CN111075892A - Intelligent self-adaptive automatic transmission - Google Patents

Abstract

The invention discloses an intelligent self-adaptive automatic transmission which comprises a power input mechanism, a forward gear speed change system, a reverse gear speed change system, a main shaft for outputting power and a transmission sensing mechanism for detecting the resistance moment borne by the main shaft, wherein the power input mechanism simultaneously drives the reverse gear speed change system and the transmission sensing mechanism, and the transmission sensing mechanism drives the forward gear speed change system. Technical scheme more than adopting, can carry out the regulation of adaptability to the rotational speed and the moment of torsion of motor, make the motor be in high rotational speed, efficient operating condition, not only the energy consumption is low, has improved stability, reliability and the life of motor moreover to add special reverse gear speed change system, not only make the motor carry out energy recuperation, can provide bigger velocity ratio when backing a car in addition, output torque is bigger, helps overcoming more extreme condition, improves the security of backing a car.

Description

Intelligent self-adaptive automatic transmission

Technical Field

The invention relates to the technical field of transmissions, in particular to an intelligent self-adaptive automatic transmission.

Background

The existing electric vehicle is controlled according to experience completely by a driver under the condition that the driving resistance cannot be accurately known due to the limitation of a transmission structure of the existing electric vehicle in the driving process, so that the condition that the working state of a motor is not matched with the actual driving condition of the vehicle often inevitably occurs, and the motor is locked. Especially, when the vehicle is in low-speed heavy-load conditions such as starting, climbing, headwind and the like, the existing automatic transmission cannot detect the resisting moment in real time, so that the motor often needs to work under the conditions of low efficiency, low rotating speed and high torque, the rotating speed and the torque of the motor cannot be adjusted adaptively according to actual conditions, the motor is easily damaged accidentally, the maintenance and replacement cost is increased, and meanwhile, the endurance mileage of a battery can be directly influenced. For vehicle types with high economic requirements, such as electric logistics vehicles, the traditional variable speed transmission structure obviously cannot well meet the use requirements. And, when electric vehicle inertial sliding, because the problem of current automatic gearbox structural design, the derailleur can not transmit the torsion of wheel for the motor to can't realize ability recovery and storage, lead to the duration distance unsatisfactory. Meanwhile, the forward and reverse of the existing electric traffic are realized by switching the forward and reverse rotation of the motor, so that the reverse gear speed ratio is small, the torque is insufficient, and the electric traffic can not adapt to some special conditions.

Disclosure of Invention

In order to solve the technical problem, the invention provides an intelligent self-adaptive automatic transmission.

The technical scheme is as follows:

an intelligent self-adaptive automatic transmission comprises a power input mechanism, a forward gear speed change system, a reverse gear speed change system, a main shaft for outputting power and a transmission sensing mechanism for detecting the resistance moment borne by the main shaft, wherein the power input mechanism simultaneously drives the reverse gear speed change system and the transmission sensing mechanism, and the transmission sensing mechanism drives the forward gear speed change system;

the transmission sensing mechanism comprises a forward gear first-stage driven gear shaft driven by the power input mechanism, a forward gear second-stage driving gear used for transmitting power to the forward gear speed change system, a transmission sensing cam sleeve sleeved on the forward gear first-stage driven gear shaft in an axially sliding manner and a displacement detection device used for detecting the displacement of the transmission sensing cam sleeve, the transmission sensing cam sleeve can synchronously rotate under the driving of the forward gear first-stage driven gear shaft, the forward gear secondary driving gear is rotatably sleeved on the forward gear primary driven gear shaft, and is in transmission fit with the corresponding end surface of the transmission sensing cam sleeve through an end surface cam pair, and can drive the transmission sensing cam sleeve to be far away from the forward gear secondary driving gear, an elastic reset element is arranged between the transmission sensing cam sleeve and the forward gear first-stage driven gear shaft and can drive the transmission sensing cam sleeve to be close to the forward gear second-stage driving gear.

By adopting the structure, the forward gear secondary driving gear is in transmission fit with the transmission sensing cam sleeve by the end face cam pair, the forward gear secondary driving gear can adaptively push the transmission sensing cam sleeve according to the resistance moment transmitted by the forward gear speed change system, when the resistance moment is increased, the transmission sensing cam sleeve compresses the elastic reset element, and when the resistance moment is decreased, the elastic reset element forces the transmission sensing cam sleeve to slide in the opposite direction, so that the displacement information of the transmission sensing cam sleeve can be detected by the displacement detection device to accurately invert and obtain the magnitude of the resistance moment, therefore, the rotating speed and the torque of the motor can be adaptively adjusted, the motor is in a high-rotating-speed and high-efficiency working state, the energy consumption is low, and the stability, the reliability and the service life of the motor are improved; meanwhile, a special reverse gear speed change system is additionally arranged, so that the motor does not need to be switched between forward rotation and reverse rotation, a larger speed ratio can be provided when backing a car, the output torque is larger, more extreme conditions are overcome, the reverse gear speed is low, and the safety of backing a car is improved.

Preferably, the method comprises the following steps: the power input mechanism comprises a power input shaft parallel to the main shaft and an advancing gear one-level driving gear fixedly sleeved on the power input shaft, the advancing gear one-level driving gear can drive an advancing gear one-level driven gear shaft to rotate, a reversing gear one-level driving gear is arranged on the power input shaft, and the reversing gear one-level driving gear can transmit power to a reversing gear speed change system. By adopting the structure, the structure is simple, stable and reliable, and the transmission efficiency is high.

Preferably, the method comprises the following steps: the reverse gear speed change system comprises a reverse gear one-level gear shaft and a reverse gear second-level gear shaft which are parallel to the power input shaft, the reverse gear one-level gear shaft comprises an integrated reverse gear one-level auxiliary shaft part and a reverse gear second-level driving tooth, the reverse gear one-level driven gear meshed with the reverse gear one-level driving tooth is fixedly sleeved on the reverse gear one-level auxiliary shaft part, the reverse gear second-level gear shaft comprises an integrated reverse gear second-level auxiliary shaft part and a reverse gear third-level driving tooth, the reverse gear second-level driven gear meshed with the reverse gear second-level driving tooth is fixedly sleeved on the reverse gear second-level auxiliary shaft part, and the reverse gear third-level driving tooth can transmit power to the main shaft. By adopting the structure, a larger reverse gear speed ratio can be obtained through three-stage speed reduction, so that a larger output torque is obtained, and more extreme conditions are overcome.

Preferably, the method comprises the following steps: the main shaft extension shaft is sleeved with a bidirectional engagement spline sleeve which can axially slide between the main shaft and the reverse gear three-stage driven gear in a sleeved mode, and the bidirectional engagement spline sleeve is combined with the main shaft to enable the main shaft and the main shaft extension shaft to synchronously rotate or combined with the reverse gear three-stage driven gear to enable the reverse gear three-stage driven gear and the main shaft extension shaft to synchronously rotate. By adopting the structure, the bidirectional meshing spline sleeve can be controlled through the shifting fork, and the power connection conversion is realized, so that the switching between the forward gear and the reverse gear is realized.

Preferably, the method comprises the following steps: the forward gear first-stage driven gear shaft comprises a transmission sensing installation shaft part and a forward gear first-stage driven gear part which are integrally formed, the forward gear first-stage driven gear part is meshed with the forward gear first-stage driving gear, the forward gear second-stage driving gear is rotatably sleeved on the transmission sensing installation shaft part, the transmission sensing cam sleeve is sleeved on the transmission sensing installation shaft part in an axially sliding mode, one end of the elastic reset element is abutted to the transmission sensing cam sleeve, and the other end of the elastic reset element is abutted to the forward gear first-stage driven gear part. By adopting the structure, the structure is simple, stable and reliable, the number of parts is small, and the production cost is reduced.

Preferably, the method comprises the following steps: the displacement detection device comprises a magnetic induction element arranged on the transmission sensing cam sleeve through a magnetic sealing sleeve and a displacement sensor arranged on the transmission box body and used for detecting the displacement of the magnetic induction element. By adopting the structure, through the matching of the displacement sensor and the magnetic induction element, the displacement information of the transmission sensing cam sleeve can be accurately measured, and meanwhile, the magnetic sealing sleeve can overcome external interference, so that the measuring accuracy is ensured.

Preferably, the method comprises the following steps: the main shaft is rotatably sleeved with a forward gear input duplicate gear, and the forward gear input duplicate gear is provided with forward gear secondary driven teeth meshed with a forward gear secondary driving gear and friction clutch driving teeth used for transmitting power to a forward gear speed change system. With the above structure, the power provided by the forward gear secondary driving gear can be stably and reliably transmitted to the forward gear speed change system.

Preferably, the method comprises the following steps: the forward gear speed changing system comprises a high-speed gear transmission mechanism and a low-speed gear transmission mechanism;

the high-speed gear transmission mechanism comprises a friction clutch driven by a forward gear secondary driving gear and an elastic element group for applying pretightening force to the friction clutch, the friction clutch is sleeved on the main shaft through an inner-sheet spiral roller way sleeve, and a spiral transmission pair is formed between the inner-sheet spiral roller way sleeve and the main shaft so that the inner-sheet spiral roller way sleeve can axially slide along the main shaft;

the low-speed gear transmission mechanism comprises a plurality of rows of combined overrunning clutches sleeved on the main shaft through an inner core wheel sleeve and a countershaft transmission assembly for speed reduction transmission between the friction clutch and the plurality of rows of combined overrunning clutches, and the inner core wheel sleeve is in transmission fit with the corresponding end surface of the inner sheet spiral roller way sleeve through an end surface cam pair;

when the resisting torque transmitted to the friction clutch by the main shaft is greater than or equal to the preset load limit of the friction clutch, the friction clutch is in a separation state, and the friction clutch transmits power to the main shaft through the auxiliary shaft transmission assembly, the inner core wheel sleeve and the inner sheet spiral roller sleeve in sequence; when the resisting moment transmitted to the friction clutch by the main shaft is smaller than the preset load limit of the friction clutch, the friction clutch is in a combined state, and the friction clutch transmits power to the main shaft through the inner-sheet spiral roller sleeve.

By adopting the structure, when the load borne by the main shaft is not large, the rotating speed of the main shaft is equal to that of the power input mechanism, the power can be efficiently transmitted, the motor is in a high-rotating-speed and high-efficiency working state, and the energy consumption is low; when the pure electric vehicle is in low-speed and heavy-load conditions such as starting, climbing and headwind, the rotating speed of the main shaft is less than that of the power input mechanism, the inner-sheet spiral roller way sleeve axially displaces along the main shaft, and the friction clutch loses pretightening force, so that the friction clutch is disconnected and enters a low-speed gear; moreover, when the rotating speed of the main shaft is gradually increased to be the same as that of the power input mechanism, the speed-changing device can automatically switch back to the high-speed gear again, so that the speed-changing device can automatically shift gears and change speed along with the change of driving resistance in a self-adaptive manner under the condition of not cutting off the driving force, has good smoothness, greatly increases the high-efficiency operation interval of the motor, can meet the use requirements under the conditions of mountainous areas, hills and heavy loads, ensures that the load change of the motor or the engine is smooth, and the pure electric vehicle runs stably and safely; and when the electric vehicle slides inertially, the torsion of the wheels is transmitted to the shafting, the shafting is transmitted to the speed changer, and the speed changer is transmitted to the motor, so that the energy recovery and the storage are realized, and the endurance mileage is increased.

Preferably, the method comprises the following steps: multirow combination formula freewheel clutch includes outer lane and two at least interior heart wheels that set up side by side between outer lane and separation and reunion installation section, and each heart wheel all is through spline fit suit on separation and reunion installation section to be provided with the one-to-one just right external tooth in respective periphery be provided with the rolling element between outer lane and each interior heart wheel respectively, the rolling element around the adjacent heart wheel is just to one. By adopting the structure, the number of the inner core wheel and the corresponding rolling bodies can be freely selected according to actual needs, even infinitely increased, the load bearing capacity of the overrunning clutch is improved exponentially, and the bearing limit of the traditional overrunning clutch is broken through; because the length of inner core wheel and rolling element is shorter, the atress is even, and the reliability is high in the use, is difficult to the condition that the rolling element fracture takes place, simultaneously, to the precision requirement of production and processing low, easily make, the assembly is simple, and the material requirement is low, ordinary bearing steel can, low in manufacturing cost relatively to can produce the heavy load freewheel clutch that the reliability is high, can bear super large load with lower manufacturing cost.

Preferably, the method comprises the following steps: the friction clutch comprises a friction plate supporting piece arranged on the inner plate spiral raceway sleeve, and a plurality of outer friction plates and inner friction plates which are alternately arranged between the friction plate supporting piece and the inner plate spiral raceway sleeve, wherein each outer friction plate can axially slide along the friction plate supporting piece, and each inner friction plate can axially slide along the inner plate spiral raceway sleeve;

the friction plate supporting piece can transmit power to the auxiliary shaft transmission assembly, the elastic element group can apply pretightening force to the inner spiral roller way sleeve to compress the outer friction plates and the inner friction plates, a spiral transmission pair is formed between the inner spiral roller way sleeve and the main shaft, the inner spiral roller way sleeve can slide along the axial direction of the main shaft, and therefore the elastic element group is compressed to release the outer friction plates and the inner friction plates.

By adopting the structure, the friction structure in the friction clutch is set into the outer friction plates and the inner friction plates which are alternately arranged, so that the borne torque is dispersed on the outer friction plates and the inner friction plates, the outer friction plates and the inner friction plates share the abrasion, the friction loss is greatly reduced, the defect of the traditional disc type friction clutch is overcome, the abrasion resistance, the stability and the reliability of the friction clutch are greatly improved, and the service life is prolonged.

Compared with the prior art, the invention has the beneficial effects that:

technical scheme's intelligent self-adaptation automatic gearbox more than adopting, novel structure, design benefit, can carry out the regulation of adaptability to the rotational speed and the moment of torsion of motor, make the motor be in high rotational speed, efficient operating condition, not only the energy consumption is low, and the stability of motor has been improved, reliability and life, and simultaneously, special reverse gear speed change system has been add, not only make the motor need not to carry out the switching of just reversing, and can provide bigger velocity ratio when backing a car, the output torque is bigger, help overcoming more extreme condition, and, because reverse gear speed change system's drive ratio is big, reverse gear speed is low, the security of backing a car has been improved.

Drawings

FIG. 1 is a schematic view of the mating relationship of a power input mechanism, a transmission sensing mechanism, a forward gear shifting system and a main shaft;

FIG. 2 is a schematic diagram of the mating relationship of the power input mechanism, the to-gear transmission system and the main shaft;

FIG. 3 is a schematic structural diagram of a transmission sensing mechanism;

FIG. 4 is a schematic structural view of a high-speed gear transmission mechanism;

FIG. 5 is a schematic view of a multi-row combination overrunning clutch;

FIG. 6 is a schematic diagram showing the relationship between the outer race, inner core and rolling elements of a multi-row combination overrunning clutch;

FIG. 7 is a schematic structural view of the cage;

FIG. 8 is a schematic structural view of an inner spiral raceway sleeve;

FIG. 9 is a schematic illustration of the mating relationship of the friction plate support disc and the outer plate spline housing;

FIG. 10 is a schematic structural view of an outer friction plate;

FIG. 11 is a schematic structural view of an inner friction plate;

FIG. 12 is a schematic structural view of a forward gear one-stage driven gear shaft;

FIG. 13 is a schematic structural view of a drive sensing cam sleeve;

FIG. 14 is a schematic view of the connection teeth in expanded configuration;

fig. 15 is a schematic structural view of a forward gear input double gear.

Detailed Description

The present invention will be further described with reference to the following examples and the accompanying drawings.

As shown in fig. 1 to 5, an intelligent adaptive automatic transmission includes a power input mechanism, a forward gear shift system, a reverse gear shift system, a main shaft 1 for outputting power, and a transmission sensing mechanism for detecting a resisting moment borne by the main shaft 1, wherein the power input mechanism drives the reverse gear shift system and the transmission sensing mechanism at the same time, and the transmission sensing mechanism drives the forward gear shift system.

Referring to fig. 1, the power input mechanism includes a power input shaft 22 parallel to the main shaft 1 and a forward-gear first-stage driving gear 23 fixedly sleeved on the power input shaft 22, and the power input shaft 22 is sleeved on a motor shaft of the motor and can be driven by the motor shaft to synchronously rotate. Specifically, the forward-gear primary driving gear 23 is keyed to the power input shaft 22, and the forward-gear primary driving gear 23 can drive the forward-gear primary driven gear shaft 19 to rotate. The power input shaft 22 has a reverse primary drive tooth 22a thereon, and the reverse primary drive tooth 22a can transmit power to a reverse transmission system.

Referring to fig. 1 and 3, the transmission sensing mechanism includes a forward gear first-stage driven gear shaft 19 driven by a power input mechanism, a forward gear second-stage driving gear 20 for transmitting power to a forward gear speed change system, a transmission sensing cam sleeve 21 axially slidably fitted over the forward gear first-stage driven gear shaft 19, and a displacement detecting device 25 for detecting displacement of the transmission sensing cam sleeve 21, the transmission sensing cam sleeve 21 is capable of rotating synchronously under the driving of the forward gear first-stage driven gear shaft 19, the forward gear second-stage driving gear 20 is rotatably fitted over the forward gear first-stage driven gear shaft 19 and is in transmission fit with a corresponding end surface of the transmission sensing cam sleeve 21 through an end surface cam pair, the transmission sensing cam sleeve 21 is capable of being driven away from the forward gear second-stage driving gear 20, an elastic restoring element 24 is provided between the transmission sensing cam sleeve 21 and the forward gear first-stage driven gear shaft 19, the drive sensing cam sleeve 21 can be driven to approach the forward second-stage driving gear 20.

Referring to fig. 3 and 12, the forward gear first-stage driven gear shaft 19 includes a transmission sensing mounting shaft portion 19a and a forward gear first-stage driven gear portion 19b which are integrally formed, the transmission sensing mounting shaft portion 19a is parallel to the power input shaft 22, the forward gear first-stage driven gear portion 19b is meshed with the forward gear first-stage driving gear 23, the forward gear second-stage driving gear 20 is rotatably sleeved on the transmission sensing mounting shaft portion 19a, the transmission sensing cam sleeve 21 is axially slidably sleeved on the transmission sensing mounting shaft portion 19a, one end of the elastic reset element 24 is abutted against the transmission sensing cam sleeve 21, and the other end is abutted against the forward gear first-stage driven gear portion 19 b. Furthermore, the elastic reset element 24 is a disc spring, which is stable and reliable and has a long service life.

Referring to fig. 3, 13 and 14, a circle of mutually matched connecting teeth are respectively machined on corresponding end faces of the forward gear secondary driving gear 20 and the transmission sensing cam sleeve 21 in transmission matching through the end face cam pair, and two side edges of each connecting tooth are inclined at 45 degrees. Through the design of 45 degrees, when the contact surface of the cam transmits power, the resistance torque fed back to 21 by 20 can make 21 generate axial movement, and the stress condition of the cam surface is as follows: the axial thrust of the cam surface is equal to the radial torque of the cam surface, namely the component force generated perpendicular to the cam surface is 1:1, thereby facilitating background inversion calculation, simplifying the algorithm, reducing the response time of motor rotation speed and torque adjustment and improving the transmission efficiency.

Referring to fig. 3, the displacement detecting device 25 includes a magnetic sensor 25b mounted on the transmission sensing cam sleeve 21 through a magnetic seal sleeve 25a, and a displacement sensor provided on the transmission case for detecting the displacement of the magnetic sensor 25 b. Wherein, displacement sensor installs on the box, and is more reliable and more stable. The magnetic induction element 25b is made of a magnetic material, the magnetic sealing sleeve 25a is made of an aluminum alloy material, accuracy is high, cost is low, weight is light, and light weight design requirements are met.

Referring to fig. 2, 4 and 5, the forward speed change system includes a high speed transmission mechanism and a low speed transmission mechanism. The high-speed gear transmission mechanism comprises a friction clutch 11 and an elastic element group 12 for applying pretightening force to the friction clutch 11, the friction clutch 11 is sleeved on the main shaft 1 through an inner-sheet spiral roller way sleeve 13, and a spiral transmission pair is formed between the inner-sheet spiral roller way sleeve 13 and the main shaft 1 so that the inner-sheet spiral roller way sleeve 13 can slide along the axial direction of the main shaft 1.

The low-speed gear transmission mechanism comprises a multi-row combined type overrunning clutch 3 which is sleeved on a main shaft 1 through an inner core wheel sleeve 2 and an auxiliary shaft transmission assembly which performs speed reduction transmission between a friction clutch 11 and the multi-row combined type overrunning clutch 3, wherein the inner core wheel sleeve 2 is matched with the corresponding end face of an inner sheet spiral roller sleeve 13 through an end face cam pair in a transmission way.

When the resistance torque transmitted to the friction clutch 11 by the main shaft 1 is greater than or equal to the preset load limit of the friction clutch 11, the friction clutch 11 is in a separation state, and the friction clutch 11 transmits power to the main shaft 1 through a countershaft transmission assembly, the inner core wheel sleeve 2 and the inner sheet spiral roller sleeve 13 in sequence; when the resisting torque transmitted to the friction clutch 11 by the main shaft 1 is smaller than the preset load limit of the friction clutch 11, the friction clutch 11 is in a combined state, and the friction clutch 11 transmits power to the main shaft 1 through the inner-plate spiral roller sleeve 13.

Referring to fig. 1, 2 to 5 and 15, the high-speed gear transmission mechanism includes a friction clutch 11 and an elastic element group 12 for applying a preload to the friction clutch 11. A forward gear input double gear 26 is rotatably sleeved on the main shaft 1, the forward gear input double gear 26 comprises forward gear secondary driven teeth 26a and friction clutch driving teeth 26b, the forward gear secondary driven teeth 26a are meshed with the forward gear secondary driving gear 20, and the friction clutch driving teeth 26b are meshed with the spline of the outer plate spline housing 11 b. Therefore, the forward gear secondary driving gear 20 can drive the outer spline housing 11b to rotate through the forward gear input double gear 26.

Referring to fig. 1, 4 and 8, the inner spiral raceway sleeve 13 includes an output spiral raceway barrel 13a and a friction plate pressing plate 13b which are integrally formed, wherein the output spiral raceway barrel 13a is in a cylindrical structure, the friction plate pressing plate 13b is in a disc structure, the friction plate pressing plate 13b is vertically and fixedly sleeved outside one end of the output spiral raceway barrel 13a, and a cam profile structure is processed on an end face of the output spiral raceway barrel 13a, which is far away from the friction plate pressing plate 13 b.

Referring to fig. 1 and 4, the output spiral raceway sleeve 13a is sleeved on the main shaft 1 and forms a spiral transmission pair with the main shaft 1, so that the inner spiral raceway sleeve 13 can slide along the axial direction of the main shaft 1, thereby compressing the elastic element group 12 to release each of the outer friction plates 11c and the inner friction plates 11 d. Specifically, the helical transmission pair includes inner helical raceways 13a3 circumferentially distributed on the inner wall of the output helical raceway barrel 13a and outer helical raceways 1a circumferentially distributed on the outer wall of the main shaft 1, a plurality of outwardly projecting balls 16 being embedded in each outer helical raceway 1a, and the respective balls 16 being capable of rolling in the corresponding inner helical raceway 13a3 and outer helical raceway 1a, respectively. When the inner-piece helical raceway sleeve 13 rotates relative to the main shaft 1, it can move axially relative to the main shaft 1, and thus can press or release the friction clutch 11, so that the friction clutch 11 is in an engaged or disengaged state.

Referring to fig. 1, 4 and 8, the friction plate hold-down disc 13b extends radially outwardly from the end of the output spiral race-tube 13a remote from the friction plate support. A plurality of concentric annular raceways 13b1 are distributed on the surface of one side of the friction plate pressing disc 13b close to the elastic element group 12, an end face bearing 15 is arranged between the elastic element group 12 and the friction plate pressing disc 13b, the end face bearing 15 comprises a bearing supporting disc 15b and a plurality of bearing balls 15a supported between the bearing supporting disc 15b and the friction plate pressing disc 13b, and each bearing ball 15a can roll along the corresponding annular raceway 13b 1. Through the structure, the friction plate pressing plate 13b can be used as a bearing supporting plate on one side, so that the manufacturing cost is saved, and the assembly space is saved.

Referring to fig. 1 and 4, the friction clutch 11 includes a friction plate supporter, and a plurality of outer friction plates 11c and inner friction plates 11d alternately arranged between the friction plate supporter and an inner plate helical raceway sleeve 13, wherein the friction plate supporter includes a disc-shaped friction plate support disc 11a and a cylindrical outer plate spline sleeve 11b, the power input mechanism is capable of transmitting power to the outer plate spline sleeve 11b, the outer plate spline sleeve 11b drives the friction plate support disc 11a to rotate synchronously, the friction plate support disc 11a is parallel to the friction plate pressing disc 13b, the outer plate spline sleeve 11b is coaxially sleeved outside the output helical raceway sleeve 13a, one end of the outer plate spline-fitted with an outer edge of the friction plate support disc 11a, and the other end extends out of the friction plate pressing disc 13b and is engaged/spline-fitted with friction clutch driving teeth 26b, so that the forward gear input duplicate gear 26 can drive the outer spline housing 11b to synchronously rotate. Each outer friction plate 11c is axially slidable along the inner wall of the outer plate spline housing 11b, and each inner friction plate 11d is axially slidable along the outer wall of the output spiral race barrel 13 a. Compared with the traditional disc type friction clutch, the friction clutch 11 in the present embodiment is used for a long time, the abrasion conditions of the inner friction plates 11d and the outer friction plates 11c are basically consistent, the sliding friction loss is reduced, the abrasion resistance, the stability and the reliability of the friction clutch 11 are improved, and the service life of the friction clutch 11 is prolonged.

Referring to fig. 4, 8 and 11, an inner edge of each inner friction plate 11d is provided with an inner internal spline 11d1, and an outer wall of the output spiral raceway cylinder 13a is provided with an inner external spline 13a1 adapted to each inner internal spline 11d1, that is, the output spiral raceway cylinder 13a and each inner friction plate 11d realize spline fit with each inner external spline 13a1 through the inner internal spline 11d1, so that each inner friction plate 11d can synchronously rotate with the output spiral raceway cylinder 13a and can axially move along the output spiral raceway cylinder 13a to realize separation.

Similarly, referring to fig. 4, 9 and 10, the outer edge of each outer friction plate 11c is provided with an outer plate external spline 11c1, and the inner wall of the outer plate spline housing 11b is provided with an outer plate internal spline 11b1 corresponding to each outer plate external spline 11c 1. That is, the outer plate spline housing 11b and each outer friction plate 11c realize spline fit with the outer plate inner spline 11b1 through the outer plate outer spline 11c1, so that each outer friction plate 11c can synchronously rotate with the outer plate spline housing 11b, and can axially move along the outer plate spline housing 11b to realize separation.

Referring to fig. 1, 4 and 9, the inner edge of the friction plate support disc 11a has a power take-off 11a1 extending away from the friction plate hold-down disc 13b, the power take-off 11a1 being rotatably mounted on the inner hub 2. The power output sleeve 11a1 and the output spiral raceway barrel 13a are coaxially arranged, that is, the central axes of the power output sleeve 11a1, the output spiral raceway barrel 13a and the main shaft 1 are superposed. The friction plate support plate 11a extends radially outward from the end of the power output sleeve 11a1 adjacent to the friction plate pressing plate 13b and faces the friction plate pressing plate 13b, so that the outer friction plates 11c and the inner friction plates 11d are alternately arranged on the friction plate support plate 11a and the friction plate pressing plate 13 b. The outer edge of the friction plate support plate 11a is provided with a power input spline 11a3 that is spline-fitted to the outer plate inner spline 11b 1. Each outer friction plate 11c and the friction plate supporting plate 11a can share the outer plate inner spline 11b1 on the inner wall of the outer plate spline housing 11b, and design and processing difficulty and production cost are reduced. By adopting the structure, the friction structure in the friction clutch is set into the outer friction plates and the inner friction plates which are alternately arranged, so that the borne torque is dispersed on the outer friction plates and the inner friction plates, the abrasion is shared by the outer friction plates and the inner friction plates, the friction loss is greatly reduced, and the defect of the traditional disc type friction clutch is overcome, thereby greatly improving the abrasion resistance of the friction clutch, the overall stability and reliability and prolonging the service life.

Referring to fig. 4, the portion of the outer plate spline housing 11b remote from the friction plate support is supported on the outer edge of the friction plate hold-down plate 13b and is free to rotate relative to the friction plate hold-down plate 13b to maintain the structure stable and reliable.

Referring to fig. 1, 3 and 4, the elastic element set 12 can apply a pre-tightening force to the inner plate spiral raceway sleeve 13 to press the outer friction plates 11c and the inner friction plates 11d tightly, so that the friction clutch 11 is kept in a coupled state. In this embodiment, the elastic element group 12 is preferably a disc spring, which is stable, reliable, and low in cost, and can continuously apply an axial thrust to the end bearing 15.

Referring to fig. 4 and 8, a plurality of inner plate starting retaining rings 11e are arranged on the inner wall of the output spiral raceway barrel 13a, and each inner plate starting retaining ring 11e is respectively positioned on one side of the adjacent inner friction plate 11d close to the friction plate supporting disk 11 a. By arranging the inner plate starting retainer ring 11e on the output spiral raceway barrel 13a, each inner friction plate 11d can be separated, so that all the inner friction plates 11d can be quickly and uniformly scattered in a separated state, and the outer friction plates 11c are driven to move at the same time, so that the inner friction plates 11d and the outer friction plates 11c are completely separated. Specifically speaking, through set up the inner plate on the inner friction piece installation section of thick bamboo and start the retaining ring, can drive each inner friction piece and adjacent outer friction piece separation initiatively, for current multi-plate friction clutch, response speed has not only been improved by a wide margin, the corresponding time has been shortened, thereby can increase the quantity of friction piece by a wide margin, the quantity of infinitely increasing the friction piece even, make this friction clutch can be applied to the scene of big moment of torsion, and can guarantee the thorough separation of inner friction piece and outer friction piece, the condition of adhesion can not take place, long-term use, each inner friction piece is unanimous basically with the wearing and tearing condition of outer friction piece, greatly reduced the friction loss, overcome the defect of traditional multi-plate friction clutch, friction clutch's life has been prolonged, thereby whole friction clutch's wearability has been improved by a wide margin, stability and reliability.

Furthermore, a plurality of inner disc springs 11h are sleeved on the outer wall of the output spiral raceway barrel 13a, each inner disc spring 11h is respectively positioned on one side of each inner friction plate 11d close to the friction plate pressing plate 13b, and two ends of each inner disc spring 11h are respectively and elastically supported on the corresponding inner friction plate 11d and the inner disc starting retaining ring 11 e. Through the design, each inner disc spring 11h is matched with each inner disc starting retainer ring 11e, bidirectional acting force is applied to the inner friction plate 11d, the inner friction plate 11d is promoted to be actively separated from the outer friction plates 11c on the two sides, and the inner friction plates 11d are guaranteed to be completely separated from the outer friction plates 11 c.

Further, the distance between the adjacent inner plate starting check rings 11e is equal, and the distance between the adjacent inner plate starting check rings 11e is greater than the distance between the adjacent inner friction plates 11d, specifically, the distance between the adjacent inner plate starting check rings 11e is only slightly greater than the distance between the adjacent inner friction plates 11d, and when the friction clutch is in a disconnected state, the inner friction plates 11d and the adjacent outer friction plates 11c can be uniformly distributed after being separated by the adjacent inner plate starting check rings 11 e. When the friction plate pressing plate 13b presses each outer friction plate 11c and each inner friction plate 11d, the distance between each inner plate starting check ring 11e and the adjacent inner friction plate 11d is gradually reduced in an arithmetic progression towards the direction close to the friction plate pressing plate 13 b. The outer wall of the output spiral raceway cylinder 13a is provided with an inner plate external spline 13a1, the inner plate external spline 13a1 is provided with a plurality of inner retainer mounting ring grooves 13a2 corresponding to the corresponding inner plate start retainers 11e, and each inner plate start retainer 11e is respectively embedded into the corresponding inner retainer mounting ring groove 13a 2. By adopting the structure, each inner friction plate and the corresponding outer friction plate can be dispersed more orderly and uniformly, and the response time is shortened.

Furthermore, a plurality of outer disc springs 11g are sleeved on the inner wall of the outer disc spline housing 11b, each outer disc spring 11g is respectively positioned on one side of each outer friction plate 11c close to the friction plate supporting disc 11a, and two ends of each outer disc spring 11g are respectively and elastically supported on the corresponding outer disc limiting retainer ring 11f and the outer friction plate 11 c. Through the design, each outer disc spring 11g is matched with each outer limiting retainer ring 11f to apply bidirectional acting force to the outer friction plate 11c, so that the outer friction plate 11c is actively separated from the inner friction plates 11d on two sides, and the inner friction plates 11d are completely separated from the outer friction plates 11 c.

Referring to fig. 4 and 9, a plurality of outer plate limit retaining rings 11f are arranged on the inner wall of the outer plate spline housing 11b, and each outer plate limit retaining ring 11f is respectively positioned on one side of each outer friction plate 11c close to the friction plate pressing disc 13 b. The distance between the adjacent outer plate limiting check rings 11f is equal, and the distance between the adjacent outer plate limiting check rings 11f is larger than the distance between the adjacent inner plate starting check rings 11 e. Through the design, the outer friction plate 11c is limited, the situation that the outer friction plate 11c is bonded with the previous-stage inner friction plate 11d is avoided, and the inner friction plate 11d is separated from the outer friction plate 11c more thoroughly. The spacing between the adjacent outer plate limiting retainer rings 11f is equal, so that the inner friction plates 11d and the corresponding outer friction plates 11c can be dispersed more orderly and uniformly, and the response time is shortened.

The inner wall of the outer plate spline housing 11b is provided with an outer plate internal spline 11b1, the outer edge of each outer friction plate 11c is provided with an outer plate external spline 11c1 in spline fit with the outer plate internal spline 11b1, the outer edge of the friction plate supporting disk 11a is provided with a power input spline 11a3, one end of the outer plate spline housing 11b, which is close to the friction plate supporting disk 11a, is in spline fit with the power input spline 11a3 through the outer plate internal spline 11b1, the outer plate internal spline 11b1 is provided with a plurality of outer retaining ring mounting ring grooves 11b2 which are matched with corresponding outer plate limiting retaining rings 11f, and each outer plate limiting retaining ring 11f is respectively embedded into the corresponding outer retaining ring mounting ring groove 11b 2.

Referring to fig. 5, the inner core wheel sleeve 2 is composed of a power output section 2a and a clutch mounting section 2b which are integrally formed, and both the power output section 2a and the clutch mounting section 2b are cylindrical structures. The outer diameter of the power output section 2a is smaller than that of the clutch mounting section 2b, the bore diameter is also smaller than that of the clutch mounting section 2b, the power output section 2a is rotatably sleeved on the main shaft 1, and specifically, the power output section 2a is rotatably sleeved on the main shaft 1 through a needle bearing 8. And, the power take-off section 2a is processed with the cam profile structure in the end face of one end far away from the clutch installation section 2b, thus can realize the transmission of power through the cooperation of the cam profile.

Referring to fig. 5, a non-metal support sleeve 4 is sleeved on an end portion of the main shaft 1, and the clutch mounting section 2b is rotatably sleeved on the non-metal support sleeve 4, preferably, the non-metal support sleeve 4 is made of nylon, has a self-lubricating effect, is good in wear resistance, low in cost and light in weight, meets the requirement of light design, and can ensure the stability of dynamic balance of the whole mechanism. Specifically, the main shaft 1 is sleeved with a washer 6, one side surface of the washer 6 is abutted to one end surface of the nonmetal supporting sleeve 4 far away from the axial locking end cover 5, a first ball bearing 7 is arranged between the other side surface of the washer 6 and one end surface of the power output section 2a close to the clutch mounting section 2b, and the nonmetal supporting sleeve 4 is sleeved on the end portion of the main shaft 1 through a half-moon key 9. In addition, in order to ensure the installation reliability of the non-metal supporting sleeve 4 and the inner core wheel sleeve 2 and avoid axial displacement, one end of the clutch installation section 2b, which is far away from the power output section 2a, is provided with an axial locking end cover 5, and the axial locking end cover 5 is inserted into the clutch installation section 2b and then is abutted against the non-metal supporting sleeve 4 so as to limit the non-metal supporting sleeve 4 between the axial locking end cover 5 and the clutch installation section 2 b. By adopting the structure, the axial displacement of the inner core wheel sleeve can be limited by utilizing the non-metal supporting sleeve, and the weight is far less than that of a metal piece, so that the reliable connection among all parts is ensured, and the light-weight design requirement is met; the axial locking end cover can simultaneously lock the non-metal bearing sleeve and the inner core wheel sleeve, so that the non-metal bearing sleeve and the inner core wheel sleeve cannot generate axial displacement, and the installation reliability of the non-metal bearing sleeve and the inner core wheel sleeve is further improved.

Referring to fig. 5, the axial locking end cap 5 includes a nylon sleeve limiting portion 5a adapted to a central hole of the power output section 2a and an annular flange 5b circumferentially disposed on an outer peripheral surface of the axial locking end cap 5, when the nylon sleeve limiting portion 5a is inserted into the central hole of the power output section 2a, an end surface of the nylon sleeve limiting portion 5a abuts against the non-metal support sleeve 4, and a side wall of the annular flange 5b near the nylon sleeve limiting portion 5a abuts against an end surface of the clutch mounting section 2b at an end far from the power output section 2a, so that axial positions of the non-metal support sleeve 4 and the inner hub 2 can be reliably locked.

Referring to fig. 5 and 6, the multiple rows of combined overrunning clutches 3 are sleeved on the clutch mounting section 2b and can drive the inner hub sleeve 2 to rotate. Specifically, the multi-row combined overrunning clutch 3 mainly includes an outer ring 3a and at least two inner core wheels 3b arranged side by side between the inner core wheel sleeve 2 and the outer ring 3a, rolling bodies are respectively arranged between the outer ring 3a and each inner core wheel 3b, it should be noted that the outer teeth 3b1 on the periphery of each inner core wheel 3b are directly opposite to each other, and the rolling bodies on the periphery of the adjacent inner core wheels 3b are directly opposite to each other, so as to ensure the synchronism of each inner core wheel 3 b.

The inner core wheel sleeve 2 is made of a high-strength anti-torsion material, the inner core wheel 3b is made of a compression-resistant and wear-resistant material, the structure is adopted, the inner core wheel sleeve is high in anti-torsion capacity, transmission reliability and stability can be guaranteed, the inner core wheel is high in wear-resistant and compression-resistant capacity, abrasion speed can be delayed, and reliable matching of the inner core wheel and a rolling body is guaranteed, so that the inner core wheel sleeve and the inner core wheel are made of two different materials, material characteristics can be fully utilized, production cost is effectively saved, the service life of the overrunning clutch is greatly prolonged, and the performance of the overrunning clutch is improved. Specifically, the inner core wheel sleeve 2 is made of alloy steel, and the inner core wheel 3b is made of bearing steel, alloy steel or hard alloy. In this embodiment, the inner core wheel sleeve 2 is preferably made of 20CrMnTi, and has high torsion resistance, low cost and high cost performance, and the inner core wheel 3b is preferably made of GCr15, so that the inner core wheel sleeve has high wear resistance and compression resistance, low cost and high cost performance. The torsion resistance and the pressure resistance of the inner core wheel sleeve 2 are high, the reliability and the stability of transmission can be ensured, and the abrasion resistance and the pressure resistance of the inner core wheel 3b are high, so that the inner core wheel sleeve 2 and the inner core wheel 3b are made of two different materials, the production cost is effectively saved, and the service life of the multi-row floating combined type heavy-load overrunning clutch is greatly prolonged.

Referring to fig. 5-7, the rolling elements distributed along the outer periphery of each inner core wheel 3b are composed of alternately arranged thick rolling elements 3c and thin rolling elements 3d, two opposite retainers 3e are arranged on the outer peripheral surface of each inner core wheel 3b, a ring of annular grooves 3e1 are formed in the inner wall of each retainer 3e, and both ends of each thin rolling element 3d are slidably inserted into the corresponding annular grooves 3e 1. By adopting the structure, each thin rolling body 3d can follow up, the overall stability and reliability are improved, and the service life is prolonged.

Referring to fig. 5, the outer wall of the outer ring 3a has input driven teeth 3a1 arranged along the circumferential direction. The outer wall of the inner core wheel sleeve 2 is in spline fit with the inner wall of each inner core wheel 3b, so that the inner core wheels 3b can drive the inner core wheel sleeve 2 to rotate. With the above configuration, power transmission can be reliably performed.

Referring to fig. 5, the gear ring supports 3f are disposed on two sides of the outer ring 3a, where the outer ring 3a is disposed on two sides of the outer ring 3a, and the gear ring supports 3f are respectively supported on the annular flange 5b through the second ball bearings 10, so that reliable installation of the outer ring 3a is ensured, and stability of the multi-row combined overrunning clutch 3 is improved.

Referring to fig. 8, the number of teeth of the internal spline of the inner core wheel 3b is twice that of the external teeth 3b 1. The installation and the debugging are convenient to solve the problem that each inner core wheel is asynchronous.

The external tooth 3b1 includes top arc section 3b12 and is located respectively short side segment 3b11 and long side segment 3b13 of top arc section 3b12 both sides, short side segment 3b11 is inside sunken arc structure, long side segment 3b13 is outside convex arc structure, the camber of short side segment 3b11 is less than the camber of long side segment 3b 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.

Referring to fig. 1 and 2, the countershaft transmission assembly includes a countershaft 21 disposed parallel to the main shaft 1, a first reduction driven gear 16 and a second drive gear 17 driven by the countershaft 21 are sleeved on the countershaft 21, a first reduction drive gear 18 driven by the friction clutch 11 is sleeved on the friction clutch 11, the first reduction drive gear 18 is engaged with the first reduction driven gear 16, an outer wall of the outer ring 3a has input driven teeth 3a1 disposed along a circumferential direction, and the input driven teeth 3a1 are engaged with the second drive gear 17. Specifically, the first-stage reduction driven gear 16 is rotatably fitted around the counter shaft 21, and a second meshing spline member 33 slidable in the axial direction thereof is fitted around the counter shaft 21. When the second meshing flower element sleeve 33 slides towards the direction of the first-stage reduction driven gear 16, so that the second meshing flower element sleeve 33 is in spline fit with the first-stage reduction driven gear 16, the first-stage reduction driven gear 16 and the auxiliary shaft 21 synchronously rotate; when the second engaging flower sleeve 33 is away from the first-stage reduction driven gear 16, the second engaging flower sleeve 33 is no longer in spline fit with the first-stage reduction driven gear 16, and the first-stage reduction driven gear 16 is disconnected from the counter shaft 21 and is no longer synchronously rotated.

Referring to fig. 2, the reverse gear shift system includes a reverse gear first-stage gear shaft 27 and a reverse gear second-stage gear shaft 28 both parallel to the power input shaft 22, the reverse gear first-stage gear shaft 27 includes a reverse gear first-stage auxiliary shaft portion 27a and a reverse gear second-stage driving tooth 27b which are integrally formed, a reverse gear first-stage driven gear 29 engaged with the reverse gear first-stage driving tooth 22a is fixedly sleeved on the reverse gear first-stage auxiliary shaft portion 27a, the reverse gear second-stage gear shaft 28 includes a reverse gear second-stage auxiliary shaft portion 28a and a reverse gear third-stage driving tooth 28b which are integrally formed, a reverse gear second-stage driven gear 30 engaged with the reverse gear second-stage driving tooth 27b is fixedly sleeved on the reverse gear second-stage auxiliary shaft portion 28a, and the reverse gear third-stage driving tooth 28b can transmit power to the main shaft 1.

The synchronous transmission device is characterized in that a main shaft extension shaft 1a is rotatably and coaxially arranged at one end of a main shaft 1, a reverse gear three-stage driven gear 32 meshed with a reverse gear three-stage driving tooth 28b is rotatably sleeved on the main shaft extension shaft 1a, a main shaft extension shaft 1a is rotatably and coaxially arranged at one end of the main shaft 1, a reverse gear three-stage driven gear 32 meshed with the reverse gear three-stage driving tooth 28b is rotatably sleeved on the main shaft extension shaft 1a, a bidirectional meshing spline sleeve 31 capable of axially sliding between the main shaft 1 and the reverse gear three-stage driven gear 32 is sleeved on the main shaft extension shaft 1a, and the bidirectional meshing spline sleeve 31 is combined with the main shaft 1 to enable the main shaft 1 and the main shaft extension shaft 1a to synchronously rotate or combined with the reverse gear three-stage driven gear 32 to enable the reverse gear three-stage driven gear 32 and the main shaft extension shaft 1a to synchronously rotate.

Firstly, a forward gear: the bidirectional meshing spline housing 31 is combined with the main shaft 1 and separated from the reverse gear three-stage driven gear 32; the second meshing flower sleeve 33 is coupled with the first reduction driven gear 16.

In this embodiment, the elastic element group 12 applies pressure through the end face bearings 15 to press the outer friction plates 11c and the inner friction plates 11d of the friction clutch 11, and at this time, the friction clutch 11 is in a combined state under the pressure of the elastic element group 12, and the power is in a high-speed power transmission path:

the motor → the power input shaft 22 → the first-gear driving gear for forward speed 23 → the first-gear driven gear shaft for forward speed 19 → the transmitting sensing cam sleeve 21 → the second-gear driving gear for forward speed 20 → the input double pinion 26 for forward speed → the outer disk spline housing 11b → the friction disk support disk 11a → the outer friction disk 11c and the inner friction disk 11d → the inner disk spiral spline housing 13 → the main shaft 1 → the double-meshing spline housing 31 → the main shaft extension shaft 1a outputs power.

At this time, the multi-row combined overrunning clutch 3 is in an overrunning state, and the elastic element group 12 is not compressed. When the resisting moment transmitted to the friction clutch 11 by the main shaft 1 is greater than or equal to the preset load limit of the friction clutch 11, the inner plate spiral roller way sleeve 13 and the main shaft 1 have a rotation speed difference, the inner plate spiral roller way sleeve 13 moves towards the compression elastic element group 12 to compress the elastic element group 12, gaps occur between each outer friction plate 11c and each inner friction plate 11d of the friction clutch 11, namely, the outer friction plates are separated, and the power is transmitted through the following route instead, namely, a low-speed power transmission route:

the motor → the power input shaft 22 → the first-stage drive gear for forward speed 23 → the first-stage driven gear shaft for forward speed 19 → the transmission sensing cam sleeve 21 → the second-stage drive gear for forward speed 20 → the input double pinion 26 for forward speed → the outer spline housing 11b → the friction plate support plate 11a → the first-stage reduction drive gear 18 → the first-stage reduction driven gear 16 → the second meshing spline housing 33 → the counter shaft 21 → the second-stage drive gear 17 → the multiple-row combined overrunning clutch 3 → the inner hub housing 2 → the inner spiral raceway housing 13 → the main shaft 1 → the double-meshing spline housing 31 → the main shaft extension shaft 1a outputs power.

At this time, the multi-row combined overrunning clutch 3 is not overrunning, and the elastic element group 12 is compressed. As can be seen from the above transmission path, the present invention forms an automatic transmission mechanism that maintains a certain pressure during operation.

In the embodiment, taking an electric automobile as an example, when the whole automobile is started, the resistance is greater than the driving force, the resistance forces the main shaft 1 to rotate for a certain angle relative to the inner-piece spiral roller sleeve 13, under the action of a spiral transmission pair, the inner-piece spiral roller sleeve 13 compresses the elastic element group 12 through the end-face bearing 15, the outer friction plate 11c is separated from the inner friction plate 11d, namely, the friction clutch 11 is in a disconnected state and rotates at a low-speed gear speed; therefore, the low-speed starting is automatically realized, and the starting time is shortened. Meanwhile, the elastic element group 12 absorbs the kinetic resistance moment energy and stores potential energy for restoring the high-speed gear to transmit power.

After the start is successful, the running resistance is reduced, and when the component force is reduced to be smaller than the pressure generated by the elastic element group 12, the outer friction plates 11c and the inner friction plates 11d of the friction clutch 11 are restored to the close contact state by being pushed by the rapid release of the pressure generated by the elastic element group 12 due to the compression of the motion resistance, and rotate at the high-speed gear speed.

In the driving process, the automatic gear shifting principle is the same as the principle of automatic gear shifting along with the change of the motion resistance, gear shifting is realized under the condition of not cutting off power, the whole vehicle runs stably, safety and low consumption are realized, a transmission route is simplified, and the transmission efficiency is improved.

II, reversing gear: the bidirectional meshing spline housing 31 is combined with the reverse gear three-stage driven gear 32 and separated from the main shaft 1; the second meshing flower sleeve 33 is disengaged from the first reduction driven gear 16.

Reverse gear power transmission route: the motor → the power input shaft 22 → the reverse first-stage driven gear 29 → the reverse first-stage gear shaft 27 → the reverse second-stage driven gear 30 → the reverse second-stage gear shaft 28 → the reverse third-stage driven gear 32 → the double-meshing spline housing 31 → the main shaft extension shaft 1a outputs power.

Finally, it should be noted that the above-mentioned description is only a preferred embodiment of the present invention, and those skilled in the art can make various similar representations without departing from the spirit and scope of the present invention.

Claims (10)

1. An intelligent self-adaptive automatic transmission is characterized in that: the device comprises a power input mechanism, a forward gear speed change system, a reverse gear speed change system, a main shaft (1) for outputting power and a transmission sensing mechanism for detecting the resistance moment borne by the main shaft (1), wherein the power input mechanism simultaneously drives the reverse gear speed change system and the transmission sensing mechanism, and the transmission sensing mechanism drives the forward gear speed change system;

the transmission sensing mechanism comprises an advancing gear first-stage driven gear shaft (19) driven by a power input mechanism, an advancing gear second-stage driving gear (20) used for transmitting power to an advancing gear speed change system, a transmission sensing cam sleeve (21) sleeved on the advancing gear first-stage driven gear shaft (19) in an axially sliding manner and a displacement detection device (25) used for detecting displacement of the transmission sensing cam sleeve (21), wherein the transmission sensing cam sleeve (21) can synchronously rotate under the driving of the advancing gear first-stage driven gear shaft (19), the advancing gear second-stage driving gear (20) is rotatably sleeved on the advancing gear first-stage driven gear shaft (19) and is in transmission fit with the corresponding end surface of the transmission sensing cam sleeve (21) through an end surface cam pair, the transmission sensing cam sleeve (21) can be driven to be far away from the advancing gear second-stage driving gear (20), and an elastic piece is arranged between the transmission sensing cam sleeve (21) and the advancing gear first-stage driven gear shaft (19) And the sexual reset element (24) can drive the transmission sensing cam sleeve (21) to be close to the forward gear secondary driving gear (20).

2. The intelligent adaptive automatic transmission of claim 1, wherein: the power input mechanism comprises a power input shaft (22) parallel to the main shaft (1) and a forward gear one-level driving gear (23) fixedly sleeved on the power input shaft (22), the forward gear one-level driving gear (23) can drive a forward gear one-level driven gear shaft (19) to rotate, a reverse gear one-level driving tooth (22a) is arranged on the power input shaft (22), and the reverse gear one-level driving tooth (22a) can transmit power to a reverse gear speed change system.

3. The intelligent adaptive automatic transmission of claim 2, wherein: reverse gear speed change system including all with power input shaft (22) parallel reverse gear one-level gear shaft (27) and reverse gear second grade gear shaft (28), reverse gear one-level gear shaft (27) including integrated into one piece reverse gear one-level counter shaft portion (27a) and reverse gear second grade driving tooth (27b) reverse gear one-level counter shaft portion (27a) go up fixed cover and are equipped with reverse gear one-level driven gear (29) with reverse gear one-level driving tooth (22a) meshing, reverse gear second grade gear shaft (28) including integrated into one piece reverse gear second grade counter shaft portion (28a) and reverse gear tertiary driving tooth (28b) reverse gear second grade driven gear (30) with reverse gear second grade driving tooth (27b) meshing reverse gear second grade driven gear on reverse gear second grade counter shaft portion (28a), reverse gear driving tooth (28b) can be with power transmission to main shaft (1).

4. The intelligent adaptive automatic transmission of claim 2, wherein: the synchronous transmission device is characterized in that a main shaft extension shaft (1a) is rotatably and coaxially arranged at one end of the main shaft (1), a reverse gear three-stage driven gear (32) meshed with a reverse gear three-stage driving tooth (28b) is rotatably sleeved on the main shaft extension shaft (1a), a bidirectional meshing spline sleeve (31) capable of axially sliding between the main shaft (1) and the reverse gear three-stage driven gear (32) is sleeved on the main shaft extension shaft (1a), and the bidirectional meshing spline sleeve (31) is combined with the main shaft (1) to enable the main shaft (1) and the main shaft extension shaft (1a) to synchronously rotate or is combined with the reverse gear three-stage driven gear (32) to enable the reverse gear three-stage driven gear (32) and the main shaft extension shaft (1a) to synchronously rotate.

5. The intelligent adaptive automatic transmission of claim 1, wherein: the advance and keep off one-level driven gear axle (19) including integrated into one piece transmission sensing installation axial region (19a) and advance and keep off one-level driven gear portion (19b), advance and keep off one-level driven gear portion (19b) and advance and keep off one-level driving gear (23) meshing, advance and keep off second grade driving gear (20) rotationally the suit on transmission sensing installation axial region (19a), but transmission sensing cam cover (21) axial sliding suit is on transmission sensing installation axial region (19a), the one end and the transmission sensing cam cover (21) butt of elasticity reset element (24), the other end and advance and keep off one-level driven gear portion (19b) butt.

6. The intelligent adaptive automatic transmission of claim 1, wherein: the displacement detection device (25) comprises a magnetic induction element (25b) which is arranged on the transmission sensing cam sleeve (21) through a magnetic sealing sleeve (25a) and a displacement sensor which is arranged on the transmission case and is used for detecting the displacement of the magnetic induction element (25 b).

7. The intelligent adaptive automatic transmission of claim 5, wherein: a forward gear input double gear (26) is rotatably sleeved on the main shaft (1), and the forward gear input double gear (26) is provided with a forward gear secondary driven tooth (26a) meshed with the forward gear secondary driving gear (20) and a friction clutch driving tooth (26b) used for transmitting power to a forward gear speed change system.

8. The intelligent adaptive automatic transmission of claim 1, wherein: the forward gear speed changing system comprises a high-speed gear transmission mechanism and a low-speed gear transmission mechanism;

the high-speed gear transmission mechanism comprises a friction clutch (11) driven by a forward gear secondary driving gear (20) and an elastic element group (12) used for applying pretightening force to the friction clutch (11), the friction clutch (11) is sleeved on the main shaft (1) through an inner sheet spiral roller sleeve (13), and a spiral transmission pair is formed between the inner sheet spiral roller sleeve (13) and the main shaft (1) so that the inner sheet spiral roller sleeve (13) can slide axially along the main shaft (1);

the low-speed gear transmission mechanism comprises a multi-row combined type overrunning clutch (3) which is sleeved on a main shaft (1) through an inner core wheel sleeve (2) and an auxiliary shaft transmission assembly which performs speed reduction transmission between a friction clutch (11) and the multi-row combined type overrunning clutch (3), wherein the corresponding end faces of the inner core wheel sleeve (2) and an inner sheet spiral roller way sleeve (13) are matched through end face cam pair transmission.

9. The intelligent adaptive automatic transmission of claim 8, wherein: multirow combination formula freewheel clutch (3) include outer lane (3a) and at least two interior heart yearn (3b) of setting side by side between outer lane (3a) and separation and reunion installation section (2b), and each interior heart yearn (3b) all is through spline fit suit on separation and reunion installation section (2b) to be provided with one-to-one just outer tooth (3b1) in respective periphery be provided with the rolling element between outer lane (3a) and each interior heart yearn (3b) respectively, the rolling element on every side of adjacent interior heart yearn (3b) is just to one.

10. The intelligent adaptive automatic transmission of claim 8, wherein: the friction clutch (11) comprises a friction plate supporting piece arranged on the inner plate spiral raceway sleeve (13) and a plurality of outer friction plates (11c) and inner friction plates (11d) which are alternately arranged between the friction plate supporting piece and the inner plate spiral raceway sleeve (13), each outer friction plate (11c) can axially slide along the friction plate supporting piece, and each inner friction plate (11d) can axially slide along the inner plate spiral raceway sleeve (13);

the friction plate supporting piece can transmit power to the auxiliary shaft transmission assembly, the elastic element group (12) can apply pretightening force to the inner plate spiral roller way sleeve (13) to press each outer friction plate (11c) and each inner friction plate (11d) tightly, a spiral transmission pair is formed between the inner plate spiral roller way sleeve (13) and the main shaft (1), the inner plate spiral roller way sleeve (13) can slide along the axial direction of the main shaft (1), and therefore the elastic element group (12) is compressed to release each outer friction plate (11c) and each inner friction plate (11 d).

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