CN105179631A - Wavy friction drive self-adaption automatic gearbox for electric cars - Google Patents

Abstract

The invention discloses a wave-shaped friction transmission self-adaptive automatic transmission for an electric vehicle, comprising a box body, a transmission shaft, a slow gear transmission mechanism, a mechanical intelligent self-adaptive speed change assembly, and the active friction of the mechanical intelligent self-adaptive speed change assembly The friction surface of the disk and the friction surface of the driven friction disk adopt a wavy friction surface friction transmission pair, and one end of the transmission shaft extends out of the box to output the power to the rear axle of the car through the output reduction mechanism; It has the advantages of sensitive response and small axial size; at the same time, it adopts a structure in which the radial section of the friction surface is wavy and the ring-shaped protrusion and the ring-shaped groove are fitted together to disperse the engagement of the friction surface, which is not only beneficial to ensure active friction The coaxiality of the disk and the driven friction disk is also conducive to increasing the friction surface and ensuring good transmission under the condition of limited elastic force; it is also conducive to ensuring the sensitivity of separation and engagement and improving the transmission accuracy, which is suitable for the field of electric vehicles.

Description

Wave-shaped friction drive adaptive automatic transmission for electric vehicles

technical field

The invention relates to a motor vehicle transmission, in particular to a wave-shaped friction transmission self-adaptive automatic transmission for an electric vehicle.

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, the volume of the transmission is large, and the deformation of the long-term running parts is obvious, and there is no stability. support, resulting in high operating noise, affecting operating comfort and affecting transmission efficiency, resulting in high energy consumption; moreover, the fast and slow gear engagement and separation mechanism have a long axial joint surface stroke, and the separation and engagement are not thorough enough, which is not conducive to improving transmission accuracy. After periodic use, it will affect the overall shape and position tolerance, thereby affecting the stability 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. problems; long-term operation still ensures stable support, reduces operating noise, ensures operating comfort and improves transmission efficiency, thereby reducing energy consumption; changes the status quo of fast and slow gear engagement, and the long stroke of the axial joint surface of the separation mechanism, and the separation engagement is fast and thorough , which is conducive to improving the transmission accuracy, and the overall shape and position tolerance will still be guaranteed after long-term use, thereby ensuring the stability of the transmission.

Contents of the invention

In view of this, the object of the present invention is to provide an adaptive automatic transmission with wave-shaped friction transmission, which can not only automatically shift gears and change gears without cutting off the driving force according to the change of driving resistance, but also solve the problem of small torque-rotational speed changes. Meet the problems of road use under complex conditions; long-term operation can still ensure stable support, reduce operating noise, ensure operating comfort and improve transmission efficiency, thereby reducing energy consumption; change the status quo of fast and slow gear engagement, and the long stroke of the axial joint surface of the separation mechanism , The separation and engagement are fast and thorough, which is conducive to improving the transmission accuracy, and the overall shape and position tolerance will still be guaranteed after long-term use, thereby ensuring the stability of the transmission.

The wave-shaped friction transmission self-adaptive automatic transmission for electric vehicles 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 mechanical intelligent self-adaptive transmission mechanism arranged on the transmission shaft. 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. The friction surface of the active friction disc and the friction surface of the driven friction disc are embedded with annular protrusions juxtaposed in the radial direction. The radial section of the friction surface of the driving friction disk and the friction surface of the driven friction disk is wavy to form a disc friction transmission pair for transmitting fast gears in the form of annular grooves juxtaposed in the radial direction; The element exerts a pretightening 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 cooperates with it through the main transmission cam pair;

One end of the drive shaft protrudes from the box to output the power to the rear axle of the automobile through the output reduction mechanism.

Further, the slow gear transmission mechanism includes an overrunning clutch and an intermediate reduction transmission mechanism, the overrunning clutch includes an outer ring, an inner ring and rolling elements, and a gap is formed between the outer ring and the inner ring for engaging or separating through the rolling elements. In the meshing space, the inner ring is overlaid on a transmission sleeve and the inner circle of the inner ring is provided with a spiral cam for cooperating with the transmission sleeve; the active friction disc inputs power to the outer ring of the overrunning clutch through an intermediate reduction mechanism;

Further, the output reduction mechanism includes an output driving gear, a first output driven gear, an output intermediate shaft, and a second output driven gear, and the output driving gear is arranged on the transmission shaft in transmission cooperation and meshes with the first output driven gear transmission, the first output driven gear and the second output driven gear are arranged on the output intermediate shaft and linked together, and the second output driven gear outputs power to the differential;

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 wave-shaped friction transmission self-adaptive automatic transmission for electric vehicles of the present invention has all the advantages of existing cam self-adaptive automatic transmission devices, such as driving torque-speed and driving resistance-vehicle speed can be detected according to driving resistance 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 driving torque and the comprehensive driving resistance of the vehicle, and automatically shifting gears 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 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 of the friction surface is wavy and interfitting, 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;

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 section structure of the present invention, Fig. 2 is a schematic diagram of a structure of an overrunning clutch, and Fig. 3 is an axial section view of an overrunning clutch, as shown in the figure: the wave-shaped friction transmission adaptive automatic transmission for electric vehicles of the present invention includes The box body and the transmission shaft 1 that rotates and cooperates with the box body and outputs power; 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-type friction transmission pair that transmits fast gears in the way that the friction surfaces cooperate with each other. The friction surfaces of the active friction disc 7 and the driven friction disc 6 are arranged in a radial direction The annular protrusion is embedded in the radially juxtaposed annular groove to form a disc friction transmission pair for fast gear transmission, and the annular protrusion and the annular groove make the friction surface of the active friction disc 7 and the friction surface of the driven friction disc 6 radial sections It is wave-shaped; the variable speed elastic element exerts the pretightening force that makes the driven friction disc 6 and the active friction disc 7 stick to the transmission; the driven friction disc 6 is sleeved on the transmission shaft 1 and cooperates with it through the main transmission cam pair; disc friction The transmission pair refers to a structure that can be separated or engaged for transmission between the driven friction disc 6 and the active friction disc 7; Protrusion (around the axis of active friction disc 7 and driven friction disc 6) and annular groove, and the annular protrusion on one side (active friction disc 7) is opposite to the annular groove (driven friction disc 6) on the other side during use Form a fitting structure to achieve the effect of joint friction and separation; the cross-section of the annular protrusion and the annular groove can be triangular, trapezoidal, or arc-shaped, all of which can achieve the purpose of the present invention, and the present embodiment adopts an arc; Let’s repeat it again; the variable speed elastic element exerts a pre-tightening force to make the driven friction disc and the active friction disc fit in the transmission; the driven friction disc is covered with the transmission shaft and cooperates with it through the main transmission cam pair; one end of the transmission shaft extends out of the box The body outputs the power to the rear axle of the car through the output reduction mechanism;

The active friction disc 7 is used to receive the driving power, that is, to receive the power from the driving motor. As shown in the figure, it also includes a power input gear 9, and the power input gear 9 is arranged on the power input shaft 8 and the power is input to the The active friction disc 7, in this embodiment, the active friction disc 7 is provided with an outer ring gear meshed with the power input gear; this structure is conducive to the formation of preliminary deceleration, and at the same time, the structure is compact.

In this embodiment, the output reduction mechanism includes the output driving gear 2, the first output driven gear 13, the output intermediate shaft 10 and the second output driven gear 11, and the output driving gear 2 is arranged on the transmission shaft 1 And mesh transmission with the first output driven gear 13, the first output driven gear 13 and the second output driven gear 11 are arranged on the output intermediate shaft 10 and linked together, the second output driven gear 11 outputs the power to the differential Gearbox 12.

In this embodiment, 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, and the outer ring 14 and the inner ring 15 are formed between the outer ring 14 and the inner ring 15 for Through the meshing space where the rolling elements are engaged or separated, the structure of the rolling elements and the meshing space of the overrunning clutch belongs to the prior art, and will not be repeated here; There is a spiral cam for cooperating with the transmission bushing 16, that is, the inner circle of the inner ring 15 and the transmission bushing 16 cooperate through the spiral cam pair I, as shown in the figure, the inner circle of the inner ring 15 forms an inner spiral cam groove I, The outer circle of the transmission sleeve 16 forms the outer spiral cam groove I, and the inner spiral cam groove I and the outer spiral cam groove I cooperate with each other to form a spiral cam pair I; the active friction disc 7 inputs power to the overrunning clutch through the intermediate reduction mechanism The outer ring 14; the inner ring 15 of the overrunning clutch adopts the output structure of the helical cam, and is arranged on the transmission shaft sleeve 16 to reduce the use of the end face cam, and the helical cam has better compliance and is more sensitive to resistance; making the overrunning clutch It has the possibility of multi-cam transmission, which is simple and compact in structure for mechanical adaptive transmission, reduces the axial size of the transmission, and has better compliance and higher transmission accuracy in the transmission process;

The intermediate reduction transmission mechanism can be a first-stage gear reduction transmission or other reduction transmission structures, and the intermediate reduction transmission mechanism can ensure that the rotating speed of the outer ring 14 transmitted from the active friction disc 7 to the overrunning clutch is lower than the rotating speed of the active friction disc 7; in order to realize this Invention purpose of the invention, the inner ring 15 of the overrunning clutch overruns between the outer ring 14 on the output rotation direction of the power output member; The first slow gear and the second slow gear that the intermediate shaft is in transmission with, and the slow gear intermediate shaft rotates and fits in the transmission case through a radial rolling bearing; it is in transmission cooperation with the outer ring gear of the active friction disc 7 (splines, etc.) transmission structure) is provided with a slow gear driving gear, the slow gear driving gear meshes with the first slow gear for transmission, and the second slow gear meshes with the outer ring 14 of the overrunning clutch for transmission; the structure is simple and compact, and the power of the slow gear is realized transfer.

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 Convenient, and the helical structure has stable transmission, uniform force, unparalleled stability and smoothness, further improves work efficiency, has better energy saving and consumption reduction effects, and has greater control over vehicle emissions, and is more suitable for light electric vehicles Vehicles such as cars are used.

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. a waveform friction driving self-adapting automatic gear shift device used for electric vehicle, it is characterized in that: comprise casing and coordinate with body pivot and the transmission shaft outputed power, the mechanical intelligent adaptive rate assembly also comprising slow gear driving mechanism and be arranged on transmission shaft;

Mechanical intelligent adaptive rate assembly comprises driven friction disk, active friction disk and speed change elastic element;

Active friction disk and driven friction disk form the disk-type friction transmission transmitting fast shelves in the mode that rubbing surface cooperatively interacts, the mode adopting annular protrusion radially arranged side by side to embed circular groove radially arranged side by side between the rubbing surface of active friction disk and the rubbing surface of driven friction disk forms the disk-type friction transmission that transmits fast shelves and annular protrusion and circular groove make the radial cross section of the rubbing surface of active friction disk and the rubbing surface of driven friction disk be waveform; Speed change elastic element applies to make driven friction disk and active friction disk to fit the pretightening force of transmission; Described driven friction disk is coated at transmission shaft and is coordinated by the auxiliary driving of main transmission cam with it;

Described transmission shaft one end is stretched out casing and is outputted power to automobile axle by output speed reducer structure.

2. waveform friction driving self-adapting automatic gear shift device used for electric vehicle according to claim 1, it is characterized in that: described slow gear driving mechanism comprises free wheel device and intermediate reduction gear driving mechanism, described free wheel device comprises outer ring, inner ring and rolling element, form the engagement space being used for being engaged by rolling element or being separated between described outer ring and inner ring, described inner ring is coated at a driving sleeve and the inner circle of inner ring is provided with spiral cam for coordinating with driving sleeve; Power is inputed to free wheel device outer ring by intermediate reduction gear mechanism by described active friction disk.

3. waveform friction driving self-adapting automatic gear shift device used for electric vehicle according to claim 1, it is characterized in that: described output speed reducer structure comprises output driving gear, first and exports driven gear, exports jack shaft and the second output driven gear, the transmission of described output driving gear is equipped with in transmission shaft and exports driven gear engagement driving with first, first exports driven gear and second exports driven gear and is arranged at and exports jack shaft and link, and described second output driven gear outputs power to differential mechanism.

4. waveform friction driving self-adapting automatic gear shift device used for electric vehicle according to claim 3, it is characterized in that: being rotatably assorted is coated at transmission shaft and is at least provided with an intermediate cam cover, described intermediate cam is overlapped one end and driven friction disk and is coordinated by cam secondary I transmission, and the other end to be coordinated with driving sleeve transmission by cam pair II and is passed to driven friction disk by keeping off power slowly by free wheel device inner ring.

5. waveform friction driving self-adapting automatic gear shift device used for electric vehicle according to claim 4, it is characterized in that: described free wheel device also comprises Support roller assembly, described supporting roller assembly at least comprises and is parallel to free wheel device axis and support roll spaced with rolling element, described support roll cylindrical contacts with adjacent rolling element cylindrical, and described support roll is to arrange in the movable mode of the circumferencial direction of free wheel device.

6. waveform friction driving self-adapting automatic gear shift device used for electric vehicle according to claim 5, is characterized in that: described cam secondary I and cam pair II are end cam pair.

7. waveform friction driving self-adapting automatic gear shift device used for electric vehicle according to claim 6, it is characterized in that: described supporting roller assembly also comprises supporting roller support, described back-up roll is can be supported between outer ring inner circle and inner ring cylindrical along the slip of free wheel device circumferencial direction and the mode around own axis by supporting roller support.

8. waveform friction driving self-adapting automatic gear shift device used for electric vehicle according to claim 7, it is characterized in that: described supporting roller support comprises the pushing out ring I and pushing out ring II that arrange corresponding to support roll two ends, described pushing out ring I and pushing out ring II are respectively equipped with the circular groove along pushing out ring I and pushing out ring II circumferencial direction for penetrating for support roll two ends, and described support roll two ends are slidably matched with corresponding circular groove; Also comprise and be supported in the rolling bearing I between outer ring and inner ring and the rolling bearing II be supported between outer ring and inner ring outside pushing out ring II outside pushing out ring I; The circular groove bottom land of described pushing out ring I and the circular groove bottom land of pushing out ring II are equipped with axial hole.

9. waveform friction driving self-adapting automatic gear shift device used for electric vehicle according to claim 1, it is characterized in that: the internal spiral cam that described main transmission cam pair is provided with by described driven friction disk integrated driven disc axle sleeve inner circle and the external spiral cam that transmission shaft is provided with complement each other to form, described active friction disk is mode can be coated at driven disc axle sleeve formation disk-type friction transmission in axial sliding; .

10. waveform friction driving self-adapting automatic gear shift device used for electric vehicle according to claim 9, it is characterized in that: be fixedly connected with the supporting frame being provided with tubular structure with active friction disk, this supporting frame is rotatably assorted away from one end of active friction disk and is supported in gearbox casing, the space of described speed change elastic element between supporting frame and transmission shaft and be coated at back shaft.