A heavy-duty hydro-automatic transmission system with a combination of fixed shaft and planetary transmission

Abstract

This invention relates to the field of vehicle transmission structure technology, and provides a heavy-duty hydraulic automatic transmission system that combines fixed-axis and planetary gear transmission. The system includes a first input shaft, which meshes with the rear end of a hollow output shaft. The front end of the output shaft can be disengaged via a sixth clutch to drive a planetary gear set. This planetary gear set outputs power through the output end of a planet carrier. The planetary gear set has a planetary ring gear meshing with the outer ring of a planetary gear set to drive a second input shaft. The first and second input shafts can be disengaged via multiple clutches to drive a sun gear. This invention achieves a combined transmission of parallel shaft and planetary gear transmission, minimizing the disadvantages of each type while rationally inheriting their advantages. Through a reasonable structural design, the parallel shaft and planetary transmission are combined, allowing the planetary transmission to leverage its large gear ratio advantage in power transmission when the vehicle is starting or in low gear.

Description

Technical Field

[0001] This invention relates to a heavy-duty hydraulic automatic transmission system that combines fixed-axis and planetary transmission, belonging to the technical field of vehicle transmission structure. Background Technology

[0002] Currently, the main type of automatic transmission system on the market is the parallel shaft transmission. Taking Honda as an example, Honda began developing a parallel shaft 4AT in 1996, when the automatic transmission market was dominated by Simpson or Ravina-type 4ATs. Around 2000, Honda developed a 5AT based on the parallel shaft 4AT. At that time, the 5AT had technological advantages over the planetary 4AT, offering a wider transmission range, an extra gear, and better fuel economy. Around 2010, Honda began developing a 6AT based on its parallel shaft 5AT, but this 6AT offered no technological advantage over the Leppelger-type 6AT on the market, being larger and heavier, and less efficient. Later, Honda continued developing the parallel shaft 8AT (8DCT), a continuation of the parallel shaft AT technology, but after that, Honda's research on parallel shaft ATs stagnated. There is a patent for a parallel shaft automatic transmission (9AT) in the prior art. This parallel shaft fixed-axis gear transmission structure uses 6 clutches and 1 engagement sleeve to achieve 9 forward gears and at least one reverse gear, which is the latest form of parallel shaft transmission.

[0003] Currently, planetary gear transmissions are the dominant type of automatic transmission on the market. Taking the automatic transmission independently developed by Guizhou Kaixing Company as an example, this type of transmission uses a compound transmission with four planetary gear sets and mainly has six clutches (five clutches arranged longitudinally), two of which are nested rotary clutches. It can achieve seven forward gears and one reverse gear. Planetary gear transmission remains the mainstream of automatic transmissions. It's worth noting that even a 7AT requires four planetary gear sets, highlighting the complexity of planetary gear transmissions. The more complex the structure, the higher the failure rate; therefore, more planetary gear sets are not necessarily better.

[0004] There is very little literature on hybrid transmission automatic transmissions, and the main focus is on multi-power hybrid transmissions rather than hybrid transmissions with different transmission structures.

[0005] In summary, existing automatic transmission systems, especially heavy-duty hydraulic automatic transmission systems, require the use of excessive clutches and / or planetary gear sets, resulting in significant structural redundancy. Furthermore, the use of coupling sleeves leads to a limited service life. Summary of the Invention

[0006] To solve the above-mentioned technical problems, the present invention provides a heavy-duty hydraulic automatic transmission system that combines fixed-axis and planetary transmission. This heavy-duty hydraulic automatic transmission system can be controlled using only 6 clutches and can achieve successful reverse gear without the participation of the reverse gear engagement sleeve. It makes reasonable use of the two-degree-of-freedom characteristic of the planetary gear mechanism, thereby effectively reducing the number of clutches and / or planetary gear sets used and significantly reducing structural redundancy.

[0007] The present invention is achieved through the following technical solutions.

[0008] The present invention provides a heavy-duty hydraulic automatic transmission system that combines fixed-axis and planetary transmission, including a first input shaft, which is engaged with the rear end of a hollow output shaft. The front end of the output shaft can be disengaged through a sixth clutch to drive a planetary gear set. The planetary gear set outputs power through the output end of the planet carrier. The outer ring of the planetary gear set is engaged with a second input shaft. The first input shaft and the second input shaft can be disengaged through multiple sets of clutches to drive the sun gear.

[0009] The output shaft contains a third input shaft. A sun gear is mounted at the front end of the third input shaft, which meshes with the planetary gear set. The rear end of the third input shaft is connected to the power input.

[0010] The third input shaft drives the output shaft through the meshing of the second and third gears, which are double-linked empty gears.

[0011] A second input shaft can be disengaged and engaged with the planetary gear ring via the sixteenth gear and the fifth clutch.

[0012] The second input shaft is also equipped with a fourth clutch and a third clutch. The fourth clutch can be disengaged and engaged with the output shaft through the fifteenth gear, and the third clutch can be disengaged and engaged with the output shaft through the fourteenth gear.

[0013] The second input shaft is also driven by the first input shaft through the meshing of the fourteenth gear and the first gear.

[0014] The first input shaft is also equipped with a first clutch and a second clutch. The first clutch is driven to the output shaft through a fourth gear, and the second clutch is driven to the output shaft through a fifth gear.

[0015] The sixth clutch has a support frame at its rear end for supporting the drive shaft.

[0016] A gearbox housing is located at the rear end of the first input shaft to support the drive shaft.

[0017] The first input shaft is powered by an autofluidic torque converter.

[0018] The beneficial effects of this invention are as follows: by realizing a composite transmission of parallel shaft transmission and planetary gear transmission, the disadvantages of each type of transmission are avoided as much as possible, and the advantages of both types of transmission are reasonably inherited. Through reasonable structural design, the parallel shaft transmission and planetary transmission are combined, so that when the vehicle is starting or in a low gear, the planetary transmission can play its advantage of large transmission ratio to participate in the transmission of power. When the car is in a high gear, the planetary gear set does not participate in the transmission, but the fixed shaft transmission is used, which ensures the stability and reliability of the vehicle at high speeds. Attached Figure Description

[0019] Figure 1 This is a structural schematic diagram of at least one embodiment of the present invention;

[0020] Figure 2 yes Figure 1 A structural diagram from another perspective;

[0021] Figure 3 yes Figure 1 A schematic diagram of the transmission principle.

[0022] In the diagram: 1-First input shaft, 2-Transmission housing, 3-First gear, 4-Second gear, 5-Third gear, 6-Fourth gear, 7-First clutch, 8-Second clutch, 9-Fifth gear, 10-Support frame, 11-Sixth clutch, 12-Planetary ring gear, 13-Planetary carrier output end, 14-Sixteenth gear, 15-Fifth clutch, 16-Fifteenth gear, 17-Fourth clutch, 18-Third clutch, 19-Fourteenth gear, 20-Thirteenth gear, 21-Second input shaft, 22-Third input shaft, 23-Sixth gear, 24-Output shaft, 25-Tenth gear, 26-Ninth gear, 27-Eighth gear, 28-Seventh gear. Detailed Implementation

[0023] The technical solution of the present invention is further described below, but the scope of protection is not limited to what is described.

[0024] The first embodiment of the present invention relates to, for example Figures 1 to 3 The heavy-duty hydraulic automatic transmission system shown is a hybrid of fixed-axis and planetary transmission. It includes a first input shaft 1, which is engaged with the rear end of a hollow output shaft 24. The front end of the output shaft 24 can be disengaged through a sixth clutch 11 to drive a planetary gear set. The planetary gear set outputs power through the output end 13 of the planet carrier. The outer ring of the planetary gear set is engaged with a second input shaft 21. The first input shaft 1 and the second input shaft 21 can be disengaged through multiple sets of clutches to drive the sun gear.

[0025] Therefore, the first input shaft 1 and the second input shaft 21 serve as fixed-axis transmission components to output different power and speed, and the power and speed are selectively output through the clutch.

[0026] The second embodiment of the present invention is largely the same as the first embodiment, except that the output shaft 24 contains a third input shaft 22, a sun gear is mounted at the front end of the third input shaft 22, the sun gear meshes with the planetary gear set, and the rear end of the third input shaft 22 is connected to the power input.

[0027] Furthermore, the third input shaft 22 drives the output shaft 24 through the meshing of the second gear 4 and the third gear 5, where the second gear 4 and the third gear 5 are double-linked empty gears.

[0028] Furthermore, the first input shaft 1 is also equipped with a first clutch 7 and a second clutch 8. The first clutch 7 is engaged with the output shaft 24 through the fourth gear 6, and the second clutch 8 is disengaged and engaged with the output shaft 24 through the fifth gear 9.

[0029] Furthermore, the sixth clutch 11 has a support frame 10 at its rear end for supporting the drive shaft.

[0030] Furthermore, a gearbox housing 2 is located at the rear end of the first input shaft 1 to support the drive shaft.

[0031] Furthermore, the first input shaft 1 is powered by an autofluid torque converter.

[0032] The third embodiment of the present invention is largely the same as the first embodiment, except that a second input shaft 21 can be disengaged and engaged with the planetary gear ring 12 through the sixteenth gear 14 and the fifth clutch 15.

[0033] Furthermore, the second input shaft 21 is also equipped with a fourth clutch 17 and a third clutch 18. The fourth clutch 17 can be disengaged and engaged with the output shaft 24 through the fifteenth gear 16, and the third clutch 18 can be disengaged and engaged with the output shaft 24 through the fourteenth gear 19.

[0034] Furthermore, the second input shaft 21 is also driven by the first input shaft 1 through the meshing of the fourteenth gear 19 and the first gear 3.

[0035] The fourth embodiment of the present invention, in conjunction with the above embodiments, further relates to:

[0036] First input shaft 1: The output end of the hydraulic torque converter is connected to it;

[0037] First gear 3: Power is transmitted to the second input shaft 21 via the sixth gear;

[0038] Second gear 4: The second gear and the third gear are a double-linked empty gear, which transmits the power from the output shaft to the input shaft of the sun gear;

[0039] Fourth gear 6: Connected to the first clutch, the clutch controls the transmission of power to the output shaft;

[0040] Second clutch 8: controls the fifth gear to transmit power to the output shaft;

[0041] Support frame 10: It serves to support the fixed shaft transmission and position the shaft;

[0042] Sixth clutch 11: controls the power transmission from the output shaft to the planet carrier of the planetary set;

[0043] Planetary carrier output end 13: Power output of the entire automatic transmission;

[0044] The sixteenth gear 14 engages with the fifth clutch, controlling the power transmission to the internal gear ring of the planetary gear set, and meshes with the external gear ring.

[0045] Fifth clutch 15: Controls power transmission to the internal gear ring;

[0046] The fifteenth gear 16: engages with the fourth clutch and meshes externally with the twelfth gear, transmitting the power from the second input shaft to the output shaft;

[0047] The third clutch 18: engages with the fourteenth gear to control the power transmission from the second input shaft to the output shaft;

[0048] Fourteenth gear 19: meshes externally with the ninth gear;

[0049] Thirteenth gear 20: meshes externally with the sixth gear to transmit power from the first input shaft to the second input shaft;

[0050] Second input shaft 21: Power input;

[0051] Third input shaft 22: Inputs power to the planetary gear sun wheel;

[0052] Sixth gear 23: Used as an idler gear;

[0053] Output shaft 24: Fixed-axis transmission output shaft, connected to the sixth clutch;

[0054] Tenth gear 25: meshes externally with the fourth gear;

[0055] Ninth gear 26: meshes externally with the fourteenth gear;

[0056] Eighth gear 27: transmits power through the third gear, second gear, and seventh gear to the third input shaft, and finally to the sun gear of the planetary gear set;

[0057] Seventh gear 28: Transmits the power from the output shaft to the sun gear through the external meshing of the eighth gear, second gear, seventh gear, and third gear.

[0058] Therefore, the planetary gear transmission receives the output power from the fixed-axis transmission as the power input to the planetary gear set. Through the action of the planetary gear set and the planet carrier, the power is output to the transmission. The planetary gear set is a two-degree-of-freedom mechanism; to achieve a definite power output, two power inputs are required. To enable better gear shifting in the transmission, power inputs are provided to the sun gear, planet carrier, and planetary ring gear in the planetary gear set (any two of which are transmitted by a clutch), resulting in a higher reusability of the planetary gear set mechanism.

[0059] The transmission principle of this embodiment is as follows: Figure 3 As shown, a total of four shafts are designed, one of which is a hollow shaft. The other three shafts are arranged spatially to reduce volume, resulting in a compact structure. The clutch and shafts are integrated in a modular manner, facilitating installation and maintenance.

[0060] 1st Gear Operating Mode: In 1st gear, clutch C4 (i.e., fourth clutch 17, hereinafter the same) is engaged. Power from input shaft 2 (i.e., second input shaft 21, hereinafter the same) is transmitted to the output shaft via external gear engagement, and then to input shaft 3 (i.e., third input shaft 22, hereinafter the same), entering the sun gear of the planetary gear set. Simultaneously, power from input shaft 2 is transmitted to the planetary ring gear of the planetary gear set via clutch C5 (i.e., fifth clutch 15, hereinafter the same), and the planet carrier outputs power.

[0061] 2nd gear operating mode: In 2nd gear transmission, clutch C3 (i.e., the third clutch 18, the same below) is engaged, and the power from input shaft 2 is transmitted to the output shaft via gears, then to input shaft 3, and enters the sun gear of the planetary set. At the same time, the power from input shaft 2 is transmitted to the planetary ring gear of the planetary set via clutch C5, and the planet carrier outputs power.

[0062] 3rd gear operating mode: In 3rd gear transmission, clutch C2 (i.e., second clutch 8, the same below) is closed, and the power of input shaft 1 (i.e., first input shaft 1, the same below) is transmitted to the output shaft through external gear meshing, and then to input shaft 3 through external meshing, entering the sun gear of the planetary set. At the same time, the power of input shaft 2 is transmitted to the planetary ring gear of the planetary set through clutch C5, and the planet carrier outputs power.

[0063] 4-speed operating mode: In 4-speed transmission, clutch C1 (i.e., first clutch 7, the same below) is engaged. The power of input shaft 1 is transmitted to the output shaft through external gear meshing, and then to input shaft 3 through external meshing, entering the sun gear of the planetary set. At the same time, the power of input shaft 2 is transmitted to the planetary ring gear of the planetary set through clutch C5, and the planet carrier outputs power.

[0064] 5th gear operating mode: In 5th gear transmission, clutch C4 is engaged, and the power from input shaft 2 is transmitted to the output shaft via external gear meshing. Simultaneously, the power from the output shaft is transmitted to the planet carrier of the planetary gear set via clutch C6, and the planet carrier outputs power.

[0065] 6-speed operating mode: In 6-speed transmission, clutch C3 is engaged, and the power from input shaft 2 is transmitted to the output shaft via external gear meshing. Simultaneously, the power from the output shaft is transmitted to the planet carrier of the planetary gear set via clutch C6, and the planet carrier performs the output.

[0066] 7-speed operating mode: In 7-speed transmission, clutch C2 is engaged, and the power from input shaft 1 is transmitted to the output shaft via external gear meshing. Simultaneously, the power from the output shaft is transmitted to the planet carrier of the planetary gear set via clutch C6, and the planet carrier outputs power.

[0067] 8-speed operating mode: In 8-speed transmission, clutch C1 is engaged, and the power from input shaft 1 is transmitted to the output shaft via external gear meshing. Simultaneously, the power from the output shaft is transmitted to the planet carrier of the planetary gear set via clutch C6, and the planet carrier outputs power.

[0068] Reverse gear operation mode: In reverse gear transmission, clutch C5 is engaged, and the power from input shaft 2 is transmitted to the planetary ring gear of the planetary gear set via clutch C5. At the same time, clutch C6 is engaged, and the planet carrier of the planetary gear set is linked with the sun gear, and power is output through the planet carrier according to the transmission characteristics of the planetary gear set.

[0069] Generally, the transmission ratios for each of the above gear operating modes are shown in Table 1 below:

[0070] Table 1. Gear Ratios and Working Clutches

[0071]

[0072]

[0073] As can be seen, only two clutches operate simultaneously in each gear position, and the corresponding control system is the same as that of a certain model of heavy-duty hydraulic automatic transmission. However, with the same control system, this invention can achieve more gears. In addition, this invention achieves and even exceeds the capabilities of at least three planetary gear sets in that model using only fixed-shaft transmission, and the structure is actually simpler.

[0074] Compared to similar heavy-duty automatic transmissions, the gear ratio changes of this invention are smoother, especially in the shift from 1st to 3rd gear. This reduces jerking and significantly improves driving comfort. Secondly, this invention has more gears than similar models, providing a wider gear ratio range. In summary, compared to similar heavy-duty automatic transmissions, this invention has significant advantages in both structural design and transmission capacity.

[0075] In summary, this invention:

[0076] (1) With a hybrid transmission structure of fixed shaft and planetary gears, the planetary gear transmission can play its advantage of large transmission ratio in power transmission when the vehicle is starting or in low gear. When the car is in high gear, the planetary gear set does not participate in the transmission, but the fixed shaft transmission is used, which ensures the stability of the vehicle at high speed, effectively saves fuel economy and increases the working performance of low gear and the reliability of high gear.

[0077] (2) Only one planetary gear set is needed, and the rest are fixed-axis drives. The structure design is simple and avoids the complex composite design between multiple planetary gear sets. This not only greatly reduces the manufacturing and processing costs, but also facilitates disassembly, troubleshooting and maintenance in the later stage.

[0078] (3) By combining different combinations of the position and magnitude of the power input to the planetary gear set, and through a reasonable structure, the reverse gear requirement can be achieved based on the transmission characteristics of the planetary gear set itself. This avoids the need to add shafts, reverse gear engagement sleeves, or clutches to achieve the shifting function.

[0079] (4) For the fixed-axis transmission part, the main shaft can be arranged in a spatial manner to effectively reduce the size of the gearbox.

Claims

1. A heavy-duty hydraulic automatic transmission system that combines fixed-axis and planetary transmission, comprising a first input shaft (1), characterized in that: The first input shaft (1) is powered by an automatic hydraulic torque converter; the first input shaft (1) is engaged with the rear end of a hollow output shaft (24), and the front end of the output shaft (24) can be separated from a planetary gear set through a sixth clutch (11). The planetary gear set outputs power through the output end (13) of the planet carrier. The planetary gear set has a planetary ring gear (12) that is engaged with the outer ring of the second input shaft (21). The first input shaft (1) and the second input shaft (21) can be separated from the sun gear through multiple clutches; the output shaft (24) contains a third input shaft (22), and the front end of the third input shaft (22) is equipped with a sun gear, which is engaged with the planetary gear set. The rear end of the third input shaft (22) is connected to the power input; the third input shaft (22) is engaged with the output shaft (24) through the second gear (4) and the third gear (5). The second gear (4) and the third gear (5) are double-linked hollow gears. The second input shaft (21) can be disengaged and engaged with the planetary ring gear (12) through the sixteenth gear (14) and the fifth clutch (15); the second input shaft (21) is also equipped with a fourth clutch (17) and a third clutch (18). The fourth clutch (17) can be disengaged and engaged with the output shaft (24) through the fifteenth gear (16), and the third clutch (18) can be disengaged and engaged with the output shaft (24) through the fourteenth gear (19); the second input shaft (21) is also engaged with the first gear (3) through the fourteenth gear (19) and is engaged with the first input shaft (1); the first input shaft (1) is also equipped with a first clutch (7) and a second clutch (8). The first clutch (7) is engaged with the output shaft (24) through the fourth gear (6), and the second clutch (8) can be disengaged and engaged with the output shaft (24) through the fifth gear (9).

2. The heavy-duty hydraulic automatic transmission system combining fixed-axis and planetary transmission as described in claim 1, characterized in that: The sixth clutch (11) has a support frame (10) at its rear end for supporting the drive shaft.

3. The heavy-duty hydraulic automatic transmission system combining fixed-axis and planetary transmission as described in claim 1, characterized in that: The rear end of the first input shaft (1) has a gearbox housing (2) for supporting the drive shaft.

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