CN110014829B - Double-overrunning clutch mechanical shaft end output self-adaptive automatic speed-changing electric drive system - Google Patents

Abstract

The invention discloses a double-overrunning clutch mechanical shaft end output self-adaptive automatic speed change electric drive system which comprises a speed change system, a shaft sleeve and a third shaft, wherein the speed change system comprises a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed change assembly; the reverse gear transmission mechanism is provided with a transmission ratio I for transmitting reverse gear power from the auxiliary shaft to the main shaft, the low-speed gear transmission mechanism is provided with a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft to the main shaft, the transmission ratio I is larger than or equal to the transmission ratio II, and the power is output through the power output shaft; the invention utilizes the reasonable matching of the two overrunning clutches and reasonably sets the transmission ratio, so that the whole structure is simple and compact, the reverse gear transmission and the low-speed and high-speed gear transmissions share a transmission route, no interference occurs, the whole performance is ensured, and the power is output by the power output shaft sleeve through the third shaft, thereby being not only suitable for the field of electric vehicles, but also suitable for the field of other torque-variable mechanical transmissions; meanwhile, the shaft sleeve output can also ensure that the output torque is larger.

Description

Double overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system

technical field

The invention relates to a transmission, in particular to a double overrunning clutch mechanical shaft end output self-adaptive automatic transmission electric drive system.

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. The optimal matching state realizes the balanced control of the driving torque of the vehicle and the comprehensive driving resistance. The load of the cam adaptive automatic transmission changes the transmission ratio with the change of the driving force, and automatically performs gear shifting 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 double overrunning clutch mechanical shaft end output self-adaptive automatic transmission electric drive system, adding a reverse gear transmission mechanism with strong adaptability, the device can not only adapt to the change of 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 dual overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system of the present invention includes a main shaft and a transmission system on the main shaft, and the transmission system includes a low-speed transmission mechanism, a reverse transmission mechanism and an adaptive transmission assembly;

The adaptive shifting assembly includes a driven friction piece, an active friction piece and a shift elastic element;

The active friction piece and the driven friction piece form a friction transmission pair in a way that the friction surfaces cooperate with each other. The driven friction piece is arranged on the main shaft in a manner that can be axially slid and transmitted in the circumferential direction. In accordance with the pre-tightening force of the transmission, the driven friction piece outputs power through the axial cam pair, and when the axial cam pair outputs the power, an axial component force opposite to the pre-tightening force of the shifting elastic element is applied to the driven friction piece; The driving power is input to the active friction member 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, and the secondary shaft transmits the low-speed gear power to the main shaft through the second overrunning clutch;

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

A power output shaft for outputting power is provided in driving connection with the axial cam pair.

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

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

It also includes a power output gear set, the power output gear set includes an intermediate shaft, a first power output driven gear that meshes with the first power output driving gear and is drivingly matched with the intermediate shaft, and a second power output that cooperates with the intermediate shaft. an output driving gear and a second power output driven gear in driving engagement with the second power output driving gear, the second power output driven gear is in driving cooperation with the power output shaft.

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

Further, the cam shaft sleeve outputs the power to the power output member through a transmission shaft sleeve that is rotatably fitted with the main shaft, and the cam shaft sleeve and the transmission shaft sleeve are driven and matched by a second axial cam pair;

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

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

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

Further, the speed change elastic element is a speed change disc spring, the speed change disc spring is sleeved on the main shaft, one end is pressed against the driven friction member through a plane bearing, and the other end is against the preload adjustment component, and the plane bearing is a double radial bearing. A plane rolling bearing with small balls arranged, the pre-tightening force adjustment assembly includes an adjustment ring and an adjustment nut, the adjustment nut is threadedly arranged on the main shaft, the adjustment ring is axially slidable. For the speed change disc spring, the adjusting nut is also provided with a locking assembly for axially locking the adjusting nut.

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

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

Further, the left side of the drive transition sleeve is drivingly connected to the outer ring of the first overrunning clutch and supported on the outer ring of the overrunning clutch, and the right side forms a constriction and the constriction is provided with a fifth radial direction for supporting the transmission case. Bearing; the main shaft is coaxially located in the drive transition sleeve and is rotatably matched with the inner circle of the drive transition sleeve through the sixth radial bearing; the driven friction piece, the active friction piece and the speed change elastic element are all located in the inner circle of the drive transition sleeve. inside the cavity.

The beneficial effects of the present invention are as follows: the double overrunning clutch mechanical shaft end output self-adaptive automatic transmission electric drive system 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 match state, realize the balance control of the driving torque of the vehicle and the comprehensive driving resistance, and automatically change the driving resistance according to the change of driving resistance without cutting off the driving force. 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, and it cooperates with the self-adaptive automatic transmission mechanism smoothly and naturally, reducing the manufacturing cost and ensuring the stability of the transmission. According to the formation of deceleration output, large torque is provided, and shaft end output is realized, which is not only suitable for the field of electric vehicles, but also suitable for other fields of variable torque mechanical transmission; at the same time, the output of the bushing can also ensure a large output torque.

Description of drawings

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

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

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

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

Fig. 4 sectional view of electromagnetic shift structure;

5 is an axial cross-sectional view of the friction plate structure adopted in the present invention;

Figure 6 is a transverse cross-sectional view of the drive motor;

Figure 7 is an enlarged view of the structure of the friction plate.

Detailed ways

1 is a schematic diagram of an axial cross-sectional structure of the present invention, FIG. 2 is a schematic diagram of the structure after packing of the present invention, FIG. 3 is a schematic diagram of an electromagnetic shift structure, and FIG. 4 is a cross-sectional view of an electromagnetic shift structure, as shown in the figure: The over-clutch mechanical shaft end output adaptive automatic transmission electric drive system includes a box body, a drive motor and a transmission. The transmission includes a main shaft 1, a speed change system on the main shaft 1, and a transmission sleeve 35 that rotates and fits over the main shaft. The speed change system includes a low-speed gear transmission mechanism, a reverse gear transmission mechanism and an adaptive transmission assembly;

The adaptive shifting assembly includes a driven friction member 2, an active friction member 18 and a shifting elastic element 19;

The active friction member 18 and the driven friction member 2 form a friction transmission pair in a way that the friction surfaces cooperate with each other. The driven friction pieces 2 are respectively an axial inner cone sleeve of the annular body and an axial outer cone sleeve of the annular body. , the axially outer tapered sleeve of the annular body is provided with an axially outer tapered surface that matches with the axially inner tapered surface of the axially inner tapered sleeve of the annular body, and the frictional engagement transmission or separation is formed by the cooperating tapered surfaces. To repeat; the axial outer tapered sleeve of the annular body is sleeved on the main shaft and is provided with an axial chute with the main shaft. The sliding groove is embedded with balls that reduce friction, and the axial outer tapered sleeve of the annular body passes through the main shaft. The chute and the ball form an axially slidable circumferential transmission fit; the chute can also be a helical groove (forming an axial cam groove), and an axial cam pair can also be formed after the ball is embedded, and it also has the ability to adjust the transmission power when the torque is large. The compression of the variable speed elastic element 19 ensures the smooth transmission; of course, the spline or threaded pair can also be directly formed (without balls), which can also achieve the purpose;

Of course, the friction transmission pair can also adopt the friction plate structure shown in FIG. 5 and FIG. 7 . As shown in FIG. 5 , the active friction member 18 ′ and the inner ring of the first overrunning clutch are integrally formed or matched in transmission, and the active friction member 18 ′ is integrally formed with the inner ring of the first overrunning clutch. There is an active friction plate group 18a' on it, and the driven friction piece is provided with a driven friction plate group matched with the active friction plate 18a'. The matching structure is similar to the existing friction plate clutch, but the friction plate of this structure can be used. Detachable setting, which can be increased or decreased according to the needs of the overall structure to ensure the axial size;

The variable speed elastic element 19 applies a pre-tightening force to make the driven friction piece and the active friction piece fit and drive, and the axially outer tapered sleeve of the annular body outputs the power to the transmission bushing through the axial cam pair, and the axial cam pair transmits the power When outputting, an axial component force opposite to the pre-tightening force of the shifting elastic element is applied to the driven friction piece; the axial cam pair is the cooperating axial cam (including end cam or helical cam), when the driven friction piece rotates, the shaft Two component forces in the axial and circumferential directions are generated to the cam pair, in which the circumferential component output power, and the axial component acts on the driven friction member and is applied to the variable speed elastic element, that is, the rotational direction of the axial cam pair is the same as The rotation direction of the power output is related. According to the above description, those skilled in the art can know which direction of rotation of the axial cam pair can apply which direction of the axial component force on the premise of knowing the direction of the power output. To repeat; the driving power is input to the active friction member through a first overrunning clutch 4, which can be realized through a reasonable mechanical layout, and will not be repeated here.

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

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

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

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

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

A power output shaft 30 for outputting power is provided in driving connection with the transmission shaft sleeve 35; of course, the power output end of the power output shaft needs to extend out of the transmission case, which will not be repeated here;

It also includes a power output assembly, the power output assembly includes a differential, and the power output shaft outputs power to the differential; the transmission between the power output shaft and the differential can adopt existing ones, such as bevel gear transmission, etc. , and will not be repeated here.

In this embodiment, the drive motor includes a stator 37 and a rotor 38, the rotor is a hollow rotor structure, and the driven friction member 2, the active friction member 18 and the variable speed elastic element 19 are located in the hollow rotor structure; the hollow rotor The structure is provided with a front support part and a rear support part, the front support part is supported on the outer ring of the first overrunning clutch in a drive-fit connection, the rear support part is rotatably supported on the box body, and the hollow center of the hollow rotor structure is rotatably supported on the box body. Transmission main shaft; the rotor of the motor is set into a hollow structure and is used to install some parts 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, smooth and natural cooperation, and no operating interference occurs , which ensures the high-efficiency operation of the motor under all working conditions and comprehensive road conditions; at the same time, the structure in which the rotor load is supported by the transmission case and the main shaft is adopted to transmit the additional bending moment generated by the torque to the case, which can transmit larger torque without bending deformation, which can greatly reduce the size of components under the same bearing capacity, adapt to the hollow structure of the motor rotor; Good stability and low noise; 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, all The rotor hollow structure is an axially penetrating hollow structure.

In this embodiment, the driving power is input by a driving transition sleeve 3, and the driving transition sleeve 3 is drivingly connected to the outer ring 4b of the first overrunning clutch 4, and the inner ring 4a of the first overrunning clutch 4 is connected with the active friction member Transmission connection; the drive transition sleeve also inputs power to the secondary shaft through the outer ring of the first overrunning clutch; in this embodiment, the drive transition sleeve 3 is a part of the rotor 38 of the drive motor.

In this embodiment, the axial cam pair is formed by a camshaft sleeve 22 with an end face cam and an end face cam carried by the driven friction member 2. The camshaft sleeve 22 rotates and fits over the main shaft, and the driven friction Part 2 is driven to fit and axially slidably sleeved on the main shaft 1. As shown in the figure, the inner ring 4a of the first overrunning clutch 4 rotates and fits into the camshaft sleeve 22. The output first power outputs the driving gear 11, and at the same time, the camshaft sleeve also outputs the power to the countershaft to form the power transmission of the low-speed gear (reverse gear);

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

According to the overall layout of the transmission, the power output gear set can adopt the structure of Figure 1, that is, it is arranged on both sides of the main shaft with the countershaft, or it can adopt the layout of Figure 4, which is located on the same side of the main shaft as the countershaft, which will not be repeated here.

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

In this embodiment, the reverse gear driving gear 9 is disposed on the countershaft 12 in a way that 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 electromagnetic shifter, an active swing arm, a shift shaft and a shift fork, and the electromagnetic shifters are two arranged on both sides of the active swing arm for driving The active swing arm swings around the axis of the shifting shaft and drives the shifting shaft to rotate around the axis, and the shifting shaft drives the shifting fork to swing around the axis to complete the shifting; the electromagnetic shifter has 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 then returns immediately. The return generally adopts a return spring structure, which will not be repeated here.

In this embodiment, the electromagnetic shifting mechanism is further provided with a positioning mechanism, and the positioning mechanism includes a positioning pin with a pre-tightening force arranged on the power end of the active swing arm and a positioning base arranged on the box body. The end refers to the end of the electromagnetic shifter that makes it swing; as shown in the figure, the power end of the active swing arm is provided with a marble seat, and a cylindrical spring is installed in the marble seat. Pre-tightening force; the positioning base is provided with positioning pits corresponding to the positioning pins. During the swinging process, the positioning pins slide on the surface of the positioning base. When sliding to the positioning pits, the positioning pins are under the action of the pre-tightening force. Enter the pit to form a positioning. Of course, the pit is a smooth structure. Under a certain thrust, the positioning pin will remove the pit and complete the subsequent shifting procedure; The position sensing component of the sensor component generally adopts the Hall element and the magnetic steel corresponding to the Hall element.

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

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

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

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

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

In this embodiment, the left side of the drive transition sleeve 3 is connected to the outer ring 4b of the first overrunning clutch 4 and supported by the outer ring of the overrunning clutch, and the right side forms a constriction, and the constriction is provided with a support for the transmission case. The fifth radial bearing 34 of the body; the main shaft is coaxially located in the drive transition sleeve and rotates with the inner circle of the drive transition sleeve through the sixth radial bearing 32. As shown in the figure, the inner circle of the power input sleeve 3 is located in the inner circle of the drive transition sleeve. A bearing seat 28a for rotating with the main shaft through the sixth radial bearing 32 is formed avoiding the position of the driven friction member 2, the active friction member 18 and the transmission elastic element 19. As shown in the figure, the driving transition sleeve 3 is located in the inner circle of the rotor A part of the rotor is formed, and the bearing seat 38a is located on the right side (right side of the rear end) of the variable speed elastic element 19, and is formed by a rib arranged in parallel along the circumferential direction of the inner circle of the power input sleeve 3, and the rib and the rib are formed. A longitudinal (axial axis of the main shaft) gap is formed between them, which has good shock absorption effect and lubrication effect, and also has a good heat dissipation function for the motor; the driven friction member 2, the active friction member 18 and the variable speed elastic element 19 are all It is located in the cavity formed by the inner circle of the drive transition sleeve; when in use, the motor rotor can be covered with the drive transition sleeve 3 for transmission connection, and the assembly is simple and convenient. Of course, the motor rotor can also be directly formed by the drive transition sleeve 3; Figure 6 As shown, the rotor includes a hollow aluminum alloy rotor support body 38b and a rotor body 38e that is sheathed on the aluminum alloy rotor support body. The circle is a multi-pointed star structure matched with the outer circle of the aluminum alloy rotor support; the aluminum alloy support body and the multi-pointed star structure are used to increase the volume occupied by the aluminum alloy in the rotor, thereby reducing the overall weight of the motor and realizing the high performance of the motor. Lightweight structural arrangement, while reducing the structural cost; the multi-pointed star structure also ensures the matching strength in the circumferential direction between the support body and the main body, and can greatly improve the rotational speed under high torque (same component size), realizing high torque , high speed and light weight index, compared with the existing technology, it is more energy-saving when the speed is ≥ 15000 rpm, and it is used for high-efficiency lightweight wheel hub electric wheels and other speed change mechanisms have great advantages for energy saving and environmental protection, and can be more energy efficient. It is suitable for the use of pure electric vehicles with energy saving and environmental protection as the main goal.

In this embodiment, the magnetic steel 33c of the motor is arranged in the rotor main body 38e, and the arrangement of the magnetic steel 33c is compatible with the polygonal star structure; it can also be understood as the matching method between the rotor support and the rotor main body ( The multi-pointed star) is adapted to the arrangement of the magnetic steel, and the matching structure adapts to the magnetic field line environment of the magnetic steel as much as possible, creating structural conditions for the saving of electric energy, which is conducive to energy saving and consumption reduction.

In this embodiment, the inner wall of the cavity of the rotor is juxtaposed along the circumferential direction to form longitudinal stiffening ribs 38d. The stiffening ribs can effectively increase the body strength of the rotor and are further suitable for the lightweight structure of the hollow rotor. The rib 38d is arranged on the aluminum alloy rotor support body 38b, which meets the structural requirements of the aluminum alloy material, ensures the strength of the support itself, and ensures that the lightweight structure has sufficient support and transmission strength.

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

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

The fast gear power transmission route of this embodiment:

Power → active friction member 18 → driven friction member 2 → axial cam pair → cam shaft sleeve 22 (transmission shaft sleeve) → first power output driving gear 11 outputs power;

At this time, the second overrunning clutch is overrun, and the resistance transmission route is: the first power output driving gear 11 → the cam shaft sleeve 22 → the axial cam pair → the driven friction member 2 → the transmission spring; the first power output driving gear 11 passes through the axial cam The pair exerts an axial force on the driven friction piece 2 and compresses the shift spring. When the driving resistance increases to a certain level, the axial force overcomes the shift spring and separates the active friction piece 18 from the driven friction piece 2, and the power is transmitted through the following route , that is, the low-speed power transmission route:

Power→active friction member 18→counter shaft 12→low gear driving gear→outer ring 6b of the second overrunning clutch→inner ring 6a of the second overrunning clutch→main shaft 1→driven friction piece 2→axial cam pair→cam bushing 22 → The first power output pinion gear 11 outputs power.

The low-speed power transmission route also passes through the following routes: Axial cam pair → driven friction piece 2 → compression shift spring, to prevent the reciprocating compression of the compression shift spring during low-speed transmission, thereby preventing the active friction piece 18 during low-speed transmission. The dynamic friction part 2 is fitted.

It can be seen from the above transmission route that when the present invention is running, the active friction member 18 and the driven friction member 8 are in close contact under the action of the shifting spring to form an automatic shifting mechanism that maintains a certain pressure. The axial thickness 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 member 18, the driven friction member 2, and the camshaft sleeve 22, so that the camshaft sleeve 22 outputs power; at this time, the second overrunning clutch is in beyond the state.

When the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the camshaft sleeve to rotate a certain angle in the opposite direction. Under the action of the axial cam pair, the driven friction member 2 compresses the shifting spring; the driven friction member 2 and the active friction member 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 force. At the same time, the shifting spring absorbs the kinetic resistance torque energy, and accumulates potential energy to transmit power to restore the fast gear.

After the successful startup, the driving resistance is reduced. When the component force is reduced to less than the pressure generated by the speed change spring, the pressure of the speed change spring is quickly released due to the compression of the movement resistance. Under the push, the driven friction piece 2 and the active friction piece 18 are restored to close fit. state, the low gear overrunning clutch is in the 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 → driving friction member 18 → countershaft 12 → reverse gear driving gear → reverse gear driven gear → main shaft 1 → driven friction member 2 → axial cam pair → cam sleeve 22 → first power output driving gear 11 output reverse gear power.

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

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

Claims (10)

1. a double overrunning clutch mechanical shaft end output self-adaptive automatic variable-speed electric drive system is characterized in that: comprising a casing, a drive motor and a transmission, and the transmission comprises a main shaft, a speed change system on the main shaft and a rotation that cooperates with the outer casing on the main shaft The transmission shaft sleeve, the transmission system includes a low-speed transmission mechanism, a reverse transmission mechanism and an adaptive transmission assembly; The adaptive transmission assembly includes a driven friction part, an active friction part and a transmission elastic element; The active friction piece and the driven friction piece form a friction transmission pair in a way that the friction surfaces cooperate with each other. The driven friction piece is arranged on the main shaft in a manner that can be axially slid and transmitted in the circumferential direction. In accordance with the pre-tightening force of the transmission, the driven friction piece outputs the power to the transmission bushing through the axial cam pair, and when the axial cam pair outputs the power, the driven friction piece is applied with the shaft opposite to the pre-tightening force of the shifting elastic element. to the component force; the driving power inputs the power to the active friction member 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, and the secondary shaft transmits the low-speed gear power to the main shaft through the second overrunning clutch; The reverse gear transmission mechanism can transmit the reverse gear power to 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 auxiliary shaft to the main shaft, and the low-speed gear transmission mechanism has a transmission ratio II for transmitting the low-speed gear power from the auxiliary shaft to the main shaft, and the transmission ratio I is greater than or equal to the transmission. ratio II; A power output shaft for outputting power is provided in the drive connection with the axial cam pair; Also included is a power take-off assembly including a differential to which the power take-off shaft outputs power. 2 . The double overrunning clutch mechanical shaft end output adaptive automatic variable speed electric drive system according to claim 1 , wherein the drive motor comprises a stator and a hollow rotor, including a stator and a rotor, and the rotor is a hollow rotor. 3 . structure, the driven friction piece, the active friction piece and the variable speed elastic element are located in the hollow rotor structure; the hollow rotor structure is provided with a front support part and a rear support part, and the front support part is supported by the first overrunning clutch in a drive-fit connection The outer ring and the rear support part are rotatably supported on the box body, and the hollow center of the hollow rotor structure is rotatably supported on the transmission main shaft. 3. The double overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system according to claim 2, characterized in that: the axial cam pair is composed of a cam sleeve with an end cam and a driven friction member with The end face cam is formed in cooperation with the camshaft sleeve, the camshaft sleeve is rotatably matched to the main shaft, the driven friction piece is driven and axially slidable and is sleeved on the main shaft. The first power output drive gear of the power output, at the same time, the transmission bushing also outputs the power to the countershaft; It also includes a power output gear set, the power output gear set includes an intermediate shaft, a first power output driven gear that meshes with the first power output driving gear and is drivingly matched with the intermediate shaft, and a second power output that cooperates with the intermediate shaft. an output driving gear and a second power output driven gear in driving engagement with the second power output driving gear, the second power output driven gear is in driving cooperation with the power output shaft. 4. The double overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system according to claim 3, wherein the low-speed transmission mechanism further comprises a low-speed driven gear and meshes with the low-speed driven gear The low-speed driving gear of the second overrunning clutch is set on the main shaft in cooperation with the inner ring of the second overrunning clutch; The reverse gear transmission mechanism includes a reverse gear driving gear and a reverse gear driven gear meshing with the reverse gear driving gear. The reverse gear driving gear is arranged on the countershaft in a manner of being engaged or disengaged, and the reverse gear driven gear is driven and arranged on the main shaft. ; The transmission ratio I is greater than the transmission ratio II. 5. The double overrunning clutch mechanical shaft end output self-adaptive automatic transmission electric drive system according to claim 4, characterized in that: the cam shaft sleeve and the transmission shaft sleeve are driven and matched by the second axial cam pair; An intermediate driving gear is provided on the outer ring of the first overrunning clutch and is rotatably matched with the outer ring of the first overrunning clutch. 6 . The double overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system 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. 7 . , the electromagnetic shift mechanism is used to switch the forward and reverse power input at the same time; the electromagnetic shift mechanism includes an electromagnetic shifter, an active swing arm, a shift shaft and a shift fork, and the electromagnetic shifter is two The two are arranged on both sides of the active swing arm and 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. The shift shaft drives the shift fork to swing around the axis and completes the shift; The electromagnetic shifting mechanism is further provided with a positioning mechanism, the positioning mechanism includes a positioning pin with a pre-tightening force arranged on the power end of the active swing arm and a positioning base arranged on the box body, on which the positioning base is arranged and positioned. The marbles correspond to the matching positioning pits; the electromagnetic shifting mechanism is also provided with a position sensing component for detecting whether the gear shift is in place. 7. The double overrunning clutch mechanical shaft-end output adaptive automatic variable-speed electric drive system according to claim 1, wherein the variable-speed elastic element is a variable-speed disk spring, and the variable-speed disk spring is sleeved on the main shaft and has one end passing through it. The plane bearing is pressed against the driven friction piece, and the other end is against the pre-tightening force adjusting assembly, the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction, and the pre-tightening force adjusting assembly includes an adjusting ring and an adjusting nut. The adjusting nut is threadedly arranged on the main shaft, and the adjusting ring is axially slidably sleeved on the main shaft, and the two ends respectively press against the adjusting nut and the speed change disc spring. 8 . The double overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system according to claim 5 , wherein: the outer circumference of the transmission shaft sleeve is close to the first power output gear. The first radial bearing of the casing; one end of the intermediate driving gear is in driving cooperation with the outer ring of the first overrunning clutch, and the other end forms a journal, and the outer circle of the journal is provided with a second diameter for rotating and supporting on the transmission casing. The inner ring of the second overrunning clutch extends to the left and right to form an outer extension shaft segment and an inner extension shaft segment, respectively. The third radial bearing and the fourth radial bearing of the box body; the reverse gear driven gear drive is fitted over the outer circle of the shaft segment extending from the inner ring of the second overrunning clutch to the inner end, and the fourth radial bearing The bearing is located to the right of the reverse driven gear. 9 . The double overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system according to claim 8 , wherein a first plane bearing passes between the right side of the intermediate driving gear and the inner ring of the first overrunning clutch. 10 . Rotating fit, the second radial bearing is arranged on the journal formed on the left side of the intermediate drive gear, the left side of the intermediate drive gear and the first power output drive gear are rotated and matched by a second plane bearing, and the first radial bearing is located at the The left side of the first power output driving gear; a third plane bearing is arranged between the first radial bearing and the inner extending shaft segment of the inner ring of the second overrunning clutch. 10 . The double overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system according to claim 2 , wherein the driving power is input by a drive transition sleeve, and the left side of the drive transition sleeve is connected to the second drive. 11 . The outer ring of an overrunning clutch is supported on the outer ring of the overrunning clutch, and a constriction is formed on the right side, and the constriction is provided with a fifth radial bearing for supporting the transmission case; the main shaft is coaxially located in the drive transition sleeve And it is rotatably matched with the inner circle of the driving transition sleeve through the sixth radial bearing; the driven friction piece, the active friction piece and the shifting elastic element are all located in the cavity formed by the inner circle of the driving transition sleeve.

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