Speed change mechanism, gearbox and method

Abstract

The invention discloses a speed change mechanism, a gearbox and a method, the gearbox comprises a multi-stage speed ratio mechanism and an output mechanism, a multi-stage speed ratio assembly is in transmission connection to provide output power for the output mechanism, the multi-stage speed ratio assembly comprises at least three sets of speed ratio assemblies, and each set of speed ratio assembly has at least two speed ratios; a multi-speed-ratio transmission pair is constructed in the multi-speed-ratio assembly by adopting laminated gears, and multi-speed-ratio forward and reverse transmission is constructed by utilizing the laminated gears; the output mechanism comprises output shafts in at least two directions and has multiple output modes, and the output modes can be switched according to use conditions. The multi-stage speed ratio assembly, the clutch, the synchronizer, the differential mechanism, the multi-shaft and multi-direction multi-mode output are integrated, on the premise that the high speed ratio is achieved, variable speed, multi-shaft output and multi-direction shaft driving output capacity and power are further achieved, a proper driving mode can be selected according to the use condition, meanwhile, the clutch is arranged, and the multi-shaft and multi-direction multi-mode output is achieved. And the gearbox can be protected during overload while intermittent switching of power is realized.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile speed change mechanisms, and in particular relates to a speed change mechanism, a gearbox and a method. Background Art

[0002] In a vehicle, whether it is driven by an electric motor or an engine, its output power needs to be transmitted to the drive wheels through a gearbox. In the gearbox of the prior art, the transmission method between gears is often one-to-one, and a group of gear pairs can only form one level of speed ratio. For vehicles with multiple speed ratio requirements, a corresponding number of gear pairs are required. However, too many groups of gear pairs not only increase the size of the entire gearbox, but also make the operation of the gearbox when switching speed ratios very cumbersome; and in the prior art, in order to facilitate the use of the gearbox, the direction of the output power needs to be changed in different scenarios, and the gearbox also requires additional gear pairs dedicated to changing the power direction, which further increases the size and weight of the entire gearbox; for example, the existing 21-speed ratio gearbox is obtained by connecting three 7-speed ratio gearboxes in series. Not only is the speed ratio relationship narrow and the volume is large, but the combination of each speed ratio of the 7-speed ratio gearbox cannot be fully utilized.

[0003] The information disclosed in this background technology section is only intended to enhance the understanding of the overall background of the invention and should not be regarded as an acknowledgment or any form of suggestion that the information constitutes the prior art already known to a person skilled in the art. Summary of the invention

[0004] The object of the present invention is to provide a speed change mechanism, a gearbox and a method, which can solve the technical problems of the existing gearbox having a narrow speed ratio relationship, a large volume and a slow shifting speed.

[0005] In order to achieve the above object, a specific embodiment of the present invention provides a speed change mechanism, the speed change mechanism includes a laminated gear installed on an output spline shaft and a laminated gear pair installed between a driving shaft and a driven shaft, the axes of the driving shaft and the driven shaft are arranged in parallel, and the axes of the output spline shaft and the driving shaft are arranged perpendicularly;

[0006] The laminated gear comprises a plurality of concentrically spaced bevel gear rings, and two sets of laminated gear pairs are installed on each layer of the laminated gear rings in the same radial direction for relative transmission; the laminated gear pair comprises a first bevel gear installed on the driven shaft for transmission and a second spur gear installed on the driving shaft for rotation, the first bevel gear meshes with the bevel gear ring of the laminated gear, a first spur gear is integrally provided at the tooth root of the first bevel gear, the first spur gear meshes with the second spur gear, and a first synchronizer is installed on the driving shaft for transmission on one side of the second spur gear;

[0007] In the working state, only one set of the first synchronizer among all the laminated gear pairs is meshed with the second spur gear, transmitting the power on the driving shaft to the laminated gears through the laminated gear pairs;

[0008] In the non-operating state, the first synchronizers in all the stacked gear pairs are separated from the second spur gears.

[0009] In one or more embodiments of the present invention, the first synchronizer is installed on the driving shaft through a spline structure, the first synchronizer can move on the driving shaft while rotating synchronously with the driving shaft, a slide groove is provided on the cylindrical surface of the first synchronizer, a plurality of bosses are provided on both end surfaces of the first synchronizer, and a plurality of concave holes matching with the bosses are provided on the second spur gear; the speed change mechanism also includes a first shift fork;

[0010] In the working state, the first shift fork is inserted into the slide groove to drive the first synchronizer to mesh with the concave hole on the second spur gear through the boss;

[0011] In a non-working state, the first shift fork is inserted into the sliding groove to drive the first synchronizer away from the second spur gear.

[0012] In one or more embodiments of the present invention, a clutch is installed on the output spline shaft, the clutch includes a spline keypad and a friction plate installed on the spline keypad, the spline keypad is installed on the output spline shaft through a spline, a spur gear ring is provided on the outer side of the spline keypad, and the laminated gear is rotatably installed on the output spline shaft;

[0013] When the clutch is not in operation, the friction plate of the clutch is pressed against the non-gear ring surface of the laminated gear to transmit the power on the laminated gear to the output spline shaft;

[0014] When the clutch is in working state, the friction plate of the clutch is away from the non-gear ring surface of the laminated gear to cut off the power between the laminated gear and the output spline shaft.

[0015] The present invention also provides a gearbox, comprising the above-mentioned speed change mechanism, the gearbox further comprising at least one set of front-stage speed ratio mechanisms having a plurality of speed ratios, at least one set of final-stage speed ratio mechanisms having a plurality of speed ratios, and an output mechanism;

[0016] The front-stage speed ratio mechanism comprises an input shaft, and an input transmission unit is installed between the input shaft and the driving shaft; the final-stage speed ratio mechanism comprises a first final-stage shaft and a second final-stage shaft, a first final-stage gear pair is installed between the first final-stage shaft and the output spline shaft, and a second final-stage gear pair is installed between the second final-stage shaft and the output spline shaft; the final-stage speed ratio mechanism is installed with the output mechanism through the first final-stage gear pair or the second final-stage gear pair, and the output mechanism comprises a first output shaft and a second output shaft whose axes coincide with each other, and a third output shaft whose axis is perpendicular to the axes of the first output shaft and the second output shaft; the working states of the output mechanism include: a first state, a second state and a third state;

[0017] In a first state, the first output shaft and the second output shaft rotate;

[0018] In the second state, the third output shaft rotates;

[0019] In the third state, the first output shaft, the second output shaft and the third output shaft all rotate.

[0020] In one or more embodiments of the present invention, the input transmission unit includes a first gear pair, a second gear pair, a front-stage synchronizer and a front-stage shift fork, the first gear pair includes a first gear transmission mounted on the input shaft and a second gear rotationally mounted on the driving shaft, the first gear is meshed with the second gear; the second gear pair includes a third gear transmission mounted on the input shaft and a fourth gear rotationally mounted on the driving shaft, the third gear is meshed with the fourth gear; the driving shaft is provided with a front-stage synchronizer between the second gear and the fourth gear, the front-stage synchronizer has the same structure as the first synchronizer, and is mounted on the driving shaft through a spline, and the second gear and the fourth gear are both provided with a concave hole identical to the second spur gear;

[0021] In the working state, the front-stage synchronizer is engaged with the second gear or the fourth gear under the drive of the front-stage shift fork;

[0022] In a non-working state, the front-stage synchronizer is driven by the front-stage shift fork to move away from the second gear and the fourth gear.

[0023] In one or more embodiments of the present invention, the first final gear pair includes a first final gear, a second final gear and a third final gear, the first final gear is fixedly mounted on the end of the output spline shaft, the second final gear is fixedly mounted on the first final shaft, the first final gear is meshed with the second final gear, and the third final gear is mounted on the other end of the first final shaft;

[0024] The second final stage gear pair includes a fourth final stage gear, which is mounted on the second final stage shaft and meshes with the spur gear ring.

[0025] In one or more embodiments of the present invention, the output mechanism comprises a hollow shaft, on which a fifth final-stage gear and a sixth final-stage gear are rotatably mounted, the fifth final-stage gear meshes with the third final-stage gear, and the sixth final-stage gear meshes with the fourth final-stage gear; a final-stage synchronizer is mounted between the fifth final-stage gear and the sixth final-stage gear;

[0026] In the working state, the final stage synchronizer is meshed with the fifth final stage gear and the sixth final stage gear under the drive of the final stage shift fork;

[0027] In a non-working state, the front-stage synchronizer is driven by the final-stage shift fork to move away from the fifth final-stage gear and the sixth final-stage gear.

[0028] In one or more embodiments of the present invention, the first output shaft is installed in the hollow shaft and passes through the hollow shaft, the end of the hollow shaft close to the third output shaft is installed with the first output shaft and the second output shaft through a differential, a second bevel gear is rotatably installed on the hollow shaft, a third bevel gear is installed at one end of the third output shaft close to the hollow shaft, the third bevel gear is meshed with the second bevel gear, and a second synchronizer is installed on the back of the second bevel gear of the hollow shaft;

[0029] In the second state and the third state, the second synchronizer is meshed with the second bevel gear.

[0030] In one or more embodiments of the present invention, the hollow shaft is drivingly mounted with a third synchronizer on the back side of the differential, and the third synchronizer is meshed with the differential in the first state and the third state.

[0031] In one or more embodiments of the present invention, the differential includes a housing, a first sun gear, a first planetary gear, a second planetary gear, and a second sun gear. The housing is installed on a bearing seat through a first differential bearing and a second differential bearing. The first sun gear is rotatably installed in the housing. The tooth root of the first sun gear is fixedly installed on the end of the first output shaft. The first planetary gear and the second planetary gear are relatively rotatably installed in the housing and the axes of the first planetary gear and the second planetary gear are perpendicular to the axis of the first output shaft. The first planetary gear and the second planetary gear are both meshed with the first sun gear. The second sun gear is rotatably installed in the housing along the axis of the first output shaft and is respectively meshed with the first planetary gear and the second planetary gear, and the tooth root of the second sun gear is fixedly installed on the second output shaft.

[0032] The present invention also provides a speed change method, comprising the above-mentioned gearbox, comprising the following steps:

[0033] Operate the clutch fork to keep the friction plate of the clutch away from the non-gear ring surface of the laminated gear;

[0034] Controlling one or more of the front-stage shift fork, the first shift fork and the final-stage shift fork to shift the gearbox to output a preset speed ratio;

[0035] Based on a preset speed ratio, one or more of the second shift fork or the third shift fork is manipulated to change the working state of the output mechanism.

[0036] Compared with the prior art, the gearbox in the present invention has a total of three-stage speed change components, each of which is provided with N groups of speed ratios, so the final speed ratio relationship is N*N*N, which can be freely designed according to actual needs to meet the wide design requirements for speed ratios in practical applications. The present invention uses the simplest method to obtain an extremely high speed ratio relationship;

[0037] The present invention replaces the one-to-one transmission gear pair in the prior art with a laminated gear. A laminated gear has multiple layers of gear rings, which can form a multi-speed ratio when meshing with a driving gear. While achieving a multi-speed ratio, the number of parts of the gear pair under the same speed ratio is reduced, and the volume and weight of the gearbox are reduced.

[0038] The secondary transmission unit in the present invention is a gear pair arranged relatively to each other. By moving the synchronizer with the corresponding gear pair through the shift fork, power in different directions can be output. In the present invention, each output shaft has the ability to output 16 speed ratios in the forward direction and 16 speed ratios in the reverse direction. Moreover, when the stacked gear pair is shifting, no matter which direction the power is output, it can be realized by moving the synchronizer. When shifting, there is no need to increase or decrease the power step by step in sequence. Step shifting or step-by-step shifting can be realized, thereby improving the shifting time and efficiency.

[0039] The present invention is provided with three output shafts corresponding to three power output modes, and the applicable power output modes can be switched according to the requirements of the vehicle form environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0041] Figure 1 It is a structural schematic diagram of a speed change mechanism in a specific embodiment of the present invention;

[0042] Figure 2It is a structural schematic diagram of a laminated gear pair in a specific embodiment of the present invention;

[0043] Figure 3 It is a structural diagram of a gearbox in a specific embodiment of the present invention;

[0044] Figure 4 A structural diagram of the interior of a gearbox in a specific embodiment of the present invention;

[0045] Figure 5 A transmission principle diagram of a gearbox in a specific embodiment of the present invention;

[0046] Figure 6 It is a front view of a gearbox in a specific embodiment of the present invention;

[0047] Figure 7 A rear view of a gearbox in a specific embodiment of the present invention;

[0048] Figure 8 It is a front view of a front-stage speed ratio mechanism in a specific embodiment of the present invention;

[0049] Fig. 9 It is a structural schematic diagram of a primary gear pair in a specific embodiment of the present invention;

[0050] Fig.10 It is a structural schematic diagram of a final gear pair in a specific embodiment of the present invention;

[0051] Fig.11 It is a structural schematic diagram of an output mechanism in a specific embodiment of the present invention;

[0052] Fig.12 A cross-sectional view of an output mechanism in a specific embodiment of the present invention;

[0053] Fig.13 It is a structural schematic diagram of a synchronizer in a specific embodiment of the present invention.

[0054] Description of main reference numerals: 1. front-stage speed ratio mechanism, 11. input shaft, 12. first bearing, 13. first gear pair, 131. first gear, 131. second gear, 14. second gear pair, 141. third gear, 142. fourth gear, 15. front-stage synchronizer, 16. front-stage shift fork, 17. second bearing, 18. third bearing, 19. fourth bearing, 2. front-stage speed ratio mechanism, 21. driving shaft, 22. driven shaft, 23. laminated gear, 24. output spline shaft, 25. laminated gear pair, 251. first spur gear, 252. first bevel gear, 253. second spur gear, 254. first shift fork, 255. first synchronizer, 2551. boss, 2552. slide groove, 2553. recessed hole, 26. first final gear, 3. clutch, 31. spline key, 32. friction plate, 33. spur gear ring, 3 4. Clutch fork, 4. Final speed change assembly, 41. First final shaft, 42. Second final shaft, 43. Second final gear, 44. Fourth final gear, 45. Final bearing, 46. Third final gear, 5. Output mechanism, 51. First output shaft, 52. Second output shaft, 53. Third output shaft, 54. Hollow shaft, 55. Fifth final gear, 56. Sixth final gear, 57. Final synchronizer, 58. Second synchronizer, 59. Differential, 591. First differential bearing, 592. Housing, 593. First sun gear, 594. First planetary gear, 595. Second planetary gear, 596. Second sun gear, 597. Second differential bearing, 510. Second bevel gear, 511. Third synchronizer, 512. Final fork, 513. Second fork, 514. Third fork, 515. Third bevel gear. DETAILED DESCRIPTION

[0055] In order to enable those skilled in the art to better understand the technical solutions in the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. 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 should fall within the scope of protection of the present invention.

[0056] In the description of the present invention, it is necessary to understand that the orientations or positional relationships indicated by terms such as “vertical”, “horizontal”, “top”, “bottom”, “up”, “down”, “front” and “back” are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0057] Ginseng Figures 1-2As shown, the present invention provides a speed change mechanism, which includes a laminated gear 23 and a laminated gear pair 25 meshing with the laminated gear 23, the laminated gear 23 is transmission-mounted on the output spline shaft 24, the laminated gear pair 25 is installed between the driving shaft 21 and the driven shaft 22, the axes of the driving shaft 21 and the driven shaft 22 are parallel, and the axis of the output spline shaft 24 is perpendicular to the axis of the driving shaft 21. The laminated gear 23 can be a bevel gear or a spiral bevel gear, and the bevel gear is used as an example in this embodiment. By using this type of laminated gear 23 on the output spline shaft 24, the output spline shaft 24 can achieve the motion and motion transmission between the two intersecting driven shafts 22 while also having the ability to output multiple speed ratios and forward and reverse transmission.

[0058] In the present embodiment, the laminated gear 23 is a multi-layer concentrically arranged bevel gear ring 231, the bevel gear ring 231 is a conical tooth, and there is a certain gap between each layer of the bevel gear ring 231 for meshing with the laminated gear pair 25. In the present embodiment, the laminated gear pair 25 meshes with the laminated gear 23 through the bevel gear, and the number of the laminated gear pairs 25 is twice the number of the gear rings of the laminated gear 23. The laminated gear pairs 25 are symmetrically installed between the active shaft 21 and the passive shaft 22 with the axis of the laminated gear 23 as the center. A first synchronizer 255 is provided in each set of laminated gear pairs 25. When the gearbox is working, only one set of laminated gear pairs 25 is transmission-installed with the first synchronizer 255, wherein the passive shaft 22 can be the same rotating shaft, or a rotating shaft with two axes coinciding, one of which is installed between the first bearing 12 and the fourth bearing 19, and the other is installed between the fourth bearing 19 and the third bearing 18.

[0059] The laminated gear pair 25 includes a first bevel gear 252 rotatably mounted on the driven shaft 22, the first bevel gear 252 meshes with the ring gear of the laminated gear 23, a first spur gear 251 is integrally provided at the tooth root of the first bevel gear 252, the first spur gear 251 and the first bevel gear 252 are integral, the first spur gear 251 meshes with the second spur gear 253, the second spur gear 253 is rotatably mounted on the driving shaft 21, a first synchronizer 255 is transmission-mounted on the driving shaft 21, the first synchronizer 255 can be transmission-mounted with the second spur gear 253 under the drive of the shift fork, and in order to save space, a group of first synchronizers 255 are shared between adjacent laminated gear pairs 25. During specific implementation, the first shift fork 254 drives the first synchronizer 255 to move on the driving shaft 21 to mesh with the second spur gear 253 on the left or right side. The first synchronizer 255 is installed in a transmission manner with the driving shaft 21, so the rotation of the driving shaft 21 drives the first synchronizer 255 to rotate. Since the second spur gear 253 is installed with the driving shaft 21 in a similar bearing manner, the rotation of the driving shaft 21 will not drive the rotation of the second spur gear 253. Only when the first synchronizer 255 is meshed with the corresponding second spur gear 253, the power on the driving shaft 21 can be transmitted to the laminated gear pair 25 meshed with the first synchronizer 255, thereby driving the rotation of the laminated gear 23. Although other laminated gear pairs 25 are meshed with the laminated gear 23, they cannot provide power for the laminated gear 23 and can only idle on the corresponding shaft driven by the laminated gear 23.

[0060] In this embodiment, the laminated gear 23 is provided with four sets of gear rings, and each set of gear rings is meshed with two sets of laminated gear pairs 25. The laminated gear pairs 25 on the corresponding gear rings are installed relatively, so the laminated gear pairs 25 and the laminated gear 23 can produce four sets of speed ratios in the same direction but different from each other. The output spline shaft 24 is installed on the fourth bearing 19 and the final bearing 45. The number of bevel gear rings 231 of the laminated gear 23 and the laminated gear pairs 25 can be increased or decreased according to actual conditions as needed.

[0061] In this embodiment, in order to meet the demand of the gearbox to cut off power and to prevent the gearbox from slipping inside when the load exceeds the gearbox output torque, a clutch 3 is provided on the side of the non-gear ring surface of the laminated gear 23. The clutch 3 is installed with the output spline shaft 24 through a spline structure, and can move on the spline shaft 24 and transmit power to the output spline shaft 24. The clutch 3 includes a spline key 31 and a friction plate 32 installed on the spline key 31. The spline key 31 is installed on the output spline shaft 24. A spur ring 33 is provided on the outer side of the spline key 31. A clutch fork 34 is provided at the root of the clutch 3.

[0062] When power needs to be transmitted, the clutch fork 34 drives the friction plate 32 of the clutch 3 to be close to the non-gear ring surface of the laminated gear 23. At this time, the power on the laminated gear 23 can be transmitted to the output spline shaft 24 through the clutch.

[0063] When it is necessary to cut off the power, the clutch fork 34 drives the friction plate 32 of the clutch 3 away from the non-gear ring surface of the laminated gear 23. At this time.

[0064] In this embodiment, a friction clutch is provided at the rear end of the laminated gear 23 by utilizing the large diameter of the laminated gear 23, so as to further utilize the space and meet the requirements of the transmission power cut-off and connection. When the clutch slips during overload, it also protects the transmission. While reducing the number of parts, the space occupancy rate of the clutch 3 and the total amount of equipment are reduced, thereby realizing a lightweight and miniaturized design of the clutch and the transmission.

[0065] Ginseng Figures 2 to 7 As shown, the present invention further provides a gearbox, comprising a front-stage speed ratio mechanism 1, a speed change mechanism 2, a final-stage speed ratio mechanism 4 and an output mechanism 5 which are sequentially installed for transmission.

[0066] It should be noted that the front-stage speed ratio mechanism 1, the speed change mechanism 2 and the final-stage speed ratio mechanism 4 are only one embodiment of the present invention. More speed ratio components can be set as needed to obtain a wider range of speed ratios, and the number of speed ratio groups that each speed ratio component can provide is not uniquely fixed, and practical changes can be made according to actual needs; for the convenience of explanation, in this embodiment, the front-stage speed ratio mechanism 1 can provide 2 sets of speed ratios, the speed change mechanism 2 can provide 4 sets of speed ratios, and the final-stage speed ratio mechanism 4 can provide 2 sets of speed ratios, so the gearbox in this embodiment can provide at least 16 sets of speed ratios.

[0067] Ginseng Figures 8-9 As shown, in this embodiment, the front speed ratio mechanism 1 includes an input shaft 11, and the speed change mechanism 2 includes a driving shaft 21, a driven shaft 22 and an output spline shaft 24, wherein the input shaft 11 is mounted on the first bearing 12 and the second bearing 17, the driving shaft 21 is mounted between the second bearing 17 and the third bearing 18 and passes through the first bearing 12 and the fourth bearing 19 in sequence, and the driven shaft 22 is mounted between the first bearing 12 and the third bearing 18 and passes through the fourth bearing 19. An input transmission unit is installed between the driving shaft 21 and the input shaft 11, a secondary transmission unit is installed between the driving shaft 21 and the driven shaft 22, a laminated gear 23 is installed on the output spline shaft 24, and the laminated gear 23 is installed in transmission with the secondary transmission unit. The final speed ratio mechanism 4 includes a first final shaft 41 and a second final shaft 42, a first final gear pair is installed between the first final shaft 41 and the output spline shaft 24, and a second final gear pair is installed between the second final shaft 42 and the output spline shaft 24; the final speed ratio mechanism 4 is installed in transmission with the output mechanism 5 through the first final gear pair or the second final gear pair, and the output mechanism 5 includes a first output shaft 51 and a second output shaft 52 whose axes coincide with each other, and a third output shaft 53 whose axes are perpendicular to the axes of the first output shaft 51 and the second output shaft 52.

[0068] Specifically, the front speed ratio mechanism 1, the speed change mechanism 2 and the final speed ratio mechanism 4 provide different speed ratios for the output mechanism 5 to output. The output mechanism 5 uses different gear pairs for transmission with the final speed ratio mechanism 4, and can use different output shafts for output in different modes.

[0069] The output mode includes: in the first state, the first output shaft 51 and the second output shaft 52 rotate;

[0070] In the second state, the third output shaft 53 rotates;

[0071] In the third state, the first output shaft 51 , the second output shaft 52 and the third output shaft 53 all rotate.

[0072] The output mechanism 5 can output the speed ratio transmitted by the previous speed ratio mechanism, and the output mechanism has three output shafts, so each shaft of the output mechanism 5 in this embodiment has the ability to output 16 speed ratios in both positive and negative directions. When the gearbox in this embodiment is applied to a vehicle, the first output shaft 51 and the second output shaft 52 can provide power for the front wheels, and the third output shaft 53 can be connected to the differential at the output end to transmit power to the rear wheels. Therefore, in this embodiment, the first state is equivalent to the independent front drive mode of the vehicle, the second state is equivalent to the independent rear drive mode of the vehicle, and the third state is equivalent to the four-wheel drive mode of the vehicle.

[0073] Ginseng Figures 8-9 As shown, the front-stage speed ratio mechanism 1 in this embodiment includes an input shaft 11, which is mounted on a first bearing 12 and a second bearing 17. A first gear pair 13 and a second gear pair 14 are installed on the input shaft 11 between the first bearing 12 and the second bearing 17. The first gear pair 13 and the second gear pair 14 can transmit different speed ratios. The first gear pair 13 includes a first gear 131 installed on the input shaft 13 and a second gear 132 installed on the driving shaft 21, and the first gear 131 is meshed with the second gear 132; the second gear pair 14 includes a third gear 141 installed on the input shaft 13 and a fourth gear 142 installed on the driving shaft 21, and the third gear 141 is meshed with the fourth gear 142, wherein the first gear 131 and the fourth gear 142 have the same number of teeth, and the second gear 132 and the third gear 141 have the same number of teeth, so the two pairs of gear pairs can be installed between the input shaft 11 and the driving shaft 21 and transmit different speed ratios.

[0074] Ginseng Fig. 9As shown in the figure, in order to realize the switching of two speed ratios of the front-stage speed ratio mechanism, in this embodiment, the driving shaft 21 is equipped with a front-stage synchronizer 15 between the second gear 132 and the fourth gear 142. The front-stage synchronizer 15 is installed on the driving shaft 21 through a spline. The front-stage synchronizer 15 can drive the driving shaft 21 to rotate and can also move left and right along the driving shaft 21 under the drive of an external force; the front-stage synchronizer 15 is a synchronizer with the same structure as the first synchronizer 255, and the second gear 132 meshes with the fourth gear 142 and is provided with a synchronizer meshing recessed holes; because the second gear 132 and the fourth gear 142 can only idle on the driving shaft 21, the power of the input shaft 11 cannot be transferred to the driving shaft 21, so the front stage fork and 16 can be moved as needed to make the front stage synchronizer 15 mesh with the second gear 132 or the fourth gear 142, so that the driving shaft 21 can rotate and output different speed ratios, the rotation of the driving shaft 21 cannot drive the rotation of the laminated gear pair 25, and only when the first synchronizer 255 in the laminated gear pair 25 works, the laminated gear pair 25 can output power.

[0075] In this embodiment, the top of the boss on the end face of all synchronizers is provided with a chamfered corner, which plays a guiding role when the synchronizer boss is meshed with the concave hole on the gear. A guiding arc groove is designed on one side of the concave hole, which guides the boss to slide smoothly into the concave hole at the initial stage of clutch engagement. When the synchronizer boss completely enters the concave hole, the synchronization action is completed; the synchronizer uses a shift fork to realize the separation and combination between the synchronizer and the gear. In this embodiment, all synchronizers are made of high-strength steel and hardened by heat treatment. Compared with traditional synchronizers, the parts have higher strength, stronger wear resistance and impact resistance, and the existing synchronizers need to have a guide, which is made of copper, and its impact resistance is insufficient, and the copper chips after wear will aggravate the wear of other parts in the gearbox; the synchronizer in this embodiment does not need a guide, the number of parts is less, the synchronization combination achievement rate is higher, and the shifting time is shorter. In the present invention, there are other synchronizers and shift forks with the same function, and their functions and structures are the same as the first synchronizer 255 and the first shift fork 254, so their structures will not be repeated later.

[0076] Ginseng Fig.10 As shown, the final speed ratio mechanism 4 includes a first final gear pair and a second final gear pair, the first final gear pair includes a first final gear 26, a second final gear 43 and a third final gear 46, the first final gear 26 is fixedly mounted on one end of the output spline shaft 24 close to the final bearing 45, the second final gear 43 is fixedly mounted on the first final shaft 41, the first final shaft 41 is mounted on the final bearing 45, the first final gear 26 is meshed with the second final gear 43, and the third final gear 46 is mounted on the other end of the first final shaft 41; the second final gear pair includes a fourth final gear 44, the fourth final gear 44 is mounted on the second final shaft 42 and meshed with the spur gear ring 33.

[0077] Ginseng Fig.11 As shown, the output mechanism 5 includes a hollow shaft 54, on which a fifth final-stage gear 55 and a sixth final-stage gear 56 are rotatably mounted. The fifth final-stage gear 55 is meshed with the third final-stage gear 46, and the sixth final-stage gear 56 is meshed with the fourth final-stage gear 44; a final-stage synchronizer 57 is installed between the fifth final-stage gear 55 and the sixth final-stage gear 56; the final-stage synchronizer 57 is meshed with the fifth final-stage gear 55 or the sixth final-stage gear 56.

[0078] Therefore, the output mechanism 5 can output the power on the first final gear pair through the sixth final gear 56 or output the power on the second final gear pair through the fifth final gear 55. In this embodiment, the final output mechanism 4 has a 2-level speed ratio.

[0079] In summary, the front speed ratio mechanism 1 has 2 levels of speed ratios, the speed change mechanism 2 has 4 levels of speed ratios, and the final speed ratio mechanism 4 has 2 levels of speed ratios. The specific speed ratios and the number of teeth of the gears are shown in Tables 1, 2 and 3:

[0080] Table 1. First-stage speed ratio table

[0081]

[0082] Table 2. Secondary speed ratio table

[0083]

[0084] Table 3. Three-speed ratio table

[0085]

[0086]

[0087] The gearbox in this embodiment has 16 output speed ratios, which is wider than the gearbox in the prior art, as shown in Table 4 below:

[0088]

[0089] In the present embodiment, the gearbox with 16 speed ratios has a wider speed ratio relationship, improves power conversion rate, and improves mechanical efficiency. For example, in the prior art, the Mercedes-Benz gearbox uses 9th gear at a speed of 120 kilometers per hour, and the engine speed is 1750 rpm. When it is replaced with the patented gearbox with 16 gears, the speed only needs 729 rpm, and the fuel saving rate reaches 58.3%, which can greatly improve the fuel economy performance. The truck 1st gear speed ratio of the prior art is 13.22, and the 16-speed gearbox of this embodiment can obtain a speed ratio of 18.65. The torque is increased by 41% under the same engine speed conditions, which is of great help when the truck climbs and gets out of trouble; and the present invention can obtain 16 speed ratios in each direction through the symmetrically arranged laminated gear pair 25 and laminated gear 23. When used, this gearbox with the same number of forward gears and reverse gears is suitable for tracked vehicles, especially tanks, which can achieve high-speed reversing.

[0090] In addition, in this embodiment, due to the wide speed ratio and the small gap between adjacent speed ratios, the gear shifting can be carried out according to the normal gear shifting sequence, that is, from 1st gear to 16th gear, and the gear shifting operation can also be realized. For example, the 9th gear can be directly engaged in the 11th gear, and the 11th gear can be directly engaged in the 9th gear. The gear change can be realized by directly skipping the intermediate gear. For example, when accelerating from 0 to 100, the vehicle gearbox needs to gradually shift up in sequence. Frequent gear shifting requires the clutch to participate in the work, which will cause power interruption and energy waste during the gear shifting process. The gearbox of this embodiment has The skip gear function can achieve high-speed state with fewer gear shifts, and vice versa, it can also realize skip gear shifting when downshifting is required, making full use of the engine's reverse traction to assist deceleration requirements. In conjunction with the aforementioned synchronizer, when the gear speeds are close, such as the speed ratio of 5th gear to 6th gear changes from 5.51 to 5.64, the speed ratios are very close at this time, and the synchronizer can be compatible with the speed difference to realize direct gear shifting, thereby obtaining a speed increase of (5.64-5.51) / 5.51*100=2.35% and corresponding energy savings.

[0091] Ginseng Fig.11 and Fig.12As shown, the first output shaft 51 is installed in the hollow shaft 54 ​​and passes through the hollow shaft 54, the central control shaft 54 ​​is installed on the bearing seat through a bearing, the end of the hollow shaft 54 ​​close to the third output shaft 53 is installed with the first output shaft 51 and the second output shaft 52 through the differential 59, the second bevel gear 510 is rotatably installed on the hollow shaft 54, the third output shaft 53 is installed with a third bevel gear 515 at one end close to the hollow shaft 54, the third bevel gear 515 is meshed with the second bevel gear 510, and the second synchronizer 58 is installed on the back of the second bevel gear 510 of the hollow shaft 54; in the second state and the third state, the second synchronizer 58 is meshed with the second bevel gear 510. The third synchronizer 511 is installed on the back of the differential 59 of the hollow shaft 54, and the third synchronizer 511 is meshed with the differential 59 in the first state and the third state.

[0092] When it is necessary to switch to the first state, the final-stage shift fork 512 drives the final-stage synchronizer 57 to mesh with the fifth final-stage gear 55 or the sixth final-stage gear 56, and the final-stage synchronizer 57 transmits power to the hollow shaft 54, and the hollow shaft 54 ​​rotates, and the third shift fork 514 drives the third synchronizer 511 to mesh with the differential 59, and the differential 59 drives the first output shaft 51 and the second output shaft 52 to rotate at the same time, and the third output shaft 53 does not rotate at this time, so that the front-wheel drive mode of the vehicle is realized;

[0093] When it is necessary to switch to the second state, the final-stage shift fork 512 drives the final-stage synchronizer 57 to mesh with the fifth final-stage gear 55 or the sixth final-stage gear 56, and the final-stage synchronizer 57 transmits power to the hollow shaft 54, and the hollow shaft 54 ​​rotates, and the second shift fork 513 drives the second synchronizer 58 to mesh with the second bevel gear 510, and the second bevel gear 510 meshes with the third bevel gear 515, thereby driving the third output shaft 53 to rotate. At this time, the first output shaft 51 and the second output shaft 52 do not rotate, so that the rear-wheel drive mode of the vehicle is realized;

[0094] When it is necessary to switch to the third state, the final-stage shift fork 512 drives the final-stage synchronizer 57 to mesh with the fifth final-stage gear 55 or the sixth final-stage gear 56, and the final-stage synchronizer 57 transmits power to the hollow shaft 54, the hollow shaft 54 ​​rotates, and the third shift fork 514 drives the third synchronizer 511 to mesh with the differential 59, and the differential 59 drives the first output shaft 51 and the second output shaft 52 to rotate simultaneously; at the same time, the second shift fork 513 drives the second synchronizer 58 to mesh with the second bevel gear 510, and the second bevel gear 510 meshes with the third bevel gear 515 and drives the third output shaft 53 to rotate. At this time, the first output shaft 51, the second output shaft 52 and the third output shaft 53 all rotate to realize the four-wheel drive mode of the vehicle. In this embodiment, the speed ratio between the second bevel gear 510 and the third bevel gear 515 is 3:1, and the third output shaft 53 can be subsequently connected in series with a differential with a speed ratio of 1:3 to ensure that the rotation speed of the front and rear wheels is consistent.

[0095] like Fig.12 As shown, the differential 59 includes a housing 592, a first sun gear 593, a first planetary gear 594, a second planetary gear 595, and a second sun gear 596. The housing 592 is installed on the bearing seat through the first differential bearing 591 and the second differential bearing 597. The first sun gear 593 is rotatably installed in the housing 592. The root of the first sun gear 593 is fixedly installed on the end of the first output shaft 51. The first planetary gear 594 and the second planetary gear 595 are relatively rotatably installed in the housing 592, and the axes of the first planetary gear 594 and the second planetary gear 595 are perpendicular to the axis of the first output shaft 51. The first planetary gear 594 and the second planetary gear 595 are both meshed with the first sun gear 593. The second sun gear 596 is rotatably installed in the housing 592 along the axis of the first output shaft 51 and meshes with the first planetary gear 594 and the second planetary gear 595 respectively. The root of the second sun gear 596 is fixedly installed on the second output shaft 52.

[0096] When the rotation speeds of the first output shaft 51 and the second output shaft 52 are the same, the differential 59 drives the first planetary gear 594 and the second planetary gear 595 to rotate, and the planetary gears do not rotate on their own; when the rotation speeds of the first output shaft 51 and the second output shaft 52 are different, the differential 59 drives the first planetary gear 594 and the second planetary gear 595 to rotate, and the first planetary gear 594 and the second planetary gear 595 also rotate around their own axes, so as to absorb the speed difference between the first output shaft 51 and the second output shaft 52, thereby realizing the turning of the vehicle.

[0097] The present invention also provides a speed change method, comprising the above-mentioned gearbox, comprising the following steps:

[0098] The clutch fork 34 is operated to move the friction plate 32 of the clutch 3 away from the non-gear ring surface of the laminated gear 23;

[0099] Control one or more of the front-stage shift fork 16, the first shift fork 254 and the final-stage shift fork 512 to shift the gearbox to output a preset speed ratio;

[0100] Based on a preset speed ratio, one or more of the second shift fork 513 or the third shift fork 514 is manipulated to change the working state of the output mechanism.

[0101] The present invention integrates a multi-speed ratio component, a clutch, multi-axis and multi-directional multi-mode output. On the premise of having a high speed ratio, it also has multi-axis output and multi-directional shaft dynamic output capabilities and power. It is also possible to select a suitable drive mode according to usage conditions. At the same time, a clutch is provided, which not only realizes power cut-off but also protects the gearbox when overloaded.

[0102] It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above and that the invention can be implemented in other specific forms without departing from the spirit or essential features of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description, and it is intended that all variations falling within the meaning and scope of the equivalent elements of the claims be included in the invention. Any reference numeral in a claim should not be considered as limiting the claim to which it relates.

[0103] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A speed change mechanism, characterized in that: The speed change mechanism comprises a laminated gear mounted on the output spline shaft and a laminated gear pair mounted between the driving shaft and the driven shaft, the axes of the driving shaft and the driven shaft are arranged in parallel, and the axes of the output spline shaft and the driving shaft are arranged perpendicularly; The laminated gear comprises a plurality of concentrically spaced bevel gear rings, and two sets of laminated gear pairs are installed on each layer of the laminated gear rings in the same radial direction for relative transmission; the laminated gear pair comprises a first bevel gear installed on the driven shaft for transmission and a second spur gear installed on the driving shaft for rotation, the first bevel gear meshes with the bevel gear ring of the laminated gear, a first spur gear is integrally provided at the tooth root of the first bevel gear, the first spur gear meshes with the second spur gear, and a first synchronizer is installed on the driving shaft for transmission on one side of the second spur gear; In the working state, only one set of the first synchronizer among all the laminated gear pairs is meshed with the second spur gear, transmitting the power on the driving shaft to the laminated gears through the laminated gear pairs; In the non-operating state, the first synchronizers in all the stacked gear pairs are separated from the second spur gears.

2. The speed change mechanism according to claim 1, characterized in that: The first synchronizer is installed on the driving shaft through a spline structure. The first synchronizer can move on the driving shaft while rotating synchronously with the driving shaft. A slide groove is provided on the cylindrical surface of the first synchronizer. A plurality of bosses are provided on both end surfaces of the first synchronizer. A plurality of concave holes matching with the bosses are provided on the second spur gear. The speed change mechanism also includes a first shift fork. In the working state, the first shift fork is inserted into the slide groove to drive the first synchronizer to mesh with the concave hole on the second spur gear through the boss; In a non-working state, the first shift fork is inserted into the sliding groove to drive the first synchronizer away from the second spur gear.

3. The speed change mechanism according to claim 1, characterized in that: A clutch is installed on the output spline shaft, and the clutch includes a spline keypad and a friction plate installed on the spline keypad. The spline keypad is installed on the output spline shaft through splines. A spur gear ring is provided on the outer side of the spline keypad. The laminated gear is rotatably installed on the output spline shaft. When the clutch is not in operation, the friction plate of the clutch is pressed against the non-gear ring surface of the laminated gear to transmit the power on the laminated gear to the output spline shaft; When the clutch is in working state, the friction plate of the clutch is away from the non-gear ring surface of the laminated gear to cut off the power between the laminated gear and the output spline shaft.

4. A gearbox, characterized in that: The transmission comprises a transmission mechanism as claimed in any one of claims 1 to 3, wherein the transmission further comprises at least one group of front-stage speed ratio mechanisms having a plurality of speed ratios, at least one group of final-stage speed ratio mechanisms having a plurality of speed ratios, and an output mechanism; The front-stage speed ratio mechanism comprises an input shaft, and an input transmission unit is installed between the input shaft and the driving shaft; the final-stage speed ratio mechanism comprises a first final-stage shaft and a second final-stage shaft, a first final-stage gear pair is installed between the first final-stage shaft and the output spline shaft, and a second final-stage gear pair is installed between the second final-stage shaft and the output spline shaft; the final-stage speed ratio mechanism is installed with the output mechanism through the first final-stage gear pair or the second final-stage gear pair, and the output mechanism comprises a first output shaft and a second output shaft whose axes coincide with each other, and a third output shaft whose axis is perpendicular to the axes of the first output shaft and the second output shaft; the working states of the output mechanism include: a first state, a second state and a third state; In a first state, the first output shaft and the second output shaft rotate; In the second state, the third output shaft rotates; In the third state, the first output shaft, the second output shaft and the third output shaft all rotate.

5. The gearbox according to claim 4, characterized in that: The input transmission unit includes a first gear pair, a second gear pair, a front-stage synchronizer and a front-stage shift fork, wherein the first gear pair includes a first gear transmission-mounted on the input shaft and a second gear rotationally mounted on the driving shaft, and the first gear is meshed with the second gear; the second gear pair includes a third gear transmission-mounted on the input shaft and a fourth gear rotationally mounted on the driving shaft, and the third gear is meshed with the fourth gear; a front-stage synchronizer is installed between the second gear and the fourth gear on the driving shaft, and the structure of the front-stage synchronizer is the same as that of the first synchronizer, and the front-stage synchronizer is installed on the driving shaft through a spline, and the second gear and the fourth gear are both provided with a concave hole identical to the second spur gear; In the working state, the front-stage synchronizer is engaged with the second gear or the fourth gear under the drive of the front-stage shift fork; In a non-working state, the front-stage synchronizer is driven by the front-stage shift fork to move away from the second gear and the fourth gear.

6. The gearbox according to claim 5, characterized in that: The first final gear pair comprises a first final gear, a second final gear and a third final gear, wherein the first final gear is fixedly mounted on the end of the output spline shaft, the second final gear is fixedly mounted on the first final shaft, the first final gear is meshed with the second final gear, and the third final gear is mounted on the other end of the first final shaft; The second final stage gear pair includes a fourth final stage gear, which is mounted on the second final stage shaft and meshes with the spur gear ring.

7. The gearbox according to claim 6, characterized in that: The output mechanism comprises a hollow shaft, on which a fifth final-stage gear and a sixth final-stage gear are rotatably mounted, the fifth final-stage gear meshes with the third final-stage gear, and the sixth final-stage gear meshes with the fourth final-stage gear; a final-stage synchronizer is mounted between the fifth final-stage gear and the sixth final-stage gear; In the working state, the final stage synchronizer is meshed with the fifth final stage gear and the sixth final stage gear under the drive of the final stage shift fork; In a non-working state, the front-stage synchronizer is driven by the final-stage shift fork to move away from the fifth final-stage gear and the sixth final-stage gear.

8. The gearbox according to claim 7, characterized in that: The first output shaft is transmission-mounted in the hollow shaft and passes through the hollow shaft. One end of the hollow shaft close to the third output shaft is transmission-mounted with the first output shaft and the second output shaft through a differential. A second bevel gear is rotationally mounted on the hollow shaft. One end of the third output shaft close to the hollow shaft is mounted with a third bevel gear, and the third bevel gear is meshed with the second bevel gear. A second synchronizer is mounted on the back of the second bevel gear on the hollow shaft. In the second state and the third state, the second synchronizer is meshed with the second bevel gear.

9. The gearbox according to claim 8, characterized in that: The hollow shaft is transmission-mounted with a third synchronizer on the back side of the differential. The third synchronizer is meshed with the differential in the first state and the third state.

10. The gearbox according to claim 8, characterized in that The differential includes a housing, a first sun gear, a first planetary gear, a second planetary gear, and a second sun gear. The housing is installed on a bearing seat through a first differential bearing and a second differential bearing. The first sun gear is rotatably installed in the housing. The tooth root of the first sun gear is fixedly installed on the end of the first output shaft. The first planetary gear and the second planetary gear are relatively rotatably installed in the housing, and the axes of the first planetary gear and the second planetary gear are perpendicular to the axis of the first output shaft. The first planetary gear and the second planetary gear are both meshed with the first sun gear. The second sun gear is rotatably installed in the housing along the axis of the first output shaft and is respectively meshed with the first planetary gear and the second planetary gear. The tooth root of the second sun gear is fixedly installed on the second output shaft.

11. A speed changing method, characterized in that: A gearbox as claimed in any one of claims 4 to 9, comprising the following steps: Operate the clutch fork to keep the friction plate of the clutch away from the non-gear ring surface of the laminated gear; Controlling one or more of the front-stage shift fork, the first shift fork and the final-stage shift fork to shift the gearbox to output a preset speed ratio; Based on a preset speed ratio, one or more of the second shift fork or the third shift fork is manipulated to change the working state of the output mechanism.

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