CN112628372B - Longitudinal Drive Adaptive Taper Clutch Automatic Transmission System for Electric Vehicles - Google Patents
Longitudinal Drive Adaptive Taper Clutch Automatic Transmission System for Electric Vehicles Download PDFInfo
- Publication number
- CN112628372B CN112628372B CN202011485907.3A CN202011485907A CN112628372B CN 112628372 B CN112628372 B CN 112628372B CN 202011485907 A CN202011485907 A CN 202011485907A CN 112628372 B CN112628372 B CN 112628372B
- Authority
- CN
- China
- Prior art keywords
- sleeve
- gear
- inner wheel
- driven
- clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 91
- 230000003044 adaptive effect Effects 0.000 title claims description 15
- 230000007246 mechanism Effects 0.000 claims abstract description 22
- 230000009467 reduction Effects 0.000 claims description 25
- 230000008878 coupling Effects 0.000 claims description 12
- 238000010168 coupling process Methods 0.000 claims description 12
- 238000005859 coupling reaction Methods 0.000 claims description 12
- 238000005096 rolling process Methods 0.000 claims description 6
- 230000009471 action Effects 0.000 claims description 4
- 230000002093 peripheral effect Effects 0.000 claims 1
- 238000004519 manufacturing process Methods 0.000 abstract description 9
- 238000000034 method Methods 0.000 description 12
- 230000008859 change Effects 0.000 description 10
- 230000001360 synchronised effect Effects 0.000 description 9
- 230000009194 climbing Effects 0.000 description 5
- 238000005520 cutting process Methods 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000007668 thin rolling process Methods 0.000 description 3
- 229910000851 Alloy steel Inorganic materials 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000005299 abrasion Methods 0.000 description 1
- 229910045601 alloy Inorganic materials 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H35/00—Gearings or mechanisms with other special functional features
- F16H35/10—Arrangements or devices for absorbing overload or preventing damage by overload
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D41/00—Freewheels or freewheel clutches
- F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
- F16D41/064—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D43/00—Automatic clutches
- F16D43/02—Automatic clutches actuated entirely mechanically
- F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
- F16D43/21—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
- F16D43/213—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces
- F16D43/218—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces with conical friction surfaces
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D45/00—Freewheels or freewheel clutches combined with automatic clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D41/00—Freewheels or freewheel clutches
- F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
- F16D41/064—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls
- F16D2041/0643—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls the intermediate coupling members being of more than one size
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H2059/006—Overriding automatic control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
- F16H2061/0087—Adaptive control, e.g. the control parameters adapted by learning
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H2063/3093—Final output elements, i.e. the final elements to establish gear ratio, e.g. dog clutches or other means establishing coupling to shaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
本发明公开了一种电动汽车纵向驱动自适应锥度离合自动变速系统，包括高速挡传动机构、低速挡传动机构、倒挡换挡机构、同轴设置的输入轴和输出轴以及与输入轴平行的副轴，其中，摩擦离合器包括同步转动地套装在螺旋滚道套上的主动摩擦盘和同步转动地套装在超越离合器的内心轮上的从动摩擦盘。采用以上技术方案，不仅能够根据阻力情况自适应换挡，而且结构相对前代产品更为简单、紧凑、可靠，零部件更少，外形尺寸更小，更易于布置，能够大幅降低装配难度和生产制造成本。
The invention discloses an electric vehicle longitudinal drive self-adaptive taper clutch automatic transmission system, comprising a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a reverse gear shifting mechanism, an input shaft and an output shaft arranged coaxially, and a transmission mechanism parallel to the input shaft. A secondary shaft, wherein the friction clutch includes an active friction disc synchronously rotatably sleeved on the helical raceway sleeve and a driven friction disc synchronously rotatably sleeved on the inner wheel of the overrunning clutch. By adopting the above technical solutions, not only can the gear shift adaptively according to the resistance situation, but also the structure is simpler, more compact and more reliable than the previous generation products, with fewer parts, smaller dimensions and easier layout, which can greatly reduce the difficulty of assembly and production. manufacturing cost.
Description
Technical Field
The invention relates to the technical field of electric automobile transmission systems, in particular to a longitudinal driving self-adaptive taper clutch automatic speed changing system for an electric automobile.
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 motor usually needs to work under the conditions of low efficiency, low rotating speed and high torque, the motor is easy to be damaged accidentally, the maintenance and replacement cost is increased, and meanwhile, the endurance mileage of the 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.
In order to solve the problems, the inventor designs a series of cam self-adaptive automatic speed changing systems, drives the cam by using the driving resistance, achieves the purposes of automatically shifting gears and adaptively matching the vehicle speed output torque according to the driving resistance, and has a good application effect.
However, in the practical application process, the inventor finds that the structure of the adaptive automatic speed changing and self-adapting automatic speed changing system is complex and the number of parts is large due to the fact that the transmission path and the gear shifting path of the existing scheme are complex, so that the assembly difficulty is high, and the cost is high.
Therefore, a set of brand-new longitudinal driving adaptive taper clutch automatic speed change system for the electric automobile is urgently needed to be designed, so that adaptive gear shifting can be performed under the influence of resistance, the structure is compact, parts are few, and the assembly difficulty and the production and manufacturing cost can be reduced.
Disclosure of Invention
In order to solve the technical problems, the invention provides a longitudinal driving self-adaptive taper clutch automatic speed changing system for an electric automobile.
The technical scheme is as follows:
the utility model provides an electric automobile longitudinal drive self-adaptation tapering separation and reunion automatic speed changing system, includes high-speed gear drive mechanism, low-speed gear drive mechanism, reverse gear gearshift, the input shaft and the output shaft of coaxial setting and the countershaft parallel with the input shaft, its main points lie in: the high-speed gear transmission mechanism comprises a friction clutch and an elastic element group for applying pretightening force to the friction clutch, the friction clutch comprises a driving friction disc and a driven friction disc, the driving friction disc is sleeved on a spiral raceway sleeve in a synchronous rotating mode, the driven friction disc is sleeved on an inner core wheel of the overrunning clutch in a synchronous rotating mode, the spiral raceway sleeve is sleeved on an input shaft, a spiral transmission pair is formed between the spiral raceway sleeve and the input shaft and can slide along the axial direction of the input shaft, and the input shaft can transmit power to the inner core wheel of the overrunning clutch through the spiral raceway sleeve, the driving friction disc and the driven friction disc in sequence;
the low-speed gear transmission mechanism comprises an inner core wheel sleeve which is rotatably sleeved on the input shaft, an overrunning clutch which is sleeved on the inner core wheel sleeve and a countershaft transmission assembly with the countershaft, the inner core wheel and the inner core wheel sleeve synchronously rotate, and the spiral raceway sleeve can transmit power to the inner core wheel sleeve through the countershaft transmission assembly and the overrunning clutch in sequence;
the reverse gear shifting mechanism comprises a middle transmission sleeve forming a spiral transmission pair with the output shaft, a reverse gear driven gear sleeved outside the middle transmission sleeve and a reverse gear driving gear coaxially rotating with the auxiliary shaft, the reverse gear driving gear is meshed with the reverse gear driven gear, and the middle transmission sleeve can be combined with one of the inner core wheel sleeve and the reverse gear driven gear under the action of the gear shifting assembly.
By adopting the structure, the actual driving working condition and the motor working condition of the pure electric vehicle can be matched in a self-adaptive manner according to the resistance condition, so that the electric vehicle has strong climbing and heavy-load capacity, meanwhile, the motor is always positioned on a high-efficiency platform, the efficiency of the motor under the climbing and heavy-load conditions is greatly improved, the energy consumption of the motor is reduced, the three-gear speed change function of reverse gear, forward high-speed gear and forward low-speed gear is realized, and particularly, the high-speed and low-speed gear shift speed change of the forward gear can be automatically carried out along with the driving resistance change in a self-adaptive manner under the condition of not cutting off the driving force; and the whole system structure is simpler, more compact and more reliable than the prior products, has fewer parts and smaller overall dimension, is easier to arrange, and can greatly reduce the assembly difficulty and the production and manufacturing cost.
Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises an elastic element driving ring and a speed reduction primary driving gear which are sleeved on the spiral raceway sleeve, and a speed reduction primary driven gear which is sleeved on the auxiliary shaft in a synchronous rotating manner, wherein the speed reduction primary driving gear is meshed with the speed reduction primary driven gear, the elastic element driving ring and the spiral raceway sleeve rotate synchronously, and the elastic element driving ring is matched with one end cam profile close to the speed reduction primary driving gear to form an end face cam transmission pair; the auxiliary shaft is provided with a speed reduction secondary driving tooth, the outer ring of the overrunning clutch is provided with a speed reduction secondary driven tooth meshed with the speed reduction secondary driving tooth, and the reverse gear driving gear is sleeved at one end of the auxiliary shaft in a synchronous rotating mode. With the above structure, the power can be stably and reliably transmitted at a reduced speed, and the transmission efficiency is high.
Preferably, the method comprises the following steps: the overrunning clutch further comprises a rolling body arranged between the outer ring and the inner core wheel, the inner core wheel comprises an inner core wheel main body and an inner core wheel input sleeve which are integrally formed, the driven friction disc is sleeved on the inner core wheel input sleeve in a synchronous rotating mode, and the inner core wheel main body is sleeved on the inner core wheel sleeve in a synchronous rotating mode. By adopting the structure, not only can one part be reduced, the cost is reduced, but also the design is ingenious, and the stability and the reliability of the matching between the parts are improved.
Preferably, the method comprises the following steps: the inner core wheel main body is in spline fit with the inner core wheel sleeve, the driven friction disc is in spline fit with the inner core wheel input sleeve, and the driving friction disc is welded on the spiral roller path sleeve. By adopting the structure, the stability and the reliability of the matching between the parts are ensured, and the assembly is easy.
Preferably, the method comprises the following steps: the friction clutch further comprises a driven disc supporting sleeve which rotates synchronously with the driven friction disc, and bearings are arranged at the ends, far away from each other, of the driven friction disc and the driven disc supporting sleeve. By adopting the structure, the driven friction disc can be reliably positioned and supported, and the stability and the reliability of the friction clutch are improved.
Preferably, the method comprises the following steps: the elastic element driving ring is in key connection with the spiral raceway sleeve and is locked on the spiral raceway sleeve through a plurality of bolts. With the above structure, the elastic element drive ring can be stably and reliably mounted on the spiral raceway sleeve.
Preferably, the method comprises the following steps: the subassembly of shifting is including driving the middle transmission cover axial gliding combination cover of shifting and being used for the drive shift fork of shifting of combination cover of shifting, the preceding fender combination tooth that all is provided with mutual adaptation on the one end terminal surface that middle transmission cover and interior heart-piece cover are close to each other, the combination cover of shifting all is provided with the reverse fender combination tooth of mutual adaptation on the one end terminal surface that reverse gear driven gear is close to each other. By adopting the structure, the structure is simple and reliable, and the gear shifting operation is easy.
Preferably, the method comprises the following steps: the tooth top surfaces of the forward gear combination teeth and/or the reverse gear combination teeth are in a bevel ratchet structure. By adopting the structure, the gear shifting is easier.
Preferably, the method comprises the following steps: the gear shifting combination sleeve is welded and fixed on the intermediate transmission sleeve. With the structure, the gear shifting combination sleeve can be stably and reliably arranged on the intermediate transmission sleeve.
Preferably, the method comprises the following steps: the periphery of the driving friction disc is embedded with a plurality of permanent magnets, and the inner wall of the shell of the speed changing system is provided with a Hall element matched with the permanent magnets. By adopting the structure, the output rotating speed of the forward gear can be monitored in real time.
Compared with the prior art, the invention has the beneficial effects that:
the longitudinal driving self-adaptive taper clutch automatic speed change system of the electric automobile adopting the technical scheme has the advantages of novel structure, ingenious design and easy realization, not only can self-adaptively match the actual driving working condition and the motor working condition of a pure electric vehicle according to the resistance condition, and ensure that the electric automobile has strong climbing and heavy-load capacity and is always positioned on a high-efficiency platform, thereby greatly improving the efficiency of the motor under the climbing and heavy-load conditions, reducing the energy consumption of the motor, having three-gear speed change functions of reverse gear, forward high-speed gear and forward low-speed gear, and particularly being capable of self-adaptively automatically carrying out high-speed and low-speed gear change of the forward gear along with the driving resistance change under the condition of not cutting off the driving force; and the structure is simpler, compact, reliable than the previous generation product, spare part is still less, and overall dimension is littleer, changes to arrange, can reduce the assembly degree of difficulty and production manufacturing cost by a wide margin.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic diagram of a first embodiment of the present invention;
FIG. 3 is a schematic view of a second embodiment of the present invention;
FIG. 4 is a schematic view of the internal structure of the overrunning clutch;
fig. 5 is a development view of the forward gear engaging teeth or the reverse gear engaging teeth.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1, the longitudinal driving adaptive taper clutch automatic speed change system for the electric vehicle mainly comprises a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a reverse gear shifting mechanism, an input shaft 1 and an output shaft 3 which are coaxially arranged, and a counter shaft 4 parallel to the input shaft 1.
Referring to fig. 1-3, the high-speed gear transmission mechanism includes a friction clutch 5 and an elastic element group 6 for applying a pre-tightening force to the friction clutch 5, the friction clutch 5 includes a driving friction disc 5a synchronously rotatably sleeved on a spiral roller sleeve 7 and a driven friction disc 5b synchronously rotatably sleeved on an inner core wheel 9c of an overrunning clutch 9, the spiral roller sleeve 7 is sleeved on the input shaft 1 and forms a spiral transmission pair with the input shaft 1 so as to be capable of axially sliding along the input shaft 1, and the input shaft 1 is capable of sequentially transmitting power to the inner core wheel 9c of the overrunning clutch 9 through the spiral roller sleeve 7, the driving friction disc 5a and the driven friction disc 5 b.
The driving friction disk 5a is welded on the spiral roller sleeve 7, a spiral transmission pair is formed between the spiral roller sleeve 7 and the input shaft 1, the spiral roller sleeve 7 can slide along the axial direction of the input shaft 1, and the elastic element driving ring 13 is driven to compress the elastic element group 6, so that the driving friction disk 5a and the driven friction disk 5b are formed. Specifically, the screw transmission pair includes an inner screw raceway circumferentially distributed on an inner wall of the screw raceway sleeve 7 and an outer screw raceway circumferentially distributed on an outer wall of the input shaft 1, and a plurality of balls protruding outward are embedded in each outer screw raceway, and each ball can roll in the corresponding inner screw raceway and outer screw raceway. When the helical raceway sleeve rotates relative to the input shaft, it can move axially relative to the input shaft, and thereby the friction clutch 5, i.e., the driving friction disk 5a and the driven friction disk 5b, can be pressed or released, so that the friction clutch 5 is in an engaged or disengaged state.
The elastic element group 6 can apply pre-tightening force to the spiral roller way sleeve 7 to press the driving friction disc 5a and the driven friction disc 5b, so that the friction clutch 5 keeps a combined state. In this embodiment, the elastic element group 6 preferably adopts a disc spring, which is stable and reliable and has low cost.
Further, the friction clutch 5 further includes a driven plate support sleeve 5c which rotates synchronously with the driven friction plate 5b, and bearings are arranged at the ends of the driven friction plate 5b and the driven plate support sleeve 5c which are far away from each other, so as to reliably support the driven friction plate 5b and ensure the stability and reliability of the combination or separation of the friction clutch 5.
Referring to fig. 1-4, the low-speed transmission mechanism includes an inner core wheel sleeve 8 rotatably sleeved on the input shaft 1, an overrunning clutch 9 sleeved on the inner core wheel sleeve 8, and a countershaft transmission assembly having a countershaft 4, the inner core wheel 9c and the inner core wheel sleeve 8 rotate synchronously, and the spiral raceway sleeve 7 can transmit power to the inner core wheel sleeve 8 sequentially through the countershaft transmission assembly and the overrunning clutch 9.
The auxiliary shaft transmission assembly comprises an elastic element driving ring 13 and a first-stage speed reduction driving gear 14 which are sleeved on the spiral roller way sleeve 7 and a first-stage speed reduction driven gear 15 which is sleeved on the auxiliary shaft 4 in a synchronous rotating mode, the elastic element driving ring 13 and the spiral roller way sleeve 7 rotate synchronously, the first-stage speed reduction driving gear 14 is meshed with the first-stage speed reduction driven gear 15, and the elastic element driving ring 13 is matched with one end cam profile close to the first-stage speed reduction driving gear 14 to form an end face cam transmission pair; the auxiliary shaft 4 is provided with a speed reduction secondary driving tooth 4a, an outer ring 9a of the overrunning clutch 9 is provided with a speed reduction secondary driven tooth 9b meshed with the speed reduction secondary driving tooth 4a, and a reverse driving gear 12 is sleeved at one end of the auxiliary shaft 4 in a synchronous rotating manner.
In this embodiment, the elastic element drive ring 13 is fixed to the spiral raceway sleeve 7 by bolts. Not only is convenient to assemble, but also is stable and reliable.
The overrunning clutch 9 further includes rolling bodies disposed between the outer race 9a and the inner core 9c, the inner core 9c includes an integrally formed inner core body 9c1 and an inner core input sleeve 9c2, the driven friction disk 5b is synchronously rotatably fitted over the inner core input sleeve 9c2, and the inner core body 9c1 is synchronously rotatably fitted over the inner core sleeve 8. The inner core wheel main body 9c1 is in spline fit with the inner core wheel sleeve 8, and the driven friction disc 5b is in spline fit with the inner core wheel input sleeve 9c 2.
The inner core wheel sleeve 8 is made of a high-strength anti-torsion material, the inner core wheel 9c is made of a compression-resistant wear-resistant material, specifically, the inner core wheel sleeve 8 is made of alloy steel, and the inner core wheel 9c is made of bearing steel or alloy steel or hard alloy. In this embodiment, the inner core wheel sleeve 8 is preferably made of 20CrMnTi, and has high torsion resistance, low cost and high cost performance, and the inner core wheel 9c 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 8 are high, the reliability and the stability of transmission can be guaranteed, and the abrasion resistance and the pressure resistance of the inner core wheel 9c are high, so that the inner core wheel sleeve 8 and the inner core wheel 9c 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.
The rolling bodies distributed along the periphery of each inner core wheel 9c are composed of thick rolling bodies 9d and thin rolling bodies 9e which are alternately arranged, two opposite retainers 9f are arranged on the periphery of the inner core wheel 9c, a circle of annular groove 9f1 is formed in the inner wall of each retainer 9f, and two ends of each thin rolling body 9e are slidably inserted into the corresponding annular grooves 9f1 respectively. By adopting the structure, each thin rolling body 9e can follow up, the overall stability and reliability are improved, and the service life is prolonged.
The outer wall of the outer ring 9a is provided with two-stage speed reduction driven teeth 9b arranged along the circumferential direction. The outer wall of the inner hub sleeve 8 is spline fitted to the inner wall of the inner hub body 9c 1. With the above configuration, power transmission can be reliably performed.
The inner core wheel 9c is provided on the outer periphery thereof with external teeth 9c3 corresponding to the thick rolling elements 9d, and the number of internal splines of the inner core wheel 9c is twice the number of internal teeth 9c 3. The installation and debugging are convenient, so that the problem that the inner rings are not synchronous is solved.
The external teeth 9c3 include a top arc section 9c32, and a short side section 9c31 and a long side section 9c33 respectively located at two sides of the top arc section 9c32, the short side section 9c31 is an inwardly concave arc structure, the long side section 9c33 is an outwardly convex arc structure, and the curvature of the short side section 9c31 is smaller than that of the long side section 9c 33. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Referring to fig. 1, 3 and 5, the reverse gear shift mechanism includes an intermediate transmission sleeve 10 forming a screw transmission pair with the output shaft 3, a reverse gear driven gear 11 sleeved on the intermediate transmission sleeve 10, and a reverse gear driving gear 12 coaxially rotating with the auxiliary shaft 4, the intermediate transmission sleeve 10 can be combined with one of the inner core wheel sleeve 8 and the reverse gear driven gear 11 under the action of the shift assembly, wherein the structure of the screw transmission pair formed between the intermediate transmission sleeve 10 and the output shaft 3 is the same as the structure of the screw transmission pair formed between the screw raceway sleeve 7 and the input shaft 1.
The gear shifting assembly comprises a gear shifting coupling sleeve 16 capable of driving the intermediate transmission sleeve 10 to axially slide and a gear shifting fork 17 for driving the gear shifting coupling sleeve 16. Specifically, the shift coupling sleeve 16 is fitted over the intermediate transmission sleeve 10 and fixed thereto by welding. The end faces, close to each other, of the intermediate transmission sleeve 10 and the inner core wheel sleeve 8 are provided with forward gear engaging teeth a which are mutually matched, and the end faces, close to each other, of the gear shifting engaging sleeve 16 and the reverse gear driven gear 11 are provided with reverse gear engaging teeth b which are mutually matched.
Further, in order to make it easier to advance the gears, the tooth tops of the forward gear engaging teeth a and/or the reverse gear engaging teeth b are formed in a ratchet structure having a slope.
In this embodiment, the shift fork 17 drives the shift coupling sleeve 16 to make the intermediate transmission sleeve 10 in a forward gear transmission state when the intermediate transmission sleeve is coupled with the forward gear coupling teeth a of the inner hub 8.
The elastic element group 6 applies pressure to the inner plate spiral track sleeve 7 to press the driving friction disc 5a and the driven friction disc 5b of the friction clutch 5, at the moment, the friction clutch 5 is in a combined state under the pressure of the elastic element group 6, and the power is in a high-speed gear power transmission path:
the input shaft 1 → the inner plate helical raceway sleeve 7 → the friction clutch 5 → the inner core wheel 9c → the inner core wheel sleeve 8 → the intermediate transmission sleeve 10 → the output shaft 3 outputs power.
At this time, the elastic element group 6 is not compressed. When the resistance torque transmitted to the friction clutch 5 by the input shaft 1 is larger than or equal to the preset load limit of the friction clutch 5, the inner core wheel cam sleeve 7 compresses the elastic element group 6, a gap is formed between the driving friction disc 5a and the driven friction disc 5b of the friction clutch 5, namely, the friction is separated, and the power is transmitted through the following route instead, namely a low-speed power transmission route:
the input shaft 1 → the inner plate spiral raceway sleeve 7 → the elastic element drive ring 13 → the first reduction driving gear 14 → the first reduction driven gear 15 → the auxiliary shaft 4 → the overrunning clutch 9 → the inner core wheel sleeve 8 → the intermediate transmission sleeve 10 → the output shaft 3 outputs power.
At this time, the elastic element group 6 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.
The shift fork 17 drives the shift sleeve 16 to make the shift sleeve 16 and the reverse gear driven gear 11 in reverse gear transmission state when they are combined. Reverse gear power transmission route:
the input shaft 1 → the inner piece spiral raceway sleeve 7 → the elastic element drive ring 13 → the reduction primary drive gear 14 → the reduction primary driven gear 15 → the counter shaft 4 → the reverse drive gear 12 → the reverse driven gear 11 → the shift coupling sleeve 16 → the intermediate transmission sleeve 10 → the output shaft 3 outputs power.
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 input shaft 1 to rotate for a certain angle relative to the inner-plate spiral roller sleeve 7, under the action of a spiral transmission pair, the inner-plate spiral roller sleeve 7 compresses the elastic element group 6, the outer friction plate 5c is separated from the driven friction plate 5b, namely, the friction clutch 5 is in a disconnected state, and the power rotates at a low-gear speed; therefore, the low-speed starting is automatically realized, and the starting time is shortened. Meanwhile, the elastic element group 6 absorbs the motion 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 6, the driving friction disc 5a and the driven friction disc 5b of the friction clutch 5 are restored to the close contact state by being pushed by the elastic element group 6 which is compressed by the motion resistance and the pressure is rapidly released, and the power rotates 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.
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)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011485907.3A CN112628372B (en) | 2020-12-16 | 2020-12-16 | Longitudinal Drive Adaptive Taper Clutch Automatic Transmission System for Electric Vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011485907.3A CN112628372B (en) | 2020-12-16 | 2020-12-16 | Longitudinal Drive Adaptive Taper Clutch Automatic Transmission System for Electric Vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112628372A CN112628372A (en) | 2021-04-09 |
| CN112628372B true CN112628372B (en) | 2021-11-16 |
Family
ID=75313815
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011485907.3A Active CN112628372B (en) | 2020-12-16 | 2020-12-16 | Longitudinal Drive Adaptive Taper Clutch Automatic Transmission System for Electric Vehicles |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112628372B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114001105A (en) * | 2021-11-02 | 2022-02-01 | 德威(苏州)新能源有限公司 | One-way ratchet structure |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5356350A (en) * | 1991-07-15 | 1994-10-18 | C. & E. Fein Gmbh & Co. | Motor-driven screwdriver with variable torque setting for equal torques regardless or countertorques by fasteners |
| JP2012127446A (en) * | 2010-12-16 | 2012-07-05 | Ud Trucks Corp | Transmission |
| CN109910602A (en) * | 2019-04-10 | 2019-06-21 | 西南大学 | Adaptive automatic shifting electric hub with mechanical double overrunning clutch main shaft output |
| CN110017370A (en) * | 2019-04-18 | 2019-07-16 | 西南大学 | The mechanical double overdrive clutch self-adapting automatic gear shift main shaft assembly of planetary system output |
| CN110966362A (en) * | 2019-12-04 | 2020-04-07 | 西南大学 | Fully mechanical adaptive automatic transmission with reverse function |
| CN111005992A (en) * | 2019-12-04 | 2020-04-14 | 西南大学 | Self-adaptive automatic speed change assembly applicable to severe working conditions |
| CN111075892A (en) * | 2019-12-04 | 2020-04-28 | 西南大学 | Intelligent self-adaptive automatic transmission |
| CN211202792U (en) * | 2019-06-28 | 2020-08-07 | 沙雅钵施然智能农机有限公司 | Gear box with clutch protection device |
-
2020
- 2020-12-16 CN CN202011485907.3A patent/CN112628372B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5356350A (en) * | 1991-07-15 | 1994-10-18 | C. & E. Fein Gmbh & Co. | Motor-driven screwdriver with variable torque setting for equal torques regardless or countertorques by fasteners |
| JP2012127446A (en) * | 2010-12-16 | 2012-07-05 | Ud Trucks Corp | Transmission |
| CN109910602A (en) * | 2019-04-10 | 2019-06-21 | 西南大学 | Adaptive automatic shifting electric hub with mechanical double overrunning clutch main shaft output |
| CN110017370A (en) * | 2019-04-18 | 2019-07-16 | 西南大学 | The mechanical double overdrive clutch self-adapting automatic gear shift main shaft assembly of planetary system output |
| CN211202792U (en) * | 2019-06-28 | 2020-08-07 | 沙雅钵施然智能农机有限公司 | Gear box with clutch protection device |
| CN110966362A (en) * | 2019-12-04 | 2020-04-07 | 西南大学 | Fully mechanical adaptive automatic transmission with reverse function |
| CN111005992A (en) * | 2019-12-04 | 2020-04-14 | 西南大学 | Self-adaptive automatic speed change assembly applicable to severe working conditions |
| CN111075892A (en) * | 2019-12-04 | 2020-04-28 | 西南大学 | Intelligent self-adaptive automatic transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112628372A (en) | 2021-04-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110966362A (en) | Fully mechanical adaptive automatic transmission with reverse function | |
| CN111059244A (en) | Fully mechanical adaptive automatic transmission | |
| CN112628372B (en) | Longitudinal Drive Adaptive Taper Clutch Automatic Transmission System for Electric Vehicles | |
| CN110939698B (en) | Fully mechanical adaptive automatic transmission with reverse gear | |
| CN111059172B (en) | Mechanical heavy-load self-adaptive automatic speed change assembly | |
| CN111075854B (en) | Center-driven adaptive electric drivetrain with multi-plate friction clutch | |
| CN111016643A (en) | Double-helix double-transcend integrated intelligent adaptive electric drive front-wheel drive system | |
| CN110966361A (en) | Large-load self-adaptive automatic speed change system easy to shift gears | |
| CN111043257A (en) | Adaptive automatic transmission assembly with multi-plate high-torque friction clutch | |
| CN111043256B (en) | Fully mechanical adaptive automatic transmission system | |
| CN111016627B (en) | Center-driven intelligent adaptive electric drive system | |
| CN112628375B (en) | Central drive adaptive transmission assembly for tricycles | |
| CN111005990B (en) | Compact Adaptive Automatic Transmission | |
| CN214189989U (en) | Middle-arranged type transmission sensing multi-plate clutch self-adaptive electric driving system | |
| CN112628373B (en) | Electric Vehicle Transmission Sensing Longitudinal Drive Adaptive Taper Clutch Automatic Transmission System | |
| CN111016644B (en) | Compact adaptive automatic transmission system with multiple rows of overrunning clutches | |
| CN214267876U (en) | A central electric drive transmission sensing adaptive variable speed electric drive hub | |
| CN112628371B (en) | Longitudinal Drive Adaptive Automatic Transmission | |
| CN111059171B (en) | Double-overrunning self-adaptive automatic speed change system capable of bearing super-large load | |
| CN112628374B (en) | Longitudinal drive transmission sensing adaptive automatic transmission system for electric vehicles | |
| CN112498565B (en) | Self-adaptive electric driving system with centrally-mounted transmission sensing multiple clutch plates | |
| CN110949129B (en) | Intelligent self-adaptive automatic speed changing system with transmission sensing function | |
| CN111016647B (en) | Central driving type intelligent self-adaptive electric driving system with ultra-large load | |
| CN112682489B (en) | Longitudinal driving self-adaptive synchronous automatic speed changing system of electric automobile | |
| CN112901768A (en) | Large-load self-adaptive automatic speed change system capable of shifting gears rapidly |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |