Front-drive automobile transmission

Abstract

The invention discloses a front-drive automobile transmission good in rigidity. The front-drive automobile transmission comprises a high-speed synchronizer assembly, a third-gear and fourth-gear synchronizer assembly, an input shaft, an intermediate shaft, an input shaft sixth-gear gear, an input shaft fifth-gear gear, an input shaft fourth-gear gear, an input shaft third-gear gear, an input shaft second-gear gear, an input shaft first-gear gear, an intermediate shaft sixth-gear gear, an intermediate shaft five-gear gear, an intermediate shaft fourth-gear gear, an intermediate shaft third-gear gear, an intermediate-shaft second-gear gear, a low-speed synchronizer assembly, a first-gear needle bearing, an intermediate shaft constantly-engaged gear, an intermediate shaft first-gear gear assembled on the first-gear needle bearing, a differential mechanism shell, a differential mechanism main reduction gear and a differential mechanism planetary gear. The high-speed synchronizer assembly and the third-gear and fourth-gear synchronizer assembly can both be assembled on the intermediate shaft in a left-right sliding manner. The high-speed synchronizer assembly is located between the intermediate shaft sixth-gear gear and the intermediate shaft fifth-gear gear, and the third-gear and fourth-gear synchronizer assembly is located between the intermediate shaft third-gear gear and the intermediate shaft fourth-gear gear.

Description

[0001] technical field [0002] The invention relates to an automobile transmission, in particular to a front-drive automobile transmission. Background technique [0003] see figure 1 , at present, a kind of front-drive automobile transmission that uses on the market, comprises; The input shaft 1 and the intermediate shaft 23 that are arranged in parallel with fixed distance, the input shaft sixth-speed gear 3 that is assembled on the input shaft 1 from left to right, high-speed synchronizer Component 20, input shaft fifth gear 4, input shaft fourth gear 5, third and fourth gear synchronizer assembly 17, input shaft third gear 6, input shaft second gear 7 and input shaft first gear 8; from left to right Countershaft 6th gear 21, countershaft 5th gear 19, countershaft 4th gear 18, countershaft 3rd gear 16, countershaft 2nd gear 15, low-speed synchronizer assembly 14, first gear assembled on the countershaft 23 The needle roller bearing 12 and the countershaft constant mesh...

AI Technical Summary

Problems solved by technology

[0004] The defect that this front-drive automobile transmission exists is that, since the input shaft 1 and the intermediate shaft 23 are arranged at a fixed distance parallel to each other, the high-speed synchronizer assembly 20 and the third and fourth gear synchronizer assemblies 17 are all assembled on the input shaft 1, and high-speed synchronization The synchronizer assembly 20 slides to the left and its synchronizer ring gear combines with the ring gear of the input shaft sixth-speed gear 3, slides rightward and its synchronizer ring gear combines with the ring gear of the input shaft fifth-speed gear 4, and the third and fourth gear synchronizer assemblies 17 Slide to the left and its synchronizer ring gear is combined with the ring gear of the input shaft fourth gear 5, and slide right and its synchronizer ring gear is combined with the input shaft third gear gear 6 ring gear

And the increase of the synchronous capacity of high-speed synchronizer assembly 20 and third and fourth gear synchronizer assembly 17 then their radial dimensions increase

Therefore, in order to prevent the high-speed synchronizer assembly 20 and the third and fourth gear synchronizer assemblies 17 from increasing their radial dimensions with the increase of the synchronizing capacity, interference, friction, and damage to the outer circumference of the journal corresponding to the intermediate shaft 23 will occur. , the journal size of the journal corresponding to the intermediate shaft 23 is designed to be smaller, so that the stiffness of the intermediate shaft 23 in the journal is relatively poor, and the overall rigidity of the intermediate shaft 23 is poor, easy to deform, and has a low service life , and make the service life of the whole transmission lower

At the same time, when the intermediate shaft 23 and the input shaft 1 mesh with each other, it is easy to generate noise, especially the meshing misalignment of the intermediate shaft constant meshing gear 10 increases, which reduces the NVH performance of the meshing gear and the reliability of the gear on the one hand, and limits the Development of transmission miniaturization

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