
  • FIG. 7 is a transmission schematic diagram of a bevel gear multi-stage tandem transmission with an overspeed gear.
  • Fig. 8 is a transmission schematic diagram of a coaxial multi-stage tandem transmission composed of a bevel gear.
  • FIG. 1 is a schematic diagram of the transmission mechanism of a multi-stage tandem transmission composed of cylindrical gears.
  • the input shaft 1 has a fixed gear 4, and the output shaft 2 has a gear 5, 6, 7, 7. They are arranged according to the diameter.
  • the gear 7 is fixed on the output shaft 2.
  • A, B, and C are clutches between gears 4, 5, 6, and 7, which can be tooth-mounted or friction-disc.
  • the intermediate shaft 3 has gears 8, 9, 10, and 11, arranged in order of size.
  • the gear 11 is fixed on the shaft 3.
  • the clutch can rotate the two front and rear gears together.
  • the common ratio of these eight gears is close to 1.3, and this common ratio value can be selected as required. According to this rule, you can choose 2 speeds, 4 speeds or 5 speeds. This example is 3 speeds and 8 speeds. In use, only 6th and 7th gears can be used, and the power can also be output by the intermediate shaft 3, without the need for shaft 2. In this example, a reverse gear needs to be added to the reverse gear.
  • Example 2 can be seen in FIG. 2.
  • FIG. 2 is a transmission principle diagram of an overspeed 8-speed transmission.
  • the third stage is the speed increase.
  • the transmission ratios of each gear are 0.7576; 1; 1.296; 1.711; 2.143; 2.829; 3.667; Example 3 can be seen in FIG. 3.
  • Figure 3 is a schematic diagram of an 8-speed variable-speed transmission for increasing speed.
  • the four-piece spindle wheel has a reduced thickness and an increased diameter, and can be threaded on the bicycle rear hub. These gears are connected by an overrunning clutch (or a pawl-type one-way tooth), so that the large gear can drive the small gear.
  • the intermediate shaft is divided into three sections, gears 9 and 10 each have two pieces, 8 and 9 are one section, 9 and 10, 10 and 11 are the other two sections.
  • the three axes are independent of each other, and different axes are distributed at different intervals around the main axis at different intervals.
  • the 8-speed increase ratio is 1; 1.2; 1,44; 1.718; 2.069; 2.483; 2.98; 3.574.
  • the power is used to pull the largest gear on the spindle, and the smallest gear is output by the spindle. If the first-level gear is subtracted, it becomes the fourth gear, and the gear ratio should be changed as required.
  • the overrunning clutches between gears are A, B, C.
  • Example 4 can be seen in FIG. 5 and FIG. 6.
  • Fig. 5 is a structural schematic diagram of a multi-stage tandem transmission composed of bevel gears.
  • Gears 4, 5, 6, 7 are on input shaft 1 in the figure.
  • Gear 4 is fixed on the shaft.
  • clutches A, B, and C between each gear, and the diameter of each gear is the same (it may be different if necessary).
  • These gears mesh with the gears 8, 9, 10, 11 on the intermediate shaft 3.
  • the intermediate shaft 3 is perpendicular to the input shaft.
  • Clutch D is on the spline of output shaft 2 and can be engaged with gear 7 for direct gear output or meshed with gear 12 for reverse gear output. In the neutral position, it is neutral.
  • the gear 4 can only drive the gear 8, the gears 9, 10, 11, 7, and the clutch D to the output shaft 2 can be driven by the overrunning clutches at all levels.
  • clutches eight, B, and C are all combined, gears 4, 5, 6, and 7 rotate together at the same speed and output directly. If some of the clutches A, B, and C are released and some are combined, there will be a reduction in speed between the front and rear gears of the released clutch, and the combined gears will be in direct gear without speed change. Therefore, after three-speed shifting, there are 8 shifting speed outputs.
  • the speed ratio of each gear is 1; 1.238-, 1.62; 2; 2.6; 3.22; 4.2; 5.2.
  • the required overspeed gear should be constructed as shown in Figure 7.
  • the gear ⁇ and 9 are integrated into one.
  • the clutch A is double-acting.
  • the spline of the input shaft 1 can be combined with gear 4 or 5 respectively.
  • 8 gears can be obtained: 0.759; 1; 1.303; 1.714; 2.127; 2.8; 3.647; 4.8.
  • the number in the lower right corner of the gear mark indicates the number of teeth of the gear.
  • the output shaft 3 is connected to the gear 11 to change the direction of power output, or the gear 8 can be directly pulled by a chain.
  • the power is output by the output shaft 3, which is suitable for bicycle and motorcycle shifting.
  • Output shaft 2 can be rotated 90 degrees or any angle around intermediate shaft 3, as shown in Figure 6.
  • the output shaft 2 is on both sides of the differential 13, and the gears 14 and 15 are sleeved on the shaft tube 16.
  • the clutch D can be moved on the sliding key of the shaft tube 16 and combined with the gear 14 or gear 15, and there is a reverse gear and a forward gear. Or neutral.
  • Such a rear axle can freely place the shaft 3 above or below, so that there is more space choice on the other side.
  • Example 5 can be seen in FIG. 8.
  • FIG. 8 is a structural principle diagram of a coaxial multi-stage tandem transmission composed of bevel gears.
  • the input shaft 1 and the gear 4 are combined, and the output shaft 2 with the same axis as the shaft 1 is set with bevel gears 5, 6, 7, and 12, and the intermediate shaft 3
  • gears 8, 9, 10, 11 and gears 10 and 11 as a whole.
  • the overrunning clutch allows gear 8 to sequentially drive gears 9, 10, 11, and the reverse order can be exceeded.
  • clutches A, B, C, D, and E between gears 4, 5, 6, 7, and 12, all of which are friction plate clutches.
  • Clutches A, B can control the engagement and disengagement of gears 4, 5, 6. According to the calculation of the number of gear teeth indicated next to the gear in Fig.
  • the eight-speed gear ratio is 0.714; 1; 1.4; 1.96; 2.75; 3.84; 5.4; 7.56.
  • the clutches C and D cause the shaft 2 to engage with the gears 6 or 7 to output forward gears, and the clutch E and the gear 12 to engage to output reverse gears. There are also multiple reverse gears.
  • the radial size is large, and the axial size can be reduced.
  • the intermediate shaft 3 may have 2 to 4 groups to reduce the load of the teeth, and reduce the size of the entire mechanism. It should be placed near the engine flywheel for automatic transmission. Controlling each clutch requires only four hydraulic pistons, which is much simplified in eight speeds.
  • Example 6 can be seen in FIG. 4.
  • Figure 4 shows the transmission principle of the planetary three-stage tandem transmission.
  • the figure indicates the number of teeth of the ring gear and the sun gear of each level.
  • A, B, C, and D are clutches
  • G and H are overrunning clutches
  • E and F are brakes.
  • the first-stage speed increase ie, overspeed 0.667
  • the power is input from clutch A and the planet carrier
  • the ring gear is output to the center of the second stage.
  • clutch A is released, overrunning the clutch will directly drive the ring gear output.
  • the second stage is input by the center and output by the planet carrier, and the speed is reduced by 2.25.
  • clutch B is combined with the ring gear and the planet carrier, it rotates with the center wheel and makes direct output to the third stage.
  • the overrunning clutch H allows forward rotation.
  • clutch B is released, clutch H is overridden.
  • the center frame decelerates 2.25 to the third stage.
  • the third ring gear is braked by the brake E, and the clutch C can combine the planetary carrier and the output shaft 2 to output power and reduce the speed by 5.06.
  • the brake JF brakes the planet carrier, the power is output reversely through the ring gear and clutch D to the output shaft, and the speed is reduced by 4.06.
  • the brakes E and F are both released and the clutches C and D are combined, they are output in direct gears without speed change. Three levels of speed change can be obtained in eight forward gears: 0.667; 1; 1.5; 2.25; 3.375; 5.06; 7.59; 11.39.
  • Reverse can have 2.7; 4.06: 6.09; 9.14.
  • a total of 6 shifting clutches and brakes require 4 hydraulic pistons. In practice, only 5 speeds, 6 speeds, or 7 speeds can be used. If only the front stage and the rear stage are used, the front stage is changed to 1.8 as the upshift, which is 0.556 for the overdrive. After downshifting 3.24, you can get 4th gear: 0.556; 1; 1.8; 3.24; reverse gear 2.24. Only three shifting hydraulic pistons are required.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Description

n级串联有 2"档构造简化的变速器 技术领域
本发明属于机械变速装置技术领域， 更明确地说是一种用于车辆及机械动 力设备的机械变速器的改进。
背景技术
已有的齿轮变速器， 有手动平行轴变速器和自动换档行星齿轮传动两类。 在二轴或三轴变速器中， 一般有几个前进档就要有几对齿轮 (不计倒档)，每一对 齿轮有固定的变速比。 换档时， 从这些并列的齿轮对中任选一对进行变速， 其 余齿轮都闲置不参与正在变速的工作。 此机构中有一根轴是与轴上齿轮结为一 体的， 另一根花键轴供移动齿轮或同步器换档用。 换档时必须先退至空档， 暂 停动力输出， 然后才能挂档， 继续工作。 待啮合的齿轮对中， 一个是与输入轴 离合器从动盘等较大转动体相连， 惯性较大； 另一个齿轮是与输出轴及整个车 辆相联， 惯性更大。 为避免齿牙速度不同受冲击损伤， 要用同步器或摩擦片接 合。 手动换档不方便， 影响车辆的性能， 为了提高车辆的性能， 现时多在机械 变速之前加上变扭器， 采用液压控制离合器或制动器达到自动换档， 以便更好 地发挥发动机及车辆的性能。 有变扭器的自动变速器， 其结构多数为行星齿轮 传动。 行星齿轮传动的输入和输出各有三个途径可利用， 但是在一级变速就有 各种适合的变速比是很难办到的。现有的自动变速器多为四档，其换档控制件 (离 合器、 制动器两种)有 6— 8件， 结构比较复杂。
本发明的目的， 在于克服上述缺点， 提供一种可用较少的齿轮和构件得到 较多的档位； 或是有同样数目的档位时， 构件减少， 结构简单， 成本降低； 从 而使换档前后发动机的转速变化范围较小， 可更充分发挥发动机及车辆运行性 能的 n级串联有 2"档构造简化的变速器。
发明内容
为了达到上述目的， 本发明由安装在机箱上的输入轴、 中间轴、 输出轴， 安装在上述轴上的齿轮， 安装在齿轮间的离合器所构成。 变速器中的齿轮分为 几个变速级， 每个变速级有 1 : 1不变速的直接挡和一个变速档， n级变速级有 2"档， 每档的总变速比为各级变速比的连乘积。 各档的变速比排列成一个等比 级数， 其公比可根据需要设定。 n为变速级的级数， 应取正整数。
可以是输入轴和输出轴在一条轴线上， 中间轴与其平行。 齿轮不是固定在 轴上， 而是按照直径大小顺序排列套在轴上， 各齿轮中有超越离合器， 使较小 齿轮可快于大齿轮旋转。 在输入轴和输出轴上的齿轮间安装有离合器， 可使两 齿轮结合或分开旋转，每个离合器控制一个变速级的变速或不变速。 n个变速级 有 2"个档位的变速， 可降速也可增速， 增速时要调整离合器和超越离合器的位 置。 也可以不用或少用超越离合器。
可以是输入轴和输出轴在一条轴线上， 所有齿轮均为圆锥齿轮。 输入轴上 各齿轮间安装有控制各变速级的变速或不变速的离合器。 中间轴与输入轴垂直， 在中间轴上安装有依直径大小套装在一起的与输入轴上各齿轮相啮合的齿轮， 齿轮之间安装有超越离合器。 使直径大的齿轮可以带动较小的齿轮， 小齿轮可 超越大齿轮旋转。每个离合器可控制一级变速， n个离合器即可控制 n个变速级， 有 2"个档。
变速器的动力可由中间轴改变方向输出。 也可以输出轴垂直于中间轴和输 入轴， 输出轴上带有差速器， 构成有前进 4档或 8档之一、 有空档与倒挡的后 桥。
还可以输入轴和输出轴在一条轴线上， 所有齿轮均为圆锥齿轮。 输出轴上 各齿轮按直径大小套装在输出轴上。 各圆锥齿轮间安装有可控制相邻大小两齿 轮的离合的离合器。 中间轴垂直于输入轴， 中间轴的齿轮间安装有使靠近输入 轴的齿轮可带动距输入轴较远的齿轮的超越离合器。 η个变速级有 2"个档。
还可以变速级由行星齿轮构成， 每列行星齿轮成为一个变速级。 变速器具 有倒档、 空档及前进档的输出。
本发明提出的多级串联变速器是把变速器中的齿轮分为几个组， 每个组的 齿轮组成一个变速级， 有两档， 一个直接档， 一个降速档， 由结合器控制。 动 力经过第一级变速， 还要经过第二， 第三…各级的变速， 变速器每档的变速比 是各级变速比的连乘积。 每级有变速和不变速两档， η级有 2"个不同的连乘积， 也就是 2"个档的变速比。 2级变速有 4档， 3级有 8档， 4级有 16档， η级有 2" 档， 是按二进制增加的。 适当选择变速级的变速比则可得到一个按等比级数增 加的几何级数，各级变速级的变速比应按 r1 ,! ,!"8'......的序列选用。 r的指数也 可为 0或负数。 指数为 0时， 是直接档， 不变速。 指数为负数时， 是增速档。 受齿轮牙数所限各变数比只能是一个近似数。 三级变速选用 ^！"2，!"4，此处 r为各 级变速的公比； 则三级都变速有 ι·1·!·2·!·4 ^7, 就是变速最大的一档； 如果三级都 不变速， 则„rQ= l，这就是直接挡。 无论在哪一个档工作， 每个变速级都是处 在工作中， 而不是只参加一个档的工作， 所以串联多级变速的变速器能减少齿 轮而增加档位。
多级串联变速器可用圆柱齿轮、 圆锥齿轮或和行星齿轮来组成， 各有各的 特点。 本发明提出的方法， 可方便地设计不同变速比的多档变速器， 且其结构 更简化。 可适用于不同车辆及各种机械设备的不同需要。 不但降速可以， 增速 也可以。 增速时将动力由反方向输入并调整离合器和超越离合器的位置即可。 各种类型的实施例将分述于后。
附图说明 图 1为圆柱齿轮组成的多级串联变速器传动机构原理图。
图 2为有超速档三级串联 8档变速器传动原理图。
图 3为增速用三级串联 8档变速传动原理图。
图 4为行星轮组成的三级串联变速器传动结构原理图。
图 5为圆锥齿轮组成的多级串联变速器传动机构原理图。
图 6是图 5的仰视图。
图 7为有超速档的圆锥齿轮多级串联变速器传动原理图。
图 8为圆锥齿轮组成的同轴多级串联变速器传动原理图。
具体实施方式
以下结合具体实施例及其附图对本发明作更进一步的说明。
实施例 1可参见图 1。 图 1为圆柱齿轮组成的多级串联变速器传动机构原理 图。 图中输入轴 1有固定齿轮 4， 输出轴 2有齿轮 5、 6、 7, 按直径大小排列。 齿轮 7固定在输出轴 2上。 A、 B、 C为齿轮 4、 5、 6、 7之间的离合器， 可用牙 嵌式或摩擦片式。 中间轴 3上有齿轮 8、 9、 10、 11， 按大小顺序排列。 齿轮 11 固定在轴 3上。 各齿轮间有超越离合器， 使小齿轮可超越大齿轮， 大齿轮不能 超越小齿轮， 离合器可使其前后两齿轮结合共同旋转。 当放开两齿轮时， 前一 齿轮啮合中间轴上的齿轮， 经过超越离合器带动的齿轮又啮合到后一齿轮， 得 到了降速，每个离合器控制一级变速的两种变化。按图〗各齿轮旁所注齿数计算， 第一级变速比为 1.304， 第二级为 1.691， 第三级为 2.833。 在离合器 A、 B、 C 开与合的不同组合下， 可得三级变速连续乘积的 8个不同速比， 就是有 8个档： 1 ; 1.304； 1.691： 2.206： 2.833： 3.696： 4.792： 6.2。 这八档的公比接近 1.3， 这 公比值可视需要选定。按此规律可任意选用 2级变速、 4级变速或 5级变速，此 例为 3级 8档。 使用时， 也可只使用 6档 7档， 动力也可由中间轴 3输出， 而 不需要轴 2, 此例中倒档需另加倒档齿轮。
已有的二轴或三轴式变速器 6挡要 6对齿轮、 6个同步离合器。本实施例中 8档只需 4对齿轮、 3个离合器， 简化很多。 变速级越多， 机件减少越多。
牙嵌式离合器换档时， 要暂停动力输出， 且只适用手动换档； 摩擦片离合 器换档则可以不中断动力输出。 档数多， 每档变速比就小， 换档前后发动机转 速变化范围小。 液压摩擦片结合既快又可缓和换档前后动力运转的不平稳， 在 不是绝对要求运转平稳性的情况下省去变扭器， 可节省燃料提高经济性， 有利 于自动变速， 改善车辆的运行性能。
实施例 2可见图 2。
图 2为有超速档 8档变速器的传动原理图。 其第三级为升速， 按齿轮旁所 注齿数， 各档传动比分别为 0.7576； 1； 1.296； 1.711； 2.143； 2.829; 3.667； 实施例 3可见图 3。
图 3为增速用 8档变速传动原理图。其主轴轮四片， 厚度减小， 直径加大， 可以丝扣套在自行车类后轴毂上。这些齿轮间用超越离合器 (或棘爪式单向齿牙) 联接， 使大齿轮可带动小齿轮。 中间轴分为三段， 齿轮 9和 10各有两片， 8和 9为一段， 9和 10、 10和 11为另两段。 三段轴各自独立， 不同轴， 按一定间隔 分布在主轴周围不同的位置上。 控制各短轴齿轮与主轴齿轮的啮合或脱开， 即 可改变齿轮间的变速与否， 从而可得 8档增速。按图中所注齿数， 8档增速比分 别为 1; 1.2; 1,44; 1.718; 2.069； 2.483； 2.98； 3.574。 动力用 $条拉动主轴上 最大齿轮， 而由主轴最小齿轮输出。 如减去一级变速， 则成为 4档， 变速比应 按需要改变。 齿轮间超越离合器分别是 A、 B、 C。
实施例 4可见图 5、 图 6。
图 5为锥齿轮组成的多级串联变速器结构原理图。图中输入轴 1上有齿轮 4、 5、 6、 7。齿轮 4固定在轴上， 各齿轮间有离合器 A、 B、 C, 各齿轮直径相同 (必 要时也可不同)。 这些齿轮与中间轴 3上的齿轮 8、 9、 10、 11相啮合， 中间轴 3 与输入轴是垂直的。 齿轮 8、 9、 10、 11之间有超越离合器， 使直径小的内层齿 轮可以超越外层较大齿轮。 离合器 D在输出轴 2的花键上， 可以与齿轮 7啮合 做直接档输出， 或与齿轮 12啮合做倒档输出， 处于中间位置是空档。 当离合器 A、 B、 C、 都是分开时， 齿轮 4只能带动齿轮 8， 经各级的超越离合器带动齿轮 9、 10、 11 , 7， 经离合器 D至输出轴 2。 当离合器八、 B、 C都是结合时则齿轮 4、 5、 6、 7结合在一起同速转动而直接输出。如果离合器 A、 B、 C中有的放开， 有的结合， 则放开的离合器前后两齿轮间将有降速， 而结合的齿轮就是直接档， 无变速。 因此经三级变速后有 8个变速档输出。 按图中齿数计算各档变速比分 别为 1 ; 1.238-, 1.62； 2; 2.6； 3.22； 4.2； 5.2。 需要超速档应按图 7方式构成， 齿轮 δ与 9连成一体， 离合器 Α改为双向作用， 在输入轴 1的花键上可分别与 齿轮 4或 5结合。按图中齿轮牙数计算可得 8档： 0.759； 1； 1.303； 1.714； 2.127； 2.8； 3.647； 4.8。图 5、 图 7中， 齿轮标记右下角的数码表示该齿轮的齿数。
此例中输出轴 3与齿轮 11连结可以改变动力输出的方向，也可以用链条直 接拉动齿轮 8， 动力由输出轴 3输出， 这适合自行车和摩托车变速用。 输出轴 2 可以绕中间轴 3旋转 90度或任何一个角度，如图 6所示。输出轴 2在差速器 13 的两侧， 齿轮 14、 15套在轴管 16上， 离合器 D可在轴管 16的滑键上移动与齿 轮 14或齿轮 15结合， 而有倒档， 前进档或空档。 这样的后桥可随意把轴 3放 在上方或下方，而使另一侧有更大的空间选择。
实施例 5可见图 8。
图 8为锥齿轮组成的同轴多级串联变速器的结构原理图。 图中输入轴 1与 齿轮 4结合， 与轴 1同一轴线的输出轴 2套有锥齿轮 5、 6、 7及 12, 中间轴 3 上有齿轮 8、 9、 10、 11， 齿轮 10和 11为一体， 超越离合器允许齿轮 8依次带 动齿轮 9、 10、 11, 而反顺序则可超越。 齿轮 4、 5、 6、 7、 12之间有离合器 A、 B、 C、 D、 E, 均为摩擦片式的离合器。 离合器 A、 B可控制齿轮 4、 5、 6结合 和分开。 按图 8齿轮旁所注齿轮牙数计算， 可得 8档变速比依次为 0.714; 1； 1.4; 1.96； 2.75； 3.84； 5.4; 7.56。 离合器 C、 D使轴 2接合齿轮 6或 7输出前 进各档， 离合器 E与齿轮 12接合则输出倒档， 倒档也有多档。
此实施例径向尺寸大， 可缩小轴向尺寸， 中间轴 3可以有 2— 4组， 以减轻 齿牙的负荷， 而使整个机构尺寸减小。 宜于靠近发动机飞轮安置作自动变速器 用。 控制各离合器只需要 4个液压活塞， 以 8档计简化很多。
实施例 6可见图 4。
图 4为行星轮三级串联变速器传动原理图。 图中注明各级齿圈及中心轮的 齿数。 其中 A、 B、 C, D为离合器， G、 H为超越离合器， E、 F为制动器。 第 —级升速 (即超速 0.667)， 动力由离合器 A、 行星架输入， 由齿圈输出至第二级 中心。离合器 A放开时， 超越离合器即直接带动齿圈输出。第二级由中心输入， 行星架输出， 降速 2.25。当离合器 B结合齿圈和行星架时则与中心轮共同旋转， 做直接档输出至第三级。 此时超越离合器 H允许正转。 离合器 B放开时， 超越 离合器 H制动齿圈。 中心架降速 2.25输出至第三级。第三级齿圈被制动器 E制 动， 离合器 C可结合行星架与输出轴 2输出动力， 降速 5.06。 当制动器 JF制动 行星架时， 动力经齿圈、 离合器 D至输出轴反向输出， 并降速 4.06。 当制动器 E、 F都松开， 离合器 C、 D都结合， 则是直接档输出， 无变速。 三级变速综合 可得 8个前进档： 0.667； 1； 1.5； 2.25； 3.375； 5.06； 7.59； 11.39。 倒档可有 2.7； 4.06： 6.09； 9.14。 此实施例 6中换档离合器和制动器共 6件需要液压活塞 4个， 实用中可只用 5档、 6档或 7档。 如只用前级和后级， 前级改为升速 1.8， 即超速档 0.556。 后级降速 3.24， 则可得 4档： 0.556; 1； 1.8； 3.24； 倒档 2.24。 此时换档液压活塞只需 3个。

Claims

权 利 要 求 书
1 . 一种 n级串联有 2"档构造简化的变速器， 它由安装在机箱上的输入轴、 中间轴、 输出轴， 安装在上述轴上的齿轮， 安装在齿轮间的离合器所构成， 其 特征在于所说的变速器中的齿轮分为几个变速级， 每个变速级有 1 : 1不变速的 直接挡和一个变速档， n级变速级有 2"档， 每档的总变速比为各级变速比的连 乘积， 各档的变速比排列成一个等比级数， 其公比可根据需要设定。
2.按照权利要求〗所述的 n级串联有 2"档构造简化的变速器，其特征在于 所说的输入轴和输出轴在一条轴线上， 中间轴与其平行， 齿轮不是固定在轴上， 而是按照直径大小顺序排列套在轴上， 各齿轮中间安装有使较小齿轮可快于大 齿轮旋转的超越离合器， 在输入轴和输出轴上的齿轮间安装有可使两齿轮结合 或分开旋转的离合器，每个离合器控制一个变速级的变速或不变速， n个变速级 有 2 "个档位的变速， 可降速也可增速， 增速时要调整离合器和超越离合器的位 置。
3.按照权利要求 1所述的 n级串联有 2"档构造简化的变速器，其特征在于 所说的输入轴和输出轴在一条轴线上， 所有齿轮均为圆锥齿轮， 输入轴上各齿 轮间安装有控制各变速级的变速或不变速的离合器， 中间轴与输入轴垂直， 在 中间轴上安装有依直径大小套装在一起的与输入轴上各齿轮相啮合的齿轮， 齿 轮之间安装有使直径大的齿轮可以带动较小的齿轮而小齿轮可超越大齿轮旋转 的超越离合器，每个离合器可控制一级变速， n个离合器即 n个变速级，有 2"个 档。
4.按照权利要求 3所述的 n级串联有 2"档构造简化的变速器，其特征在于 它安装有与输入轴方向不同的可改变动力输出方向的中间轴。
5.按照权利要求 ·3所述的 n级串联有 2"档构造简化的变速器，其特征在于 输出轴垂直于中间轴和输入轴， 输出轴上带有差速器， 构成有前进 4档或 8档 之一、 有空档与倒挡的后桥。
6.按照权利要求 1所述的 n级串联有 2n档构造简化的变速器，其特征在于 所说的输入轴和输出轴在一条轴线上， 所有齿轮均为圆锥齿轮， 输出轴上各齿 轮按直径大小套装在输出轴上， 各圆锥齿轮间安装有可控制相邻大小两齿轮的 离合的离合器， 中间轴垂直于输入轴， 中间轴的齿轮间安装有使靠近输入轴的 齿轮可带动距输入轴较远的齿轮的超越离合器， n个变速级有 2"个档。
7. 按照权利要求 1所述的 n级串联有 2"档构造简化的变速器，其特征在于 所说的变速级由行星齿轮构成， 每列行星齿轮成为一个变速级， 变速器具有倒 档、 空档及前进档的输出。
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CN105422751A (zh) * 2015-12-21 2016-03-23 肖立峰 锥齿摆动双齿差变速装置
CN106438950B (zh) * 2016-11-29 2020-07-03 杭州市萧山区高级技工学校 一种多单元共线传动的变速器
CN109356979A (zh) * 2018-11-07 2019-02-19 柳州惠林科技有限责任公司 一种有倒档的单离合器两档自动变速器
CN110388424A (zh) * 2019-07-31 2019-10-29 合肥工业大学 一种基于两档变速模块化设计的16速自动变速器
CN111173899A (zh) * 2020-03-03 2020-05-19 余钢 几何级档位变速器

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