Clutch-free automatic transmission gearbox

Abstract

The utility model relates to the field of automatic transmission gearboxes of automobiles and engineering machinery, in particular to a clutch-free type automatic transmission gearbox which comprises a shell, and first partition plates are arranged on the upper side and the lower side of an inner cavity of the shell in a bolted mode. Through the brake, the differential mechanism, the power input gear, the transmission shaft, the first speed change gear mechanism, the second speed change gear synchronizing mechanism and the like, corresponding driving between the driving gear and the driven gear in the gearbox can be rapidly adjusted by directly controlling rotation of the brake, and control of a clutch is not needed. Rotation power of an engine is transmitted through all gears, the structure is simple and reliable, clutch-free pure gear power transmission is achieved, large torque can be borne, meanwhile, transmission efficiency is high, each gear is prepared for power transmission at any time, the gear shifting speed and continuity are improved, and when a gearbox needs to be maintained in the later period, the gear shifting speed is increased. And the device can be reused only by replacing the corresponding gears with problems, so that the use cost and the maintenance cost of the device are reduced.

Description

Technical Field

[0001] The utility model relates to the field of automatic transmission gearboxes for automobiles and engineering machinery, in particular to a clutchless automatic transmission gearbox. Background Art

[0002] An automatic transmission is a device that can automatically shift gears according to the engine speed, as opposed to a manual transmission. There are four common types of automatic transmissions for cars, namely hydraulic automatic transmission (AT for short), mechanical continuously variable transmission (CVT for short), electronically controlled mechanical automatic transmission (AMT for short), and dual clutch transmission (DTC for short).

[0003] However, the above-mentioned gearbox structures are mostly very complicated. Due to their complicated mechanical structures, they require higher manufacturing costs, which in turn makes the maintenance costs of the above-mentioned gearboxes high during use. In addition, the power transmission efficiency is low, the structure is unstable, and the practicality needs to be improved.

[0004] Therefore, it is necessary to invent a clutchless automatic transmission to solve the above problems. Utility Model Content

[0005] The purpose of the utility model is to provide a clutchless automatic transmission gearbox which can effectively solve the above technical problems.

[0006] In order to achieve the above-mentioned purpose, the utility model provides the following technical scheme: a clutchless automatic transmission gearbox, including an outer shell, wherein first partition plates are arranged and bolted on the upper and lower sides of the inner cavity of the outer shell, and second partition plates are bolted between the first partition plates, the top of the outer shell is rotatably connected to a brake through a bearing, the bottom of the brake is bolted to a differential through the outer shell, a power input gear is bolted to the upper part of the left side of the inner cavity of the outer shell, the upper parts of both sides of the first partition plate are rotatably connected to a rotating shaft through bearings, the two ends of the rotating shaft are respectively bolted to speed synchronization gears, the top and bottom sides of the differential are respectively bolted to gear synchronization gears, the bottom of the differential is connected to a power output shaft, the lower part of the inner cavity of the outer shell is rotatably connected to a power transmission shaft through a bearing, a first speed change gear mechanism is arranged at the bottom of the power output shaft, and a second speed change gear synchronization mechanism is arranged on the surface of the power transmission shaft.

[0007] Preferably, the first speed change gear mechanism includes, from left to right, an A gear driving gear, a B gear driving gear, a C gear driving gear, a D gear driving gear and a reverse gear driving gear. The utility model is arranged that all the driving gears have the same number of teeth, and the number of teeth of the driven gears corresponding to all the driving gears increases gradually, starting from the A gear driven gear, and the number of teeth of the A gear driven gear is the least, so that the transmission ratio between the A gear driven gear and the A gear driving gear is the highest.

[0008] Preferably, the second speed change gear synchronization mechanism includes, from left to right, A gear driven gear, B gear driven gear, C gear driven gear, D gear driven gear and reverse gear driven gear. Starting from the A gear driven gear, it corresponds to the driving gear of the above-mentioned first speed change gear mechanism, and the speed ratio gradually increases from D gear to A gear. The torque formula of its gear transmission can be calculated by T / T=n / n=d / d, wherein T and T respectively represent the torque transmitted by the two gears, n and n respectively represent the speed of the two gears, d and d respectively represent the number of teeth of the two gears, and the " / " in the formula represents a division sign. The torque of the A gear driving gear and the A gear driven gear is the highest, and the number of teeth of the driving gear and the driven gear can be adjusted according to actual conditions.

[0009] Preferably, a drive box is bolted to the upper left side of the outer shell, an engine is arranged inside the drive box, the left side of the power input gear passes through the outer shell and is bolted to the output end of the engine, the engine is used as the driving source of the overall gearbox structure, and the engine is protected by the drive box.

[0010] Preferably, a tire is bolted to the right side of the power transmission shaft through the housing, and the transmission speed and power transmission direction of the power transmission shaft will eventually drive the tire to rotate.

[0011] In the above technical solution, the technical effects and advantages provided by the utility model are:

[0012] 1. Through components such as brakes, differentials, power input gears, transmission shafts, first speed gear mechanisms and second speed gear synchronization mechanisms, the corresponding drive between the active gear and the driven gear in the gearbox can be quickly adjusted by directly controlling the rotation of the brake without the need for clutch control. The rotational power of the engine is transmitted through all gears. The structure is simple and reliable, and the power is transmitted by pure gears without a clutch. It can withstand large torque and has high transmission efficiency. Each gear is ready to transmit power at any time, which greatly increases the speed and continuity of gear shifting. When the gearbox needs to be maintained later, only the corresponding problematic gear needs to be replaced and it can be reused, which reduces the use cost and maintenance cost of the device. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0014] Figure 1 It is a front view of the overall structure of the utility model;

[0015] Figure 2 It is a front cross-sectional view of the overall structure of the utility model;

[0016] Figure 3 This is an operation diagram of the utility model.

[0017] Description of reference numerals:

[0018] 1. Casing; 2. First partition plate; 3. Second partition plate; 4. Brake; 5. Differential; 6. Power input gear; 7. Rotating shaft; 8. Speed ​​synchronization gear; 9. Gear synchronization gear; 10. Power output shaft; 11. Power transmission shaft; 12. First speed gear mechanism; 13. Second speed gear synchronization mechanism; 14. Drive box; 15. Engine; 16. Tire; 121. A gear driving gear; 122. B gear driving gear; 123. C gear driving gear; 124. D gear driving gear; 125. Reverse gear driving gear; 131. A gear driven gear; 132. B gear driven gear; 133. C gear driven gear; 134. D gear driven gear; 135. Reverse gear driven gear. DETAILED DESCRIPTION

[0019] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below in conjunction with the accompanying drawings.

[0020] The utility model provides Figure 1-3 The clutchless automatic transmission shown in the figure comprises a shell 1, wherein first partition plates 2 are arranged and bolted on the upper and lower sides of the inner cavity of the shell 1, and second partition plates 3 are bolted between the first partition plates 2, the top of the shell 1 is rotatably connected to a brake 4 through a bearing, and the bottom of the brake 4 is bolted to a differential 5 through the shell 1, a power input gear 6 is bolted to the upper part of the left side of the inner cavity of the shell 1, the upper parts of the two sides of the first partition plate 2 are rotatably connected to a rotating shaft 7 through bearings, and the two ends of the rotating shaft 7 are bolted to speed synchronization gears 8 respectively, and the top and bottom sides of the differential 5 are bolted to gear synchronization gears 9 respectively, and the bottom of the differential 5 is connected to a power output shaft 10, and the lower part of the inner cavity of the shell 1 is rotatably connected to a power transmission shaft 11 through a bearing, a first speed change gear mechanism 12 is arranged at the bottom of the power output shaft 10, and a second speed change gear synchronization mechanism 13 is arranged on the surface of the power transmission shaft 11.

[0021] The first speed change gear mechanism 12 includes, from left to right, an A gear driving gear 121, a B gear driving gear 122, a C gear driving gear 123, a D gear driving gear 124 and a reverse gear driving gear 125. According to the arrangement of the utility model, all the driving gears have the same number of teeth, and the number of teeth of the driven gears corresponding to all the driving gears gradually increases from the A gear driven gear 131, and the A gear driven gear 131 has the lowest number of teeth, so that the transmission ratio between the A gear driven gear 131 and the A gear driving gear 121 is the highest.

[0022] The second speed change gear synchronization mechanism 13 includes, from left to right, an A gear driven gear 131, a B gear driven gear 132, a C gear driven gear 133, a D gear driven gear 134 and a reverse gear driven gear 135. The A gear driven gear 131 corresponds to the driving gear of the first speed change gear mechanism 12, and the speed ratio increases gradually from D gear to A gear. The torque formula of the gear transmission can be obtained by T1 / T2=

[0023] n2 / n1=d1 / d2 is used for calculation, wherein T1 and T2 represent the torque transmitted by the two gears respectively, n1 and n2 represent the rotation speed of the two gears respectively, d1 and d2 represent the number of teeth of the two gears respectively, and the “ / ” in the formula represents a division sign. The torque of the A gear driving gear 121 and the A gear driven gear 131 is the highest, and the number of teeth of the driving gear and the driven gear can be adjusted according to actual conditions.

[0024] A drive box 14 is bolted to the upper left side of the outer shell 1, and an engine 15 is arranged inside the drive box 14. The left side of the power input gear 6 passes through the outer shell 1 and is bolted to the output end of the engine 15. The engine 15 is used as the driving source of the overall gearbox structure, and the engine 15 is protected by the drive box 14. At the same time, the corresponding brakes are braked to transmit the rotational power to the A gear driving gear 121, the B gear driving gear 122, the C gear driving gear 123, the D gear driving gear 124, and the reverse gear driving gear 125.

[0025] The power is finally transmitted to the power transmission shaft 11 , and a tire 16 is bolted to the right side of the power transmission shaft 11 through the housing 1 . The transmission speed and power transmission direction of the power transmission shaft 11 will eventually drive the tire 16 to rotate.

[0026] Refer to the instruction manual Figure 1-3Working principle: When the gearbox is used, the power is first transmitted to the power input gear 6 through the engine 15. When the power input gear 6 starts to rotate, its rotational power can be synchronously transmitted to all brakes 4 in the housing 1 through the gear synchronization gear 9 and the speed synchronization gear 8, so that the speed of the brake 4 is synchronized with that of the power input gear 6. Since the A gear driving gear 121, the B gear driving gear 122, the C gear driving gear 123, the D gear driving gear 124, and the reverse gear driving gear 125 are all connected to the tire 16, a rotation resistance is generated, causing the brake 4 connected to the power output shaft 10 to idle. When the gear needs to be changed, When adjusting to the D gear, it is necessary to brake the brake 4 connected thereto through the differential 5 to stop idling of the brake 4 connected thereto, and then make the power output shaft 10 connected thereto transmit the rotational power to the D gear driven gear 134 through the D gear driving gear 124. Since the D gear driven gear 134 is connected to the power transmission shaft 11, it will transmit the rotational power to the tire 16 through the power transmission shaft 11 during the rotation process, thereby completing the power output of this gear. If it is necessary to adjust to other gears, it is only necessary to brake the brake 4 connected thereto through the differential 5 according to the above operation, so as to adjust the rotation speed of the tire 16 in this way.

[0027] The above only describes some exemplary embodiments of the present invention by way of illustration. It is undoubted that those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A clutchless automatic transmission, comprising a housing (1), characterized in that: The upper and lower sides of the inner cavity of the shell (1) are arranged and bolted with first partition plates (2), and the second partition plates (3) are bolted between the first partition plates (2). The top of the shell (1) is rotatably connected to a brake (4) through a bearing, and the bottom of the brake (4) passes through the shell (1) and is bolted to a differential (5). The upper part of the left side of the inner cavity of the shell (1) is bolted with a power input gear (6), and the upper parts of both sides of the first partition plates (2) are rotatably connected to a rotating shaft (7) through a bearing. Speed ​​synchronization gears (8) are bolted to both ends of the shaft (7), gear synchronization gears (9) are bolted to both top and bottom sides of the differential (5), a power output shaft (10) is connected to the bottom of the differential (5), a power transmission shaft (11) is rotatably connected to the lower part of the inner cavity of the housing (1) through a bearing, a first speed change gear mechanism (12) is arranged at the bottom of the power output shaft (10), and a second speed change gear synchronization mechanism (13) is arranged on the surface of the power transmission shaft (11).

2. The clutchless automatic transmission according to claim 1, characterized in that: The first speed change gear mechanism (12) comprises, from left to right, an A gear driving gear (121), a B gear driving gear (122), a C gear driving gear (123), a D gear driving gear (124) and a reverse gear driving gear (125).

3. The clutchless automatic transmission according to claim 1, characterized in that: The second speed change gear synchronization mechanism (13) comprises, from left to right, an A gear driven gear (131), a B gear driven gear (132), a C gear driven gear (133), a D gear driven gear (134) and a reverse gear driven gear (135).

4. The clutchless automatic transmission according to claim 1, characterized in that: A drive box (14) is bolted to the upper portion of the left side of the housing (1), an engine (15) is arranged inside the drive box (14), and the left side of the power input gear (6) passes through the housing (1) and is bolted to the output end of the engine (15).

5. The clutchless automatic transmission according to claim 1, characterized in that: The right side of the power transmission shaft (11) passes through the housing (1) and is bolted to a tire (16).

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