CN111016643B - Double-helix double-surpassing integrated intelligent self-adaptive electric drive precursor system - Google Patents

Abstract

The invention discloses a double-helix double-overrunning integrated intelligent self-adaptive electric drive precursor system which comprises a motor, a self-adaptive transmission assembly and a precursor power output mechanism, wherein the motor comprises a stator, a rotor and a motor shaft assembly, the motor shaft assembly comprises a motor hollow shaft, a power transmission flange and an outer end mounting flange, the motor hollow shaft is fixed on the inner side of the rotor through the power transmission flange and the outer end mounting flange, and the power transmission flange transmits power to the precursor power output mechanism through a power output speed reduction component and the self-adaptive transmission assembly in sequence. By adopting the technical scheme, the structure is extremely compact, the integration degree is high, not only is the transmission route short, but also the transmission efficiency is high, the arrangement of a power mechanism is facilitated, and the influence on the dynamic balance of the wheel is reduced; through the design of the differential and related components, the power output of the front-drive arrangement can be realized, and the transmission efficiency of the whole transmission axle is high; through the installation of power transmission flange and outer end mounting flange, the whole equilibrium is better.

Description

Double-helix double-transcend integrated intelligent adaptive electric drive front-wheel drive system

technical field

The invention relates to the technical field of electric drive systems, in particular to a double helix double transcendence integrated intelligent self-adaptive electric drive precursor system.

Background technique

With the increasingly stringent environmental regulations, it is a general trend that new energy vehicles represented by pure electric vehicles, motorcycles, and tricycles replace traditional fuel vehicles.

At present, the electric drive systems of cars, motorcycles and tricycles powered by pure electricity are composed of two independent parts, the motor and the reduction box (gearbox or transmission box). Not only the transmission efficiency is not high enough, but also the arrangement of the mechanism is affected.

In addition, due to the limitation of the transmission structure of the existing electric vehicles, during the driving process, the driver is completely controlled by the experience without knowing the driving resistance accurately. The actual driving conditions of the tool do not match, causing the motor to stall. Especially when the vehicle is under low-speed and heavy-load conditions such as starting, climbing, and headwind, the motor often needs to work at low efficiency, low speed, and high torque, which may easily cause accidental damage to the motor, increase maintenance and replacement costs, and also It directly affects the cruising range of the battery. For vehicles with high economic requirements, such as electric logistics vehicles, the traditional variable-speed transmission structure obviously cannot meet the requirements of its use.

SUMMARY OF THE INVENTION

In order to solve the above technical problems, the present invention provides a double-helix double-transcend integrated intelligent self-adaptive electric drive precursor system.

Its technical solutions are as follows:

A dual-helix double-transcend integrated intelligent self-adaptive electric drive front drive system, comprising a motor, an adaptive transmission assembly and a front drive force output mechanism, characterized in that the motor comprises a stator, a rotor and a motor shaft assembly driven by the rotor. The motor shaft assembly includes a motor hollow shaft, a power transmission flange and an outer end mounting flange respectively arranged at both ends of the motor hollow shaft, and the motor hollow shaft is fixed on the motor hollow shaft through the power transmission flange and the outer end mounting flange. Inside the rotor, the adaptive transmission assembly is at least partially disposed in the hollow shaft of the motor, the front drive power output mechanism includes a differential and a power output gear sleeve for transmitting power to the differential, the power The transmission flange sequentially transmits the power to the power output gear sleeve through the power output deceleration assembly and the adaptive transmission assembly, and outputs the power to the outside through the differential.

With the above structure, the structure is extremely compact and the degree of integration is high. The space inside the motor is fully utilized, and all or part of the components of the adaptive transmission assembly can be installed inside the motor. The arrangement of the mechanism reduces the impact on the dynamic balance of the wheels; through the design of the differential and related components, the power output of the front-drive arrangement can be realized, and the transmission efficiency of the entire transmission axle is high; the power transmission flange and the outer end mounting flange are used. The overall balance is better; the use of the adaptive transmission assembly, without cutting off the driving force, adaptively shifts gears automatically with the change of driving resistance, so that the motor is always on the high-efficiency platform as much as possible, which greatly increases the The high-efficiency operation range of the motor can be used in mountainous areas, hills and heavy loads, so that the motor or engine load changes smoothly, and the pure electric vehicle runs smoothly and has high safety.

Preferably, the hollow shaft of the motor includes a hollow shaft sleeve and a plurality of silicon steel sheets arranged between the hollow shaft sleeve and the rotor, and the hollow shaft sleeve is made of an aluminum alloy material. With the above structure, the hollow shaft sleeve is made of aluminum alloy to achieve lightweight design.

Preferably: the adaptive transmission assembly includes a main shaft, a high-speed gear transmission mechanism and a low-speed gear transmission mechanism;

The high-speed transmission mechanism includes a multi-plate friction clutch and an elastic element group for applying a pre-tightening force to the multi-plate friction clutch, the multi-plate friction clutch and the elastic element group are at least partially located inside the motor, the The motor shaft assembly sequentially transmits the power to the multi-plate friction clutch through the power output deceleration assembly and the first overrunning clutch. A first helical transmission pair is formed between the raceway sleeve and the main shaft, so that the inner helical raceway sleeve can slide axially along the main shaft;

The low-speed gear transmission mechanism includes a second overrunning clutch and a countershaft transmission assembly for decelerating transmission between the motor shaft assembly and the second overrunning clutch, the second overrunning clutch can transmit power to the main shaft through the inner wheel sleeve, the The main shaft is sleeved with a double cam transmission sleeve, the two end faces of the double cam transmission sleeve are respectively matched with the corresponding end faces of the power output gear sleeve and the inner spiral raceway sleeve through the end face cam pair, and form a second spiral with the main shaft. Transmission pair.

When the resistance torque transmitted by the main shaft to the multi-plate friction clutch is less than the preset load limit of the multi-plate friction clutch, the rotor passes through the power output deceleration assembly, the first overrunning clutch, the multi-plate friction clutch, the inner Plate helical raceway sleeves, double cam drive sleeves and power take-off gear sleeves transmit power to the differential. When the resistance torque transmitted by the main shaft to the multi-plate friction clutch is greater than or equal to the preset load limit of the multi-plate friction clutch, the multi-plate friction clutch is disengaged, and the rotor passes through the motor shaft assembly in turn through the power output reduction assembly and the countershaft transmission assembly. , the second overrunning clutch, inner wheel sleeve, main shaft and power take-off gear sleeve to transmit power to the differential.

With the above structure, the multi-disc friction clutch overcomes the defects of the traditional disc friction clutch, greatly improves the wear resistance, high stability and reliability, prolongs the service life, and can transmit high torque power; The cam drive sleeve delays the return of the gear position, and the shifting effect is better; so that the gear shift can be automatically adjusted according to the change of the driving resistance without cutting off the driving force, so that the motor is always on the high-efficiency platform as much as possible. The range of high-efficiency operation of the motor is increased, which can be used in mountainous areas, hills and heavy loads, so that the motor or engine load changes smoothly, the pure electric vehicle runs smoothly, and the safety is high; among them, through the first screw drive pair and the second screw The double-screw transmission of the transmission pair has strong load resistance, so that the main shaft is not easy to break, and is more suitable for high torque power transmission.

Preferably: the multi-disc friction clutch includes a friction plate support member disposed on the inner plate spiral raceway sleeve and a plurality of outer friction plates and inner friction plates alternately arranged between the friction plate support member and the inner plate spiral raceway sleeve Each outer friction plate can slide axially along the friction plate support, and each inner friction plate can slide axially along the inner plate spiral raceway sleeve;

The first overrunning clutch transmits power to the friction plate support, and the elastic element group can apply a pre-tightening force to the inner plate spiral raceway sleeve to compress each outer friction plate and the inner friction plate, and the inner plate spiral A screw transmission pair is formed between the raceway sleeve and the main shaft, so that the inner-piece spiral raceway sleeve can slide axially along the main shaft, thereby compressing the elastic element group to release the outer friction plates and the inner friction plates.

By adopting the above structure, the friction structure in the multi-plate friction clutch is set to a number of alternately arranged outer friction plates and inner friction plates, so that the bearing torque is dispersed on each outer friction plate and inner friction plate, and passes through each outer friction plate and inner friction plate. The friction plate shares the wear and tear, greatly reduces the friction loss, overcomes the defects of the traditional disc friction clutch, thus greatly improves the wear resistance, stability and reliability of the friction clutch, prolongs the service life, and can be used as a high-torque power transmission device. .

Preferably: the inner spiral raceway sleeve includes a friction plate pressing plate in a disc-shaped structure and an output spiral raceway cylinder in a cylindrical structure, the output spiral raceway sleeve is sleeved on the main shaft, and is connected with the main shaft. A first helical transmission pair is formed between the main shafts, and the friction plate pressing plate is fixedly sleeved at one end of the output helical raceway cylinder;

The friction plate support member includes a friction plate support plate in a disc-shaped structure and an outer plate spline sleeve in a cylindrical structure, and the power input mechanism can transmit power to the friction plate support plate. The friction plate support plate Parallel to the friction plate pressing plate, the outer plate spline sleeve is coaxially sleeved on the outside of the output helical raceway cylinder, one end of which is splined with the outer edge of the friction plate supporting plate, and the other end is rotatably supported on the friction plate on the outer edge of the compression disc;

The outer edge of each outer friction plate is matched with the inner wall spline of the outer plate spline sleeve, and the inner edge of each inner friction plate is matched with the outer wall spline of the output spiral raceway cylinder, on the outer wall of the output spiral raceway cylinder. A plurality of inner plate start retaining rings are set, and each inner plate start retaining ring is located on the side of each inner friction plate close to the friction plate support plate;

When the output spiral raceway cylinder moves axially away from the support plate of the friction plate, each inner plate start-up retaining ring can drive the adjacent inner friction plate to move axially away from the support plate of the friction plate, so that each outer friction plate can be moved axially away from the support plate of the friction plate. It is separated from the inner friction plate; when the output spiral raceway cylinder moves axially toward the direction close to the friction plate support plate, the friction plate pressing plate can press the outer friction plate and the inner friction plate.

With the above structure, the end face cam pair transmission is stable and reliable, and is easy to process and manufacture; by setting the inner plate start retaining ring on the inner friction plate installation cylinder, it can actively drive each inner friction plate to separate from the adjacent outer friction plate, relative to the inner friction plate. The existing multi-plate friction clutch not only greatly improves the response speed, but also shortens the corresponding time, so that the number of friction plates can be greatly increased, and the number of friction plates can even be increased indefinitely, so that the friction clutch can be used in high torque scenarios, and can Ensure the complete separation of the inner friction plate and the outer friction plate without sticking. After long-term use, the wear conditions of the inner friction plate and the outer friction plate are basically the same, which greatly reduces the friction loss and overcomes the traditional multi-disc friction clutch. The defects of the friction clutch extend the service life of the friction clutch, thereby greatly improving the wear resistance, stability and reliability of the entire friction clutch device.

As a preference: the distance between the adjacent inner plate start retaining rings is equal, and the distance between adjacent inner plate start retaining rings is greater than the distance between adjacent inner friction plates. When the friction plate pressing plate presses the outer friction plates and the inner friction plates When the inner plate is moved, the distance between each of the inner plate start-up retaining rings and the adjacent inner friction plates is gradually reduced in an arithmetic progression in the direction of approaching the friction plate pressing plate. By adopting the above structure, each inner friction plate and the corresponding outer friction plate can be spread out more orderly and evenly, and the response time is shortened.

Preferably, an annular raceway is provided on the side surface of the friction plate pressing plate close to the elastic element group, and an end bearing is arranged between the elastic element group and the friction plate pressing plate, and the end bearing includes a bearing support plate and a number of bearing balls supported between the bearing support plate and the friction plate pressing plate, and each bearing ball can roll along the annular raceway. With the above structure, the friction plate pressing plate is used as a support plate of the end bearing, which not only saves the manufacturing cost, but also saves the assembly space.

Preferably: the countershaft transmission assembly includes a combination of flower sleeves, a secondary shaft primary drive gear, a secondary shaft, and a secondary secondary driven gear and a secondary secondary driving gear that are fixedly sleeved on the secondary shaft. The secondary shaft primary driving gear is rotatably sleeved on the double cam transmission sleeve and meshes with the secondary secondary driven gear, and the secondary secondary driving gear meshes with the secondary driven gear on the second overrunning clutch, The combination splines are respectively matched with the primary drive gear of the secondary shaft and the splines of the first outer ring of the first overrunning clutch, so that the three can rotate synchronously. By adopting the above structure, the structure is simple, stable and reliable.

Preferably, a reverse driven gear is fixedly sleeved on the inner wheel sleeve, a reverse driven gear meshing with the reverse driven gear is rotatably sleeved on the auxiliary shaft, and a reverse driven gear is sleeved on the auxiliary shaft. The reverse gear coupling sleeve slides along its axial direction, and the reverse gear coupling sleeve can be engaged with the reverse gear driving gear. According to the above structure, it is possible to stably and reliably perform power switching between the front and rear gears.

Preferably: the outer circumference of the auxiliary shaft has a plurality of roller inner arc grooves distributed along the circumferential direction, the inner arc grooves of the rollers have rollers parallel to the axis of the auxiliary shaft, and the holes of the reverse gear coupling sleeve The wall is provided with a plurality of arc grooves on the outside of the rollers that correspond to the arc grooves on the inside of the rollers one-to-one and penetrate axially, so that the reverse gear coupling sleeve can slide axially through the rollers. The inner radius of the groove and the inner radius of the arc groove outside the roller are both larger than the radius of the roller. With the above structure, the reverse gear coupling sleeve and the auxiliary shaft are connected by rollers, so that the reverse gear coupling sleeve can rotate at a certain angle relative to the auxiliary shaft and has a certain degree of freedom, so that the reverse gear coupling sleeve can be more easily connected with the reverse gear driving gear. Combined, it greatly improves the smoothness of shifting, overcomes the problems of sticking, difficulty in shifting, and easy damage when entering reverse gear, and at the same time can withstand super torque.

Compared with the prior art, the beneficial effects of the present invention:

The double-helix double-transcend integrated intelligent adaptive electric drive front-wheel drive system using the above technical solutions has clever design, extremely compact structure and high degree of integration. It makes full use of the space inside the motor and can transfer all or part of the adaptive transmission The components are installed inside the motor, which not only has a short transmission route and high transmission efficiency, but also facilitates the arrangement of the power mechanism and reduces the impact on the dynamic balance of the wheels. The entire transmission axle has high transmission efficiency; through the installation of the power transmission flange and the outer end mounting flange, the overall balance is better; using the adaptive transmission assembly, the self-adaptation is automatically carried out with the change of the driving resistance without cutting off the driving force Shift and speed change, as far as possible to keep the motor on a high-efficiency platform, greatly increasing the range of high-efficiency operation of the motor, which can be used in mountainous areas, hills and heavy-load conditions, so that the motor or engine load changes smoothly and pure electric vehicles run smoothly. , high security.

Description of drawings

Fig. 1 is the structural representation of the present invention;

Fig. 2 is the schematic diagram of high-speed gear transmission mechanism;

Figure 3 is a schematic diagram of the cooperation relationship between the multi-plate friction clutch and the inner-plate spiral raceway sleeve;

Fig. 4 is the structural representation of inner piece spiral raceway sleeve;

Fig. 5 is the structural representation of outer friction plate;

Fig. 6 is the structural representation of inner friction plate;

7 is a schematic structural diagram of a first overrunning clutch;

8 is a schematic diagram of a low-speed gear transmission mechanism;

9 is a cross-sectional view of the second overrunning clutch;

Figure 10 is a schematic diagram of the structure of the cage.

Detailed ways

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

As shown in Fig. 1, Fig. 2 and Fig. 8, a double-helix double-override integrated intelligent adaptive electric drive front-wheel drive system mainly includes a motor, an adaptive transmission assembly and a front drive power output mechanism.

The motor includes a stator 15, a rotor 16 and a motor shaft assembly driven by the rotor 16. The motor shaft assembly includes a motor hollow shaft 17 and a power transmission flange 18 and an outer end mounting flange 19 respectively disposed at both ends of the motor hollow shaft 17, The motor hollow shaft 17 is fixed on the inner side of the rotor 16 through the power transmission flange 18 and the outer end mounting flange 19 , that is, the rotor 16 drives the motor hollow shaft 17 to rotate synchronously through the power transmission flange 18 and the outer end mounting flange 19 . Wherein, the power transmission flange 18 transmits power to the high-speed gear transmission mechanism and the low-speed gear transmission mechanism through the power output deceleration assembly. The steel sheet 17b and the hollow shaft sleeve 17a are made of aluminum alloy, which not only meets the requirements of lightweight design, but also can be well shielded.

Referring to Figure 1, Figure 2 and Figure 8, the adaptive transmission assembly includes a main shaft 1, a high-speed gear transmission mechanism and a low-speed gear transmission mechanism.

1 and 2, the high-speed gear transmission mechanism includes a multi-plate friction clutch 2 and an elastic element group 3 for applying a pre-tightening force to the multi-plate friction clutch 2. The multi-plate friction clutch 2 and the elastic element group 3 Located at least partially inside the hollow shaft 17 of the motor, the motor shaft assembly sequentially transmits power to the multi-plate friction clutch 2 through the power output deceleration assembly and the first overrunning clutch 4, and the multi-plate friction clutch 2 passes through the inner-plate spiral raceway sleeve. 5 is sleeved on the main shaft 1 , and a first helical transmission pair is formed between the inner helical raceway sleeve 5 and the main shaft 1 , so that the inner helical raceway sleeve 5 can slide axially along the main shaft 1 .

The main shaft 1 is installed inside the box body through the main shaft bearing 30. Similarly, the power transmission flange 18 and the outer end mounting flange 19 are respectively installed inside the box body through the flange installation bearing 31. Through this design, the There is a gap between the main shaft 1 and the power transmission flange 18 and the outer end mounting flange 19 to maintain their respective dynamic balance.

A first encoder 32 is arranged on the outer end mounting flange 19, and a second encoder 33 is arranged on the main shaft 1. The first encoder 32 is used to detect the rotational speed of the power transmission flange 18 (ie, the motor hollow shaft 17). The second encoder 33 is used to detect the rotational speed of the main shaft 1 .

Referring to FIG. 2 , the multi-disc friction clutch 2 includes a friction plate support member disposed on the inner plate spiral raceway sleeve 5 and a plurality of outer friction plates alternately arranged between the friction plate support member and the inner plate spiral raceway sleeve 5 2c and the inner friction plate 2d, each outer friction plate 2c can slide axially along the friction plate support member, and each inner friction plate 2d can slide axially along the inner plate spiral raceway sleeve 5 .

Referring to Figures 2 and 3, the inner spiral raceway sleeve 5 includes an output spiral raceway cylinder 5a and a friction plate pressing disc 5b that are fixedly connected by a welding process, wherein the output spiral raceway tube 5a has a cylindrical structure, The friction plate pressing plate 5b is in the shape of a disc, the friction plate pressing plate 5b is vertically fixed on the outside of one end of the output spiral raceway cylinder 5a, and the end face of the output spiral raceway cylinder 5a away from the friction plate pressing plate 5b is processed. Has a cam profile structure.

The output helical raceway sleeve 5a is sleeved on the main shaft 1, and the above-mentioned first helical transmission pair is formed between the main shaft 1, so that the inner helical raceway sleeve 5 can slide axially along the main shaft 1, thereby compressing the elastic element group 3 to Release each outer friction plate 2c and inner friction plate 2d. Specifically, the first helical transmission pair includes an inner helical raceway 5a3 distributed on the inner wall of the output helical raceway cylinder 5a in the circumferential direction and an outer helical raceway 1a distributed on the outer wall of the main shaft 1 in the circumferential direction. Several balls 27 protruding outward are embedded in the spiral raceways 1a, and each ball 27 can roll in the corresponding inner spiral raceway 5a3 and outer spiral raceway 1a respectively. When the inner-plate spiral raceway sleeve 5 rotates relative to the main shaft 1, it can move axially relative to the main shaft 1, so that the multi-plate friction clutch 2 can be compressed or released, and the multi-plate friction clutch 2 can be in a combined or disengaged state.

The friction plate pressing plate 5b extends radially outward from the end of the output spiral raceway cylinder 5a away from the friction plate support. A number of concentric annular raceways 5b1 are distributed on the side surface of the friction plate pressing plate 5b close to the elastic element group 3, and an end bearing 21 is arranged between the elastic element group 3 and the friction plate pressing plate 5b. The end bearing 21 It includes a bearing support plate 21b and a plurality of bearing balls 21a supported between the bearing support plate 21b and the friction plate pressing plate 5b, and each bearing ball 21a can roll along the corresponding annular raceway 5b1 respectively. Through the above structure, the friction plate pressing plate 5b can be used as a bearing support plate on one side, thereby saving both the manufacturing cost and the assembly space.

2-3 and 4-5, the multi-plate friction clutch 2 includes a friction plate support and a plurality of outer friction plates 2c and a plurality of outer friction plates 2c and The inner friction plate 2d, wherein the friction plate support member includes a friction plate support plate 2a in a disc-shaped structure and an outer plate spline sleeve 2b in a cylindrical structure, and the power input mechanism can transmit power to the friction plate support plate 2a, The friction plate supporting plate 2a is parallel to the friction plate pressing plate 5b, and the outer plate spline sleeve 2b is coaxially sleeved on the outside of the output spiral raceway cylinder 5a. It is rotatably supported on the outer edge of the friction lining pressure plate 5b. Each outer friction plate 2c can slide axially along the inner wall of the outer plate spline sleeve 2b, and each inner friction plate 2d can slide axially along the outer wall of the output spiral raceway cylinder 5a. Compared with the traditional disc friction clutch, the multi-plate friction clutch 2 in this example has been used for a long time, and the wear conditions of the inner friction plates 2d and the outer friction plates 2c are basically the same, which reduces the friction loss and improves the multi-plate friction. The wear resistance, stability and reliability of the clutch 2 prolong the service life of the multi-plate friction clutch 2 .

The inner edge of each inner friction sheet 2d is provided with inner sheet inner splines 2d1, and the outer wall of the output spiral raceway cylinder 5a is provided with inner sheet outer splines 5a1 that are adapted to the inner sheet inner splines 2d1, namely, The output spiral raceway cylinder 5a and each inner friction plate 2d realize spline cooperation through the inner spline 2d1 of the inner plate and the outer spline 5a1 of the inner plate, so that each inner friction plate 2d can not only rotate synchronously with the output spiral raceway cylinder 5a, but also It can move in the axial direction of the output spiral raceway cylinder 5a to realize separation.

The outer edge of each outer friction plate 2c is provided with an outer plate outer spline 2c1, and the inner wall of the outer plate spline sleeve 2b is provided with an outer plate inner spline 2b1 adapted to each outer plate outer spline 2c1. That is, the outer spline sleeve 2b and each outer friction plate 2c realize spline cooperation through the outer spline 2c1 of the outer plate and the inner spline 2b1 of the outer plate, so that each outer friction plate 2c can not only rotate synchronously with the outer plate spline sleeve 2b, but also can rotate. Move axially along the outer spline sleeve 2b to achieve separation.

The inner edge of the friction lining support plate 2a has a power input sleeve 2a1 extending away from the friction lining pressing plate 5b. The power input sleeve 2a1 and the output helical raceway cylinder 5a are coaxially arranged, that is, the central axes of the power input sleeve 2a1, the output helical raceway cylinder 5a and the main shaft 1 coincide. The end of the friction plate supporting plate 2a and the automatic power input sleeve 2a1 close to the friction plate pressing plate 5b extends radially outwards, and faces the friction plate pressing plate 5b, so that each outer friction plate 2c and inner friction plate 2d Alternately arranged on the friction lining support plate 2a and the friction lining pressing plate 5b. In addition, the outer edge of the friction plate support plate 2a is provided with a power output spline 2a3 which is splined with the inner spline 2b1 of the outer plate. Each outer friction plate 2c and the friction plate support plate 2a can share the outer plate inner spline 2b1 on the inner wall of the outer plate spline sleeve 2b, which reduces the difficulty of design, processing and production cost.

The end of the outer plate spline sleeve 2b away from the friction plate support member is supported on the outer edge of the friction plate pressing plate 5b, and can freely rotate relative to the friction plate pressing plate 5b to keep the structure stable and reliable.

The elastic element group 3 can apply a pre-tightening force to the inner plate helical raceway sleeve 5 to compress the outer friction plates 2c and the inner friction plates 2d, so as to keep the friction clutch 2 in a combined state. In this embodiment, the elastic element group 3 preferably adopts a disc spring, which is stable, reliable, and low in cost, and can continuously apply an axial thrust to the end face bearing 21 .

On the inner wall of the output helical raceway cylinder 5a, a plurality of inner plate start retaining rings 2e are arranged, and each inner plate start retaining ring 2e is respectively located on the side of the adjacent inner friction plate 2d close to the friction plate support plate 2a. By arranging the inner plate start retaining ring 2e on the output helical raceway cylinder 5a, each inner friction plate 2d can be separated, so as to ensure that in the separated state, all the inner friction plates 2d can be quickly and evenly spread out, and at the same time The outer friction plate 2c is driven to move, and the inner friction plate 2d and the outer friction plate 2c are completely separated.

The distance between the adjacent inner plate start retaining rings 2e is equal, and the distance between the adjacent inner plate start retaining rings 2e is greater than the distance between the adjacent inner friction plates 2d. Specifically, the distance between the adjacent inner plate start retaining rings 2e is only slightly larger than The spacing between adjacent inner friction plates 2d, when the friction clutch is in the disconnected state, can ensure that each inner friction plate 2d is evenly distributed after being separated from the adjacent outer friction plates 2c through the adjacent inner plate activation retaining ring 2e. When the friction plate pressing plate 5b presses each outer friction plate 2c and the inner friction plate 2d, the distance between each inner plate start ring 2e and the adjacent inner friction plate 2d is equal to the direction close to the friction plate pressing plate 5b The difference series relationship gradually decreases. There are inner and outer splines 5a1 on the outer wall of the output helical raceway cylinder 5a, and a plurality of inner retaining ring mounting ring grooves 5a2 are arranged on the inner and outer splines 5a1 which are adapted to the corresponding inner plate starting retaining rings 2e. The plate start retaining rings 2e are respectively embedded in the corresponding inner retaining ring mounting ring grooves 5a2.

2 and 7, the first overrunning clutch 4 includes a first outer ring 4c, a first inner ring 4a, and a number of first rolling bodies 4b arranged between the first outer ring 4c and the first inner ring 4a. A rolling body 4b includes thick rollers and thin rollers alternately arranged around the first inner wheel 4a in the circumferential direction. Two opposite first cages 4d are arranged on the outer peripheral surface of the first inner wheel 4a. A circle of thin roller chute is defined on the inner wall of each first cage 4d, both ends of each thin roller can be slidably inserted into the corresponding thin roller chute, and the power output deceleration assembly can transmit the power For the first outer ring 4c, the inner wall of the first inner ring 4a is splined with the friction lining support disc 2a. By adopting the above structure, each fine roller can follow, improving the stability and reliability of the first overrunning clutch 4 and increasing the service life.

1 and 2, the power output reduction assembly includes a high-speed gear shaft 9 and a high-speed first-stage driven gear 10. The high-speed gear shaft 9 includes a high-speed intermediate shaft portion 9a parallel to the main shaft 1 and a high-speed intermediate shaft portion 9a formed in the high-speed gear. The high-speed gear secondary driving gear 9b on the intermediate shaft portion 9a, the high-speed primary driven gear 10 is fixedly sleeved on the high-speed intermediate shaft portion 9a, and meshes with the flange output teeth 18a on the outer periphery of the power transmission flange 18 , the first outer ring 4c has a high-speed gear two-stage driven tooth portion 4c1 meshing with the high-speed gear two-stage driving tooth portion 9b.

Referring to Figures 1 and 8, the low-speed gear transmission mechanism includes a second overrunning clutch 6 and a countershaft transmission assembly for decelerating transmission between the motor shaft assembly and the second overrunning clutch 6, and the second overrunning clutch 6 can pass through the inner wheel sleeve. 7. The power is transmitted to the main shaft 1 (the inner wheel sleeve 7 is splined with the main shaft 1), and the main shaft 1 is sleeved with a double cam transmission sleeve 42. The two end faces of the double cam transmission sleeve 42 are respectively connected with the power output gear sleeve 34 and the inner piece. Corresponding end faces of the helical raceway sleeve 5 are driven and matched by the end face cam pair, and form a second helical transmission pair with the main shaft 1 .

8-10, the second overrunning clutch 6 includes a second outer ring 6a and a second inner ring 6c disposed between the second outer ring 6a and the inner ring sleeve 7, the second outer ring 6a and the second inner ring 6c Second rolling bodies are respectively provided between the wheels 6c.

The second inner wheel sleeve 7 is made of high-strength torsion-resistant material, and the second inner wheel 6c is made of compressive and wear-resistant material. Specifically, the second inner wheel sleeve 7 is made of alloy steel, and the second inner wheel 6c is made of alloy steel. The material is bearing steel or alloy steel or cemented carbide. In this embodiment, the material of the second inner wheel sleeve 7 is preferably 20CrMnTi, which has strong torsion resistance, low cost and high cost performance. The material of the second inner wheel 6c is preferably GCr15, which has good wear resistance and compression resistance and low cost. , cost-effective. The second inner wheel sleeve 7 has high resistance to torsion and compression, which can ensure the reliability and stability of the transmission, and the second inner wheel 6c has strong wear resistance and compression resistance. Using two different materials for manufacture not only effectively saves the production cost, but also greatly prolongs the service life of the multi-row floating combined heavy-duty overrunning clutch.

The rolling bodies distributed along the outer circumference of the second inner wheel 6c are composed of alternately arranged thick rolling bodies 6d and thin rolling bodies 6e, and two opposite second cages 6f are arranged on the outer circumference of the second inner wheel 6c. A ring of annular grooves 6f1 is defined on the inner wall of each of the second cages 6f, and both ends of each thin rolling body 6e can be slidably inserted into the corresponding annular grooves 6f1. By adopting the above structure, each fine rolling body 6e can follow, improving the overall stability and reliability, and increasing the service life.

The outer wall of the second outer ring 6a has secondary driven teeth 6b arranged in the circumferential direction. The outer wall of the inner wheel cam sleeve 7 is splined with the inner wall of the second inner wheel 6c. With the above configuration, power transmission can be performed reliably.

The outer teeth 6c1 include a top arc segment 6c12 and a short side segment 6c11 and a long side segment 6c13 respectively located on both sides of the top arc segment 6c12. The curvature of the short side segment 6c11 is smaller than that of the long side segment 6c13. By adopting the above structure, the stability and reliability of the one-way transmission function can be ensured.

The two end faces of the double cam transmission sleeve 42 are respectively processed with cam profiles adapted to the cam profiles on the end surfaces of the power output gear sleeve 34 and the inner-piece spiral raceway sleeve 5, so that the double cam transmission sleeve 42 and the power The corresponding end faces of the output gear sleeve 34 and the inner-piece helical raceway sleeve 5 are driven and matched by the end face cam pair. Through the double cam transmission sleeve 42, it is more convenient to disengage and shift gears.

Referring to FIG. 8 , the double cam transmission sleeve 42 includes a screw matching sleeve 42 a and a mounting support sleeve 42 b , wherein a second screw transmission pair is formed between the screw matching sleeve 42 a and the main shaft 1 . Specifically, the second helical transmission pair includes a second inner helical raceway distributed on the inner wall of the helical matching sleeve 42a in the circumferential direction and a second outer helical raceway distributed on the outer wall of the main shaft 1 in the circumferential direction. Several second balls protruding outward are embedded in the two outer helical raceways, and each second ball can roll in the corresponding second inner helical raceway and the second outer helical raceway, respectively. When the double cam transmission sleeve 42 rotates relative to the main shaft 1, it can move axially relative to the main shaft 1, and at the same time drives the inner-plate spiral raceway sleeve 5 to move axially relative to the main shaft 1, so that the multi-plate friction clutch 2 can be compressed or released. , so that the multi-plate friction clutch 2 is in the engaged or disengaged state.

The installation support sleeve 42b rotates synchronously with the screw fit sleeve 42a through spline fit, and the friction plate support plate 2a is rotatably sleeved on the installation support sleeve 42b.

Please refer to FIGS. 1 and 8 , the countershaft transmission assembly includes a combined flower sleeve 41 , a secondary shaft primary drive gear 11 , a secondary shaft 12 , and a secondary secondary driven gear 13 and a secondary secondary shaft that are fixedly sleeved on the secondary shaft 12 . The secondary shaft driving gear 14, the secondary primary driving gear 11 are rotatably sleeved on the double cam transmission sleeve 42, and mesh with the secondary secondary driven gear 13, the secondary secondary driving gear 14 and the second overrunning clutch The secondary driven teeth 6b on 6 are engaged, and the combined spline sleeve 41 is splined with the secondary shaft primary driving gear 11 and the first outer ring 4c, so that the three can rotate synchronously.

A reverse driven gear 38 is fixedly sleeved on the inner wheel sleeve 7, and a reverse driven gear 39 meshing with the reverse driven gear 38 is rotatably sleeved on the auxiliary shaft 12. Its axially sliding reverse gear coupling sleeve 40 is capable of meshing with the reverse gear driving gear 39 .

The outer circumference of the auxiliary shaft 12 has a number of roller inner arc grooves distributed along the circumferential direction, the inner arc groove of the roller has a roller 12a parallel to the axis of the auxiliary shaft 12, and the hole wall of the reverse gear coupling sleeve 40 has a There are several arc-shaped grooves on the outer side of the rollers, which correspond to the inner side arc-shaped grooves of the rollers one-to-one and penetrate axially, so that the reverse gear coupling sleeve 40 can slide axially through the rollers 12a. The inner radius of the arc groove on the outer side of the roller and the radius of the roller 12a are larger than the radius of the roller 12a. The reverse gear coupling sleeve 40 can be meshed with the reverse gear driving gear 39. Specifically, in the forward gear, the reverse gear coupling sleeve 40 is separated from the reverse gear driving gear 39; in reverse gear, the reverse gear coupling sleeve 40 and the reverse gear driving gear 39. mesh. With the above structure, the reverse gear coupling sleeve 40 and the auxiliary shaft 12 are connected by the roller 12a, so that the reverse gear coupling sleeve 40 can rotate at a certain angle relative to the auxiliary shaft 12 and has a certain degree of freedom, so that the reverse gear coupling sleeve 40 can be more It is easy to be combined with the reverse gear driving gear 39, which greatly improves the smoothness of shifting, overcomes the problems of sticking, difficulty in shifting, and easy damage when entering reverse gear, and can withstand super torque.

The front drive power output mechanism includes a power output gear sleeve 34 and a differential 35. The power output gear sleeve 34 is rotatably sleeved on the main shaft 1, and can output power through the differential 35, that is, the differential 35 drives simultaneously. The left shaft 36 and the right shaft 37 rotate.

In this embodiment, the elastic element group 3 applies pressure through each end face bearing 21 to press each outer friction plate 2c and inner friction plate 2d of the friction clutch 2 . When the multi-plate friction clutch 2 is in the engaged state, the power is in the high gear power transmission route:

Rotor 16→motor hollow shaft 17→power transmission flange 18→high-speed first-stage driven gear 10→high-speed gear shaft 9→first overrunning clutch 4→friction plate support plate 2a→outer plate spline sleeve 2b→outer friction plate 2c and inner friction plate 2d→output spiral raceway cylinder 5a→double cam transmission sleeve 42→power output gear sleeve 34→differential 35→left shaft 36 and right shaft 37 output power.

At this time, the first overrunning clutch 4 is not overrun, the second overrunning clutch 6 overruns, and the resistance transmission route: left shaft 36 and right shaft 37 → differential 35 → power output gear sleeve 34 → double cam transmission sleeve 42 → output helical roller Tube 5a→friction plate pressing plate 5b→end bearing 21→elastic element group 3; when the resistance torque transmitted by the main shaft 1 to the multi-plate friction clutch 2 is greater than or equal to the preset load limit of the multi-plate friction clutch 2, the internal The plate spiral raceway sleeve 5 translates relative to the main shaft 1, compresses the elastic element group 3, and a gap appears between the outer friction plates 2c and the inner friction plates 2d of the multi-plate friction clutch 2, that is, the multi-plate friction clutch 2 is separated, and the power is changed. In order to transmit through the following route, that is, the low gear power transmission route:

Rotor 16→motor hollow shaft 17→power transmission flange 18→high-speed gear 1st driven gear 10→high-speed gear shaft 9→first outer ring 4a→combining flower sleeve 41→secondary shaft primary drive gear 11→auxiliary Shaft primary driven gear 13 → secondary shaft 12 → secondary secondary driving gear 14 → second overrunning clutch 6 → inner wheel sleeve 7 → main shaft 1 → power output gear sleeve 34 → differential 35 → left shaft 36 and right Shaft 37 outputs power.

At this time, the first overrunning clutch 4 overruns and the second overrunning clutch 6 does not overrun. It can be seen from the above transmission route that the present invention forms an automatic transmission mechanism that maintains a certain pressure during operation.

This embodiment takes an electric vehicle as an example. The resistance of the whole vehicle is greater than the driving force when starting, and the resistance forces the driven frictional member 2b to compress the elastic element group 3 through the end bearing 21, and the driven frictional member 2b and the active frictional member 2a are separated, that is, the friction clutch 2 In the disconnected state, it rotates at the low gear speed; therefore, the low gear start is automatically realized and the starting time is shortened. At the same time, the elastic element group 3 absorbs the kinetic resistance torque energy, and transmits the power reserve potential energy for restoring the high-speed gear.

After the start is successful, the driving resistance is reduced. When the component force is reduced to less than the pressure generated by the elastic element group 3, the driven friction member 2b of the friction clutch 2 and The active friction member 2a returns to a tight fit state and rotates at a high speed.

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

2. Reverse gear: the reverse gear combination sleeve 40 meshes with the reverse gear driving gear 39 .

Reverse gear power transmission route: rotor 16 → motor hollow shaft 17 → power transmission flange 18 → high-speed first-stage driven gear 10 → high-speed gear shaft 9 → first outer ring 4a → combined flower sleeve 41 → secondary shaft 1 Stage driving gear 11→counter shaft Stage 1 driven gear 13→counter shaft 12→reverse gear coupling sleeve 40→reverse gear driving gear 39→reverse gear driven gear 38→inner wheel sleeve 7→main shaft 1→power output gear sleeve 34 →Differential 35→Left shaft 36 and right shaft 37 output power.

Finally, it should be noted that the above description is only a preferred embodiment of the present invention, and those of ordinary skill in the art can make a variety of similar It is indicated that such transformations fall within the protection scope of the present invention.

Claims (5)

1. A dual-helix double-transcend integrated intelligent self-adaptive electric drive front-drive system, comprising a motor, an adaptive transmission assembly and a front-drive force output mechanism, characterized in that: the motor comprises a stator (15), a rotor (16) and a motor shaft assembly driven by the rotor (16), the motor shaft assembly includes a motor hollow shaft (17) and power transmission flanges (18) respectively disposed at both ends of the motor hollow shaft (17) and an outer end mounting method A flange (19), the motor hollow shaft (17) is fixed on the inner side of the rotor (16) through a power transmission flange (18) and an outer end mounting flange (19), and the adaptive transmission assembly is at least partially arranged in In the motor hollow shaft (17), the front drive power output mechanism includes a differential (35) and a power output gear sleeve (34) for transmitting power to the differential (35), the power transmission flange (18) The power is transmitted to the power output gear sleeve (34) through the power output deceleration assembly and the adaptive transmission assembly in turn, and the power is output externally through the differential (35); The motor hollow shaft (17) includes a hollow shaft sleeve (17a) and a plurality of silicon steel sheets (17b) arranged between the hollow shaft sleeve (17a) and the rotor (16), and the hollow shaft sleeve (17a) is made of aluminum Made of alloy material; The adaptive transmission assembly includes a main shaft (1), a high-speed gear transmission mechanism and a low-speed gear transmission mechanism; The high-speed transmission mechanism comprises a multi-plate friction clutch (2) and an elastic element group (3) for applying a pre-tightening force to the multi-plate friction clutch (2), the multi-plate friction clutch (2) and The elastic element group (3) is at least partially located inside the motor, and the motor shaft assembly sequentially transmits power to the multi-plate friction clutch (2) through the power output deceleration assembly and the first overrunning clutch (4), the multi-plate friction clutch (2). The friction clutch (2) is sleeved on the main shaft (1) through the inner helical raceway sleeve (5), and a first helical transmission pair is formed between the inner helical raceway sleeve (5) and the main shaft (1). The inner-piece spiral raceway sleeve (5) can slide axially along the main shaft (1); The low-speed gear transmission mechanism includes a second overrunning clutch (6) and a countershaft transmission assembly for decelerating transmission between the motor shaft assembly and the second overrunning clutch (6), and the second overrunning clutch (6) can pass through the inner core. The power of the wheel sleeve (7) is transmitted to the main shaft (1), the main shaft (1) is sleeved with a double cam transmission sleeve (42), and the two end faces of the double cam transmission sleeve (42) are respectively connected with the power output gear sleeve (34). ) and the corresponding end face of the inner helical raceway sleeve (5) are matched by the end face cam pair, and form a second helical transmission pair with the main shaft (1); The multi-disc friction clutch (2) comprises a friction plate support member arranged on the inner plate helical raceway sleeve (5) and a plurality of alternately arranged between the friction plate support member and the inner plate spiral raceway sleeve (5). The outer friction plate (2c) and the inner friction plate (2d), each outer friction plate (2c) can slide along the axial direction of the friction plate support, and each inner friction plate (2d) can slide along the axis of the inner plate spiral raceway sleeve (5) swipe to; The first overrunning clutch (4) transmits power to the friction plate support, and the elastic element group (3) can apply a pre-tightening force to the inner plate spiral raceway sleeve (5) to compress each outer friction plate ( 2c) and the inner friction plate (2d), a spiral transmission pair is formed between the inner spiral raceway sleeve (5) and the main shaft (1), so that the inner spiral raceway sleeve (5) can move along the axis of the main shaft (1). Sliding in the direction to compress the elastic element group (3) to release each outer friction plate (2c) and inner friction plate (2d); The inner plate spiral raceway sleeve (5) comprises a friction plate pressing plate (5b) in a disc-shaped structure and an output spiral raceway cylinder (5a) in a cylindrical structure, and the output spiral raceway tube (5a). 5a) is sleeved on the main shaft (1), and forms a first screw transmission pair with the main shaft (1), and the friction plate pressing plate (5b) is fixedly sleeved at one end of the output spiral raceway cylinder (5a); The friction plate support member includes a friction plate support plate (2a) in a disc-shaped structure and an outer plate spline sleeve (2b) in a cylindrical structure, and the power input mechanism can transmit power to the friction plate support plate (2a) , the friction plate support plate (2a) is parallel to the friction plate pressing plate (5b), the outer plate spline sleeve (2b) is coaxially sleeved on the outside of the output spiral raceway cylinder (5a), and one end of the outer plate spline sleeve (2b) is in contact with the friction plate (5a). The outer edge of the plate supporting plate (2a) is matched with splines, and the other end is rotatably supported on the outer edge of the friction plate pressing plate (5b); The outer edge of each outer friction plate (2c) is matched with the inner wall spline of the outer plate spline sleeve (2b), and the inner edge of each inner friction plate (2d) is matched with the outer wall spline of the output spiral raceway cylinder (5a). , on the outer wall of the output helical raceway cylinder (5a) is sleeved with a number of inner plate start retaining rings (2e), each inner plate start retaining ring (2e) is respectively located on each inner friction plate (2d) close to the friction plate support plate (2a) side; When the output spiral raceway cylinder (5a) moves axially away from the friction plate support plate (2a), each inner plate start retaining ring (2e) can drive the adjacent inner friction plate (2d) to move away from the friction plate support The disk (2a) moves axially in the direction to separate the outer friction plates (2c) and the inner friction plates (2d) from each other; when the output spiral raceway cylinder (5a) moves toward the direction close to the friction plate support plate (2a) axially When moving, the friction plate pressing disc (5b) can press each outer friction plate (2c) and inner friction plate (2d); The distance between the adjacent inner plate start retaining rings (2e) is equal, and the distance between the adjacent inner plate start retaining rings (2e) is greater than the distance between the adjacent inner friction plates (2d), when the friction plate pressing plate (5b) When pressing each outer friction plate (2c) and inner friction plate (2d), the distance between each of the inner plate start retaining rings (2e) and the adjacent inner friction plate (2d) moves toward the friction plate pressing plate (5b). ) gradually decreases in the direction of arithmetic progression. 2. The double-helix double-override integrated intelligent self-adaptive electric drive front-drive system according to claim 1, characterized in that: a side surface of the friction plate pressing plate (5b) close to the elastic element group (3) has An annular raceway (5b1), an end bearing (21) is arranged between the elastic element group (3) and the friction plate pressing plate (5b), the end bearing (21) includes a bearing support plate (21b) and several The bearing balls (21a) supported between the bearing support plate (21b) and the friction plate pressing plate (5b), each bearing ball (21a) can roll along the annular raceway (5b1). 3. The double-helix double-override integrated intelligent adaptive electric drive front-wheel drive system according to claim 1, characterized in that: the countershaft transmission assembly comprises a combined flower piece cover (41), a countershaft primary drive gear (11) ), the secondary shaft (12), the secondary shaft primary driven gear (13) and the secondary secondary driving gear (14) that are fixedly sleeved on the secondary shaft (12), the secondary primary driving gear (11) ) is rotatably sleeved on the double cam transmission sleeve (42), and meshes with the secondary shaft driven gear (13), the secondary secondary driving gear (14) and the second overrunning clutch (6). The secondary driven teeth (6b) are engaged, and the combined splines (41) are respectively splined with the secondary shaft primary driving gear (11) and the first outer ring (4c) of the first overrunning clutch (4), so as to So that the three can rotate synchronously. 4. The double-helix double-override integrated intelligent adaptive electric drive front drive system according to claim 3, characterized in that: a reverse driven gear (38) is fixedly sleeved on the inner wheel sleeve (7), and a reverse driven gear (38) is fixed on the inner wheel sleeve (7). A reverse drive gear (39) meshing with the reverse driven gear (38) is rotatably sleeved on the auxiliary shaft (12), and a reverse gear capable of sliding along its axial direction is sleeved on the auxiliary shaft (12). The coupling sleeve (40) is capable of meshing with the reverse driving gear (39). 5 . The double helix double overrun integrated intelligent adaptive electric drive front drive system according to claim 4 , wherein the outer circumference of the auxiliary shaft ( 12 ) has a plurality of roller inner arc grooves distributed along the circumferential direction. 6 . The inner arc groove of the roller has a roller (12a) parallel to the axis of the secondary shaft (12), and the hole wall of the reverse block coupling sleeve (40) has a number of arc grooves corresponding to the inner side of the roller. , and axially penetrate the roller outer arc groove, so that the reverse gear coupling sleeve (40) can slide axially through the roller (12a), the inner radius of the inner arc groove of the roller and the outer arc groove of the roller The inner radius of the groove is larger than the radius of the roller (12a).

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