CN102192307A - Manual transmission for vehicle with a seventh forward gear speed - Google Patents
Manual transmission for vehicle with a seventh forward gear speed Download PDFInfo
- Publication number
- CN102192307A CN102192307A CN2011100499919A CN201110049991A CN102192307A CN 102192307 A CN102192307 A CN 102192307A CN 2011100499919 A CN2011100499919 A CN 2011100499919A CN 201110049991 A CN201110049991 A CN 201110049991A CN 102192307 A CN102192307 A CN 102192307A
- Authority
- CN
- China
- Prior art keywords
- gear
- countershaft
- coupling arrangement
- input shaft
- speed changer
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
- F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
- F16H3/30—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0026—Transmissions for multiple ratios comprising at least one creep low gear, e.g. additional gear for extra low speed or creeping
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The present invention relates to a manual transmission with a seventh forward gear speed. The transmission (10; 70) comprises: an input shaft (17; 76), a first layshaft (18; 78) and a second layshaft (21; 81), a first pinion (19; 80), a second pinion (22; 82) and a plurality of gear groups being supported on the input shaft (17; 76), on the first layshaft (18; 78), and on the second layshaft (21; 81) for providing gear ratios, the plurality of gear groups comprise a reverse gear group (27, 39, 52) and an overdrive forward gear group for providing an overdrive gear ratio which is lower than the gear ratios of the other forward gear groups, wherein the overdrive forward gear group and the reverse gear group are axially located next to each other.
Description
Technical field
The present invention relates to a kind of manual transmission that is used for passenger vehicle with the 7th forward gears speed.
Background technique
Vehicle with automotive transmission comprises the pin operated clutch unit that is plugged between speed changer and the locomotive engine.Clutch unit is used to that speed changer is connected to engine and is used for the moment of torsion of transmission engine to speed changer.
Usually, before changing gear, automobile driver need be depressed clutch pedal so that speed changer is separated from engine.The shift level that is installed on steering column or the floor is handled then to change gear.After this, clutch pedal is released so that engine is connected to speed changer, is used to allow engine-driving power to be passed to speed changer.
The vehicle expectation can be fuel-efficient.The cost of making fuel-efficient vehicle may be expensive.There are the needs that the speed changer with high fuel efficiency is provided at an easy rate thus.
Summary of the invention
The purpose of this invention is to provide a kind of manual transmission or gearbox with seven forward gearss.These forward gearss allow to be equipped with the forward direction motion of the vehicle of this speed changer along vehicle.
The application's a main thinking is that manual transmission can be enhanced.Manual transmission can use routine or other speed changer technology, and the branch of other outside Motor Vehicle or field are confirmed for these.
Speed changer with seven forward gearss can have high transmission ratio ability (gear ratio capability), and it does not use complicated gearshift mechanism.
The application provides a kind of engine speed changer or gearbox.Speed changer comprises input drive shaft, first countershaft, second countershaft, first small gear, second small gear and a plurality of gear train.
On the structure, clutch disk is connected to input shaft optionally to connect input shaft to engine.First countershaft and second countershaft, it is spaced apart and be parallel to input shaft and arrange from input shaft.
First small gear is set up or is placed on first countershaft, and second small gear is set on second countershaft.First small gear and second small gear are used to and the differential gear engagement, are used to transmit torque to the differential gear that is arranged on the output shaft.Output gear can be a differential gear, and it is used to the wheel of powered vehicle.
Gear train is supported on the input shaft, on first countershaft and on second countershaft, be used for providing different drive ratios between input shaft and first countershaft or second countershaft one.
Particularly, gear train comprises reverse gearset and hypervelocity forward gear group.
Reverse gearset comprises first reverse gear, idler gear and second reverse gear.The first reverse gear setting or be arranged on the input shaft.Idler gear is arranged on first countershaft and with first reverse gear and meshes, and second reverse gear is arranged on second countershaft.
Hypervelocity forward gear group is used to provide the overdrive ratio, and it is lower than the velocity ratio that other forward gear group provides.The overdrive ratio can be so that output shaft rotates quickly than input shaft.
Hypervelocity forward gear group and reverse gearset are close to each other on orientating as axially.This provides the advantage of saving cost, because hypervelocity forward gear group and reverse gearset can shared same connection or gearshifts.This coupling arrangement be used to mechanically will to exceed the speed limit part of forward gear group or reverse gearset joins first countershaft or second countershaft to.
In the practice, the hypervelocity forward gear ratio can by make vehicle can be under low engine speed situation high-speed row and then provide fuel-efficient advantage for vehicle with this speed changer.
Hypervelocity forward gear group can comprise forward gear group or planetary gear set.
Mention planetary gear set, it comprise a plurality of relatively rotating elements and can with these elements in one engage to keep the static arrestment mechanism of this element.
Particularly, planetary gear set comprises: sun gear, ring or hollow gear, one or more small gears and rotation or planet support body.
Sun gear and ring gear are spaced apart by small gear, and and pinion.Rotation support body supported small gear, and be connected in other forward gear group one, although also be fine to the connection of reverse gearset.Ring gear is connected to arrestment mechanism, such as the housing of speed changer is to keep it static.Sun gear is used to connect via coupling arrangement with first countershaft or second countershaft, optionally to engage sun gear.In this structure, rotation support body and sun gear rotate and velocity ratio provides the underneath drive ratio for making between its in input shaft and first countershaft or second countershaft one along equidirectional.
Such planetary gear set has undersized advantage, allows design and installation easily.
In addition, the rotation support body of planetary gear set can be via overrunning clutch (OWC), be connected to other advance or reverse gearset in one, such as freewheel is used for lowering and pulls.
Excessive speed of turning forward gear group, hypervelocity forward gear group comprises: over drive stationary gear, over drive idle gear and hypervelocity coupling arrangement.Over drive stationary gear is arranged on the input shaft, and over drive idle gear and over drive stationary gear engagement.The hypervelocity coupling arrangement is used to optionally engage over drive idle gear to first countershaft.Over drive idle gear and hypervelocity coupling arrangement are arranged on first countershaft together.
Over drive stationary gear is used to provide the underneath drive ratio often much larger than over drive idle gear.The overdrive gear group of advancing has the advantage that designs simply and realize.
Mention the forward gear group, it can comprise first gear train, second gear train, the 3rd gear train, the 4th gear train and the 6th gear train.
In a possible structure, first gear train is set to be close to second gear train.The 3rd gear train is set to be close to the 4th gear train.The 5th gear train is set to be close to the 6th gear train.
First gear train comprises first fixed gear, first idler gear and first coupling arrangement.First fixed gear is arranged on the input shaft.First idler gear and first fixed gear engagement or meshing, and first coupling arrangement optionally engages first idler gear.First idler gear and first coupling arrangement are arranged together or are arranged on first countershaft.
Similarly, second gear train comprises second fixed gear, second idler gear and second coupling arrangement.Second fixed gear is arranged on the input shaft.Second idler gear and the engagement of second fixed gear.Second coupling arrangement optionally engages second idler gear, and wherein second idler gear and second coupling arrangement are arranged on first countershaft together.
The 3rd gear train comprises the 3rd fixed gear, the 3rd idler gear and the 3rd coupling arrangement.The 3rd fixed gear is arranged on the input shaft.The 3rd idler gear and the engagement of the 3rd fixed gear.The 3rd coupling arrangement optionally engages the 3rd idler gear.The 3rd idler gear and the 3rd coupling arrangement are arranged on second countershaft together.
The 4th gear train comprises that the 4th fixed gear, the 4th idler gear and tetrad tipping put.The 4th fixed gear is arranged on the input shaft.The 4th idler gear and the engagement of the 4th fixed gear.The tetrad tipping is put and is optionally engaged the 4th idler gear.The 4th idler gear and tetrad tipping are put and are arranged in together on second countershaft.
The 5th gear train comprises that the 5th fixed gear, the 5th idler gear and 5-linked tipping put.The 5th fixed gear is arranged on the input shaft.The 5th idler gear and the engagement of the 5th fixed gear.The 5-linked tipping is put and is optionally engaged the 5th idler gear.The 5th idler gear and 5-linked tipping are put and are arranged in together on first countershaft.
The 6th gear train comprises the 6th fixed gear, the 6th idler gear and the 6th coupling arrangement.The 6th fixed gear is arranged on the input shaft.The 6th idler gear and the engagement of the 6th fixed gear.The 6th coupling arrangement optionally engages the 6th idler gear.The 6th idler gear and the 6th coupling arrangement are arranged on first countershaft together.
Generally speaking, a bilateral coupling arrangement can replace two one-sided coupling arrangements.That is to say that a bilateral coupling arrangement is equivalent to two one-sided coupling arrangements.
In practice, first coupling arrangement and second connection set can be set up or be integrated into a bilateral coupling arrangement, and wherein integrated coupling arrangement thus serves as first coupling arrangement and second connection set.Similarly, the 3rd coupling arrangement and the 4th connection set can be set to a bilateral coupling arrangement, and 5-linked tipping is put with the 6th connection set and can be set to a bilateral coupling arrangement.
In addition, the 3rd fixed gear and the 5th fixed gear are set to a fixed gear.In other words, a fixed gear is used as the 3rd fixed gear and the 5th fixed gear.Similarly, the 4th fixed gear and the 6th fixed gear are set to a fixed gear.
First countershaft can be positioned at above or below second countershaft.This allows to provide the different choice that realizes the application.
The application also provides power train and vehicle.Power train comprises engine, and the above-mentioned speed changer that is connected to engine.Vehicle comprises one or more wheels, and the power train that is connected to wheel.
In brief, the application provides under the prerequisite of not using complicated gearshift mechanism at a high speed than gear or hypervelocity gear.At a high speed can be as the hypervelocity gear than gear, wherein the velocity ratio from the 6th gear ratios to the hypervelocity gear ratios increases very big.
Generally speaking, two single gear coupling arrangements can replace a bilateral gear coupling arrangement.Two single pinion mates can replace a two pinion mate.
In particular implementation, fixed gear uses spline to connect and is arranged on the input shaft.In other is implemented, fixed gear as on cut small gear or be arranged on the input shaft at the small gear that cuts out on the input shaft.These small gears form the integral part of input shaft.
In description subsequently, details is provided the embodiment who describes the application.Yet, those skilled in the art should understand that these embodiments can be implemented under the situation of these details not having.
Description of drawings
Fig. 1 to 9 shows the embodiment of improved first speed changer;
Fig. 1 shows the graphical diagram of improved first speed changer;
Fig. 2 shows the torque path of the first gear velocity ratio of first speed changer;
Fig. 3 shows the torque path of the second gear velocity ratio of first speed changer;
Fig. 4 shows the torque path of the third gear velocity ratio of first speed changer;
Fig. 5 shows the torque path of the fourth speed position velocity ratio of first speed changer;
Fig. 6 shows the torque path of the 5th gear velocity ratio of first speed changer;
Fig. 7 shows the torque path of the 6th gear velocity ratio of first speed changer;
Fig. 8 shows the torque path of the 7th gear velocity ratio of first speed changer;
Fig. 9 shows the torque path of the reverse gear gear velocity ratio of first speed changer;
Figure 10 to 18 shows the embodiment of improved second speed changer;
Figure 10 shows the graphical diagram of improved second speed changer;
Figure 11 shows the torque path of the first gear velocity ratio of second speed changer;
Figure 12 shows the torque path of the second gear velocity ratio of second speed changer;
Figure 13 shows the torque path of the third gear velocity ratio of second speed changer;
Figure 14 shows the torque path of the fourth speed position velocity ratio of second speed changer;
Figure 15 shows the torque path of the 5th gear velocity ratio of second speed changer;
Figure 16 shows the torque path of the 6th gear velocity ratio of second speed changer;
Figure 17 shows the torque path of the 7th gear velocity ratio of second speed changer;
Figure 18 shows the torque path of the reverse gear gear velocity ratio of second speed changer;
Figure 19 shows the gear shift pattern of the shelves handle that is used for first speed changer or second speed changer;
Figure 20 show second speed changer first embodiment open view;
Figure 21 show second speed changer second embodiment open view;
Figure 22 shows second embodiment's the graphical diagram of second speed changer of Figure 21;
Figure 23 shows the torque path of hypervelocity gear velocity ratio of second speed changer of Figure 22; And
The engagement of the differential gear of the speed changer of small gear and Fig. 1 about Figure 24 shows.
Reference number
10 first speed changers
12 input shaft assemblies
Countershaft assembly on 13
14 times countershaft assemblies
17 input shafts
Countershaft on 18
Small gear on 19
21 times countershafts
22 times small gears
23 housings
25 differential gears
26 bearings
27 fix first gear
28 fix the 7th gear
29 fix second gear
31 fix the 3rd gear
32 fix the 4th gear
34 bearings
37 counter shaft bearings
39 idle running, first gear
40 bilateral coupling arrangements
42 idle running, second gear
43 idle running the 5th gear
45 bilateral coupling arrangements
46 idle running the 6th gear
47 counter shaft bearings
50 counter shaft bearings
52 idle running reverse gears
53 bilateral coupling arrangements
54 idle running the 7th gear
56 idle running the 3rd gear
57 bilateral coupling arrangements
58 idle running the 4th gear
61 counter shaft bearings
70 second speed changers
71 input shaft assemblies
Countershaft assembly on 72
74 times countershaft assemblies
76 input shafts
Countershaft on 78
Small gear on 80
81 times countershafts
82 times small gears
84 housings
85 differential gears
87 bearings
89 fix first gear
90 fix the 7th gear
92 fix second gear
93 fix the 3rd gear
94 fix the 4th gear
95 bearings
97 counter shaft bearings
99 idle running reverse gears
100 bilateral coupling arrangements
101 idle running the 7th gear
103 idle running the 3rd gear
104 bilateral coupling arrangements
105 idle running the 4th gear
106 counter shaft bearings
109 counter shaft bearings
111 idle running, first gear
113 bilateral coupling arrangements
115 idle running, second gear
117 idle running the 5th gear
118 bilateral coupling arrangements
119 idle running the 6th gear
121 counter shaft bearings
122 input fixed gears
125 patterns or configuration
127 gear shift tracks
129 gear shift tracks
131 gear shift tracks
133 gear shift tracks
134 gear shift tracks
137 gear shift tracks
139 first sides
140 second sides
142 first ends
143 first ends
144 first ends
147 second ends
148 second ends
149 second ends
151 ends
152 ends
153 ends
157 ends
158 ends
160 ends
Embodiment
Particular term is used in illustrating later, and it only is for ease of reference, but not determinate.Speech " on " and D score refer to position in whole speed changer.Speech " left side " and " right side " refer to left side and the right side among the figure respectively.
Fig. 1 to 24 has similar parts.Similar parts have identical name or same parts numbering.At appropriate location, the explanation of similar parts is merged in thus by reference.
Fig. 1 to 9 shows the embodiment of improved first speed changer 10.
Fig. 1 shows the graphical diagram of improved first speed changer 10.First speed changer 10 has seven advance gear and reverse gear gears.First speed changer, 10 features are the shared bilateral synchronizers of the 7th gear ratios and reverse gear gear ratios.The 7th gear ratios is also sometimes referred to as the hypervelocity gear ratios.
Especially, input shaft assembly 12 comprises input shaft 17.Last countershaft assembly 13 comprises countershaft 18 and relatively large driving or the last small gear 19 of output, and it is fixed on the countershaft 18.Following countershaft assembly 14 comprises countershaft 21 and relatively large driving or the following small gear 22 of output, and it is fixed to down on the countershaft 21.
Upper and lower small gear 19 and 22 relates to the wheel that has tooth-like part of anything around its edge.These parts are set at this and are used to mesh differential gear 25.Differential gear 25 is intended to be used to be installed to axletree, is used to allow the wheel of vehicle to rotate with different speed when turning round.
Fix first gear 27 also with the reverse gear that fixes.Fix the 3rd gear 31 also with the 5th gear that fixes.Fix the 4th gear 32 also with the 6th gear that fixes.Bearing 26 and 34 supports input shaft 17.Fix first gear 27, fix the 7th gear 28, fix second gear 29, fix the 3rd gear 31 and fix the 4th gear 32 and be fixed to coaxially on the input shaft 17.
Counter shaft bearing 37 and 47 supports goes up countershaft 18.Dally first gear 39, idle running second gear 42, idle running the 5th gear 43 and the 6th gear 46 that dallies is installed on the countershaft 18 by gear-bearing respectively.This installation is embodied as makes idle running first gear 39, idle running second gear 42, idle running the 5th gear 43 and the 6th gear 46 that dallies be implemented as free pulley, can be free around last countershaft 18 rotations.Bilateral coupling arrangement 40 is constructed to move with will dally first gear 39 and idle running second gear 42 along last countershaft 18 and engages or be disengaged last countershaft 18.Similarly, bilateral coupling arrangement 45 is constructed to move with will dally the 5th gear 43 and idle running the 6th gear 46 along last countershaft 18 and engages or be disengaged last countershaft 18.
About input shaft 17, first gear, 39 engages fixed that dally, first gear 27.Second gear, 42 engages fixed that dally, second gear 29.The 5th gear 43 engages fixed that dally the 3rd gear 31.The 6th gear 46 engages fixed that dally the 4th gear 32.
Following countershaft assembly 14 comprises countershaft 21 and a plurality of parts that are arranged on down on the countershaft 21 down.These parts comprise, from the right-hand member to the left end, counter shaft bearing 50, following small gear 22, idle running reverse gear 52, bilateral coupling arrangement 53, idle running the 7th gear 54, idle running the 3rd gear 56, bilateral coupling arrangement 57, idle running the 4th gear 58 and another counter shaft bearing 61.Counter shaft bearing 61 is fixed to housing 23.
Counter shaft bearing 50 and 61 supports countershaft 21 down.Idle running reverse gear 52, idle running the 7th gear 54, idle running the 3rd gear 56 and the 4th gear 58 that dallies are installed to down on the countershaft 21 by gear-bearing respectively.This installation is embodied as makes idle running reverse gear 52, idle running the 7th gear 54, idle running the 3rd gear 56 and the 4th gear 58 that dallies be implemented as free pulley, can be free around countershaft 21 rotations down.Bilateral coupling arrangement 53 is constructed to engage or be disengaged down countershaft 21 along descending countershaft 21 to move with will dally reverse gear 52 and idle running the 7th gear 54.Bilateral coupling arrangement 57 is constructed to engage or be disengaged down countershaft 21 along descending countershaft 21 to move with will dally the 3rd gear 56 and idle running the 4th gear 58.
About input shaft 17, the 7th gear 54 engages fixed that dally the 7th gear 28.The 3rd gear 56 engages fixed that dally the 3rd gear 31.The 4th gear 58 engages fixed that dally the 4th gear 32.
About last axle 18, idle running reverse gear 52 engagement idle running first gear 39.
To sum up, speed changer has three two meshing engagement structure portions.First pair meshing engagement structure portion refer to dally first gear 39 with fix first gear 27 and 52 engagements of idle running reverse gear.Second two meshing engagement structure portion refers to fix the 3rd gear 31 and idle running the 3rd gear 56 and 43 engagements of idle running the 5th gear.The 3rd two meshing engagement structure portions relate to fixes the 4th gear 32 and idle running the 4th gear 58 and 46 engagements of idle running the 6th gear.
Six forward gearss relate to idler gear 39,42, and 56,58,43 and 46, and shared three bilateral synchronizers 40,45 and 57, and the 7th forward gears idler gear 54 and reverse gear idler gear 52 shared bilateral synchronizers 53.
From general angle, two single meshing engagement structure portions can replace a two meshing engagement structure portion.In other words, multiple pinion mate or gear can be replaced by a plurality of single pinion mates.For example, first idle running first gear and second idle running, first gear, first gear 39 that can replace dallying.First idle running, first gear meshes with fixing first gear 37, and second idle running, first gear and 52 engagements of idle running reverse gear.
The 7th gear ratios may be provided in the hypervelocity gear.Increasing from the gear ratio of the 6th gear ratios to the seven gear ratios when very big, this is especially true.Two one-sided coupling arrangements can replace a bilateral coupling arrangement to carry out identical functions.
For effectively power transmits, the 7th gear ratios also can use spur wheel (spur gear) configuration to provide.
Final driving or output driving speed ratio for last countershaft 18 and following countershaft 21 must be not identical.This embodiment also is applied to the speed changer that has the drive small gear for all gears.
In addition, the live axle of transfer (power-take-off) unit or wounded in the battle key can be added to the zones of different of speed changer 10, and to realize all-wheel drive vehicles, this is another possible embodiment of the present invention.
It is that the 7th gear can provide better fuel economy for the vehicle with high moment of torsion engine that speed changer 10 has advantage.Better fuel economy is a particular importance in the high enterprise of fuel price.This thinking can be mainly used in the front-wheel drive passenger vehicle of horizontal preposition engine especially, but also can be used for the automobile of other types.
In addition, speed changer 10 also shows the advantage that upgrading has six forward gearss and the speed changer of the reverse gear of using an one-sided coupling arrangement.This upgrading relates to is replaced by the bilateral coupling arrangement with one-sided coupling arrangement, and it is used for the gear that reverse gear and increase are used for the 7th gear, and it also uses described bilateral coupling arrangement.This upgrading provides under the situation that does not need complicated gearshift mechanism at a high speed the advantage than ability.
Fig. 2 shows the torque path of the first gear velocity ratio of first speed changer.Input shaft 17 receives input torque.This moment of torsion is then via fixing first gear 27, via idle running first gear 39, and transmits via bilateral coupling arrangement 40.This bilateral coupling arrangement 40 engages or is connected to this first gear 27 that dallies with idle running first gear 27.Moment of torsion is subsequently via last countershaft 18, via last small gear 19, and transmits via differential gear 25.
Fig. 3 shows the torque path of the second gear velocity ratio of first speed changer.Input shaft 17 receives input torque.This moment of torsion is then via fixing second gear 29, via idle running second gear 42, and transmits via bilateral coupling arrangement 40.This bilateral coupling arrangement 40 engages with idle running second gear 42.Moment of torsion is subsequently via last countershaft 18, via last small gear 19, and transmits via differential gear 25.
Fig. 4 shows the torque path of the third gear velocity ratio of first speed changer.Input shaft 17 receives input torque.This moment of torsion is then via fixing the 3rd gear 31, via idle running the 3rd gear 56, and transmits via bilateral coupling arrangement 57.This bilateral coupling arrangement 57 engages with idle running the 3rd gear 56.Moment of torsion is subsequently via last countershaft 18, via small gear 21 down, via small gear 22 down, and transmits via differential gear 25.
Fig. 5 shows the torque path of the fourth speed position velocity ratio of first speed changer.Input shaft 17 receives input torque.This moment of torsion is then via fixing the 4th gear 32, via idle running the 4th gear 58, and transmits via bilateral coupling arrangement 57.This bilateral coupling arrangement 57 engages with idle running the 4th gear 58.Moment of torsion is subsequently via following countershaft 21, via small gear 22 down, and transmits via differential gear 25.
Fig. 6 shows the torque path of the 5th gear velocity ratio of first speed changer.Input shaft 17 receives input torque.This moment of torsion is then via fixing the 5th gear 31, via idle running the 5th gear 43, and transmits via bilateral coupling arrangement 45.This bilateral coupling arrangement 45 engages with idle running the 5th gear 43.Moment of torsion is subsequently via last countershaft 18, via last small gear 19, and transmits via differential gear 25.
Fig. 7 shows the torque path of the 6th gear velocity ratio of first speed changer.Input shaft 17 receives input torque.This moment of torsion is then via fixing the 6th gear 32, via idle running the 6th gear 46, and transmits via bilateral coupling arrangement 45.This bilateral coupling arrangement 45 engages with idle running the 6th gear 46.Moment of torsion is subsequently via last countershaft 18, via last small gear 19, and transmits via differential gear 25.
Fig. 8 shows the torque path of the 7th gear velocity ratio of first speed changer.Input shaft 17 receives input torque.This moment of torsion is then via fixing the 7th gear 28, via idle running the 7th gear 54, and transmits via bilateral coupling arrangement 52.This bilateral coupling arrangement 52 engages with idle running the 7th gear 54.Moment of torsion is subsequently via following countershaft 21, via small gear 22 down, and transmits via differential gear 25.
Fig. 9 shows the torque path of the reverse gear gear velocity ratio of first speed changer.Input shaft 17 receives input torque.This moment of torsion is then via fixing first gear 27, via idle running first gear 39, via idle running reverse gear 52, and transmits via bilateral coupling arrangement 21.This bilateral coupling arrangement 21 engages with idle running reverse gear 53.Moment of torsion is subsequently via following countershaft 21, via small gear 22 down, and transmits via differential gear 25.
Figure 10 to 18 shows the embodiment of improved second speed changer 70.
Figure 10 shows the graphical diagram that improves second speed changer 70.Second speed changer 70 has seven advance gear and reverse gear gears, the wherein shared bilateral synchronizer of the 7th gear ratios and reverse gear ratio.
Especially, input shaft assembly 71 comprises input shaft 76.Last countershaft assembly 72 comprises small gear 80 in countershaft 78 and the relatively large driving, and it is fixed on the countershaft 78.Following countershaft assembly 74 comprises small gear 82 under following countershaft 81 and the relatively large driving, and it is fixed to down on the countershaft 81.
Fix first gear 89 also with the reverse gear that fixes.Fix the 3rd gear 93 also with the 5th gear that fixes.Fix the 4th gear 94 also with the 6th gear that fixes.Bearing 87 and 95 supports input shaft 76.Fix first gear 89, fix the 7th gear 90, fix second gear 92, fix the 3rd gear 93 and fix the 4th gear 94 and be fixed to coaxially on the input shaft 76.
Counter shaft bearing 97 and 106 supports goes up countershaft 78.Idle running reverse gear 99, idle running the 7th gear 101, idle running the 3rd gear 103 and the 4th gear 105 that dallies are installed on the countershaft 78 by gear-bearing respectively.This installation is embodied as makes idle running reverse gear 99, idle running the 7th gear 101, idle running the 3rd gear 103 and the 4th gear 105 that dallies be implemented as free pulley, can be free around last countershaft 78 rotations.Bilateral coupling arrangement 100 is constructed to move with will dally reverse gear 99 and idle running the 7th gear 101 along last countershaft 78 and engages or be disengaged last countershaft 78.Similarly, bilateral coupling arrangement 104 is constructed to move with will dally the 3rd gear 103 and idle running the 4th gear 105 along last countershaft 78 and engages or be disengaged last countershaft 78.
About input shaft 76, the 7th gear 101 engages fixed that dally the 7th gear 90.The 3rd gear 103 engages fixed that dally the 3rd gear 93.The 4th gear 105 engages fixed that dally the 4th gear 94.
Following countershaft assembly 74 comprises countershaft 81 and a plurality of parts that are arranged on down on the countershaft 81 down.These parts comprise, from the right-hand member to the left end, counter shaft bearing 109, following small gear 85, idle running first gear 111, bilateral coupling arrangement 113, idle running second gear 115, idle running the 5th gear 117, bilateral coupling arrangement 118, idle running the 6th gear 119 and counter shaft bearing 121.Counter shaft bearing 121 is fixed to housing 84.
Counter shaft bearing 109 and 121 supports countershaft 81 down.Dally first gear 111, idle running second gear 115, idle running the 5th gear 117 and the 6th gear 119 that dallies is installed to down on the countershaft 81 by gear-bearing respectively.This installation is embodied as makes idle running first gear 111, idle running second gear 115, idle running the 5th gear 117 and the 6th gear 119 that dallies be implemented as free pulley, can be free around countershaft 81 rotations down.Bilateral coupling arrangement 113 is constructed to engage or be disengaged down countershaft 81 along descending countershaft 81 to move with will dally first gear 111 and idle running second gear 115.Bilateral coupling arrangement 118 is constructed to engage or be disengaged down countershaft 81 along descending countershaft 81 to move with will dally the 5th gear 117 and idle running the 6th gear 119.
About input shaft 78, first gear, 111 engages fixed that dally, first gear 89.Second gear, 115 engages fixed that dally, second gear 92.The 5th gear 117 engages fixed that dally the 5th gear 93.The 6th gear 119 engages fixed that dally the 6th gear 94.
About last axle 78, idle running reverse gear 99 engagement idle running first gear 111.
To sum up, speed changer has three two meshing engagement structure portions.First pair meshing engagement structure portion refer to dally first gear 111 with fix first gear 89 and 99 engagements of idle running reverse gear.Second two meshing engagement structure portion refers to fix the 3rd gear 93 and idle running the 3rd gear 103 and 117 engagements of idle running the 5th gear.The 3rd two meshing engagement structure portions refer to fix the 4th gear 94 and idle running the 4th gear 105 and 119 engagements of idle running the 6th gear.
Six forward gearss relate to idler gear 103,105, and 111,115,117 and 119, and shared three bilateral synchronizers 103,113 and 118, and the 7th forward gears idler gear 101 and reverse gear idler gear 99 shared bilateral synchronizers 100.
Figure 11 shows the torque path of the first gear velocity ratio of second speed changer 70.Input shaft 76 receives input torque.This moment of torsion is then via fixing first gear 89, via idle running first gear 111, and transmits via bilateral coupling arrangement 113.This bilateral coupling arrangement 113 engages or is connected to this first gear that dallies with idle running first gear 111.Moment of torsion is subsequently via following countershaft 81, via small gear 82 down, and transmits via differential gear 85.
Figure 12 shows the torque path of the second gear velocity ratio of second speed changer 70.Input shaft 76 receives input torque.This moment of torsion is then via fixing second gear 92, via idle running second gear 115, and transmits via bilateral coupling arrangement 113.This bilateral coupling arrangement 113 engages with idle running second gear 115.Moment of torsion is subsequently via following countershaft 81, via small gear 82 down, and transmits via differential gear 85.
Figure 13 shows the torque path of the third gear velocity ratio of second speed changer 70.Input shaft 76 receives input torque.This moment of torsion is then via fixing the 3rd gear 93, via idle running the 3rd gear 103, and transmits via bilateral coupling arrangement 104.This bilateral coupling arrangement 104 engages with idle running the 3rd gear 103.Moment of torsion is subsequently via last countershaft 78, via last small gear 80, and transmits via differential gear 85.
Figure 14 shows the torque path of the fourth speed position velocity ratio of second speed changer 70.Input shaft 76 receives input torque.This moment of torsion is then via fixing the 4th gear 94, via idle running the 4th gear 105, and transmits via bilateral coupling arrangement 104.This bilateral coupling arrangement 104 engages with idle running the 4th gear 105.Moment of torsion is subsequently via last countershaft 78, via last small gear 80, and transmits via differential gear 85.
Figure 15 shows the torque path of the 5th gear velocity ratio of second speed changer 70.Input shaft 76 receives input torque.This moment of torsion is then via fixing the 5th gear 93, via idle running the 5th gear 117, and transmits via bilateral coupling arrangement 118.This bilateral coupling arrangement 118 engages with idle running the 5th gear 117.Moment of torsion is subsequently via following countershaft 81, via small gear 82 down, and transmits via differential gear 85.
Figure 16 shows the torque path of the 6th gear velocity ratio of second speed changer 70.Input shaft 76 receives input torque.This moment of torsion is then via fixing the 6th gear 94, via idle running the 6th gear 119, and transmits via bilateral coupling arrangement 118.This bilateral coupling arrangement 118 engages with idle running the 6th gear 119.Moment of torsion is subsequently via following countershaft 81, via small gear 82 down, and transmits via differential gear 85.
Figure 17 shows the torque path of the 7th gear velocity ratio of second speed changer 70.Input shaft 76 receives input torque.This moment of torsion is then via fixing the 7th gear 90, via idle running the 7th gear 101, and transmits via bilateral coupling arrangement 100.This bilateral coupling arrangement 100 engages with idle running the 7th gear 101.Moment of torsion is subsequently via last countershaft 78, via last small gear 80, and transmits via differential gear 85.
Figure 18 shows the torque path of the reverse gear gear velocity ratio of second speed changer 70.Input shaft 76 receives input torque.This moment of torsion is then via fixing reverse gear 89, via idle running reverse gear 99, and transmits via bilateral coupling arrangement 100.This bilateral coupling arrangement 100 engages with idle running reverse gear 99.Moment of torsion is subsequently via last countershaft 78, via last small gear 80, and transmits via differential gear 85.
Figure 19 show first speed changer 10 that is used for Fig. 1 or Figure 10 second speed changer 70 shelves the gear shift pattern or dispose 125.
Gear shift pattern 125 comprises a plurality of gear shift tracks 127,129,131,133,134 and 137.Gear shift track 127,129,131,133 and 134 is orientated as parallel to each other.Gear shift track 127 is selected stroke from the gear that gear shift track 129 separates a unit, and gear shift track 129 also separates the gear selection stroke of a unit from gear shift track 131.Gear shift track 131 is selected stroke from the gear that gear shift track 133 separates a unit, and gear shift track 133 also separates the gear selection stroke of a unit from gear shift track 134.
Gear shift track 127 and 134 (ideally or preferably but and not necessarily) has equal length, and gear shift track 129,131 and 133 has identical length.Gear shift track 127 or 134 length are about half of length of gear shift track 129,131 or 133.
Gear shift track 134 has first side 139, second side 140 and intermediate point 141.
Gear shift track 137 is engaged to the intermediate point of gear shift track 129,131 and 133.This joint makes first end 142,143 and 144 of gear shift track 129,131 and 133 be positioned at respectively on first side 139, and second end 147,148 and 149 of gear shift track 129,131 and 133 is positioned at respectively on second side 140.
Gear shift track 127 is placed on first side 139, make first end 151 of gear shift track 127 be installed on first side 139, and second end 152 of gear shift track 127 is connected to an end 153 of gear shift track 134.Similarly, gear shift track 134 is placed on second side 140, make first end 157 of gear shift track 134 be connected to the other end 158 of gear shift track 134, and second end 160 of gear shift track 134 is disposed on second side 140.
In practice, end 142,147,143,148,14,149 changes the position with 160 gears that are used to provide different.Especially, end 142 is used to provide first gear to change the position.End 147 is used to provide second gear to change the position.End 143 is used to provide third gear to change the position.End 148 is used to provide the fourth speed position to change the position.End 144 is used to provide the 5th gear to change the position.End 149 is used to provide the 6th gear to change the position.End 160 is used to provide the 7th gear to change the position or the overdirve gear gear changes the position.End 151 is used to provide the reverse gear gear to change the position.Intermediate point 141 is used to provide neutral gear to change or shift pattern.
With reference to Figure 19, the reverse gear gear changes position 151 and the 7th gear changes position 160 changes point 131 spaced apart two units from neutral gear gear selection stroke.The reverse gear gear changes the position and the 7th gear changes the opposite side that the position is positioned in gear shift track 137.The same side that reverse gear gear change position and the 7th gear change position are not positioned at gear shift track 137 is because these two gears change the shared same coupling arrangements in position.
In the example that provides herein, the 7th gear changes the position and is set on second side 140 of gear shift track 137, and changes process according to gear, and the 7th gear changes the position and should be positioned on first side 139 of gear shift track 137.This is used for showing that the gear ratios from the 6th gear to the seven gear ratios changes very big.
For the sake of security, reverse gear gear change position is arranged near first gear and changes position and second gear change position.
Generally speaking, the 7th gear ratios position can be positioned on first side 139, and reverse gear gear ratios position is positioned on second side 140.The 7th gear ratios position also can be positioned on second side 140 of gear shift track 137, and gear shift track speed ratio position is positioned on first side 139.
Figure 20 and 21 shows the embodiment of second speed changer 70.Embodiment has increased by the 7th gear ratios to six speed transmission.
Figure 20 show second speed changer 70 first embodiment open view.Figure 20 draws in proportion.Relatively large actuation gear will be used to match with less driven small gear or gear or mesh.
Figure 20 and the not shown clearly actuation gear that is used for the 7th gear are although the 7th grade of driving wheel 90 preferably is placed in and fixes the fixing of the 3rd gear 93 and second gear 92 and between the small gear that cuts out on the axle.
In this embodiment, the actuation gear of 3 fixing wounded in the battle keys of input shaft 76 carryings, it comprises fixes the 3rd gear 9 and fixes the 4th gear 94.In addition, input shaft 76 is cut small gear on carrying two, and it comprises fixes first gear 89 and fix second gear 92.
Forward gears first to the 6th idler gear, 111,115,103,105,117 and 119 shared bilateral synchronizers 113,104 and 118, and idle running reverse gear 99 and forward gears the 7th gear 101 shared bilateral synchronizers 100 that dally.
Figure 21 show second speed changer second embodiment open view.Second embodiment uses planetary gear set or assembly to drive gear to carry out the 7th.
Planetary gear set comprises one or two axle.This axle is connected to other gear, and the independently actuation gear that this gear is transfused to axle 76 drives.Actuation gear can for example drive planetary gear set via driven the 3rd gear 103.
In order to realize the high speed ratio hypervelocity of the 7th gear ratios, planetary gear set is worked with output sense of rotation identical operations pattern with the input sense of rotation that keeps planetary gear set.
When the hollow gear of planetary gear set was maintained fixed, simple planetary gear set was the rotation faster of its sun gear with the movement conversion of its support body or planet carrier.Use driven the 3rd gear 103 to drive support body and have the advantage of saving assembling space, and can provide suitable pre-speed ratio for planet the 7th gear.
As embodiment's a example, driven the 3rd gear 103 is shown in Figure 21 to be the driver of planet the 7th gear.Planet the 7th gear comprises support body C, sun gear A and hollow gear B.Sun gear A is as output shaft.Hollow gear B is fixed to basis or case of transmission, and it causes the gear ratio change expected and the rotation mode of expectation.
In order to realize for example 0.5 hypervelocity speed ratio, needing the effective ratio (stand-ratio) of simple planetary is 2.2, supposes that the 3rd gear speed speed ratio is 1.6.Output sun gear A is connected to synchronizer S 100, and it can be shared with idle running reverse gear 99, to realize the hypervelocity gear shift pattern of Figure 10.In this case, synchronizer S refers to the bilateral coupling arrangement 100 of Figure 10.
For any transmission that is reduced under the low grade pulls, freewheel can be increased, and it is marked as overrunning clutch (OWC) in Figure 21.Yet, the configuration of this freewheel mean in the overdirve gear bit pattern engine braking and sliding mode is fuel-efficient may be no longer feasible.
Figure 22 shows second embodiment's the graphical diagram of second speed changer of Figure 21, and Figure 23 shows the torque path of hypervelocity gear velocity ratio of second speed changer of Figure 22.
Although explanation above comprises a lot of details, these should not be considered to constitute the restriction to scope of embodiments, and only provide the explanation to foreseeable embodiment.If particularly to constitute the restriction of scope of embodiments only be that the described embodiment of explanation drops into practice and possible achievement for the advantage of the foregoing description and should being considered to.Thus, embodiment's scope should be that their equivalent is determined by claim, but not by given example.
Claims (15)
1. speed changer (10; 70), comprising:
Input shaft (17; 76),
First countershaft (18; 78) and second countershaft (21; 81), it is from input shaft (17; 76) spaced apart and be parallel to input shaft (17; 76) arrange,
First small gear (19; 80), be set at first countershaft (18; 78) on,
Second small gear (22; 82), be set at second countershaft (21; 81) on, first small gear (19; 80) and second small gear (22; 82) be used to and output gear (25; 85) engagement,
A plurality of gear trains, it is supported on input shaft (17; 76) upward, first countershaft (18; 78) go up and second countershaft (21; 81) on, be used for providing velocity ratio between input shaft (17) and first countershaft or second countershaft one, these a plurality of gear trains comprise:
Reverse gearset (27,39,52), reverse gearset comprise first reverse gear (27) that is arranged on the input shaft (17); Be arranged on the idler gear (39) on first countershaft (18) and be arranged on second reverse gear (52) on second countershaft, and
Hypervelocity forward gear group is used to provide the overdrive ratio, and it is lower than the velocity ratio that other forward gear group provides,
Forward gear group and the reverse gearset of wherein exceeding the speed limit orientated as axially and gone up the next-door neighbour each other.
2. speed changer as claimed in claim 1 (70) is characterized in that,
Hypervelocity forward gear group comprise planetary gear set (A, B, C).
3. speed changer as claimed in claim 2 (70) is characterized in that,
Planetary gear set comprises:
Sun gear (A),
Ring gear (B),
At least one small gear and
Rotation support body (C) is used to support described at least one small gear,
Wherein
Rotation support body (C) is connected in other forward gear group,
Ring gear (B) is connected to arrestment mechanism, and
Sun gear (A) is used for optionally connecting with first countershaft.
4. as claim 2 or 3 described speed changers (70), it is characterized in that,
Described planetary gear set is connected in other gear train one via overrunning clutch (OWC).
5. speed changer as claimed in claim 1 (70) is characterized in that, hypervelocity forward gear group comprises:
Over drive stationary gear (28), it is arranged on the input shaft (17),
Over drive idle gear (54), itself and over drive stationary gear (28) mesh, and
Hypervelocity coupling arrangement (53) is used for optionally engaging over drive idle gear (54), and over drive idle gear (54) and hypervelocity coupling arrangement (53) are arranged on first countershaft (18).
6. as each described speed changer (10 in the claim 1 to 5; 70), it is characterized in that described a plurality of gear trains also comprise:
First gear train, it comprises
Be arranged on input shaft (17; 76) first fixed gear (27 on; 89),
With first fixed gear (27; 89) Nie He first idler gear (39; 111), and
First coupling arrangement (40; 113), be used for optionally engaging first idler gear (39; 111), first idler gear (39; 111) and first coupling arrangement (40; 113) be arranged in first countershaft (18 together; 78) on,
Second gear train, it comprises
Be arranged on input shaft (17; 76) second fixed gear (29 on; 92),
With second fixed gear (29; 92) Nie He second idler gear (42; 115), and
Second coupling arrangement (40; 113), be used for optionally engaging second idler gear (42; 115), second idler gear (42; 115) and second coupling arrangement (40; 113) be arranged in first countershaft (18 together; 78) on,
The 3rd gear train, it comprises
Be arranged on input shaft (17; 76) the 3rd fixed gear (31 on; 93),
With the 3rd fixed gear (31; 93) Nie He the 3rd idler gear (56; 103), and
The 3rd coupling arrangement (57; 104), be used for optionally engaging the 3rd idler gear (56; 103), the 3rd idler gear (56; 103) and the 3rd coupling arrangement (57; 104) be arranged in second countershaft (21 together; 81) on,
The 4th gear train, it comprises
Be arranged on input shaft (17; 76) the 4th fixed gear (32 on; 94),
With the 4th fixed gear (32; 94) Nie He the 4th idler gear (58; 105), and
The tetrad tipping puts (57; 104), be used for optionally engaging the 4th idler gear (58; 105), the 4th idler gear (58; 105) and tetrad tipping put (57; 104) be arranged in second countershaft (21 together; 81) on,
The 5th gear train, it comprises
Be arranged on input shaft (17; 76) the 5th fixed gear (31 on; 93),
With the 5th fixed gear (31; 93) Nie He the 5th idler gear (43; 117), and
The 5-linked tipping puts (45; 118), be used for optionally engaging the 5th idler gear (43; 117), the 5th idler gear (43; 117) and 5-linked tipping put (45; 118) be arranged in first countershaft (18 together; 78) on,
The 6th gear train, it comprises
Be arranged on input shaft (17; 76) the 6th fixed gear (32 on; 94),
With the 6th fixed gear (32; 94) Nie He the 6th idler gear (46; 119), and
The 6th coupling arrangement (45; 118), be used for optionally engaging the 6th idler gear (46; 119), the 6th idler gear (46; 119) and the 6th coupling arrangement (45; 118) be arranged in first countershaft (18 together; 78) on.
7. speed changer (10 as claimed in claim 6; 70), it is characterized in that first coupling arrangement and second connection set are set to a coupling arrangement.
8. as claim 6 or 7 described speed changers (10; 70), it is characterized in that the 3rd coupling arrangement and the 4th connection set are set to a coupling arrangement.
9. as each described speed changer (10 in the claim 6 to 8; 70), it is characterized in that the 5-linked tipping is put with the 6th connection set and is set to a coupling arrangement.
10. as each described speed changer (10 in the claim 6 to 9; 70), it is characterized in that the 3rd fixed gear and the 5th fixed gear are set to a fixed gear.
11. as each described speed changer (10 in the claim 6 to 10; 70), it is characterized in that the 4th fixed gear and the 6th fixed gear are set to a fixed gear.
12. as each described speed changer (10 in the claim 6 to 11; 70), it is characterized in that first countershaft (18) is arranged on second countershaft (21) top.
13. as each described speed changer (10 in the claim 6 to 11; 70), it is characterized in that first countershaft (18) is arranged on second countershaft (21) below.
14. a power train comprises
Engine, and
As each described speed changer in the claim 1 to 13, it is connected to engine.
15. a vehicle comprises
At least one wheel, and
Power train as claimed in claim 14, it is connected to described at least one wheel.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1003440.3 | 2010-03-02 | ||
| GB1003440.3A GB2478298B (en) | 2010-03-02 | 2010-03-02 | Manual transmission with a seventh high-ratio overdrive gear |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN102192307A true CN102192307A (en) | 2011-09-21 |
Family
ID=42125830
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2011100499919A Pending CN102192307A (en) | 2010-03-02 | 2011-03-02 | Manual transmission for vehicle with a seventh forward gear speed |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN102192307A (en) |
| GB (1) | GB2478298B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104653723A (en) * | 2013-11-25 | 2015-05-27 | 现代自动车株式会社 | Automated manual transmission for vehicle |
| CN105987133A (en) * | 2015-03-17 | 2016-10-05 | 通用汽车环球科技运作有限责任公司 | Manual transmission |
| CN107035853A (en) * | 2017-06-08 | 2017-08-11 | 吉林大学 | New 16+16 full powers gearshift and commutation gearbox |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6205251B2 (en) * | 2013-11-26 | 2017-09-27 | アイシン・エーアイ株式会社 | Manual transmission for vehicle |
| DE102014207286A1 (en) * | 2014-04-16 | 2015-10-22 | Bayerische Motoren Werke Aktiengesellschaft | manual transmission |
| EP3467353A1 (en) * | 2017-10-04 | 2019-04-10 | Ningbo Geely Automobile Research & Development Co. Ltd. | A method for controlling a transmission |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3621545A1 (en) * | 1986-06-27 | 1988-01-28 | Tropp Axel Dipl Ing Fh | Double clutch gear box for vehicles - has gear levels divided between two input shafts selectable by separate clutch units |
| WO2005093289A1 (en) * | 2004-03-17 | 2005-10-06 | Daimlerchrysler Ag | Double-clutch gearbox |
| CN2835707Y (en) * | 2005-09-14 | 2006-11-08 | 重庆青山工业有限责任公司 | Full-synchronous mechanical transmission |
| US20070107542A1 (en) * | 2003-02-08 | 2007-05-17 | Zf Friedrichshafen Ag | Six-gear or seven-gear dual-clutch transmission |
| JP2008039010A (en) * | 2006-08-03 | 2008-02-21 | Toyota Motor Corp | Transmission |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT383549B (en) * | 1985-03-28 | 1987-07-10 | Steyr Daimler Puch Ag | DRIVE ARRANGEMENT, IN PARTICULAR FOR ALL-ROUND MOTOR VEHICLES |
| US4757726A (en) * | 1985-08-19 | 1988-07-19 | Mazda Motor Corporation | Vehicle gear transmission having an overdrive gear stage |
| JPH0754150B2 (en) * | 1986-07-30 | 1995-06-07 | マツダ株式会社 | Reverse structure of gear transmission |
| US5642643A (en) * | 1994-11-28 | 1997-07-01 | Eaton Corporation | Reduced-length, high-capacity compound transmission |
| DE10253259A1 (en) * | 2002-11-15 | 2004-05-27 | Zf Friedrichshafen Ag | Universal motor vehicle transmission |
-
2010
- 2010-03-02 GB GB1003440.3A patent/GB2478298B/en not_active Expired - Fee Related
-
2011
- 2011-03-02 CN CN2011100499919A patent/CN102192307A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3621545A1 (en) * | 1986-06-27 | 1988-01-28 | Tropp Axel Dipl Ing Fh | Double clutch gear box for vehicles - has gear levels divided between two input shafts selectable by separate clutch units |
| US20070107542A1 (en) * | 2003-02-08 | 2007-05-17 | Zf Friedrichshafen Ag | Six-gear or seven-gear dual-clutch transmission |
| WO2005093289A1 (en) * | 2004-03-17 | 2005-10-06 | Daimlerchrysler Ag | Double-clutch gearbox |
| CN2835707Y (en) * | 2005-09-14 | 2006-11-08 | 重庆青山工业有限责任公司 | Full-synchronous mechanical transmission |
| JP2008039010A (en) * | 2006-08-03 | 2008-02-21 | Toyota Motor Corp | Transmission |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104653723A (en) * | 2013-11-25 | 2015-05-27 | 现代自动车株式会社 | Automated manual transmission for vehicle |
| CN104653723B (en) * | 2013-11-25 | 2018-06-08 | 现代自动车株式会社 | For the auto-manual speed changer of vehicle |
| CN105987133A (en) * | 2015-03-17 | 2016-10-05 | 通用汽车环球科技运作有限责任公司 | Manual transmission |
| CN107035853A (en) * | 2017-06-08 | 2017-08-11 | 吉林大学 | New 16+16 full powers gearshift and commutation gearbox |
| CN107035853B (en) * | 2017-06-08 | 2018-08-10 | 吉林大学 | 16+16 full powers are shifted gears and commutation gearbox |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2478298A (en) | 2011-09-07 |
| GB2478298B (en) | 2016-10-12 |
| GB201003440D0 (en) | 2010-04-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112622610B (en) | Axle assembly with multi-speed transmission | |
| CN101779060B (en) | Dual clutch transmission with planetary gearset | |
| CN112696475B (en) | Axle assembly having a multi-speed transmission and a reduction gear set | |
| US20110048168A1 (en) | Double-clutch transmission for vehicles | |
| CN101691886A (en) | Double-clutch transmission for vehicles | |
| CN102192307A (en) | Manual transmission for vehicle with a seventh forward gear speed | |
| CN104776167A (en) | Dual input planetary final drive | |
| CN102192283B (en) | Transmission for a vehicle | |
| KR0164253B1 (en) | Automotive gear box | |
| CN107539110B (en) | Power driving system and vehicle | |
| CN102913598A (en) | Planetary gear type manual transmission | |
| CN101125528A (en) | Speed changing driving device for special four-wheel offroad vehicles | |
| CN101012868A (en) | Six-speed mechanical saloon car transmission | |
| CN102362098A (en) | Dual clutch transmission for vehicles | |
| CN204041899U (en) | Ten fast double-clutch automatic gearboxes | |
| CN102047004A (en) | Double-clutch transmission for vehicles | |
| WO2009121544A2 (en) | Double-clutch transmission for vehicles | |
| CN204025559U (en) | Ten fast double-clutch automatic gearboxes | |
| CN201359059Y (en) | Multi-gear power shift planetary gearbox | |
| CN200996440Y (en) | Six-gear mechanical speed changer for car | |
| CN101446331B (en) | Planetary gearbox with multi-gear power gear shifting | |
| KR0162159B1 (en) | Transmission capable of being driven in forward 6-speed and rearward 2-speed | |
| CN105283689A (en) | Transmission | |
| CN201359060Y (en) | Multi-gear power shift planetary gearbox | |
| US7914415B2 (en) | Automatic transmission |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C02 | Deemed withdrawal of patent application after publication (patent law 2001) | ||
| WD01 | Invention patent application deemed withdrawn after publication |
Application publication date: 20110921 |