CN212564257U - Three-clutch unpowered-interruption speed change mechanism - Google Patents
Three-clutch unpowered-interruption speed change mechanism Download PDFInfo
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- CN212564257U CN212564257U CN202020212456.5U CN202020212456U CN212564257U CN 212564257 U CN212564257 U CN 212564257U CN 202020212456 U CN202020212456 U CN 202020212456U CN 212564257 U CN212564257 U CN 212564257U
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- 230000007246 mechanism Effects 0.000 title claims abstract description 11
- 230000005540 biological transmission Effects 0.000 claims abstract description 34
- 230000009467 reduction Effects 0.000 claims description 6
- 238000000926 separation method Methods 0.000 claims 1
- 239000003638 chemical reducing agent Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
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Classifications
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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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
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Abstract
The invention discloses a three-clutch unpowered interruption speed change mechanism which comprises an input shaft and an output shaft, wherein a friction clutch and a one-way clutch are arranged between the input shaft and the output shaft, and three transmission modes of the input shaft and the output shaft are switched through a gear type clutch. The invention utilizes different characteristics of the friction plate type clutch, the gear type clutch and the one-way clutch to realize high-quality unpowered interrupted gear shifting, and provides a new way for improving the driving comfort of the vehicle, particularly for improving the dynamic property of the whole vehicle and prolonging the cruising ability.
Description
Technical Field
The invention relates to a three-clutch unpowered interrupt two-gear automatic transmission. In particular to a three-clutch unpowered-interruption two-gear automatic transmission used on a pure electric vehicle and a hybrid electric vehicle.
Background
At present, most pure electric passenger vehicles and light logistics vehicles at home and abroad use mechanical reducers with fixed transmission ratios, the transmission mode has simple structure and low cost, but the vehicles need to run on different roads and under different load conditions at any time, the driving motors can often work under the condition of low efficiency due to the fixed speed ratio, the endurance mileage of the vehicles is adversely affected, a small number of pure electric vehicles adopt transmissions, but the popularization is failed due to the defects of power interruption, poor gear shifting quality and the like.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: a three-clutch unpowered interrupt two-gear automatic transmission is provided for various different vehicle types using a fixed transmission ratio mechanical reducer. By utilizing different characteristics of the friction plate type clutch, the gear type clutch and the one-way clutch, high-quality unpowered interrupted gear shifting is realized, and a new way is provided for improving the driving comfort of the vehicle, particularly for improving the dynamic property of the whole vehicle and prolonging the cruising ability of the vehicle.
The technical scheme of the invention is as follows:
a three-clutch unpowered interruption speed change mechanism comprises an input shaft and an output shaft, wherein a friction clutch and a one-way clutch are arranged between the input shaft and the output shaft, and three transmission modes of the input shaft and the output shaft are switched through a gear type clutch.
The transmission gear hub of the gear type clutch is arranged on the output shaft, the gear sleeve is matched with the transmission gear hub, the driven hub of the friction clutch is arranged on one side of the transmission gear hub, the inner ring of the one-way clutch is arranged on one side of the transmission gear hub, the friction clutch is separated when the gear sleeve is positioned in the center, the friction clutch is combined when the gear sleeve moves towards the driven hub of the friction clutch, and the gear sleeve can lock the one-way clutch by moving towards the inner ring of the one-way clutch.
A driven friction plate of the friction clutch and a high-gear driven tooth rotate synchronously, the high-gear driven tooth and a high-gear driving tooth are meshed normally, the high-gear driving tooth is installed on an input shaft, the high-gear driven tooth is sleeved on an output shaft in an idle mode, and the driving friction plate of the friction clutch and the output shaft rotate synchronously.
The inner ring of the one-way clutch is arranged on the output shaft, the outer ring of the one-way clutch is arranged in the low-gear driven teeth and rotates together, and the low-gear driven teeth are normally meshed with the low-gear driving teeth on the input shaft.
The driven hub of the friction clutch is arranged on the side surface of the high-gear driven gear, and a driven friction plate is arranged in the driven hub of the friction clutch.
The inner side of the low-gear driven gear is connected with a reverse gear combination gear.
The main speed reduction driving gear on the output shaft is connected with the differential assembly through the main speed reduction driven gear.
Brief introduction to Shift Process
When the vehicle is driven to be shifted up from the low gear and the high gear shown in the figure 4, the invention does not have a gear-off process any more, so the power interruption is not needed, and only the power interruption is needed as shown in the figure 5: the gear sleeve (8) is moved to the left, the driving friction plate (5) and the driven friction plate (4) are axially pressed, when enough friction torque is generated and the friction clutch is engaged, the one-way clutch (15) is automatically separated, the low-speed gear is automatically disconnected, and therefore high-quality unpowered interruption gear-up can be achieved.
When the vehicle is driven, the gear is lowered from the high gear shown in figure 5 without interrupting the power, the gear sleeve (8) is only required to be moved to the middle position shown in figure 4, the axial pressing on the driving friction plate (5) and the driven friction plate (4) is released, and after the friction torque disappears, the one-way clutch (15) is automatically engaged after the friction clutch is separated, so that the high-quality unpowered interrupted gear-lowering can be realized.
The invention has the advantages of
The invention can increase the climbing capability of the vehicle, improve the endurance mileage of the vehicle, and realize unpowered interruption of high-quality up-down gear during gear shifting, thereby improving the driving comfort of the vehicle, having positive significance on the popularization of new energy automobiles, and being worthy of popularization and application.
Description of the drawings:
fig. 1 shows the external structure of the present invention.
Fig. 2 is a schematic view of the transmission of the present invention.
Fig. 3 is an internal structural view of the present invention.
FIG. 4 is a schematic view of the low position.
FIG. 5 is a schematic view of the high gear position
FIG. 6 is a schematic reverse low position
Detailed Description
A three clutch, unpowered interrupt two speed automatic transmission comprising: the transmission comprises a main speed reduction driving tooth 1, a high-gear driven tooth 2, a friction clutch driven hub 3, a driven friction plate 4, a driving friction plate 5, a belleville spring 6, a belleville spring seat 7, a gear sleeve 8, a transmission gear hub 9, a reverse gear engaging tooth 10, a low-gear driven tooth 11, a one-way clutch inner ring 12, an output shaft 13, an output shaft bearing 14, a one-way clutch (15), an input shaft bearing 16, a low-gear driving tooth 17, an input shaft 18, a high-gear driving tooth 19, a main speed reduction driven tooth 21, a differential assembly 22, a transmission front shell 23, a high-low gear position sensor 24, a transmission rear shell 25 and a gear shifting motor 26, which are respectively shown in the figures 1, 2 and 3.
The clutch comprises three clutches of different types, wherein the first clutch is a friction plate type clutch which is composed of a friction clutch driven hub 3, a driven friction plate 4, a driving friction plate 5, a disc spring 6 and a disc spring seat 7, the friction clutch driven hub 3 is connected and fixed on a high-gear driven tooth 2, the driven friction plate 4 is sleeved in the friction clutch driven hub 3 and can idle or rotate on an output shaft 13 along with the friction clutch driven hub 3 and the high-gear driven tooth 2, and the driving friction plate 5 is sleeved on the output shaft 13 and rotates along with the output shaft 13. The second is a gear type clutch composed of a gear sleeve 8, a transmission gear hub 9 and a reverse gear engaging gear 10, wherein the transmission gear hub 9 is sleeved on the output shaft 13 and rotates along with the output shaft, the gear sleeve 8 is sleeved on the transmission gear hub 9 and rotates along with the transmission gear hub 9 and can move left and right on the transmission gear hub, and the reverse gear engaging gear 10 and the low gear driven gear 11 are connected together; the third is a one-way clutch 15, which is installed between the low-range driven gear 11 and the one-way clutch inner 12.
When the sleeve 8 is in the neutral position (see fig. 4), the gear clutch is in the disengaged state whether the input shaft is rotating in the forward direction or in the reverse direction, and the clutch is also in the disengaged state at this time because neither the driving friction plate 5 nor the driven friction plate 4 of the friction clutch is axially pressed. Only the one-way clutch 15 is engaged and disengaged, depending on the direction of rotation of the input shaft 18, when the input shaft 18 rotates in the forward direction of the vehicle, the one-way clutch is engaged, the transmission is in low gear, and the vehicle can travel forward; when the input shaft 18 rotates in the reverse direction of forward travel of the vehicle, the one-way clutch is disengaged, the input shaft 18 can only freewheel, and the vehicle cannot travel backward or forward.
When the gear sleeve 8 is in the left position (see fig. 5), the driving friction plate 5 and the driven friction plate 4 generate friction torque due to simultaneous axial compression, the clutch is in an engaged state, at this time, if the input shaft 18 rotates in the forward direction of the vehicle, the output shaft 13 rotates synchronously with the driven gear 2 of the high-speed gear, because the transmission ratio of the low-speed gear is large, the rotating speed of the driven gear 11 of the low-speed gear is lower than that of the output shaft 13, the one-way clutch 15 automatically separates due to the overrunning characteristic, at this time, the transmission is in the high-speed gear, and the vehicle can run forwards. In particular, it is to be noted that: at this time, if the input shaft 18 rotates in the opposite direction of the forward direction of the vehicle, the one-way clutch 15 will be engaged when not in the overrunning state, which is equivalent to the transmission being in the high gear and the low gear at the same time, the input shaft 18 will not rotate, and the vehicle can not move forward or backward at this time;
when the sleeve 8 is in the right position (see fig. 6), the gear clutch 15 is engaged and the friction clutch is disengaged, and at this time the forward clutch 15 is inactive and the transmission is in low gear and can either go forward or reverse.
Claims (7)
1. The utility model provides a three separation and reunion unpowered interrupt speed change mechanism, includes input shaft and output shaft, its characterized in that: a friction clutch and a one-way clutch are arranged between the input shaft and the output shaft, and three transmission modes of the input shaft and the output shaft are switched through the gear type clutch.
2. The three-clutch unpowered interrupt speed change mechanism of claim 1, wherein: the transmission gear hub of the gear type clutch is arranged on the output shaft, the gear sleeve is matched with the transmission gear hub, the driven hub of the friction clutch is arranged on one side of the transmission gear hub, the inner ring of the one-way clutch is arranged on one side of the transmission gear hub, the friction clutch is separated when the gear sleeve is positioned in the center, the friction clutch is combined when the gear sleeve moves towards the driven hub of the friction clutch, and the gear sleeve can lock the one-way clutch by moving towards the inner ring of the one-way clutch.
3. The three-clutch unpowered interrupt speed change mechanism of claim 2, wherein: a driven friction plate of the friction clutch and a high-gear driven tooth rotate synchronously, the high-gear driven tooth and a high-gear driving tooth are meshed normally, the high-gear driving tooth is installed on an input shaft, the high-gear driven tooth is sleeved on an output shaft in an idle mode, and the driving friction plate of the friction clutch and the output shaft rotate synchronously.
4. The three-clutch unpowered interrupt speed change mechanism of claim 2, wherein: the inner ring of the one-way clutch is arranged on the output shaft, the outer ring of the one-way clutch is arranged in the low-gear driven teeth and rotates together, and the low-gear driven teeth are normally meshed with the low-gear driving teeth on the input shaft.
5. The three-clutch unpowered interrupt speed change mechanism of claim 3, wherein: the driven hub of the friction clutch is arranged on the side surface of the high-gear driven gear, and a driven friction plate is arranged in the driven hub of the friction clutch.
6. The three-clutch unpowered interrupt speed change mechanism of claim 4, wherein: the inner side of the low-gear driven gear is connected with a reverse gear combination gear.
7. The three-clutch unpowered interrupt speed change mechanism of any one of claims 1-6 wherein: the main speed reduction driving gear on the output shaft is connected with the differential assembly through the main speed reduction driven gear.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020212456.5U CN212564257U (en) | 2020-02-26 | 2020-02-26 | Three-clutch unpowered-interruption speed change mechanism |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020212456.5U CN212564257U (en) | 2020-02-26 | 2020-02-26 | Three-clutch unpowered-interruption speed change mechanism |
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| CN212564257U true CN212564257U (en) | 2021-02-19 |
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| CN202020212456.5U Active CN212564257U (en) | 2020-02-26 | 2020-02-26 | Three-clutch unpowered-interruption speed change mechanism |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111271420A (en) * | 2020-02-26 | 2020-06-12 | 吴有智 | Three-clutch unpowered-interruption speed change mechanism |
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2020
- 2020-02-26 CN CN202020212456.5U patent/CN212564257U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111271420A (en) * | 2020-02-26 | 2020-06-12 | 吴有智 | Three-clutch unpowered-interruption speed change mechanism |
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