Three-section-combined parallel planetary gear train gearbox

Abstract

The invention relates to a three-section-combined parallel planetary gear train gearbox. The planetary gear train gearbox comprises a mechanical speed changing section A, a power shifting section B and a power outputting section C. The section A comprises an input shaft mechanism, two transmission countershaft mechanisms and a reverse gear shaft mechanism, all the mechanisms are respectively and internally provided with a synchronizer, and four forward gears and one reverse gear are achieved by changing the positions of the four synchronizers. The section B comprises a first power shifting module and a second power shifting module which respectively comprise a friction transmission pair and a synchronizer to transmit power of two paths. The section C comprises two planetary gear train mechanisms and an output mechanism, and each planetary gear train mechanism can form the two transmission modes of differential transmission and direct transmission. After the mechanical speed changing section A, the power shifting section B and the power outputting section C are combined in a series connection mode, speed changing of eight forward gears and two reverse gears is achieved finally.

Description

technical field [0001] The invention belongs to a vehicle transmission, in particular to a three-stage combined parallel planetary gear train transmission. Background technique [0002] At present, vehicle transmissions can be roughly divided into two-shaft structure and double countershaft structure according to the arrangement of the transmission shaft inside the transmission, and can be roughly divided into single-case structure and combined case structure according to the structure of the transmission case. [0003] The two-shaft structure adopts a main shaft (driving shaft) and a sub shaft (driven shaft) arranged in parallel, all driving gears for speed change are installed on the main shaft, and all driven gears are installed on the sub shaft, corresponding to The driving and driven gears of the gears are kept in constant mesh; it is characterized by a simple structure, a relatively small number of parts, and easy assembly. The precision requirement is high, and it is...

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Problems solved by technology

[0003] The two-shaft structure adopts a main shaft (driving shaft) and a sub shaft (driven shaft) arranged in parallel, all driving gears for speed change are installed on the main shaft, and all driven gears are installed on the sub shaft, corresponding to The driving and driven gears of the gears are kept in constant mesh; it is characterized by a simple structure, a relatively small number of parts, and easy assembly. The precision requirement is high, and it is easy to generate vibration and noise; the double auxiliary shaft structure adopts a main shaft and two auxiliary shafts arranged in parallel, and all the driving gears for speed change are installed on the main shaft, while the driven gears are respectively installed on two On the auxiliary shaft, the corresponding gears of the main and driven gears are kept in constant mesh. According to the design requirements, one driving gear can be meshed with two driven gears on different auxiliary shafts to form two gears, so the gears of the main and driven gears can be effectively reduced. The length dimension of the auxiliary shaft, the disadvantage is that compared with the two-axis type, the structure is relatively complicated

[0004] The single box structure is to install all the parts of the transmission in one box. The advantage is that the structure is compact. The disadvantage is that when the number of gears in the transmission is large, the machining accuracy is difficult to guarantee due to the large number of parts and the large length of each shaft. , It is easy to cause the bending of the shaft, and it will generate large vibration and noise during work; the combined box structure adopts a segmented box, that is, two or more single-box structure transmissions with fewer gears are arranged in series. The total number of gears of the transmission assembly is equal to the product of the number of gears of each main and auxiliary box, which can reduce the number of gears of each section box and require relatively low manufacturing precision of parts. A transmission with a large number of gears is formed through the flexible combination of different gears and segmented boxes. The disadvantage is that the structural size is relatively larger than that of a single box with the same gears.

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