Gear shifting spline assembly of double-intermediate-shaft light truck AMT gearbox
By adopting arc surface structure and rounded design in the gear shift spline assembly, the complex position and top teeth of the gear entry in the existing technology are solved, the gear performance and processing convenience are improved, and the cost and The sound of impact.
Patent Information
- Application Number
- CN202411414079.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-11
- Publication Date
- 2025-01-10
AI Technical Summary
The existing gearbox shift spline gear hanger entrance structure is complex, resulting in high processing costs and easy gear hanger top teeth under the AMT control program, affecting driving feeling.
Design a double-middle shaft light truck AMT gearbox shift spline assembly, adopts an arc surface structure as the gear entry position, and is set in rounded on the inner and outer splines, and the angle between the arc surface axis and the body is adjusted. The open line spline has no angles along the axial direction, which simplifies the processing technology.
It effectively solves the problem of gear top teeth, reduces gear shift impact sound, shortens gear shift time, improves gear shift performance, and reduces processing costs.
Smart Images
Figure CN119289091A_ABST
Abstract
Description
Technical Field
[0001] The invention belongs to the technical field of gearboxes, and specifically discloses a double intermediate shaft light truck AMT gearbox shift spline assembly. Background Art
[0002] As commercial vehicles continue to pursue driving comfort, commercial vehicle gearboxes are also developing towards AMT gearboxes, AT gearboxes, and pure electric gearboxes. Due to the requirements of commercial vehicles for fuel consumption, maintenance costs, and sustainable driving mileage, AMT gearboxes with comprehensive advantages such as high transmission efficiency and low maintenance costs have become the focus of development.
[0003] The existing gearbox shift spline gear entry position adopts two structures:
[0004] 1. Inverted tapered gear spline end: Both sides of the tapered end are provided with inclined surfaces inclined relative to the symmetric surface of the spline teeth where they are located, and between the two inclined surfaces is an inclined surface perpendicular to the symmetric surface of the spline teeth where they are located and inclined relative to the axis of the engagement sleeve body;
[0005] 2. Inverted tapered arc gear spline end: The outer diameter of the arc envelope surface gradually decreases in the radial inward direction of the meshing sleeve body, and the angle between the symmetry line of the arc envelope surface and the axis of the meshing sleeve body is 75°~80°.
[0006] However, both of the above-mentioned forms have the problems of complex processing technology and high processing cost. Moreover, under the current AMT control program, the gear will hit the gear, causing the gearbox to frequently shift gears and require multiple gear shifting actions to complete the corresponding gear shifting, which reduces the driving experience. Summary of the invention
[0007] The invention provides a double intermediate shaft light truck AMT gearbox shift spline assembly, which can solve the technical problem of double intermediate shaft light truck AMT gearbox gear engaging top teeth from the mechanical structure aspect, and improve the technical problem of complex gear engaging entry position machining process of the gearbox shift spline.
[0008] The above-mentioned double intermediate shaft light truck AMT transmission shift spline assembly includes a shift sleeve and a shift gear; the shift sleeve includes a sleeve body and an internal shift spline arranged along the inner surface of the sleeve body; the shift gear includes a gear body and an external shift spline arranged along the outer surface of the gear body; the gear engagement entry position of the internal shift spline is an arc surface, and the arc radius of the internal shift spline arc surface is R1; the gear engagement entry position of the external shift spline is an arc surface, and the arc radius of the external shift spline arc surface is r1; R1 and r1 have the same value.
[0009] Specifically, the value range of R1 is 3mm to 7mm; the value range of r1 is 3mm to 7mm.
[0010] In the above-mentioned double intermediate shaft light truck AMT transmission shift spline assembly, the starting circle diameter D1 of the shift inner spline arc surface is larger than the root circle diameter D2 of the shift inner spline, and the difference is D1-D2; the starting circle diameter d1 of the shift outer spline arc surface is smaller than the root circle diameter d2 of the shift outer spline, and the difference is d2-d1; D1-D2 and d2-d1 have the same value.
[0011] Specifically, the value range of D1-D2 is 0.25mm~1mm; the value range of d2-d1 is 0.25mm~1mm.
[0012] In the above-mentioned double intermediate shaft light truck AMT gearbox shift spline assembly, the angle between the axis of the inner shift spline arc surface and the sleeve body is β; the angle between the axis of the outer shift spline arc surface and the gear body is α; α and β have the same value.
[0013] Specifically, the value range of β is 10° to 20°; the value range of α is 10° to 20°.
[0014] In the above-mentioned double intermediate shaft light truck AMT gearbox shift spline assembly, a chamfer is set at the root of the shift inner spline arc surface, and the chamfer radius of the root of the shift inner spline arc surface is R2; a chamfer is set at the root of the shift outer spline arc surface, and the chamfer radius of the root of the shift outer spline arc surface is r2; R2 and r2 have the same value.
[0015] Specifically, the value range of R2 is 0.25mm~1mm; the value range of r2 is 0.25mm~1mm.
[0016] In the above-mentioned double intermediate shaft light truck AMT transmission shift spline assembly, the involute splines of the shift external spline and the shift internal spline have no angle along the axial direction.
[0017] Compared with the prior art, the present invention has the following beneficial effects.
[0018] The double intermediate shaft light truck AMT gearbox shift spline assembly provided by the present invention is provided with an arc surface at the spline gear engagement entrance position, which is easy to engage gears and improves the condition of the gear shift top teeth; the starting circle diameter of the arc surface at the gear shift entrance position of the inner spline is larger than the root circle diameter of the inner spline, and the starting circle diameter of the arc surface at the gear shift entrance position of the outer spline is smaller than the root circle diameter of the outer spline, thereby ensuring that the arc surface at the gear engagement entrance position is fully covered; an inclination angle is provided between the arc surface axis and the body, thereby making it easy to engage gears and improves the condition of the gear shift top teeth; a chamfer is provided at the root of the arc surface, thereby improving stress concentration and processing sharp corner burrs; the involute spline has no angle along the axial direction, thereby improving the processing technology and facilitating processing. BRIEF DESCRIPTION OF THE DRAWINGS
[0019] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.
[0020] Figure 1 is a three-dimensional diagram of a gear shift sleeve;
[0021] Figure 2 It is the plan view of the internal spline of the gear shift;
[0022] Figure 3 for Figure 2 Sectional view in the AA direction;
[0023] Figure 4 for Figure 3 Cross-sectional view in the BB direction;
[0024] Figure 5 for Figure 2 Cross-sectional view in CC direction;
[0025] Figure 6 is a three-dimensional diagram of a shift gear;
[0026] Figure 7 It is the plan view of the external spline of the shift;
[0027] Figure 8 for Figure 7 Sectional view in the AA direction;
[0028] Fig. 9 for Figure 8 Cross-sectional view in the BB direction;
[0029] Fig.10 for Figure 7 Cross-sectional view along CC direction.
[0030] In the figure: 1.1-sleeve body; 1.2-shift internal spline; 1.3-shift internal spline arc surface; 1.4-shift internal spline arc surface root rounding; 2.1-gear body; 2.2-shift external spline; 2.3-shift external spline arc surface; 2.4-shift external spline arc surface root rounding. DETAILED DESCRIPTION
[0031] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.
[0032] The present embodiment provides a dual intermediate shaft light truck AMT transmission shift spline assembly, including a shift sleeve and a shift gear; the shift sleeve includes a sleeve body 1.1 and an internal shift spline 1.2 arranged along the inner surface of the sleeve body 1.1; the shift gear includes a gear body 2.1 and an external shift spline 2.2 arranged along the outer surface of the gear body 2.1.
[0033] The gear-engaging entry position of the internal gear shift spline is an arc surface, i.e., the gear-shift internal spline arc surface 1.3, the arc radius of the internal gear shift spline arc surface is R1, and the value range of R1 is 3mm~7mm; the gear-engaging entry position of the external gear shift spline is an arc surface, i.e., the gear-shift external spline arc surface 2.3, the arc radius of the external gear shift spline arc surface is r1, and the value range of r1 is 3mm~7mm; R1 and r1 have the same value.
[0034] In the above-mentioned double intermediate shaft light truck AMT transmission shift spline assembly, the starting circle diameter D1 of the shift inner spline arc surface is larger than the root circle diameter D2 of the shift inner spline, and the difference is D1-D2, and the value range of D1-D2 is 0.25mm~1mm; the starting circle diameter d1 of the shift outer spline arc surface is smaller than the root circle diameter d2 of the shift outer spline, and the difference is d2-d1, and the value range of d2-d1 is 0.25mm~1mm; D1-D2 and d2-d1 have the same value.
[0035] In the above-mentioned double intermediate shaft light truck AMT gearbox shift spline assembly, the angle between the axis of the inner shift spline arc surface and the sleeve body 1.1 is β, and the value range of β is 10°~20°; the angle between the axis of the outer shift spline arc surface and the gear body 2.1 is α, and the value range of α is 10°~20°; α and β have the same value.
[0036] In the above-mentioned double intermediate shaft light truck AMT gearbox shift spline assembly, the root of the shift inner spline arc surface is rounded, that is, the root of the shift inner spline arc surface is rounded by 1.4, the radius of the rounding of the root of the shift inner spline arc surface is R2, and the value range of R2 is 0.25mm~1mm; the root of the shift outer spline arc surface is rounded, that is, the root of the shift outer spline arc surface is rounded by 2.4, the radius of the rounding of the root of the shift outer spline arc surface is r2, and the value range of r2 is 0.25mm~1mm; R2 and r2 have the same value.
[0037] In the above-mentioned double intermediate shaft light truck AMT transmission shift spline assembly, the involute splines of the shift external spline and the shift internal spline have no angle along the axial direction.
[0038] Reasons for the top teeth when the AMT gearbox of a dual-intermediate shaft light truck is engaged: the existing dual-intermediate shaft light truck AMT gearbox has a sliding sleeve for gear shifting synchronization. When engaging a gear, the clutch engages to increase the speed of the countershaft to a certain value, so that the speed difference between the shift sleeve and the target gear shift gear reaches the appropriate synchronization window, and then the gear is engaged. Since the shift sleeve structure is straight-toothed and there is no arc surface at the entrance, top teeth often occur (the probability of top teeth is greater at low temperatures), and a larger speed difference is required to successfully engage the target gear. In addition, when engaging a gear in situ, the large speed difference will cause the gearbox flange to rotate to a certain extent at the moment of engaging the gear, causing the flange to collide with the drive shaft and produce an obvious knocking sound. The same is true for shifting gears while driving, and the greater the speed difference, the greater the knocking sound.
[0039] In order to reduce the probability of tooth collision when shifting gears and reduce the impact noise when shifting gears, the gearbox synchronization structure is designed from a non-arc surface at the entry position to an arc surface structure at the entry position, so as to further improve the gear shifting performance of the AMT gearbox for double intermediate shaft light trucks. Feasibility tests have been conducted on shifting gears in place and while driving, and the test results are as follows.
[0040] 1. Shift gear in place
[0041] The test found that after optimizing the synchronization structure, gear shifting will not cause top gearing in a lower synchronization window, and even at the moment of gear engagement, the gear can still be successfully engaged without top gearing when the speed difference is 0. In order to take into account the problems of gear engagement top gearing, impact noise, and gear shifting time, the speed difference between the target gear shift gear and the shift sleeve at the moment of gear engagement can be reduced from more than 200rpm to between 10 and 20rpm, and no gear engagement top gearing occurs in 20 cycles and 1,000 tests. When gear engagement is in place, the gearbox flange does not rotate at the moment of gear engagement, and there will be no gear shifting impact noise.
[0042] 2. Driving gear
[0043] The arc surface synchronization structure at the entrance position is adopted, and there will be no gear-jumping problem when shifting gears during driving. At the moment of shifting gears during driving, the speed difference between the target gear shift gear and the shift sleeve is reduced by 50-80rpm for each gear, and there is no gear-jumping problem in the 20-cycle 1,000-time test. There is no gear-jumping sound when shifting gears in the actual vehicle test.
[0044] After testing, it was found that the use of an arc surface synchronization structure at the entrance position can further reduce the gear shift synchronization window, avoid the top tooth problem, reduce the gear shift impact sound, and shorten the on-the-spot gear shift time.
[0045] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.
Claims
1. A double intermediate shaft light truck AMT gearbox shift spline assembly, including a shift sleeve and a shift gear; The shift sleeve comprises a sleeve body and a shift internal spline arranged along the inner surface of the sleeve body; The shift gear comprises a gear body and a shift external spline arranged along the outer surface of the gear body; It is characterized in that The gear-engaging entry position of the internal gear shift spline is an arc surface, and the arc radius of the internal gear shift spline arc surface is R1; the gear-engaging entry position of the external gear shift spline is an arc surface, and the arc radius of the external gear shift spline arc surface is r1; R1 and r1 have the same value.
2. The double intermediate shaft light truck AMT gearbox shift spline assembly according to claim 1, characterized in that: The value range of R1 is 3mm~7mm; The value range of r1 is 3mm~7mm.
3. The double intermediate shaft light truck AMT gearbox shift spline assembly according to claim 1, characterized in that: The starting circle diameter D1 of the shift internal spline arc surface is larger than the root circle diameter D2 of the shift internal spline, and the difference is D1-D2; The starting circle diameter d1 of the shift external spline arc surface is smaller than the root circle diameter d2 of the shift external spline, and the difference is d2-d1; The values of D1-D2 and d2-d1 are the same.
4. The double intermediate shaft light truck AMT gearbox shift spline assembly according to claim 3, characterized in that: The value range of D1-D2 is 0.25mm~1mm; The value range of d2-d1 is 0.25mm~1mm.
5. The double intermediate shaft light truck AMT gearbox shift spline assembly according to claim 3, characterized in that: The included angle between the axis of the arc surface of the internal shift spline and the sliding sleeve body is β; The included angle between the axis of the arc surface of the shift external spline and the gear body is α; α and β have the same value.
6. The double intermediate shaft light truck AMT gearbox shift spline assembly according to claim 5, characterized in that: The value range of β is 10°~20°; The value range of α is 10°~20°.
7. The double intermediate shaft light truck AMT gearbox shift spline assembly according to claim 5, characterized in that: The root of the shift internal spline arc surface is rounded, and the rounding radius of the root of the shift internal spline arc surface is R2; The root of the shift external spline arc surface is rounded, and the rounding radius of the root of the shift external spline arc surface is r2; R2 and r2 have the same value.
8. The double intermediate shaft light truck AMT gearbox shift spline assembly according to claim 7, characterized in that: The value range of R2 is 0.25mm~1mm; The value range of r2 is 0.25mm~1mm.
9. The double intermediate shaft light truck AMT gearbox shift spline assembly according to claim 7, characterized in that: The involute splines of the shift external spline and the shift internal spline have no angle along the axial direction.