Jaw spiral type second-gear automatic clutch structure

Abstract

The utility model relates to a jaw screw type second-gear automatic clutch structure, which belongs to the technical field of clutches and comprises a driving shaft gear, a second shaft and a third shaft, the lower portion of the driving shaft gear is in meshed connection with a second-shaft driven gear, and the second shaft is in rigid connection with a gear spline of the second-shaft driven gear. A second shaft high-speed gear and a second shaft low-speed gear are installed on an outer side bearing of the second shaft, a plurality of sets of spiral spline sleeves are arranged on the outer side of the second shaft, and spiral splines on the outer sides of the spiral spline sleeves are connected with a low-speed reverse gear ring, a low-speed forward gear ring and a high-speed gear ring. By the adoption of the structure, the three-shaft transmission has the advantages that a high forward gear, a low forward gear and a low reverse gear are freely separated and combined through the clutch of the jaw screw mechanism, the high forward gear, the low forward gear and the low reverse gear are freely combined, and the high-speed reverse gear and the high-speed reverse gear can be freely separated and combined through the clutch of the jaw screw mechanism, so that the high-speed reverse gear and the low-speed reverse gear are combined. The gear set is automatically clutched, operation resistance is reduced, and gear shifting efficiency is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of clutches, in particular to a tooth-embedded spiral two-speed automatic clutch structure. Background Art

[0002] The clutch is a device installed between the driving shaft and the driven shaft, located in the flywheel housing between the engine and the gearbox, used to separate or connect the rotational motion of the two shafts.

[0003] Existing technology: ①: A set of clutches are used to separate and cut off the power, and the high and low gears are shifted through a traditional gear shifting mechanism, which can only simply free-clutch the gear set, but it is difficult to resolve the setbacks and impacts caused by the gear shift;

[0004] Existing technology, ②: High and low gear switching is achieved through electromagnetic or hydraulic technology, and the gear shifting is achieved after synchronous speed combined with the electronically controlled motor speed, which can reduce the gear shift shock as much as possible. However, the input and output shafts are always in a rigid connection. When coasting and going downhill, only the rigidly connected drive motor and other components can always run, resulting in kinetic energy loss. Utility Model Content

[0005] The utility model aims to solve the above technical problems and provides a through-tooth helical second-gear automatic clutch structure.

[0006] In order to solve the above technical problems, the technical solution provided by the utility model is:

[0007] A tooth-engaged helical second-speed automatic clutch structure, comprising a drive shaft gear, a second shaft, and a third shaft, wherein the drive shaft gear is meshedly connected with a second shaft driven gear, and the second shaft is rigidly connected to the second shaft driven gear by a spline;

[0008] The outer side bearings of the second shaft are equipped with a second shaft high speed gear and a second shaft low speed gear;

[0009] The outer sides of the two shafts are provided with multiple groups of helical spline sleeves, and the outer helical splines of the helical spline sleeves are connected with a low-speed reverse gear ring, a low-speed forward gear ring and a high-speed gear ring;

[0010] A three-axis low-speed gear and a three-axis high-speed gear are installed on the outer side of the three-axis, and a two-axis low-speed gear is meshed on the three-axis low-speed gear. The two-axis high-speed gear is meshed and connected with the three-axis high-speed gear, and the two-axis low-speed gear is meshed and connected with the three-axis low-speed gear.

[0011] Preferably, the low-speed reverse gear ring and the low-speed forward gear ring are located on both sides of the two-shaft low-speed gear, and the two sides of the two-shaft low-speed gear can be connected to the low-speed reverse gear ring or the low-speed forward gear ring respectively through gear meshing.

[0012] Preferably, the high-speed gear ring is located at one side of the two-shaft high-speed gear and the two-shaft high-speed gear and the high-speed gear ring can be meshed through gears.

[0013] Preferably, an outer damping ring is installed on the outer side of the high-speed gear ring.

[0014] Preferably, an inner damping ring is installed between the high-speed gear ring and the second shaft.

[0015] Preferably, tapered bearings are installed at both ends of the two shafts.

[0016] Preferably, a bearing is installed on one side of the driving shaft gear.

[0017] After adopting the above structure, the utility model has the following advantages:

[0018] The utility model freely separates and combines high and low forward gears and low-speed reverse gear through a clutch of a tooth-embedded spiral mechanism, and the gear set is automatically clutched, thereby reducing operating resistance and improving gear shifting efficiency.

[0019] The above summary is for the purpose of description only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments and features described above, further aspects, embodiments and features of the utility model will be readily apparent by reference to the accompanying drawings and the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] 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 or technical descriptions will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 It is a structural schematic diagram of the utility model;

[0022] Figure 2 It is a schematic diagram of the connection of the two axes of the utility model;

[0023] Figure 3 It is a schematic diagram of the connection between the high-speed gear ring and the spiral spline sleeve of the utility model.

[0024] As shown in the figure: 1. Driving shaft gear; 2. Second shaft driven gear; 3. Second shaft low speed gear; 4. Second shaft high speed gear; 5. Low speed reverse gear ring; 6. Low speed forward gear ring; 7. High speed gear ring; 8. Spiral spline sleeve; 9. External damping ring; 10. Taper bearing; 11. Second shaft; 12. Internal damping ring; 13. Third shaft low speed gear; 14. Third shaft high speed gear; 15. Third shaft. DETAILED DESCRIPTION

[0025] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0026] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0027] The utility model is further described in detail below in conjunction with the full text.

[0028] Combined with Figure 1-Figure 3 , a tooth-engaged spiral second-speed automatic clutch structure, including a driving shaft gear 1, a second shaft 11, and a third shaft 12. The driving shaft gear 1 is meshedly connected with a second shaft passive gear 2, and the second shaft 11 is rigidly connected to the second shaft passive gear 2 by a gear spline;

[0029] The outer bearing of the second shaft 11 is installed with the second shaft high-speed gear 4 and the second shaft low-speed gear 3. The second shaft high-speed gear 4 and the second shaft low-speed gear 3 can rotate on the outer side of the second shaft 11 through the bearing. When the low-speed reverse gear ring 5 and the low-speed forward gear ring 6 are not engaged with the second shaft low-speed gear 3, the low-speed reverse gear ring 5 and the low-speed forward gear ring 6 idle on the outer side of the second shaft low-speed gear 3. When the high-speed gear ring 7 and the second shaft high-speed gear 4 are not engaged, the high-speed gear ring 7 idles on the outer side of the second shaft high-speed gear 4.

[0030] When the utility model is implemented, Figure 1 and Figure 2As shown, multiple groups of spiral spline sleeves 8 are provided on the outer side of the second shaft 11, and the spiral splines on the outer side of the spiral spline sleeve 8 are connected with a low-speed reverse gear ring 5, a low-speed forward gear ring 6 and a high-speed gear ring 7. The low-speed reverse gear ring 5 and the low-speed forward gear ring 6 are located on both sides of the second shaft low-speed gear 3, and the two sides of the second shaft low-speed gear 3 can be connected with the low-speed reverse gear ring 5 or the low-speed forward gear ring 6 respectively through gear meshing. The high-speed gear ring 7 is located on one side of the second shaft high-speed gear 4 and the second shaft high-speed gear 4 and the high-speed gear ring 7 can be engaged through gears. Specifically, a push-pull ring is installed on the outer side of the low-speed reverse gear ring 5 and the low-speed forward gear ring 6, and the push-pull ring can drive the low-speed reverse gear ring 5 or the low-speed forward gear ring 6 to move close to the second shaft low-speed gear 3 on the outer side of the spiral spline sleeve 8, so as to realize the meshing connection of the low-speed reverse gear ring 5 or the low-speed forward gear ring 6 to the second shaft low-speed gear 3.

[0031] A three-shaft low-speed gear 13 and a three-shaft high-speed gear 14 are installed on the outer side of the three-shaft 12. The two-shaft low-speed gear 3 is meshed with the three-shaft low-speed gear 13. The two-shaft high-speed gear 4 is meshed and connected with the three-shaft high-speed gear 14, and the two-shaft low-speed gear 3 is meshed and connected with the three-shaft low-speed gear 13.

[0032] When the utility model is implemented, Figure 3 As shown, an outer damping ring 9 is installed on the outer side of the high-speed gear ring 7, and an inner damping ring 12 is installed between the high-speed gear ring 7 and the second shaft 11.

[0033] Tapered bearings 10 are installed at both ends of the two shafts 11.

[0034] A bearing is installed on one side of the driving shaft gear 1.

[0035] The utility model is divided into two structural modules, one is a tooth-engaged spiral clutch mechanism, and the other is a forward high and low gears are arranged through a tooth-engaged spiral clutch mechanism to realize automatic upshifting and weak impact setback, as shown below:

[0036] 1. The second shaft 11 is rigidly connected to the second shaft driven gear 2 by a gear spline, and rotates under the torque of the second shaft driven gear 2;

[0037] 2. The high-speed gear ring 7 and the helical spline sleeve 8 are connected by helical splines, and a rotation tendency is generated under the torque of the second-axis driven gear 2. At this time, the outer damping ring 9 generates friction force on the high-speed gear ring 7. Due to the existence of the helical splines, the radial friction force generates an axial thrust. If it continues, the high-speed gear ring 7 will move axially and mesh with the teeth of the second-axis high-speed gear 4.

[0038] 3. When the high-speed gear ring 7 and the second-axis high-speed gear 4 are meshed, the second-axis high-speed gear 4 will apply torque to the high-speed gear ring 7. Due to the existence of the helical spline, the torque generates axial thrust, so that the high-speed gear ring 7 and the second-axis high-speed gear 4 will always mesh under the action of the torque and will not be out of gear;

[0039] 4. When the vehicle releases the accelerator pedal, the power is cut off, and the second shaft driven gear 2 will not generate a driving torque to the second shaft 11. On the contrary, it will generate a reverse torque, that is, the second shaft 11 generates a driving torque to the second shaft driven gear 2. At this time, the above components are still rotating, but due to the reversal of the torque direction, the tooth meshing surfaces of the high-speed gear ring 7 and the second shaft high-speed gear 4 lose the pressing force. At the same time, the inner damping ring 12 generates a friction force trend on the high-speed gear ring 7. Due to the existence of the helical spline, the radial friction force generates an axial thrust. At this time, the axial thrust pushes the high-speed gear ring 7 away to separate it from the second shaft high-speed gear 4, interrupting the meshing;

[0040] The above 4 points explain the basic working principle of the tooth-screw clutch mechanism. The reverse gear and forward gear have the same principle, as shown below:

[0041] The second-axis low-speed gear 3 and the second-axis high-speed gear 4 are low-speed and high-speed second-axis gears respectively. After the second-axis passive gear 2 transmits the torque, the second-axis low-speed gear 3 is a low-speed gear and can transmit a larger torque than the second-axis high-speed gear 4. It will first combine with the high-speed gear ring 7 to transmit the torque. At this time, the third-axis low-speed gear 13 and the third-axis high-speed gear 14 obtain a certain speed due to the meshing of the second-axis low-speed gear 3. The second-axis high-speed gear 4 is not combined with the second shaft, but obtains a certain transmission from the third-axis high-speed gear 14. Due to the speed ratio of the number of teeth, the speed of the second-axis high-speed gear 4 is slower than that of the second-axis low-speed gear 3.

[0042] When the vehicle releases the accelerator pedal, the power is cut off, and the second-shaft low-speed gear 3 is separated from the low-speed forward gear ring 6. However, the speed of the second-shaft high-speed gear 4 is lower, so that the inner damping ring 12 will generate a reverse torque friction force due to the speed difference. At this time, the high-speed gear ring 7 will be pushed toward the second-shaft high-speed gear 4 due to the axial force generated by the friction torque force and engage with it. When the vehicle accelerates again, the gear has become a high-speed gear at this time, and since the gear is automatically switched during the power interruption, there is no impact and frustration caused by gear shifting.

[0043] The above describes the utility model and its implementation methods, which is not restrictive. What is shown in the full text is only one of the implementation methods of the utility model, and the actual structure is not limited thereto. In short, if ordinary technicians in this field are inspired by it, without departing from the purpose of the invention of the utility model, they can design a structure and embodiment similar to the technical solution without creativity, which should belong to the protection scope of the utility model.

Claims

1. A tooth-engaged helical second-speed automatic clutch structure, comprising a drive shaft gear (1), a second shaft (11), and a third shaft (15), characterized in that: The driving shaft gear (1) is meshedly connected with a second shaft driven gear (2) below, and the second shaft (11) is rigidly connected to the second shaft driven gear (2) by a gear spline; The outer side bearings of the second shaft (11) are equipped with a second shaft high-speed gear (4) and a second shaft low-speed gear (3); The outer sides of the two shafts (11) are provided with multiple groups of helical spline sleeves (8), and the outer helical splines of the helical spline sleeves (8) are connected with a low-speed reverse gear ring (5), a low-speed forward gear ring (6) and a high-speed gear ring (7); A three-axis low-speed gear (13) and a three-axis high-speed gear (14) are installed on the outer side of the three-axis (15); the three-axis low-speed gear (13) is meshed with the two-axis low-speed gear (3); the two-axis high-speed gear (4) is meshed with the three-axis high-speed gear (14), and the two-axis low-speed gear (3) is meshed with the three-axis low-speed gear (13).

2. The tooth-engaged spiral second-speed automatic clutch structure according to claim 1, characterized in that: The low-speed reverse gear ring (5) and the low-speed forward gear ring (6) are located on both sides of the two-shaft low-speed gear (3), and the two sides of the two-shaft low-speed gear (3) can be connected to the low-speed reverse gear ring (5) or the low-speed forward gear ring (6) respectively through gear meshing.

3. The tooth-engaged spiral second-speed automatic clutch structure according to claim 1, characterized in that: The high-speed gear ring (7) is located on one side of the two-axis high-speed gear (4), and the two-axis high-speed gear (4) and the high-speed gear ring (7) can be meshed through gears.

4. The tooth-engaged spiral second-speed automatic clutch structure according to claim 1, characterized in that: An outer damping ring (9) is installed on the outer side of the high-speed gear ring (7).

5. The tooth-engaged spiral second-speed automatic clutch structure according to claim 1, characterized in that: An inner damping ring (12) is installed between the high-speed gear ring (7) and the two shafts (11).

6. The tooth-engaged spiral second-speed automatic clutch structure according to claim 1, characterized in that: Tapered bearings (10) are installed at both ends of the two shafts (11).

7. The tooth-engaged spiral second-speed automatic clutch structure according to claim 1, characterized in that: A bearing is installed on one side of the driving shaft gear (1).

Images