13-gear mechanical automatic transmission

Abstract

The utility model 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 transmission, the large first gear speed ratio and the overgear required by the dumper in the working process are achieved, and the traveling efficiency and the fuel economy of the transmission are improved.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the field of transmission, specifically relates to a 13-gear mechanical automatic transmission. BACKGROUND

[0002] Transmission is one of important components in the whole vehicle power transmission system, the transmission ratio is changed to control the driving force and speed of the vehicle in different environments, so that the engine is in the best working condition, and the best power and the lowest fuel consumption of the vehicle are ensured.

[0003] With the rapid development of heavy truck industry, the types of heavy trucks in the market are getting larger and larger, and most of the vehicles in the market use 12-gear or 16-gear transmission. The self-unloading vehicle has a special working condition, that is, it is mainly used for material transportation in large open-pit mines and water conservancy projects, and is combined with excavators and other equipment, and the tonnage is from dozens of tons to hundreds of tons, and has the characteristics of large load and high efficiency. When full, a large head gear ratio is needed to start to ensure the stability when starting, and when empty, a high driving speed and low fuel consumption are ensured. For such special vehicles as self-unloading vehicles, obviously, the 12-gear and 16-gear transmission used by the existing heavy truck cannot provide suitable power and high fuel economy for them, so it is urgent to design a transmission for such vehicles as self-unloading vehicles to ensure that they can also have excellent performance under special working conditions. CONTENT OF THE UTILITY MODEL

[0004] The utility model aims at providing a 13-gear mechanical automatic transmission to solve the problem that the 12-gear and 16-gear transmission used by the existing heavy truck cannot provide suitable power and high fuel economy for the self-unloading vehicle.

[0005] In order to achieve the above purpose, the utility model adopts the following technical scheme to solve it:

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

[0007] The overall shell of the front auxiliary gearbox, the main gearbox and the rear auxiliary gearbox is connected in sequence from front to rear by the clutch shell, the transmission shell and the rear cover shell; a shaft, a second shaft and an auxiliary gearbox main shaft are arranged along the central axis inside the front auxiliary gearbox, the main gearbox and the rear auxiliary gearbox, and the three form a main shaft; the front end of the first shaft penetrates out of the front end of the clutch shell, and the rear end of the auxiliary gearbox main shaft penetrates out of the rear end of the rear auxiliary gearbox; the right intermediate shaft and the left intermediate shaft are symmetrically arranged on both sides of the main shaft;

[0008] The first shaft split gear and the first shaft gear are sleeved on the first shaft from front to back, and the first shaft is further sleeved with the first lock pin type synchronizer; the second shaft is sequentially sleeved with the third gear, the second gear, the first gear and the reverse gear from front to back; the second shaft is further provided with the first sliding sleeve, the second sliding sleeve and the third sliding sleeve, the three sliding sleeves are matched with the outer spline on the second shaft through the inner spline, can slide along the second shaft in the axial direction and rotate with the second shaft, wherein 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 first shaft gear; the auxiliary gearbox driving gear is installed on the rear end of the second shaft through the spline, the auxiliary gearbox main shaft is sequentially provided with the second lock pin type synchronizer and the auxiliary gearbox main shaft reduction gear from front to back, and the auxiliary gearbox main shaft reduction gear is sleeved; the left intermediate shaft and the right intermediate shaft are both provided with an intermediate shaft split gear and an intermediate shaft transmission gear; the auxiliary gearbox intermediate shaft transmission gear is fixedly connected with the auxiliary gearbox intermediate shaft.

[0009] Further, the auxiliary gearbox intermediate shaft transmission gear and the auxiliary gearbox intermediate shaft are welded.

[0010] Further, the first speed sensor is installed on the gear shifting execution mechanism and used for detecting the rotating speed of the first shaft.

[0011] Further, the second speed sensor is installed on the gearbox shell and used for detecting the rotating speed of the right intermediate shaft.

[0012] Further, the first shaft three-prong structure comprises a shift fork shaft, and the shift fork shaft is provided with three gear shifting forks, namely a first shift fork, a second shift fork and a third shift fork.

[0013] Further, the temperature sensor is installed on the gear shifting execution mechanism.

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

[0015] 1) The transmission of the utility model adopts 2x3x2+1 structure as a whole, on the basis of the 12-gear direct-gear transmission, a set of gears is added, the overall gear number is increased by one, the newly-added overspeed gear has a small speed ratio, so that the self-unloading vehicle can obtain a higher driving speed under the condition of no load, the oil consumption is reduced, and the transmission required by the self-unloading vehicle in the working process, which has a large head-gear speed ratio and an overspeed gear, is realized, and the driving efficiency and fuel economy are improved.

[0016] 2) The main and auxiliary gearbox three-section structure is arranged: the transmission three-section cylindrical shell is divided into a clutch shell, a gearbox shell and a rear cover shell, and the design makes the overall structure of the transmission compact, the transmission efficiency is high, the reliability is high, the service life of the transmission is prolonged, and the maintenance cost is saved.

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

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

[0019] 5) A temperature sensor is integrated into the gear shifting actuator to monitor oil temperature changes and prevent malfunctions caused by excessively high oil temperatures. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the 13-speed mechanical automatic transmission of this utility model;

[0021] Figure 2 This is a schematic diagram of a three-pronged structure with one axis;

[0022] Figure 3 This is a schematic diagram of a three-pronged structure with one axis.

[0023] The meanings of each number are as follows: 1. First shaft; 2. Second shaft; 3. Auxiliary gearbox main shaft; 4. First locking pin synchronizer; 5. First shaft gearbox distribution gear; 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. First shaft gear; 15. Second locking pin synchronizer; 16. Auxiliary gearbox main shaft reduction gear; 17. Auxiliary gearbox drive gear; 18. Right intermediate shaft; 19. Left intermediate shaft; 20. Intermediate shaft distribution gear; 21. Intermediate shaft transmission gear; 22. Auxiliary gearbox intermediate shaft; 23. Auxiliary gearbox intermediate shaft transmission gear; 24. Clutch housing; 25. Gearbox housing; 26. Rear cover housing; 27. Front auxiliary gearbox; 28. Main gearbox; 29. ​​Rear auxiliary gearbox; 30. Gear shift groove structure. 31. Interlock block; 32. First shift fork; 33. Second shift fork; 34. Third shift fork; 35. Gear shift block; 36. Shift fork shaft. Detailed Implementation

[0024] The present invention will be further explained below with reference to the accompanying drawings and specific embodiments.

[0025] like Figure 1 As shown, the 13-speed mechanical automatic transmission provided by this utility model includes a front auxiliary gearbox 27, a main gearbox 28 and a rear auxiliary gearbox 29 connected in sequence from front to back, and the whole adopts a 2×3×2+1 structure.

[0026] The overall housing of the front auxiliary gearbox 27, the main gearbox 28 and the rear auxiliary gearbox 29 is sequentially connected from front to rear by the clutch housing 24, the gearbox housing 25 and the rear cover housing 26; the shaft 1, the shaft 2 and the auxiliary gearbox main shaft 3 are arranged along the central axis inside the front auxiliary gearbox 27, the main gearbox 28 and the rear auxiliary gearbox 29, and the three form a main shaft; the front end of the shaft 1 penetrates out of the front end of the clutch housing 24, and the rear end of the auxiliary gearbox main shaft 3 penetrates out of the rear end of the rear auxiliary gearbox 29; the right intermediate shaft 18 and the left intermediate shaft 19 are symmetrically arranged on the two sides of the main shaft;

[0027] The shaft gear 14 and the shaft speed dividing gear 5 are sleeved on the shaft 1 from front to rear, and the first lock pin type synchronizer 4 is further sleeved on the shaft 1 between the two gears; the third gear 13, the second gear 12, the first gear 11 and the reverse gear 10 are sequentially sleeved on the shaft 2 from front to rear; the first slide sleeve 7, the second slide sleeve 8 and the third slide sleeve 9 are further arranged on the shaft 2, and the three slide sleeves are axially slidably connected with the shaft 2 through the internal spline and the external spline on the shaft 2, and are rotatable with the shaft 2, wherein the first slide sleeve 7 is located in front of the reverse gear 10, the second slide sleeve 8 is located between the first gear 11 and the second gear 12, and the third slide sleeve 9 is located between the third gear 13 and the shaft gear 14; the auxiliary gearbox driving gear 17 is arranged on the rear end of the shaft 2 through the spline, the second lock pin type synchronizer 15 and the auxiliary gearbox main shaft speed reducing gear 16 are sequentially arranged on the auxiliary gearbox main shaft 3 from front to rear, and the auxiliary gearbox main shaft speed reducing gear 16 is sleeved.

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

[0029] The power transmission route of the utility model is as follows:

[0030] The power of the engine is transmitted to the shaft 1 of the transmission of the utility model through the clutch, and is engaged with the shaft speed dividing gear 5 or the shaft gear 14 on the shaft 1 through the first lock pin type synchronizer 4 on the shaft 1, so that the power is transmitted to the left intermediate shaft 19 and the right intermediate shaft 18, and drives all the gears on the left intermediate shaft 19 and the right intermediate shaft 18 to rotate, at this time, the shaft speed dividing gear 5 or the shaft gear 14 not engaged with the second lock pin type synchronizer 4 rotates on the shaft 1.

[0031] Similarly, the third gear 13, the second gear 12, the first gear 11 and the reverse gear 10 on the two-shaft 2 will also mesh with the gears on the right intermediate shaft 18 and the left intermediate shaft 19, so that the third gear 13, the second gear 12, the first gear 11 and the reverse gear 10 are also operated. The two-shaft 2 has three sliding sleeves, namely the first sliding sleeve 7, the second sliding sleeve 8 and the third sliding sleeve 9, when the first sliding sleeve 7 moves to the reverse gear 10, or the second sliding sleeve 8 and the third sliding sleeve 9 move to the left or right of a certain gear, the empty sleeve third gear 13, the second gear 12, the first gear 11 or the reverse gear 10 on the two-shaft 2 is connected with the two-shaft 2, and the two-shaft 2 starts to rotate, and when the three sliding sleeves are in the middle position, that is, in the neutral position, the two-shaft 2 does not rotate.

[0032] In the rear sub-gearbox 29, when the second lock pin type synchronizer 15 moves to the front of the gearbox and engages with the sub-gearbox drive gear 17, the rear sub-gearbox 29 is in the high gear area, and the power from the two-shaft 2 is transmitted to the main shaft 3 of the gearbox through the second lock pin type synchronizer 15 and directly output. When the second lock pin type synchronizer 15 moves to the rear of the gearbox and engages with the sub-gearbox main shaft reduction gear 16, the rear sub-gearbox 29 is in the low gear area, and the power from the two-shaft 2 is transmitted to the sub-gearbox intermediate shaft drive gear 23 through the sub-gearbox drive gear 17, then to the sub-gearbox intermediate shaft 22, and then to the main shaft 3 through the sub-gearbox main shaft reduction gear 16 to output.

[0033] As a preferred embodiment, the utility model also includes a first speed sensor, which is installed on the shift actuator to monitor the speed of the first shaft 1. In addition, it also includes a second speed sensor, which is installed on the gearbox housing 25 to monitor the speed of the right intermediate shaft 18. At the same time, the first speed sensor and the second speed sensor can calculate the speed value of the shaft according to the number of teeth (this operation is a conventional technical means in the art, which is not described here). When one of the speed sensors fails, the other speed sensor can calculate the fault value, and they can replace each other to reduce the failure rate.

[0034] As a preferred embodiment, see Figure 2 and Figure 3The utility model also includes a shaft three prong structure, a shaft three prong structure includes shift fork shaft 36, this shift fork shaft 36 has three gear shift forks, is first shift fork 32, second shift fork 33 and third shift fork 34 respectively, when the gear shift carries out gear selection operation, gear shift knob starts rotating, and interlocking block 31 is driven with shift fork shaft 36 together with gear shift block 35 and rotates until gear shift block 35 and the gear recess 30 of one of the shift fork (point first shift fork 32, second shift fork 33 or third shift fork 34) corresponding, other two shift forks are stuck by interlocking block 31, prevent hanging multiple gears, complete gear selection, then, gear shift knob does fore-and-aft axial movement, drive shift fork shaft 36, gear shift block 35 and the shift fork of selection together with movement, complete gear engagement. The above gear selection and gear engagement actions can be realized by automatic control of vehicle controller.

[0035] As a preferred embodiment, the utility model also includes a temperature sensor, which is installed on the gear shifting actuator (the gear shifting actuator is used for gear selection operation through the controller) to realize real-time measurement of oil temperature during vehicle driving, avoiding faults caused by high oil temperature.

Claims

1. A 13-speed mechanical automatic transmission characterized by comprising: It comprises a front auxiliary box (27), a main box (28) and a rear auxiliary box (29) connected in sequence from front to back; The overall housing of the front auxiliary box (27), the main box (28) and the rear auxiliary box (29) is sequentially connected by the clutch housing (24), the transmission housing (25) and the rear cover housing (26) from front to back; the one shaft (1), the two shaft (2) and the auxiliary box main shaft (3) are arranged along the central axis inside the front auxiliary box (27), the main box (28) and the rear auxiliary box (29), and the three form a main shaft; the front end of the one shaft (1) penetrates out of the front end of the clutch housing (24), and the rear end of the auxiliary box main shaft (3) penetrates out of 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; The one shaft split speed gear (5) and the one shaft gear (14) are sleeved on the one shaft (1) from front to back, and the first lock pin type synchronizer (4) is further sleeved on the one shaft (1) between the one shaft split speed gear (5) and the one shaft gear (14); the three gear (13), the two gear (12), the one gear (11) and the reverse gear (10) are sequentially sleeved on the two shaft (2) from front to back; the first sliding sleeve (7), the second sliding sleeve (8) and the third sliding sleeve (9) are further installed on the two shaft (2), the three sliding sleeves are respectively matched with the outer spline on the two shaft (2) through the inner spline, can slide along the two shaft (2) in the axial direction, and rotate with the two shaft (2), wherein the first sliding sleeve (7) is located in front of the reverse gear (10), the second sliding sleeve (8) is located between the one gear (11) and the two gear (12), and the third sliding sleeve (9) is located between the three gear (13) and the one shaft gear (14); the auxiliary box driving gear (17) is installed on the rear end of the two shaft (2) through the spline, the second lock pin type synchronizer (15) and the auxiliary box main shaft reduction gear (16) are sequentially installed on the auxiliary box main shaft (3) from front to back, and the auxiliary box main shaft reduction gear (16) is sleeved; the intermediate shaft split speed gear (20) and the intermediate shaft transmission gear (21) are arranged on the left intermediate shaft (19) and the right intermediate shaft (18) in a uniform manner; the auxiliary box intermediate shaft transmission gear (23) is fixedly connected with the auxiliary box intermediate shaft (22).

2. The 13-speed mechanical automatic transmission according to claim 1, wherein The auxiliary box intermediate shaft transmission gear (23) and the auxiliary box intermediate shaft (22) are welded.

3. The 13-speed mechanical automatic transmission according to claim 1, wherein, It further comprises a first rotation speed sensor, which is installed on the gear shifting actuator and used for detecting the rotation speed of the one shaft (1).

4. The 13-speed mechanical automatic transmission according to claim 3, wherein It further comprises a second rotation speed sensor, which is installed on the transmission housing (25) and used for detecting the rotation speed of the right intermediate shaft (18).

5. The 13-speed mechanical automatic transmission according to any one of claims 1 to 4, characterized in that, It further comprises a one shaft three prong structure, which comprises a shift fork shaft (36) having three shift forks, i.e., a first shift fork (32), a second shift fork (33) and a third shift fork (34).

6. The 13-speed mechanical automatic transmission according to any one of claims 1 to 4, characterized in that, It further comprises a temperature sensor, which is installed on the gear shifting actuator.

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