Six-gear speed change mechanism easy to park and shift

Abstract

The utility model discloses a six-gear speed change mechanism easy for parking and gear shifting, which comprises an auxiliary gear shifting assembly, the auxiliary gear shifting assembly comprises an auxiliary motor and a gear shifting gear shaft parallel to a driving shaft, and the gear shifting gear shaft is sleeved on a motor shaft of the auxiliary motor in a synchronous rotation manner; the forward gear teeth of the forward gear shaft are meshed with the variable speed input gear; when the first gear shifting sleeve, the second gear shifting sleeve and the third gear shifting sleeve are all separated from the six pairs of speed reduction gear sets, the auxiliary motor can drive the first gear shifting sleeve, the second gear shifting sleeve and the third gear shifting sleeve to rotate relative to the adjacent speed reduction gear sets. By the adoption of the six-gear speed change mechanism facilitating parking gear entering, the first gear shifting sleeve, the second gear shifting sleeve and the third gear shifting sleeve can be driven to rotate relative to the adjacent speed reduction tooth sets through the auxiliary gear entering assembly, so that the corresponding gears are engaged according to needs, the problem that gear entering cannot be achieved in the parking state is solved, and the gear entering efficiency is improved. And smooth gear shifting of the six-gear speed change mechanism in each state is ensured.

Description

Technical Field

[0001] The utility model relates to the technical field of transmission systems, in particular to a six-speed transmission mechanism which is easy to park and shift into gear. Background Art

[0002] Traditional low-cost compact six-speed transmission mechanisms usually use three shift forks to independently control three shift sleeves to switch the transmission of six pairs of reduction gear groups to achieve six-speed shifting. Among them, the engagement and separation between the shift sleeve and the adjacent gears are usually achieved through tooth-slot cooperation. When the engagement teeth are embedded in the corresponding engagement grooves, the shift sleeve is engaged with the adjacent gears, and when the engagement teeth are disengaged from the corresponding engagement grooves, the shift sleeve is separated from the adjacent gears.

[0003] For the above-mentioned low-cost compact six-speed transmission mechanism, during the operation after starting, since each shift sleeve and each pair of reduction gear groups are rotating with a speed difference, there will be no difficulty in shifting. However, when shifting gears in a parked state, since each shift sleeve and each pair of reduction gear groups are in a non-rotating state, if the engagement teeth and engagement grooves between the shift sleeve and the adjacent gears are completely misaligned, it will lead to a situation where the gear cannot be shifted.

[0004] Solving the above problems has become a top priority. Utility Model Content

[0005] In order to solve the technical problem that the existing low-cost compact six-speed transmission mechanism may be unable to shift gears when the vehicle is parked, the utility model provides a six-speed transmission mechanism that is easy to shift gears when the vehicle is parked.

[0006] The technical solution is as follows:

[0007] The first aspect of the present application relates to a six-speed transmission mechanism that is easy to park and shift, comprising a driving shaft and a driven shaft parallel to each other, the driving shaft being synchronously and rotatably equipped with a speed change input gear, the driven shaft being synchronously and rotatably equipped with a speed change output gear, the driving shaft and the driven shaft being provided with six pairs of reduction gear groups, the driving shaft being synchronously and rotatably equipped with a first shift sleeve that can slide along its axial direction, the driven shaft being synchronously and rotatably equipped with a second shift sleeve and a third shift sleeve that can slide along its axial direction, the six pairs of reduction gear groups being arranged in groups of two on both sides of the first shift sleeve, the second shift sleeve and the third shift sleeve respectively; when any one of the first shift sleeve, the second shift sleeve and the third shift sleeve is combined with one of the adjacent pairs of reduction gear groups through tooth groove matching, the driving shaft can transmit power to the driven shaft through the pair of reduction gear groups driven shaft;

[0008] It also includes an auxiliary shift assembly, which includes an auxiliary motor and a shift gear shaft parallel to the driving shaft, the shift gear shaft is synchronously rotated and sleeved on the motor shaft of the auxiliary motor, and the shift teeth of the shift gear shaft are meshed with the speed input gear; when the first shift sleeve, the second shift sleeve and the third shift sleeve are separated from the six pairs of reduction gear groups, the auxiliary motor can drive the first shift sleeve, the second shift sleeve and the third shift sleeve to rotate relative to the adjacent reduction gear groups.

[0009] The above-mentioned six-speed transmission mechanism that is easy to park and shift gears can drive the first shift sleeve, the second shift sleeve and the third shift sleeve to rotate relative to the adjacent reduction gear group through the auxiliary shift assembly, so as to shift into the corresponding gear as needed, thereby solving the problem of being unable to shift gears when the vehicle is parked, and ensuring that the six-speed transmission mechanism can shift gears smoothly in all states.

[0010] In some embodiments, the six pairs of reduction gear groups include a first gear driving gear formed on the driving shaft, a third gear driving gear and a fourth gear driving gear formed on the first shift sleeve, a second gear driving gear synchronously rotatably mounted on the driving shaft, a fifth gear driving gear and a sixth gear driving gear relatively rotatably mounted on the driving shaft, a fifth gear driven gear formed on the second shift sleeve, a sixth gear driven gear formed on the third shift sleeve, and a first gear driven gear, a third gear driven gear, a second gear driven gear and a fourth gear driven gear relatively rotatably mounted on the driven shaft, wherein the first gear driving gear and the first gear driving gear are connected to each other. The driven gears are meshed, the second gear driving gear is meshed with the second gear driven gear, the third gear driving gear is meshed with the third gear driven gear, the fourth gear driving gear is meshed with the fourth gear driven gear, the fifth gear driving gear is meshed with the fifth gear driven gear, and the sixth gear driving gear is meshed with the sixth gear driven gear. The diameters of the first gear driving gear, the second gear driving gear, the third gear driving gear, the fourth gear driving gear, the fifth gear driving gear and the sixth gear driving gear are increased in sequence, and the diameters of the first gear driven gear, the second gear driven gear, the third gear driven gear, the fourth gear driven gear, the fifth gear driven gear and the sixth gear driven gear are decreased in sequence.

[0011] In some embodiments, the first shift sleeve is connected to a first shift fork for driving the first shift sleeve to slide axially along the driving shaft, and the first shift fork is located between the third gear driving tooth and the fourth gear driving tooth.

[0012] In some embodiments, the second shift sleeve is connected to a second shift fork for driving the second shift sleeve to slide axially along the driven shaft, and the second shift fork is located on a side of the fifth gear driven tooth away from the first gear driven gear.

[0013] In some embodiments, the third shift sleeve is connected to a third shift fork for driving the third shift sleeve to slide axially along the driven shaft, and the third shift fork is located on a side of the sixth gear driven tooth away from the second gear driven gear.

[0014] In some embodiments, coupling teeth are protruded on both end surfaces of the first shift sleeve, the second shift sleeve and the third shift sleeve, and coupling grooves matching the corresponding coupling teeth are recessed on one end surface of the fifth-speed driving gear and the sixth-speed driving gear close to the first shift sleeve, one end surface of the first-speed driven gear and the third-speed driven gear close to the second shift sleeve, and one end surface of the second-speed driven gear and the fourth-speed driven gear close to the third shift sleeve.

[0015] In some embodiments, a power input assembly is further included, and the power input assembly includes an input shaft parallel to the driving shaft, and a reduction driving tooth meshing with the speed change input gear is formed on the input shaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural schematic diagram of the utility model. DETAILED DESCRIPTION

[0017] The utility model is further described below in conjunction with embodiments and drawings.

[0018] like Figure 1 As shown, a six-speed transmission mechanism which is easy to park and shift into gear mainly comprises a driving shaft 1 and a driven shaft 2 which are parallel to each other. A speed change input gear 16 is synchronously mounted on the driving shaft 1, i.e., the speed change input gear 16 drives the driving shaft 1 to rotate synchronously. A speed change output gear 17 is synchronously mounted on the driven shaft 2, i.e., the speed change output gear 17 drives the driven shaft 2 to rotate synchronously.

[0019] Six pairs of reduction gear groups are provided on the driving shaft 1 and the driven shaft 2. The driving shaft 1 is synchronously and rotatably covered with a first shift sleeve 3 that can slide along its axial direction. The driven shaft 2 is synchronously and rotatably covered with a second shift sleeve 8 and a third shift sleeve 9 that can slide along its axial direction. The six pairs of reduction gear groups are respectively arranged in groups of two on both sides of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9, that is, a pair of reduction gear groups are respectively provided on both sides of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9.

[0020] Therefore, when any one of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 is combined with one of the adjacent pairs of reduction gear sets through tooth groove matching, the gear shift is successful, and the driving shaft 1 can transmit power to the driven shaft 2 through the pair of reduction gear sets.

[0021] Most importantly, the six-speed transmission mechanism also includes an auxiliary shift assembly, which includes an auxiliary motor 19 and a shift gear shaft 18 parallel to the driving shaft 1, the shift gear shaft 18 is synchronously rotated and sleeved on the motor shaft of the auxiliary motor 19, and the shift gear 18a of the shift gear shaft 18 is meshed with the speed input gear 16; when the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 are separated from the six pairs of reduction gear groups, the auxiliary motor 19 can drive the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 to rotate relative to the adjacent reduction gear groups, so that the corresponding gear can be engaged as needed, solving the problem of being unable to shift gears when the vehicle is parked, and ensuring that the six-speed transmission mechanism can shift gears smoothly in all states.

[0022] The six pairs of reduction gear groups include a first gear driving gear 1a formed on the driving shaft 1, a third gear driving gear 3a and a fourth gear driving gear 3b formed on the first shift sleeve 3, a second gear driving gear 4 synchronously rotatably mounted on the driving shaft 1, a fifth gear driving gear 5 and a sixth gear driving gear 6 relatively rotatably mounted on the driving shaft 1, a fifth gear driven gear 8a formed on the second shift sleeve 8, a sixth gear driven gear 9a formed on the third shift sleeve 9, and a first gear driven gear 10, a third gear driven gear 11, a second gear driven gear 12 and a fourth gear driven gear 13 relatively rotatably mounted on the driven shaft 2. The first gear driving gear 1a and the first gear driven gear 1a are connected to the first gear driven gear 1a. 10 is meshed with the second gear driving gear 4 and the second gear driven gear 12, the third gear driving gear 3a is meshed with the third gear driven gear 11, the fourth gear driving gear 3b is meshed with the fourth gear driven gear 13, the fifth gear driving gear 5 is meshed with the fifth gear driven gear 8a, and the sixth gear driving gear 6 is meshed with the sixth gear driven gear 9a. The diameters of the first gear driving gear 1a, the second gear driving gear 4, the third gear driving gear 3a, the fourth gear driving gear 3b, the fifth gear driving gear 5 and the sixth gear driving gear 6 increase in sequence, and the diameters of the first gear driven gear 10, the second gear driven gear 12, the third gear driven gear 11, the fourth gear driven gear 13, the fifth gear driven gear 8a and the sixth gear driven gear 9a decrease in sequence.

[0023] Therefore, the first gear driving tooth 1a and the first gear driven gear 10 constitute a first gear reduction gear set. When the second shift sleeve 8 is combined with the first gear driven gear 10, the first shift sleeve 3 and the third shift sleeve 9 are in the middle position, and the driving shaft 1 drives the first gear driven gear 10 to rotate through the first gear driving tooth 1a, and the first gear driven gear 10 drives the driven shaft 2 to rotate synchronously with it through the second shift sleeve 8.

[0024] The second gear driving gear 4 and the second gear driven gear 12 constitute a second gear reduction gear set. When the third shift sleeve 9 is combined with the second gear driven gear 12, the first shift sleeve 3 and the second shift sleeve 8 are in the middle position, and the driving shaft 1 drives the second gear driven gear 12 to rotate through the second gear driving gear 4, and the second gear driven gear 12 drives the driven shaft 2 to rotate synchronously with it through the third shift sleeve 9.

[0025] The third gear driving tooth 3a and the third gear driven gear 11 form a third gear reduction gear set. When the second shift sleeve 8 is combined with the third gear driven gear 11, the first shift sleeve 3 and the third shift sleeve 9 are in the middle position, the driving shaft 1 drives the first shift sleeve 3 to rotate synchronously, the third gear driving tooth 3a drives the third gear driven gear 11 to rotate, and the third gear driven gear 11 drives the driven shaft 2 to rotate synchronously with it through the second shift sleeve 8.

[0026] The fourth gear driving tooth 3b and the fourth gear driven gear 13 form a fourth gear reduction gear set. When the third shift sleeve 9 is combined with the fourth gear driven gear 13, the first shift sleeve 3 and the second shift sleeve 8 are in the middle position, the driving shaft 1 drives the first shift sleeve 3 to rotate synchronously, the fourth gear driving tooth 3b drives the fourth gear driven gear 13 to rotate, and the fourth gear driven gear 13 drives the driven shaft 2 to rotate synchronously with it through the third shift sleeve 9.

[0027] The fifth-speed driving gear 5 and the fifth-speed driven gear 8a constitute a five-speed reduction gear set. When the first shift sleeve 3 is combined with the fifth-speed driving gear 5, the second shift sleeve 8 and the third shift sleeve 9 are in the middle position, and the driving shaft 1 drives the fifth-speed driving gear 5 to rotate synchronously through the first shift sleeve 3, the fifth-speed driving gear 5 drives the fifth-speed driven gear 8a to rotate, and the second shift sleeve 8 drives the driven shaft 2 to rotate synchronously with it.

[0028] The sixth-speed driving gear 6 and the sixth-speed driven gear 9a constitute a sixth-speed reduction gear set. When the first shift sleeve 3 is combined with the sixth-speed driving gear 6, the second shift sleeve 8 and the third shift sleeve 9 are in the middle position, and the driving shaft 1 drives the sixth-speed driving gear 6 to rotate synchronously through the first shift sleeve 3, the sixth-speed driving gear 6 drives the sixth-speed driven gear 9a to rotate, and the third shift sleeve 9 drives the driven shaft 2 to rotate synchronously with it.

[0029] The above power transmission path is simple and reliable, with a small number of gears, meeting the requirement of low cost, while making the six-speed transmission mechanism compact, easy to assemble and having good versatility.

[0030] In this embodiment, the first shift sleeve 3 is connected with a first shift fork 7 for driving it to slide axially along the driving shaft 1. The first shift fork 7 is located between the third gear driving tooth 3a and the fourth gear driving tooth 3b. The installation position is reasonable, which ensures the structural strength of the first shift sleeve 3. Similarly, the second shift sleeve 8 is connected with a second shift fork 14 for driving it to slide axially along the driven shaft 2. The second shift fork 14 is located on the side of the fifth gear driven tooth 8a away from the first gear driven gear 10. The installation position is reasonable, which ensures the structural strength of the second shift sleeve 8. Similarly, the third shift sleeve 9 is connected with a third shift fork 15 for driving it to slide axially along the driven shaft 2. The third shift fork 15 is located on the side of the sixth gear driven tooth 9a away from the second gear driven gear 12. The installation position is reasonable, which ensures the structural strength of the third shift sleeve 9.

[0031] In this embodiment, coupling teeth are protruded on both end surfaces of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9, and coupling grooves matched with the corresponding coupling teeth are recessed on one end surface of the fifth gear driving gear 5 and the sixth gear driving gear 6 close to the first shift sleeve 3, one end surface of the first gear driven gear 10 and the third gear driven gear 11 close to the second shift sleeve 8, and one end surface of the second gear driven gear 12 and the fourth gear driven gear 13 close to the third shift sleeve 9, so that the coupling teeth are all formed on the shift sleeve, and the coupling grooves are all formed on the gears, which ensures the structural strength of the gears and makes the gears less likely to be deformed or damaged when subjected to impact loads.

[0032] In this embodiment, the six-speed transmission mechanism also includes a power input assembly, which includes an input shaft 20 parallel to the driving shaft 1, and a reduction drive tooth 20a is formed on the input shaft 20 to mesh with the speed input gear 16. The outer diameter of the reduction drive tooth 20a is smaller than the outer diameter of the speed input gear 16, thereby realizing the first stage of reduction transmission, which is simple and reliable.

[0033] It should be pointed out that when the six-speed transmission mechanism of this embodiment is applied to certain machines or devices, the parking gear can be any gear from the first gear to the sixth gear, and has good versatility.

[0034] Whenever the driver steps on the clutch pedal, the auxiliary motor 19 starts until any one of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 completes the shift and then stops, that is: the driver steps on the clutch pedal, the auxiliary shift assembly starts until the six-speed transmission mechanism completes the shift.

[0035] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make a variety of similar expressions without violating the purpose and claims of the present invention, and such changes fall within the scope of protection of the present invention.

Claims

1. A six-speed transmission mechanism for easy parking and shifting, comprising a driving shaft and a driven shaft parallel to each other, the driving shaft being synchronously rotatably equipped with a speed change input gear, the driven shaft being synchronously rotatably equipped with a speed change output gear, the driving shaft and the driven shaft being provided with six pairs of reduction gear groups, the driving shaft and the driven shaft being synchronously rotatably equipped with a first shift sleeve capable of sliding along its axial direction, the driven shaft being synchronously rotatably equipped with a second shift sleeve and a third shift sleeve capable of sliding along its axial direction, the six pairs of reduction gear groups being respectively arranged on both sides of the first shift sleeve, the second shift sleeve and the third shift sleeve in groups of two; when any one of the first shift sleeve, the second shift sleeve and the third shift sleeve is combined with one of the adjacent pairs of reduction gear groups through tooth groove matching, the driving shaft can transmit power to the driven shaft through the pair of reduction gear groups driven shaft; Features: It also includes an auxiliary shift assembly, which includes an auxiliary motor and a shift gear shaft parallel to the driving shaft, the shift gear shaft is synchronously rotated and sleeved on the motor shaft of the auxiliary motor, and the shift teeth of the shift gear shaft are meshed with the speed input gear; when the first shift sleeve, the second shift sleeve and the third shift sleeve are separated from the six pairs of reduction gear groups, the auxiliary motor can drive the first shift sleeve, the second shift sleeve and the third shift sleeve to rotate relative to the adjacent reduction gear groups.

2. The six-speed transmission mechanism for easy parking and shifting according to claim 1, Features: The six pairs of reduction gear groups include a first gear driving gear formed on the driving shaft, a third gear driving gear and a fourth gear driving gear formed on the first shift sleeve, a second gear driving gear synchronously rotatably mounted on the driving shaft, a fifth gear driving gear and a sixth gear driving gear relatively rotatably mounted on the driving shaft, a fifth gear driven gear formed on the second shift sleeve, a sixth gear driven gear formed on the third shift sleeve, and a first gear driven gear, a third gear driven gear, a second gear driven gear and a fourth gear driven gear relatively rotatably mounted on the driven shaft, wherein the first gear driving gear meshes with the first gear driven gear. The second gear driving gear is meshed with the second gear driven gear, the third gear driving gear is meshed with the third gear driven gear, the fourth gear driving gear is meshed with the fourth gear driven gear, the fifth gear driving gear is meshed with the fifth gear driven gear, and the sixth gear driving gear is meshed with the sixth gear driven gear. The diameters of the first gear driving gear, the second gear driving gear, the third gear driving gear, the fourth gear driving gear, the fifth gear driving gear and the sixth gear driving gear are increased in sequence, and the diameters of the first gear driven gear, the second gear driven gear, the third gear driven gear, the fourth gear driven gear, the fifth gear driven gear and the sixth gear driven gear are decreased in sequence.

3. The six-speed transmission mechanism for easy parking and shifting according to claim 2, Features: The first shift sleeve is connected with a first shift fork for driving it to slide axially along the driving shaft, and the first shift fork is located between the third gear driving teeth and the fourth gear driving teeth.

4. The six-speed transmission mechanism for easy parking and shifting according to claim 2, Features: The second shift sleeve is connected with a second shift fork for driving it to slide axially along the driven shaft. The second shift fork is located on a side of the fifth gear driven tooth away from the first gear driven gear.

5. The six-speed transmission mechanism for easy parking and shifting according to claim 2, Features: The third shift sleeve is connected with a third shift fork for driving it to slide axially along the driven shaft. The third shift fork is located on a side of the sixth gear driven tooth away from the second gear driven gear.

6. The six-speed transmission mechanism for easy parking and shifting according to claim 2, Features: The first shift sleeve, the second shift sleeve and the third shift sleeve have end surfaces at both ends protruding with coupling teeth, and the end surfaces of the fifth-speed driving gear and the sixth-speed driving gear close to the first shift sleeve, the end surfaces of the first-speed driven gear and the third-speed driven gear close to the second shift sleeve, and the end surfaces of the second-speed driven gear and the fourth-speed driven gear close to the third shift sleeve are all concavely formed with coupling grooves matched with the corresponding coupling teeth.

7. The six-speed transmission mechanism for easy parking and shifting according to claim 1, Features: It also includes a power input assembly, which includes an input shaft parallel to the driving shaft, and a reduction driving tooth meshing with the speed change input gear is formed on the input shaft.

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