CN110017370B - Planetary system output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly - Google Patents

Abstract

The invention discloses a mechanical double overrunning clutch self-adaptive automatic speed change main shaft assembly output by a planetary system. The planetary gear system is used to output power. The speed change system includes a low-speed gear transmission mechanism, a reverse gear transmission mechanism and an adaptive speed change assembly; The mechanism has a transmission ratio I 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; The reasonable coordination of the overrunning clutches makes the overall structure simple and compact, and the reverse gear transmission shares the transmission route with the low-speed gear and the fast-speed gear transmission without interference, which ensures the overall performance, strong adaptability, and smooth cooperation with the adaptive automatic transmission mechanism. Naturally, the use of planetary deceleration output can increase the output torque, and can use a high-speed motor as a power source to improve the overall efficiency, which is not only suitable for the field of electric vehicles, but also for other variable torque mechanical transmission fields.

Description

Planetary system output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly

technical field

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

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

SUMMARY OF THE INVENTION

In view of this, the purpose of the present invention is to provide a mechanical double overrunning clutch self-adaptive automatic transmission main shaft assembly with planetary system output, adding a reverse gear mechanism with strong adaptability, and the device can not only adapt itself 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 mechanical double-overrunning clutch adaptive automatic transmission main shaft assembly output by the planetary system of the present invention includes the main shaft, the planetary gear train and a transmission system on the main shaft, the transmission system includes a low-speed gear power input member, a reverse gear power input member and Adaptive transmission components;

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, and the variable-speed elastic element applies a pre-tightening force to make the driven friction piece fit with the active friction piece for transmission, and the driven friction piece passes through the first axial cam. The pair cooperates with the main shaft in transmission, and when the first axial cam pair outputs power through the main shaft, it exerts an axial component force opposite to the pre-tightening force of the shifting elastic element on the driven friction piece; the driving power is input to a first overrunning clutch to The power is input to the active friction member; the main shaft outputs the power through the planetary gear train;

The low-speed gear power input member is a second overrunning clutch provided on the main shaft, and the second overrunning clutch is used to transmit the low-speed gear power to the driven friction piece and from the driven friction piece to the main shaft;

The reverse gear power input member can transmit the reverse gear power to the driven friction member and output the reverse gear power by the main shaft;

The reverse gear power input member inputs the power through the transmission ratio I and outputs the power to the driven friction member, and the low-speed gear power input member inputs the low-speed gear power through the transmission ratio II, and outputs the power to the driven friction member, Transmission ratio I is greater than or equal to transmission ratio II;

The planetary gear train includes an outer ring gear, a planetary gear, a planet carrier and a sun gear. When in use, the outer ring gear is fixed to the transmission case.

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

Further, the main shaft inputs the power to the sun gear and outputs it from the planet carrier; the second axial cam pair is formed by a camshaft sleeve with an end face cam and an end face cam carried by the driven friction member, and the camshaft The sleeve is rotatably fitted on the main shaft, and the driven friction piece is fitted on the main shaft through the first axial cam pair transmission;

The inner ring of the first overrunning clutch is rotatably fitted over the camshaft sleeve and matched with the active friction piece; the driving power is input to the outer ring of the first overrunning clutch, and the power is simultaneously output through the outer ring of the first overrunning clutch to form reverse gear power or low speed block power;

The sun gear and the main shaft are coaxially driven and matched with the planet carrier, and are provided with a power output shaft, which is coaxial with the main shaft.

Further, the outer ring of the second overrunning clutch is configured to cooperate with or directly form a low-speed driven gear for receiving low-speed power; The gear driven gear, 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 on the main shaft in rotational cooperation; the transmission ratio I is greater than the transmission ratio II.

Further, an intermediate driving gear for outputting low-speed gear power or reverse gear power is provided on the camshaft sleeve or the second camshaft sleeve in driving cooperation with the outer ring of the first overrunning clutch and rotatably matched with the outer ring.

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 of the speed change disc spring is pressed against the driven friction member through a plane bearing, and the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction.

Further, a transmission sleeve is provided in cooperation with the outer ring of the first overrunning clutch, and the transmission sleeve is used for inputting power in cooperation with the motor rotor, and extends axially to form a journal that is rotatably supported on the box body, and the active friction The driving member, the driven friction member and the speed change disc spring are all located in the cavity between the transmission sleeve and the main shaft.

Further, the inner ring of the second overrunning clutch and the reverse gear power input member both transmit power to the second axial cam pair through the third axial cam pair to transmit the power to the driven friction member, and the third axial cam pair is transmitted by The end face cam of the second cam shaft sleeve which is rotatably fitted on the main shaft is formed in cooperation with the end face cam of the end face of the cam shaft sleeve facing away from the driven friction piece.

Further, the inner ring of the second overrunning clutch extends to the outer end of the shaft to form a shaft sleeve that is driven and fitted over the main shaft. When in use, the shaft sleeve is rotatably supported on the transmission case, and the other end is driven and matched with the second cam shaft sleeve;

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 to the transmission sleeve. When in use, the power output end of the main shaft passes through and is rotatably supported on the transmission case.

Further, in use, the outer circle of the shaft sleeve of the second overrunning clutch is supported on the transmission case by the first rolling bearing; the second camshaft sleeve is supported on the transmission case by the second rolling bearing, and the second rolling bearing It is located between the reverse driven gear and the intermediate driving gear. The intermediate driving gear extends axially to form a journal, and the journal is also supported on the box through a fifth rolling bearing. The intermediate driving gear and the second rolling bearing The inner circle of the transmission sleeve is supported on the main shaft by the rotation of the fourth rolling bearing; the power output shaft is integrally formed with a transmission wheel, and the planet carrier is in the circumferential direction with the transmission wheel. In a fixed connection, the drive wheel disc is axially recessed to form a shaft seat, and the main shaft is coaxially driven and fitted through the sun gear and supported on the shaft seat by rotation.

The beneficial effects of the present invention are: the mechanical double overrunning clutch self-adaptive automatic transmission main shaft assembly output by the planetary 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 according to the driving resistance 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. Shifting and shifting; it can be used in mountainous areas, hills and heavy load conditions, so that the motor load changes smoothly, the motor vehicle runs smoothly, and the safety is improved;

Using the reasonable cooperation of the two overrunning clutches, the reverse gear structure and the low-speed gear mechanism are reasonably set to the transmission ratio, so that the overall structure is simple and compact. The overall performance of the invented mechanical self-adaptive automatic transmission has strong adaptability, 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. In the field of mechanical transmission; the use of planetary deceleration output can improve the output torque, and high-speed motor can be used as the power source to improve the overall efficiency, not only suitable for the field of electric vehicles, but also suitable for other variable torque mechanical transmission fields.

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;

Figure 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 shift structure, and FIG. 3 is a cross-sectional view of an electromagnetic shift structure, as shown in the figure: the mechanical double overrunning clutch self-adaptive automatic output of the planetary system of the present invention A speed change main shaft assembly, including a case 20, a planetary gear train, a main shaft 1 and a speed change system on the main shaft 1, the speed change system including a low-speed power input member, a reverse gear power input 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 member and the driven friction member form a friction transmission pair in the way that the friction surfaces cooperate with each other. As shown in Figure 1, the active friction member 18 and the driven friction member 2 are respectively the inner cone sleeve of the toroid body and the axial direction of the toroid body. The outer cone sleeve, the axial inner cone sleeve of the annular body is provided with an axial inner cone surface and is sleeved on the axial outer cone sleeve of the annular body, and the axial outer cone sleeve of the annular body is provided with the axial inner cone sleeve of the annular body. The axially outer conical surface that matches with the axially inner conical surface of each other forms frictional engagement, transmission or separation through the cooperating conical surfaces, which will not be repeated here;

Of course, the friction transmission pair can also adopt the friction plate structure as shown in Figure 4 and Figure 5, the active friction member 18' and the inner ring of the first overrunning clutch are integrally formed or cooperated in transmission, and the active friction member 18' is provided with active friction The plate group 18a', the driven friction piece is provided with a driven friction plate group that cooperates with the active friction plate 18a', and the matching structure is similar to the existing friction plate clutch, but the friction plate of this structure is detachable. The overall structure needs to be disassembled to ensure the axial dimension;

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 driven friction piece is driven and matched with the main shaft 1 through the first axial cam pair, and the first axial cam pair transmits the power through the main shaft. 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 first axial cam pair 27 is an axial cam (including an end face cam or a helical cam) that cooperates with each other, and the driven friction piece rotates , the first axial cam pair 27 generates two components in the axial direction and the circumferential direction, wherein the circumferential direction component force outputs power, and the axial component force acts on the driven friction member and is applied to the variable speed elastic element, that is, the first The rotation direction of the axial cam pair is related to the rotation direction of the power output. According to the above description, those skilled in the art can know which rotation direction of the first axial cam pair 27 can be applied on the premise of knowing the power output direction. The axial component force of the direction will not be repeated here; as shown in the figure, since the driven friction member 2 is driven and fitted on the main shaft 1 through the first axial cam pair 27, the first axial cam pair 27 is The screw cam is not repeated here; the driving power is input to a first overrunning clutch to input the power to the active friction member; the main shaft outputs the power through the planetary gear train, which can be realized through a reasonable mechanical layout. This will not be repeated here.

The low-speed gear power input member is a second overrunning clutch 6 provided on the main shaft, and the second overrunning clutch 6 is used to transmit the low-speed gear power to the driven friction piece 2 and from the driven friction piece 2 to the main shaft 1;

The reverse gear power input member can transmit the reverse gear power to the driven friction member and output the reverse gear power by the main shaft;

The reverse gear power input member inputs the power through the transmission ratio I and outputs the power to the driven friction member, and the low-speed gear power input member inputs the low-speed gear power through the transmission ratio II, and outputs the power to the driven friction member, Transmission ratio I is greater than or equal to transmission ratio II;

As shown in the figure, when the present invention is applied to a transmission, the transmission further includes a secondary shaft 12, and the driving power is also input to the secondary shaft 12 through the planetary gear train;

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

The reverse gear power input member is a component of the reverse gear mechanism, and the reverse gear mechanism is set in a way that can transmit the reverse gear power to the driven friction member 2 or disconnect the reverse gear power; generally, it is set with a gear shifting structure, and the reverse gear can be disconnected. The transmission between the mechanism and the driven friction piece can also be disconnected from the transmission with the auxiliary shaft 12, all of which can achieve the purpose of the invention;

The reverse gear 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, and the transmission ratio I 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 (the rotation direction is the same as the reverse gear) rotates slower than the outer ring 6b (both low-speed gear and reverse gear are powered by the countershaft input power ) to form overtaking, and the reverse gear mechanism is smoothly transmitted, otherwise it will be locked.

The planetary gear train includes an outer ring gear 31 , a planetary gear 30 , a planet carrier 32 and a sun gear 29 , and the outer ring gear is fixed to the casing 20 .

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

In this embodiment, the second overrunning clutch 6 and the reverse gear power input member both transmit power to the driven friction member 2 through the second axial cam pair 26. As shown in the figure, due to the low gear transmission mechanism and the reverse gear mechanism The transmission directions are different, therefore, the second axial cam pair is preferably a bidirectional output cam structure.

In this embodiment, the main shaft 1 inputs the power to the sun gear 29 and outputs it from the planet carrier 32 ; the second axial cam pair 26 is composed of the cam shaft sleeve 16 with the end cam and the driven friction member 2 with the power. The end face cams are formed by matching, the cam shaft sleeve 16 is rotatably fitted on the main shaft 1, the driven friction member 2 is driven and fitted on the main shaft 1 through the first axial cam pair 27; the inner ring of the first overrunning clutch 4 4a rotates and fits over the camshaft sleeve 22 and extends at the end to form an extension section that drives and cooperates with the active friction member 18, and the input member (transmission sleeve 3) of the driving power is driven and matched with the outer ring 4b of the first overrunning clutch 4 and outputs the power at the same time. It is used to form reverse gear power or low-speed gear power, that is, the driving power is divided into two paths, that is, one path is transmitted to the outer ring 4b to be transmitted to the active friction member, and the other path is transmitted to form low-speed gear power or reverse gear power. Or it means that the reverse gear power and the low gear power can be switched with each other, instead of transmitting power at the same time; as shown in the figure, when in use, the transmission sleeve 3 and the outer ring 4b of the first overrunning clutch 4 transmit and cooperate and input the power to the auxiliary gear at the same time. The shaft 12, the entire structural arrangement makes the present invention compact.

As shown in the figure, when in use, the transmission sleeve 3 is used to cooperate (or integrally form) with the rotor of the motor and to cooperate with the outer ring of the first overrunning clutch. The inner ring 4a of the first overrunning clutch 4 is connected to the active friction The driving power is also input to the secondary shaft 12 through the outer ring of the first overrunning clutch, that is, the driving power is input in two ways, and any existing mechanical transmission structure can be adopted for the input of the secondary shaft 12, such as gears, Chain, or even direct drive, etc., will not be repeated here.

The inner ring 4a of the first overrunning clutch 4 is rotatably fitted over the camshaft sleeve, and the end extends to form an extension section for transmission and cooperation with the active friction member 18. As shown in the figure, the inner ring 4a of the first overrunning clutch 4 is provided with a middle The transition sleeve, the intermediate transition sleeve is sheathed on the extension section through splines (with interference) to form a rigid transmission to input the power into the active friction member 18; the driving power is input to the outer ring 4b of the first overrunning clutch 4 and passes through the outer ring of the first overrunning clutch. The ring inputs the power to the secondary shaft 12 at the same time;

The sun gear 29 is in coaxial transmission with the main shaft 1, and is in coaxial transmission with the planet carrier 32, and is provided with a power output shaft 34. The power output shaft 34 is coaxial with the main shaft 1; as shown in the figure, the power output shaft 34 is integrally formed with a transmission wheel 36, the planet carrier 32 is fixedly connected with the transmission wheel 36 in the circumferential direction, and the transmission wheel 36 is axially recessed to form a shaft seat (a shaft seat coaxial with the main shaft is formed for Rotating and supporting the main shaft), the main shaft 1 is coaxially driven through the sun gear 29 and supported on the shaft seat by rotation, so that the main shaft and the power take-off shaft form a mutually supporting whole, with better integrity transmission; as shown in the figure As shown, the power output shaft 34 is rotatably supported on the transmission case 22 through the seventh bearing 35 , and the main shaft is rotatably supported on the transmission case 22 through the third bearing.

When this embodiment is used, 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. A low-speed driven gear is formed, and the low-speed driving gear 7 is arranged on the countershaft 12 in a driving manner; the reverse gear 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.

When this embodiment is used, the reverse gear driving gear 9 is arranged on the countershaft 12 in a way that the electromagnetic shifting mechanism 10 can be engaged or disengaged. When the shifting 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.

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 device is 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 shift axis, and the shift shaft drives the shift fork to swing around the axis and complete the 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 swing around a center line. The axis coincides with the center line and is connected to the active swing arm 104, which drives the active swing arm to swing around the axis of the shifting shaft and drives the shifting shaft to rotate around the axis. The shifting shaft 105 drives the shifting fork 106 to rotate around the axis. The axis swings and drives the clutch (synchronizer) 17 to complete the gear shift. The clutch (synchronizer) gear shift belongs to the prior art and will not be repeated here; The electromagnetic shifter 102) can be of an opposite structure, and the active swing arm is driven by reciprocating swinging from both sides, which can also achieve the purpose of the invention, which will not be repeated here; After the reciprocating push rod is pushed out and pushes the active swing arm to swing, it returns to the original position immediately. The return position generally adopts a return spring structure, which will not be repeated here.

The electromagnetic shifting mechanism is also provided with a positioning mechanism 103, the positioning mechanism 103 includes a positioning pin 103b with a pre-tightening force and a positioning pin 103b provided on the active swing arm or on the positioning member 107 connected with the active swing arm in a follow-up manner. The positioning base 103c of the transmission case, the positioning base 103c is provided with a positioning recess that can be matched with the positioning pin 103b and the position is engaged with or disengaged from the reverse gear mechanism; as shown in the figure, in this embodiment, the positioning The 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 positioning spring 103d for exerting a pre-tightening force to the positioning pin 103b outward and for positioning and matching with the positioning pit. ; During the swinging process, the positioning pin slides on the surface of the positioning base. When sliding to the positioning pit, the positioning pin enters the pit under the action of the pre-tightening force to form the positioning. Of course, the pit is a smooth structure and is positioned under a certain thrust. The pinball 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. The sensing component generally adopts a Hall element and corresponds to the Hall element. of magnets.

In this embodiment, the speed change elastic element is a speed change disc spring 19 , the speed change disc spring 19 is outer on the main shaft 1 and one end is pressed against the driven friction member 2 through a plane bearing 28 , and the plane bearing 28 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, strong bearing capacity, and can reduce the axial installation size.

A transmission sleeve 3 is provided in cooperation with the outer ring of the first overrunning clutch. When in use, the transmission sleeve 3 is used for transmission and cooperation with the motor rotor or directly integrated with the motor rotor to input power, and the axial extension is formed. The journal is rotatably supported on the box body through the sixth rolling bearing 24, the active friction member 18, the driven friction member 2 and the speed change disc spring 19 are all located in the cavity between the transmission sleeve and the main shaft; the structure is compact and the integration is strong , which is convenient for the arrangement of the electric vehicle; and through the support and cooperation of the transmission sleeve 3, the overall structure of the transmission is made more rigid.

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 is fixedly connected with a necked 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 the formation of transmission and has a certain supporting effect; the auxiliary shaft 12 is set in a transmission fit There is an intermediate driven gear 14 matched with the intermediate driving gear 15;

In this embodiment, the second overrunning clutch 6 and the reverse gear mechanism both transmit power to the second axial cam pair 26 through the third axial cam pair 26 ′ to transmit the power to the driven friction member 2 , and the third shaft The facing cam pair 26' is formed by the end face cam of the second cam shaft sleeve 25 which is rotatably fitted on the main shaft and the end face cam of the end face of the cam shaft sleeve 16 facing away from the driven friction piece 2; is the distal end compared with the driven friction piece 2, as shown in the left end of the figure;

An intermediate driving gear 15 is provided with the outer ring 4b of the first overrunning clutch 4 in driving cooperation and is rotatably fitted on the camshaft sleeve or the second camshaft sleeve. As shown in the figure, the intermediate driving gear 15 passes through the needle roller bearing 5 The second camshaft sleeve 25 is provided in a rotational fit; the secondary shaft 12 is provided with an intermediate driven gear 14 in a transmission fit with the intermediate driving gear 5;

The inner ring 6b of the second overrunning clutch 6 extends to the outer end of the axial direction to form a shaft sleeve that is driven and fitted over the main shaft 1, and refers to the outside of the transmission (the left end in the figure), and the shaft sleeve is rotatably supported on the transmission case. body, and the other end (right end) is in driving cooperation with the second camshaft sleeve 25;

An axial end of the outer ring 4b of the first overrunning clutch 4 is in driving cooperation with the intermediate driving gear 5, and the other end is fixedly connected to the transmission sleeve 3 (transmission). body 20.

In the present embodiment, the outer circumference of the shaft sleeve of the inner ring 6b of the second overrunning clutch 6 is supported by the first rolling bearing 22 in a rotatable fit on the transmission case 20 ; The transmission case 20, the second rolling bearing 21 is located between the reverse driven gear 8 and the intermediate driving gear 5, the intermediate driving gear 5 axially extends to form a journal, and the journal also rotates through the fifth rolling bearing 11 It is supported by the box body 20, the intermediate driving gear 5 and the second rolling bearing 21 are rotatably matched with the first plane bearing 13 (plane rolling bearing); the inner circle of the transmission sleeve 3 is supported on the main shaft through the fourth rolling bearing 23. 1.

The power output end of the main shaft 1 passes through and is rotatably supported on the transmission case 20 through the third rolling bearing 33 , and the power output shaft 34 is rotatably supported on the transmission case through the seventh rolling bearing 35 and is separated from the main shaft on the planetary gear train. The two sides are coaxially arranged, and the transmission sleeve is rotatably supported on the main shaft 1 through the fourth rolling bearing 23; as shown in the figure, each rolling bearing is supported on the supporting rib or end cover formed on the box body, which will not be repeated here. ; The formed support ribs also have a strengthening effect on the box itself.

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 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 → active friction member 18 → driven friction member 2 → first axial cam pair → main shaft 1 → planetary gear train → power output shaft → output power;

At this time, the second overrunning clutch overruns, and the resistance transmission route: planetary gear train → main shaft 1 → first axial cam pair → driven friction member 2 → speed change disc spring; the driven friction member 2 is subjected to the shaft through the first axial cam pair. When the driving resistance increases to a certain level, the axial force overcomes the speed change disc spring, so that the active friction member 18 and the driven friction member 2 are separated, 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 26'→from Dynamic friction member 2 → first axial cam pair 26 → driven friction member 2 → axial cam pair 27 → main shaft → planetary gear train → power output shaft → output power;.

The low-speed power transmission route also goes through the following routes: the first axial cam pair 26 → the driven friction piece 2 → the compression speed change disc spring, to prevent the reciprocating compression of the compression speed change disc spring during the low speed transmission process, thereby preventing the low speed transmission. The friction member 18 is in contact with the driven friction member 2 .

It can be seen from the above transmission route that during the operation of the present invention, the active friction member 18 and the driven friction member 8 closely fit under the action of the speed change disc spring, forming an automatic speed change mechanism that maintains a certain pressure. At this time, the power drives the active friction member 18, the driven friction member 2, and the main shaft 1, so that the main shaft 1 outputs power through the planetary gear train; at this time, the second overrunning clutch in a state of transcendence.

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 first axial cam pair, the driven friction piece 2 compresses the speed change disc spring; the driven friction piece 2 and the active friction piece 18 Separation, synchronization, engagement of the second overrunning clutch, 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 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. Under the push, the driven friction piece 2 and the active friction piece 18 are restored to tightness. Fitting state, the low-speed 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→outer ring 4b of first overrunning clutch 4→counter shaft 12→reverse drive gear→reverse driven gear→second axial cam pair 26'→first axial cam pair 26→driven friction member 2→shaft The reverse gear power is output to the cam pair 27 → the main shaft 1 → the planetary gear train → the power take-off shaft 34 .

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. A mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly for planetary system output is characterized in that: the speed change system comprises a main shaft, a planetary gear train and a speed change system on the main shaft, wherein the speed change system comprises a low-speed power input part, a reverse power input part and a self-adaptive speed change component;

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

the driving friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are mutually matched, a speed-changing elastic element applies pretightening force for enabling the driven friction piece and the driving friction piece to be in fit transmission, the driven friction piece is in transmission fit with the main shaft through a first axial cam pair, and when the first axial cam pair outputs power through the main shaft, the first axial cam pair applies axial component force opposite to the pretightening force of the speed-changing elastic element to the driven friction piece; driving power is input to a first overrunning clutch so as to input power to the active friction piece; the main shaft outputs power through a planetary gear train;

the low-speed power input part is a second overrunning clutch arranged on the main shaft, and the second overrunning clutch is used for transmitting low-speed power to the driven friction part and transmitting the low-speed power to the main shaft through the driven friction part;

the reverse gear power input piece can transmit reverse gear power to the driven friction piece and output the reverse gear power by the main shaft;

the reverse gear power input part inputs power through a transmission ratio I and outputs the power to the driven friction piece, the low-speed gear power input part inputs low-speed gear power through a transmission ratio II and outputs the power to the driven friction piece, and the transmission ratio I is larger than or equal to the transmission ratio II;

the planetary gear train comprises an outer gear ring, a planetary gear, a planet carrier and a sun gear, and when the planetary gear train is used, the outer gear ring is fixed on the transmission box body.

2. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 1, wherein: and the second overrunning clutch and the reverse gear power input part transmit power to the driven friction piece through the second axial cam pair.

3. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 2, wherein: the main shaft inputs power to the sun gear and outputs the power by the planet carrier; the second axial cam pair is formed by matching a cam shaft sleeve with an end face cam and the end face cam arranged on the driven friction piece, the cam shaft sleeve is sleeved on the main shaft in a rotating matching mode, and the driven friction piece is sleeved on the main shaft through the first axial cam pair in a transmission matching mode;

the inner ring of the first overrunning clutch is rotationally matched with the cam shaft sleeve in a sleeved mode and is in transmission fit with the driving friction piece; the driving power is input into the outer ring of the first overrunning clutch and is output simultaneously through the outer ring of the first overrunning clutch to form reverse gear power or low-speed gear power;

the sun gear is in coaxial transmission fit with the main shaft, and a power output shaft is arranged in transmission fit with the planet carrier and is coaxial with the main shaft.

4. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 3, wherein: the outer ring of the second overrunning clutch is arranged in a transmission matching mode or directly forms a low-speed driven gear for receiving low-speed power; the reverse gear power input part is a reverse gear driven gear which is used for inputting reverse gear power and can be jointed or separated, and the reverse gear driven gear and the inner ring of the second overrunning clutch are in transmission fit with the cam shaft sleeve and are arranged on the main shaft in a rotating fit manner; the transmission ratio I is larger than the transmission ratio II.

5. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 4, wherein: and the middle driving gear is in transmission fit with the outer ring of the first overrunning clutch and is sleeved outside the cam shaft sleeve or the second cam shaft sleeve in a rotating fit manner, and the middle driving gear is used for outputting low-speed power or reverse power.

6. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 5, wherein: the speed change elastic element is a speed change disc spring, the speed change disc spring is sleeved outside the main shaft, one end of the speed change disc spring abuts against the driven friction piece through a plane bearing, and the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction.

7. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 6, wherein: and a transmission sleeve is arranged in transmission fit with an outer ring of the first overrunning clutch, is used for inputting power in transmission fit with the motor rotor, axially extends to form a shaft neck in rotation fit with the box body, and is supported in the box body, and the driving friction piece, the driven friction piece and the speed change disc spring are all positioned in a cavity between the transmission sleeve and the main shaft.

8. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 3, wherein: the inner ring of the second overrunning clutch and the reverse gear power input part transmit power to the second axial cam pair through a third axial cam pair so as to transmit the power to the driven friction part, and the third axial cam pair is formed by matching an end face cam of a second cam shaft sleeve which is rotationally matched and sleeved outside the main shaft with an end face cam of one end of the cam shaft sleeve, which is back to the driven friction part.

9. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 2, wherein: the inner ring of the second overrunning clutch extends towards the axial outer end to form a shaft sleeve which is sleeved outside the main shaft in a transmission fit manner, when the second overrunning clutch is used, the shaft sleeve is supported on the transmission box body in a rotation fit manner, and the other end of the shaft sleeve is in transmission fit with the second cam shaft sleeve;

the axial one end of outer lane of first freewheel clutch is with middle driving gear transmission cooperation, other end fixed connection in transmission cover, and during the use, the power take off end of main shaft passes and the normal running fit supports in the derailleur box.

10. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 7, wherein: when the transmission is used, the outer circle of the shaft sleeve of the second overrunning clutch is supported on the transmission box body in a rotating fit mode through the first rolling bearing; the second cam shaft sleeve is supported on a transmission box body in a rotating fit mode through a second rolling bearing, the second rolling bearing is located between the reverse gear driven gear and the middle driving gear, the middle driving gear axially extends to form a shaft neck, the shaft neck is further supported on the box body in a rotating fit mode through a fifth rolling bearing, and the middle driving gear is in rotating fit with the second rolling bearing through a first plane bearing; the inner circle of the transmission sleeve is supported on the main shaft in a rotating fit manner through a fourth rolling bearing; the power output shaft is integrally formed with a transmission wheel disc, the planet carrier is fixedly connected with the transmission wheel disc in the circumferential direction, the transmission wheel disc is axially sunken to form a shaft seat, and a main shaft coaxially penetrates through the sun gear in a transmission fit mode and is supported on the shaft seat in a rotating fit mode.

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