CN110030332B - Output self-adaptive automatic transmission with double overrunning clutch shaft sleeves - Google Patents

Abstract

The invention discloses a double-overrunning clutch shaft sleeve output self-adaptive automatic transmission which comprises a speed change system and a power output shaft sleeve, wherein the power output shaft sleeve is sleeved outside a main shaft in a rotating fit mode, and 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, and the transmission ratio I is larger than or equal to the transmission ratio II; the reverse gear mechanism and the low-speed gear mechanism are reasonably matched by utilizing the two overrunning clutches, the transmission ratio is reasonably set between the reverse gear mechanism and the low-speed gear mechanism, so that the overall structure is simple and compact, interference is avoided, the overall performance of the reverse gear mechanism is ensured, the transmission stability is ensured, the shaft sleeve is utilized to output power, the shaft sleeve is adopted to output power, an output part can be selected according to requirements, and the reverse gear mechanism is not only suitable for the field of electric vehicles, but also suitable for the field of other variable torque mechanical transmission; meanwhile, the shaft sleeve output can also ensure that the output torque is larger.

Description

Dual Overrunning Clutch Sleeve Output Adaptive Automatic Transmission

technical field

The invention relates to a motor vehicle transmission, in particular to a double overrunning clutch sleeve output adaptive automatic transmission.

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 an adaptive automatic transmission with double overrunning clutch sleeve output, adding a reverse gear transmission mechanism with strong adaptability, and the device can not only adapt to changes in driving resistance without cutting off the driving force. It can automatically perform shifting and shifting, and can solve the problem of forward and reverse driving on high-efficiency roads under complex conditions under two-way driving conditions. The setting is simple and compact, and it cooperates with the cam adaptive automatic transmission mechanism smoothly and naturally. The manufacturing cost ensures the stability of the transmission.

The double overrunning clutch sleeve output self-adaptive automatic transmission of the present invention,

It includes a main shaft, a speed change system on the main shaft, and a power output shaft sleeve that is rotatably fitted on the main shaft, and the speed change system includes a low-speed gear transmission mechanism, a reverse gear transmission mechanism and an adaptive transmission assembly;

The adaptive transmission assembly includes active friction parts, driven friction parts and transmission elastic elements;

The active friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces cooperate with each other;

The driven friction piece is arranged on the main shaft in a manner that can be axially slidable and transmitted in the circumferential direction, 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 transmits the power through the axial cam pair. output to the power output sleeve, when the axial cam pair outputs the power, it exerts an axial component force opposite to the pre-tightening force of the shifting elastic element on the driven friction member; the driving power is input to the Active friction parts;

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 and is transmitted from the main shaft to the driven friction member;

The reverse gear transmission mechanism can transmit the reverse gear power to the main shaft and the main shaft to the driven friction member 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. than II.

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 member, the cam shaft sleeve is rotatably fitted over the main shaft, and the power output shaft sleeve and the cam shaft sleeve are fitted together. The transmission is fitted or integrally formed and provided with a power output member for outputting the power.

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

Further, 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. It 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 shifting mechanism is also provided with a positioning mechanism, The positioning mechanism includes a positioning pin with a pre-tightening force that is arranged at the power end of the active swing arm and a positioning base that is arranged on the box body. The positioning base is provided with a positioning pit corresponding to the positioning pin; The gear mechanism is also provided with a position sensing assembly 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; the pre-tightening force adjustment component includes an adjusting ring and an adjusting nut, the adjusting nut is threadedly arranged on the main shaft, the adjusting ring is axially slidable and is sleeved on the main shaft, and the two ends respectively abut the adjusting nut and the adjusting nut. For the speed change disc spring, the adjusting nut is also provided with a locking assembly for axially locking the adjusting nut.

Further, the cam shaft sleeve and the power output shaft sleeve are driven and matched by a second axial cam pair;

An intermediate driving gear is provided with the outer ring of the first overrunning clutch and is rotatably fitted on the cam shaft sleeve or the power output shaft sleeve.

Further, the power output member is a power output gear integrally formed with the power output shaft sleeve, and the outer circumference of the power output shaft sleeve is provided with a first radial bearing for rotating and supporting the transmission case body close to the power output gear; The first end of the intermediate driving gear is in driving cooperation with the outer ring of the first overrunning clutch, and the second end forms a left journal, and the outer circle of the left journal is provided with a second radial bearing for rotating and supporting the transmission case; the 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. A radial bearing and a fourth radial bearing; the reverse gear driven gear drive is fitted on 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 is located in the reverse gear from The right side of the moving gear; the outer circumference of the main shaft is provided with a fifth radial bearing that is rotatably matched and supported on the inner circle of the rotor of the driving motor.

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 radial bearing through the second plane bearing; the left side of the power output gear and the inner extending shaft section of the inner ring of the second overrunning clutch are provided with a third plane bearing.

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 secondary shaft through the outer ring of the first overrunning clutch; a transmission sleeve is fixedly connected to the outer ring of the first overrunning clutch, and the transmission sleeve is tightly fitted to the right journal formed by the first end of the intermediate driving gear and forms a transmission Cooperate.

The beneficial effects of the present invention are: the dual overrunning clutch bushing output adaptive automatic transmission of the present invention has all the advantages of the existing cam adaptive automatic transmission device, such as the ability to 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 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 can be achieved. Used in mountainous areas, hills and heavy load conditions, 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 the manufacturing cost, and ensures the stability of the transmission; the shaft sleeve is used to output power, and the output part can be selected according to needs, It is not only suitable for the field of electric vehicles, but also 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;

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

Fig. 3 sectional view of electromagnetic shift structure;

4 is a schematic diagram of the structure of the friction plate used in the present invention;

FIG. 5 is an enlarged view of the structure of the clutch 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 an electromagnetic shift structure, and FIG. 3 is a cross-sectional view of the electromagnetic shift structure, as shown in the figure: the dual overrunning clutch sleeve output adaptive automatic transmission of the present invention includes The main shaft 1, the speed change system on the main shaft 1 and the power output shaft sleeve which is sleeved on the main shaft in a rotating fit, and the speed change system includes a low-speed gear transmission mechanism, a reverse gear transmission mechanism and an adaptive transmission assembly;

The adaptive speed change assembly includes an active friction piece, a driven friction piece and a variable speed elastic element; the active friction piece and the driven friction piece form a friction transmission pair in a manner that friction surfaces cooperate with each other;

In this embodiment, the active friction piece is the annular body axially inner tapered sleeve 18, and the driven friction piece is the annular body axially outer tapered sleeve 2;

The axial inner cone sleeve 18 of the annular body and the axial outer cone sleeve 2 of the annular body form a friction transmission pair in a way that the friction surfaces cooperate with each other. As shown in the figure, the axially inner tapered sleeve 18 of the annular body is provided with an axial inner tapered surface and is sleeved on the axially outer tapered sleeve 2 of the annular body, and the axially outer tapered sleeve 2 of the annular body is provided with The axially outer conical surface matched with the axially inner conical surface of the axially inner conical sleeve 18 of the annular body forms frictional engagement and transmission or separation through the cooperating conical surfaces, which will not be repeated here; The sleeve 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. The axially outer tapered sleeve of the annular body and the main shaft are axially slidable through the chute and the balls. Circumferential transmission matching; the chute can also be a spiral 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 compress the transmission elastic element 19 when the power is transmitted at a large torque to ensure the transmission. Stable; of course, it is also possible to directly form splines or threaded pairs (without balls), which can also achieve the purpose;

Of course, the friction transmission pair can also adopt the friction plate structure shown in FIG. 4 and FIG. 5 . As shown in FIG. 4 , the active friction member 18 ′ is integrally formed or matched with the inner ring of the first overrunning clutch, 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', and the driven friction piece 2' is provided with a driven friction plate group 2a' that cooperates with the active friction plate 18a', and the matching structure is similar to the existing friction plate clutch, but this The structural friction plate is detachable, which can be increased or decreased according to the needs of the overall structure to ensure the axial size;

The speed change elastic element 19 applies a pre-tightening force to make the axially outer tapered sleeve of the annular body fit with the axially inner tapered sleeve of the annular body for transmission, and the axially outer tapered sleeve of the annular body outputs the power to the power through the axial cam pair The output shaft sleeve 30, when the axial cam pair outputs the power, exerts an axial component force opposite to the pre-tightening force of the variable speed elastic element on the axial outer cone sleeve of the annular body; the axial cam pair is the cooperating axial direction Cams (including end cams or helical cams), when the annular body rotates on the outer cone sleeve, the axial cam pair generates two components in the axial and circumferential directions, of which the circumferential component outputs power, and the axial component acts on the cam. The annular body is axially outer tapered and applied to the variable speed elastic element, that is to say, 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 the power output direction on the premise , it is possible to know which direction of rotation of the axial cam pair can apply which direction of the axial component force, which will not be repeated here; The taper sleeve 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 transmits it to the outer tapered sleeve of the annular body. The ring body is driven by the outer taper sleeve;

The reverse gear transmission mechanism can transmit the reverse gear power to the main shaft and from the main shaft to the axial outer tapered sleeve of the annular body or disconnect the reverse gear power; generally, the gear shifting structure is used to set up, and the reverse gear transmission mechanism can be disconnected. The transmission with the main shaft 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 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 is smoothly transmitted, 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.

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 to the annular body The axial inner cone sleeve is connected by transmission; the drive transition sleeve also inputs power to the secondary shaft through the outer ring of the first overrunning clutch.

In this embodiment, the axial cam pair is formed by the cooperation of a cam shaft sleeve 22 with an end face cam and an end face cam carried by the axial outer tapered sleeve 2 of the annular body, and the cam shaft sleeve 22 is rotatably fitted over the main shaft , the annular body axially engages with the outer tapered sleeve 2 and is axially slidable outside the main shaft 1; Output member 11; as shown in the figure, the inner ring 4a of the first overrunning clutch 4 rotates and fits over the camshaft sleeve 22, and the camshaft sleeve 22 is equipped with a power output member 11 for outputting power. The output power output member 11 is a power output gear, which can be output to a differential or the like.

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 provided on the countershaft 12 in a manner that can be engaged or disengaged by the electromagnetic shifting mechanism 10 , and the electromagnetic shifting mechanism is simultaneously used for switching the forward and reverse rotation of the power source. 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 shift shaft and drives the shift shaft to rotate around the axis. The shift shaft drives the shift fork to swing around the axis and drives the clutch (synchronizer) to complete the gear shift. (Synchronizer) gear shifting belongs to the prior art, and will not be repeated here; the electromagnetic shifter has a structure with a reciprocating push rod. When the power is turned on, the reciprocating push rod pushes out and pushes the active swing arm to swing and immediately returns to the position. The return position generally adopts The return spring structure 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 speed change elastic element 19 is a speed change disc spring, the speed change disc spring is sleeved on the main shaft and has one end against the axial outer tapered sleeve of the annular body, and the other end against the pre-tightening force adjusting component, as shown in FIG. 4 . As shown, the speed change disc spring 19 is sleeved on the main shaft 1 and one end is pressed against the axially outer tapered sleeve 2 of the annular body through a plane bearing 28. The plane bearing 28 is a plane rolling bearing with double rows of small balls along the radial direction. Refers to the use of balls with the same bearing capacity as in the prior art; the use of double-row balls can reduce the parameters of the balls under the condition that the plane bearing carries the same load, with stable rotation, high speed under the same load, and strong bearing capacity. and can reduce the axial installation size; the preload adjustment assembly includes an adjustment ring 20 and an adjustment nut 17, the adjustment nut 17 is threadedly arranged on the main shaft 1, and the adjustment ring 20 is axially slidable. 1 and the two ends respectively abut the adjusting nut 17 and the speed change disc spring, and the adjusting nut is also provided with a locking assembly 21 for axially locking the adjusting nut.

In this embodiment, the cam shaft sleeve 22 and the power output shaft sleeve 30 are driven and matched by the second axial cam pair. As shown in the figure, the cam shaft sleeve 22 is rotatably fitted with the power output shaft sleeve of the main shaft. 30 outputs the power to the power output member 11, the cam shaft sleeve 22 and the power output shaft sleeve 30 cooperate with the second axial cam pair to form a double cam transmission structure, which is conducive to smooth transmission and is conducive to locking during low-speed transmission. Variable speed disc spring to avoid setbacks;

An intermediate driving gear is provided with the outer ring of the first overrunning clutch, and the outer ring of the first overrunning clutch is fixedly connected with the outer ring of the first overrunning clutch, and the transmission sleeve 5 is tightly fitted ( Generally, interference or transition fit is used to cover the right journal formed by the first end of the intermediate driving gear and form a transmission fit. As shown in the figure, one end (right side) of the transmission sleeve 5 is fixedly connected to the outer ring of the overrunning clutch, and the other end ( The left side) forms a transmission fit with the outer spline of the right journal formed at the first end of the intermediate drive 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 power output member 11 is a power output gear integrally formed with the power output shaft sleeve 30 (or is formed into a journal and then matched with the power output shaft sleeve 30 ), and the outer circumference of the power output shaft sleeve 30 is close to The power output gear is provided with a first radial bearing 23 that is rotatably supported on the transmission case; the first end of the intermediate driving gear 15 is in driving engagement with the outer ring 4b of the first overrunning clutch 4, and the second end forms a left journal and The outer circle of the left journal is provided with a second radial bearing 13 that is rotatably supported on the transmission case; the inner ring 6a of the second overrunning clutch 6 extends to the left and right to form an outer extension shaft segment and an inner extension shaft segment respectively , 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 29 and a fourth radial bearing 24 for rotatably supported on the transmission case; the reverse gear driven gear 8 is driven and matched The outer circle of the shaft segment extending from the inner ring 6a of the second overrunning clutch 6 to the inner end is sleeved, and the fourth radial bearing is located on the right side of the reverse driven gear; The fifth radial bearing 25 driving the inner circle of the motor rotor, as shown in the figure, the inner ring of the fifth radial bearing 25 is sleeved on the main shaft through the adjusting ring 20, and the outer ring is supported on the inner circle of the motor rotor; in this structure, The camshaft sleeve and the power take-off sleeve are sleeved on the main shaft to form a transmission and mutual support structure, which can transmit large torque without bending deformation, which can greatly reduce the size of components under the same bearing capacity; (Power transfer input and output) components are provided with corresponding radial bearings respectively, and the radial bearings are supported on the box, so that the main shaft and the transmission sleeve can be set longer, and the torque generated by the support can be reduced. The additional bending moment is transmitted to the box, so that it can transmit a large torque, and can greatly increase the rotational speed under high torque (same component size), and achieve high torque, high rotational speed and lightweight indicators. 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. use.

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 26; Plane bearing 27; in this structure, on the basis of setting radial bearings according to the load bearing of the power input and output nodes, a relatively rotating plane bearing is set between each segment, so that there is no interference between the segments, and the entire main shaft and the The additional torque of the input and output torque of the shaft sleeve is directly transmitted to the box body in the whole length, and has super strong bearing capacity in the radial direction, which provides a structural guarantee for the light weight and high speed of the transmission.

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 → Axial inner cone sleeve 18 of annular body → Axial outer cone sleeve 2 of annular body → Axial cam pair → Cam shaft sleeve 22 (the second axial cam pair cam pair and the second circumferential cam sleeve) → Transmission The shaft power output 11 outputs power;

At this time, the second overrunning clutch is overrun, and the resistance transmission route is: power output member 11 → cam shaft sleeve 22 → axial cam pair → annular body axial outer tapered sleeve 2 → speed change disc spring; power output member 11 passes through the axial cam The pair exerts an axial force on the axial outer cone sleeve 2 of the annular body and compresses the speed change disc spring. When the running resistance increases to a certain level, the axial force overcomes the speed change disc spring, so that the axial inner cone sleeve 18 of the annular body is connected to the speed change disc spring. The annular body is separated from the outer cone sleeve 2, and the power is transmitted through the following route, that is, the low-speed power transmission route:

Power→first overrunning clutch outer ring 4b→counter shaft 12→low gear driving gear→second overrunning clutch outer ring 6b→second overrunning clutch inner ring 6a→spindle 1→ring body shaft outer cone sleeve 2→ Axial cam pair→camshaft sleeve 22→transmission shaft power output member 11 outputs power.

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

It can be seen from the above-mentioned transmission route that when the present invention is running, the axial inner cone sleeve 18 of the annular body and the axial outer cone sleeve 8 of the annular body are closely fitted under the action of the variable speed disc spring, forming an automatic mechanism that maintains a certain pressure. The speed change mechanism, and the pressure required for clutch engagement can be adjusted by increasing the axial thickness of the speed change sleeve to achieve the purpose of transmission. , the camshaft sleeve 22, so that the camshaft sleeve 22 outputs power; at this time, the second overrunning clutch is in an overrunning state.

When the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the camshaft sleeve to rotate a certain angle in the opposite direction. The cone sleeve 2 and the inner cone sleeve 18 of the annular body 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 variable-speed disc spring absorbs the kinetic resistance torque energy, and accumulates potential energy to transmit power for restoring the fast gear.

After the startup is successful, the driving resistance is reduced. When the component force is reduced to less than the pressure generated by the speed change disc spring, the pressure of the speed change disc spring is quickly released due to the compression of the movement resistance. The inner taper sleeve 18 of the axial direction of the ring body returns to a tight fitting state, and the low-speed overrunning clutch is in an overrunning state.

During the driving process, the principle of automatic gear shifting is the same as the above, and the shifting is realized without cutting off the driving force, so that the whole locomotive runs smoothly, is safe and low in consumption, and the transmission route is simplified, and the transmission efficiency is improved.

Reverse transmission line:

Power → first overrunning clutch outer ring 4b → secondary shaft 12 → reverse drive gear → reverse driven gear → main shaft 1 → annular body axial outer cone sleeve 2 → axial cam pair → cam sleeve 22 → transmission shaft The power output 11 outputs reverse 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 sleeve output self-adaptive automatic transmission, it is characterized in that: comprise the speed change system on the main shaft, the main shaft and the power output shaft sleeve that rotates and cooperates with the outer sleeve of the main shaft, and the speed change system comprises a low-speed gear transmission mechanism, an inverted Gear transmission mechanism and adaptive transmission assembly; The adaptive transmission assembly includes active friction parts, driven friction parts and transmission elastic elements; The active friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces cooperate with each other; The driven friction piece is arranged on the main shaft in a manner that can be axially slidable and transmitted in the circumferential direction, 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 transmits the power through the axial cam pair. Output to the power output sleeve, when the axial cam pair outputs the power, it exerts an axial component force opposite to the pre-tightening force of the shifting elastic element on the driven friction member; the driving power is input to the power through a first overrunning clutch. the active friction member; 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 and is transmitted from the main shaft to the driven friction member; The reverse gear transmission mechanism can transmit the reverse gear power to the main shaft and the main shaft to the driven friction member 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. than II. 2 . The dual overrunning clutch sleeve output adaptive automatic transmission according to claim 1 , wherein the axial cam pair is composed of a cam sleeve with an end face cam and a ring body axially outer tapered sleeve with 2 . 2 . The end face cam of the cam is formed in cooperation with the cam shaft sleeve, and the cam shaft sleeve is rotated and fitted to the main shaft. 3 . The dual overrunning clutch sleeve output adaptive automatic transmission according to claim 2 , wherein the low-speed transmission mechanism further comprises a low-speed driven gear and a low-speed driving gear meshed with the low-speed driven gear. 4 . , the inner ring of the second overrunning clutch is equipped with the main shaft, the outer ring is equipped with a transmission or directly forms a low-speed driven gear, and the secondary shaft is equipped with a low-speed driving gear; the reverse 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 arranged on the main shaft in cooperation with the transmission; the transmission ratio I is greater than the transmission ratio II. 4 . The dual overrunning clutch sleeve output adaptive automatic transmission according to claim 3 , wherein the reverse drive gear is arranged on the countershaft in a manner that can be engaged or disengaged by an electromagnetic shifting mechanism, and the electromagnetic shifting The gear mechanism is also used to switch the forward and reverse rotation of the power source. 5 . The dual overrunning clutch bushing output adaptive automatic transmission according to claim 4 , wherein the electromagnetic shift mechanism comprises an electromagnetic shifter, an active swing arm, a shift shaft and a shift fork, so the The electromagnetic shifters are two arranged on both sides of the active swing arm to drive the active swing arm to swing around the axis of the shifting shaft and drive the shifting shaft to rotate around the axis, and the shifting shaft drives the shifting fork. Swing around the axis and complete the gear 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 , the positioning base is provided with a positioning pit corresponding to the positioning pin; the electromagnetic shifting mechanism is also provided with a position sensing component for detecting whether the gear shift is in place. 6 . The double overrunning clutch output adaptive automatic transmission according to claim 1 , wherein the variable speed elastic element is a variable speed disc spring, and the variable speed disc spring is sleeved on the main shaft and has one end against the circular bearing through a plane bearing. 7 . The ring body has an axially outer tapered sleeve, and the other end abuts the pre-tightening force adjustment assembly. The plane bearing is a plane rolling bearing with double rows of small balls along the radial direction; the pre-tightening force adjustment assembly includes an adjustment ring and an adjustment 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. 7. The dual overrunning clutch bushing output adaptive automatic transmission according to claim 3, wherein the cam bushing and the power output bushing are driven and cooperated by a second axial cam pair; An intermediate driving gear is provided with the outer ring of the first overrunning clutch and is rotatably fitted on the cam shaft sleeve or the power output shaft sleeve. 8 . The dual overrunning clutch sleeve output adaptive automatic transmission according to claim 7 , wherein the power output member is a power output gear integrally formed with the power output sleeve, and the outer circle of the power output sleeve A first radial bearing is provided close to the power output gear, which is used for rotating and supporting the transmission case; the first end of the intermediate driving gear is in driving cooperation with the outer ring of the first overrunning clutch, and the second end forms a left journal and the left shaft The outer circle of the neck 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 section and an inner extension shaft section, and the outer extension shaft section The circle and the outer circle of the inner extension shaft section are respectively provided with a third radial bearing and a fourth radial bearing for being rotatably supported on the transmission case body; The shaft segment extending from the inner end has an outer circle, and the fourth radial bearing is located on the right side of the reverse driven gear; the outer circle of the main shaft is provided with a fifth radial bearing for rotatably supporting the inner circle of the drive motor rotor. 9 . The double overrunning clutch bushing output adaptive automatic transmission according to claim 8 , wherein 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, and the said 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 and the first radial bearing are rotated through the second plane bearing; the left side of the power output gear and the inner ring of the second overrunning clutch The inner extension shaft segment is provided with a third plane bearing. 10 . The dual overrunning clutch sleeve output adaptive automatic transmission according to claim 9 , wherein the driving power is input by a driving transition sleeve, and the driving transition sleeve is drivingly connected to the outer ring of the first overrunning clutch, 11 . The inner ring of the first overrunning clutch is drivingly connected with the active friction piece; the driving transition sleeve also inputs power to the secondary shaft through the outer ring of the first overrunning clutch; a transmission sleeve is fixedly connected with the outer ring of the first overrunning clutch, The transmission sleeve is tightly fitted to the right journal formed at the first end of the intermediate driving gear and forms a transmission fit.

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