WO2017121030A1 - 半组合式齿轮变速器 - Google Patents

半组合式齿轮变速器 Download PDF

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Publication number
WO2017121030A1
WO2017121030A1 PCT/CN2016/077103 CN2016077103W WO2017121030A1 WO 2017121030 A1 WO2017121030 A1 WO 2017121030A1 CN 2016077103 W CN2016077103 W CN 2016077103W WO 2017121030 A1 WO2017121030 A1 WO 2017121030A1
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Prior art keywords
gear
shaft
reverse
output
semi
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PCT/CN2016/077103
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English (en)
French (fr)
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赵良红
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赵良红
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Publication of WO2017121030A1 publication Critical patent/WO2017121030A1/zh

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    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • 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

Definitions

  • the present invention relates to the field of transmission technology, and more particularly to a semi-assembled gear transmission consisting of a parallel shaft gear shifting mechanism and a single-row planetary gear mechanism.
  • the car transmission is the necessary device of the car transmission system.
  • the size of the transmission will directly affect the overall arrangement of the car.
  • the gear shifting mechanism of the transmission mainly has a parallel shaft type, a planetary gear type and a combined type.
  • the transmission with the parallel shaft type gear shifting mechanism has a large volume and a long axial dimension, which affects the arrangement of the engine and the transmission, and particularly the engine in which the engine is horizontally mounted on the front wheel, which is disadvantageous for multi-speed.
  • the volume and axial size control is ideal, the partial neighbor ratio is unreasonable or even unreasonable.
  • the transmission with the combined gear shifting mechanism has a small number of gears and a small volume, but the adjacent ratio between the gear positions is the same, especially the adjacent ratio of the low speed gear is too small.
  • the technical problem to be solved by the present invention is to provide a newly arranged semi-assembled gear transmission, which makes the number of transmission parts smaller, the structure more compact, reduces the axial dimension of the transmission, and has an ideal adjacent ratio, overcoming The shortage of the existing transmission, especially the multi-speed transmission of six speeds or more.
  • a semi-integrated gear transmission including a parallel shaft type gear shifting mechanism and a single-row planetary gear mechanism
  • the parallel shaft type gear shifting mechanism includes: an input shaft and an output shaft An intermediate shaft and a reverse shaft; the input shaft is provided with two or more driving gears, the input shaft is further provided with a joint sleeve or a synchronizer; and the intermediate shaft and the output shaft are mounted with a driven shaft a gear and a clutch; the intermediate shaft is coupled to the sun gear of the single-row planetary gear mechanism, and the output shaft is coupled to the second output main gear; the first output main gear and the second output main gear simultaneously mesh with the output gear, and the power output;
  • the sun gear of the planetary gear mechanism is connected with the intermediate shaft, the carrier is connected with the first output main gear; the high and low speed synchronizer controls the low speed and high speed of the single row planetary gear mechanism, and the high and low speed synchronizer and the housing engage the tooth.
  • the low speed synchronizer controls the low speed and high speed of the single
  • the sun gear engagement teeth can be replaced by planet carrier engagement teeth.
  • a reverse gear, a second reverse gear and a reverse clutch sleeve are disposed on the reverse shaft, the first reverse gear meshes with the second drive gear, the second reverse gear meshes with the first driven gear, and the second
  • the reverse gear is sleeved on the reverse shaft, and the reverse gear is engaged.
  • the sleeve controls the engagement and disengagement of the second reverse gear and the reverse shaft, and the power transmission of the reverse gear is transmitted by the second driving gear through the first reverse gear, the reverse shaft, the reverse clutch sleeve, the second reverse gear, and the first Drive gear to intermediate shaft.
  • the first synchronizer, the reverse driven gear is mounted on the intermediate shaft, the reverse intermediate idler is mounted on the reverse shaft, the second synchronizer is mounted on the output shaft, and the reverse intermediate idler is respectively coupled with the half gear drive gear and The reverse driven gear meshes, and the power of the reverse gear is transmitted through the reverse drive gear through the reverse intermediate idler and the reverse driven gear to the intermediate shaft.
  • the clutch can be partially or fully replaced with a synchronizer or sleeve, and the synchronizer can be partially or fully replaced with a sleeve.
  • the driving gears on the input shaft mesh with the driven gears of the output shaft and the intermediate shaft respectively to form a pair of gear pairs.
  • the number of gear pairs of the parallel shaft type gear shifting mechanism is two or more; The locations are interchangeable.
  • the number of gears of the semi-combined gear transmission is determined by the parallel shaft gear shifting mechanism, and the number of gears of the parallel shaft gear shifting mechanism is determined by the number of gear pairs, and the addition of one gear pair group adds three forward gears;
  • One half gear increases a forward gear, that is, when the parallel shaft gear shifting mechanism has n (n is an even number) forward gear, the semi-combined gear shifter can realize n/2+n forward gears, An output main gear outputs n forward gears, and a second output main gear outputs n/2 forward gears.
  • the semi-integrated gear transmission can realize (n-1) / 2 + n forward gears, wherein n-1 is output through the first output main gear One forward gear, the second output main gear outputs (n+1)/2 forward gears.
  • a portion of the drive gear on the input shaft meshes only with a driven gear on the intermediate shaft or the output shaft.
  • the semi-integrated gear transmission can realize six forward speeds, wherein four forward speeds are output through the first output main gear, and the second output main gear outputs two forward speeds.
  • the semi-integrated gear transmission can realize seven forward speeds, wherein four forward speeds are output through the first output main gear, and the second output main gear outputs three forward speeds.
  • the semi-integrated gear transmission can realize nine forward speeds, wherein six forward speeds are output through the first output main gear, and the second output main gear outputs three forward speeds.
  • the semi-integrated gear transmission can realize ten forward speeds, wherein six forward speeds are output through the first output main gear, and the second output main gear outputs four forward speeds.
  • the semi-integrated gear transmission can realize twelve forward speeds, wherein eight forward gears are output through the first output main gear, and the second output main gear outputs four forward gears. .
  • the semi-integrated gear transmission can realize thirteen forward gears, wherein eight forward gears are output through the first output main gear, and the second output main gear outputs five forward gears. .
  • the realization of most gears of the semi-combined gear transmission is realized by the combined transmission, which combines the advantages of the parallel shaft gear shifting mechanism, the planetary gear shifting mechanism and the combined gear shifting mechanism, achieving a smaller number of parts of the transmission and making the structure more
  • the size of the transmission is reduced, in particular the axial dimension is greatly reduced, which facilitates the flexible arrangement of the automotive engine transmission, in particular the arrangement of the transverse engine.
  • the semi-assembled gear transmission designed with the invention has an ideal adjacent ratio.
  • FIG. 1 is a schematic view showing a transmission mechanism of a first embodiment (six-speed transmission) of a semi-assembled gear transmission of the present invention.
  • FIG. 2 is a schematic view showing the transmission mechanism of the second embodiment (seven-speed transmission) of the semi-assembled gear transmission of the present invention.
  • Fig. 3 is a schematic view showing the transmission mechanism of the third embodiment (seven-speed transmission) of the semi-assembled gear transmission of the present invention.
  • Figure 4 is a schematic view showing the transmission mechanism of the fourth embodiment (nine-speed transmission) of the semi-assembled gear transmission of the present invention.
  • Fig. 5 is a schematic view showing the transmission mechanism of the fifth embodiment (ten speed transmission) of the semi-assembled gear transmission of the present invention.
  • Figure 6 is a schematic view showing the transmission mechanism of the sixth embodiment (twelf-speed transmission) of the semi-assembled gear transmission of the present invention.
  • Figure 7 is a schematic view showing the transmission mechanism of the seventh embodiment (twelf-speed transmission) of the semi-assembled gear transmission of the present invention.
  • Fig. 8 is a schematic view showing the change of the gear pair setting of the semi-assembled gear transmission of the present invention.
  • Figure 9 is a schematic view showing the variation of the single-row planetary gear mechanism of the present invention.
  • the present invention is a semi-combined gear transmission in which a parallel shaft type gear shifting mechanism and a single row planetary gear mechanism are combined.
  • the transmission of the present embodiment is composed of a combination of a four front speed parallel shaft type gear shifting mechanism PT and a single row planetary gear mechanism XP, and a total of six forward speeds are realized.
  • the four front speed parallel shaft gear shifting mechanism PT has four shafts, namely an input shaft 3, an output shaft 1, an intermediate shaft 5, and a reverse shaft 7.
  • the input shaft 3 has a first driving gear 25, a second driving gear 4 and an engaging sleeve 23.
  • the first driving gear 25 is sleeved on the input shaft 3, and the engaging sleeve 23 controls the power engagement between the first driving gear 25 and the input shaft 3. With separation.
  • the intermediate shaft 5 has a first driven gear 13, a third driven gear 6, a first clutch 10, and a third clutch 9.
  • the first clutch 10 controls the power engagement and disengagement of the first and fourth gears
  • the third clutch 9 controls the power engagement and disengagement of the second and sixth gears.
  • the intermediate shaft 5 is connected to the sun gear 19 of the single-row planetary gear mechanism XP.
  • the output shaft 1 has a second driven gear 24, a fourth driven gear 2, a second clutch 26, and a fourth clutch 27.
  • the second clutch 26 controls the third stage of power engagement and disengagement
  • the fourth clutch 27 controls the fifth stage of power engagement and disengagement.
  • the output shaft 1 is coupled to the second output main gear 21.
  • the reverse shaft 7 has a first reverse gear 8, a second reverse gear 12 and a reverse clutch sleeve 11, the first reverse gear 8 meshes with the second drive gear 4, and the second reverse gear 12 and the first slave gear
  • the movable gear 13 is engaged, the second reverse gear 12 is vacantly fitted over the reverse shaft 7, and the reverse engagement sleeve 11 controls engagement and disengagement of the second reverse gear 12 with the reverse shaft 7.
  • the first driving gear 25 meshes with the first driven gear 13 and the second driven gear 24 to form a first gear pair group P1, and the first gear pair group P1 realizes one, three and four gears.
  • the second driving gear 4 meshes with the third driven gear 6 and the fourth driven gear 2 at the same time to form a second gear pair group P2, and the second gear pair group P2 realizes two, five and six gears.
  • the sun gear 19 of the single-row planetary gear mechanism XP is coupled to the intermediate shaft 5, and the carrier 18 is coupled to the first output main gear 20.
  • the high and low speed synchronizer 15 controls the low speed and high speed changes of the single row planetary gear mechanism XP. When the high and low speed synchronizer 15 is rightly engaged with the housing engaging teeth 17, the low speed is achieved; when the high and low speed synchronizer 15 is shifted to the left When the sun gear engaging teeth 14 are engaged, a high speed gear is achieved.
  • the first output main gear 20 and the second output main gear 21 simultaneously mesh with the output from the gear 22 to output power.
  • the shifting operation process is as follows:
  • the high and low speed synchronizer 15 is shifted to the right, then the first clutch 10 is engaged, and the remaining clutches are disengaged to achieve first gear power engagement.
  • the high and low speed synchronizer 15 is still on the right side, the third clutch 9 is engaged, and the remaining clutches are disengaged to achieve the second gear power engagement.
  • the second gear power passes through the input shaft 3, the second driving gear 4, the third driven gear 6, the third clutch 9, the intermediate shaft 5, the sun gear 19, the carrier 18, the first output main gear 20, and the output slave gear 22, The second gear will be output. Since the high and low speed synchronizer 15 is still on the right side, the single row planetary gear mechanism XP is still in the low speed position, so the second gear transmission is relatively large.
  • the second clutch 26 In the third gear, the second clutch 26 is engaged and the remaining clutches are disengaged to achieve the third gear power engagement.
  • the third-speed power passes through the input shaft 3, the joint sleeve 23, the first drive gear 25, the second driven gear 24, the second clutch 26, the output shaft 1, the second output main gear 21, and the output slave gear 22, and the third-speed power Output.
  • the high and low speed synchronizer 15 is shifted to the left in advance, then the first clutch 10 is engaged, and the remaining clutches are disengaged to realize the fourth gear power engagement.
  • the fourth-speed power passes through the input shaft 3, the sleeve 23, the first driving gear 25, the first driven gear 13, the first clutch 10, the intermediate shaft 5, the single-row planetary gear mechanism XP, the first output main gear 20, and the output from The gear 22 will output the fourth gear, and since the high and low speed synchronizer 15 is on the left side, the single row planetary gear mechanism XP is at the high speed, so the fourth gear transmission is relatively small.
  • the fifth-speed power is output via the input shaft 3, the second driving gear 4, the fourth driven gear 2, the fourth clutch 27, the output shaft 1, the second output main gear 21, and the output slave gear 22, and the fifth-speed power is output.
  • the high and low speed synchronizer 15 is still on the left side, the third clutch 9 is engaged, and the remaining clutches are disengaged to achieve six-speed power engagement.
  • the intermediate shaft 5 the sun gear 19, the carrier 18, the first output main gear 20, and the output slave gear 22 output reverse power.
  • a half gear drive gear 31 is added to the input shaft 3, and a half gear driven gear 32 and a half gear clutch 33 are added to the output shaft 1, and the half gear drive gear 31 is
  • the half gear driven gear 32 meshes to form a half gear pair PB1, and the half gear 33 controls the third gear power engagement and disengagement.
  • the first gear pair group P1 realizes one, four and five gears
  • the second gear pair group P2 realizes two, six and seven gears
  • the half gear pair pair PB1 realizes three gears.
  • the arrangement of the reverse gear is changed, and the first reverse gear 8, the reverse engagement sleeve 11, the second reverse gear 12, and the engagement sleeve 23 are eliminated.
  • the half gear clutch 33 is canceled, and the reverse driven gear 73, the reverse intermediate idler gear 72, the first synchronizer 71, and the second synchronizer 74 are added.
  • the first synchronizer 71, the reverse driven gear 73 are mounted on the intermediate shaft 5
  • the reverse intermediate idler 72 is mounted on the reverse shaft 7
  • the second synchronizer 74 is mounted on the output shaft 1.
  • the reverse intermediate idler gear 72 meshes with the half gear drive gear 31 and the reverse gear driven gear 73, respectively.
  • the first synchronizer 71 controls the connection of the first driven gear 13 and the reverse driven gear 73 with the first clutch 10, and the second synchronizer 74 controls the half driven gear 32 and the second driven gear 24 and the second clutch. 26 connections.
  • the reverse gear, the third gear share the half gear drive gear 31, and the reverse gear shares the first synchronizer 71 with the first gear.
  • the reverse power is transmitted to the intermediate shaft 5 via the input shaft 3, the half gear drive gear 31, the reverse intermediate idler gear 72, and the reverse driven gear 73.
  • the third gear pair group P3, the fifth clutch 44, and the sixth clutch 45 are added.
  • the third drive gear 42, the fifth driven gear 43, and the sixth driven gear 41 are attached to the input shaft 3, the output shaft 1, and the intermediate shaft 5, respectively.
  • the fifth clutch 44 controls the power engagement and disengagement of the third and ninth gears
  • the sixth clutch 45 controls the power engagement and disengagement of the eighth gear.
  • the first gear pair group P1 realizes one, four and five gears
  • the second gear pair group P2 realizes two, six and seven gears
  • the third gear pair group P3 realizes three, eight and nine gears.
  • a half gear drive gear 47 is added to the input shaft 3, and a half gear driven gear 49 and a half gear clutch 48 are added to the output shaft 1, and the half gear drive gear 47 is half.
  • the gear driven gear 49 meshes to form a half gear pair PB2, and the half gear 48 controls the fifth gear for power engagement and disengagement.
  • the first gear pair group P1 realizes one, five and six gears
  • the second gear pair group P2 realizes two, seven and eight gears
  • the third gear pair group P3 realizes three, nine and ten gears
  • the half gear pair pair PB2 realizes four gears. files.
  • the fourth gear pair group P4 and the seventh clutch 52, the eighth clutch 53, the fourth drive gear 54, the seventh driven gear 51, and the eighth slave are added.
  • Gears 55 are mounted on the input shaft 3, the output shaft 1, and the intermediate shaft 5, respectively.
  • the seventh clutch 52 controls the power engagement and disengagement of the fourth and thirteenth gears
  • the eighth clutch 53 controls the power engagement and disengagement of the eleventh gear.
  • the first gear pair group P1 realizes one, five and six gears
  • the second gear pair group P2 realizes two, seven and eight gears
  • the third gear pair group P3 realizes three, nine and ten gears
  • the fourth gear pair group P4 realizes four gears. , eleven and twelve.
  • the position of the gear pair is changed, and all the clutches are cancelled, and replaced by four synchronizers, namely, the first synchronizer 82, the second synchronizer 83, and the first The third synchronizer 81 and the fourth synchronizer 84.
  • the first synchronizer 82 controls the first, second, sixth, and eighth gears
  • the second synchronizer 83 controls the fifth and seventh gears
  • the third synchronizer 81 controls the third, fourth, ten, and twelveth gears
  • the fourth synchronizer 84 controls the nine. Eleven files.
  • one or more pairs of gears can be opened, and the number of driving gears can be increased, so that the driving gear only meshes with a driven gear on the intermediate shaft or the output shaft, as shown in FIG.
  • the first drive gear 25 meshes only with the first driven gear 13
  • the first split drive gear 96 meshes with only the second driven gear 24.
  • the sun gear engaging teeth 14 of the single-row planetary gear mechanism XP can be replaced by the carrier engaging teeth 98. As shown in FIG. 9, when the high-low speed synchronizer 15 is shifted to the left to engage the carrier engaging teeth 98, the single-row planetary gear mechanism is realized at a high speed. files.
  • the setting of the reverse gear may be performed by the second driving gear through the first reverse gear, the reverse shaft, the reverse clutch sleeve, the second reverse gear, and the first driven gear to the intermediate shaft, as in the first embodiment, or may be inverted
  • the gear drive gear passes through the reverse intermediate idler and the reverse driven gear to the intermediate shaft, as in the third embodiment.
  • the position between the different gear pair pairs of the transmission can be interchanged, as in the sixth embodiment.
  • the clutch may be partially or fully replaced with a synchronizer or sleeve, and the synchronizer may be partially or fully replaced with a sleeve, as in the third and seventh embodiments.
  • the number of gears of the semi-combined gear transmission is determined by the parallel shaft gear shifting mechanism, and the number of gears of the parallel shaft gear shifting mechanism is determined by the number of gear pairs, and the addition of one gear pair group adds three forward gears; One half gear adds a forward gear.
  • the relationship is as follows:
  • the parallel shaft gear shifting mechanism has n (n is an even number) forward gear
  • the semi-combined gear transmission can be realized n/2+n forward gears, wherein n forward gears are output through the first output main gear, and the second output main gear outputs n/2 forward gears.
  • the semi-integrated gear transmission can realize (n-1) / 2 + n forward gears, wherein n-1 is output through the first output main gear One forward gear, the second output main gear outputs (n+1)/2 forward gears.
  • the semi-integrated gear transmission can realize six forward speeds, wherein four forward gears are output through the first output main gear, and the second output main gear outputs two forward gears. As in the first embodiment.
  • the semi-integrated gear transmission can realize seven forward speeds, wherein four forward gears are output through the first output main gear, and the second output main gear outputs three forward gears.
  • the second embodiment and the third embodiment are the same.
  • the semi-integrated gear transmission can realize nine forward speeds, wherein the first output main gear outputs six forward speeds, and the second output main gear outputs three forward speeds. As in the fourth embodiment.
  • the semi-integrated gear transmission can realize ten forward speeds, wherein six forward gears are output through the first output main gear, and the second output main gear outputs four forward gears.
  • the fifth embodiment As in the fifth embodiment.
  • the semi-integrated gear transmission can realize twelve forward speeds, wherein eight forward gears are output through the first output main gear, and the second output main gear outputs four forward gears. , as in the sixth embodiment and the seventh embodiment.
  • the semi-integrated gear transmission can realize thirteen forward gears, wherein eight forward gears are output through the first output main gear, and the second output main gear outputs five forward gears. .

Abstract

一种半组合式齿轮变速器，包括平行轴式齿轮变速机构（PT）与单排行星齿轮机构（XP），平行轴式齿轮变速机构（PT）包括：一条输入轴（3）、一条输出轴（1）、一条中间轴（5）、一条倒挡轴（7）；输入轴（3）上设有二个或以上的主动齿轮（4、25、31、42、47、54、96），输入轴（3）还设有接合套（23）或同步器；中间轴（5）、输出轴（1）上安装有从动齿轮（13、6、24、2、32、73、41、43、49、51、55）和离合器（9、10、26、27、33、44、45、48、52、53）；中间轴（5）与单排行星齿轮机构（XP）的太阳轮（19）连接，输出轴（1）与第二输出主齿轮（21）连接；第一输出主齿轮（20）和第二输出主齿轮（21）同时与输出从齿轮（22）啮合，将动力输出；单排行星齿轮机构（XP）的太阳轮（19）与中间轴（5）连接，行星架（18）与第一输出主齿轮（20）连接；高低速同步器（15）控制单排行星齿轮机构（XP）的低速、高速挡的变化，当高低速同步器（15）与壳体接合齿（17）接合时，实现低速挡；当高低速同步器（15）与太阳轮接合齿（14）接合时，实现高速挡。

Description

半组合式齿轮变速器 技术领域
本发明涉及变速器技术领域，具体地说是涉及由平行轴式齿轮变速机构与单排行星齿轮机构组成的半组合式齿轮变速器。
背景技术
汽车变速器是汽车传动系统的必要装置，变速器体积的大小，会直接影响到汽车总体布置，变速器邻比值(指相邻两个档位的传动比的比值，例如：二三档邻比值＝二档传动比/三档传动比)是否合理会影响到汽车的动力性、经济性。
目前变速器的齿轮变速机构主要有平行轴式、行星齿轮式及组合式。采用平行轴式齿轮变速机构的变速器，其体积大、轴向尺寸长，影响发动机及变速器的布置，特别是发动机横置前轮驱动的汽车，不利于多档化。采用行星齿轮式齿轮变速机构的变速器，虽然体积及轴向尺寸控制较理想，但部分邻比值不合理甚至极不合理。采用组合式齿轮变速机构的变速器虽然齿轮数量少，体积小，但档位间邻比值相同，特别是低速档位的邻比值过小。
发明内容
本发明要解决的技术问题是，提供一种全新布置的半组合式齿轮变速器，使得变速器零件数量较少，结构更为紧凑，减小了变速器的轴向尺寸，并且具有理想的邻比值，克服了现有变速器特别是六速以上的多档变速器的不足。
本发明解决其技术问题所采用的技术方案是：半组合式齿轮变速器，包括平行轴式齿轮变速机构与单排行星齿轮机构，所述平行轴式齿轮变速机构包括：一条输入轴、一条输出轴、一条中间轴、一条倒档轴；所述输入轴上设有二个或以上的主动齿轮，所述输入轴还设有接合套或同步器；所述中间轴、输出轴上安装有从动齿轮和离合器；中间轴与单排行星齿轮机构的太阳轮连接，输出轴与第二输出主齿轮连接；第一输出主齿轮和第二输出主齿轮同时与输出从齿轮啮合，将动力输出；单排行星齿轮机构的太阳轮与中间轴连接，行星架与第一输出主齿轮连接；高低速同步器控制单排行星齿轮机构的低速、高速档的变化，当高低速同步器与壳体接合齿接合时，实现低速档；当高低速同步器与太阳轮接合齿接合时，实现高速档。
太阳轮接合齿可由行星架接合齿替代。
倒档轴上设有第一倒档齿轮、第二倒档齿轮及倒档接合套，第一倒档齿轮与第二主动齿轮啮合，第二倒档齿轮与第一从动齿轮啮合，第二倒档齿轮空套在倒档轴上，倒档接合 套控制第二倒档齿轮与倒档轴的接合与分离，倒档的动力传递由第二主动齿轮经第一倒档齿轮、倒档轴、倒档接合套、第二倒档齿轮、第一从动齿轮到中间轴。
第一同步器、倒档从动齿轮安装在中间轴上、倒档中间惰轮安装在倒档轴上，第二同步器安装在输出轴上，倒档中间惰轮分别与半档主动齿轮及倒档从动齿轮啮合，倒档的动力传递通过倒档主动齿轮经倒档中间惰轮、倒档从动齿轮到中间轴。
离合器可以部分或全部换成同步器或接合套，同步器可以部分或全部换成接合套。
输入轴上的主动齿轮分别与输出轴及中间轴的从动齿轮啮合，形成齿轮对组，平行轴式齿轮变速机构的齿轮对组数量有二个及二个以上；变速器不同齿轮对组之间的位置可以互换。
半组合式齿轮变速器的档位数由平行轴式齿轮变速机构决定，而平行轴式齿轮变速机构的档位数量又由齿轮对组数量决定，增加一个齿轮对组则增加三个前进档；增加一个半档齿轮则增加一个前进档，即：当平行轴式齿轮变速机构有n(n为偶数)个前进档时，半组合式齿轮变速器可以实现n/2+n个前进档，其中通过第一输出主齿轮输出n个前进档，第二输出主齿轮输出n/2个前进档。当平行轴式齿轮变速机构有n(n为奇数)个前进档时，半组合式齿轮变速器可以实现(n-1)/2+n个前进档，其中通过第一输出主齿轮输出n-1个前进档，第二输出主齿轮输出(n+1)/2个前进档。
输入轴上的部分主动齿轮仅与中间轴或输出轴上一个从动齿轮啮合。
以此推算：
当平行轴式齿轮变速机构有四个前进档时，半组合式齿轮变速器可以实现六个前进档，其中通过第一输出主齿轮输出四个前进档，第二输出主齿轮输出二个前进档。
当平行轴式齿轮变速机构有五个前进档时，半组合式齿轮变速器可以实现七个前进档，其中通过第一输出主齿轮输出四个前进档，第二输出主齿轮输出三个前进档。
当平行轴式齿轮变速机构有六个前进档时，半组合式齿轮变速器可以实现九个前进档，其中通过第一输出主齿轮输出六个前进档，第二输出主齿轮输出三个前进档。
当平行轴式齿轮变速机构有七个前进档时，半组合式齿轮变速器可以实现十个前进档，其中通过第一输出主齿轮输出六个前进档，第二输出主齿轮输出四个前进档。
当平行轴式齿轮变速机构有八个前进档时，半组合式齿轮变速器可以实现十二个前进档，其中通过第一输出主齿轮输出八个前进档，第二输出主齿轮输出四个前进档。
当平行轴式齿轮变速机构有九个前进档时，半组合式齿轮变速器可以实现十三个前进档，其中通过第一输出主齿轮输出八个前进档，第二输出主齿轮输出五个前进档。
与现有技术相比，本发明的有益效果是：
半组合式齿轮变速器大部分档位的实现由组合式变速器实现，集合了平行轴式齿轮变速机构、行星齿轮变速机构及组合式齿轮变速机构的优点，实现变速器的零件数量较少，使得结构更为紧凑，从而减小了变速器的体积尺寸，特别是轴向尺寸大大减少，有利于汽车发动机变速器的灵活布置，特别是横置发动机的布置形式。同时以该发明设计的半组合式齿轮变速器具有理想的邻比值。
附图说明
图1为本发明的半组合式齿轮变速器第一实施例(六速变速器)传动机构示意图。
图2为本发明的半组合式齿轮变速器第二实施例(七速变速器)传动机构示意图。
图3为本发明的半组合式齿轮变速器第三实施例(七速变速器)传动机构示意图。
图4为本发明的半组合式齿轮变速器第四实施例(九速变速器)传动机构示意图。
图5为本发明的半组合式齿轮变速器第五实施例(十速变速器)传动机构示意图。
图6为本发明的半组合式齿轮变速器第六实施例(十二速变速器)传动机构示意图。
图7为本发明的半组合式齿轮变速器第七实施例(十二速变速器)传动机构示意图。
图8为本发明的半组合式齿轮变速器齿轮对组设置变化示意图。
图9为本发明的单排行星齿轮机构的变化示意图。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本发明，而不能理解为对本发明的限制。
本发明是将平行轴式齿轮变速机构与单排行星齿轮机构组合而成的半组合式齿轮变速器。
下面，结合说明书附图和具体实施例，对本发明的技术方案作进一步的说明：
第一实施例(六速变速器)
如图1所示，本实施例的变速器由四前速的平行轴式齿轮变速机构PT与单排行星齿轮机构XP组合而成，一共实现六个前进档。
四前速的平行轴式齿轮变速机构PT有四条轴，分别是输入轴3、输出轴1、中间轴5及倒档轴7。
输入轴3上有第一主动齿轮25、第二主动齿轮4及接合套23，第一主动齿轮25空套在输入轴3上，接合套23控制第一主动齿轮25与输入轴3的动力接合与分离。
中间轴5上有第一从动齿轮13、第三从动齿轮6、第一离合器10、第三离合器9。第一离合器10控制一、四档的动力接合与分离，第三离合器9控制二、六档的动力接合与分离。中间轴5与单排行星齿轮机构XP的太阳轮19连接。
输出轴1上有第二从动齿轮24、第四从动齿轮2、第二离合器26、第四离合器27。第二离合器26控制三档的动力接合与分离，第四离合器27控制五档的动力接合与分离。输出轴1与第二输出主齿轮21连接。
倒档轴7上有第一倒档齿轮8、第二倒档齿轮12及倒档接合套11，第一倒档齿轮8与第二主动齿轮4啮合，第二倒档齿轮12与第一从动齿轮13啮合，第二倒档齿轮12空套在倒档轴7上，倒档接合套11控制第二倒档齿轮12与倒档轴7的接合与分离。
第一主动齿轮25与第一从动齿轮13和第二从动齿轮24同时啮合，组成第一齿轮对组P1，第一齿轮对组P1实现一、三及四档。
第二主动齿轮4与第三从动齿轮6和第四从动齿轮2同时啮合，组成第二齿轮对组P2，第二齿轮对组P2实现二、五及六档。
单排行星齿轮机构XP的太阳轮19与中间轴5连接，行星架18与第一输出主齿轮20连接。高低速同步器15控制单排行星齿轮机构XP的低速、高速档的变化，当高低速同步器15右移与壳体接合齿17接合时，实现低速档；当高低速同步器15左移与太阳轮接合齿14接合时，实现高速档。
第一输出主齿轮20和第二输出主齿轮21同时与输出从齿轮22啮合，将动力输出。
换档操作过程如下：
空档时所有离合器均分离，发动机动力不能输出到输出从齿轮22，动力中断。
在所有前进档位时接合套23、倒档接合套11始终在左侧，使第一主动齿轮25与输入轴3接合，第二倒档齿轮12与倒档轴7分离。
一档时，首先，高低速同步器15右移，然后第一离合器10接合，其余离合器分离，实现一档动力接合。
一档动力经输入轴3、接合套23、第一主动齿轮25、第一从动齿轮13、第一离合器10、中间轴5、太阳轮19、行星架18、第一输出主齿轮20、输出从齿轮22，将一档动力输出。由于高低速同步器15在右侧，此时单排行星齿轮机构XP处于低速档，因此一档传动比很大。
二档时，高低速同步器15依然在右侧，第三离合器9接合，其余离合器分离，实现二档动力接合。
二档动力经输入轴3、第二主动齿轮4、第三从动齿轮6、第三离合器9、中间轴5、太阳轮19、行星架18、第一输出主齿轮20、输出从齿轮22，将二档动力输出。由于高低速同步器15还在右侧，此时单排行星齿轮机构XP依然处于低速档，因此二挡传动比较大。
三档时，第二离合器26接合，其余离合器分离，实现三档动力接合。
三档动力经输入轴3、接合套23、第一主动齿轮25、第二从动齿轮24、第二离合器26、输出轴1、第二输出主齿轮21、输出从齿轮22，将三档动力输出。
四档时，在要进入四挡前，高低速同步器15就提前左移，然后第一离合器10接合，其余离合器分离，实现四档动力接合。
四档动力经输入轴3、接合套23、第一主动齿轮25、第一从动齿轮13、第一离合器10、中间轴5、单排行星齿轮机构XP、第一输出主齿轮20、输出从齿轮22，将四档动力输出，由于高低速同步器15在左侧，此时单排行星齿轮机构XP处于高速档，因此四挡传动比较小。
五档时，第四离合器27接合，其余离合器分离，实现五档动力接合。
五档动力经输入轴3、第二主动齿轮4、第四从动齿轮2、第四离合器27、输出轴1、第二输出主齿轮21、输出从齿轮22，将五档动力输出。
六档时，高低速同步器15依然在左侧，第三离合器9接合，其余离合器分离，实现六档动力接合。
六档动力经输入轴3、第二主动齿轮4、第三从动齿轮6、第三离合器9、中间轴5、单排行星齿轮机构XP、第一输出主齿轮20、输出从齿轮22，将六档动力输出，由于高低速同步器15还在左侧，此时单排行星齿轮机构XP依然处于高速档，因此六档传动比很小。
由此可以看出，通过第一输出主齿轮20输出四个前进档，第二输出主齿轮21输出两个前进档，共获得六个前进档。
倒档时，首先接合套23、倒档接合套11、高低速同步器15均右移，然后第一离合器10接合，其余离合器分离，实现倒档动力接合。
倒档动力经输入轴3、第二主动齿轮4、第一倒档齿轮8、倒档轴7、倒档接合套11、第二倒档齿轮12、第一从动齿轮13、第一离合器10、中间轴5、太阳轮19、行星架18、第一输出主齿轮20、输出从齿轮22，将倒档动力输出。
第二实施例(七速变速器)
如图2所示，在第一实施例的基础上，在输入轴3上增加半档主动齿轮31，在输出轴1增加半档从动齿轮32及半档离合器33，半档主动齿轮31与半档从动齿轮32啮合，组成半档齿轮对组PB1，半档离合器33控制三档的动力接合与分离。
第一齿轮对组P1实现一、四及五档，第二齿轮对组P2实现二、六及七档，半档齿轮对组PB1实现三档。
第三实施例(七速变速器)
如图3所示，在第二实施例的基础上，把倒档齿轮的布置进行改变，取消第一倒档齿轮8、倒档接合套11、第二倒档齿轮12、接合套23，同时取消半档离合器33，增加倒档从动齿轮73、倒档中间惰轮72、第一同步器71、第二同步器74。
第一同步器71、倒档从动齿轮73安装在中间轴5上、倒档中间惰轮72安装在倒档轴7上，第二同步器74安装在输出轴1上。倒档中间惰轮72分别与半档主动齿轮31及倒档从动齿轮73啮合。
第一同步器71控制第一从动齿轮13及倒档从动齿轮73与第一离合器10的连接，第二同步器74控制半档从动齿轮32及第二从动齿轮24与第二离合器26的连接。
倒档、三档共用半档主动齿轮31，倒档与一档共用第一同步器71。倒档动力经输入轴3、半档主动齿轮31、倒档中间惰轮72、倒档从动齿轮73到中间轴5。
第四实施例(九速变速器)
如图4所示，在第一实施例的基础上，增加第三齿轮对组P3以及第五离合器44、第六离合器45。第三主动齿轮42、第五从动齿轮43及第六从动齿轮41分别安装在输入轴3、输出轴1、中间轴5。第五离合器44控制三、九档的动力接合与分离，第六离合器45控制八档的动力接合与分离。
第一齿轮对组P1实现一、四及五档，第二齿轮对组P2实现二、六及七档，第三齿轮对组P3实现三、八及九档。
第五实施例(十速变速器)
如图5所示，在第四实施例的基础上在输入轴3上增加半档主动齿轮47，在输出轴1增加半档从动齿轮49及半档离合器48，半档主动齿轮47与半档从动齿轮49啮合，组成半档齿轮对组PB2，半档离合器48控制五档的动力接合与分离。
第一齿轮对组P1实现一、五及六档，第二齿轮对组P2实现二、七及八档，第三齿轮对组P3实现三、九及十档，半档齿轮对组PB2实现四档。
第六实施例(十二速变速器)
如图6所示，在第四实施例的基础上，增加第四齿轮对组P4以及第七离合器52、第八离合器53，第四主动齿轮54、第七从动齿轮51及第八从动齿轮55分别安装在输入轴3、输出轴1、中间轴5。
第七离合器52控制四、十二档的动力接合与分离，第八离合器53控制十一档的动力接合与分离。
第一齿轮对组P1实现一、五及六档，第二齿轮对组P2实现二、七及八档，第三齿轮对组P3实现三、九及十档，第四齿轮对组P4实现四、十一及十二档。
第七实施例(十二速变速器)
如图7所示，在第六实施例的基础上，齿轮对组的位置进行变换，同时取消全部离合器，由四个同步器替代，分别是第一同步器82、第二同步器83、第三同步器81、第四同步器84。
第一同步器82控制一、二、六、八档，第二同步器83控制五、七档，第三同步器81控制三、四、十、十二档，第四同步器84控制九、十一档。
以上是为了便于对本发明的理解而列举的部分实施例。
为了使得变速器的传动比更加合理，可以将一个或一个以上的齿轮对组分开，增加主动齿轮数量，使主动齿轮只与中间轴或输出轴上一个从动齿轮啮合，如图8所示，将第一齿轮对组P1进行分拆，第一主动齿轮25只与第一从动齿轮13啮合，第一分开主动齿轮96只与第二从动齿轮24啮合。
单排行星齿轮机构XP的太阳轮接合齿14可由行星架接合齿98替代，如图9所示，当高低速同步器15左移与行星架接合齿98接合时，实现单排行星齿轮机构高速档。
倒档的设置可以由第二主动齿轮经第一倒档齿轮、倒档轴、倒档接合套、第二倒档齿轮、第一从动齿轮到中间轴,如实施例一，也可以通过倒档主动齿轮经倒档中间惰轮、倒档从动齿轮到中间轴，如实施例三。
变速器不同齿轮对组之间的位置可以互换，如实施例六。
离合器可以部分或全部换成同步器或接合套，同步器可以部分或全部换成接合套，如实施例三、七。
半组合式齿轮变速器的档位数由平行轴式齿轮变速机构决定，而平行轴式齿轮变速机构的档位数量又由齿轮对组数量决定，增加一个齿轮对组则增加三个前进档；增加一个半档齿轮则增加一个前进档。关系如下：
当平行轴式齿轮变速机构有n(n为偶数)个前进档时，半组合式齿轮变速器可以实现 n/2+n个前进档，其中通过第一输出主齿轮输出n个前进档，第二输出主齿轮输出n/2个前进档。
当平行轴式齿轮变速机构有n(n为奇数)个前进档时，半组合式齿轮变速器可以实现(n-1)/2+n个前进档，其中通过第一输出主齿轮输出n-1个前进档，第二输出主齿轮输出(n+1)/2个前进档。
以此推算：
当平行轴式齿轮变速机构有四个前进档时，半组合式齿轮变速器可以实现六个前进档，其中通过第一输出主齿轮输出四个前进档，第二输出主齿轮输出二个前进档，如实施例一。
当平行轴式齿轮变速机构有五个前进档时，半组合式齿轮变速器可以实现七个前进档，其中通过第一输出主齿轮输出四个前进档，第二输出主齿轮输出三个前进档，如实施例二及实施例三。
当平行轴式齿轮变速机构有六个前进档时，半组合式齿轮变速器可以实现九个前进档，其中通过第一输出主齿轮输出六个前进档，第二输出主齿轮输出三个前进档，如实施例四。
当平行轴式齿轮变速机构有七个前进档时，半组合式齿轮变速器可以实现十个前进档，其中通过第一输出主齿轮输出六个前进档，第二输出主齿轮输出四个前进档，如实施例五。
当平行轴式齿轮变速机构有八个前进档时，半组合式齿轮变速器可以实现十二个前进档，其中通过第一输出主齿轮输出八个前进档，第二输出主齿轮输出四个前进档，如实施例六及实施例七。
当平行轴式齿轮变速机构有九个前进档时，半组合式齿轮变速器可以实现十三个前进档，其中通过第一输出主齿轮输出八个前进档，第二输出主齿轮输出五个前进档。
以此类推，可以获得更多档位的变速器。
以上公开仅为本发明的具体实施例，并不构成对本发明保护范围的限制，对于本发明所属技术领域的普通技术人员来说，在不脱离本发明的整体构思前提下，依据本发明技术方案所作的无需经过创造性劳动的变化和替换，都应落在本发明的保护范围之内。

Claims (8)

  1. 半组合式齿轮变速器，其特征在于：包括平行轴式齿轮变速机构与单排行星齿轮机构，所述平行轴式齿轮变速机构包括：一条输入轴、一条输出轴、一条中间轴、一条倒档轴；所述输入轴上设有二个或以上的主动齿轮，所述输入轴还设有接合套或同步器；所述中间轴、输出轴上安装有从动齿轮和离合器；中间轴与单排行星齿轮机构的太阳轮连接，输出轴与第二输出主齿轮连接；第一输出主齿轮和第二输出主齿轮同时与输出从齿轮啮合，将动力输出；单排行星齿轮机构的太阳轮与中间轴连接，行星架与第一输出主齿轮连接；高低速同步器控制单排行星齿轮机构的低速、高速档的变化，当高低速同步器与壳体接合齿接合时，实现低速档；当高低速同步器与太阳轮接合齿接合时，实现高速档。
  2. 根据权利要求1所述的半组合式齿轮变速器，其特征在于：太阳轮接合齿可由行星架接合齿替代。
  3. 根据权利要求2所述的半组合式齿轮变速器，其特征在于：倒档轴上设有第一倒档齿轮、第二倒档齿轮及倒档接合套，第一倒档齿轮与第二主动齿轮啮合，第二倒档齿轮与第一从动齿轮啮合，第二倒档齿轮空套在倒档轴上，倒档接合套控制第二倒档齿轮与倒档轴的接合与分离，倒档的动力传递由第二主动齿轮经第一倒档齿轮、倒档轴、倒档接合套、第二倒档齿轮、第一从动齿轮到中间轴。
  4. 根据权利要求2所述的半组合式齿轮变速器，其特征在于：第一同步器、倒档从动齿轮安装在中间轴上、倒档中间惰轮安装在倒档轴上，第二同步器安装在输出轴上，倒档中间惰轮分别与半档主动齿轮及倒档从动齿轮啮合，倒档的动力传递通过倒档主动齿轮经倒档中间惰轮、倒档从动齿轮到中间轴。
  5. 根据权利要求3或4所述的半组合式齿轮变速器，其特征在于：离合器可以部分或全部换成同步器或接合套，同步器可以部分或全部换成接合套。
  6. 根据权利要求5所述的半组合式齿轮变速器，其特征在于：输入轴上的主动齿轮分别与输出轴及中间轴的从动齿轮啮合，形成齿轮对组，平行轴式齿轮变速机构的齿轮对组数量有二个及二个以上；变速器不同齿轮对组之间的位置可以互换。
  7. 根据权利要求5所述的半组合式齿轮变速器，其特征在于：半组合式齿轮变速器的档位数由平行轴式齿轮变速机构决定，而平行轴式齿轮变速机构的档位数量又由齿轮对组数量决定，增加一个齿轮对组则增加三个前进档；增加一个半档齿轮则增加一个前进档，即：当平行轴式齿轮变速机构有n(n为偶数)个前进档时，半组合式齿轮变速器可以实现n/2+n个前进档，其中通过第一输出主齿轮输出n个前进档，第二输出主齿轮输出n/2个前进档。当平行轴式齿轮变速机构有n(n为奇数)个前进档时，半组合式齿轮变速器可以实 现(n-1)/2+n个前进档，其中通过第一输出主齿轮输出n-1个前进档，第二输出主齿轮输出(n+1)/2个前进档。
  8. 根据权利要求7所述的半组合式齿轮变速器，其特征在于：输入轴上的部分主动齿轮仅与中间轴或输出轴上一个从动齿轮啮合。
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