CN105151216A - Self-adaptive automatic speed change drive assembly adopting spiral arc-shaped friction transmission for electric motorcycle - Google Patents

Abstract

The invention discloses an electric motorcycle spiral arc friction transmission self-adaptive automatic variable speed drive assembly, comprising a box body, a transmission shaft, a slow gear transmission mechanism and a mechanically intelligent self-adaptive variable speed assembly adopting arc friction transmission, The slow gear transmission mechanism includes the inner ring of the overrunning clutch over a transmission sleeve and the inner circle of the inner ring is provided with a spiral cam for matching with the transmission sleeve. The inner ring of the overrunning clutch of the present invention adopts the output structure of the spiral cam and is arranged on the On the shaft sleeve, the use of end cams is reduced, and the helical cam has better flexibility and is more sensitive to resistance; so that the overrunning clutch itself has the possibility of multi-cam transmission, and the arc friction transmission is used to ensure the friction transmission. The sensitivity and stability of separation and meshing reduce the axial size of the transmission, which is suitable for the use of hubs, etc., and has better compliance and higher transmission accuracy during the shifting process.

Description

Electric motorcycle spiral arc friction transmission adaptive automatic variable speed drive assembly

technical field

The invention relates to a motor vehicle transmission, in particular to an electric motorcycle spiral arc friction transmission self-adaptive automatic variable speed drive assembly.

Background technique

In the prior art, automobiles, motorcycles, and electric bicycles basically directly control the throttle or current control speed through a speed control handle or an accelerator pedal, or use a manual mechanical automatic transmission mechanism to realize speed change. The operation of the handle or accelerator pedal depends entirely on the driver's operation, which often causes a mismatch between the operation and the driving conditions, resulting in unstable operation of the motor or engine, and stalling.

When the motor vehicle is operated by the rider without knowing the driving resistance, the speed change device is operated and controlled only based on experience, which inevitably has the following problems: 1. When starting, going uphill and with a large load, due to the increase in driving resistance, the motor or The engine speed drops to work in the low efficiency area. 2. Since there is no mechanical transmission to adjust the torque and speed, it can only be used in plain areas, and it cannot be used in mountainous, hilly and heavy-load conditions, which reduces the scope of use; 3. The installation space at the drive wheel is small, and the engine or motor is installed It is difficult to accommodate automatic transmission and other new technologies in the future; 4. It does not have the function of self-adaptation, and cannot automatically detect, correct and eliminate the driver's operation errors; Resistance is hard to match. 6. The continuation distance is short, the climbing ability is poor, and the adaptability range is small.

In order to solve the above problems, the inventors of the present application have invented a series of cam adaptive automatic transmission devices, which use driving resistance to drive the cam to achieve the purpose of automatic gear shifting and adaptive matching of vehicle speed output torque according to driving resistance, which has a good application effect Although the aforementioned cam adaptive automatic transmission has the above-mentioned advantages, its stability and high efficiency are greatly improved compared with the prior art, but the structure of some parts is relatively complicated, and the volume of the transmission is relatively large, and the overrunning clutch itself as a necessary transmission part cannot Supple transmission, and the technical solution itself needs to cooperate with more cam transmission structures, further increasing the volume of the transmission.

Therefore, there is a need for an improvement to the above-mentioned cam adaptive automatic transmission device, which can not only adapt to the change of driving resistance without cutting off the driving force, but also automatically shift gears and change gears, and solve the problem that small torque-rotational speed changes cannot meet road use under complex conditions. The problem; as a necessary transmission component, the overrunning clutch itself can transmit smoothly, reducing the matching cam transmission structure, thereby reducing the size of the transmission.

Contents of the invention

In view of this, the object of the present invention is to provide a self-adaptive automatic variable speed drive assembly of an electric motorcycle spiral arc friction transmission, which can not only automatically perform gear shifting without cutting off the driving force when the driving resistance changes, Solve the problem that small torque-rotational speed changes cannot meet the problem of road use under complex conditions; at the same time, the overrunning clutch itself, which is a necessary transmission component, can transmit smoothly, reducing the matching cam transmission structure, thereby reducing the size of the transmission.

The electric motorcycle spiral arc friction transmission self-adaptive automatic variable speed drive assembly of the present invention includes a box body and a transmission shaft that rotates with the box body and outputs power, and also includes a slow gear transmission mechanism and a transmission shaft arranged on the transmission shaft. Mechanical intelligent adaptive transmission assembly;

The mechanical intelligent adaptive transmission assembly includes driven friction discs, active friction discs and variable speed elastic elements;

The active friction disc and the driven friction disc form a disc-type friction transmission pair that transmits fast gears in the way that the friction surfaces cooperate with each other. Among the friction surfaces of the active friction disc and the friction surfaces of the driven friction disc, the radial section of one of the friction surfaces is a circle. The arc-shaped convex structure, the radial section of the other friction surface is a circular arc-shaped concave structure, and the arc-shaped convex structure and the arc-shaped concave structure are embedded to form a disc friction transmission pair for transmitting fast gears The variable speed elastic element exerts the pretightening force that makes the driven friction disc and the active friction disc stick to the transmission; the driven friction disc is covered with the transmission shaft and cooperates with it through the main transmission cam secondary transmission; the slow gear transmission mechanism includes an overrunning clutch and In the intermediate speed reduction transmission mechanism, the overrunning clutch includes an outer ring, an inner ring and rolling elements, an meshing space is formed between the outer ring and the inner ring for engaging or separating through the rolling elements, and the inner ring is sheathed on a transmission shaft The inner circle of the sleeve and the inner ring is provided with a spiral cam for matching with the transmission sleeve; the active friction disc inputs power to the outer ring of the overrunning clutch through an intermediate reduction mechanism.

Further, it also includes a motor and a power input mechanism, the power input mechanism includes a power input driving gear, a first power input driven gear, a power input intermediate shaft and a second power input driven gear, and the power input driving gear is passed through the motor Driven by the rotor shaft, the first power input driven gear meshes with the power input driving gear, the first power input driven gear and the second power input driven gear are arranged on the power input intermediate shaft for transmission cooperation, and the power input intermediate shaft rotates and cooperates Supported by the box; the second power input driven gear inputs power to the active friction disc;

Further, the variable speed elastic element exerts a pretightening force on the driven friction disc so that it is attached to the active friction disc for transmission; when the power output of the transmission shaft, the main transmission cam pair applies a pretightening force to the driven friction disc that is opposite to the pretightening force of the variable speed elastic component. Axial force component;

Further, at least one intermediate cam sleeve is provided on the drive shaft for the rotating fitting sleeve, one end of the intermediate cam sleeve is driven and matched with the driven friction disc through the cam pair I, and the other end is driven and matched with the transmission shaft sleeve through the cam pair II to transfer the slow gear power It is transmitted from the inner ring of the overrunning clutch to the driven friction disc;

Further, the overrunning clutch also includes a support roller assembly, the support roller assembly at least includes a support roller parallel to the axis of the overrunning clutch and spaced from the rolling body, the outer circle of the support roller is in contact with the outer circle of the adjacent rolling body, so The supporting roller is arranged in a movable manner in the circumferential direction of the overrunning clutch;

Further, the cam pair I and the cam pair II are both end face cam pairs;

Further, the backup roller assembly also includes a backup roller bracket, and the backup roller is supported between the inner circle of the outer ring and the outer circle of the inner ring through the backup roller bracket in a manner that it can slide along the circumferential direction of the overrunning clutch and rotate around its own axis;

Further, the support roll bracket includes support ring I and support ring II corresponding to the two ends of the support roll, and the support ring I and support ring II are respectively provided with support ring I and support rings for the two ends of the support roll to penetrate. An annular groove in the circumferential direction of the support ring II, and the two ends of the support roller are slidably fitted with the corresponding annular groove; it also includes a rolling bearing I located on the outside of the support ring I and supported between the outer ring and the inner ring and a roller bearing located on the outside of the support ring II. The rolling bearing II supported between the outer ring and the inner ring; the bottom of the annular groove of the support ring I and the bottom of the annular groove of the support ring II are both provided with axial through holes;

Further, the main transmission cam pair is formed by the cooperation of the inner helical cam provided on the inner circle of the driven disc sleeve of the driven friction disc and the outer helical cam provided on the transmission shaft. The active friction disc can be The axial sliding way is overlaid on the driven disc bushing to form a disc friction transmission pair;

Further, a support frame with a cylindrical structure is fixedly connected with the active friction disc, and the end of the support frame away from the active friction disc is rotatably supported on the gearbox body, and the variable speed elastic element is located in the space between the support frame and the transmission shaft and The jacket is on the jacket on the support shaft.

The beneficial effects of the present invention are: the electric motorcycle spiral arc friction transmission self-adaptive automatic speed change drive assembly of the present invention has all the advantages of the existing cam self-adaptive automatic speed change device, such as the driving torque-rotational speed can be detected according to the running resistance And the driving resistance-vehicle speed signal, so that the output power of the motor or engine and the driving condition of the vehicle are always in the best matching state, realizing the balance control of the vehicle's driving torque and comprehensive driving resistance, and adapting to changes in driving resistance without cutting off the driving force Automatic gear shifting; it can be used under mountainous, hilly and heavy-load conditions, so that the motor or engine load changes smoothly, the motor vehicle runs smoothly, and improves safety;

At the same time, the use of friction discs to form a separate and combined structure has the advantages of sensitive response and small axial size; at the same time, the use of a structure in which the radial cross-section arcs of the friction surface fit together, under the condition of limited radial size, Ensuring the joint of the friction surface is not only beneficial to ensure the coaxiality of the active friction disc and the driven friction disc, but also helps to increase the friction surface to ensure good transmission under the condition of limited elastic force; it is also beneficial to ensure the sensitivity of separation and joint, Improve the transmission accuracy, suitable for the field of electric vehicles; the inner ring of the overrunning clutch adopts the output structure of the spiral cam, and is set on the transmission shaft sleeve, reducing the use of the end cam, and the spiral cam has better flexibility and is more sensitive to resistance. ; Make the overrunning clutch itself form the possibility of multi-cam transmission, which is used for mechanical adaptive transmission with simple and compact structure, reduces the axial size of the transmission, is suitable for the use of hubs, etc., and has better compliance and high speed during the shifting process. transmission accuracy.

Description of drawings

The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

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

Fig. 2 is a structural schematic diagram of an overrunning clutch;

Fig. 3 is an axial sectional view of the overrunning clutch.

Detailed ways

Fig. 1 is a schematic diagram of an axial sectional structure of the present invention, Fig. 2 is a schematic structural diagram of an overrunning clutch, and Fig. 3 is an axial sectional view of an overrunning clutch, as shown in the figure: the self-adaptive automatic transmission of the electric motorcycle spiral arc friction transmission of the present invention The drive assembly includes a box body and a transmission shaft 1 that rotates with the box body and outputs power. The box body has a mounting part for side-mounting on the hub side. When in use, the motor is fixedly connected to the box body, and the box body The body is fixedly connected to the frame on the hub side to form a side suspension structure; it also includes a slow gear transmission mechanism and a mechanical intelligent adaptive transmission assembly arranged on the transmission shaft 1;

The mechanical intelligent adaptive transmission assembly includes driven friction disc 6, active friction disc 7 and transmission elastic element;

The active friction disc 7 and the driven friction disc 6 form a disc friction transmission pair that transmits fast gears in the manner that the friction surfaces cooperate with each other. Among the friction surfaces of the active friction disc 7 and the driven friction disc 6, the diameter of one of the friction surfaces is The radial section of the friction surface is an arc-shaped convex structure, and the radial section of the other friction surface is an arc-shaped concave structure. Type friction transmission pair; in the present invention, the radial cross section of the friction surface of the active friction disc 7 is a concave circular arc, and the radial cross section of the friction surface of the driven friction disc 6 is a convex circular arc. The convex circular arc and the concave circular arc are opposite to form a fitting structure to achieve the effect of joint friction and separation. Of course, both the convex circular arc and the concave circular arc are formed on the radius part of the friction surface, which is easy to A transmission with good coaxiality is formed; the variable speed elastic element exerts a pre-tightening force to make the driven friction disc and the active friction disc stick to the transmission; the driven friction disc is covered with the transmission shaft and matched with it through the main drive cam pair; the active The friction disc 7 is used to receive driving power, that is, to receive the power from the drive motor; the slow gear transmission mechanism includes an overrunning clutch and an intermediate reduction transmission mechanism, and the overrunning clutch includes an outer ring 14, an inner ring 15 and rolling elements, so Between the outer ring 14 and the inner ring 15 is formed an engagement space for engagement or separation by rolling elements. The structure of the rolling elements and the engagement space of the overrunning clutch belongs to the prior art, and will not be repeated here; the inner ring 15 is covered with A transmission sleeve 16 and the inner circle of the inner ring 15 are provided with a spiral cam for cooperating with the transmission sleeve 16, that is, the inner circle of the inner ring 15 and the transmission sleeve 16 are matched by a spiral cam pair I, as shown in the figure , the inner circle of the inner ring 15 forms an inner spiral cam groove I, and the outer circle of the transmission sleeve 16 forms an outer spiral cam groove I, and the inner spiral cam groove I and the outer spiral cam groove I form a spiral cam pair I through cooperation of balls; the active The friction disc 7 inputs power to the outer ring 14 of the overrunning clutch through the intermediate reduction mechanism; the inner ring 15 of the overrunning clutch adopts the output structure of a spiral cam, and is arranged on the transmission sleeve 16 to reduce the use of the end face cam, and the spiral cam has better The flexibility and sensitivity to resistance response; make the overrunning clutch itself form the possibility of multi-cam transmission, used in mechanical adaptive transmission with simple and compact structure, reduce the axial size of the transmission, suitable for the use of hubs, etc., during the transmission process It has better compliance and higher transmission accuracy; the intermediate reduction transmission mechanism can be a first-stage gear reduction transmission or other reduction transmission structure, and the intermediate reduction transmission mechanism can ensure that the active friction disc 7 is transmitted to the outer ring 14 of the overrunning clutch. The rotating speed is lower than the rotating speed of the active friction disc 7; in order to realize the inventive purpose of the present invention, the inner ring 15 of the overrunning clutch surpasses between the outer ring 14 in the output rotation direction of the power output member; as shown in the figure, the middle The reduction transmission mechanism includes a slow gear intermediate shaft, a first slow gear and a second slow gear arranged on the slow gear intermediate shaft for transmission cooperation with the slow gear intermediate shaft. Friction disc 7. The outer ring gear transmission fit (spline and other transmission structures) is provided with a slow gear driving gear, the slow gear driving gear meshes with the first slow gear gear, and the second slow gear gear meshes with the outer ring 14 of the overrunning clutch. Transmission: The structure is simple and compact, realizing the power transmission of slow gear.

In this embodiment, a motor 13 and a power input mechanism are also included, and the power input mechanism includes a power input driving gear 11, a first power input driven gear 10, a power input intermediate shaft 8 and a second power input driven gear 9, The power input driving gear 11 is driven by the motor rotor shaft. As shown in the figure, the motor rotor shaft transmission is provided with a power input shaft 12 that is rotated and arranged on the box body. The first power input driven gear is connected to the power input driving gear. Gear meshing, the first power input driven gear and the second power input driven gear are arranged on the power input intermediate shaft in transmission cooperation, and the power input intermediate shaft is rotated and supported on the box body 5; the second power input driven gear 9 will The power is input to the active friction disc 7. In this embodiment, the active friction disc 7 is provided with an outer ring gear meshing with the second power input driven gear; this structure is conducive to forming a preliminary deceleration, and at the same time, the structure is compact and easy to hang on the side.

In this embodiment, the variable speed elastic element exerts a pretightening force on the driven friction disc 6 so that it can be attached to the active friction disc 7 for transmission; The opposite axial component of the elastic element preload.

In this embodiment, at least one intermediate cam sleeve 21 is provided at least one intermediate cam sleeve 21 on the transmission shaft 1 for rotation fit. Cooperate with the driven friction disc 6 through the transmission of the cam pair I, and the other end cooperates with the drive shaft sleeve 16 through the cam pair II and transmit the slow gear power from the inner ring 15 of the overrunning clutch to the driven friction disc 6. The cam pair I and the cam The pair II is the end face cam pair; when the slow gear forms the transmission, the axial component force of the cam pair II, the cam pair I and the main transmission cam pair is used to press the elastic element to form a lock, and form a slow gear transmission; in this embodiment , the main transmission cam pair is formed by the mutual cooperation of the internal helical cam provided on the inner circle of the driven friction disc 6 and the internal helical cam provided on the transmission shaft 1; the shaft section of the transmission shaft 1 extending out of the box is provided with Rotating part (transmission spline); as shown in the figure, the outer edge of the active friction disc 7 is provided with an outer ring gear for inputting power; It is formed in cooperation with the outer helical cam provided on the transmission shaft 1, that is, the driven friction disc 6 is sleeved on the transmission shaft 1 and the inner circle is provided with an inner helical cam 6a, and the transmission shaft 1 is provided with an outer helical cam matching the inner helical cam. The cams 1a together form a spiral cam pair; the spiral cam pair is a thread structure that cooperates with each other, both of which are spiral grooves, and balls 22 are embedded to form an meshing transmission structure; 1 produces two component forces in the axial and circumferential directions, wherein the component force in the circumferential direction drives the transmission shaft 1 to rotate and output power, the axial component force is offset by the installation structure of the transmission shaft 1, and its reaction force acts on the driven friction disc 6 and exerts It is based on the variable speed elastic element; when the axial force component reaches the set value, the elastic element is compressed, so that the driven friction disc 6 and the active friction disc 7 are separated to form the condition for shifting speed, which belongs to the structure of the prior art and will not be repeated here. Of course, the spiral cam pair is the preferred structure of this embodiment, and other existing cam pairs can be used to drive, such as end face cams or the like, but the spiral cam pair can make the structure more compact, and it is easier to manufacture, install and maintain It is convenient, and the spiral structure has stable transmission, uniform force, unparalleled stability and smoothness, further improves work efficiency, has better energy saving and consumption reduction effects, and has a greater control of vehicle emissions. It is more suitable for light two-wheelers. Wheeled vehicles and other portable vehicles; as shown in the figure, the shaft section transmission of the transmission shaft 1 extending out of the box is equipped with a transmission part for coordinating with the wheel hub. Connected transmission disc structure.

In this embodiment, a support roller assembly is also included, the support roller assembly at least includes a support roller parallel to the axis of the overrunning clutch and spaced from the rolling body, the outer circle of the support roller is in contact with the outer circle of the adjacent rolling body, the The backing roller is arranged in a movable manner in the circumferential direction of the overrunning clutch; the backing roller structure is independent of the outer ring 14 and the inner ring 15, and adopts a follow-up structure to maintain the distance between the rolling elements, canceling the prior art The elastic element and the limit seat avoid directly processing the limit seat on the outer ring 14 or the inner ring 15, simplify the processing process, improve work efficiency, reduce processing cost, ensure processing and assembly accuracy, prolong service life and ensure transmission effect, and Relevant parts are easy to replace after damage, reducing maintenance and use costs; due to the use of the supporting roller 4 structure, without using a separate elastic element, the axial length of the overrunning clutch and rolling elements can be theoretically extended infinitely, and the meshing length can be increased, that is, The axial length of the overrunning clutch can be increased according to the load-bearing requirements, thereby increasing the load-bearing capacity of the overrunning clutch, reducing the radial dimension of the overrunning clutch under higher load-bearing capacity, and prolonging the service life of the overrunning clutch; The rolling element contact, especially when the roller structure is used, eliminates the possibility of unbalance caused by applying preload to the point contact of the roller in the prior art, and ensures the rolling element 31 under the premise of a long axial dimension. Limit balance, so that it does not deviate from the parallel axis of the inner ring 15, so as to ensure the stable operation of the overrunning clutch and avoid mechanical failure; the support roller structure is adopted, and the rolling body generally adopts a roller structure;

The backup roller assembly also includes a backup roller bracket, and the backup roller is supported on the inner wall and the inner ring radially outside the annular recess of the outer ring 14 through the backup roller bracket in a manner that can slide along the circumferential direction of the overrunning clutch and rotate around its own axis. between 15 outer circles; this structure guarantees the freedom of rotation or sliding of the support roller, thereby further ensuring the follow-up of the support roller, so that rolling friction is formed between the rolling body and the support roller when the overrunning clutch is running, reducing power consumption, and Make the stability of the overrunning clutch better;

In this embodiment, the support roll bracket includes support ring I24 and support ring II28 corresponding to the two ends of the support roll. Annular grooves in the circumferential direction of the ring I24 and the support ring II28 (the annular groove 24a on the support ring I24 is shown in the figure, and the annular groove 28a on the support ring II28 is similar in structure to the annular groove on the support ring I24 and both are inward), The two ends of the support roller 23 are slidingly fitted with the corresponding annular grooves, that is, one end of the support roller penetrates into the annular groove 24a on the support ring I24, and the other end penetrates into the annular groove on the support ring II28; the installation structure of the annular groove is adopted, The structure is simple and easy to assemble, which further simplifies the structure of the overrunning clutch and reduces the cost; it also includes the rolling bearing I26 located on the outside of the support ring I24 and supported between the outer ring 14 and the inner ring 15 and the support on the outer ring located on the outside of the support ring II28 14 and the rolling bearing II29 between the inner ring 15; form a stable support to avoid jamming, the bottom of the annular groove of the support ring I24 and the bottom of the annular groove of the support ring II28 are provided with axial through holes for passing Lubricating oil can be introduced and discharged through the axial through hole to achieve better lubrication and cleaning, thereby ensuring the operation of the overrunning clutch.

In this embodiment, the stop ring I25 located outside the support ring I24 and the stop ring II30 located outside the support ring II28 are also included. Both the stop ring I25 and the stop ring II30 form a sinking structure that is sleeved on the outer ring to form an external The stable support of the overrunning clutch guarantees the stable operation of the overrunning clutch itself; And the retaining ring II30 is installed on the drive shaft sleeve 16 through the rolling bearing II29, so that a stable relative motion is formed between the inner ring and the outer ring of the overrunning clutch, reducing friction and jamming.

In this embodiment, the distribution of the axial through-holes 24b at the bottom of the annular groove 24a of the support ring I24 corresponds to the support roller 23 and the rolling element 31; it can better and more directly provide lubrication.

In this embodiment, the diameter of the support roller 23 is less than one-third of the diameter of the rolling body 31, and the rolling body is a roller.

In this embodiment, a support frame 4 with a cylindrical structure is fixedly connected with the active friction disc 7, and the end of the support frame away from the active friction disc 7 is rotatably supported on the gearbox body, and the variable speed elastic element 3 is located between the support frame and The space between the transmission shafts 1 is covered with the support shaft; as shown in the figure, the support shaft is provided with an overrunning clutch outer ring 14, an intermediate cam sleeve 21, a driven friction disc 6 and a speed change elastic element 3 ( This embodiment adopts variable speed disc spring), and the support frame 4 of cylindrical structure forms a stable support for the active friction disc 7 to ensure transmission accuracy. At the same time, the variable speed elastic element is located in the space between the support frame and the transmission shaft 1 and is covered with On the support shaft, the structure is compact.

The above embodiments are only the best structures of the present invention, and are not intended to limit the protection scope of the present invention; the schemes adjusted in the connection mode will not affect the realization of the purpose of the present invention.

The fast gear power transmission route of the present embodiment:

Power→active friction disc 7→driven friction disc 6→inner helical cam of driven friction disc 6→outer helical cam of transmission shaft 1→output power of transmission shaft 1;

At this time, the overrunning clutch is overrunning, and the resistance transmission route is: transmission shaft 1→outer helical cam of transmission shaft 1→inner helical cam of driven friction disc 6→driven friction disc 6→compression variable speed disc spring; transmission shaft 1 passes through transmission shaft 1 The outer helical cam exerts an axial force on the inner helical cam of the driven friction disc 6 and the driven friction disc 6 and compresses the variable speed disc spring. The driven friction disc 6 is separated, and the power is transmitted through the following route, that is, the slow gear power transmission route:

Power→active friction disc 7→slow gear driving gear→first slow gear→slow intermediate shaft→second slow gear→outer ring 14 of overrunning clutch→inner ring 15 of overrunning clutch→spiral cam pair Ⅰ32→transmission bushing 16 → intermediate cam sleeve 21 → driven friction disc 6 → inner helical cam of driven friction disc 6 → outer helical cam of transmission shaft 1 → transmission shaft 1 output power.

The slow gear power transmission route also passes through the following route: spiral cam pair Ⅰ→transmission shaft sleeve 16→intermediate cam sleeve 21→driven friction disc 6→compressed variable speed disc spring to prevent compression of the variable speed disc spring from reciprocating compression during slow gear transmission. Thereby preventing the active friction disc 7 and the driven friction disc 6 from sticking together during slow gear transmission.

It can be seen from the above-mentioned transmission route that when the present invention is in operation, the active friction disc 7 and the driven friction disc 6 are in close contact with each other under the action of the speed change butterfly spring to form an automatic speed change mechanism that maintains a certain pressure, and it can be achieved by adding a speed change sleeve The axial thickness of the clutch is used to adjust the pressure required for clutch engagement to achieve the purpose of transmission. At this time, the power drives the active friction disc 7, the driven friction disc 6, and the transmission shaft 1, so that the output power of the transmission shaft 1 rotates counterclockwise; at this time, the slow gear overrides The clutch is overrunning.

When the motor vehicle is started, the resistance is greater than the driving force, and the resistance forces the transmission shaft 1 to rotate clockwise at a certain angle. Under the action of the external helical cam 1a of the transmission shaft 1, the driven friction disc 6 compresses the speed change butterfly spring; the driven friction disc 6 and the active friction disc 7 Separation, synchronization, slow gear overrunning clutch meshing, power drives active friction disc 7, first slow gear 19, slow gear intermediate shaft 17, second slow gear 18, outer ring 14 of overrunning clutch, inner ring 15, transmission The shaft sleeve 16, the middle cam sleeve 21, the driven friction disc 6 and the transmission shaft 1 make the output power of the transmission shaft 1 rotate at a slow gear speed; At the same time, the variable speed butterfly spring absorbs the energy of the motion resistance torque, and stores potential energy for restoring the fast gear transmission power.

After the start is successful, the driving resistance decreases. When the component force is reduced to less than the pressure generated by the variable speed disc spring, the pressure of the variable speed disc spring is quickly released due to the compression of the movement resistance, and the driven friction disc 6 and the active friction disc 7 are restored to tightness. Fitting state, slow gear overrunning clutch is in overrunning state.

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

Finally, it is noted that the above embodiments are only used to illustrate the technical solutions of the present invention without limitation. 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 carried out Modifications or equivalent replacements without departing from the spirit and scope of the technical solution of the present invention shall be covered by the claims of the present invention.

Claims (10)

1. An electric motorcycle spiral arc friction transmission self-adaptive automatic variable speed drive assembly, characterized in that it includes a box body and a transmission shaft that rotates with the box body and outputs power, and also includes a slow gear transmission mechanism and a setting Mechanical intelligent adaptive transmission assembly on the transmission shaft; The mechanical intelligent adaptive transmission assembly includes driven friction discs, active friction discs and variable speed elastic elements; The active friction disc and the driven friction disc form a disc-type friction transmission pair that transmits fast gears in the way that the friction surfaces cooperate with each other. Among the friction surfaces of the active friction disc and the friction surfaces of the driven friction disc, the radial section of one of the friction surfaces is a circle. The arc-shaped convex structure, the radial section of the other friction surface is a circular arc-shaped concave structure, and the arc-shaped convex structure and the arc-shaped concave structure are embedded to form a disc friction transmission pair for transmitting fast gears The variable speed elastic element exerts the pretightening force that makes the driven friction disc and the active friction disc stick to the transmission; the driven friction disc is covered with the transmission shaft and cooperates with it through the main transmission cam secondary transmission; the slow gear transmission mechanism includes an overrunning clutch and In the intermediate speed reduction transmission mechanism, the overrunning clutch includes an outer ring, an inner ring and rolling elements, an meshing space is formed between the outer ring and the inner ring for engaging or separating through the rolling elements, and the inner ring is sheathed on a transmission shaft The inner circle of the sleeve and the inner ring is provided with a spiral cam for matching with the transmission sleeve; the active friction disc inputs power to the outer ring of the overrunning clutch through an intermediate reduction mechanism. 2. The electric motorcycle spiral arc friction transmission adaptive automatic variable speed drive assembly according to claim 1, characterized in that: it also includes a motor and a power input mechanism, and the power input mechanism includes a power input driving gear, a first A power input driven gear, a power input intermediate shaft and a second power input driven gear, the power input driving gear is driven by the motor rotor shaft, the first power input driven gear meshes with the power input driving gear, the first The power input driven gear and the second power input driven gear are arranged on the power input intermediate shaft in transmission cooperation, and the power input intermediate shaft is rotatably supported on the casing; the second power input driven gear inputs power to the active friction disc. 3. The self-adaptive automatic variable speed drive assembly of the electric motorcycle spiral arc friction transmission according to claim 1, characterized in that: the variable speed elastic element applies a preload to the driven friction disc so that it can fit the driving friction disc into a transmission Force; when the power output of the transmission shaft, the main transmission cam pair exerts an axial component force opposite to the pretightening force of the variable speed elastic element on the driven friction disc. 4. The electric motorcycle spiral arc friction transmission self-adaptive automatic variable speed drive assembly according to claim 3, characterized in that: at least one intermediate cam sleeve is provided on the transmission shaft for rotation fit, and one end of the intermediate cam sleeve is It cooperates with the driven friction disc through the transmission of cam pair I, and the other end cooperates with the drive shaft sleeve through the cam pair II, and transmits the slow gear power from the inner ring of the overrunning clutch to the driven friction disc. 5. The electric motorcycle spiral arc friction transmission adaptive automatic transmission drive assembly according to claim 4, characterized in that: the overrunning clutch also includes a support roller assembly, and the support roller assembly at least includes The supporting roller is set at a distance from the clutch axis and the rolling body. The outer circle of the supporting roller is in contact with the outer circle of the adjacent rolling body. The supporting roller is arranged in a movable manner in the circumferential direction of the overrunning clutch. 6. The self-adaptive automatic transmission drive assembly of spiral arc friction transmission for electric motorcycle according to claim 5, characterized in that: the cam pair I and the cam pair II are both end face cam pairs. 7. The electric motorcycle spiral arc friction transmission adaptive automatic transmission drive assembly according to claim 6, characterized in that: the support roller assembly also includes a support roller bracket, and the support roller can move along the overrunning clutch The way of sliding in the circumferential direction and rotating around its own axis is supported between the inner circle of the outer ring and the outer circle of the inner ring through the support roller bracket. 8. The electric motorcycle spiral arc friction transmission adaptive automatic variable speed drive assembly according to claim 7, characterized in that: the support roller bracket includes support rings I and support rings arranged corresponding to the two ends of the support roller II, the support ring I and the support ring II are respectively provided with annular grooves along the circumferential direction of the support ring I and the support ring II for the two ends of the supporting roller to penetrate, and the two ends of the supporting roller are slidably fitted with the corresponding annular grooves ; also includes the rolling bearing I supported between the outer ring and the inner ring on the outside of the support ring I and the rolling bearing II supported between the outer ring and the inner ring on the outside of the support ring II; the annular groove of the support ring I The bottom and the annular groove bottom of the support ring II are provided with axial through holes. 9. The electric motorcycle spiral arc friction transmission self-adaptive automatic variable speed drive assembly according to claim 1, characterized in that: the main transmission cam pair is formed by the driven disc bushing integrally formed by the driven friction disc The inner helical cam provided on the inner circle and the outer helical cam provided on the transmission shaft cooperate with each other to form, and the active friction disc is overlaid on the driven disc bushing in an axially slidable manner to form a disc friction transmission pair; 10. The electric motorcycle spiral arc friction transmission self-adaptive automatic variable speed drive assembly according to claim 9, characterized in that: a support frame with a cylindrical structure is fixedly connected with the active friction disc, and the support frame is far away from the active One end of the friction disc is rotatably supported on the gearbox body, and the variable speed elastic element is located in the space between the support frame and the transmission shaft and is sleeved on the support shaft.