9-gear twin-countershaft helical gear lock pin synchronizer transmission

Abstract

The invention discloses a 9-gear twin-countershaft helical gear lock pin synchronizer transmission. Double countershafts and a large center distance are adopted by a main transmission part; all first, second, third and fourth speed gears, a climbing gear and a reverse gear take the shape of a helical gear; the front and rear ends of a main shaft are provided with a main shaft front positioning mechanism and a main shaft rear positioning mechanism respectively; a double cone lock pin synchronizer is arranged between the first and second speed gears; a single cone lock ring synchronizer is arranged between the third and fourth speed gears; the reverse gear and the climbing gear are connected with a sliding gear sleeve; a secondary transmission part is provided with a planetary gear train and a widened double cone lock ring synchronizer; and the main shaft is connected with a sun gear in the secondary transmission part through a spline transition sleeve. According to the 9-gear twin countershaft helical gear lock pin synchronizer transmission, full synchronizer gear shift is realized from the first to fourth speed gears, and meanwhile, the widths of the reverse gear, the climbing gear and the first gear are correspondingly increased, so that the service life at a low-gear zone during heavy load is prolonged, the gear shift performance of a high-gear zone is improved, and the working reliability of the transmission is also improved; and the 9-gear twin countershaft helical gear lock pin synchronizer transmission has the advantages of labor saving in operation, stable gear shift transmission, low noise and long service life.

Description

technical field [0001] The invention relates to a 9-speed double intermediate shaft helical lock pin type synchronizer gearbox, which belongs to the technical field of automobiles. Background technique [0002] At present, the main gearbox of the heavy-duty truck gearbox is mainly based on the structure of double countershafts. When the gear is changed, since the meshing linear speed of the main shaft gear and the sliding gear sleeve to be meshed is not equal, the impact is relatively large during meshing, and the joint teeth of the main shaft gear and the sliding gear sleeve are seriously worn at an early stage. Sliding gear sleeve shifting has high requirements on the driver's operation, and a large shifting force is required when shifting gears, and the shifting needs to be completed quickly and correctly in a short time, which is easy to cause driver fatigue. Auxiliary gearboxes generally use short-stroke single-cone lock-ring synchronizers to shift gears, and the synch...

AI Technical Summary

Problems solved by technology

[0002] At present, the main gearbox of the heavy-duty truck gearbox is mainly based on the structure of double countershafts. When shifting gears, since the meshing line speeds of the main shaft gear to be meshed and the sliding gear sleeve are not equal, the impact is relatively large during meshing, and the joint teeth of the main shaft gear and the sliding gear sleeve are severely worn at an early stage

Sliding gear sleeve shifting has high requirements on the driver's operation, and a large shifting force is required when shifting gears, and the shifting needs to be completed quickly and correctly in a short time, which is easy to cause driver fatigue

Auxiliary gearboxes generally use short-stroke single-cone lock-ring synchronizers to shift gears, and the synchronization capacity is small. It is easy to cause early damage when used in heavy-duty gearboxes for engineering vehicles.

Images