WO2015021915A1

WO2015021915A1 - Gear shift structure of vehicle gearbox and gearbox

Info

Publication number: WO2015021915A1
Application number: PCT/CN2014/084244
Authority: WO
Inventors: 林世凯
Original assignee: Lin Shikai
Priority date: 2013-08-13
Filing date: 2014-08-13
Publication date: 2015-02-19
Also published as: CN103398167B; CN103398167A

Abstract

A gear shift structure of a vehicle gearbox and a gearbox. The gear shift structure comprises a transmission shaft (1). A locking block pressure plate (2), a driven plate (3), and a driving gear (4) are successively sleeved on the transmission shaft (1). Both the locking block pressure plate (2) and the driving gear (4) are sleeved on the transmission shaft (1) in a free mode, and the locking block pressure plate (2) is capable of axially sliding along the transmission shaft (1). The driven plate (3) is fixedly connected to the transmission shaft (1) to implement synchronous rotation. Several groups of cylindrical locking blocks (5) extending into penetrating holes of the driven plate are fixedly disposed on an end surface of one side, close to the driven plate (3), of the locking block pressure plate (2). Several groove holes (6) facilitating penetrating of the cylindrical locking blocks are disposed at corresponding positions of the driving gear (4). Gear shifting fork rings (7) used for pushing the locking block pressure plate (2) to slide are disposed at the other end side of the locking block pressure plate (2). A reset spring (8) is disposed between the locking block pressure plate (2) and an end surface of the driven plate.

Description

Vehicle gearbox shifting structure and gearbox

Field:

The invention relates to a gear shifting structure of a vehicle and a gearbox. Background technique:

In addition to the working principle of the CVT steel chain with a stepless automatic transmission, other types of gearboxes (MT manual mechanical transmission, AT automatic transmission, AMT automatic transmission, DSG dual clutch automatic transmission) are all equipped with clutches. When the same gear ring structure is added, the gear of the input power can be engaged with the gear of the output power that needs to be engaged in the gear position. Therefore, the transmissions of these structural forms belong to the same-intermeshing type automobile shifting transmission mechanism. The gear ratio between different gear positions of the car is different. As the gear ratio changes from small to large, the difference in gear speed between different gear positions is also changing (that is, between any two gear positions) The speed of the meshing gears is different at any time. The smaller the gear ratio of the gear ratio and the higher the gear ratio of the gear ratio, the greater the difference in the rotational speed of the meshing gear. Therefore, the above-mentioned gearbox gear changes can only be changed step by step (that is to say, the gears that are engaged can be increased or decreased step by step according to the size of different gear ratios, and at most only one sequence of gears can be overstepped. Hang in, otherwise it won't hang in). Summary of the invention:

The object of the present invention is to provide a gear shifting structure of a vehicle and a gearbox. The shifting structure of the gearbox of the vehicle and the shifting gear of the gearbox adopt a shifting transmission structure of different gears, which utilizes different gear positions. The difference in gear speed (different 歩) hangs in any gear position required, regardless of the difference in gear speed between each gear.

The gear shifting structure of the present invention includes a transmission shaft, wherein: the transmission shaft is sequentially provided with a lock block pressing plate, a driven plate and a driving gear, and the locking block pressing plate and the driving gear are empty. Nested on the drive shaft, and the lock block pressure plate can slide axially along the drive shaft, the driven plate and the drive The shaft is a fixed connection to achieve the same rotation, and the end surface of the lock block pressing plate near the driven plate is fixedly provided with a plurality of cylindrical lock blocks extending into the perforations of the driven plate, and the driving gear is correspondingly positioned. There are a plurality of slot holes through which the columnar lock block is inserted, and the other end side of the lock block pressure plate is provided with a shift fork ring for pushing the lock block pressure plate to slide, the lock block pressure plate and the slave block A resetting arm is arranged between the end faces of the moving plate. The locking block pressure plate and the driving gear are all sleeved on the transmission shaft through the angular contact ball bearing. The return spring is sleeved on the cylindrical lock block.

The driven disc and the drive shaft are fixedly coupled by a spline 34 to achieve the same rotation.

The gearbox of the present invention comprises a gearbox housing and an input shaft, a first output shaft and a second output shaft disposed in the housing, wherein: the input shaft is provided with first and second opposing directions a shifting structure of the vehicle transmission, wherein the first output shaft is provided with third and fourth vehicle gear shifting structures in opposite directions, and the second output shaft is provided with a fifth opposing direction a sixth vehicle transmission shifting structure; the first driven disc of the first vehicle transmission shifting structure meshes with a fifth driving gear of the fifth vehicle transmission shifting structure, the first vehicle shifting a first driving gear of the box shifting structure meshes with an internal gear fixed to the second output shaft side end and fixed to the second output shaft; the second driven disk of the second vehicle transmission shifting structure and the first a sixth driving gear gear of the six-vehicle transmission shifting structure, the second driving gear of the second vehicle transmission shifting structure meshes with an external gear located at a side of the sixth driving gear and fixed to the second output shaft ; said a second driven disc of the two-vehicle transmission shifting structure meshes with a fourth driving gear of the fourth vehicle transmission shifting structure; the shifting fork ring on the input shaft is a first shifting fork ring The shift fork ring on the first output shaft is a second shift fork ring, and the shift fork ring on the second output shaft is a third shift fork ring.

The intermediate gear shaft is further provided with an intermediate shaft, wherein the intermediate shaft is respectively provided with a first driven disk of the first vehicle transmission shifting structure and a third driving gear of the third vehicle transmission shifting structure. Intermediate gear.

The first, second, and third gear shifting fork rings are respectively provided with first, second, and third gears a fork, the upper ends of the first, second, and third shift forks are respectively sleeved on the first, second, and third piston push rods, and the first, second, and third piston push rods are respectively And respectively extending into the piston passages on both sides, a hydraulic reversing hole is disposed between the piston passage and the hydraulic main oil passage, and the hydraulic reversing valve is internally provided with a hydraulic reversing valve core, the hydraulic reversing valve A screw nut mechanism is connected to the upper end of the core, and the lead screw of the screw nut mechanism is driven by a permanent magnet brushless motor.

The piston push rod end portion is provided with a piston and a sealing ring sleeved on the piston, and a return spring is arranged between the piston push rod end portion and the piston hole seat body.

The above permanent magnet brushless motor that drives the screw is controlled by two sets of parallel drive circuits, and the two sets of parallel drive circuits are controlled by a group of ECUs.

The working principle of the gearbox of the invention:

The gearbox in neutral (as shown in Figure 2) moves the second gear shift ring to the right when the first gear needs to be engaged, the lock block pressure plate and lock block of the fourth vehicle gear shifting structure Moving also to the right side, the locking block penetrates into the slot of the fourth driving gear, and when the second driven disk is engaged with the fourth driving gear, the fourth driven disk and the fourth driving gear rotate simultaneously. When the first output shaft is rotated, the output of the first gear is realized; when the neutral gear needs to be returned, the second shift fork ring can be moved to the left position to the left position.

The gearbox in neutral (as shown in Figure 2) moves the third gear shift ring to the left when the second gear is required to be engaged, and the lock block pressure plate and lock block of the fifth vehicle gear shifting structure Moving also to the left side, the locking block penetrates into the slot of the fifth driving gear, and the fifth driven disk and the fifth driving gear rotate together when the first driven disk is engaged with the fifth driving gear, and When the second output shaft is rotated, the output of the second gear is realized; when the neutral gear needs to be returned, the third gear shifting fork ring can be moved to the right side to the right position.

The gearbox in neutral (as shown in Figure 2) moves the third gear shift ring to the right when it is required to hang in the third gear, and the lock block pressure plate and lock block of the sixth gearbox shifting structure Moving also to the right side, the locking block penetrates into the slot of the sixth driving gear, and the sixth driven disk and the sixth driving gear rotate with the second driven disk and the sixth driving gear, and Drive the second output shaft Move, that is, the output of the third gear is realized; when the neutral gear needs to be returned, the third gear shift fork ring can be moved to the left side to the left position.

The gearbox in neutral (as shown in Figure 2) moves the first gear shift ring to the left when it is required to engage the fourth gear, the lock block pressure plate and lock block of the first vehicle gear shifting structure Moving to the left side, the lock block penetrates into the slot of the first driving gear, and when the internal gear meshes with the first driving gear, the first driven disk and the first driving gear rotate simultaneously, thereby driving the second When the output shaft rotates, the output of the fourth gear is realized. When the neutral gear needs to be returned, the first gear shift fork ring can be moved to the right side to the right position.

The gearbox in neutral (as shown in Figure 2) moves the first gear shift ring to the right when the fifth gear is required to be engaged, and the lock block pressure plate and lock block of the second vehicle gear shifting structure Moving to the right side, the locking block penetrates into the slot of the second driving gear, and when the external gear meshes with the second driving gear, the second driven disk and the second driving gear rotate simultaneously, thereby driving the second output When the shaft rotates, the output of the fifth gear is realized; when the neutral gear needs to be returned, the first shift fork ring can be moved to the left side to the left position.

The gearbox in neutral (as shown in Figure 2) moves the second gear shift ring to the left when the reverse gear is required, and the lock block pressure plate and lock block of the third vehicle gear shifting structure Moving to the left side, the lock block penetrates into the slot of the third driving gear, and when the intermediate gear is engaged with the third driving gear and the first driven disk, the first driven disk drives the third driving gear The reverse rotation of the same side drives the reverse rotation of the first output shaft, that is, the output of the reverse gear is realized; when the neutral gear needs to be returned, the third gear shift fork ring can be moved to the right position to the right side.

The gear shifting structure and gearbox of the vehicle of the invention:

(1) Using bearings (angular contact ball bearings or other bearings that can withstand both axial and radial forces) as the driving gear and the drive shaft are installed on the same shaft and can be idling

The main part (without meshing).

(2) Each gear position consists of a drive gear, a driven disc (or driven gear), a lock block pressure plate, and a set of lock blocks. When the neutral gear is transmitted to the driving gear, the driving gear and the transmission shaft pass The bearings are connected together, the drive gear is interference fit with the outer ring of the bearing, and the drive shaft and the inner ring of the bearing are also interference fit. The inner and outer rings of the bearing are ball sliding, so the power cannot be transmitted to the drive shaft. At this time, the drive gear is In the idling. Since the driven disc is engaged with the outer spline segment of the drive shaft through the internal spline, the driven disc is integrated with the drive shaft. When it is necessary to hang the gear position (that is, when the power of the driving gear needs to be transmitted to the transmission shaft), the bearing inner ring on the pressure plate of the lock block is pressed by the shifting fork ring (in this case, the bearing inner ring and the rotating shaft are gaps) Cooperate, can move on the drive shaft. After the lock block overcomes the return spring pressure, it moves from the driven plate to the drive gear. The front end surface of the lock block is in contact with the surface of the drive gear and has a certain thrust. Once the lock block is activated, the lock block is activated. In the direction of the hole position of the gear, since the pressure of the pressure plate of the lock block is transmitted to the lock block, the lock block can be inserted into the power transmission hole of the driving gear with the guide, and the driving gear meshes with the driven plate, and the power can pass. The drive gear is transmitted to the driven plate and then to the drive shaft. The disengagement is separated from the lock block of the drive gear and the driven disc by the return spring.

(3) The driving gear and the driven disc are all composed of a group of holes at the same angle. When the driving gear and the driven disc have reliable strength, the more the hole position, the shorter the meshing time, the hole of the driven disc. The position and the lock block are clearance fit, and the lock block is returned to the disengagement by the return spring, and the front end of the lock block is still in the hole position of the driven plate (to ensure the reliability of the work)

(4) Using the above structural principle to design a new four-wheel drive (or more drive wheels) SUV off-road vehicle variable speed drive transfer structure. It can realize any combination conversion of the drive wheels (either full-time four-wheel drive, front two-wheel drive, or rear two-wheel drive), so that when the road surface is slippery, full-time four-wheel drive (50% power distribution of each of the front and rear drive wheels) can be used. ). The front wheel can be used when the rear wheel is in the pit, and 100% of the power is distributed to the front wheel. When the front wheel is trapped inside the pit, the rear drive can be used, and 100% power is transmitted to the rear two-wheel drive. This ensures that the SUV has very good off-road performance.

(5) Since the components of the gear shifting actuator are changed from the solenoid valve used in the conventional automatic transmission to the reversing valve driven by the high-speed brushless DC motor, the principle of the gear commutation is changed by the solenoid valve to change the hydraulic oil circuit. Turn to the motor control bistable hydraulic directional control valve (that is, when the reversing valve is opened, the motor is energized and is turned to a certain number of reversing valves to open the high pressure oil circuit, and then the motor is cut off and stopped. When the valve is closed, the motor is energized and reversed to a certain number of revolutions. The reversing valve closes the high pressure oil line to connect the pressure relief port, and then the motor is cut off.) The reliability of the hydraulic transmission control of the automatic transmission of the automobile is greatly improved.

(6) The motor drive control circuit adopts double drive board structure (one set is enabled, another set is spare), and the ECU calculates the output to the drive control circuit to control the motor reversing valve, self-tests the fault and outputs the fault code, if a set of drive control The circuit fails and transfers itself to another set of alternate drive control circuits. This ensures that the entire automatic transmission is safe and reliable.

(7) The newly designed hydraulic energy storage tank structure is simpler, safer and more reliable.

(8) Abandon the clutch structure completely as the engine's engine power output is connected to the powertrain and disconnected from the buffer mechanism. Due to the use of the lock block as the structure of the car engine power output and stop. Therefore, this kind of SKT automatic transmission will no longer have the fault that the automatic shifting execution component works normally and cannot be geared or disengaged.

(9) The power output uses a fixed gear ratio gear pair to mesh the transmission output power. There is no hydraulic coupler such as the AT automatic transmission (the widely used automatic transmission of the car has 11% to 17% of the power to be lost by the coupler), and no AMT automatic transmission, DSG double Clutch auto transmission due to clutch construction. Because of the wear and slip of the clutch plates in the clutch structure, some of the power is also lost. CVT steel chain drive stepless gearbox will also lose some power due to slippage and other reasons (this steel chain drive automatic transmission has been available since 1899, has a history of more than 100 years. Originally by Dutchman Fan, Donis VanDoorne's invention. Due to inherent structural defects, it cannot withstand high-torque power transmission. It can only be used as a power transmission transmission mechanism on low-power engines. The most widely used is the tape medium continuously variable transmission on ladies' motorcycles. This SKT automatic transmission inherits the advantages of the direct power output of the MT manual transmission, with maximum power output and optimized for MT manual transmission power distribution. Shorter reaction times (different geared engagements ensure shorter gear times and more reliable gear meshing).

(10) The gearbox of the present invention can realize a true manual plus automatic integrated gearbox, as long as With a slight set of conversion buttons, you can convert to a manual transmission, even for newcomers who are unfamiliar with shifting. Because there is no need to consider whether it is possible to hang into the engagement and gear order problems. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic structural view of a shifting structure of a vehicle transmission according to the present invention;

Figure 2 is a side view of the drive gear;

Figure 3 is a cross-sectional view of the driven disk;

Figure 4 is a schematic structural view of a gearbox of the present invention;

Figure 5 is a schematic diagram of reverse transmission;

Figure 6 is a schematic diagram of the first and second output shaft power output working principles;

Figure 7 is a schematic diagram of the working principle of the hydraulically driven shift fork;

Figure 8a is a schematic view of a hydraulic control structure;

Figure 8b is a top view of Figure 8;

Figure 9 is a schematic diagram of the control circuit;

Figure 10 is a schematic diagram of the hydraulic control operation;

Figure 11 is a schematic view showing the construction of an energy storage tank. MODE FOR CARRYING OUT THE INVENTION The gear shifting structure of the present invention includes a transmission shaft 1 on which a lock block pressure plate 2, a driven plate 3 and a driving gear 4 are sequentially disposed, and the lock block pressure plate 2 is sequentially disposed. And the driving gear 4 is sleeved on the transmission shaft 1 , the locking plate pressing plate 2 can slide axially along the transmission shaft 1 , and the driven plate 3 and the transmission shaft 1 are fixedly connected to realize the same rotation, the lock A plurality of sets of cylindrical lock blocks 5 projecting into the perforations of the driven discs are fixedly arranged on the end surface of the block platen 2 on the side of the driven plate 3, and the drive gear 4 is provided with a plurality of column locks at corresponding positions. a slot 6 through which the block is inserted, and the other end side of the lock plate pressing plate 2 is provided with a shift fork ring 7 for pushing the lock platen 2 to slide, the lock block is pressed A return spring 8 (shown in Figure 1) is provided between the disc 2 and the end face of the driven disc.

In order to be reasonable in design, the above-mentioned lock block pressure plate and the driving gear are respectively sleeved on the transmission shaft through the angular contact ball bearing 9.

For the sake of proper design, the above-mentioned return spring 8 is sleeved on the cylindrical lock block 5.

The driven disc 3 is fixedly coupled to the drive shaft 1 by splines to achieve the same rotation.

Between the outer ring teeth of the driving gear 4 and the inner ring bearing, six holes are arranged at a center interval of 60 degrees (as shown in FIGS. 2 and 3), and the six holes have a certain angular guiding angle and six identical centers. The lock block fits (the front end of the lock block also has a certain angle of inclination). When the lock block 5 is pressed against the drive gear, the front end of the lock block is in contact with the surface of the drive gear. Once the lock block enters the guide hole of the drive gear, the lock block is received. When the pressure plate is pressed, the lock block will be quickly locked into position, and the engagement process between the driving gear and the driven plate is completed. The experimental test proves that when the input shaft reaches 4,000 rpm when the driven disk is stationary (meaning the speed at which the maximum torque of one engine is reached), the 4th or 5th gear can be engaged in an instant. Even at high rotational speeds, the lock block can be engaged with the drive gear. This test results on the surface of the car can be used to achieve any gear shift.

The gearbox of the present invention comprises a gearbox housing and an input shaft 9, a first output shaft 10 and a second output shaft 11 disposed in the housing, wherein the input shaft 9 is provided with first and second opposing directions The vehicle output gear shifting structure 12, 13, the first output shaft 10 is provided with third and fourth vehicle gear shifting structures 14 and 15, which are disposed opposite to each other. The fifth and sixth vehicle transmission shifting structures 16, 17 are disposed in opposite directions; the first driven disc 1201 of the first vehicle transmission shifting structure 12 and the fifth vehicle transmission shifting structure 16 The fifth driving gear 1602 is meshed, and the first driving gear 1202 of the first vehicle transmission shifting structure 12 is meshed with the internal gear 18 fixed to the second output shaft 11 at the side of the fifth driving gear 16; The second driven disk 1301 of the second vehicle transmission shifting structure 13 meshes with the sixth driving gear 1702 of the sixth vehicle transmission shifting structure 17, the second vehicle transmission shifting structure 12 The second driving gear 1202 is located at a side end of the sixth driving gear 1702 and is fixed An external gear 19 on the second output shaft 11 is engaged; a second driven disk 1301 of the second vehicle transmission shifting structure 13 and the fourth The fourth driving gear 1502 of the vehicle transmission shifting structure 15 is engaged; the shifting fork ring on the input shaft 9 is the first shifting fork ring 701, and the shifting fork on the first output shaft 10 The ring is the second gear shifting fork ring 702, and the gear shifting fork ring on the second output shaft 11 is the third gear shifting fork ring 703 (shown in FIG. 4).

In order to realize the reverse function, the transmission housing is further provided with an intermediate shaft 20, and the intermediate shaft 20 is provided with a first driven disc 1201 and a third vehicle transmission, respectively, which are respectively shifted with the first vehicle transmission shifting structure. The intermediate drive gear 21 of the gear structure is engaged with the intermediate gear 21 (shown in Figures 4 and 5).

In order to realize the gear shifting function and realize the bistable oil pressure control (as shown in FIGS. 7 and 8), the first, second, and third gear shifting fork rings 701, 702, and 703 are respectively provided with first and second Second, the third shifting forks 2201, 2202, 2203, the upper ends of the first, second and third shifting forks are respectively sleeved on the first, second and third piston push rods 2301, 2302, 2303 The first, second, and third piston push rods respectively extend into the piston holes 24 on both sides, and a hydraulic reversing hole 26 is disposed between the piston holes 24 and the hydraulic main oil passage 25, A hydraulic reversing valve core 27 is disposed in the hydraulic reversing hole 26, and a screw nut mechanism 28 is connected to the upper end of the hydraulic reversing valve core 27, and the lead screw 29 of the screw nut mechanism is composed of a permanent magnet brushless motor 30. drive. The motor is specifically a rare earth permanent magnet brushless three-phase DC micro motor.

The test results prove that the rare earth permanent magnet brushless three-phase DC micro motor is more reliable in immersion in the automobile transmission oil. Due to sufficient lubrication, the service life of the motor bearings will be greatly improved. This motor does not have a reversing brush. The rotor is made of rare earth permanent magnets. The motor is small and the power is several times that of ordinary motors. The rated speed reaches 12,000 rpm, and the stop time is 30 milliseconds per working time. The motor reliability running time is divided by the time required for each operation (this does not consider the good lubrication effect of the gearbox oil), and the result is that the motor is almost within the service life of each car. Will not be damaged. The dual drive circuit is used and added to each fault for fault detection and the drive control circuit can be automatically switched even if a fault is encountered. The three-phase DC drive control circuit itself increases the reliability of the short-term operation by a multiple of the geometric level. The dual drive control circuit is used, so that the reliability of the entire operation control circuit will be greatly improved. For better sealing performance, the piston push rod end portion is provided with a piston 31 and a sealing ring 32 sleeved on the piston, and a return spring 33 is disposed between the piston push rod end portion and the piston bore seat body.

During operation, the rare earth permanent magnet brushless three-phase DC micromotor receives the drive signal, that is, starts to rotate after several tens of milliseconds, and drives the screw in the process, and the screw drives the hydraulic reversing spool 27 at the lower end thereof. First, the main oil passage is connected with the hydraulic reversing passage 26, and the oil pressure of the main oil passage pushes the piston 31 and the piston push rod to move, and the piston push rod drives the shift fork and the shift fork ring to move, that is, The gear is locked, because the motor rotates for a short time (tens of milliseconds), it will not have any impact on the motor (usually the life of the motor is hundreds of thousands of hours), so the motor is not in the life of the vehicle. Will be damaged by fatigue. In the past, when the transmission was in gear, the solenoid valve must be energized to ensure that the gear is in a certain gear position. That is, the solenoid valve of a certain gear position is in working state during the driving process, which is easy to cause due to the continuous operation of the solenoid valve. The fatigue of the solenoid valve is damaged. The hydraulic control structure of the present invention completely overcomes the existing drawbacks, makes the hydraulic control stable and reliable, and greatly prolongs the service life.

In order to achieve stable control, the permanent magnet brushless motor 30 in which the above-described driving screw 29 operates is controlled by two sets of parallel driving circuits 31, which are controlled by a group of ECUs.

When the user is in the file, the ECU simultaneously drives the driving circuit to drive the signal of the motor. When the first driving circuit has no fault, the first driving circuit performs the action of driving the permanent magnet brushless motor 30, when the first driving circuit fails. At this time, the operation of driving the permanent magnet brushless motor 30 is performed by the second drive circuit, and the double guarantee of the execution action is realized.

The rear end of the reverse gear intermediate gear of the present invention is connected with a hydraulic oil pump. When the automobile engine is started, the input shaft of the transmission is rotated, and the reverse intermediate gear and the input shaft are constantly meshed (see FIG. 5: reverse transmission principle) Figure). Hydraulic pump displacement selection can be between 0.5~1, 75 displacement (the larger the displacement, the more oil, the faster the oil pressure rises. Take the gear pump of 1.75 displacement as an example, the gear pump spindle only needs to rotate ten The oil pressure can reach the pressure required for the gear shift. After the energy storage, the pressure is relieved by the overflow valve. The hydraulic pump outlet is equipped with a check valve to prevent the oil pressure from being released by the hydraulic pump once the engine is turned off. Install a reverse check valve at the oil inlet of the energy storage tank. (Set a certain value of pressure to open the valve body. When the main oil gallery pressure reaches the working pressure, the energy storage tank is opened to start energy storage. An overflow valve is installed in the energy storage tank. The overflow valve sets a certain value of the overflow pressure. Once the energy storage tank pressure exceeds this The value, the oil pressure will begin to bleed, the tank pressure will be maintained at the set parameter value, and the energy storage tank will be installed with another check valve to provide enough power to the main oil passage once the main oil pressure is lower than the working pressure. The pressure, the tank structure (see Figure 11), the tank is composed of tank, piston oil seal, spring. The two connected check valves are fitted with a check valve and a relief valve, and the oil seal and the base are locked. When the main oil pressure exceeds the set check valve accumulator pressure, the check valve is opened and the oil pressure enters the accumulator to push the piston. The piston moves backward against the spring pressure, and then begins to store energy. There is a hole in the rear end of the energy storage tank. If the piston oil seal is not leaking and draining, the hydraulic oil can enter and exit through the hole to maintain the standard pressure at the rear end. Once the hole is leaked, the pressure oil is deposited on the piston. The other end of the tank will disable the entire tank.

The automobile automatic transmission case of the invention is formed by aluminum-magnesium alloy die-casting and molding processing. From the front housing, the middle housing. Rear housing. The upper cover is composed of four parts. The shape of the outer body is basically not much different from that of other forms of gearbox.

The connection fixing structure of the automobile automatic transmission housing and the engine of the present invention and the connection structure of the automobile body and the other forms of the automatic transmission connection structure of the automobile do not have much difference.

The automobile automatic transmission P gear (parking gear) structure and other forms of automobile automatic transmission gear P gear (parking gear) structure working principle is basically the same. There is not much difference.

The automobile automatic transmission differential structure of the present invention (previously driven as an example) is basically identical to the differential structure and working principle of other forms of automatic transmission of the automobile automatic transmission, and there is not too much left counting.

The automatic transmission computer (ECU) of the present invention automatically controls the shifting program to calculate the required signals and input parameter values (such as throttle position sensor parameter values, crank position sensor parameter values, odometer speed sensor parameter values, brake pedals). The position sensor parameter values, etc.) are basically the same as the signal parameter values required for the calculation of the automatic control of the automatic transmission of the vehicle automatic transmission. , not much difference.

The working principle of the gearbox of the invention:

The gearbox in neutral (as shown in Figure 2) moves the third gear shift ring to the right when it is required to hang in the third gear, and the lock block pressure plate and lock block of the sixth gearbox shifting structure Moving also to the right side, the locking block penetrates into the slot of the sixth driving gear, and the sixth driven disk and the sixth driving gear rotate with the second driven disk and the sixth driving gear, and When the second output shaft is rotated, the output of the third gear is realized; when the neutral gear needs to be returned, the third gear shifting fork ring can be moved to the left side to the left position.

The gearbox in neutral (as shown in Figure 2) moves the first gear shift ring to the left when it is required to engage the fourth gear, the lock block pressure plate and lock block of the first vehicle gear shifting structure Moving to the left side, the lock block penetrates into the slot of the first driving gear, and when the internal gear meshes with the first driving gear, the first driven disk and the first driving gear rotate simultaneously, thereby driving the second When the output shaft rotates, the output of the fourth gear is realized. When the neutral gear needs to be returned, the first gear shift fork ring can be moved to the right side to the right position. The gearbox in neutral (as shown in Figure 2) moves the first gear shift ring to the right when the fifth gear is required to be engaged, and the lock block pressure plate and lock block of the second vehicle gear shifting structure Moving to the right side, the locking block penetrates into the slot of the second driving gear, and when the external gear meshes with the second driving gear, the second driven disk and the second driving gear rotate simultaneously, thereby driving the second output When the shaft rotates, the output of the fifth gear is realized; when the neutral gear needs to be returned, the first shift fork ring can be moved to the left side to the left position.

The gear shifting structure and gearbox of the vehicle of the invention:

The main part (without meshing).

(2) Each gear position consists of a drive gear, a driven disc (or driven gear), a lock block pressure plate, and a set of lock blocks. When the neutral gear is transmitted to the driving gear, the driving gear and the transmission shaft are connected together through the bearing, the driving gear is interference fit with the outer ring of the bearing, and the transmission shaft and the inner ring of the bearing are also interference fit, the inside and outside of the bearing. The circle is the ball sliding, so the power cannot be transmitted to the drive shaft, and the drive gear is idling. Since the driven disc is engaged with the outer spline segment of the drive shaft through the internal spline, the driven disc is integrated with the drive shaft. When it is necessary to hang the gear position (that is, when the power of the driving gear needs to be transmitted to the transmission shaft), the bearing inner ring on the pressure plate of the lock block is pressed by the shifting fork ring (in this case, the bearing inner ring and the rotating shaft are gaps) Cooperate, can move on the drive shaft. After the lock block overcomes the return spring pressure, it moves from the driven plate to the drive gear. The front end surface of the lock block is in contact with the surface of the drive gear and has a certain thrust. Once the lock block is activated, the lock block is activated. In the direction of the hole position of the gear, since the pressure of the pressure plate of the lock block is transmitted to the lock block, the lock block can be inserted into the power transmission hole of the driving gear with the guide, and the driving gear meshes with the driven plate, and the power can pass. The drive gear is transmitted to the driven plate and then to the drive shaft. The disengagement is separated from the lock block of the drive gear and the driven disc by the return spring.

(5) Since the components of the gear shifting actuator are changed from the solenoid valve used in the conventional automatic transmission to the reversing valve driven by the high-speed brushless DC motor, the principle of the gear commutation is changed by the solenoid valve to change the hydraulic oil circuit. Switch to motor control bistable hydraulic directional control valve (that is, when the directional control valve is opened, the motor is energized, and the directional control valve is turned to open the high pressure oil circuit, and then the motor is cut off. The motor is closed when the directional control valve is closed. When the power is reversed to a certain number of revolutions, the reversing valve closes the high pressure oil line to connect the pressure relief port, and then the motor is cut off, so that the reliability of the hydraulic transmission control of the automatic transmission of the automobile is greatly improved.

(7) The newly designed hydraulic energy storage tank structure is simpler, safer and more reliable. (8) Abandon the clutch structure completely as the engine's engine power output is connected to the powertrain and disconnected from the buffer mechanism. Due to the use of the lock block as the structure of the car engine power output and stop. Therefore, this kind of SKT automatic transmission will no longer have the fault that the automatic shifting execution component works normally and cannot be geared or disengaged.

(10) The gearbox of the present invention can realize a true manual plus automatic integrated gearbox, and can be converted into a manual gearbox by simply setting a shift button, even if it is unfamiliar to the shifter. Because there is no need to consider whether it is possible to hang into the engagement and gear sequence problems.

The automobile automatic transmission (take the 5 forward gear JS13A model as an example) the final transmission ratio between the gears (including the differential ratio of the differential): reverse 8.252 first gear 9.038 second gear 4.239 third gear 3.47 fourth gear 2.557 5 files 1.954 Of course, this automatic gearbox can adjust the final gear ratio between each gear according to the engine, displacement size, model and automobile assembly manufacturer of different manufacturers. It is also possible to increase or decrease the gear position as required. The above are only the preferred embodiments of the present invention, and all changes and modifications made by the scope of the present invention should be construed as the scope of the present invention.

Claims

Claim

a shifting structure of a transmission of a vehicle, comprising a transmission shaft, wherein: the transmission shaft is sequentially provided with a lock block pressing plate, a driven plate and a driving gear, wherein the locking block pressing plate and the driving gear are The air is sleeved on the drive shaft, and the lock plate pressure plate is axially slidable along the drive shaft, and the driven plate and the drive shaft are fixedly connected to achieve the same rotation, and the lock block pressure plate is close to the side of the driven plate. A plurality of sets of cylindrical locking blocks extending into the perforations of the driven disc are fixed on the end surface, and the driving gears are provided with a plurality of slots through which the cylindrical locking blocks are inserted, and the locking blocks are pressed One end side is provided with a shift fork ring for pushing the lock plate pressure plate to slide, and a return spring is arranged between the lock block pressure plate and the end surface of the driven plate.

The vehicle transmission shifting structure according to claim 1, wherein: the lock plate pressure plate and the driving gear are respectively sleeved on the transmission shaft through the angular contact ball bearing.

The vehicle transmission shifting structure according to claim 1 or 2, wherein: said return spring is sleeved on the cylindrical lock block.

The vehicle transmission shifting structure according to claim 1 or 2, wherein: the driven disc and the transmission shaft are fixedly connected by splines to achieve the same rotation.

A gearbox using the vehicle transmission shifting structure of claim 1, comprising a transmission housing and an input shaft, a first output shaft, and a second output shaft disposed in the housing, wherein: The input shaft is provided with first and second vehicle transmission shifting structures with opposite orientation directions, and the first output shaft is provided with third and fourth vehicle transmission shifting structures with opposite orientation directions, a fifth and sixth vehicle transmission shifting structure opposite to each other in a second output shaft; a first driven disc of the first vehicle transmission shifting structure and a shifting of the fifth vehicle transmission a fifth driving gear gear of the structure is engaged, the first driving gear of the first vehicle transmission shifting structure meshes with an internal gear located at a side of the fifth driving gear and fixed to the second output shaft; the second vehicle a second driven disk of the transmission shifting structure meshes with a sixth driving gear of the sixth vehicle transmission shifting structure, and a second driving gear of the second vehicle transmission shifting structure is located at a sixth An outer gear of the driving gear side end and fixed to the second output shaft is engaged; the second driven disk of the second vehicle transmission shifting structure meshes with the fourth driving gear of the fourth vehicle transmission shifting structure The shift fork ring on the input shaft is a first shift fork ring, and the shift fork ring on the first output shaft is a second shift fork ring, and the second output shaft is on the second output shaft The shift fork ring is the third shift fork ring.

The gearbox according to claim 5, wherein: the transmission housing is further provided with an intermediate shaft, and the intermediate shaft is provided with a first driven disc respectively corresponding to the shifting structure of the first vehicle transmission And an intermediate gear engaged by the third driving gear of the third vehicle transmission shifting structure.

The gearbox according to claim 5, wherein: the first, second, and third shift fork rings are respectively provided with first, second, and third shifting forks, 1. The upper ends of the second and third shifting forks are respectively sleeved on the first, second and third piston push rods, and the two ends of the first, second and third piston push rods respectively extend into the two sides a hydraulic reversing hole is disposed between the piston hole and the hydraulic main oil passage, a hydraulic reversing valve core is disposed in the hydraulic reversing hole, and a screw rod is connected to the upper end of the hydraulic reversing valve core The nut mechanism, the lead screw of the screw nut mechanism is driven by a permanent magnet brushless motor.

The gearbox according to claim 7, wherein: the piston push rod end portion is provided with a piston and a sealing ring sleeved on the piston, and the piston push rod end portion and the piston hole seat body are disposed between Return spring.

The gearbox according to claim 8, wherein: said permanent magnet brushless motor in which said drive screw operates is controlled by two sets of parallel drive circuits, said two sets of parallel drive circuits being controlled by a group of ECUs.