阅读说明：本技术 一种汽车自动变速箱 (Automatic gearbox of automobile ) 是由 张泽斌 崔鑫玉 张泽慧 秦建平 翟凤莲 于 2021-09-08 设计创作，主要内容包括：本发明属于变速箱领域,尤其是一种汽车自动变速箱,包括A齿轮柱本体、B齿轮柱本体和倒档系统本体,所述A齿轮柱本体上设有动力输入轴和动力输出轴,动力输入轴连接顺时针转动的发动机输出端,所述A齿轮柱本体中设有第一驱动齿轮、第二驱动齿轮、第三驱动齿轮、第四驱动齿轮,所述A齿轮柱本体中还设有三个依次穿插在第一驱动齿轮、第二驱动齿轮、第三驱动齿轮、第四驱动齿轮中的单向顺时针第一棘齿、第二棘齿、第三棘齿,所述A齿轮柱本体的整体结构为第一驱动齿轮与第一棘齿为一体,第一棘齿衔接第二驱动齿轮,第二驱动齿轮与第二棘齿为一体。本发明提高了变速箱的使用寿命,动力流失相对较小,均衡的动力需求可让发动机不再无力。(The invention belongs to the field of gearboxes, and particularly relates to an automatic gearbox of an automobile, which comprises a gear column body A, a gear column body B and a reverse gear system body, wherein a power input shaft and a power output shaft are arranged on the gear column body A, the power input shaft is connected with an engine output end which rotates clockwise, a first driving gear, a second driving gear, a third driving gear and a fourth driving gear are arranged in the gear column body A, three unidirectional clockwise first ratchets, second ratchets and third ratchets which are sequentially inserted into the first driving gear, the second driving gear, the third driving gear and the fourth driving gear are further arranged in the gear column body A, and the integral structure of the gear column body A is that the first driving gear and the first ratchets are integrated, the first ratchets are connected with the second driving gear, and the second driving gear and the second ratchets are integrated. The invention prolongs the service life of the gearbox, has relatively small power loss, and can ensure that the engine is not powerless any more due to balanced power requirement.)

1. An automatic gearbox of an automobile is characterized by comprising an A gear column body (2), a B gear column body (1) and a reverse gear system body (5), wherein a power input shaft (10) and a power output shaft (3) are arranged on the A gear column body (2), the power input shaft (10) is connected with an engine output end which rotates clockwise, a first driving gear (A1), a second driving gear (A2), a third driving gear (A3) and a fourth driving gear (A4) are arranged in the A gear column body (2), three unidirectional clockwise first ratchets (D1), a second ratchets (D2) and a third ratchets (D3) which are sequentially inserted into the first driving gear (A1), the second driving gear (A2), the third driving gear (A3) and the fourth driving gear (A4) are further arranged in the A gear column body (2), and the A gear column body (2) is integrated with the first driving gear (A1) and the first driving gear (D1), first ratchet (D1) links up second drive gear (A2), second drive gear (A2) and second ratchet (D2) are as an organic whole, second ratchet (D2) links up third drive gear (A3), third drive gear (A3) and third ratchet (D3) are as an organic whole, third ratchet (D3) links up fourth drive gear (A4), fourth drive gear (A4) closes as an organic whole with power output shaft (3) through second clutch (R2), be equipped with first change gear (B1), second change gear (B2), third change gear (B3), fourth change gear (B4) in B gear column body (1), be equipped with three in gear column body (1) and pass through in proper order in first change gear (B1), second change gear (B2), third change gear (B3), fourth change gear (B4) first clutch (C1C) of first change gear (B4), The second clutch (C2), the third clutch (C3), the first clutch (C1), the second clutch (C2), the third clutch (C3) are connected with the speed controller (8).

2. The automatic gearbox of the automobile according to claim 1, characterized in that the A gear column body (2) and the B gear column body (1) are fixed through a bracket (9).

3. The automatic transmission of claim 1, wherein the first drive gear (a1), the second drive gear (a2), the third drive gear (A3) and the fourth drive gear (a4) are longitudinally meshed with the first speed gear (B1), the second speed gear (B2), the third speed gear (B3) and the fourth speed gear (B4) to form four sets of longitudinal gear unit, the first drive gear (a1) and the first speed gear (B1) form a first gear unit, the second drive gear (a2) and the second speed gear (B2) form a second gear unit, the third drive gear (A3) and the third speed gear (B3) form a third gear unit, and the fourth drive gear (a4) and the fourth speed gear (B4) form a fourth gear unit.

4. An automatic gearbox according to claim 1, characterised in that the reverse system body (5) is provided with an a-gear column end gear (7) and a second reverse clutch (R2), a B-gear column end gear (4) and a first reverse clutch (R1), and a reversing gear (6).

Technical Field

The invention relates to the technical field of gearboxes, in particular to an automatic gearbox for an automobile.

Background

In the existing common household automobile, no matter AT home and abroad, three automatic gearboxes including a double-clutch gearbox, an AT gearbox and a CVT gearbox are commonly used for an automatic-gear automobile, the three automatic gearboxes have respective advantages and disadvantages, wherein the double-clutch gearbox generally has a gear shifting stuck phenomenon, the AT gearbox has the problems of low energy transmission efficiency, complex process flow and the like, and due to the structural reason, the power transmission of the Japanese CVT gearbox is limited and cannot bear high-horsepower driving.

Disclosure of Invention

The invention aims to solve the defects in the prior art and provides an automatic gearbox for an automobile.

In order to achieve the purpose, the invention adopts the following technical scheme:

an automatic gearbox of an automobile comprises a gear column body A, a gear column body B and a reverse gear system body, wherein a power input shaft and a power output shaft are arranged on the gear column body A, the power input shaft is connected with an engine output end which rotates clockwise, a first driving gear, a second driving gear, a third driving gear and a fourth driving gear are arranged in the gear column body A, three unidirectional clockwise first ratchets, second ratchets and third ratchets which are sequentially inserted into the first driving gear, the second driving gear, the third driving gear and the fourth driving gear are further arranged in the gear column body A, the integral structure of the gear column body A is that the first driving gear and the first ratchets are integrated, the first ratchets are connected with the second driving gear, the second driving gear and the second ratchets are integrated, the second driving gear is connected with the third driving gear, and the third ratchets are integrated, the third ratchet links up the fourth drive gear, and the fourth drive gear closes as an organic wholely with power output shaft through the second clutch of backing a car, be equipped with first change gear, second change gear, third change gear, fourth change gear in the B gear post body, be equipped with three first clutch, second clutch, the third clutch of interlude in first change gear, second change gear, third change gear, fourth change gear in proper order in the B gear post body, first clutch, second clutch, third clutch connection speed controller.

Preferably, the gear column body A and the gear column body B are fixed through a support.

Preferably, the first driving gear, the second driving gear, the third driving gear and the fourth driving gear are longitudinally and correspondingly meshed with the first speed gear, the second speed gear, the third speed gear and the fourth speed gear to form four groups of longitudinal gear set units, the first driving gear and the first speed gear form a first gear set unit, the second driving gear and the second speed gear form a second gear set unit, the third driving gear and the third speed gear form a third gear set unit, and the fourth driving gear and the fourth speed gear form a fourth gear set unit.

Preferably, the reverse gear system body is internally provided with a gear column A tail end gear, a second reverse clutch, a gear column B tail end gear, a first reverse clutch and a reversing gear.

The automatic gearbox for the automobile has the advantages that:

1. compared with the existing gearbox, the arrangement gearbox has a more reasonable gear shifting mechanism. When the gear is switched into a high gear, the gear rotating shaft can keep a reasonable follow-up speed, and any two teeth can have a smaller relative speed when being meshed, so that the condition of violent gear shifting of the gearbox can not occur, and the service life of the gearbox is prolonged.

2. The power transmission mode is simple, and the power transmission efficiency is high. The power output of the permutation gearbox is straight-tooth transmission, so that the power loss is relatively small, and the high power transmission efficiency is also an advantage of the permutation gearbox.

3. The gear multi-gear shifting speed change of the arranged gearbox is relatively stable. Instead of a reverse gear, only a three-stage range gearbox can achieve 8 gears, while a four-stage range gearbox can achieve 16 forward gears. The engine with certain power is matched with the gearbox with multiple gears, so that more power sections can be distinguished, the speed can be increased easily due to more power sections, and the engine with small horsepower can be used for increasing the speed.

4. Smooth power output may result in less fuel consumption of the engine. The arrangement gearbox has multiple power sections, so that the small-horsepower engine has more accelerating free edges, the condition that the oil cannot be splashed cannot be caused, and the arrangement gearbox has high transmission efficiency and achieves the oil saving effect essentially.

5. Simple structure and clear shift logic, and has longer service life. The main body of the arranged gearbox is divided into A, B two rows of gear columns, and soft and chain driving pieces do not exist. Except for gears, the parts used for arranging the gearbox only have clutches with mature technology and ratchet structures which are widely applied.

6. Adjustability of power output. Before the arrangement gearbox is formally installed and used, the speed ratio of a gear corresponding to the A, B column can be selected, and different groups of gear ratios can have different power output curves. Except the curve of the gear ratio adjusting output rotating speed, the gear ratio adjusting output rotating speed can be adjusted through control of gears, only the four-stage arrangement gearbox has 16 forward gears, and the overall performance of the gearbox cannot be influenced by selection of a plurality of gears. If the transmission were to drop out the four gears 3, 5, 6, 15, the remaining 12 gears could form a driving pattern that would correspond to a portion of the driver.

7. Has stronger adaptability. The gear change of the gear box is more, the gear box has stronger adaptability due to more exquisite power segmentation, the engine can be more quickly adapted to the current running speed due to the gear box, particularly the engine with small horsepower is matched, and the engine is not weak due to balanced power requirements.

Drawings

FIG. 1 is a schematic structural diagram of an automatic transmission for a vehicle according to the present invention;

FIG. 2 is a first graph of clutch output speed;

fig. 3 is a second graph of clutch output speed.

In the figure: the automatic transmission comprises a 1B gear column body, a 2A gear column body, A3 power output shaft, a 4B gear column end gear, a 5 reverse gear system body, a 6 reversing gear, a 7A gear column end gear, an 8-speed controller, a 9 bracket, a 10 power input shaft, a R1 first reverse clutch, a R2 second reverse clutch, a A1 first drive gear, a A2 second drive gear, a A3 third drive gear, a A4 fourth drive gear, a B1 first speed gear, a B2 second speed gear, a B3 third speed gear, a B4 fourth speed gear, a C1 first clutch, a C2 second clutch, a C3 third clutch, a D1 first ratchet, a D2 second ratchet and a D3 third ratchet.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments.

Referring to fig. 1-3, an automatic transmission for an automobile comprises a gear column body a2, a gear column body B1 and a reverse gear system body 5, wherein a power input shaft 10 and a power output shaft 3 are arranged on the gear column body a2, the power input shaft 10 is connected with an engine output end which rotates clockwise, a first drive gear a1, a second drive gear a2, a third drive gear A3 and a fourth drive gear a4 are arranged in the gear column body a2, three ratchet teeth are sequentially arranged in the gear column body a2 and are sequentially inserted into a first drive gear a1, a second drive gear a2, a third drive gear A3 and a fourth drive gear a4, a first ratchet tooth D1, a second drive gear D2 and a third drive gear D3 are arranged in a one-way clockwise, the whole structure of the ratchet teeth column body a2 is that the first ratchet teeth drive gear a1 and the first ratchet teeth D1 are integrated, the first ratchet teeth D1 is connected with the second drive gear a2, and the second drive gear a2 and the second drive gear D2 are integrated, the second ratchet D2 is connected with the third drive gear A3, the third drive gear A3 and the third ratchet D3 are integrated, the third ratchet D3 is connected with the fourth drive gear A4, the fourth drive gear A4 is connected with the power output shaft 3 through the second reverse clutch R2, the B gear column body 1 is provided with a first speed change gear B1, a second speed change gear B2, a third speed change gear B3 and a fourth speed change gear B4, the B gear column body 1 is provided with three first clutch C1, a second clutch C2 and a third clutch C3 which are sequentially inserted into the first speed change gear B1, the second speed change gear B2, the third speed change gear B2 and the fourth speed change gear B4, the first clutch C7, the second clutch C3687458 and the third clutch C3 are connected with the speed controller 8, and the unidirectional gear column body 2 acts on the first drive gear D3, the first ratchet D3 and the third ratchet D3, and the first drive gear D3 act on the unidirectional gear column body 2, The second driving gear A2, the third driving gear A3 and the fourth driving gear A4 cannot rotate anticlockwise relatively indirectly and can only rotate clockwise relatively.

In the invention, the gear column body A2 and the gear column body B1 are fixed through a bracket 9.

In the invention, a first drive gear A1, a second drive gear A2, a third drive gear A3 and a fourth drive gear A4 are longitudinally and correspondingly meshed with a first speed change gear B1, a second speed change gear B2, a third speed change gear B3 and a fourth speed change gear B4 to form four groups of longitudinal gear set units, the first drive gear A1 and a first speed change gear B1 form a first gear set unit, the second drive gear A2 and a second speed change gear B2 form a second gear set unit, the third drive gear A3 and a third speed change gear B3 form a third gear set unit, and the fourth drive gear A4 and a fourth speed change gear B4 form a fourth gear set unit.

In the invention, a reverse system body 5 is provided with an A gear column tail gear 7 and a second reverse clutch R2, a B gear column tail gear 4 and a first reverse clutch R1, and a reversing gear 6.

The working principle of the gearbox is that speed change is completed by disconnecting and closing the clutches C1, C2 and C3, the speed change process is fine and smooth in segmentation and clear in logic, and the speed change in the gear column B is more wonderful and inexplicable through smooth transmission of the clutches. The clutches C1, C2, C3 are opened and closed at different speeds, and eight arrangements are provided for this particular arrangement.

Hereinafter, this transmission will be referred to as "array transmission".

The structure of the arrangement gearbox is simple, but the operation mode is changed more frequently. The larger the number of clutches, the more its arrangement will multiply, and the gears will also multiply. We will define the number of clutches to rank the transmission.

The lowest of the arranged gearboxes can be 'one-stage', and theoretically the highest of the arranged gearboxes has no upper limit. The first-stage gearbox only has 2 forward-variable gear shifting, and is not representative. We will here speak directly from a "three-stage-arrangement gearbox" with 8 forward-to-shift gears, where one of the 8 forward-to-shift gears has the original speed, i.e. the engine speed, and the remaining 7 forward gears are all completed by a special arrangement of 3 clutches. The three-stage arrangement gearbox has smooth speed change because in a certain power value, more gears are switched, more speed sections are generated, and enough speed change steps are possessed.

One advantage of the spread gearbox is that while having a robust transmission efficiency, it also has more gear steps, and the gears of the spread gearbox are doubled each time a clutch is added to the spread gearbox.

Example (c): the first-stage arrangement gearbox comprises 2 gears of a clutch;

the two-stage arrangement gearbox comprises two clutches with 4 gears;

the three-stage arrangement gearbox comprises 8 gears of three clutches;

the four-stage arrangement gearbox comprises 16 gears of four clutches;

……

data comparison table of each gear of three-stage arranged gearbox:

suppose that: the original speed of the engine is r m/s

A. Gear ratio of B tooth:and is

Watch 1

(Note: the same output speed indicates the same final speed ratio of the two gears, and the same output speed will not occur if the gear speed ratio is changed.)

The data size of the speed difference means the smoothness of the intervening clutch in the gear shifting process, and the smaller the numerical value, the more uniform the gradual change shows the smoothness and the symmetry of the gearbox.

The difference between the speed of the front gear and the speed of the front gear, the data is the concrete embodiment of the performance of the gearbox, and the smooth transition of the gear shifting speed is the most essential value of the automatic gearbox. There are many reasons for the vehicle to be bumped during driving, but the data of the speed difference with the front gear is relatively high in value. The gear ratios of the gear set units in the gear columns A and the gear columns B of the arranged gearbox can be adjusted, and a curve which tends to be smoother and is not prone to be changed into a curve which is not prone to be different from the speed difference of the front gear reasonably. Even if the speed ratio is not converted scientifically, the speed ratio requirement of automobile driving can be met by a relatively smooth speed difference curve with the front gear and multi-gear speed division.

The speed change process of the gear box is arranged by three stages of arrangement gear boxes of table I for analysis, the gear ratio of each gear is converted as follows,

when the output rotating speed is from 0 to r, the speed controller does not intervene in work, the clutch does not intervene in work, the gear column A is transmitted to the output rotating shaft (3) at the original rotating speed r, and the gearbox is in the 1 gear;

when the output rotating speed reaches 1.333r from r, the driving gear A3 in the gear column A is transmitted to a speed change gear B3 (the rotating speed is 1/3r) in a corresponding gear ratio (1/3) at the moment, a speed controller is in intervention work, a driving clutch C3 is meshed, the speed change gears B3 and B4 transmit the rotating speed (the rotating speed is 1/3r) coaxially at the same speed, the speed change gear B4 (the rotating speed is 1/3r) is transmitted to the driving gear A4 (the rotating speed is 4/3r) in a gear ratio of 4 times, the original rotating speed r of the gear column A is disengaged at a tooth D3, the driving gear A4 transmits to a power output shaft (3) in a rotating speed of 4/3r, and the gearbox is in a gear 2.

When the output rotating speed reaches 1.5r from 1.333r, the driving gear A2 in the gear column A is transmitted to a speed change gear B2 (the rotating speed is 1/2r) in a corresponding gear ratio (1/2), a speed controller is in intervention work, a driving clutch C2 is meshed, the rotating speeds of the speed change gears B2 and B3 are coaxially transmitted at the same speed (the rotating speed is 1/2r), the speed change gear B3 (the rotating speed is 1/2r) is transmitted to the driving gear A3 (the rotating speed is 3/2r) in a gear ratio which is 3 times of the gear ratio, the original rotating speed r of the gear column A is disengaged at a tooth D2, the driving gear A3 is transmitted to a power output shaft (3) in a rotating speed of 3/2r, and a gearbox is in a gear 3.

When the output rotating speed reaches 2r from 1.5r, at the moment, the driving gear A1 in the gear column A is transmitted to a speed change gear B1 (the rotating speed is r) in a corresponding gear ratio (1/1), a speed controller is involved to work, a driving clutch C1 is meshed, the speed change gears B1 and B2 transmit the rotating speed (the rotating speed is r) coaxially at the same speed, at the moment, the speed change gear B2 (the rotating speed is r) is transmitted to the driving gear A2 (the rotating speed is 2r) in a gear ratio of 2 times, the original rotating speed r of the gear column A is disengaged at a tooth D1, the driving gear A2 is transmitted to a power output shaft (3) in a rotating speed of 2r, and the gearbox is in 4-gear.

When the output rotating speed reaches 2r (because integral multiples exist between the gear ratios, the condition that two gears are at the same speed can occur, and if the gear ratios are not integral multiples, the condition that the gears are at the same speed cannot occur), at the moment, the driving gear A2 in the gear column A is transmitted to the speed change gear B2 (the rotating speed is 1/2r) in a corresponding gear ratio (1/2), the speed controller is in intervention work, the driving clutches C2 and C3 are meshed, the rotating speeds (the rotating speed is 1/2r) of the speed change gears B2, B3 and B4 are coaxially transmitted at the same speed, at the moment, the speed change gear B4 (the rotating speed is 1/2r) is transmitted to the driving gear A4 (the rotating speed is 2r) in a 4-fold gear ratio, the original rotating speed r of the gear column A is disengaged at the position of the spur gear D2, the driving gear A4 is transmitted to the power output shaft (3) in a 2r, and the gearbox is in a 5-fold.

When the output rotating speed reaches 2.667r from 2r, at the moment, the driving gear A1 in the gear column A is transmitted to a speed change gear B1 (the rotating speed is r) in a corresponding gear ratio (1/1), a speed controller is in intervention work, a driving clutch C1 is meshed, the speed change gears B1 and B2 transmit the rotating speed (the rotating speed is r) coaxially at the same speed, at the moment, the speed change gear B2 (the rotating speed is r) is transmitted to the driving gear A2 (the rotating speed is 2r) in a gear ratio which is 2 times that of the speed change gear B2, the original rotating speed r of the gear column A is disengaged at a tooth D1, the driving gear A2 is transmitted to a tooth D2 at the rotating speed of 2r, and the tooth D2 is transmitted to the driving gear A3 at a faster rotating speed of 2 r. At the moment, a driving gear A3 in the gear column A is transmitted to a speed change gear B3 (the rotating speed is 2/3r) in a corresponding gear ratio (1/3), a speed controller is involved to work, a driving clutch C3 is meshed, the rotating speeds of the speed change gears B3 and B4 are transmitted coaxially at the same speed (the rotating speed is 2/3r), at the moment, the speed change gear B4 (the rotating speed is 2/3r) is transmitted to the driving gear A4 (the rotating speed is 8/3r) in a 4-time gear ratio, the original rotating speed 2r of the gear column A is disengaged at a tooth D3, the driving gear A4 is transmitted to a power output shaft (3) in a rotating speed of 8/3r, and a gearbox is in a 6-gear.

When the output rotating speed reaches 3r from 2.667r, at the moment, the driving gear A1 in the gear column A is transmitted to a speed change gear B1 (the rotating speed is r) in a corresponding gear ratio (1/1), a speed controller is in intervention work, driving clutches C1 and C2 are meshed, the speed change gears B1, B2 and B3 transmit the rotating speed (the rotating speed is r) coaxially at the same speed, at the moment, the speed change gear B3 (the rotating speed is r) is transmitted to the driving gear A3 (the rotating speed is 3r) in a gear ratio which is 3 times of the gear ratio, the original rotating speed r of the gear column A is disengaged at a tooth D1, the driving gear A3 is transmitted to a power output shaft (3) in a rotating speed which is 3r, and a gearbox is in a 7 gear.

When the output rotating speed reaches 4r from 3r, at the moment, the driving gear A1 in the gear column A is transmitted to a speed change gear B1 (the rotating speed is r) in a corresponding gear ratio (1/1), a speed controller is involved to work, driving clutches C1, C2 and C3 are meshed, the speed change gears B1, B2, B3 and B4 transmit the rotating speed (the rotating speed is r) coaxially at the same speed, at the moment, the speed change gear B4 (the rotating speed is r) is transmitted to the driving gear A4 (the rotating speed is 4r) in a gear ratio of 4 times, the original rotating speed r of the gear column A is disengaged at a tooth D1, the driving gear A4 transmits to a power output shaft (3) at the rotating speed of 4r, and the gearbox is in 8-gear.

The basic operating theory of the spread gearbox has proven that the gear ratios of all gearset units need to be adjusted to obtain a more excellent three-stage gearbox. In fig. 2, a steady increase in output speed can be achieved, but there is some fluctuation in the increasing speed profile. To obtain a more excellent speed profile, the answer should be found from the gear ratios of the closely related 4 gear set units.

As shown in fig. 3, the transmission is arranged to transmit the engine speed to the wheels at a smooth and even speed, and fig. ii is an ideal speed curve, and the actual calculation of the speed ratio has certain difficulty. If the speed curve of figure I is directly used in the arrangement of the gearbox, it is a good method, and the gear ratio of the gear set unit can be finely adjusted under the allowable condition, so that a more ideal speed curve can be obtained.

The other method can also realize a smooth curve of the output rotating speed of the gearbox, namely, the smooth curve is directly introduced into a four-stage gearbox, and a rotating speed increasing curve chart can be obtained even if a group of different gear specific speeds are selected. The four-stage gearbox has 16 forward gears, and an ideal curve chart of the rotating speed of less than 16 gears can be obtained by taking or rejecting individual gears.

The four-stage transmission can have 16 gears which can be distributed, wherein the distribution mode and the distribution operation are controlled by a computer. In the expected driving feeling, the gear curve acceleration diagram appears in the main screen of the automobile for the selection of the driver. The nearly ten driving modes can be greatly suitable for different driving road sections, and can be selected from ' launch starting ', sufficient backward force ' and ' steady and steady hitting ' as a good choice.

When a driver drives a car, the driver can interact with a gearbox hidden in the car truly, and the magic changes of the gearbox are arranged, so that the driver can feel the existence of the gearbox.

The beautiful speed changing process is completed by arranging the arrangement of local gears in the gearbox, and the specific arrangement logic of gears and speeds is completely controlled by a more accurate speed controller. The arrangement of the gearbox is taken into consideration, so that the engine can be more worry-saving and labor-saving.

Regarding the design of reverse gear, the tail end of the transmission is provided with a reverse gear system, when the transmission is in a forward gear, the clutch R1 is in a normally open state, and the clutch R2 is in a normally closed state. When the transmission is in reverse gear, the clutch R1 is in a normally closed state and R2 is in a normally open state.

The reverse gear is generally switched by adding a clutch, so that the smoothness of switching is not guaranteed, and the service life of the gearbox is prolonged. As shown in the figure, when the forward gear is in normal operation, the clutch R1 is in a disconnected state, the reverse system does not intervene in a power unit of the B column of the gear, the clutch R2 is closed, and the power transmitted by the A column of the gear is normally output. When a reverse gear is cut in, the clutch R2 is disconnected, the power of the gear A column is cut off at the output end, the clutch R1 is closed, the power of the gear B column is inserted into a reverse gear system, and the reverse operation of the automobile is completed after the power is converted through the conduction direction between the reverse gear sets. The gear B column intervenes in the reversing system, and simultaneously intervenes in the arrangement speed change, the reversing system at the moment can present a plurality of gears, and smooth driving of reversing is guaranteed.

The power output of each engine is different, the gearbox is arranged to have a plurality of gears for matching, and the engines can be selected from multiple options to improve the advantages and reduce the disadvantages, so that the potential of the engines is fully excited. The power requirement of the arrangement gearbox is large in containment, and the optimum beat gear of a common engine can be determined in the future.

The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art should be considered to be within the technical scope of the present invention, and the technical solutions and the inventive concepts thereof according to the present invention should be equivalent or changed within the scope of the present invention.