CN110005801B - Double overrunning clutch mechanical shaft end output adaptive automatic transmission - Google Patents

Abstract

The invention discloses a double overrunning clutch mechanical shaft end output self-adaptive automatic transmission, comprising a speed change system, a shaft sleeve and a third shaft. The speed change system includes a low-speed gear transmission mechanism, a reverse gear transmission mechanism and an adaptive speed change assembly; The mechanism has a transmission ratio I that transmits the reverse gear power from the auxiliary shaft to the main shaft, and the low-speed gear transmission mechanism has a transmission ratio II that transmits the low-speed gear power from the auxiliary shaft to the main shaft. It is output through the power output shaft; the present invention utilizes the reasonable cooperation of the two overrunning clutches to reasonably set the transmission ratio, so that the overall structure is simple and compact. High performance, using the transmission shaft sleeve and outputting through the third shaft, it is not only suitable for the field of electric vehicles, but also suitable for other fields of variable torque mechanical transmission; at the same time, the output of the shaft sleeve can also ensure a large output torque.

Description

Double overrunning clutch mechanical shaft end output adaptive automatic transmission

technical field

The invention relates to a transmission, in particular to a double overrunning clutch mechanical shaft end output adaptive automatic transmission.

Background technique

The mechanical transmission system generally has complex working conditions, and needs to allocate torque to realize the transmission of different loads and speeds. Taking electric vehicles as an example, the driving environment is complex and changeable. In addition, the electric drive method commonly used in the existing electric vehicles is that the motor drives the fixed speed ratio, and the high efficiency and reasonable range are narrow and limited, resulting in a vicious circle, resulting in the following problems:

1. It can only work within the torque range of a certain working condition.

2. In order to meet the road conditions under the condition of constant speed ratio, the speed of the motor can only be increased, which increases the manufacturing cost of the motor.

3. The motor heats up, and the use efficiency and life are reduced;

4. To meet the torque requirements of electric vehicles in complex working conditions, we can only increase the motor current and speed by continuously increasing the motor current and speed. We can only ignore the harm of high current discharge to the battery, and we can only use the peak power, peak torque and The motor is driven by a high peak current, which does not follow the discharge characteristics of the power battery pack at all;

5. Due to the long duration of high-current discharge, the capacity of the power battery pack drops sharply, and the peak high-current discharge causes the battery to heat up rapidly, and the temperature rises causes a sharp increase in the internal resistance of the cell, and the battery is greatly impacted and irreparable. Damage, storage capacity and battery life are sharply reduced, and the number of charging cycles is rapidly reduced, which will bring about the problem of shorter and shorter cruising range;

6. Low energy recovery efficiency;

7. The use of high-speed motor acceleration and deceleration mechanism is essentially to increase power and torque, and cannot achieve high-efficiency conversion. Under low-speed and heavy-load conditions, it will bring about the problems of rapid deterioration of motor performance and low efficiency under resistance to rotation; high current power supply and frequent High current impact, the battery, controller, electrical appliances and cables caused by overload will not be damaged, especially if the battery greatly shortens the cycle mission, the economy is poor;

However, the prior art has fatal flaws that cannot be overcome due to the above driving method and technical route utilizing a constant speed ratio.

The existing automatic transmission is multi-attribute control, using solenoid valves and servo motors to achieve upshifts and downshifts through mechanical parts such as synchronizers, shift forks and gear rings. There are many parts and components in the machine, and the power must be cut off. At this time, the speed of the motor rises to the highest instantaneously, and the driving power of the car suddenly disappears, and the speed of the vehicle drops rapidly under the action of driving resistance. In a short period of time, there is a strong sense of frustration and poor reliability; there are problems such as safety, comfort, and reliability.

In order to solve the above problems, the inventors of the present application have invented a series of cam adaptive automatic transmission devices, which can detect the driving torque-rotation speed and the driving resistance-vehicle speed signal according to the driving resistance, so that the output power of the motor or engine and the driving conditions of the vehicle are always in the best position. In the best matching state, the balance control of the vehicle driving torque and the comprehensive driving resistance is realized. The load of the cam adaptive automatic transmission changes the transmission ratio with the change of the driving force, and the gear shift is automatically adjusted according to the change of the driving resistance without cutting off the driving force. , so that the motor or engine can always output torque at high speed in the high-efficiency area; it can meet the requirements of stable operation of motor vehicles in mountainous areas, hills and heavy loads, and improve safety; the friction disc is used to form a separate and combined structure, which has the advantages of sensitive response, and the shaft The size is small, which solves the above-mentioned problems of electric vehicles very well. Although it has the above advantages, the cam adaptive automatic transmission device is suitable for the one-way power transmission of electric motorcycles and electric bicycles due to the mechanical automatic transmission structure, and is not suitable for the transmission of motor vehicles and mechanical devices that require two-way drive. The reverse gear mechanism will not only increase the overall volume of the transmission and the complexity of the structure, but also cannot be well integrated with the cam adaptive automatic transmission.

Therefore, it is necessary to improve the above-mentioned cam adaptive automatic transmission device, and add a reverse gear mechanism with strong adaptability. It can solve the problem of forward and reverse driving on high-efficiency roads under complex conditions under two-way driving conditions, and the setting is simple and compact, and the cam adaptive automatic transmission mechanism cooperates smoothly and naturally, reducing manufacturing costs and ensuring transmission stability. .

SUMMARY OF THE INVENTION

In view of this, the purpose of the present invention is to provide a dual overrunning clutch mechanical shaft end output adaptive automatic transmission, adding a reverse gear mechanism with strong adaptability, and the device can not only adapt to the situation that the driving force is not cut off with the change of the driving resistance. It can automatically shift gears and change gears, and can solve the problem of forward and reverse driving on high-efficiency roads under complex conditions under two-way driving conditions. The setting is simple and compact, and it cooperates with the cam adaptive automatic transmission mechanism smoothly and naturally. Reduce the manufacturing cost and ensure the stability of the transmission.

The double overrunning clutch mechanical shaft-end output adaptive automatic transmission of the present invention includes a main shaft, a speed change system on the main shaft, and a transmission shaft sleeve that is rotatably fitted on the main shaft. The speed change system includes a low-speed gear transmission mechanism, a reverse gear transmission mechanism and Adaptive transmission components;

The adaptive transmission assembly includes active friction parts, driven friction parts and transmission elastic elements;

The active friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces cooperate with each other;

The driven friction piece is arranged on the main shaft in a manner that can be axially slidable and transmitted in the circumferential direction, the variable speed elastic element applies a pre-tightening force to make the driven friction piece fit with the active friction piece for transmission, and the driven friction piece transmits the power through the axial cam pair. Output to the transmission sleeve, when the axial cam pair outputs power, it exerts an axial component force opposite to the pre-tightening force of the shifting elastic element on the driven friction member; the driving power is input to the driving force through a first overrunning clutch. friction parts;

It also includes a secondary shaft, and the driving power is also input to the secondary shaft;

The low-speed gear transmission mechanism includes a second overrunning clutch, and the secondary shaft transmits the low-speed gear power to the main shaft through the second overrunning clutch and is transmitted from the main shaft to the driven friction member;

The reverse gear transmission mechanism can transmit the reverse gear power to the main shaft and the main shaft to the driven friction member or disconnect the reverse gear power;

The reverse gear transmission mechanism has a transmission ratio I for transmitting the reverse gear power from the auxiliary shaft to the main shaft, and the low-speed gear transmission mechanism has a transmission ratio II for transmitting the low-speed gear power from the auxiliary shaft to the main shaft, and the transmission ratio I is greater than or equal to the transmission. ratio II;

A deceleration output assembly is provided in driving cooperation with the transmission sleeve, and the deceleration output assembly outputs the power through the power output shaft located at the end of the main shaft.

Further, the driving power is input by a driving transition sleeve, the driving transition sleeve is drivingly connected to the outer ring of the first overrunning clutch, and the inner ring of the first overrunning clutch is drivingly connected to the active friction member; the driving transition sleeve is also The power is input to the countershaft through the outer ring of the first overrunning clutch.

Further, the axial cam pair is formed by a cam shaft sleeve with an end face cam and an end face cam carried by the driven friction piece, the cam shaft sleeve is rotatably fitted over the main shaft, and the driven friction piece is drive-fitted and axially fitted. The slidable outer casing is on the main shaft, the transmission shaft sleeve and the cam shaft sleeve are drive-fitted or integrally formed, and are provided with a first power output driving gear for outputting power, and at the same time, the transmission shaft sleeve also outputs the power to the secondary shaft.

The deceleration output assembly is a power output gear set, and the power output gear set includes an intermediate shaft, a first power output driven gear that meshes with the first power output driving gear and is driven and matched with the intermediate shaft, and a first power output driven gear that is driven and matched with the intermediate shaft. Two power output driving gears and a second power output driven gear meshed with the second power output driving gear, and the second power output driven gear is in driving cooperation with the power output shaft.

Further, the low-speed transmission mechanism also includes a low-speed driven gear and a low-speed driving gear meshed with the low-speed driven gear, the inner ring of the second overrunning clutch is arranged in cooperation with the main shaft, and the outer ring is arranged with or A low-speed driven gear is directly formed, and a low-speed driving gear is arranged on the secondary shaft in cooperation with the transmission; the reverse gear transmission mechanism includes a reverse gear driving gear and a reverse gear driven gear meshing with the reverse gear driving gear. The driving gear is arranged on the secondary shaft in a way that it can be engaged or disengaged, and the reverse driven gear is arranged on the main shaft in cooperation with the transmission; the transmission ratio I is greater than the transmission ratio II.

Further, the cam shaft sleeve and the transmission shaft sleeve are driven and matched by the second axial cam pair;

An intermediate driving gear is provided on the outer ring of the first overrunning clutch and is rotatably matched with the outer ring of the first overrunning clutch.

Further, the reverse gear driving gear is arranged on the countershaft in a manner that can be engaged or disengaged by an electromagnetic shifting mechanism, and the electromagnetic shifting mechanism is used to switch the forward and reverse rotation of the power source at the same time; the electromagnetic shifting mechanism includes an electromagnetic shifting mechanism. There are two electromagnetic shifters arranged on both sides of the active swing arm to drive the active swing arm to swing around the axis of the shift shaft and drive the shift shaft Rotating around the axis, the shifting shaft drives the shifting fork to swing around the axis and complete the shifting;

The electromagnetic shifting mechanism is further provided with a positioning mechanism, the positioning mechanism includes a positioning pin with a pre-tightening force arranged on the power end of the active swing arm and a positioning base arranged on the box body, on which the positioning base is arranged and positioned. The marbles correspond to the matching positioning pits; the electromagnetic shifting mechanism is also provided with a position sensing component for detecting whether the gear shift is in place.

Further, the speed change elastic element is a speed change spring, the speed change spring is sleeved on the main shaft, and one end of the speed change spring is against the driven friction member, and the other end is against the pre-tightening force adjustment assembly, and the pre-tightening force adjustment assembly includes an adjustment ring and an adjustment nut, The adjusting nut is threadedly arranged on the main shaft, the adjusting ring is axially slidably sleeved on the main shaft, and the two ends press against the adjusting nut and the shifting spring respectively.

Further, the outer circle of the transmission shaft sleeve is provided with a first radial bearing for rotating and supporting the transmission case close to the first power output gear; A journal is formed, and the outer circle of the journal is provided with a second radial bearing that is rotatably supported on the transmission case; the inner ring of the second overrunning clutch extends to the left and right to form an outer extension shaft segment and an inner extension shaft segment. , the outer circle of the outer extension shaft segment and the outer circle of the inner extension shaft segment are respectively provided with a third radial bearing and a fourth radial bearing that are rotatably supported on the transmission case; The inner ring of the two overrunning clutches extends toward the inner end of the outer circle of the shaft segment, and the fourth radial bearing is located on the right side of the reverse driven gear.

Further, the right side of the intermediate driving gear and the inner ring of the first overrunning clutch are rotatably matched by a first plane bearing, the second radial bearing is arranged on the journal formed on the left side of the intermediate driving gear, and the left side of the intermediate driving gear It is rotatably matched with the first power output driving gear through the second plane bearing, and the first radial bearing is located on the left side of the first power output driving gear; the first radial bearing and the inner extension shaft section of the inner ring of the second overrunning clutch A third plane bearing is arranged between them.

Further, the left side of the drive transition sleeve is connected to the outer ring of the first overrunning clutch and supported by the outer ring of the first overrunning clutch, and the right side forms a constriction and the constriction is provided with a fifth gear for supporting on the transmission case. radial bearing; the main shaft is coaxially located in the drive transition sleeve and is rotatably matched with the inner circle of the drive transition sleeve through the sixth radial bearing; the driven friction piece, the active friction piece and the variable speed elastic element are all located in the inner circle of the drive transition sleeve The second power output driven gear is integrally formed with the power output shaft and is supported on the gearbox body in coaxial rotation with the main shaft, and the second power output driven gear is opposite to the power output shaft. A stepped shaft is formed and the stepped shaft is rotatably supported on the gearbox body through the seventh radial bearing, and the power output shaft is rotatably supported on the gearbox body through the eighth radial bearing.

The beneficial effects of the present invention are: the double overrunning clutch mechanical shaft end output adaptive automatic transmission of the present invention has all the advantages of the existing cam adaptive automatic transmission devices, such as the ability to detect the driving torque-rotation speed and the driving resistance- The vehicle speed signal keeps the output power of the motor and the driving condition of the vehicle in the best matching state, realizes the balanced control of the driving torque of the vehicle and the comprehensive driving resistance, and automatically performs gear shifting according to the change of driving resistance without cutting off the driving force; It can be used in mountainous areas, hills and heavy load conditions, so that the motor load changes smoothly, the motor vehicle runs smoothly, and the safety is improved;

Using the reasonable cooperation of the two overrunning clutches, the reverse gear structure and the low-speed gear mechanism are reasonably set to the transmission ratio, so that the overall structure is simple and compact. The overall performance of the invented mechanical self-adaptive automatic transmission has strong adaptability, and it cooperates with the self-adaptive automatic transmission mechanism smoothly and naturally, reducing the manufacturing cost and ensuring the stability of transmission; using the transmission bushing and outputting through the third shaft, it can be It forms a deceleration output, provides a large torque, and realizes the shaft end output, which is not only suitable for the field of electric vehicles, but also suitable for other fields of variable torque mechanical transmission; at the same time, the output of the shaft sleeve can also ensure a large output torque.

Description of drawings

The present invention will be further described below with reference to the accompanying drawings and embodiments.

Fig. 1 is the axial sectional structure schematic diagram of the present invention;

Fig. 2 is the structural representation after packing of the present invention;

FIG. 3 is a schematic diagram of an electromagnetic shifting structure;

Fig. 4 sectional view of electromagnetic shift structure;

5 is a schematic diagram of the structure of the friction plate used in the present invention;

Figure 6 is an enlarged view of the structure of the friction plate.

Detailed ways

1 is a schematic diagram of an axial cross-sectional structure of the present invention, FIG. 2 is a schematic diagram of the structure after packing of the present invention, FIG. 3 is a schematic diagram of an electromagnetic shift structure, and FIG. 4 is a cross-sectional view of an electromagnetic shift structure, as shown in the figure: The over-clutch mechanical shaft end output adaptive automatic transmission includes a main shaft 1, a speed change system on the main shaft 1, and a transmission sleeve 35 that rotates and fits over the main shaft. The speed change system includes a low-speed gear transmission mechanism, a reverse gear transmission mechanism and an automatic Adapt to the transmission assembly; Of course, it also includes the transmission case, which will not be repeated here;

The adaptive speed change assembly includes an active friction piece, a driven friction piece and a variable speed elastic element; the active friction piece and the driven friction piece form a friction transmission pair in a manner that friction surfaces cooperate with each other;

In this embodiment, the active friction piece is the annular body axially inner tapered sleeve 18, and the driven friction piece is the annular body axially outer tapered sleeve 2;

The axial inner cone sleeve 18 of the annular body and the axial outer cone sleeve 2 of the annular body form a friction transmission pair in a way that the friction surfaces cooperate with each other. As shown in the figure, the axial inner cone sleeve 18 of the annular body and the axial outer cone sleeve 2 of the annular body are respectively the axial inner cone sleeve of the annular body and the axial outer cone sleeve of the annular body. The axial inner cone sleeve of the ring body is provided with an axial inner cone surface and is sleeved on the axial outer cone sleeve of the annular body. The axially outer conical surfaces that match each other form frictional engagement, transmission or separation through the cooperating conical surfaces, which will not be repeated here; The sliding groove is embedded with balls that reduce friction, and the axially outer tapered sleeve of the annular body and the main shaft form an axially slidable circumferential direction transmission fit through the sliding groove and the balls; the sliding groove can also be a spiral groove (forming a shaft). To the cam groove), the axial cam pair can be formed after the ball is embedded, and it also has the compression of the transmission elastic element 19 when the power is transmitted with large torque, so as to ensure the smooth transmission; of course, it can also directly form the spline or threaded pair ( Without balls), it can also achieve the purpose;

Of course, the friction transmission pair can also adopt the friction plate structure shown in FIG. 5 and FIG. 6 . As shown in FIG. 5 , the active friction member 18 ′ is integrally formed or matched with the inner ring of the first overrunning clutch, and the active friction member 18 'There is an active friction plate group 18a', and the driven friction piece 2' is provided with a driven friction plate group 2a' that cooperates with the active friction plate 18a', and the matching structure is similar to the existing friction plate clutch, but this The structural friction plate is detachable, which can be increased or decreased according to the needs of the overall structure to ensure the axial size;

The variable speed elastic element 19 applies a pre-tightening force to make the axially outer tapered sleeve of the annular body fit with the axially inner tapered sleeve of the annular body for transmission, and the axially outer tapered sleeve of the annular body outputs the power to the transmission through the axial cam pair Axial sleeve, when the axial cam pair outputs power, it applies an axial component force opposite to the pre-tightening force of the variable speed elastic element on the axial outer cone sleeve of the annular body; the axial cam pair is the cooperating axial cam ( Including end cam or spiral cam), when the ring body rotates on the outer cone sleeve, the axial cam pair generates two components in the axial and circumferential directions, of which the circumferential component outputs power, and the axial component acts on the ring The body shaft is outer tapered sleeve and applied to the variable speed elastic element, that is to say, the rotation direction of the axial cam pair is related to the rotation direction of the power output. It is known which direction of rotation of the axial cam pair can apply the axial component force, which will not be repeated here; the driving power is input to the axial inner cone sleeve of the annular body through a first overrunning clutch 4 , which can be achieved through a reasonable mechanical layout, and will not be repeated here.

It also includes a secondary shaft 12, and the driving power is also input to the secondary shaft 12;

The low-speed gear transmission mechanism includes a second overrunning clutch 6, and the secondary shaft 12 transmits the low-speed gear power to the main shaft 1 through the second overrunning clutch 6, and the main shaft 1 is driven and matched with the axial outer tapered sleeve of the annular body;

The reverse gear transmission mechanism can transmit the reverse gear power to the main shaft or disconnect the reverse gear power; generally, the gear shifting structure is used for setting, and the transmission between the reverse gear transmission mechanism and the main shaft can be disconnected, and the transmission with the auxiliary shaft 12 can also be disconnected. , can achieve the purpose of the invention;

The reverse gear transmission mechanism has a transmission ratio I for transmitting the reverse gear power from the countershaft 12 to the main shaft 1, and the low-speed gear transmission mechanism has a transmission ratio II for transmitting the low-speed gear power from the countershaft 12 to the main shaft 1. The transmission ratio is I is greater than or equal to the transmission ratio II; then in reverse gear transmission, the second overrunning clutch overruns the inner ring (the rotation direction is the same as the reverse gear), and the speed is slower than that of the outer ring (both low-speed gear and reverse gear are powered by the counter shaft), forming an overrunning clutch. , the reverse gear transmission mechanism is smoothly transmitted, otherwise it will be locked.

Since the transmission directions of the low-speed gear transmission mechanism and the reverse gear transmission mechanism are different, the axial cam pair is preferably a bidirectional output cam structure;

A power output shaft 30 for outputting power is provided in driving connection with the transmission shaft sleeve; of course, the power output end of the power output shaft needs to extend out of the transmission case, which will not be repeated here.

In this embodiment, the driving power is input by a driving transition sleeve 3 , and the driving transition sleeve 3 is drivingly connected to the outer ring 4b of the first overrunning clutch 4 , and the inner ring 4a of the first overrunning clutch 4 is connected to the annular body The axial inner cone sleeve is connected by transmission; the driving transition sleeve also inputs power to the secondary shaft through the outer ring of the first overrunning clutch; when in use, if the driving power adopts a motor, the driving transition sleeve can also be directly integrated to form a part of the motor rotor.

In this embodiment, the axial cam pair is formed by the cooperation of a cam shaft sleeve 22 with an end face cam and an end face cam carried by the axial outer tapered sleeve 2 of the annular body, and the cam shaft sleeve 22 is rotatably fitted over the main shaft , the axially outer cone sleeve 2 of the annular body is driven to fit and axially slidably sleeved on the main shaft 1, as shown in the figure, the inner ring 4a of the first overrunning clutch 4 rotates and fits into the camshaft sleeve 22, The transmission shaft sleeve 35 is in driving fit with the cam shaft sleeve 22 or is integrally formed, and is provided with a first power output driving gear 11 for outputting the power. power transmission;

It also includes a power output gear set, which includes an intermediate shaft 27, a first power output driven gear 26 that meshes with the first power output driving gear 11 and is drivingly matched with the intermediate shaft, and is drivingly matched with the intermediate shaft 27. The second power output driving gear and the second power output driven gear 29 meshing with the second power output driving gear 28, the second power output driven gear 29 and the power output shaft 30 are drivingly matched, and can be integrally formed. Structure; as shown in the figure, the power output shaft 30 and the main shaft 1 are arranged coaxially at the end of the main shaft, and the power is transmitted through the intermediate shaft 27 arranged in parallel. The structure is simple and compact, and has the advantage of two-stage deceleration, which is more suitable for High-speed motor and high-torque driving environment;

According to the overall layout of the transmission, the power output gear set can adopt the structure of Figure 1, that is, it is arranged on both sides of the main shaft with the countershaft, or the layout of Figure 5, which is located on the same side of the main shaft as the countershaft, will not be repeated here.

In this embodiment, the low-speed transmission mechanism further includes a low-speed driven gear and a low-speed driving gear 7 meshing with the low-speed driven gear. , the outer ring 6b is equipped with a transmission or directly forms a low-speed driven gear, which is not directly formed in this embodiment; the low-speed driving gear 7 is set on the secondary shaft 12 for transmission and cooperation; the reverse transmission mechanism includes a reverse driving gear 9 and the reverse driven gear 8 meshing with the reverse drive gear 9, the reverse drive gear can be engaged or disengaged on the countershaft, and the reverse driven gear is set on the main shaft in cooperation with the transmission; the transmission ratio I is greater than Transmission ratio II.

In this embodiment, the reverse gear driving gear 9 is disposed on the countershaft 12 in a way that the electromagnetic shifting mechanism 10 can be engaged or disengaged, and the electromagnetic shifting mechanism is used to switch the forward and reverse power input at the same time. In the process of shifting the gear mechanism to reverse gear, the signal is directly sent to the motor control system to control the reverse rotation of the motor to realize reverse gear; it can be realized by using a general signal acquisition mechanism or switch.

In this embodiment, the electromagnetic shift mechanism includes electromagnetic shifters 101 and 102 , an active swing arm 104 , a shift shaft 105 and a shift fork 106 . The electromagnetic shifters are two arranged in the active pendulum. The two sides of the arm 104 are used to drive the active swing arm 104 to swing around the axis of the shift shaft 105 and drive the shift shaft to rotate around the axis. The shift shaft 105 drives the shift fork to swing around the axis and drives the clutch. (synchronizer) 17 completes the gear shift, and the gear shift of the adapter (synchronizer) belongs to the prior art and will not be repeated here; the electromagnetic shifter has a structure with a reciprocating push rod, and the reciprocating push rod pushes out and pushes the active pendulum when the power is turned on. After the arm swings, it returns immediately, and the return generally adopts a return spring structure, which will not be repeated here. In this embodiment, the electromagnetic shifting mechanism is further provided with a positioning mechanism 103, and the positioning mechanism 103 includes a positioning pin 103b with a pre-tightening force disposed on the power end of the active swing arm 104 and a positioning base 103c disposed on the box body. , the power end of the active swing arm 104 refers to the end where the electromagnetic shifters 101 and 102 act to swing; as shown in the figure, the power end of the active swing arm 104 is provided with a pin seat 103a, and a column spring 103d is installed in the pin seat, The cylindrical spring 103d acts on the positioning pin 103b to have an outward pre-tightening force; the positioning base 103c is provided with a positioning recess corresponding to the positioning pin 103b, and the positioning pin slides on the surface of the positioning base during the swinging process. When sliding to the positioning pit, the positioning pin enters the pit under the action of the pre-tightening force to form the positioning. Of course, the pit is a smooth structure. Under a certain thrust, the positioning pin will remove the pit and complete the subsequent shifting procedure; The electromagnetic shifting mechanism is also provided with a position sensing component for detecting whether the gear shift is in place, and the sensing component generally adopts a Hall element and a magnetic steel corresponding to the Hall element.

In this embodiment, the variable speed elastic element 19 is a variable speed disc spring. The variable speed disc spring is sleeved on the main shaft, one end of which is pressed against the axially outer tapered sleeve of the annular body, and the other end is pressed against the pre-tightening force adjusting component, which can be directly pressed against It can also be resisted by a plane bearing. As shown in FIG. 5 , the speed change disc spring 19 is sleeved on the main shaft 1 and one end is pressed against the driven friction member 2 ′ through a plane bearing 24, and the plane bearing 24 is a double row in the radial direction. Planar rolling bearings with small balls, the use of small balls is smaller than that of the balls with the same bearing capacity in the prior art; the use of double-row balls can reduce the parameters of the balls under the condition that the plane bearing bears the same load, with stable rotation and the same It has the characteristics of high load speed and strong bearing capacity, and can reduce the axial installation size; this structure can also be used for the tapered-sleeve structure in Figure 1, which will not be repeated here; as shown in Figure 1, the preload adjustment The assembly includes an adjusting ring 20 and an adjusting nut 17, the adjusting nut 17 is threadedly arranged on the main shaft 1, the adjusting ring 20 is axially slidably sleeved on the main shaft 1, and the two ends press against the adjusting nut 17 and the speed change disc spring respectively. The adjusting nut is also provided with a locking assembly 21 for axially locking it.

In this embodiment, the camshaft sleeve 22 outputs power to the first power output driving gear 11 through the transmission sleeve 35 that is rotatably matched with the main shaft, and the camshaft sleeve 22 and the transmission sleeve 35 pass through the second axial cam The auxiliary transmission is matched; the double cam transmission structure is formed, which is conducive to smooth transmission and locks the transmission spring during low-speed transmission to avoid setbacks;

An intermediate driving gear 15 is arranged on the transmission shaft sleeve in cooperation with the outer ring of the first overrunning clutch, and the outer ring of the transmission sleeve 5 is fixedly connected to the outer ring of the overrunning clutch. , the other end forms a transmission fit with the outer spline of the journal formed on the right side of the first power output driving gear through the inner spline, and is also supported on the outer circle of the journal to form mutual support and ensure the stability of the transmission structure; The secondary shaft 12 is provided with an intermediate driven gear 14 in driving cooperation with the intermediate driving gear 15 .

In this embodiment, the outer circumference of the transmission sleeve 35 is close to the first power output driving gear 15 and is provided with a first radial bearing 23 for rotatably supporting the transmission case (this embodiment is located on the left side of the first power output driving gear 15 ). side); one end (right side) of the intermediate driving gear 15 is in driving cooperation with the outer ring 4b of the first overrunning clutch 4, and the other end forms a journal, and the outer circle of the journal is provided with a second gear for rotating and supporting the transmission case. Radial bearing 13; the inner ring 6a of the second overrunning clutch 6 extends left and right respectively to form an outer extension shaft segment and an inner extension shaft segment, and the outer circle of the outer extension shaft segment and the outer circle of the inner extension shaft segment are respectively provided with The third radial bearing 25 and the fourth radial bearing 31 are rotatably supported on the transmission case; the reverse driven gear 8 is driven and fitted outside the shaft segment extending from the inner ring 6a of the second overrunning clutch 6 to the inner end. circle, and the fourth radial bearing 31 is located on the right side of the reverse driven gear; in this structure, the camshaft sleeve 22 and the transmission sleeve 35 are sleeved on the main shaft 1 to form a transmission and mutual support structure, which can transmit large For each transmission bearing (power transfer input and output) components, corresponding radial bearings are set up, and the radial bearings are supported on the The box body enables the main shaft and the transmission shaft sleeve to be set longer, and the additional bending moment generated by the torque is transmitted to the box body due to the support, so that it can transmit a large torque and greatly improve the performance under high torque. Speed (same component size), to achieve high torque, high speed and lightweight indicators, compared with the existing technology, the maximum speed used for driving the motor and high-speed reducer ≥ 15000 rpm, used for efficient lightweight hub electric wheel The equal-speed mechanism has great advantages for energy saving and environmental protection, and is more suitable for the use of pure electric vehicles with energy saving and environmental protection as the main goal.

In this embodiment, the right side of the intermediate driving gear 15 and the inner ring 4a of the first overrunning clutch 4 are rotatably matched through the first plane bearing 16 , and the second radial bearing 13 is arranged on the left side of the intermediate driving gear 15 to form The left side of the intermediate driving gear 15 and the first radial bearing 23 are rotated through the second plane bearing 36; the left side of the first power output driving gear and the inner extension shaft section of the inner ring 6a of the second overrunning clutch 6 A third plane bearing 33 is provided; in this structure, on the basis of setting radial bearings according to the load bearing of the input and output nodes of the power, a relatively rotating plane bearing is arranged between the segments, so that there is no interference connection between the segments, The entire main shaft and bushing transmit the additional torque of input and output torque directly to the box body in the whole length, and have super strong bearing capacity in the radial direction, which provides a structural guarantee for the lightweight and high-speed transmission of the transmission.

In this embodiment, the left side of the drive transition sleeve 3 is connected to the outer ring 4b of the first overrunning clutch 4 and supported by the outer ring of the first overrunning clutch, and the right side forms a constriction, and the constriction is provided with a support for the The fifth radial bearing 34 of the transmission case; the main shaft is coaxially located in the drive transition sleeve and rotates with the inner circle of the drive transition sleeve through the sixth radial bearing 32. As shown in the figure, the power input sleeve 3 The circle is located at the part that avoids the axially outer tapered sleeve 2 of the annular body, the axially inner tapered sleeve 18 of the annular body and the variable speed elastic element 19 to form a bearing seat for rotating and mating with the main shaft through the sixth radial bearing 32, as shown in the figure As shown, the bearing seat is located on the right side (the right side of the rear end) of the transmission elastic element 19, and is formed by the ribs arranged in parallel along the circumferential direction of the inner circle of the power input sleeve 3, and the longitudinal direction is formed between the ribs and the ribs. (spindle axial) clearance, has good shock absorption effect, lubrication effect, and also has good heat dissipation function for the motor; 18 and the variable-speed elastic element 19 are both located in the cavity formed by the inner circle of the drive transition sleeve; when in use, the motor rotor can be sheathed on the drive transition sleeve 3 for transmission connection, and the assembly is simple and convenient. Of course, the motor rotor can also be directly driven by the transition sleeve. Set of 3 forms.

The above-mentioned left and right orientations refer to those corresponding to the attached drawings, and have nothing to do with the actual use state. When comparing, the actual objects should be placed in the same orientation as the attached drawings.

The above embodiment is only the best structure of the present invention, and does not limit the protection scope of the present invention; the scheme of adjusting the connection mode does not affect the realization of the purpose of the present invention.

The fast gear power transmission route of this embodiment:

Power → annular body axial inner cone sleeve 18 → annular body axial outer cone sleeve 2 → axial cam pair → cam shaft sleeve 22 (transmission sleeve) → first power output driving gear 11 to output power;

At this time, the second overrunning clutch is overrun, and the resistance transmission route is: the first power output driving gear 11 → the camshaft sleeve 22 → the axial cam pair → the annular body axially outer cone sleeve 2 → the transmission spring; the first power output driving gear 11. Through the axial cam pair, an axial force is applied to the outer cone sleeve 2 of the annular body and compresses the speed change spring. When the running resistance increases to a certain level, the axial force overcomes the speed change spring and makes the annular body axially inner cone. The sleeve 18 and the annular body are separated from the outer cone sleeve 2, and the power is transmitted through the following route, that is, the low-speed power transmission route:

Power→first overrunning clutch outer ring 4b→counter shaft 12→low gear driving gear→second overrunning clutch outer ring 6b→second overrunning clutch inner ring 6a→spindle 1→ring body shaft outer cone sleeve 2→ Axial cam pair→camshaft sleeve 22→first power output driving gear 11 outputs power.

The low-speed power transmission route also passes through the following routes: Axial cam pair → annular body axial outer cone sleeve 2 → Compression shift spring, to prevent the reciprocating compression of the compression shift spring during low-speed transmission, thus preventing the circular motion during low-speed transmission. The axially inner tapered sleeve 18 of the annular body fits with the axially outer tapered sleeve 2 of the annular body.

It can be seen from the above transmission route that when the present invention is in operation, the axial inner cone sleeve 18 of the annular body and the axial outer cone sleeve 8 of the annular body are closely fitted under the action of the shifting spring to form an automatic transmission that maintains a certain pressure. In addition, the pressure required for clutch engagement can be adjusted by increasing the axial thickness of the shift sleeve to achieve the purpose of transmission. The camshaft sleeve 22 enables the camshaft sleeve 22 to output power; at this time, the second overrunning clutch is in an overrunning state.

When the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the camshaft sleeve to rotate a certain angle in the opposite direction. Under the action of the axial cam pair, the outer cone sleeve 2 compresses the transmission spring; The sleeve 2 and the inner cone sleeve 18 of the annular body are separated and synchronized, the second overrunning clutch is engaged, and the output power rotates at the low-speed gear speed; therefore, the low-speed gear start is automatically realized, which shortens the starting time and reduces the starting force. At the same time, the shifting spring absorbs the kinetic resistance torque energy, and accumulates potential energy to transmit power to restore the fast gear.

After the startup is successful, the driving resistance is reduced. When the component force is reduced to less than the pressure generated by the speed change spring, the pressure of the speed change spring is quickly released due to the compression of the movement resistance. Under the push, the outer cone sleeve 2 of the annular body and the annular body are completed. The axial inner cone sleeve 18 returns to a tight fit state, and the low-speed overrunning clutch is in an overrunning state.

During the driving process, the principle of automatic gear shifting is the same as the above, and the shifting is realized without cutting the driving force, so that the entire locomotive runs smoothly, is safe and low in consumption, and the transmission route is simplified to improve the transmission efficiency.

Reverse transmission line:

Power → first overrunning clutch outer ring 4b → secondary shaft 12 → reverse drive gear → reverse driven gear → main shaft 1 → annular body axial outer cone sleeve 2 → axial cam pair → cam sleeve 22 → first The power output driving gear 11 outputs reverse power.

At this time, since the transmission ratio of the reverse gear is greater than the transmission ratio of the low gear, the second overrunning clutch overruns, and due to the reverse rotation, the first overrunning clutch overruns to realize the reverse gear transmission.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be Modifications or equivalent substitutions without departing from the spirit and scope of the technical solutions of the present invention should be included in the scope of the claims of the present invention.

Claims (10)

1. The utility model provides a two freewheel separation and reunion mechanical type axle head output self-adaptation automatic gearbox which characterized in that: the transmission system comprises a main shaft, a speed change system on the main shaft and a transmission shaft sleeve which is rotationally matched with the main shaft and sleeved outside the main shaft, wherein the speed change system comprises a low-speed transmission mechanism, a reverse transmission mechanism and a self-adaptive speed change assembly;

the self-adaptive speed change assembly comprises a driving friction piece, a driven friction piece and a speed change elastic element;

the driving friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are mutually matched;

the driven friction piece is arranged on the main shaft in an axially slidable circumferential transmission mode, the speed-changing elastic element applies pretightening force for enabling the driven friction piece and the driving friction piece to be in fit transmission, the driven friction piece outputs power to the transmission shaft sleeve through the axial cam pair, and when the axial cam pair outputs the power, axial component force opposite to the pretightening force of the speed-changing elastic element is applied to the driven friction piece; the driving power is input to the active friction piece through a first overrunning clutch;

the driving power is also input into the auxiliary shaft;

the low-speed transmission mechanism comprises a second overrunning clutch, and the auxiliary shaft transmits low-speed power to the main shaft through the second overrunning clutch and transmits the low-speed power to the driven friction piece through the main shaft;

the reverse gear transmission mechanism can transmit reverse gear power to the main shaft and the main shaft transmits the reverse gear power to the driven friction piece or disconnects the reverse gear power;

the reverse gear transmission mechanism is provided with a transmission ratio I for transmitting reverse gear power from the auxiliary shaft to the main shaft, the low-speed gear transmission mechanism is provided with a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft to the main shaft, and the transmission ratio I is larger than or equal to the transmission ratio II;

and a speed reduction output assembly is arranged in transmission fit with the transmission shaft sleeve and outputs power through a power output shaft positioned at the end part of the main shaft.

2. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 1, wherein: the driving power is input by a driving transition sleeve, the driving transition sleeve is in transmission connection with an outer ring of a first overrunning clutch, and an inner ring of the first overrunning clutch is in transmission connection with a driving friction piece; the driving transition sleeve also inputs power into the auxiliary shaft through the outer ring of the first overrunning clutch.

3. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 2, wherein: the axial cam pair is formed by matching a cam shaft sleeve with an end face cam and the end face cam arranged on a driven friction piece, the cam shaft sleeve is rotationally matched with the main shaft in an sleeved mode, the driven friction piece is matched in a transmission mode and can slide axially in the sleeved mode, the driving shaft sleeve is matched with the cam shaft sleeve in a transmission mode or is integrally formed with the cam shaft sleeve in a transmission mode and is provided with a first power output driving gear for outputting power, and meanwhile, the driving shaft sleeve outputs the power to the auxiliary shaft;

the speed reduction output assembly is a power output gear set, the power output gear set comprises an intermediate shaft, a first power output driven gear, a second power output driving gear and a second power output driven gear, the first power output driven gear is in meshing transmission with the first power output driving gear and is in transmission fit with the intermediate shaft, the second power output driving gear is in transmission fit with the intermediate shaft, and the second power output driven gear is in transmission fit with the power output shaft.

4. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 3, wherein: the low-speed gear transmission mechanism also comprises a low-speed gear driven gear and a low-speed gear driving gear meshed with the low-speed gear driven gear, the inner ring of the second overrunning clutch is arranged on the main shaft in a transmission matching mode, the outer ring of the second overrunning clutch is arranged in a transmission matching mode or directly forms the low-speed gear driven gear, and the auxiliary shaft is provided with the low-speed gear driving gear in a transmission matching mode; the reverse gear transmission mechanism comprises a reverse gear driving gear and a reverse gear driven gear meshed with the reverse gear driving gear, the reverse gear driving gear can be arranged on the auxiliary shaft in an engaging or separating mode, and the reverse gear driven gear is arranged on the main shaft in a transmission matching mode; the transmission ratio I is larger than the transmission ratio II.

5. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 3, wherein: the cam shaft sleeve is in transmission fit with the transmission shaft sleeve through a second axial cam pair;

the first overrunning clutch is in transmission fit with the outer ring of the first overrunning clutch, is sleeved on the transmission shaft in a rotating fit mode and is provided with a middle driving gear, and the auxiliary shaft is provided with a middle driven gear in transmission fit with the middle driving gear.

6. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 4, wherein: the reverse gear driving gear is arranged on the auxiliary shaft in a manner that the reverse gear driving gear can be jointed or separated through an electromagnetic gear shifting mechanism, and the electromagnetic gear shifting mechanism is simultaneously used for switching the forward and reverse rotation of a power source; the electromagnetic gear shifting mechanism comprises an electromagnetic gear shifter, two driving swing arms, a gear shifting rotating shaft and a gear shifting fork, wherein the two electromagnetic gear shifters are respectively arranged on two sides of each driving swing arm and used for driving the driving swing arms to swing around the axis of the gear shifting rotating shaft and driving the gear shifting rotating shaft to rotate around the axis, and the gear shifting rotating shaft drives the gear shifting fork to swing around the axis and complete gear shifting;

the electromagnetic gear shifting mechanism is also provided with a positioning mechanism, the positioning mechanism comprises a positioning marble with pretightening force arranged at the power end of the driving swing arm and a positioning base arranged on the box body, and a positioning pit correspondingly matched with the positioning marble is arranged on the positioning base; the electromagnetic gear shifting mechanism is further provided with a position sensing assembly for detecting whether gear shifting is in place or not.

7. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 1, wherein: the variable-speed elastic element is a variable-speed spring, the variable-speed spring is sleeved on the main shaft, one end of the variable-speed spring abuts against the driven friction piece, the other end of the variable-speed spring abuts against the pre-tightening force adjusting assembly, the pre-tightening force adjusting assembly comprises an adjusting ring and an adjusting nut, the adjusting nut is arranged on the main shaft in a threaded fit mode, the adjusting ring can slide axially, the adjusting ring is sleeved on the main shaft, two ends of the main shaft are respectively abutted against the adjusting nut and the variable-speed spring.

8. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 5, wherein: the outer circle of the transmission shaft sleeve is provided with a first radial bearing which is supported on the transmission box body in a rotating fit manner and is close to the first power output gear; one end of the middle driving gear is in transmission fit with the outer ring of the first overrunning clutch, the other end of the middle driving gear forms a journal, and a second radial bearing which is supported on the transmission box body in a rotating fit mode is arranged on the excircle of the journal; the inner ring of the second overrunning clutch extends leftwards and rightwards respectively to form an outer extending shaft section and an inner extending shaft section, and the outer circle of the outer extending shaft section and the outer circle of the inner extending shaft section are correspondingly provided with a third radial bearing and a fourth radial bearing which are rotatably supported on the transmission box body respectively; the reverse gear driven gear is in transmission fit with an outer sleeve of a shaft section excircle extending from the inner ring of the second overrunning clutch to the inner end, and the fourth radial bearing is positioned on the right side of the reverse gear driven gear.

9. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 8, wherein: the right side of the middle driving gear is in running fit with the inner ring of the first overrunning clutch through a first plane bearing, the second radial bearing is arranged on a journal formed on the left side of the middle driving gear, the left side of the middle driving gear is in running fit with the first power output driving gear through a second plane bearing, and the first radial bearing is positioned on the left side of the first power output driving gear; and a third plane bearing is arranged between the first radial bearing and the inner extension shaft section of the inner ring of the second overrunning clutch.

10. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 3, wherein: the left side of the driving transition sleeve is in transmission connection with an outer ring of the first overrunning clutch and is supported on the outer ring of the first overrunning clutch, a necking is formed on the right side of the driving transition sleeve, and a fifth radial bearing used for being supported on a transmission box body is arranged on the necking; the main shaft is coaxially positioned in the driving transition sleeve and is in rotating fit with the inner circle of the driving transition sleeve through a sixth radial bearing; the driven friction piece, the driving friction piece and the speed change elastic element are all positioned in a cavity formed by the inner circle of the driving transition sleeve; the second power output driven gear and the power output shaft are integrally formed and are supported on the gearbox body in a coaxial rotation fit mode with the main shaft, a stepped shaft is formed at one end, opposite to the power output shaft, of the second power output driven gear and is supported on the gearbox body in a rotation fit mode through a seventh radial bearing, and the power output shaft is supported on the gearbox body in a rotation fit mode through an eighth radial bearing.

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