WO2009092215A1 - 一种变速器 - Google Patents

一种变速器 Download PDF

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Publication number
WO2009092215A1
WO2009092215A1 PCT/CN2008/073328 CN2008073328W WO2009092215A1 WO 2009092215 A1 WO2009092215 A1 WO 2009092215A1 CN 2008073328 W CN2008073328 W CN 2008073328W WO 2009092215 A1 WO2009092215 A1 WO 2009092215A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
planetary gear
gear set
brake
compound
Prior art date
Application number
PCT/CN2008/073328
Other languages
English (en)
French (fr)
Inventor
Bill Lakis
Andrew Nowacki
Sarah Wykes
Chris Reis
John Stokes
Frank Bauer
Jian Lin
Jiafeng Yang
Original Assignee
Chery Automobile Co., Ltd.
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 Chery Automobile Co., Ltd. filed Critical Chery Automobile Co., Ltd.
Priority to US12/744,459 priority Critical patent/US8343006B2/en
Priority to EP08871449A priority patent/EP2224149B1/en
Publication of WO2009092215A1 publication Critical patent/WO2009092215A1/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
    • F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
    • 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
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six 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
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital 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
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
    • F16H2200/2023—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 4 connections
    • 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
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
    • 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
    • F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing

Definitions

  • This invention relates to a transmission, and more particularly to a transmission for use in an automobile that automatically changes a speed ratio to transmit a rotary motion. Background technique
  • automotive automatic transmissions In the field of automatic transmissions of automobiles, it is required that the number of gears of the automobile transmission is large, the transmission efficiency is high, and the structure is compact, so that the automobile has the advantages of low fuel consumption and good driving performance. Therefore, automotive automatic transmissions currently include planetary gear sets and multiple friction-type shifting components, such as clutches and brakes, to increase the number of gears and improve transmission efficiency.
  • the technical problem to be solved by the present invention is to provide a transmission having a compact structure and a short power transmission path in view of the above drawbacks. It is a further object of the present invention to provide a transmission that reduces the frequency of use of low gear shifting components and that results in shorter automatic shift response times and simpler control.
  • the transmission provided by the present invention comprises a power input shaft, a power output shaft, a single-row planetary gear set, a compound planetary gear set, a shifting member, an intermediate support body and a housing, and the single-row planetary gear set is disposed in the composite
  • the shifting member includes at least two brakes, a first clutch and a second clutch and a third clutch disposed between the single-row planetary gear set and the compound planetary gear set, and the arrangement is:
  • the third clutch is immediately after the single row of planetary gear sets; the first clutch is disposed at the periphery of the third clutch; the first brake is disposed after the third clutch; the second clutch is disposed after the first clutch and is located at the periphery of the first brake;
  • the brake is disposed after the second clutch and the first brake.
  • the shifting member further includes a one-way clutch acting on the compound planetary gear set disposed inside the second brake and in front of the compound planetary gear set.
  • connection relationship between the components is specifically:
  • the power input shaft is fixedly connected with the outer hub of the third clutch and the ring gear of the single-row planetary gear set, and the inner hub of the third clutch is connected to the planetary carrier of the compound planetary gear set through the shaft, and the planetary carrier of the compound planetary gear set is
  • the shafts are connected by splines.
  • the outer hub of the first clutch is fixedly coupled to the outer hub of the second clutch, and is coupled to the planetary carrier of the single-row planetary gear set, and the inner hub of the first clutch is fixedly coupled to the shaft of the rear sun gear of the compound planetary gear set,
  • the sun wheel is connected to the shaft by a spline.
  • the inner hub of the second clutch and the outer hub of the first brake are fixedly coupled to the shaft of the front sun gear of the compound planetary gear set, respectively, and the front sun gear and the shaft are splined.
  • An inner hub of the first brake and an outer hub of the second brake are respectively fixedly connected to the intermediate support body, and the intermediate support body is connected to the transmission housing via a flat key, the inner hub of the second brake and the compound planetary gear
  • the set of planet carriers is fixedly connected.
  • the power output shaft is fixedly coupled to the ring gear of the compound planetary gear set.
  • the outer ring of the one-way clutch is coupled to the inner hub of the second brake and the planet carrier of the compound planetary gear set, and the inner ring is coupled to the housing via the intermediate support.
  • the transmission is compact in structure and the power transmission path is short; thereby improving the transmission efficiency of the transmission and reducing the fuel consumption of the vehicle.
  • the second brake is not operated when the first gear is shifted, and the first brake is controlled as soon as the first-speed clutch is released.
  • the shift is completed without the need for control, which reduces the shifting elements and makes the shifting easier to control, thus reducing the shifting time.
  • Figure 1 is a schematic structural view of the present invention
  • Figure 2 is a cross-sectional view showing the structure of the present invention.
  • PC1 Planetary carrier of single row planetary gear set
  • R1 Ring gear of a single row of planetary gear sets
  • P2 Long planetary gear of compound planetary gear set
  • P3 Short planetary gear of compound planetary gear set
  • PC2 Planetary carrier of compound planetary gear set
  • a power input shaft IP passes through and is coaxial with the single-row planetary gear set SP, and the power output shaft OP is disposed behind and coaxial with the composite planetary gear set CP.
  • the single-row planetary gear set SP is arranged in front of the compound planetary gear set CP, there is no clutch in front and the periphery of the single-row planetary gear set, and all the shifting components are located in a single row.
  • Figures 1 and 2 generally illustrate the arrangement of the transmission shifting members of the present invention, although other arrangements are possible such that all of the shifting members are located between the single row of planetary gear sets and the compound planetary gear sets.
  • the third clutch is directly driven by the power input shaft IP, which is immediately after the single-row planetary gear set SP; the first clutch C1 is disposed directly on the periphery of the third clutch C3, and the shifting member further includes two a brake, the first brake B1 is disposed after the third clutch C3, the second clutch C2 is located after the first clutch C1 and is outside the first brake B1, and the second brake B2 is disposed behind the second clutch C2 and the first brake B1,
  • This arrangement places all of the clutches between the single-row planetary gear set SP and the compound planetary gear set CP, resulting in a more compact transmission structure and a shorter power transmission path.
  • a one-way clutch OWC acting on the compound planetary gear set CP is disposed in the
  • the second brake B2 is inside and located before the compound planetary gear set CP; that is, the second brake B2 is disposed at the periphery of the one-way clutch OWC.
  • the shifting member first clutch C1 and the one-way clutch OWC are operated, and the power is input from the power input shaft IP into the single-row planetary gear set SP, via the planetary gear carrier PC1 of the single-row planetary gear set SP.
  • the first clutch C1 inputs power to the compound planetary gear set CP.
  • the planetary carrier PC2 of the compound planetary gear set CP is fixed, and the power is transmitted by the compound planetary gear set CP.
  • the ring gear R2 is output via the power output shaft OP.
  • the second brake B2 does not work, and in the first gear upshift, as long as the first brake B1 is controlled to be combined (the release of the one-way clutch OWC, no control is required), the shift is completed, thus reducing Shifting elements make shifting easier to control and reduce shifting time.
  • the invention is based on the advantages of the original automatic transmission of the automobile, adding a one-way clutch to reduce the frequency of use of the low-range shifting parts and making the shift response time shorter, thereby achieving the purpose of improving the transmission transmission efficiency and the driving performance of the vehicle, and It makes it possible to reduce the fuel consumption of the car.
  • FIG. 2 shows the specific structure of the present invention, as can be seen in conjunction with Figures 1 and 2:
  • the sun gear S1 of the single-row planetary gear set is fixed, the power input shaft IP and the outer hub of the third clutch C3 and the single-row planet
  • the ring gear R1 of the gear set is fixedly connected;
  • the inner hub of the third clutch C3 is connected to the planetary carrier PC2 of the compound planetary gear set CP through a shaft, and the planetary carrier PC2 of the compound planetary gear set CP and the shaft are connected by a spline;
  • the outer hub of the first clutch C1 and the outer hub of the second clutch C2 are integral and coupled to the planet carrier PC1 of the single-row planetary gear set SP;
  • the shaft of the wheel S3 is fixedly connected, and the rear sun gear S3 is connected with the shaft by a spline;
  • the inner ring of the one-way clutch is connected to the housing via the intermediate support body CS; the power output shaft OP is fixedly connected to the ring gear R2 of the compound planetary gear set CP.
  • the outer hub of the first clutch C1 and the outer hub of the second clutch C2, and the inner hub of the first brake B1, the outer hub of the second brake B2, and the intermediate support CS may also be Other fixed connection methods are used, and are not limited to the integrated structure shown in the drawings, as long as the requirements for use are met within the protection scope of the patent.

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

Description

一种变速器 本申请要求于 2007 年 12 月 29 日提交中国专利局、 申请号为 200710306028.8、 发明名称为"一种变速器"的中国专利申请的优先权， 其 全部内容通过引用结合在本申请中。 技术领域
本发明涉及一种传动装置， 尤其涉及用于汽车上的可自动改变变速比 传送旋转运动的变速器。 背景技术
在汽车自动变速器领域， 要求汽车变速器的档位数多、 传动效率高、 结构紧凑， 从而使汽车具有低燃油消耗量、 良好驾驶性能等优点。 因此， 目前汽车自动变速器都含有行星齿轮组和多片的摩擦式换挡部件， 如离合 器和制动器， 以增加档位数， 提高传动效率。
目前， 市场上各种具有六个前进档和一个倒档的汽车自动变速器都具 有一个单排的行星齿轮组、 一个复合行星齿轮组、 三个离合器和两个制动 器， 单排的行星齿轮组排列在复合行星齿轮组的前面， 在两个行星齿轮组 之间会布置两个离合器和两个制动器， 另外一个离合器会布置在单排行星 齿轮组的前面，或者将这个离合器的摩擦部件布置在单排行星齿轮的外围， 执行部件排列在单排行星齿轮组的前面。 这种布置型式在 US7125360、
US6120410、 EP0434525A1等专利中都有介绍， 其主要缺点是由于单排行 星齿轮是前面或者外围带有换档部件， 使位于复合行星齿轮组之前的结构 复杂， 不够紧凑， 同时加长动力传递路线， 影响变速器的传动效率， 从而 影响汽车的燃油消耗量。
另外，在 US7125360、 EP0434525A1专利所介绍的汽车自动变速器中， 都没有用到单向离合器， 增加了低档换挡部件的使用频次， 并使低档的换 挡响应时间变得相对较长， 从而影响了汽车的驾驶性能。 发明内容
本发明所要解决的技术问题就是针对上述缺陷提供一种结构紧凑， 动 力传递路线缩短的变速器。 本发明进一步的目的是提供一种能减少低档换挡部件使用频次并使自 动换挡响应时间更短、 控制更简单的变速器。
本发明所提供的变速器， 包括一个动力输入轴、 一个动力输出轴、 一 个单排行星齿轮组、一个复合行星齿轮组、换档部件、 中间支撑体和壳体， 单排行星齿轮组设置在复合行星齿轮组的前面， 所述换档部件至少包括两 个制动器、 设置在单排行星齿轮组和复合行星齿轮组之间的第一离合器和 第二离合器和第三离合器， 其布置形式为： 第三离合器紧邻在单排行星齿 轮组之后； 第一离合器布置在第三离合器外围； 第一制动器布置在第三离 合器之后； 第二离合器布置在第一离合器之后，并且位于第一制动器外围； 第二制动器布置在第二离合器和第一制动器之后。
优选地， 所述的换档部件还包括一个作用于复合行星齿轮组的单向离 合器， 其布置在所述第二制动器内侧， 且位于复合行星齿轮组之前。
优选地， 所述的各部件之间的连接关系具体为：
动力输入轴与第三离合器的外毂及单排行星齿轮组的齿圈固定连接， 第三离合器的内毂通过轴与复合行星齿轮组的行星齿轮架连接， 复合行星 齿轮组的行星齿轮架与轴之间通过花键连接。
第一离合器的外毂与第二离合器的外毂固定连接， 并且与单排行星齿 轮组的行星齿轮架连接， 第一离合器的内毂与复合行星齿轮组的后太阳轮 的轴固定连接， 后太阳轮与轴之间通过花键连接。
第二离合器的内毂和第一制动器的外毂分别固定连接在复合行星齿轮 组前太阳轮的轴上， 前太阳轮和轴之间通过花键连接。
第一制动器的内毂和第二制动器的外毂分别与中间支撑体固定连接， 且都位于其内， 中间支撑体通过平键连接在变速器壳体上， 第二制动器的 内毂与复合行星齿轮组的行星齿轮架固定连接。
动力输出轴与复合行星齿轮组的齿圈固定连接。
优选地， 单向离合器的外圈与第二制动器的内毂及复合行星齿轮组的 行星齿轮架相连， 内圈通过中间支撑体与壳体相连。
釆用上述结构， 在单排行星齿轮组的前面和外围没有离合器， 所有的 换档部件都位于单排行星齿轮组和复合行星齿轮组之间， 这样的布置型式 使变速器结构紧凑， 动力传递路线短； 从而可提高变速器的传动效率， 降 低汽车的燃油消耗量。
在本发明的优选方案中， 由于增加了一个单向离合器， 在换入一档时 第二制动器不用工作， 且在一档升二档时， 只要控制第一制动器结合（单 向离合器的释放， 不需要进行控制）便完成换档， 这样减少了换档元件， 使换档更容易控制， 从而缩短了换档时间。 附图说明
下面结合附图和具体实施方式对本发明作进一步详细的说明。
图 1为本发明的结构示意图；
图 2为本发明的结构剖视图。
IP: 动力输入轴
OP: 动力输出轴
H: 变速器的壳体
CS: 中间支撑体
SP: 单排行星齿轮组
S1 : 单排行星齿轮组的太阳轮
P1 : 单排行星齿轮组的行星齿轮
PC1 : 单排行星齿轮组的行星齿轮架
R1 : 单排行星齿轮组的齿圈
C1 : 弟一离合器
C2: 弟二离合器
C3: 弟三离合器
B1 : 弟一制动器
B2: 弟二制动器
owe: 单向离合器
CP: 复合行星齿轮组
S2: 复合行星齿轮组太阳轮
S3: 复合行星齿轮组太阳轮
P2: 复合行星齿轮组的长行星齿轮 P3: 复合行星齿轮组的短行星齿轮
PC2: 复合行星齿轮组的行星齿轮架
R2: 复合行星齿轮组的齿圈 具体实施方式
如图所示， 在本发明所介绍的汽车自动变速器中， 包括一个动力输入 轴 IP、 一个动力输出轴 OP )—个单排行星齿轮组 SP、 一个复合行星齿轮 组 CP、 五个多片的摩擦式换挡部件（三个离合器和两个制动器）、 一个单 向离合器 OWC、一个中间支撑体 CS和变速器的壳体 H等主要部件。动力 输入轴 IP穿过单排行星齿轮组 SP并与之同轴， 动力输出轴 OP布置在复 合行星齿轮组 CP的后面并与之同轴。
由图可以看出， 在该变速器中， 单排行星齿轮组 SP布置在复合行星 齿轮组 CP的前面， 在单排行星齿轮组的前面和外围没有离合器， 而且所 有的换档部件都位于单排行星齿轮组和复合行星齿轮组之间， 这样的布置 形式和现有技术当中的布置形式（也就是在两个行星齿轮组之间会布置两 个离合器和两个制动器，另外一个离合器会布置在单排行星齿轮组的前面， 或者将这个离合器的摩擦部件布置在单排行星齿轮的外围， 执行部件排列 在单排行星齿轮组的前面）相比， 使得变速器结构更加紧凑， 动力传递路 线缩短。
图 1、 图 2 整体上表示出了本发明中变速器换档部件的布置形式， 当 然还可以有其他的布置形式以使得所有的换档部件位于单排行星齿轮组和 复合行星齿轮组之间。
如图所示， 第三离合器由动力输入轴 IP直接驱动， 其紧邻在单排行星 齿轮组 SP之后； 第一离合器 C1直接布置在第三离合器 C3外围， 所述的 换档部件还包括两个制动器， 第一制动器 B1布置在第三离合器 C3之后， 第二离合器 C2位于第一离合器 C1之后且在第一制动器 B1外围， 第二制 动器 B2布置在第二离合器 C2和第一制动器 B1的后面， 这种布置方式将 所有的离合器都布置在了单排行星齿轮组 SP与复合行星齿轮组 CP之间， 从而使得变速器结构更加紧凑， 动力传递路线缩短。
如图所示，作用于复合行星齿轮组 CP的单向离合器 OWC布置在所述 的第二制动器 B2内侧， 且位于复合行星齿轮组 CP之前； 即， 所述第二制 动器 B2布置在单向离合器 OWC的外围。
在变速器换入一档时，换挡部件第一离合器 C1和单向离合器 OWC工 作， 动力从动力输入轴 IP输入到单排行星齿轮组 SP中， 经由单排行星齿 轮组 SP的行星齿轮架 PC1输入到第一离合器 C1 , 第一离合器 C1将动力 输入到复合行星齿轮组 CP, 由于单向离合器 OWC的快速响应， 复合行星 齿轮组 CP的行星齿轮架 PC2被固定， 动力由复合行星齿轮组 CP的齿圈 R2经动力输出轴 OP输出。 因此， 在一档时第二个制动器 B2不用工作， 且在一档升二档时， 只要控制第一制动器 B1结合 (单向离合器 OWC的释 放， 不需要进行控制）便完成换档， 这样减少了换档元件， 使换档更容易 控制， 同时缩短了换档时间。 本发明在秉承原有汽车自动变速器优点的基 础上， 增加一个单向离合器减少低档换挡部件的使用频次并使换挡响应时 间更短， 从而达到提高变速器传动效率和汽车驾驶性能的目的， 并使降低 汽车燃油消耗量变为可能。
图 2表示出了本发明的具体结构， 结合图 1和图 2可以看出： 单排行 星齿轮组的太阳轮 S1是固定的， 动力输入轴 IP与第三离合器 C3的外毂 以及单排行星齿轮组的齿圈 R1固定连接；第三离合器 C3的内毂通过轴与 复合行星齿轮组 CP的行星齿轮架 PC2连接， 复合行星齿轮组 CP的行星 齿轮架 PC2和轴之间通过花键连接； 第一离合器 C1的外毂和第二离合器 C2的外毂是一体的， 并且与单排行星齿轮组 SP的行星齿轮架 PC1连接； 第一离合器 C1的内毂与复合行星齿轮组 CP的后太阳轮 S3的轴固定连接 , 后太阳轮 S3与轴之间通过花键连接； 第二离合器 C2的内毂和第一制动器 B1 的外毂固定连接在复合行星齿轮组前太阳轮 S2 的轴上， 前太阳轮 S2 和轴之间通过花键连接；第一个制动器 B1的内毂以及第二个制动器 B2的 外毂和中间支撑体 CS是一体的，中间支撑体 CS通过平键固定在变速器的 壳体上；第二个制动器 B2的内毂以及单向离合器 OWC的外圈和复合行星 齿轮组 CP的行星齿轮架 P2固定连接。单向离合器的内圈通过中间支撑体 CS与壳体相连； 动力输出轴 OP和复合行星齿轮组 CP的齿圈 R2固定连 接。 需要说明的是， 第一离合器 C1的外毂和第二离合器 C2的外毂之间， 以及第一个制动器 B1的内毂、 第二个制动器 B2的外毂和中间支撑体 CS 之间也可以釆用其它固定连接方式， 而不局限于图示的一体结构， 只要满 足使用需要均在本专利的保护范围内。

Claims

权 利 要 求
1、 一种变速器， 包括一个动力输入轴、 一个动力输出轴、 一个单排行 星齿轮组、 一个复合行星齿轮组、 换档部件、 中间支撑体和壳体， 单排行 星齿轮组设置在复合行星齿轮组的前面， 其特征在于， 所述换档部件至少 包括两个制动器、 设置在单排行星齿轮组和复合行星齿轮组之间的第一离 合器、 第二离合器和第三离合器， 其布置形式如下：
第三离合器紧邻在单排行星齿轮组之后；
第一离合器布置在第三离合器外围；
第一制动器布置在第三离合器之后；
第二离合器布置在第一离合器之后， 并且位于第一制动器外围； 第二制动器布置在第二离合器和第一制动器之后。
2、 如权利要求 1所述的变速器， 其特征在于， 所述的换档部件还包括 一个作用于复合行星齿轮组的单向离合器， 其布置在所述的第二制动器内 侧， 且位于复合行星齿轮组之前。
3、如权利要求 1或 2所述的变速器，其特征在于所述各部件之间的连 接关系具体为：
动力输入轴与第三离合器的外毂及单排行星齿轮组的齿圈固定连接， 第三离合器的内毂通过轴与复合行星齿轮组的行星齿轮架连接， 复合行星 齿轮组的行星齿轮架与轴之间通过花键连接；
第一离合器的外毂与第二离合器的外毂固定连接， 并且与单排行星齿 轮组的行星齿轮架连接， 第一离合器的内毂与复合行星齿轮组的后太阳轮 的轴固定连接， 后太阳轮与轴之间通过花键连接；
第二离合器的内毂和第一制动器的外毂分别固定连接在复合行星齿轮 组前太阳轮的轴上， 前太阳轮与轴之间通过花键连接；
第一制动器的内毂和第二制动器的外毂分别与中间支撑体固定连接， 且都位于其内， 中间支撑体通过平键连接在变速器壳体上， 第二制动器的 内毂与复合行星齿轮组的行星齿轮架固定连接。
动力输出轴与复合行星齿轮组的齿圈固定连接。
4、 如权利要求 3所述的变速器， 其特征在于， 所述单向离合器的外圈 与第二制动器的内毂及复合行星齿轮组的行星齿轮架相连， 其内圈通过中 间支撑体与壳体相连。
PCT/CN2008/073328 2007-12-29 2008-12-04 一种变速器 WO2009092215A1 (zh)

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