WO2008011792A1 - Dispositif de transmission à deux entraînements économisant l'énergie pour une automobile - Google Patents

Dispositif de transmission à deux entraînements économisant l'énergie pour une automobile Download PDF

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Publication number
WO2008011792A1
WO2008011792A1 PCT/CN2007/001921 CN2007001921W WO2008011792A1 WO 2008011792 A1 WO2008011792 A1 WO 2008011792A1 CN 2007001921 W CN2007001921 W CN 2007001921W WO 2008011792 A1 WO2008011792 A1 WO 2008011792A1
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WO
WIPO (PCT)
Prior art keywords
gear
shaft
rear axle
clutch
transmission shaft
Prior art date
Application number
PCT/CN2007/001921
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English (en)
French (fr)
Inventor
Zhanguo Yang
Original Assignee
Zhanguo Yang
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 Zhanguo Yang filed Critical Zhanguo Yang
Priority to JP2009600023U priority Critical patent/JP3152864U/ja
Publication of WO2008011792A1 publication Critical patent/WO2008011792A1/zh
Priority to US12/355,766 priority patent/US7682277B2/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel

Definitions

  • the invention belongs to an automobile driving device, and particularly relates to an automobile energy-saving double-drive transmission device.
  • the power of the two driving wheels of the existing automobile is respectively taken from the differential of the rear axle, and when the automobile is in the sliding state, the rotational torques of the two driving wheels are transmitted to the engine through the respective half shafts and the differential, the transmission shaft and the transmission.
  • the engine that is idling becomes the resistance of the high-speed rotating drive wheel.
  • This resistance has the positive effect of reducing or controlling the speed of the car when it is slid downhill, which is beneficial to safety.
  • the resistance will obviously affect the sliding distance of the car and have a negative effect.
  • the conventional automobile drive device also has a defect that the car cannot advance when a drive wheel is idling. In this sense, the vehicle drive device at this time is a single drive.
  • the half shaft of the wheel is characterized in that one end of the half shaft passes through the spline. It is connected with the plum blossom-shaped driving wheel; the plum blossom driving wheel is connected with the clutch housing through the bearing, the front end cover, the rear end cover and the bolt; the plum blossom driving wheel and Two waist-shaped centrifugal blocks are arranged between the clutch bodies; the outer sides of the two waist-shaped centrifugal blocks are provided with spring rings.
  • the above-mentioned half-shaft clutch centrifugally separates the half-shaft clutch during the high-speed running of the automobile, thereby prolonging the sliding distance after the engine is decelerated.
  • the above technical solutions obviously have the following drawbacks: 1.
  • the semi-axle clutch cannot be centrifugally separated when the vehicle is running at a lower speed, so the taxiing distance cannot be extended when the vehicle is traveling at a lower speed.
  • the engine idle speed can not control the speed of the car when the high-speed downhill taxis, which is not conducive to safety.
  • the half-shaft clutch in the free state at the critical speed will affect the speed of the vehicle and increase the running noise.
  • the invention is to solve the problem that the engine idling obviously affects the car's sliding distance when the car is in the sliding state.
  • the automobile transmission shaft is composed of a front axle connected to the gearbox at one end and a rear axle connected to the differential in the rear axle housing at one end, and the front axles of the rear axle housings are provided with the front side parallel thereto.
  • the transmission shaft, the intermediate transmission shaft is provided with a front gear, the front shaft is provided with a driving gear that meshes with the front gear, and the intermediate transmission shaft is provided with a one-way transmission intermediate gear at both ends, and the intermediate gears are respectively disposed via the reversing gear
  • the final gear of the driving wheel hub is meshed, and one end of the rear axle is provided with a driven gear that meshes with the front gear of the intermediate transmission shaft, and the rear axle shaft has an electromagnetic spline clutch, and the electromagnetic spline clutch control switch is set.
  • the cab In the cab.
  • the present invention can also take the following technical measures:
  • the one-way transmission intermediate gear is composed of an intermediate gear and an overrunning clutch, the intermediate gear is fixed on the outer ring of the overrunning clutch, and the intermediate transmission shaft is fixed on the inner ring of the overrunning clutch.
  • the rear axle housing is provided with a gear box fixedly connected to the two ends thereof for accommodating and/or supporting the intermediate gear, the reverse gear and the final gear.
  • the two gear boxes are fixedly connected with the intermediate transmission shaft and the front stage.
  • the intermediate axle housing of the wheel and its driving gear and driven gear, and the rear axle housing of the transmission shaft and the rear axle housing of the electromagnetic spline clutch are arranged between the rear axle housing and the intermediate axle housing.
  • the control switch of the electromagnetic spline clutch disposed in the cab is provided with a reverse control switch connected in parallel with the shift lever controlled by the reverse parking position.
  • the rear axle of the transmission connected to the rear axle differential is connected to the front axle of the transmission, the front gear, the intermediate transmission shaft and one direction thereof in a state of being disconnected from the power source.
  • the transmission intermediate gear and the final gear complete the transmission of the vehicle drive wheels and have a differential function.
  • the transmission has the following outstanding features: 1 If one side of the drive wheel is overhead, the other side of the drive wheel can still drive the car forward. In this sense, the transmission is a veritable dual drive. 2. In the aforementioned transmission state, the driving car can enter the economical running state of the sliding mode at any time, and the vehicle speed is stable and the noise is very good.
  • the low, one-way transmission intermediate gear completely avoids the resistance created by the idle engine and significantly reduces fuel consumption.
  • the rear axle of the original drive shaft is connected to the front axle through the electromagnetic spline clutch when the vehicle slides downhill and closes.
  • the two half shafts enter the transmission chain. At this time, the resistance formed by the idle engine can regulate the speed and ensure the driving.
  • the present invention has the outstanding advantages of dual drive, safety and energy saving.
  • FIG. 1 is a partial cross-sectional view showing the structure of an embodiment of the present invention.
  • the automobile power transmission shaft is constituted by a front axle 2 whose one end is connected to the transmission case 1 and a rear axle 15 whose one end is connected to the differential of the rear axle housing 13.
  • the left and right half shafts 11 of the rear axle housing 13 are provided with an intermediate transmission shaft 5 parallel thereto on the front side thereof, and the intermediate transmission shaft is provided with a front stage gear 4, and the front shaft 2 is provided with a driving gear 3 meshing with the front stage gear 4.
  • a unidirectional transmission intermediate gear composed of an intermediate gear 7 wedge type overrunning clutch 6 is disposed at both ends of the intermediate transmission shaft 5, the intermediate gear 7 is fixed to the outer ring of the overrunning clutch 6, and the intermediate transmission shaft 5 is fixed to the inner ring of the overrunning clutch 6. .
  • the intermediate gears 7 are meshed with the final 'stage gears 9 provided on the drive wheel hub 10 via the reversing gears 8, respectively.
  • the rear axle 15.4 end is provided with a driven gear 14 that meshes with the front gear 4 of the intermediate transmission shaft 5, and the rear axle 15 has an electromagnetic spline clutch 16 on the shaft, and the movement of the shift fork 17 is controlled by an electromagnetic control box. 18 control.
  • the control switch 21 of the electromagnetic spline clutch is disposed in the shift lever 22 of the cab. When the shift lever is in the reverse position, the reverse control switch 23 connected in parallel with the control switch 21 is turned on, and the electromagnetic spline clutch makes the front The shaft is coupled to the rear axle to provide reverse rotation power to the vehicle drive wheels.
  • the rear axle housing 13 is provided with a gearbox 12 fixedly connected to both ends thereof for accommodating or supporting the one-way transmission intermediate gear, the reverse gear 8 and the final gear 9.
  • the left and right gearboxes 12 are fixedly connected to accommodate the intermediate transmission.
  • the shaft 5, the front stage gear 4, and the intermediate axle housing 20 of the driving gear 3 and the driven gear 14, the rear axle 15 and the electromagnetic spline clutch 16 for accommodating the transmission shaft are disposed between the rear axle housing 13 and the intermediate axle housing 20.
  • Rear axle box 19 19.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement Of Transmissions (AREA)

Description

汽车节能双驱传动装置
技术领域
本发明属于汽车驱动装置， 特别是涉及一种汽车节能双驱传动装置。
背景技术
现有的汽车两驱动轮的动力分别取自后桥对称的差速器， 汽车在滑行状态 时， 两驱动轮的旋转扭矩经各自半轴和差速器、传动轴、变速箱传递至发动机， 而此时怠速运转的发动机成为较高速旋转驱动轮的阻力。 该阻力在汽车下坡滑 行时具有降低或控制车速、 有利于安全的积极作用， 但是在为节省燃油而采取 滑行方式的经济运行状态时， 该阻力将明显影响汽车的滑行距离而产生负面作 用。另外，现有的汽车驱动装置还存在当一驱动轮空转时汽车不能前进的缺陷， 从这个意义上讲， 此时的汽车驱动装置为单驱动。
为克服现有汽车驱动装置明显影响经济运行状态时滑行距离的缺陷， 已有 技术提供了以下较具代表性的技术方案： 公告号 CN2224116的实用新型 "汽车 驱动轮半轴离合器"， 包括汽车驱动轮的半轴， 其特征在于半轴的一端通过花键. 与梅花形的主动轮相连;梅花形主动轮通过轴承、前端盖、后端盖、 螺栓与离合 器壳体相连;梅花形主动轮与离合器 体之间装有两个腰子形离心块;两腰子形 离心块的外侧装有弹簧环。 上述半轴离合器是在汽车较高速行驶过程中， 使半 轴离合器离心分离， 进而延长发动机收油减速后的滑行距离。 但是上述技术方 案却明显存在以下缺陷： 1、汽车较低速行驶时半轴离合器不能离心分离， 因此 汽车较低速行驶时不能延长滑行距离。 2、发动机怠速对高速下坡滑行时的汽车 车速不能控制， 不利于安全。 3、 临界车速时游离状态的半轴离合器将影响车速 平稳并增加行驶噪声。
发明内容
本发明是为了解决汽车在滑行状态时发动机怠速运转明显影响汽车滑行距 离的实际问题， 并克服已有技术存在的上述缺陷而提出一种汽车节能双驱传动 装置。
本发明采取以下技术方案： 汽车传动轴由一端连接变速箱的前轴和一端连 接后桥壳中差速器的后轴构成， 后桥壳中的两半轴其前侧设有与其平行的中间 传动轴， 中间传动轴设有前级齿轮， 前轴设有与前级齿轮相啮合的主动齿轮， 中间传动轴两端设有单向传动中间齿轮， 各中间齿轮分别经由换向齿轮与设在 驱动车轮轮毂的末级齿轮相啮合， 后轴一端设有与中间传动轴的前级齿轮相啮 合的从动齿轮， 后轴轴串有电磁式花键离合器， 电磁式花键离合器的控制开关 设置在驾驶室。
本发明还可以采取以下技术措施：
所述的单向传动中间齿轮由中间齿轮和超越离合器构成， 中间齿轮固定于 超越离合器外圈， 中间传动轴固定于超越离合器内圈。
所述的后桥壳设有与其两端部固定连接的、容纳和 /或支撑中间齿轮、换向 齿轮和末级齿轮的齿轮箱， 两齿轮箱之间固定连接有容纳中间传动轴、 前级齿. 轮及其主动齿轮和从动齿轮的中间桥壳， 后桥壳与中间桥壳之间设有容纳传动 轴的后轴和电磁式花键离合器的后轴箱。
所述的设置在驾驶室的电磁式花键离合器的控制开关， 设有与其并联的、 受控于倒车位时变速杆的倒车控制开关。
本发明的有益效果和优点是： 本传动装置的连接后桥差速器的后轴在与动 力源脱禽的状态下， 其连接变速器的前轴、 前级齿轮、 间传动轴及其单向传 动中间齿轮和末级齿轮完成对汽车驱动轮的传动， 并且具有差速功能。 本传动 装置具有以下突出特点： 1 一侧驱动轮若架空， 另一侧驱动轮仍能驱动汽车前 进，从这个意义上讲，本传动装置是名副其实的双驱动。 2、在前述传动状态下， 行驶的汽车随时都可以进入滑行方式的经济运行状态， 并且车速平稳、 噪声很 低， 单向传动中间齿轮完全避免了怠速运转的发动机形成的阻力， 明显降低了 油耗。 3 原传动轴的后轴在汽车下坡滑行、 收油时通过电磁式花键离合器与前 轴连接， 两半轴进入传动链， 此时怠速运转的发动机形成的阻力可以调控车速， 保证了行驶安全。 本发明具有双驱动、 安全和节能的突出优点。
附图说明
附图 1 本发明实施例结构局部剖面示意图。
'图中标号： 1变速箱， 2前轴， 3主动齿轮， 4前级齿轮， 5中间传动轴， 6 超越离合器， 7中间齿轮， &换向齿轮， 9末级齿轮，' 10轮毂， 11半轴， 12齿 轮箱， 13后桥壳， 14从动齿轮， 15后轴， 16花键离合器， 17拨叉， 18电磁控 制盒， 19后轴箱， 20中间桥壳， 21控制开关， 22变速杆， 23倒车控制开关。 具体实施方式
下面结合实施例及其附图进一步说明本发明。
如图 1所示实施例， 汽车动力传动轴由一端连接变速箱 1的前轴 2和一端 连接后桥壳 13中差速器的后轴 15构成。 后桥壳 13中的左右两半轴 11其前侧 设有与其平行的中间传动轴 5， 中间传动轴设有前级齿轮 4， 前轴 2设有与前级 齿轮 4相啮合的主动齿轮 3。 中间传动轴 5两端设有由中间齿轮 7楔块式超越 离合器 6构成的单向传动中间齿轮， 中间齿轮 7固定于超越离合器 6的外圈， 中间传动轴 5固定于超越离合器 6的内圈。 各中间齿轮 7分别经由换向齿轮 8 与设在驱动车轮轮毂 10的末'级齿轮 9相啮合。"后轴 15.^端设有与中间传动轴 5的前 ½齿轮 4相啮合的从动齿轮 14， 后轴 15轴串有电磁式花键离合器 16， 其拨叉 17的动作由电磁控制盒 18控制。电磁式花键离合器的控制幵关 21设置 在驾驶室的变速杆 22。 该变速杆在倒车位时使并联于控制开关 21 的倒车控制 开关 23导通， 电磁式花键离合器使前轴与后轴连接， 向汽车驱动轮提供反向转 动的动力。 后桥壳 13设有与其两端部固定连接的、容纳或支撑单向传动中间齿轮、换 向齿轮 8和末级齿轮 9的齿轮箱 12， 左右两齿轮箱 12之间固定连接有容纳中 间传动轴 5、前级齿轮 4及其主动齿轮 3和从动齿轮 14的中间桥壳 20， 后桥壳 13与中间桥壳 20之间设有容纳传动轴的后轴 15和电磁式花键离合器 16的后 轴箱 19。

Claims

权 利 要 求 书
1、 一种汽车节能双驱传动装置， 由驱动车轮轮毂设置的齿轮和 离合器所组成，其特征在于：汽车传动轴由一端连接变速箱的前轴和 一端连接后桥壳中差速器的后轴构成，后桥壳中的两半轴其前侧设有 与其平行的中间传动轴， 中间传动轴设有前级齿轮，前轴设有与前级 齿轮相啮合的主动齿轮， 中间传动轴两端设有单向传动中间齿轮，各 中间齿轮分别经由换向齿轮与设在驱动车轮轮毂的末级齿轮相啮合， 后轴一端设有与中间传动轴的前级齿轮相啮合的从动齿轮，后轴轴串 有电磁式花键离合器， 电磁式花键离合器的控制开关设置在驾驶室。
2、 根据权利要求 1 '所述的传动装置， 其特征在于： 所述的单向 传动中间齿轮由齿轮和超越离合器构成， 齿轮固定于超越离合器外 圈， 中间传动轴固定于超越离合器内圈。
3、 根据权利要求 1所述的传动装置， 其特征在于： 所述的后桥 壳设有与其两端部固定连接的、 容纳和 /或支撑中间齿轮、 换向齿轮 和末级齿轮的齿轮箱，两齿轮箱之间固定连接有容纳中间传动轴、前 级齿轮及其主动齿轮和从动齿轮的中间桥壳，后桥壳与中间桥壳之间 设有容纳传动轴的后轴和电磁式花键离合器的后轴箱。
4、 根据权利要求 1所述的传动装置， 其特征在于： 所述的设置 在驾驶室的电磁式花键离合器的控制开关， 设有与其并联的、受控于 倒车位时变速杆的倒车控制开关。
PCT/CN2007/001921 2006-07-19 2007-06-19 Dispositif de transmission à deux entraînements économisant l'énergie pour une automobile WO2008011792A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2009600023U JP3152864U (ja) 2006-07-19 2007-06-19 自動車の省エネルギーのペア駆動伝動装置
US12/355,766 US7682277B2 (en) 2006-07-19 2009-01-17 Dual-drive transmission

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN200620026765.3 2006-07-19
CN200620026765.3U CN2931929Y (zh) 2006-07-19 2006-07-19 汽车节能双驱传动装置

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US12/355,766 Continuation US7682277B2 (en) 2006-07-19 2009-01-17 Dual-drive transmission

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Publication Number Publication Date
WO2008011792A1 true WO2008011792A1 (fr) 2008-01-31

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US (1) US7682277B2 (zh)
JP (1) JP3152864U (zh)
CN (1) CN2931929Y (zh)
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JPH0648209A (ja) * 1992-07-29 1994-02-22 Mitsubishi Motors Corp 自動車の制動装置
US5919109A (en) * 1996-10-16 1999-07-06 Linde Aktiengesellschaft Drive axle with planetary gear
US6840882B2 (en) * 2002-10-23 2005-01-11 Arvinmeritor Technology, Llc Inter-axle differential assembly for a tandem drive axle set
CN1704273A (zh) * 2004-05-28 2005-12-07 博格华纳公司 具有电磁离合器和齿轮差速器的后桥

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