CN109899509B - Self-adaptive automatic speed-changing electric drive system with mechanical double-overrunning clutch main shaft output - Google Patents

Abstract

The invention discloses a self-adaptive automatic variable-speed electric drive system output by a mechanical double overrunning clutch main shaft, which includes a main shaft for outputting power and a speed change system on the main shaft. Transmission assembly; the reverse gear transmission mechanism has a transmission ratio I for transmitting the reverse gear power from the countershaft 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 countershaft to the main shaft, and the transmission ratio I is greater than or equal to the transmission ratio Ⅱ; 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 mechanical self-adaptive automatic transmission of the present invention has strong overall performance, strong adaptability, smooth and natural cooperation with the self-adaptive automatic transmission mechanism, and is suitable for the field of electric vehicles and other fields of variable torque mechanical transmission vehicles.

Description

Adaptive automatic variable speed electric drive system with mechanical double overrunning clutch main shaft output

technical field

The invention relates to a motor vehicle transmission, in particular to a self-adaptive automatic variable speed electric drive system output by a mechanical double overrunning clutch main shaft.

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, and the manufacturing cost of the motor can be increased.

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 transmission 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 device.

Therefore, there is a need to improve the above-mentioned cam adaptive automatic transmission device and add a reverse gear transmission 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. sex.

SUMMARY OF THE INVENTION

In view of this, the purpose of the present invention is to provide a self-adaptive automatic variable-speed electric drive system with mechanical double overrunning clutch main shaft output, adding a reverse gear transmission mechanism with strong adaptability, and the device can not only adapt to changes in driving resistance without cutting off. Under the condition of driving force, the gear shift is automatically performed, and 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 Smooth and natural coordination, reducing manufacturing costs and ensuring transmission stability.

The self-adaptive automatic variable speed electric drive system output by the mechanical double overrunning clutch main shaft of the present invention includes a box body, a drive motor and a transmission, the transmission includes a main shaft and a speed change system on the main shaft, and the speed change system includes a low-speed gear transmission mechanism, Reverse gear mechanism and adaptive transmission assembly;

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 variable speed elastic element exerts a pre-tightening force to make the driven friction piece and the active friction piece fit and drive, the driven friction piece is matched with the main shaft for transmission through the first axial cam pair, and the main shaft outputs power, and the first axial cam When the pair outputs power through the main shaft, an axial component force opposite to the pre-tightening force of the variable speed elastic element is applied to the driven friction piece; the driving power of the driving motor is input to the active friction piece through a first overrunning clutch;

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, the secondary shaft transmits the low-speed gear power to the driven friction member through the second overrunning clutch, and the main shaft outputs the power;

The reverse gear transmission mechanism is arranged in a manner that can transmit the reverse gear power to the driven friction member and output the power from the main shaft or disconnect the reverse gear power;

The reverse gear transmission mechanism has a transmission ratio I for transmitting the reverse gear power from the countershaft to the driven friction member, and the low-speed gear transmission mechanism has a transmission ratio II for transmitting the low-speed gear power from the countershaft to the driven friction member, and the transmission ratio is I is greater than or equal to the transmission ratio II;

A power output assembly is also included, the power output assembly includes a differential, and the driven friction member outputs power to the differential through the main shaft.

Further, both the second overrunning clutch and the reverse gear transmission mechanism transmit power to the driven friction member through the second axial cam pair.

Further, the second axial cam pair is formed by the cooperation of a cam shaft sleeve with an end face cam and an end face cam carried by the driven friction member, the cam shaft sleeve is rotatably fitted on the main shaft, and the driven friction member passes through the first friction member. An axial cam pair is driven and fitted on the main shaft, and the main shaft is provided with a power output member for outputting power.

The driving power is input from the outer ring of the first overrunning clutch, and the inner ring of the first overrunning clutch is drivingly connected with the active friction member; the driving power is also input to the countershaft through the outer ring of the first overrunning clutch.

Further, the low-speed gear transmission mechanism further includes a low-speed gear driven gear and a low-speed gear driving gear meshing with the low-speed gear driven gear, and the outer ring of the second overrunning clutch is configured to cooperate with or directly form a low-speed gear driven gear, The low-speed driving gear is arranged in cooperation with the countershaft; the reverse gear transmission mechanism includes a reverse gear driving gear and a reverse gear driven gear meshing with the reverse gear driving gear, and the reverse gear driving gear can be engaged or disengaged. It is arranged on the secondary shaft, and the reverse gear driven gear and the inner ring of the second overrunning clutch are in driving cooperation with the camshaft sleeve and are arranged in the main shaft in rotational cooperation; the transmission ratio I is greater than the transmission ratio II.

Further, the reverse gear driving gear is provided on the countershaft in a manner that can be engaged or disengaged by an electromagnetic shifting mechanism, and the electromagnetic shifting mechanism is simultaneously used for switching the forward and reverse power input.

Further, the electromagnetic shift mechanism includes an active swing arm, a shift shaft, a shift fork and two electromagnetic shifters, the two electromagnetic shifters are used to drive the active swing arm to swing around the axis of the shift shaft and The shift shaft is driven to rotate around the axis of the shift shaft, and the shift shaft drives the shift fork to swing around the axis of the shift shaft to complete the shift.

Further, the electromagnetic shifting mechanism is also provided with a positioning mechanism, the positioning mechanism includes a positioning pin with a pre-tightening force which is arranged on the active swing arm or is arranged on the positioning member connected with the active swing arm in a follow-up manner, and a positioning pin arranged in the transmission case. The positioning base of the body, the positioning base is provided with a positioning pit that can cooperate with the positioning pin and the position is corresponding to the engagement or separation of the reverse gear transmission mechanism; Position sensing assembly in place.

Further, the speed change elastic element is a speed change disc spring, the speed change disc spring is sleeved on the main shaft, and one end is pressed against the driven friction member through a plane bearing, and the other end is against a pre-tightening force adjusting component, and the plane bearing is radially A plane rolling bearing with double rows of small balls; the pre-tightening force adjustment component includes an adjustment ring and an adjustment nut, the adjustment nut is located outside the box and is threadedly arranged on the main shaft, and the two ends of the adjustment ring respectively abut the adjustment nut and the speed change disc spring shaft The slidable outer casing is attached to the main shaft and is rotatably fitted out of the box.

Further, an intermediate driving gear is arranged in cooperation with the outer ring of the first overrunning clutch, and an intermediate driven gear is arranged in cooperation with the intermediate driving gear in the transmission coordination;

The intermediate driving gear is rotatably fitted on the camshaft sleeve through a needle roller bearing, and the inner ring of the second overrunning clutch extends to both ends in the axial direction to form a first-end shaft sleeve and a second-end shaft sleeve that are driven and fitted on the main shaft respectively. , the first-end shaft sleeve is rotatably supported on the transmission case body, the second-end shaft sleeve and the camshaft sleeve are integrally formed and rotatably supported on the transmission case body;

One axial end of the outer ring of the first overrunning clutch is driven and matched with the intermediate driving gear, and the other end is fixedly connected with a support sleeve. is supported on the transmission case; the driven friction piece, the active friction piece and the shifting elastic element are located in the inner space jointly formed by the support sleeve and the first overrunning clutch;

The drive motor rotor is drivingly connected to the support sleeve or/and the outer ring of the first overrunning clutch, and the drive motor has a hollow structure, and the support sleeve and the first overrun clutch are wholly or partially accommodated in the hollow structure.

Further, the first end sleeve is rotatably supported on the transmission case through a first rolling bearing, and the second end sleeve is rotatably supported on the transmission case through a second rolling bearing, and the second rolling bearing is located between the reverse driven gear and the transmission case. Between the intermediate driving gears, the intermediate driving gear and the second rolling bearing are rotatably matched with the first plane bearing; the support sleeve is supported on the main shaft by the fourth rolling bearing with rotatable fit;

The power output member includes an output shaft section, the power output end of the main shaft forms an output shaft sleeve section, one end of the output shaft section extends into the output shaft sleeve section to form a transmission fit, and the other end rotates and fits out of the transmission case. Secure the attached end caps.

The beneficial effects of the present invention are: the self-adaptive automatic transmission electric drive system output by the mechanical double overrunning clutch main shaft of the present invention has all the advantages of the existing cam self-adaptive automatic transmission device, such as the ability to detect the driving torque-rotation speed and Driving resistance-vehicle speed signal, so that the output power of the motor and the driving conditions of the vehicle are always in the best matching state, and the balance control of the driving torque of the vehicle and the comprehensive driving resistance is realized, and the driving force is not cut off. Gear shift; it can be used in mountainous areas, hills and heavy loads, 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, smooth and natural cooperation with the self-adaptive automatic transmission mechanism, reduces manufacturing costs, and ensures the stability of transmission. It is not only suitable for the field of electric vehicles, but also suitable for other variable torque. The field of mechanical transmission vehicles.

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;

Figure 2 is a schematic diagram of an electromagnetic shifting structure;

Fig. 3 sectional view of electromagnetic shift structure;

Fig. 4 is the structure schematic diagram of the present invention adopting the friction plate structure;

FIG. 5 is an enlarged view of the friction plate structure.

Detailed ways

1 is a schematic diagram of an axial cross-sectional structure of the present invention, FIG. 2 is a schematic diagram of an electromagnetic shifting structure, and FIG. 3 is a cross-sectional view of an electromagnetic shifting structure, as shown in the figure: the self-adaptive automatic transmission of the output of the mechanical double overrunning clutch main shaft of the present invention The electric drive system includes a case 20, a drive motor and a transmission, the transmission includes a main shaft 1 and a speed change system on the main shaft 1, and the speed change system includes a low-speed gear transmission mechanism, a reverse gear transmission mechanism and an adaptive transmission assembly;

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 the way that the friction surfaces cooperate with each other. As shown in FIG. 1 , the axial inner cone sleeve 18 of the annular body is provided with an axial The inner conical surface is sleeved on the axially outer conical sleeve of the annular body. The cooperating tapered surfaces form frictional engagement transmission or separation, which will not be repeated here;

Of course, the friction transmission pair can also adopt the friction plate structure as shown in Figs. '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 speed change elastic element 19 applies a pre-tightening force to make the axial outer tapered sleeve of the annular body fit with the axial inner tapered sleeve of the annular body for transmission, and the axially outer tapered sleeve of the annular body is connected to the main shaft through the first axial cam pair. 1. Transmission matching, when the first axial cam pair outputs power through the main shaft, it applies an axial component force opposite to the pre-tightening force of the variable speed elastic element on the axial outer tapered sleeve of the annular body; the first axial cam pair 27 is For the cooperating axial cams (including end-face cams or helical cams), when the annular body rotates axially to the outer tapered sleeve, the first axial cam pair 27 generates two component forces in the axial direction and the circumferential direction, of which the circumferential direction component force To output power, the axial component force acts on the axially outer tapered sleeve of the annular body and is applied to the variable speed elastic element, that is to say, the rotation direction of the first axial cam pair is related to the rotation direction of the power output. It is recorded that on the premise of knowing the power output direction, it is possible to know which direction of rotation of the first axial cam pair 27 can apply the axial component force, which will not be repeated here; as shown in the figure, due to the circular The axial outer cone sleeve 2 of the ring body is driven and fitted on the main shaft 1 through the first axial cam pair 27 . Therefore, the first axial cam pair 27 is a spiral cam, and the first axial cam pair 27 is driven by the main shaft 1 . The helical cam and the helical cam of the axially outer tapered sleeve 2 of the annular body are formed in cooperation. There are balls to reduce transmission loss and ensure sensitivity, 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 realized through a reasonable mechanical layout. It is not repeated here.

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 outer tapered sleeve of the annular body through the second overrunning clutch;

The reverse gear transmission mechanism is set in such a way that it can transmit the reverse gear power to the axial outer tapered sleeve 2 of the annular body or disconnect the reverse gear power; The transmission of the outer tapered sleeve of the ring body can also be disconnected from the transmission of the auxiliary shaft 12, which can achieve the purpose of the invention;

The reverse gear transmission mechanism has a transmission ratio I that transmits the reverse gear power from the secondary shaft 12 to the outer tapered sleeve 2 of the annular body shaft, and the low-speed gear transmission mechanism has the ability to transmit the low-speed gear power from the secondary shaft 12 to the annular ring. The transmission ratio II of the outer tapered sleeve 2 of the body shaft, the transmission ratio I is greater than or equal to the transmission ratio II; then in the reverse gear transmission, the second overrunning clutch, 6 overruns, the inner ring 6a (same rotation direction as the reverse gear) rotates slower than Outer ring 6b (both low-speed gear and reverse gear are powered by the counter shaft), which forms overrun, and the reverse gear transmission mechanism transmits smoothly, otherwise it will be locked;

It also includes a power output assembly, the power output assembly includes a differential, and the outer tapered sleeve of the annular body outputs power to the differential 29 through the main shaft; as shown in the figure, the differential consists of half The axle 31 outputs power to the wheels, and the half shaft is located in the axle tube 30 to form a rear axle for transmission, which will not be repeated here.

In this embodiment, the second overrunning clutch 6 and the reverse gear transmission mechanism both transmit power to the axial outer cone 2 of the annular body through the second axial cam pair 26; The transmission directions are different, therefore, the second axial cam pair is preferably a bidirectional output cam structure.

In this embodiment, the second axial cam pair 26 is formed by the cam shaft sleeve 16 with the end face cam and the end face cam carried by the axial outer tapered sleeve 2 of the annular body, and the cam shaft sleeve 16 is rotatably matched Sleeve on the main shaft 1, the annular body axially outer tapered sleeve 2 is driven and fitted on the main shaft 1 through the first axial cam pair 27, and the main shaft 1 is provided with a power output member 11 for power output. , this embodiment is a power output gear combination structure (bevel gear) integrally formed by an output shaft segment, the bevel gear can be output to the differential to form a rear axle, etc. (as shown in Figure 1 and Figure 4), the output shaft segment and the main shaft drive It is matched and supported on a detachable and fixedly connected end cover (output shaft seat) of a transmission case body.

The driving power is input by the outer ring 4b of the first overrunning clutch 4. As shown in the figure, the rotor of the motor is fixedly connected to the outer ring 4b through a transmission member to form a power input transmission; the inner ring 4a of the first overrunning clutch 4 is connected to The annular body is connected to the inner cone sleeve 18 by transmission; the driving power is also input to the auxiliary shaft 12 through the outer ring of the first overrunning clutch, that is, the driving power is input in two ways, and any existing method of inputting the auxiliary shaft 12 can be adopted. Mechanical transmission structures, such as gears, chains, and even direct-connected transmissions, 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, and the outer ring 6b of the second overrunning clutch 6 is provided in a driving manner or directly formed The low-speed driven gear, the low-speed driving gear 7 is arranged on the countershaft 12 in cooperation with the transmission; the reverse gear transmission mechanism includes a reverse gear driving gear 9 and a reverse gear driven gear 8 meshing with the reverse gear driving gear 9, so The reverse gear driving gear 9 can be engaged (transmission) or disengaged (rotation) and is arranged on the countershaft, the reverse gear driven gear 8 and the inner ring 6a of the second overrunning clutch 6 are drivingly matched with the camshaft sleeve 16 and rotate. The inner ring 6a of the second overrunning clutch 6 is integrally formed with the camshaft sleeve 16 in this embodiment; as shown in the figure, the reverse gear driving gear 9 is rotatably fitted (needle roller bearing) on the secondary shaft 12, The engagement or disengagement of the auxiliary shaft is formed by the slidable and driveable coupling member provided on the auxiliary shaft, which belongs to the conventional joint structure and will not be repeated here; the transmission ratio I is greater than the transmission ratio II to ensure The smoothness of the transmission to avoid locking.

In this embodiment, the reverse gear driving gear 9 is disposed on the countershaft 12 in a way that can be engaged or disengaged by the electromagnetic shifting mechanism 10 . When the mechanism is switched to reverse gear, the signal is directly sent to the motor control system to control the reverse rotation of the motor to achieve reverse gear; it can be achieved by using a general signal acquisition mechanism or switch.

In this embodiment, the electromagnetic shift mechanism includes an active swing arm 104, a shift shaft 105, a shift fork 106 and two electromagnetic shifters (electromagnetic shifter 101 and electromagnetic shifter 102). The two electromagnetic shifters are used to drive the active swing arm to swing around the axis of the shifting shaft and drive the shifting shaft to rotate around the axis of the shifting shaft, and the shifting shaft drives the shifting fork to rotate around the shifting shaft. The axis swings to complete the gear shift; as shown in the figure, in this embodiment, the electromagnetic shifters 101 and 102 are arranged in parallel, and are respectively used to drive (or release) both ends of the active swing arm, so that the active swing arm 104 can be wound around A center line swings, and the shift shaft is connected to the active swing arm 104 with the axis coincident with the center line, which drives the active swing arm to swing around the axis of the shift shaft and drives the shift shaft to rotate around the axis of the shift shaft , the shift shaft 105 drives the shift fork 106 to swing around the axis of the shift shaft and drives the clutch (synchronizer) 17 to complete the gear shift. The gear shift of the clutch (synchronizer) belongs to the prior art, here It is not repeated here; of course, the two electromagnetic shifters (the electromagnetic shifter 101 and the electromagnetic shifter 102 ) may be of opposite structures, and the active swing arm is driven to and fro swinging from both sides, which can also achieve the purpose of the invention. This is not repeated here; the electromagnetic shifter has a structure with a reciprocating push rod. When the power is turned on, the reciprocating push rod pushes out and pushes the active swing arm to swing and immediately returns to the original position. The return position 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 mechanism with a pre-tightening force, which is disposed on the active swing arm or on the positioning member 107 that is connected to the active swing arm in a follow-up manner. The pin 103b and the positioning base 103c arranged on the transmission case, the positioning base 103c is provided with a positioning recess that can cooperate with the positioning pin 103b and the position is corresponding to the engagement or separation of the reverse gear transmission mechanism; as shown in the figure, this In the embodiment, the positioning pin is arranged on the positioning member 107, the positioning member 107 is provided with a positioning hole 103a for setting the positioning pin 103b, and the positioning hole is provided with a pre-tightening for applying the positioning pin 103b to the positioning and cooperating with the positioning pit. The positioning spring 103d of the force; during the swinging process, the positioning pin slides on the surface of the positioning base, and when sliding to the positioning pit, the positioning pin enters the pit to form a positioning under the action of the pre-tightening force. 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 the Hall element and Magnetic steel corresponding to the Hall element.

In this embodiment, the speed change elastic element is a speed change disc spring 19, the speed change disc spring 19 is sleeved on the main shaft 1, one end is pressed against the axially outer tapered sleeve 2 of the annular body through the plane bearing 28, and the other end is pressed against a predetermined Tightening force adjustment assembly (the structure shown in FIG. 4, the structure shown in FIG. 1 is the structure without the pretightening force adjustment assembly), as shown in FIG. Abutting against the axially outer tapered sleeve 2 of the annular body, the plane bearing 28 is a plane rolling bearing with double rows of small balls along the radial direction. , Under the condition that the plane bearing carries the same load, the parameters of the ball can be reduced, and it has the characteristics of stable rotation, high speed under the same load, strong bearing capacity, and can reduce the axial installation size; the preload adjustment component includes: Adjusting ring 34 and adjusting nut 35, the adjusting nut 34 is threadedly arranged on the main shaft 1, and the adjusting ring 34 is axially slidable outside the main shaft 1 and the two ends respectively press against the adjusting nut 35 and the speed change disc spring; The ring passes through the transmission case so that the adjusting nut is located outside the case, and the final disc spring pre-tightening force can be adjusted through the external adjusting nut. The structure is simple and practical, and the adjustment is convenient; The structure can be used in the embodiment shown in FIG. 1 and will not be repeated here.

As shown in the figure, the output shaft section integrally formed with the bevel gear is driven by the main shaft and supported in a rotatable manner on a detachable and fixedly connected end cover (output shaft seat) of the transmission case 20. It is necessary to adjust the pre-tightening force of the disc spring. can be adjusted by removing the end cap.

In this embodiment, an intermediate driving gear 15 is provided in cooperation with the outer ring 4b of the first overrunning clutch 4. As shown in the figure, the intermediate driving gear 15 forms a stepped shaft with a necked down, and the outer ring of the first overrunning clutch 4 4b necked down to form a stepped shaft sleeve, the stepped shaft sleeve is sleeved on the stepped shaft to form a transmission fit, and has a radial restraint ability to ensure that the transmission is formed and has a certain supporting effect; The intermediate driven gear 14 matched with the driving gear 15;

The intermediate driving gear 15 is rotatably fitted on the camshaft sleeve 16 through the needle roller bearing 5 , and the inner ring 6a of the second overrunning clutch 6 extends to both ends in the axial direction to form a first-end shaft sleeve of the main shaft 1 , which is a transmission fit and is sleeved on the main shaft 1 respectively. (the left end in the figure) and the second end sleeve (the right end in the figure), the first end sleeve is rotatably supported on the transmission case 20, and the second end sleeve is integrally formed with the camshaft sleeve 16 and is rotatably supported on the transmission case body 20;

One axial end of the outer ring 4b of the first overrunning clutch 4 is in driving cooperation with the intermediate driving gear 15, and the other end is fixedly connected with a support sleeve 3, which is rotatably supported on the main shaft 1, and the power output of the main shaft is The end passes through and is rotatably supported on the transmission case 20. The axial outer cone sleeve of the annular body, the axial inner cone sleeve of the annular body and the transmission elastic element are located in the inner part formed by the supporting sleeve and the first overrunning clutch. space; the drive motor rotor is connected to the support sleeve 3 or/and the outer ring of the first overrunning clutch (in this embodiment, it is directly connected to the support sleeve 3 and the outer ring of the first overrunning clutch), and the drive motor has The hollow structure (Fig. 1 shows that the stator is hollow), the support sleeve 3 and the first overrunning clutch are all or partially accommodated in the hollow structure; as shown in the figure, when the drive motor is an outer rotor motor as shown in Fig. 1, The stator 33 and the outer rotor 32 are connected to the support sleeve through the transmission frame to form a transmission structure, and the stator is a hollow structure; when the driving motor is an inner rotor motor as shown in FIG. It is a hollow structure, and is different from the outer ring of the first overrunning clutch and the support sleeve (due to the different motor structures in Figure 1 and Figure 4, the structure of the support sleeve will be different, but in the present invention, it can be a support sleeve, which does not affect the solution to this scheme. understanding) fixed connection, the annular body axially outer cone sleeve, the annular body axially inner cone sleeve and the variable speed elastic element are located in the hollow rotor structure (or in the inner space formed by the support sleeve, the rotor and the first overrunning clutch together In this structure, the rotor or stator of the motor is set as a hollow structure, and is used to install some components of the transmission, so that the structure of the motor and the transmission can be deeply optimized, forming part or all of the inclusion and high integration, and the coordination is smooth. Naturally, without running interference, it ensures the high-efficiency operation of the motor under all working conditions and comprehensive road conditions; at the same time, the rotor load is supported by the transmission case and the main shaft as a whole, and the additional bending moment generated by the torque is transmitted to the case. It can transmit large torque without bending deformation, can greatly reduce the size of components under the same bearing capacity, and adapt to the hollow structure of the motor rotor; achieve high torque, high speed and lightweight indicators, and also make The transmission has good stability and low noise at high speed; this structure ensures the compactness of the overall structure of the transmission itself, is conducive to the realization of the overall lightweight layout of the transmission, and creates conditions for the use of high-speed motors; as shown in the figure , In this embodiment, the rotor hollow structure is an axially penetrating hollow structure.

In the above structure of this embodiment, the power output and input segments located on the main shaft or/and the camshaft sleeve are correspondingly rotatably supported on the transmission case. It transmits large torque without bending deformation, which can greatly reduce the size of components under the same bearing capacity; for each transmission bearing (power transfer input and output segment) components, they are respectively supported on the transmission case, so that the main shaft and the The shaft sleeve of the transmission can be set longer, and the additional bending moment generated by the torque is transmitted to the box due to the support, so that it can transmit a large torque and can greatly improve the rotation speed under high torque (same component size) , to achieve high torque, high speed and light weight indicators, the radial bearing, the mutual support of the shaft sleeve and the main shaft, but also make the transmission have better stability and low noise at high speed, compared with the existing technology, used for The maximum speed of the drive motor and high-speed reducer is ≥15000 rpm. It is used for high-efficiency and lightweight in-wheel electric wheels and other speed change mechanisms. It has great advantages in energy conservation and environmental protection, and is more suitable for pure electric vehicles with energy conservation and environmental protection as the main goal. , Of course, the present invention is not only applicable to the field of electric vehicles, but also applicable to other fields of variable torque mechanical transmission.

In this embodiment, the first end sleeve is rotatably supported on the transmission case 20 through the first rolling bearing 22 , and the second end sleeve is rotatably supported on the transmission case 20 through the second rolling bearing 21 (as shown in the figure, The supporting ribs formed on the box body also have a strengthening effect on the box body itself), the second rolling bearing 21 is located between the reverse driven gear 8 and the intermediate driving gear 15, the intermediate driving gear 15 and the second The rolling bearings 21 are rotatably fitted by the first plane bearing 13 (plane rolling bearing); the power output end of the main shaft passes through and is supported on the transmission case 20 by the third rolling bearing 24 for rotational fitting, and the support sleeve passes through the fourth rolling bearing 23 The main shaft 1 is rotatably supported; if a variable speed adjustment assembly (as shown in FIG. 4 ) is used, the adjustment ring covers the main shaft and the main shaft cooperates with the third rolling bearing and the fourth rolling bearing through the adjusting ring, which will not be repeated here.

The power output member 11 includes an output shaft section, the power output end of the main shaft of the main shaft forms an output shaft sleeve section, one end of the output shaft section extends into the output shaft sleeve section to form a transmission fit, and the other end extends through the rolling bearing 25 for rotational fit. out of the end cap fixedly connected to the transmission case.

In the present invention, the recorded left and right are subject to the left and right of the attached drawings. The recorded transmission connection includes all transmission connection structures in the prior art, including splines, flat keys, bolt-fixed connections, etc., which will not be repeated here. Repeat.

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 → the axial inner cone sleeve 18 of the annular body → the axial outer cone sleeve 2 of the annular body → the first axial cam pair → the main shaft 1 → the power output member 11 to output power;

At this time, the second overrunning clutch overruns, and the resistance transmission route: power output member 11 → main shaft 1 → first axial cam pair → annular body axial outer tapered sleeve 2 → speed change disc spring; power output member 11 passes through the first shaft The cam pair applies an axial force to the outer cone sleeve 2 of the annular body and compresses the speed change disc spring. When the driving resistance increases to a certain level, the axial force overcomes the speed change disc spring and makes the annular body axially inner cone sleeve. 18 and the annular body are separated from the outer tapered sleeve 2, and the power is transmitted through the following route, that is, the low-speed power transmission route:

Power→outer ring 4b of first overrunning clutch 4→counter shaft 12→low gear driving gear→outer ring 6b of second overrunning clutch 6→inner ring 6a of second overrunning clutch→second axial cam pair→ring body Axial outer tapered sleeve 2→first axial cam pair→main shaft→power output member 11 outputs power.

The power transmission route of the low-speed gear also goes through the following routes: the second axial cam pair → the axial outer tapered sleeve 2 of the annular body → the compression speed change disc spring to prevent the reciprocating compression of the compression speed change disc spring during the transmission of the low speed gear, thereby preventing the low speed During transmission, the axially inner tapered sleeve 18 of the annular body and the axially outer tapered sleeve 2 of the annular body fit together.

It can be seen from the above-mentioned transmission route that when the present invention is running, 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 variable speed disc spring, forming an automatic mechanism that maintains a certain pressure. The speed change mechanism, and the pressure required for clutch engagement can be adjusted by increasing the axial thickness of the speed change sleeve to achieve the purpose of transmission. , Main shaft 1, so that the main shaft 1 outputs 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. The outer cone sleeve 2 and the annular body axially inner cone sleeve 18 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 time. power. At the same time, the variable-speed disc spring absorbs the kinetic resistance torque energy, and accumulates potential energy to transmit power for restoring 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 disc spring, the pressure of the speed change disc spring is quickly released due to the compression of the movement resistance. The inner taper sleeve 18 of the axial direction of the ring body returns to a tight fitting 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→outer ring 4b of first overrunning clutch 4→counter shaft 12→reverse driving gear→reverse driven gear→second axial cam pair 26→ring body axial outer cone sleeve 2→first axial cam Auxiliary 27→main shaft 1→transmission shaft PTO 11 outputs reverse gear power.

At this time, since the transmission ratio of the reverse gear is greater than the transmission ratio of the low-speed gear and is reversed, the second overrunning clutch overruns. Since the rotation is reversed and the outer ring rotates faster than the inner circle, the first overrunning clutch overruns to realize reverse gear transmission; Of course, the low-speed gear transmission and the reverse gear transmission are both down-speed transmissions, which will not be repeated here.

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 self-adaptive automatic transmission electric drive system of a mechanical double overrunning clutch main shaft output, it is characterized in that: comprise casing, drive motor and transmission, described transmission comprises main shaft and the transmission system on the main shaft, and described transmission system comprises Low-speed gear transmission mechanism, reverse gear transmission mechanism and adaptive transmission assembly; 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 variable speed elastic element exerts a pre-tightening force to make the driven friction piece and the active friction piece fit and drive, the driven friction piece cooperates with the main shaft for transmission through a first axial cam pair, and the main shaft outputs power, the first axial cam When the pair outputs power through the main shaft, an axial component force opposite to the pre-tightening force of the variable speed elastic element is applied to the driven friction piece; the driving power of the driving motor is input to the active friction piece through a first overrunning clutch; 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, the secondary shaft transmits the low-speed gear power to the driven friction member through the second overrunning clutch, and the main shaft outputs the power; The reverse gear transmission mechanism is arranged in a manner that can transmit the reverse gear power to the driven friction member and output the power from the main shaft or disconnect the reverse gear power; The reverse gear transmission mechanism has a transmission ratio I for transmitting the reverse gear power from the countershaft to the driven friction member, and the low-speed gear transmission mechanism has a transmission ratio II for transmitting the low-speed gear power from the countershaft to the driven friction member, and the transmission ratio is I is greater than or equal to the transmission ratio II; A power output assembly is also included, the power output assembly includes a differential, and the driven friction member outputs power to the differential through the main shaft. 2 . The self-adaptive automatic transmission electric drive system with mechanical double overrunning clutch main shaft output according to claim 1 , wherein the second overrunning clutch and the reverse gear transmission mechanism both transmit power through the second axial cam pair. 3 . to the driven friction part. 3. The self-adaptive automatic transmission electric drive system of the output of the mechanical double overrunning clutch main shaft according to claim 2, wherein the second axial cam pair is composed of a cam sleeve with an end cam and a driven friction member The end face cam with the cam is formed by matching, the cam shaft sleeve is rotatably fitted on the main shaft, the driven friction piece is fitted on the main shaft through the first axial cam pair transmission, and the main shaft is equipped with a transmission fitting to output the power. the power take-off; The driving power is input from the outer ring of the first overrunning clutch, and the inner ring of the first overrunning clutch is in driving connection with the active friction member; the driving power is also input to the countershaft through the outer ring of the first overrunning clutch. 4. The self-adaptive automatic transmission electric drive system of the mechanical double overrunning clutch main shaft output according to claim 3, characterized in that: the low-speed gear transmission mechanism further comprises a low-speed gear driven gear and meshes with the low-speed gear driven gear The low-speed driving gear, the outer ring of the second overrunning clutch is set or directly formed into a low-speed driven gear, and the low-speed driving gear is driven and set on the countershaft; the reverse gear transmission mechanism includes a reverse gear drive A gear and a reverse driven gear meshing with the reverse driving gear, the reverse driving gear is provided on the countershaft in a manner of engaging or disengaging, the reverse driven gear and the inner ring of the second overrunning clutch and the camshaft The sleeve is set on the main shaft for transmission and rotation; the transmission ratio I is greater than the transmission ratio II. 5 . The self-adaptive automatic transmission electric drive system with mechanical double overrunning clutch main shaft output according to claim 4 , wherein the reverse gear driving gear is arranged on the countershaft in a manner that can be engaged or disengaged by an electromagnetic shifting mechanism. 6 . , the electromagnetic shifting mechanism is used to switch the forward and reverse power input at the same time. 6 . The self-adaptive automatic transmission electric drive system of mechanical double overrunning clutch main shaft output according to claim 5 , wherein the electromagnetic shift mechanism comprises an active swing arm, a shift shaft, a shift fork and two Two electromagnetic shifters, the two electromagnetic shifters are used to drive the active swing arm to swing around the axis of the shift shaft and drive the shift shaft to rotate around the axis of the shift shaft, and the shift shaft drives the shift dial The fork swings around the axis of the shift shaft and completes the shift. 7 . The self-adaptive automatic variable speed electric drive system output by the mechanical double overrunning clutch main shaft according to claim 6 , wherein the electromagnetic shifting mechanism is further provided with a positioning mechanism, and the positioning mechanism includes a positioning mechanism arranged on the active pendulum. The arm or a positioning pin with a pre-tightening force provided on the positioning part that is connected with the active swing arm and a positioning base provided on the transmission case, the positioning base is provided with a positioning pin that can be matched with the reverse gear The transmission mechanism engages or disengages the corresponding positioning dimples; the electromagnetic shifting mechanism is further provided with a position sensing component for detecting whether the gear shift is in place. 8. The self-adaptive automatic variable-speed electric drive system output by a mechanical double overrunning clutch main shaft according to claim 1, wherein the variable-speed elastic element is a variable-speed disc spring, and the variable-speed disc spring is sleeved on the main shaft and has one end passing through it. The plane bearing is against the driven friction piece, and the other end is against a pre-tightening force adjusting component, the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction; the pre-tightening force adjusting component includes an adjusting ring and an adjusting nut, so The adjusting nut is located outside the box and is threadedly arranged on the main shaft, and the two ends of the adjusting ring are respectively abutted against the adjusting nut and the speed change disc spring, which are axially slidable outer sleeves on the main shaft and rotatably fit through the case body. 9 . The self-adaptive automatic transmission electric drive system of the main shaft output of the mechanical double overrunning clutch according to claim 3 , wherein an intermediate driving gear is provided in cooperation with the outer ring of the first overrunning clutch, and the auxiliary The shaft transmission is matched with an intermediate driven gear which is matched with the intermediate driving gear; The intermediate driving gear is rotatably fitted on the camshaft sleeve through a needle roller bearing, and the inner ring of the second overrunning clutch extends to both ends in the axial direction to form a first-end shaft sleeve and a second-end shaft sleeve that are driven and fitted on the main shaft respectively. , the first-end shaft sleeve is rotatably supported on the transmission case body, the second-end shaft sleeve and the camshaft sleeve are integrally formed and rotatably supported on the transmission case body; One axial end of the outer ring of the first overrunning clutch is driven and matched with the intermediate driving gear, and the other end is fixedly connected with a support sleeve. is supported on the transmission case; the driven friction piece, the active friction piece and the shifting elastic element are located in the inner space jointly formed by the support sleeve and the first overrunning clutch; The drive motor rotor is drivingly connected to the support sleeve or/and the outer ring of the first overrunning clutch, and the drive motor has a hollow structure, and the support sleeve and the first overrun clutch are wholly or partially accommodated in the hollow structure. 10 . The self-adaptive automatic transmission electric drive system with mechanical double overrunning clutch main shaft output according to claim 9 , wherein the first end sleeve is rotatably supported on the transmission case through the first rolling bearing, and the second The end sleeve is rotatably supported on the transmission case through a second rolling bearing, the second rolling bearing is located between the reverse driven gear and the intermediate driving gear, and the intermediate driving gear and the second rolling bearing are rotated through the first plane bearing. Matching; the support sleeve is supported on the main shaft through the fourth rolling bearing in rotation and cooperation; The power output member includes an output shaft section, the power output end of the main shaft forms an output shaft sleeve section, one end of the output shaft section extends into the output shaft sleeve section to form a transmission fit, and the other end rotates and fits out of the transmission case. Secure the attached end caps.

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