CN104295677A - Automatic two-stage drive-by-wire multiple-gear transmission - Google Patents
Automatic two-stage drive-by-wire multiple-gear transmission Download PDFInfo
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- CN104295677A CN104295677A CN201410468564.8A CN201410468564A CN104295677A CN 104295677 A CN104295677 A CN 104295677A CN 201410468564 A CN201410468564 A CN 201410468564A CN 104295677 A CN104295677 A CN 104295677A
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- magnetic clutch
- main shaft
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- transmission
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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
- F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
- F16H55/02—Toothed members; Worms
- F16H55/17—Toothed wheels
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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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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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
- F16H2700/00—Transmission housings and mounting of transmission components therein; Cooling; Lubrication; Flexible suspensions, e.g. floating frames
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses an automatic two-stage drive-by-wire multiple-gear transmission. A primary inner gear ring is constantly meshed with a first high-speed gear and a second high-speed gear along the peripheral inner sides of the gears. A secondary fly wheel inner gear ring is constantly meshed with a third high-speed gear, a fourth high-speed gear, a fifth high-speed gear and a sixth high-speed gear along the peripheral inner sides of the gears. A secondary fly wheel central gear is constantly meshed with a seventh high-speed gear. The high-speed gears are respectively connected with the driven ends of electromagnetic clutches, and the driving ends of the electromagnetic clutches are respectively connected with driving gears. The driving gears are respectively meshed with driven gears. Separation and connection of the electromagnetic clutches are respectively controlled by an electrical control unit, and drive control of forward gears and reverse gears is achieved. The automatic two-stage drive-by-wire multiple-gear transmission has multiple gears, is compact in structure and free of mechanical or hydraulic gear-shifting parts and adopts drive-by-wire power gear shifting.
Description
Technical field
The present invention relates to a kind of automatic transmission, more precisely a kind of twin-stage line traffic control multi-speed automatic transmission.
Background technique
Automatic transmission is widely used in the various vehicles such as automobile, electric vehicle, engineering machinery.Existing automatic transmission mainly contains hydraulic mechanical type automatic transmission (AT), metal band type CVT (continuously variable transmission) (CVT), automatic mechanical transmission (AMT), double-clutch automatic transmission (DCT) four major types.
AT is primarily of fluid torque converter and planetary pinion and hydraulic control unit composition, it is the automatic transmission of extensive use both at home and abroad at present, automatically the change of running resistance can be adapted to, shift process does not interrupt power, more steady when starting to walk and accelerate, but there is the shortcomings such as complex structure, transmission efficiency is low, manufacturing process is complicated simultaneously.
CVT forms primarily of driven wheel, driving belt and hydraulic system, realize stepless change by friction mode transferring power, have that volume is little, structure is simple, infinite variable speed advantage, but it relies on the friction driving of driving belt, the shortcomings such as existence cannot be transmitted high-power, and requirement on machining accuracy is high.
AMT is equipped with electronic control operating mechanism on the basis of manual transmission and dry clutch, shift control mechanism, clutch is controlled by ECU (Electrical Control Unit), realize self shifter, have that cost is low, the advantage of reliable operation, but AMT is non-power gear shifting, shift process is separated by solenoidoperated cluthes and produces power interruption, and shift quality is poor.
DCT develops on the basis of AMT technology, built-in two clutches automatically controlled, by electronic control and hydraulic drive, the running of two clutches can be controlled simultaneously, the shortcoming of power interruption during overcoming AMT gearshift, but the actuator of DCT comprise be made up of oil hydraulic pump, hydrovalve and accumulator oil feeding mechanism, by hydraulic pressure or motor-driven gear shifting actuating mechanism, by hydraulic pressure or motor-driven clutch operation.These hydraulic controls make speed changer complicated integral structure, cost high.
Along with the extensive use of the progressively ripe and automobile network communication technology of automotive electronic technology, automatic control technology, X-by-wire on Automobile has become the development trend in automobile future; Automobile line traffic control (X-By-Wire) technology replaces machinery and hydraulic system with electric wire and electronic controller exactly, the control action of driver is become electrical signal through sensor, be input to ECU (Electrical Control Unit), produce control signal by ECU (Electrical Control Unit) and drive actuator to carry out action required.X-by-wire on Automobile can reduce the complexity of parts, reduces hydraulic pressure and mechanical transmission, reduces manufacture cost, and electric wire moves towards the flexibility of layout simultaneously, expands the free space of Automobile Design.
Summary of the invention
The object of the invention is to the deficiency overcoming existing various automatic transmission technology, provide one to realize power gear shifting, there is again the novel two stage line traffic control multi-speed automatic transmission that structure is simple, reliability is high, cost is low; It utilizes the gearshift of multiple independent magnetic clutch controlled variator of arranging.
Technological scheme of the present invention is as follows:
A kind of twin-stage line traffic control multi-speed automatic transmission, comprises transmission input shaft, flywheel, one-level transmission countershaft, secondary flywheel, transmission output shaft, housing, ECU (Electrical Control Unit); One end of described flywheel is connected with one end of transmission input shaft; Described one-level transmission countershaft has been fixedly connected sequentially the first driven gear, the second driven gear, one end away from flywheel of described one-level transmission countershaft is fixedly attached to one end of secondary flywheel; Described transmission output shaft has been fixedly connected sequentially the 7th driven gear, the 6th driven gear, the 5th driven gear, the 4th driven gear and the 3rd driven gear;
The other end of described flywheel is provided with one-level ring gear; Described one-level ring gear often engaged with the first high gear and the second high gear to the inside along its gear week;
Described first high gear, the second high gear are connected with the Partner of the first magnetic clutch, the Partner of the second magnetic clutch respectively, the drive end of described first magnetic clutch, the drive end of the second magnetic clutch are connected with the first driving gear, the second driving gear respectively, and described first driving gear, the second driving gear often engage with the first driven gear, the second driven gear respectively;
The other end of described secondary flywheel is provided with secondary flywheel ring gear and secondary flywheel central authorities gear; Described secondary flywheel ring gear is positioned at the outside of secondary flywheel central authorities gear;
Described secondary flywheel ring gear often engaged with third high speed gear, the 4th high gear, the 5th high gear and the 6th high gear to the inside successively along gear week; Described secondary flywheel central authorities gear often engages with the 7th high gear;
Described third high speed gear, the 4th high gear, the 5th high gear, the 6th high gear, the 7th high gear are connected with the Partner of the 3rd magnetic clutch, the Partner of the 4th magnetic clutch, the Partner of the 5th magnetic clutch, the Partner of the 6th magnetic clutch, the Partner of the 7th magnetic clutch respectively; The drive end of the drive end of described 3rd magnetic clutch, the drive end of the 4th magnetic clutch, the 5th magnetic clutch, the drive end of the 6th magnetic clutch, the drive end of the 7th magnetic clutch are connected with the 3rd driving gear, the 4th driving gear, the 5th driving gear, the 6th driving gear, the 7th driving gear respectively by the 3rd main shaft, four main, the 5th main shaft, the 6th main shaft, the 7th main shaft; Described 3rd driving gear, the 4th driving gear, the 5th driving gear, the 6th driving gear, the 7th driving gear often engage with the 3rd driven gear, the 4th driven gear, the 5th driven gear, the 6th driven gear, the 7th driven gear respectively;
Described housing is installed with the first magnetic clutch brush, second magnetic clutch brush, 3rd magnetic clutch brush, 4th magnetic clutch brush, 5th magnetic clutch brush, 6th magnetic clutch brush, 7th magnetic clutch brush, described first magnetic clutch brush, second magnetic clutch brush, 3rd magnetic clutch brush, 4th magnetic clutch brush, 5th magnetic clutch brush, 6th magnetic clutch brush, 7th magnetic clutch brush respectively with the first magnetic clutch slip ring, second magnetic clutch slip ring, 3rd magnetic clutch slip ring, 4th magnetic clutch slip ring, 5th magnetic clutch slip ring, 6th magnetic clutch slip ring, 7th magnetic clutch slip ring keeps sliding contact, described first magnetic clutch brush, second magnetic clutch brush, 3rd magnetic clutch brush, 4th magnetic clutch brush, 5th magnetic clutch brush, 6th magnetic clutch brush, each tenminal block of the 7th magnetic clutch brush is sub respectively by the first control output end of wire and ECU (Electrical Control Unit), second control output end, 3rd control output end, 4th control output end, 5th control output end, 6th control output end, 7th control output end is connected,
Described first main shaft, the second main shaft are distributed in the periphery of one-level transmission countershaft, and the axis of the axis of the first main shaft, the second main shaft and the axis of one-level transmission countershaft parallel to each other; Described 3rd main shaft, four main, the 5th main shaft, the 6th main shaft, the 7th main shaft are distributed in the periphery of transmission output shaft, and the axis of the axis of the axis of the axis of the axis of the 3rd main shaft, four main, the 5th main shaft, the 6th main shaft, the axis of the 7th main shaft and transmission output shaft is parallel to each other;
The number of teeth of described first high gear, the number of teeth of the second high gear are 0.3 ~ 0.7 times of the number of teeth of one-level ring gear respectively, therefore one-level ring gear and the first high gear and the second high gear are that speedup subtracts and turns round transmission, this speedup subtracts turns round 0.3 ~ 0.7 times that moment of torsion that the kind of drive makes magnetic clutch to bear is transmission input shaft output torque, magnetic clutch size is reduced, and reduces the power consumption of magnetic clutch; The number of teeth of described third high speed gear, the number of teeth of the 4th high gear, the number of teeth of the 5th high gear, the number of teeth of the 6th high gear are 0.3 ~ 0.7 times of the number of teeth of secondary flywheel ring gear respectively, and therefore secondary flywheel ring gear and third high fast gear, the 4th high gear, the 5th high gear and the 6th high gear are that speedup subtracts and turns round transmission; The number of teeth of described 7th high gear is the gear ratio of secondary flywheel central authorities gear is 0.3 ~ 0.7 times, and therefore secondary flywheel central authorities' gear and the 7th high gear are that speedup subtracts and turns round transmission.
Twin-stage line traffic control multi-speed automatic transmission of the present invention adopts line traffic control mode, eliminates traditional machinery and hydraulic transmission and gearshift and controls, and completely by the Engage and disengage of ECU (Electrical Control Unit) by polygon control survey magnetic clutch, realizes the line traffic control gearshift of automatic transmission.
Compared with prior art, its advantage is in the present invention:
(1) twin-stage line traffic control multi-speed automatic transmission of the present invention eliminates the main clutch of traditional automatic speed changer for machine, synchronizer and selector fork mechanism, line traffic control (CBW-Control By Wire) mode is adopted to realize gearshift, without the need to the hydraulic pressure oil feeding mechanism of traditional automatic transmission complexity, gear shift mechanism and clutch control mechanism, completely by the Engage and disengage of ECU (Electrical Control Unit) by polygon control survey magnetic clutch, realize the line traffic control gearshift of automatic transmission, simplify the structure, reduce cost, decrease rate of fault simultaneously;
(2) often engaging between each driving gear of twin-stage line traffic control multi-speed automatic transmission of the present invention, without the need to cutting off power in shift process, decreasing shift shock, improve acceleration performance and the driving comfortability of automobile;
(3) the first main shaft of twin-stage line traffic control multi-speed automatic transmission of the present invention, the second main shaft are distributed in the periphery of one-level transmission countershaft, 3rd main shaft, four main, the 5th main shaft, the 6th main shaft, the 7th main shaft are distributed in the periphery of transmission output shaft, spatially adopt and be circular layout, compact structure, has saved the space of gearbox.
Accompanying drawing explanation
Fig. 1 is that one of embodiment of the present invention twin-stage line traffic control many gears automatic speed changer for machine keeps off, two gears and first reverse gear, the second structural representation reversed gear.
Fig. 2 is I-I cross section structure schematic diagram in Fig. 1 of the embodiment of the present invention.
Fig. 3 is II-II cross section structure schematic diagram in Fig. 1 of the embodiment of the present invention.
Fig. 4 is a gear and the two gear structural representations of embodiment of the present invention twin-stage line traffic control many gears automatic speed changer for machine.
Fig. 5 is three gears of embodiment of the present invention twin-stage line traffic control many gears automatic speed changer for machine and the structural representation of four gears.
Fig. 6 is five gears of embodiment of the present invention twin-stage line traffic control many gears automatic speed changer for machine and the structural representation of six gears.
Fig. 7 is seven gears of embodiment of the present invention twin-stage line traffic control many gears automatic speed changer for machine and the structural representation of eight gears.
Fig. 8 is that first of embodiment of the present invention twin-stage line traffic control many gears automatic speed changer for machine reverses gear and the second structural representation reversed gear.
In figure:, 1. transmission input shaft, 2. housing, 24. one-level transmission countershafts, 25. transmission output shafts, 3. flywheel, 31. one-level ring gears, 41. first magnetic clutchs, 411. first magnetic clutch slip rings, 412. first magnetic clutch brushes, 42. second magnetic clutchs, 421. second magnetic clutch slip rings, 422. second magnetic clutch brushes, 43. the 3rd magnetic clutchs, 431. the 3rd magnetic clutch slip rings, 432. the 3rd magnetic clutch brushes, 44. the 4th magnetic clutchs, 441. the 4th magnetic clutch slip rings, 442. the 4th magnetic clutch brushes, 45. the 5th magnetic clutchs, 451. the 5th magnetic clutch slip rings, 452. the 5th magnetic clutch brushes, 46. the 6th magnetic clutchs, 461. the 6th magnetic clutch slip rings, 462. the 6th magnetic clutch brushes, 47. the 7th magnetic clutchs, 471. the 7th magnetic clutch slip rings, 472. the 7th magnetic clutch brushes, 4Z1. first main shaft, 4Z2. second main shaft, 4Z3. the 3rd main shaft, 4Z4. four main, 4Z5. the 5th main shaft, 4Z6. the 6th main shaft, 4Z7. the 7th main shaft, 51. first high gears, 52. second high gears, 53. third high speed gears, 54., 4th high gear, 55. the 5th high gears, 56. the 6th high gears, 57. the 7th high gears, 61. first driving gears, 62. second driving gears, 63. the 3rd driving gears, 64. the 4th driving gears, 65. the 5th driving gears, 66. the 6th driving gears, 67. the 7th driving gears, 71. first driven gears, 72. second driven gears, 73. the 3rd driven gears, 74. the 4th driven gears, 75. the 5th driven gears, 76. the 6th driven gears, 77. the 7th driven gears, 80. secondary flywheels, 81. secondary flywheel ring gears, 82. secondary flywheel central authorities gears, 100. ECU (Electrical Control Unit), 100a. first control output end, 100b. second control output end, 100c. the 3rd control output end, 100d. the 4th control output end, 100e. the 5th control output end, 100f. the 6th control output end, 100g. the 7th control output end.
Embodiment
Below in conjunction with the accompanying drawing in the embodiment of the present invention, be described in detail technological scheme in the embodiment of the present invention, obviously, described embodiment is only the present invention's part embodiment, instead of whole embodiments; Based on the embodiment in the present invention, those of ordinary skill in the art belong to the scope of protection of the invention not making the every other embodiment obtained under creative work prerequisite.
As shown in Figures 1 to 8, twin-stage line traffic control multi-speed automatic transmission of the present invention comprises transmission input shaft 1, flywheel 3, one-level transmission countershaft 24, secondary flywheel 80, transmission output shaft 25, housing 2, ECU (Electrical Control Unit) 100; One end of flywheel 3 is connected with one end of transmission input shaft 1; One-level transmission countershaft 24 has been fixedly connected sequentially the first driven gear 71, second driven gear 72, one end away from flywheel 3 of one-level transmission countershaft 24 is fixedly attached to one end of secondary flywheel 80; Transmission output shaft 25 has been fixedly connected sequentially the 7th driven gear 77, the 6th driven gear 76, the 5th driven gear 75, the 4th driven gear 74 and the 3rd driven gear 73.
The other end of flywheel 3 is provided with one-level ring gear 31; One-level ring gear 31 often engaged with the first high gear 51 and the second high gear 52 to the inside along its gear week.
First high gear 51, second high gear 52 is connected with the Partner of the first magnetic clutch 41, the Partner of the second magnetic clutch 42 respectively; The drive end of the first magnetic clutch 41, the drive end of the second magnetic clutch 42 are connected with the first driving gear 61, second driving gear 62 respectively, and the first driving gear 61, second driving gear 62 often engages with the first driven gear 71, second driven gear 72 respectively.
The other end of secondary flywheel 80 is provided with secondary flywheel ring gear 81 and secondary flywheel central authorities gear 82; Secondary flywheel ring gear 81 is positioned at the outside of secondary flywheel central authorities gear 82.
Secondary flywheel ring gear 81 often engaged with third high speed gear 53, the 4th high gear 54, the 5th high gear 55 and the 6th high gear 56 to the inside successively along gear week; Secondary flywheel central authorities gear 82 often engages with the 7th high gear 57.
Third high speed gear 53, the 4th high gear 54, the 5th high gear 55, the 6th high gear 56, the 7th high gear 57 are connected with the Partner of the 3rd magnetic clutch 43, the Partner of the 4th magnetic clutch 44, the Partner of the 5th magnetic clutch 45, the Partner of the 6th magnetic clutch 46, the Partner of the 7th magnetic clutch 47 respectively; The drive end of the drive end of the 3rd magnetic clutch 43, the drive end of the 4th magnetic clutch 44, the 5th magnetic clutch 45, the drive end of the 6th magnetic clutch 46, the drive end of the 7th magnetic clutch 47 are connected with the 3rd driving gear 63, the 4th driving gear 64, the 5th driving gear 65, the 6th driving gear 66, the 7th driving gear 67 respectively by the 3rd main shaft 4Z3, four main 4Z4, the 5th main shaft 4Z5, the 6th main shaft 4Z6, the 7th main shaft 4Z7; 3rd driving gear 63, the 4th driving gear 64, the 5th driving gear 65, the 6th driving gear 66, the 7th driving gear 67 often engage with the 3rd driven gear 73, the 4th driven gear 74, the 5th driven gear 75, the 6th driven gear 76, the 7th driven gear 77 respectively.
Housing 2 is installed with the first magnetic clutch brush 412, second magnetic clutch brush 422, 3rd magnetic clutch brush 432, 4th magnetic clutch brush 442, 5th magnetic clutch brush 452, 6th magnetic clutch brush 462, 7th magnetic clutch brush 472, first magnetic clutch brush 412, second magnetic clutch brush 422, 3rd magnetic clutch brush 432, 4th magnetic clutch brush 442, 5th magnetic clutch brush 452, 6th magnetic clutch brush 462, 7th magnetic clutch brush 472 respectively with the first magnetic clutch slip ring 411, second magnetic clutch slip ring 421, 3rd magnetic clutch slip ring 431, 4th magnetic clutch slip ring 441, 5th magnetic clutch slip ring 451, 6th magnetic clutch slip ring 461, 7th magnetic clutch slip ring 471 keeps sliding contact, first magnetic clutch brush 412, second magnetic clutch brush 422, 3rd magnetic clutch brush 432, 4th magnetic clutch brush 442, 5th magnetic clutch brush 452, 6th magnetic clutch brush 462, each tenminal block of the 7th magnetic clutch brush 472 is respectively by the first sub-100a in control output end of wire and ECU (Electrical Control Unit) 100, the second sub-100b in control output end, the 3rd sub-100c in control output end, the 4th sub-100d in control output end, the 5th sub-100e in control output end, the 6th sub-100f in control output end, the 7th sub-100g in control output end is connected.
First main shaft 4Z1, the second main shaft 4Z2 are distributed in the periphery of one-level transmission countershaft 24, and the axis of the axis of the first main shaft 4Z1, the second main shaft 4Z2 and the axis of one-level transmission countershaft 24 parallel to each other; 3rd main shaft 4Z3, four main 4Z4, the 5th main shaft 4Z5, the 6th main shaft 4Z6, the 7th main shaft 4Z7 are distributed in the periphery of transmission output shaft 25, and the axis of the axis of the axis of the axis of the axis of the 3rd main shaft 4Z3, four main 4Z4, the 5th main shaft 4Z5, the 6th main shaft 4Z6, the axis of the 7th main shaft 4Z7 and transmission output shaft 25 is parallel to each other.
The number of teeth of the first high gear 51, the number of teeth of the second high gear 52 are 0.4 times of first order ring gear 31 number of teeth respectively, and therefore one-level ring gear 31 and the first high gear 51 and the second high gear 52 turn round transmission for speedup subtracts; The number of teeth of the third high speed number of teeth of gear 53, the number of teeth of the 4th high gear 54, the number of teeth of the 5th high gear 55 and the 6th high gear 56 is 0.33 times of the number of teeth of secondary flywheel ring gear 81 respectively, and therefore secondary flywheel ring gear 81 turns round transmission with third high speed gear 53, the 4th high gear 54, the 5th high gear 55 and the 6th high gear 56 for speedup subtracts; The number of teeth of the 7th high gear 57 is 0.5 times of the number of teeth of secondary flywheel central authorities gear 82, and therefore secondary flywheel central authorities' gear 82 and the 7th high gear 57 turn round transmission for speedup subtracts.
The each forward gear further illustrating the embodiment of the present invention below in conjunction with Fig. 4 to Fig. 8 and the power transmission line reversed gear.
One gear transmission: as shown in Figure 4, ECU (Electrical Control Unit) 100 controls the first magnetic clutch 41 and is energized with the 3rd magnetic clutch 43 and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to the first high gear 51 by one-level ring gear 31, again by the first magnetic clutch 41 of engaging by the engagement of the first driving gear 61 and the first driven gear 71 by transmission of power to secondary flywheel ring gear 81, then the 3rd magnetic clutch 43 by engaging is outputed power by the engagement of the 3rd driving gear 63 and the 3rd driven gear 73, realize a gear transmission.
Two gear transmissions: as shown in Figure 4, ECU (Electrical Control Unit) 100 controls the second magnetic clutch 42 and is energized with the 3rd magnetic clutch 43 and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to the second high gear 52 by one-level ring gear 31, again by the second magnetic clutch 42 of engaging by the engagement of the second driving gear 62 and the second driven gear 72 by transmission of power to secondary flywheel ring gear 81, then the 3rd magnetic clutch 43 by engaging is outputed power by the engagement of the 3rd driving gear 63 and the 3rd driven gear 73, realize two gear transmissions.
Three gear transmissions: as shown in Figure 5, ECU (Electrical Control Unit) 100 controls the first magnetic clutch 41 and is energized with the 4th magnetic clutch 44 and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to the first high gear 51 by one-level ring gear 31, again by the first magnetic clutch 41 of engaging by the engagement of the first driving gear 61 and the first driven gear 71 by transmission of power to secondary flywheel ring gear 81, then the 4th magnetic clutch 44 by engaging is outputed power by the engagement of the 4th driving gear 64 and the 4th driven gear 74, realize three gear transmissions.
Four gear transmissions: as shown in Figure 5, ECU (Electrical Control Unit) 100 controls the second magnetic clutch 42 and is energized with the 4th magnetic clutch 44 and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to the second high gear 52 by one-level ring gear 31, again by the second magnetic clutch 42 of engaging by the engagement of the second driving gear 62 and the second driven gear 72 by transmission of power to secondary flywheel ring gear 81, then the 4th magnetic clutch 44 by engaging is outputed power by the engagement of the 4th driving gear 64 and the 4th driven gear 74, realize four gear transmissions.
Five gear transmissions: as shown in Figure 6, ECU (Electrical Control Unit) 100 controls the first magnetic clutch 41 and is energized with the 5th magnetic clutch 45 and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to the first high gear 51 by one-level ring gear 31, again by the first magnetic clutch 41 of engaging by the engagement of the first driving gear 61 and the first driven gear 71 by transmission of power to secondary flywheel ring gear 81, then the 5th magnetic clutch 45 by engaging is outputed power by the engagement of the 5th driving gear 65 and the 5th driven gear 75, realize five gear transmissions.
Six gear transmissions: as shown in Figure 6, ECU (Electrical Control Unit) 100 controls the second magnetic clutch 42 and is energized with the 5th magnetic clutch 45 and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to the second high gear 52 by one-level ring gear 31, again by the second magnetic clutch 42 of engaging by the engagement of the second driving gear 62 and the second driven gear 72 by transmission of power to secondary flywheel ring gear 81, then the 5th magnetic clutch 45 by engaging is outputed power by the engagement of the 5th driving gear 65 and the 5th driven gear 75, realize six gear transmissions.
Seven gear transmissions: as shown in Figure 7, ECU (Electrical Control Unit) 100 controls the first magnetic clutch 41 and is energized with the 6th magnetic clutch 46 and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to the first high gear 51 by one-level ring gear 31, again by the first magnetic clutch 41 of engaging by the engagement of the first driving gear 61 and the first driven gear 71 by transmission of power to secondary flywheel ring gear 81, then the 6th magnetic clutch 46 by engaging is outputed power by the engagement of the 6th driving gear 66 and the 6th driven gear 76, realize seven gear transmissions.
Eight gear transmissions: as shown in Figure 7, ECU (Electrical Control Unit) 100 controls the second magnetic clutch 42 and is energized with the 6th magnetic clutch 46 and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to the second high gear 52 by one-level ring gear 31, again by the second magnetic clutch 42 of engaging by the engagement of the second driving gear 62 and the second driven gear 72 by transmission of power to secondary flywheel ring gear 81, then the 6th magnetic clutch 46 by engaging is outputed power by the engagement of the 6th driving gear 66 and the 6th driven gear 76, realize eight gear transmissions.
First reverse gear: as shown in Figure 8, ECU (Electrical Control Unit) 100 controls the first magnetic clutch 41 and is energized with the 7th magnetic clutch 47 and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to the first high gear 51 by one-level ring gear 31, again by the first magnetic clutch 41 of engaging by the engagement of the first driving gear 61 and the first driven gear 71 by transmission of power to secondary flywheel central authorities gear 82, then the 7th magnetic clutch 47 by engaging is outputed power by the engagement of the 7th driving gear 67 and the 7th driven gear 77, realize the first reverse gear.
Second reverse gear: as shown in Figure 8, ECU (Electrical Control Unit) 100 controls the second magnetic clutch 42 and engages with the 7th magnetic clutch 47, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to the second high gear 52 by one-level ring gear 31, again by the second magnetic clutch 42 of engaging by the engagement of the second driving gear 62 and the second driven gear 72 by transmission of power to secondary flywheel central authorities gear 82, then the 7th magnetic clutch 47 by engaging is outputed power by the engagement of the 7th driving gear 67 and the 7th driven gear 77, realize the second reverse gear.
By reference to the accompanying drawings embodiments of the present invention are explained in detail above, but the present invention is not limited to above-mentioned mode of execution, in the ken that art those of ordinary skill possesses, various change can also be made under the prerequisite not departing from present inventive concept.
Claims (3)
1. a twin-stage line traffic control multi-speed automatic transmission, comprises transmission input shaft (1), flywheel (3), one-level transmission countershaft (24), secondary flywheel (80), transmission output shaft (25), housing (2), ECU (Electrical Control Unit) (100); One end of described flywheel (3) is connected with one end of transmission input shaft (1); Described one-level transmission countershaft (24) has been fixedly connected sequentially the first driven gear (71), the second driven gear (72), one end away from flywheel (3) of described one-level transmission countershaft (24) is fixedly attached to one end of secondary flywheel (80); Described transmission output shaft (25) has been fixedly connected sequentially the 7th driven gear (77), the 6th driven gear (76), the 5th driven gear (75), the 4th driven gear (74) and the 3rd driven gear (73); It is characterized in that:
The other end of described flywheel (3) is provided with one-level ring gear (31); Described one-level ring gear (31) was often engaged with the first high gear (51) and the second high gear (52) to the inside along its gear week;
Described first high gear (51), second high gear (52) respectively with the Partner of the first magnetic clutch (41), the Partner of the second magnetic clutch (42) connects, the drive end of described first magnetic clutch (41), the drive end of the second magnetic clutch (42) is respectively by the first main shaft (4Z1), second main shaft (4Z2) and the first driving gear (61), second driving gear (62) connects, described first driving gear (61), second driving gear (62) respectively with the first driven gear (71), second driven gear (72) often engages,
The other end of described secondary flywheel (80) is provided with secondary flywheel ring gear (81) and secondary flywheel central authorities' gear (82); Described secondary flywheel ring gear (81) is positioned at the outside of secondary flywheel central authorities' gear (82);
Described secondary flywheel ring gear (81) was often engaged with third high speed gear (53), the 4th high gear (54), the 5th high gear (55) and the 6th high gear (56) to the inside successively along its gear week; Described secondary flywheel central authorities' gear (82) is often engaged with the 7th high gear (57);
Described third high speed gear (53), the 4th high gear (54), the 5th high gear (55), the 6th high gear (56), the 7th high gear (57) are connected with the Partner of the 3rd magnetic clutch (43), the Partner of the 4th magnetic clutch (44), the Partner of the 5th magnetic clutch (45), the Partner of the 6th magnetic clutch (46), the Partner of the 7th magnetic clutch (47) respectively, the drive end of described 3rd magnetic clutch (43), the drive end of the 4th magnetic clutch (44), the drive end of the 5th magnetic clutch (45), the drive end of the 6th magnetic clutch (46), the drive end of the 7th magnetic clutch (47) is respectively by the 3rd main shaft (4Z3), four main (4Z4), 5th main shaft (4Z5), 6th main shaft (4Z6), 7th main shaft (4Z7) and the 3rd driving gear (63), 4th driving gear (64), 5th driving gear (65), 6th driving gear (66), 7th driving gear (67) connects, described 3rd driving gear (63), the 4th driving gear (64), the 5th driving gear (65), the 6th driving gear (66), the 7th driving gear (67) often engage with the 3rd driven gear (73), the 4th driven gear (74), the 5th driven gear (75), the 6th driven gear (76), the 7th driven gear (77) respectively,
Described housing (2) is installed with the first magnetic clutch brush (412), second magnetic clutch brush (422), 3rd magnetic clutch brush (432), 4th magnetic clutch brush (442), 5th magnetic clutch brush (452), 6th magnetic clutch brush (462), 7th magnetic clutch brush (472), described first magnetic clutch brush (412), second magnetic clutch brush (422), 3rd magnetic clutch brush (432), 4th magnetic clutch brush (442), 5th magnetic clutch brush (452), 6th magnetic clutch brush (462), 7th magnetic clutch brush (472) respectively with the first magnetic clutch slip ring (411), second magnetic clutch slip ring (421), 3rd magnetic clutch slip ring (431), 4th magnetic clutch slip ring (441), 5th magnetic clutch slip ring (451), 6th magnetic clutch slip ring (461), 7th magnetic clutch slip ring (471) keeps sliding contact, described first magnetic clutch brush (412), second magnetic clutch brush (422), 3rd magnetic clutch brush (432), 4th magnetic clutch brush (442), 5th magnetic clutch brush (452), 6th magnetic clutch brush (462), each tenminal block of the 7th magnetic clutch brush (472) is respectively by the first control output end (100a) of wire and ECU (Electrical Control Unit) (100), second control output end (100b), 3rd control output end (100c), 4th control output end (100d), 5th control output end (100e), 6th control output end (100f), 7th control output end (100g) is connected.
2. a kind of twin-stage line traffic control multi-speed automatic transmission as claimed in claim 1, it is characterized in that: described first main shaft (4Z1), the second main shaft (4Z2) are distributed in the periphery of one-level transmission countershaft (24), and the axis of the axis of the first main shaft (4Z1), the second main shaft (4Z2) and the axis of one-level transmission countershaft (24) parallel to each other; Described 3rd main shaft (4Z3), four main (4Z4), the 5th main shaft (4Z5), the 6th main shaft (4Z6), the 7th main shaft (4Z7) are distributed in the periphery of transmission output shaft (25), and the axis of the axis of the axis of the axis of the axis of the 3rd main shaft (4Z3), four main (4Z4), the 5th main shaft (4Z5), the 6th main shaft (4Z6), the axis of the 7th main shaft (4Z7) and transmission output shaft (25) is parallel to each other.
3. a kind of twin-stage line traffic control multi-speed automatic transmission as claimed in claim 1, is characterized in that: the number of teeth of described first high gear (51), the number of teeth of the second high gear (52) are 0.3 ~ 0.7 times of the number of teeth of one-level ring gear (31) respectively; The number of teeth of described third high speed gear (53), the number of teeth of the 4th high gear (54), the number of teeth of the 5th high gear (55), the number of teeth of the 6th high gear (56) are 0.3 ~ 0.7 times of the number of teeth of secondary flywheel ring gear (81) respectively; The number of teeth of described 7th high gear (57) is the gear ratio of secondary flywheel central authorities' gear (82) is 0.3 ~ 0.7 times.
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| CN201410468564.8A CN104295677B (en) | 2014-09-15 | 2014-09-15 | Automatic two-stage drive-by-wire multiple-gear transmission |
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| CN201410468564.8A CN104295677B (en) | 2014-09-15 | 2014-09-15 | Automatic two-stage drive-by-wire multiple-gear transmission |
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| CN104295677B CN104295677B (en) | 2017-02-01 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105937586A (en) * | 2015-03-04 | 2016-09-14 | 铃木株式会社 | Multistage transmission device |
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| CN104295677B (en) | 2017-02-01 |
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