13-gear mechanical automatic transmission

Abstract

The invention discloses a 13-gear mechanical automatic transmission which comprises a front auxiliary box, a main box and a rear auxiliary box. A first shaft, a second shaft and an auxiliary box main shaft are arranged in the front auxiliary box, the main box and the rear auxiliary box along the central axis. The front end of the first shaft penetrates out of the front end of the clutch shell, and the rear end of the auxiliary box spindle penetrates out of the rear end of the rear auxiliary box. The right intermediate shaft and the left intermediate shaft are symmetrically arranged on two sides of the spindle; a first shaft is sleeved with a first shaft differential gear and a first shaft gear in an empty mode from front to back, and the portion, between the first shaft differential gear and the first shaft gear, of the first shaft is further sleeved with a lock pin type synchronizer. The second shaft is sleeved with a third-gear gear, a second-gear gear, a first-gear gear and a reverse-gear gear in sequence from front to back; the second shaft is further provided with a first sliding sleeve, a second sliding sleeve and a third sliding sleeve. A lock pin type synchronizer and an auxiliary box main shaft reduction gear are sequentially installed on the auxiliary box main shaft from front to back. According to the invention, the speed changer which is required by the dumper in the working process and has a relatively large first gear speed ratio and an overgear is realized, and the traveling efficiency and the fuel economy of the speed changer are improved.

Description

Technical Field

[0001] The invention belongs to the field of transmissions, and in particular relates to a 13-speed mechanical automatic transmission. Background Art

[0002] The transmission is one of the important components in the vehicle's powertrain system. By changing the transmission ratio, it controls the vehicle's driving force and speed in different environments, allowing the engine to operate in the best working condition, ensuring that the vehicle can obtain the best power and lowest fuel consumption.

[0003] With the rapid development of the heavy-duty truck industry, the types of heavy-duty trucks on the market are becoming larger and larger, and most vehicles on the market use 12-speed or 16-speed transmissions. Dump trucks have special operating conditions, that is, they are mainly used for material transportation in large open-pit mines and water conservancy projects, and work in conjunction with excavators and other equipment. The tonnage ranges from tens of tons to hundreds of tons, and they have the characteristics of large load capacity and high efficiency. When fully loaded, starting requires a larger first gear ratio to ensure stability at the start, and when unloaded, it is necessary to ensure a higher driving speed and lower fuel consumption. For special models such as dump trucks, it is obvious that the 12-speed and 16-speed transmissions used in existing heavy trucks cannot provide them with suitable power and high fuel economy. Therefore, it is urgent to design a transmission for dump trucks to ensure that they can also have excellent performance under special conditions. Summary of the invention

[0004] The purpose of the present invention is to provide a 13-speed mechanical automatic transmission to solve the problem that the 12-speed and 16-speed transmissions used in existing heavy trucks cannot provide suitable power and higher fuel economy for dump trucks.

[0005] In order to achieve the above object, the present invention adopts the following technical solution:

[0006] A 13-speed mechanical automatic transmission, comprising a front auxiliary box, a main box and a rear auxiliary box connected in sequence from front to rear;

[0007] The integral shell of the front auxiliary box, the main box and the rear auxiliary box is formed by connecting the clutch housing, the gearbox housing and the rear cover housing in sequence from front to back; the front auxiliary box, the main box and the rear auxiliary box are provided with a first shaft, a second shaft and the auxiliary box main shaft along the central axis, and the three constitute the main shaft; the front end of the first shaft passes through the front end of the clutch housing, and the rear end of the auxiliary box main shaft passes through the rear end of the rear auxiliary box; the right intermediate shaft and the left intermediate shaft are symmetrically arranged on both sides of the main shaft;

[0008] A one-axis speed reduction gear and a one-axis gear are sleeved on the one-axis from front to back in an idle manner, and a lock pin type synchronizer is also sleeved on the one-axis between the two; on the second shaft, a third gear, a second gear, a first gear and a reverse gear are sleeved in sequence from front to back in an idle manner; a first sliding sleeve, a second sliding sleeve and a third sliding sleeve are also installed on the second shaft, and these three sliding sleeves are respectively matched with the external splines on the second shaft through internal splines, and can slide axially along the second shaft and rotate with the second shaft. Among them, the first sliding sleeve is located in front of the reverse gear, the second sliding sleeve is located between the first gear and the second gear, and the third sliding sleeve is located between the third gear and the one-axis gear; the auxiliary box drive gear is installed at the rear end of the second shaft through splines, and a lock pin type synchronizer and an auxiliary box main shaft reduction gear are installed on the auxiliary box main shaft in sequence from front to back, and the auxiliary box main shaft reduction gear is sleeved in an idle manner; a countershaft speed reduction gear and a countershaft transmission gear are arranged on both the left countershaft and the right countershaft; the auxiliary box countershaft transmission gear is fixedly connected with the auxiliary box countershaft.

[0009] Further, the auxiliary box countershaft transmission gear is welded to the auxiliary box countershaft.

[0010] Further, a first speed sensor is further included, and the first speed sensor is installed on the shift execution mechanism for detecting the speed of the one-axis.

[0011] Further, a second speed sensor is further included, and the second speed sensor is installed on the transmission housing for detecting the speed of the right countershaft.

[0012] Further, a one-axis three-fork structure is further included, and the one-axis three-fork structure includes a shift fork shaft, and there are three shift forks on the shift fork shaft, namely a first shift fork, a second shift fork and a third shift fork.

[0013] Further, a temperature sensor is further included, and the temperature sensor is installed on the shift execution mechanism.

[0014] Compared with the prior art, the present invention has the following technical effects:

[0015] 1) The overall transmission of the present invention adopts a 2×3×2+1 structure. On the basis of a 12-speed direct gear transmission, a set of gears is added, and the overall number of gears is increased by one. The newly added overdrive gear has a small speed ratio, ensuring that the dump truck can obtain a higher driving speed under no-load conditions, reducing fuel consumption, and realizing a transmission for the dump truck that has both a large first gear speed ratio and an overdrive gear during the working process, improving its driving efficiency and fuel economy.

[0016] 2) The main and auxiliary box three-section structure layout: The three-section cylindrical housing of the transmission is divided into a clutch housing, a transmission housing and a rear cover housing. This design makes the overall structure of the transmission compact, with high transmission efficiency and high reliability, thereby extending its service life and saving maintenance costs.

[0017] 3) By setting an input shaft speed sensor on one axis, when the one axis starts to rotate, the real-time speed of the one axis can be obtained. At the same time, the speed of the one axis can also be inversely calculated using the speed sensor on the intermediate shaft.

[0018] 4) Compared with the structure of a conventional transmission where one shift fork shaft controls one shift fork for shifting, the one-axis three-fork structure makes the entire transmission box type more compact, reduces weight, and lowers costs; at the same time, it ensures smoother shifting, higher shifting efficiency, and better overall performance improvement.

[0019] 5) A temperature sensor is integrated in the shift actuator, which can monitor the change of oil temperature and avoid failures caused by too high oil temperature. Brief Description of the Drawings

[0020] Figure 1 is a schematic structural diagram of a 13-speed mechanical automatic transmission of the present invention;

[0021] Figure 2 is a schematic structural diagram of the one-axis three-fork;

[0022] Figure 3 is a schematic structural diagram of the one-axis three-fork.

[0023] The meanings of each label are as follows: 1, one axis; 2, second axis; 3, main shaft of the auxiliary box; 4, lock pin type synchronizer; 5, speed reduction gear of the one axis; 7, first sliding sleeve; 8, second sliding sleeve; 9, third sliding sleeve; 10, reverse gear; 11, first gear; 12, second gear; 13, third gear; 14, one-axis gear; 15, lock pin type synchronizer; 16, main shaft reduction gear of the auxiliary box; 17, driving gear of the auxiliary box; 18, right intermediate shaft; 19, left intermediate shaft; 20, speed reduction gear of the intermediate shaft; 21, transmission gear of the intermediate shaft; 22, intermediate shaft of the auxiliary box; 23, transmission gear of the intermediate shaft of the auxiliary box; 24, clutch housing; 25, transmission housing; 26, rear cover housing; 27, front auxiliary box; 28, main box; 29, rear auxiliary box; 30, gear shifting groove structure. 31, interlock block; 32, first shift fork; 33, second shift fork; 34, third shift fork; 35, gear shifting block; 36, shift fork shaft. Detailed Embodiment

[0024] The present invention will be further explained below in conjunction with the drawings and specific embodiments.

[0025] As Figure 1 shown, the 13-speed mechanical automatic transmission given by the present invention includes a front auxiliary box 27, a main box 28, and a rear auxiliary box 29 that are connected in sequence from front to back, and the overall structure is 2×3×2 + 1;

[0026] The overall outer shell of the front auxiliary case 27, main case 28, and rear auxiliary case 29 is formed by successively connecting a clutch housing 24, a transmission housing 25, and a rear cover housing 26 from front to back; a first shaft 1, a second shaft 2, and an auxiliary case main shaft 3 are arranged along the central axis inside the front auxiliary case 27, main case 28, and rear auxiliary case 29, and the three form a main shaft; the front end of the first shaft 1 passes through the front end of the clutch housing 24, and the rear end of the auxiliary case main shaft 3 passes through the rear end of the rear auxiliary case 29; the right intermediate shaft 18 and the left intermediate shaft 19 are symmetrically arranged on both sides of the main shaft;

[0027] The first shaft speed reduction gear 5 and the first shaft gear 14 are sleeved on the first shaft 1 loosely from front to back, and a lock pin type synchronizer 4 is also sleeved on the first shaft 1 between the two; on the second shaft 2, a third gear 13, a second gear 12, a first gear 11, and a reverse gear 10 are successively sleeved loosely from front to back; on the second shaft 2, a first sliding sleeve 7, a second sliding sleeve 8, and a third sliding sleeve 9 are also installed, and these three sliding sleeves are respectively matched with the external splines on the second shaft 2 through internal splines, can slide axially along the second shaft 2, and rotate with the second shaft 2. Among them, the first sliding sleeve 7 is located in front of the reverse gear 10, the second sliding sleeve 8 is located between the first gear 11 and the second gear 12, and the third sliding sleeve 9 is located between the third gear 13 and the first shaft gear 14. The auxiliary case drive gear 17 is installed at the rear end of the second shaft 2 through a spline, and a lock pin type synchronizer 15 and an auxiliary case main shaft reduction gear 16 are successively installed on the auxiliary case main shaft 3 from front to back, and the auxiliary case main shaft reduction gear 16 is sleeved loosely. One intermediate shaft speed reduction gear 20 and one intermediate shaft transmission gear 21 are arranged on both the left intermediate shaft 19 and the right intermediate shaft 18.

[0028] The auxiliary case intermediate shaft transmission gear 23 is fixedly connected (preferably welded) to the auxiliary case intermediate shaft 22.

[0029] The power transmission route of the present invention is as follows:

[0030] The power of the engine passes through the clutch and then is transmitted to the first shaft 1 of the transmission of the present invention, and is engaged with the first shaft speed reduction gear 5 or the first shaft gear 14 on the first shaft 1 through the lock pin type synchronizer 4 on the first shaft 1. Since the first shaft speed reduction gear 5 meshes with the intermediate shaft speed reduction gear 20, or the first shaft gear 14 meshes with the intermediate shaft transmission gear 21, the power is transmitted to the left intermediate shaft 19 and the right intermediate shaft 18, driving all the gears on the left intermediate shaft 19 and the right intermediate shaft 18 to rotate. At this time, the first shaft speed reduction gear 5 or the first shaft gear 14 that is not engaged with the lock pin type synchronizer 4 idles on the first shaft 1.

[0031] Similarly, the third - speed gear 13, second - speed gear 12, first - speed gear 11, and reverse gear 10 on the secondary shaft 2 will also mesh with the gears on the right intermediate shaft 18 and left intermediate shaft 19, and thus the third - speed gear 13, second - speed gear 12, first - speed gear 11, and reverse gear 10 will also rotate accordingly. There are three sliding sleeves on the secondary shaft 2, namely the first sliding sleeve 7, the second sliding sleeve 8, and the third sliding sleeve 9. When the first sliding sleeve 7 moves towards the reverse gear 10, or the second sliding sleeve 8 and the third sliding sleeve 9 move towards a certain gear on the left or right, the floating third - speed gear 13, second - speed gear 12, first - speed gear 11, or reverse gear 10 on the secondary shaft 2 is connected to the secondary shaft 2, and the secondary shaft 2 starts to rotate. When all three sliding sleeves are in the middle position, it is in the neutral position at this time, and the secondary shaft 2 does not rotate.

[0032] In the rear auxiliary gearbox 29, when the lock - pin synchronizer 15 moves forward towards the transmission, it engages with the auxiliary gearbox drive gear 17. At this time, the rear auxiliary gearbox 29 is in the high - gear range, and the power transmitted from the secondary shaft 2 will be directly output through the lock - pin synchronizer 15 to the auxiliary gearbox main shaft 3. When the lock - pin synchronizer 15 moves backward towards the transmission, it engages with the auxiliary gearbox main shaft reduction gear 16. At this time, the rear auxiliary gearbox 29 is in the low - gear range, and the power from the secondary shaft 2 will be transmitted through the auxiliary gearbox drive gear 17 to the auxiliary gearbox intermediate shaft drive gear 23, then to the auxiliary gearbox intermediate shaft 22, and finally transmitted to the main shaft 3 through the auxiliary gearbox main shaft reduction gear 16 for output.

[0033] As a preferred embodiment, the present invention further includes a first rotational speed sensor, which is installed on the shift actuator to monitor the speed of the primary shaft 1. In addition, it also includes a second rotational speed sensor, which is installed on the transmission housing 25 to monitor the speed of the right intermediate shaft 18. At the same time, the first rotational speed sensor and the second rotational speed sensor can calculate the rotational speed values of the shafts based on the number of teeth (this operation is a conventional technical means in the field and will not be described here). When one of the rotational speed sensors fails, the failure value can be calculated through the other rotational speed sensor, and they can replace each other to reduce the failure rate.

[0034] As a preferred embodiment, refer to Figure 2 and Figure 3, the present invention further includes a one-axis three-fork structure. The one-axis three-fork structure includes a shift fork shaft 36, and there are three shift forks on the shift fork shaft 36, namely the first shift fork 32, the second shift fork 33, and the third shift fork 34. When the transmission performs the gear selection operation, the shift selector head starts to rotate, and the shift block 35 drives the interlock block 31 to rotate together with the shift fork shaft 36 until the shift block 35 corresponds to the gear engaging groove 30 of one of the shift forks (referring to the first shift fork 32, the second shift fork 33, or the third shift fork 34). The other two shift forks are blocked by the interlock block 31 to prevent multiple gears from being engaged, and the gear selection is completed. After that, the shift selector head makes a forward and backward axial movement, driving the shift fork shaft 36, the shift block 35, and the selected shift fork to move together to complete the gear engagement. The above gear selection and gear engagement actions can be automatically controlled by the vehicle controller.

[0035] As a preferred embodiment, the present invention further includes a temperature sensor. The temperature sensor is installed on the shift actuator (the shift actuator is used to perform the shift operation through the controller) to measure the oil temperature in real time during vehicle driving, avoiding faults caused by excessive oil temperature.

Claims

1. A 13-speed mechanical automatic transmission, characterized in that: It comprises a front auxiliary box (27), a main box (28) and a rear auxiliary box (29) which are connected in sequence from front to back; The integral outer shell of the front auxiliary box (27), the main box (28) and the rear auxiliary box (29) is formed by connecting the clutch housing (24), the gearbox housing (25) and the rear cover housing (26) in sequence from front to back; the front auxiliary box (27), the main box (28) and the rear auxiliary box (29) are provided with a first shaft (1), a second shaft (2) and an auxiliary box main shaft (3) along the central axis, and the three constitute the main shaft; the front end of the first shaft (1) passes through the front end of the clutch housing (24), and the rear end of the auxiliary box main shaft (3) passes through the rear end of the rear auxiliary box (29); the right intermediate shaft (18) and the left intermediate shaft (19) are symmetrically arranged on both sides of the main shaft; A first shaft speed differential gear (5) and a first shaft gear (14) are sleeved on the first shaft (1) from front to back, and a lock pin type synchronizer (4) is sleeved on the first shaft (1) between the two; a third gear (13), a second gear (12), a first gear (11) and a reverse gear (10) are sleeved on the second shaft (2) in sequence from front to back; a first sliding sleeve (7), a second sliding sleeve (8) and a third sliding sleeve (9) are also installed on the second shaft (2), and the three sliding sleeves are respectively matched with the external splines on the second shaft (2) through internal splines, and can slide along the axial direction of the second shaft (2) and rotate with the second shaft (2), wherein the first sliding sleeve (7) is located in front of the reverse gear (10), and the second sliding sleeve (8) is located in front of the reverse gear (10). (8) is located between the first gear (11) and the second gear (12), and the third sliding sleeve (9) is located between the third gear (13) and the first shaft gear (14); the auxiliary box driving gear (17) is installed at the rear end of the second shaft (2) through a spline, and the auxiliary box main shaft (3) is sequentially installed with a lock pin synchronizer (15) and an auxiliary box main shaft reduction gear (16) from front to back, and the auxiliary box main shaft reduction gear (16) is an empty sleeve; an intermediate shaft differential gear (20) and an intermediate shaft transmission gear (21) are arranged on the left intermediate shaft (19) and the right intermediate shaft (18); the auxiliary box intermediate shaft transmission gear (23) is fixedly connected to the auxiliary box intermediate shaft (22).

2. The 13-speed automatic mechanical transmission according to claim 1, characterized in that: The auxiliary box intermediate shaft transmission gear (23) is welded to the auxiliary box intermediate shaft (22).

3. The 13-speed automatic mechanical transmission according to claim 1, characterized in that: It also includes a first rotation speed sensor, which is installed on the gear shift actuator and is used to detect the rotation speed of a shaft (1).

4. The 13-speed automatic mechanical transmission according to claim 3, characterized in that: It also includes a second rotation speed sensor, which is installed on the transmission case (25) and is used to detect the rotation speed of the right intermediate shaft (18).

5. The 13-speed automatic mechanical transmission according to any one of claims 1 to 4, characterized in that: It also includes a one-shaft three-fork structure, which includes a fork shaft (36) on which three shift forks are arranged, namely a first shift fork (32), a second shift fork (33) and a third shift fork (34).

6. The 13-speed automatic mechanical transmission according to any one of claims 1 to 4, characterized in that: The device also includes a temperature sensor, which is mounted on the gear shift actuator.

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