CN113090718A - Transmission and two-gear bridge driving system - Google Patents
Transmission and two-gear bridge driving system Download PDFInfo
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- CN113090718A CN113090718A CN202010019056.7A CN202010019056A CN113090718A CN 113090718 A CN113090718 A CN 113090718A CN 202010019056 A CN202010019056 A CN 202010019056A CN 113090718 A CN113090718 A CN 113090718A
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- gear
- shaft
- way clutch
- clutch unit
- drive belt
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 67
- 230000002457 bidirectional effect Effects 0.000 claims description 12
- 230000002093 peripheral effect Effects 0.000 claims description 12
- 238000000034 method Methods 0.000 abstract description 7
- 230000008878 coupling Effects 0.000 description 9
- 238000010168 coupling process Methods 0.000 description 9
- 238000005859 coupling reaction Methods 0.000 description 9
- 238000010586 diagram Methods 0.000 description 5
- 230000007547 defect Effects 0.000 description 1
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Classifications
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- 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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
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- 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
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- 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
- F16D13/00—Friction clutches
- F16D13/22—Friction clutches with axially-movable clutching members
- F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
- F16D13/40—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which the or each axially-movable member is pressed exclusively against an axially-located member
- F16D13/42—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which the or each axially-movable member is pressed exclusively against an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member
- F16D13/44—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which the or each axially-movable member is pressed exclusively against an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member in which the clutching pressure is produced by springs only
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- 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
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/70—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members
- F16D13/71—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members in which the clutching pressure is produced by springs only
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- 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
- F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
- F16D47/04—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings of which at least one is a freewheel
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- 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
本发明提供了一种变速器及两挡电桥驱动系统。该变速器的离合机构包括由一个致动组件选择性致动而实现接合/分离的单向离合单元和实现分离/接合的摩擦式双向离合单元，该单向离合单元对应第一挡位且双向离合单元对应第二挡位。这样，在通过该离合机构进行换挡的过程中不会产生动力中断现象并且换挡平稳，另外该离合机构在转动惯量较高的情况下仍然可以实现换挡工作。
The invention provides a transmission and a two-speed electric bridge drive system. The clutch mechanism of the transmission includes a one-way clutch unit selectively actuated by an actuating assembly to realize engagement/disengagement and a friction type two-way clutch unit for disengagement/engagement, the one-way clutch unit corresponding to the first gear and the two-way clutch The unit corresponds to the second gear. In this way, in the process of shifting gears through the clutch mechanism, there is no power interruption phenomenon and the shifting is smooth. In addition, the clutch mechanism can still realize the shifting work when the moment of inertia is high.
Description
Technical Field
The present invention relates to the field of vehicles, and more particularly to a transmission for a vehicle and a two-speed bridge drive system including the same.
Background
Existing transmissions used in two-speed bridge drive systems, such as hybrid vehicles, often employ conventional synchronizers to shift gears. Although the synchronizer can meet the shifting requirement of the transmission, the shifting by the synchronizer has the following defects:
1. a power interruption phenomenon may occur during the gear shifting process;
2. the shifting process is not stable; and
3. shifts can only be achieved with a low moment of inertia.
Disclosure of Invention
The present invention has been made in view of the above-mentioned drawbacks of the two-speed bridge drive system. It is an object of the present invention to provide a transmission which avoids power interruption during at least part of the gear shifting process and which provides a smooth gear shifting process. The invention also provides a two-gear bridge driving system comprising the transmission.
In order to achieve the above object, the present invention adopts the following technical solutions.
The present invention provides a transmission comprising:
a first shaft and a second shaft coaxially arranged and freely rotatable relative to each other;
a first gear and a second gear, the first gear being non-torsionally disposed on the first shaft and the second gear being torsionally disposed on the second shaft; and
a clutch mechanism including an actuating assembly via which the one-way clutch unit can be selectively engaged and disengaged and the two-way clutch unit can be disengaged and engaged, a one-way clutch unit, and a frictional two-way clutch unit,
when the transmission is in a first gear, the one-way clutch unit is locked and the two-way clutch unit is separated, so that the first gear is in two-way transmission coupling with the first shaft through the one-way clutch unit and can rotate with the first shaft in two directions; when the transmission is in a second gear, the actuation assembly unlocks the one-way clutch unit and engages the two-way clutch unit such that the first gear and the first shaft are free to rotate relative to each other unidirectionally via the one-way clutch unit, and such that the second shaft is drivingly coupled with the first shaft in the unidirectional direction via the two-way clutch unit and is rotatable with the first shaft.
Preferably, the clutch mechanism further includes a support component fixed to the first shaft, the one-way clutch unit includes a driven part and a driving part, the driven part is fixed to the first gear, and the driving part is disposed on the support component and can rotate along with the support component, so that unlocking of the one-way clutch unit can be achieved by controlling the action of the actuating component to separate the driving part from the driven part.
More preferably, the driven part is formed with a protrusion protruding toward the corresponding driving part, the driving part includes a first driving belt provided to the support member and rotatable within a predetermined range about an engagement point with the support member, and a first support spring provided between one end of the first driving belt and the support member and between which the first support spring is provided
One end of the first drive belt is engageable with the projection under the action of the first support spring so that the driven portion is drivingly coupled with the first drive belt and the driven portion is rotatable in one direction with the first drive belt, the first drive belt being rotated about the engagement portion with the actuation assembly acting on the other end of the first drive belt so that the one end of the first drive belt is disengageable from the projection.
More preferably, the driving part further includes a second driving belt provided to the supporting member, and a second supporting spring provided between one end of the second driving belt and the supporting member, the one end of the second driving belt being engageable with the projection under the action of the second supporting spring, so that the driven part is drivingly coupled with the second driving belt and the driven part is rotatable with the second driving belt in another direction opposite to the one direction.
More preferably, the bidirectional clutch unit includes a driven plate fixed to the second shaft and a friction portion provided to the driven plate and corresponding to the support member.
More preferably, the actuating assembly includes a connecting rod and a pressure plate fixed to each other, the connecting rod and the pressure plate being reciprocally movable along an axial direction of the first shaft such that the connecting rod can abut against the other end of the first drive belt and the pressure plate can press the friction portion against the support assembly.
More preferably, the actuating assembly further comprises a diaphragm spring, an outer peripheral portion of the diaphragm spring is connected to the support assembly, an inner peripheral portion of the diaphragm spring is configured to receive an external force, and an intermediate portion of the diaphragm spring between the outer peripheral portion and the inner peripheral portion is connected to the pressure plate.
More preferably, the transmission further comprises a third shaft parallel to the first shaft and a third gear and a fourth gear arranged in a rotationally fixed manner on the third shaft, the third gear being constantly in engagement with the first gear and corresponding to the first gear, the fourth gear being constantly in engagement with the second gear and corresponding to the second gear.
More preferably, the transmission ratio of the first gear to the third gear is greater than the transmission ratio of the second gear to the fourth gear.
The invention also provides a two-gear bridge driving system which comprises an electric motor and the transmission according to any one of the technical schemes, wherein the electric motor is in transmission coupling with the first shaft of the transmission.
By adopting the technical scheme, the invention provides a novel transmission and a two-gear bridge driving system comprising the transmission. The clutch mechanism of the transmission comprises a one-way clutch unit and a friction type two-way clutch unit, wherein the one-way clutch unit is selectively actuated by an actuating assembly to realize engagement/disengagement, the friction type two-way clutch unit realizes disengagement/engagement, the one-way clutch unit corresponds to a first gear, and the two-way clutch unit corresponds to a second gear. Therefore, the power interruption phenomenon cannot be generated in the process of shifting from the first gear to the second gear through the clutch mechanism, the gear shifting is smooth, and in addition, the clutch mechanism can still realize the gear shifting work under the condition of high rotational inertia.
Drawings
Fig. 1 is a schematic diagram showing the topology of a two-speed bridge drive system according to an embodiment of the present invention.
FIG. 2a is a partial schematic structural diagram illustrating the transmission of the two-speed bridge drive system of FIG. 1 with the one-way clutch unit of the clutching mechanism engaged and the two-way clutching mechanism disengaged;
FIG. 2b is a partial top view from the direction of V1 showing the structure in FIG. 2 a; fig. 2c is a schematic diagram of a torque transmission path for explaining the structure in fig. 2 a.
FIG. 3a is a partial schematic structural diagram illustrating the transmission of the two-speed bridge drive system of FIG. 1 with the two-way clutch unit of the clutching mechanism engaged and the one-way clutching mechanism disengaged; FIG. 3b is a partial top view from the direction of V2 showing the structure in FIG. 3 a; fig. 3c is a schematic diagram of a torque transmission path for explaining the structure in fig. 3 a.
Description of the reference numerals
EM motor
S1 first axis S2 second axis S3 third axis
G1 first gear G2 second gear G3 third gear G4 fourth gear
The A axis is R radial to the O central axis.
Detailed Description
Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the detailed description is intended only to teach one skilled in the art how to practice the invention, and is not intended to be exhaustive or to limit the scope of the invention.
In the present invention, "drive-coupled" means a coupling between two members capable of transmitting a driving force/torque; "axial direction", "radial direction", and "circumferential direction" refer to the axial direction, radial direction, and circumferential direction of a first shaft as an input shaft of the transmission, and the central axis O is the central axis of the first shaft; "bidirectional" refers to clockwise and counterclockwise directions as viewed from left to right in fig. 2a, 2c, 3a and 3c, and "unidirectional" refers to the counterclockwise direction described above.
The structure of a two-speed bridge drive system according to an embodiment of the present invention will be first described with reference to the drawings attached to the specification.
As shown in fig. 1, a two-speed bridge drive system according to an embodiment of the present invention includes an electric machine EM and a transmission that are drivingly coupled to each other. The electric machine EM comprises a stator and a rotor which is rotatable relative to the stator. The rotor of the electric machine EM is drivingly coupled with the input shaft of the transmission such that torque from the rotor of the electric machine EM can be transferred to the transmission. The transmission has two gears, and shifting between the two gears can be achieved by means of the clutch mechanism C of the transmission, so that torque from the rotor of the electric machine EM can be transmitted to the wheels of the vehicle via different torque transmission paths. The specific structure of the transmission of the two-speed bridge drive system will be specifically described below.
As shown in fig. 1, 2a and 3a, the transmission according to the present invention includes three shafts (a first shaft S1, a second shaft S2 and a third shaft S3), four gears (a first gear G1, a second gear G2, a third gear G3 and a fourth gear G4), and a clutch mechanism C.
In the present embodiment, the first shaft S1 serves as an input shaft of the transmission for driving coupling with the rotor of the electric machine EM. The second shaft S2 and the first shaft S1 are coaxially arranged and are capable of freely rotating relative to each other. One end of the first shaft S1 and one end of the second shaft S2 are lapped together via a bearing, for example. The third shaft S3 acts as an output shaft of the transmission for transmitting torque to a differential (not shown) of the vehicle, which in turn transmits torque to the wheels of the vehicle. The third shaft S3 is arranged in parallel with the first shaft S1 and the second shaft S2.
In the present embodiment, the first gear G1 is provided on the first shaft S1 so as not to rotate. That is, when the first gear G1 is not involved in transferring torque, the first gear G1 is free to rotate relative to the first shaft S1. Preferably, the first gear G1 is not movable in the axial direction a relative to the first shaft S1.
The second gear G2 is disposed on the second shaft S2 in a torque-proof manner. That is, the second gear G2 is in bidirectional direct drive coupling with the second shaft S2 and the second gear G2 is capable of bidirectional rotation with the second shaft S2. Preferably, the second gear G2 is not movable in the axial direction a relative to the second shaft S2.
The third gear G3 is disposed on the third shaft S3 in a torque-proof manner. That is, the third gear G3 is in bidirectional direct drive coupling with the third shaft S3 and the third gear G3 is capable of bidirectional rotation with the third shaft S3. Preferably, the third gear G3 is not movable in the axial direction a relative to the third shaft S3. Further, the third gear G3 is always in mesh with the first gear G1 to form a gear pair corresponding to the first gear of the transmission.
The fourth gear G4 is disposed on the third shaft S3 in a torque-proof manner. That is, the fourth gear G4 is in bidirectional direct drive coupling with the third shaft S3 and the fourth gear G4 is capable of bidirectional rotation with the third shaft S3. Preferably, the fourth gear G4 is not movable in the axial direction a relative to the third shaft S3. Further, the fourth gear G4 and the second gear G2 are always in a meshed state to constitute a gear pair corresponding to the second gear of the transmission.
In the present embodiment, it is preferable that the gear ratio of the first gear G1 to the third gear G3 is larger than the gear ratio of the second gear G2 to the fourth gear G4.
In the present embodiment, the clutch mechanism C is used for shift switching of the transmission (switching between the first gear and the second gear). Specifically, the clutch mechanism C includes a support assembly 1, an actuating assembly 2, a one-way clutch unit 3, and a two-way clutch unit 4. In different gears, the one-way clutch unit 3 or the two-way clutch unit 4 can be selectively engaged via the actuating assembly 2. When the transmission is in the first gear, the one-way clutch unit 3 is locked and the two-way clutch unit 4 is disengaged, so that the first gear G1 is bidirectionally drivingly coupled with the first shaft S1 via the one-way clutch unit 3 and can bidirectionally rotate with the first shaft S1; when the transmission is in the second gear, the one-way clutch unit 3 is unlocked and the two-way clutch unit 4 is engaged, so that the first gear G1 is unidirectionally drivingly coupled with the first shaft S1 via the one-way clutch unit 3 and is unidirectionally rotatable with the first shaft S1, and the second shaft S2 is bidirectionally drivingly coupled with the first shaft S1 via the two-way clutch unit 4 and is bidirectionally rotatable with the first shaft S1.
Further, the support assembly 1 preferably has a disc shape and is fixed to the first shaft S1 such that the support assembly 1 is fixed relative to the first shaft S1 in all of the axial direction a, the radial direction R, and the circumferential direction. The support assembly 1 comprises a flywheel 11 and a support 12 fixedly connected to each other. The flywheel 11 is directly fixed to the first shaft S1, one end of the support member 12 is fixed to the flywheel 11 via a connection member such as a bolt, and the support member 12 extends toward the second gear G2 to partially surround the actuating assembly 2 and the bidirectional clutch unit 4.
Further, the actuating assembly 2 is mounted to the support assembly 1 and comprises a connecting rod 21, a pressure plate 22 and a diaphragm spring 23. The connecting rod 21 and the pressure plate 22 are abutted or fixed to each other and are capable of reciprocating in the axial direction a by the externally applied driving force and the spring force of the diaphragm spring 23, so that the connecting rod 21 passes through the flywheel 11 of the support assembly 1 and is capable of abutting against the other end of the below-described first drive belt 32 of the one-way clutch unit 3, and the pressure plate 22 is capable of pressing the below-described friction portion 42 of the two-way clutch unit 4 against the support assembly 1. An outer peripheral portion of the diaphragm spring 23 is connected to the support 12 of the support assembly 1, an inner peripheral portion of the diaphragm spring 23 receives a driving force from the outside, and an intermediate portion of the diaphragm spring 23 between the outer peripheral portion and the inner peripheral portion is connected to the pressure plate 22.
Thus, when the actuating assembly 2 is acted upon solely by the spring force of the diaphragm spring 23, the actuating assembly 2 is in the state shown in fig. 2a, in which the one-way clutch unit 3 is locked and the two-way clutch unit 4 is disengaged. When the actuating assembly 2 is subjected to a driving force from the outside and a spring force of the diaphragm spring 23, the actuating assembly 2 is in the state shown in fig. 3a, at which the one-way clutch unit 3 is unlocked and the two-way clutch unit 4 is engaged.
Further, the one-way clutch unit 3 is located on the opposite side of the actuating assembly 2 with respect to the flywheel 11. The one-way clutch unit 3 includes a driven portion 31 and a driving portion.
The driven portion 31 is fixed to the first gear G1, and the driven portion 31 is formed with a projection 31P projecting toward the driving portion, the projection 31P being for engagement with the driving portion.
The driving part is arranged on the supporting component 1 and can rotate along with the supporting component 1. As shown in fig. 2b and 3b, the driving part includes a first driving belt 32 and a first supporting spring 33 at one side of the projection 31P and a second driving belt 34 and a second supporting spring 35 at the other side of the projection 31P.
The second drive belt 34 is provided to the flywheel 11, the second support spring 35 is provided between one end of the second drive belt 34 and the flywheel 11, and the one end of the second drive belt 34 can always engage with the projection 31P under the spring force of the second support spring 35, so that the driven part 31 is drivingly coupled with the second drive belt 34 and can rotate in the downward direction in fig. 2b, 3b along with the second drive belt 34.
The first drive belt 32 is provided to the flywheel 11 and is rotatable within a predetermined range about an engagement point with the flywheel 11. The first support spring 33 is disposed between one end of the first drive belt 32 and the flywheel 11. As shown in fig. 2b, one end of the first drive belt 32 can be engaged with the projection 31P when only the spring force of the first support spring 33 is present, so that the driven portion 31 is unidirectionally transmission-coupled with the first drive belt 32 and can rotate in both the upward and downward directions in fig. 2b with the first drive belt 32, at which time the one-way clutch unit is in a locked state, and torque can be transmitted bidirectionally.
As shown in fig. 3b, in the case where the connecting rod 21 of the actuating assembly 2 acts on the other end of the first drive belt 32, the urging force of the connecting rod 21 overcomes the spring force of the first supporting spring 33, so that the first drive belt 32 rotates about the above-mentioned engaging portion to the state shown in fig. 3b, with one end of the first drive belt 32 being disengaged from the projection 31P, when the first shaft S1 rotates in the upward direction in fig. 3b, the driven part 31 cannot be engaged with the driving part; and when the first shaft S1 is rotated in the downward direction in fig. 3b, the driven portion 31 can engage with the driving portion and transmit torque due to the engaged state of the second driving belt 34. The one-way clutch unit is in an unlocking state and can transmit torque in one way.
Further, the bidirectional clutch unit 4 includes a driven plate 41 fixed to the second shaft S2, and a friction portion 42 provided to the driven plate 41 and corresponding to the support assembly 1. The friction portion 42 is provided between the flywheel 11 and the pressure plate 22, and the friction portion 42 can be brought into contact with the flywheel 11 by the pressure plate 22, thereby bringing the bidirectional clutch unit 4 into an engaged state.
By adopting the structure, the clutch mechanism C can be switched between the first gear and the second gear, so that gear shifting of the transmission is realized.
As shown in fig. 2a and 2C, when the actuating assembly 2 of the clutch mechanism C is not acted by the driving force from the outside, the one-way clutch unit 3 is engaged and the two-way clutch unit 4 is disengaged, and at this time, the first gear G1 is in transmission coupling with the first shaft S1 via the one-way clutch unit 3, and the transmission is in the first gear. As shown in fig. 1 and 2c, when torque/power is transmitted from the electric machine EM to the third shaft S3, the transmission path of the torque from the electric machine EM in both directions of rotation is as follows: the motor EM → the first shaft S1 → the flywheel 11 → the first drive belt 32 or the second drive belt 34 → the driven portion 31 → the first gear G1 → the third gear G3 → the third shaft S3; when torque/power is transmitted from the third shaft S3 to the electric machine EM, the transmission path of torque from the third shaft S3 in both directions of rotation is as follows: the third shaft S3 → the third gear G3 → the first gear G1 → the driven portion 31 → the first drive belt 32 or the second drive belt 34 → the flywheel 11 → the first shaft S1 → the motor EM.
As shown in fig. 3a and 3C, when the actuating assembly 2 of the clutch mechanism C is acted by the driving force from the outside, the actuating assembly 2 unlocks the one-way clutch unit 3 and the two-way clutch unit 4 is engaged, at which time the one-way clutch unit 3 is free to rotate in one direction without transmitting torque, while the two-way clutch unit 4 transmits torque in the one direction, at which time the second shaft S2 is in driving coupling with the first shaft S1 via the two-way clutch unit 4, and the transmission is in the second gear.
Further, assuming that the rotation direction when the first shaft S1 rotates counterclockwise (i.e., upward in fig. 3 c) is positive and the rotation speed of the rotor of the motor EM is + V, the rotation speeds of the other components are as shown in the following table (where N1 is the transmission ratio of the first gear G1 to the third gear G3, N2 is the transmission ratio of the second gear G2 to the fourth gear G4, and N1> N2).
As can be seen from the above table, when the transmission is in the second gear and the first shaft S1 rotates counterclockwise, the rotation speed of the driven part 31 is greater than that of the flywheel 11, the second drive belt 34 in the one-way clutch unit 3 does not engage with the projection 31P of the driven part 31, and therefore torque is not transmitted via the one-way clutch unit 3.
The technical aspects of the present invention are explained in detail in the above embodiments, and supplementary descriptions are provided below.
i. Although a specific structure of the one-way clutch unit 3 is described in the above specific embodiment, the present invention is not limited thereto. The one-way clutch unit 3 may have other suitable structures, and may be, for example, a sprag type or roller type one-way clutch unit.
Although not explicitly stated in the above embodiments, it is to be understood that the two-speed bridge drive system may be used for forward drive when the first shaft S1 rotates counterclockwise with the rotor of the electric machine EM; the two-gear bridge drive system can be used for reverse drive when the first shaft S1 rotates clockwise with the rotor of the electric machine EM and the transmission is in first gear.
in the above embodiment, when switching from the first gear to the second gear, since the friction type two-way clutch unit 4 is gradually engaged, the one-way clutch unit 3 always transmits torque in the previous period until the rotation speed of the driven part 31 is greater than that of the driving part, and the one-way clutch unit 3 does not transmit torque, so that the gear shifting is completed, and therefore, the power interruption phenomenon does not occur during the gear shifting process, and the gear shifting is more stable; when switching from the second gear to the first gear, the two-way clutch unit 4 is put into the slip state, and then the speeds of the driven part 31 and the flywheel 11 are adjusted to approach each other, so that the phenomenon of power interruption does not occur and the gear shifting is smoother. In addition, the shift mechanism C in the transmission according to the present invention is less affected by the moment of inertia, and shifting can be performed under a relatively high moment of inertia.
Although not specifically described in the above embodiment, it is to be understood that the first drive belt 32 and the second drive belt 34 may be provided in plurality in the circumferential direction, and correspondingly the convex portion of the driven portion 31 may be provided in plurality. In addition, the flywheel 11 can also function as a storage of the moment of inertia.
Claims (10)
1. A transmission, comprising:
a first shaft (S1) and a second shaft (S2), the first shaft (S1) and the second shaft (S2) being coaxially arranged and freely rotatable relative to each other;
a first gear (G1) and a second gear (G2), the first gear (G1) being non-rotatably disposed on the first shaft (S1), the second gear (G2) being non-rotatably disposed on the second shaft (S2); and
a clutch mechanism (C) comprising an actuating assembly (2), a one-way clutch unit (3) and a friction-type two-way clutch unit (4), via which actuating assembly (2) the one-way clutch unit (3) can be selectively locked and unlocked and the two-way clutch unit (4) can be disengaged and engaged,
when the transmission is in a first gear, the one-way clutch unit (3) is locked and the two-way clutch unit (4) is disengaged, so that the first gear (G1) is bidirectionally drive-coupled with the first shaft (S1) via the one-way clutch unit (3) and can rotate bidirectionally with the first shaft (S1); when the transmission is in a second gear, the actuation assembly (2) unlocks the one-way clutch unit (3) and the two-way clutch unit (4) is engaged, such that the first gear (G1) and the first shaft (S1) are free to rotate relative to each other unidirectionally via the one-way clutch unit (3), and such that the second shaft (S2) and the first shaft (S1) are drivingly coupleable in the unidirectional direction and rotatable with the first shaft (S1) via the two-way clutch unit (4).
2. The transmission according to claim 1, characterized in that the clutch mechanism (C) further comprises a support assembly (1) fixed to the first shaft (S1), the one-way clutch unit (3) comprises a driven part (31) and a driving part, the driven part (31) being fixed to the first gear (G1), the driving part being provided to the support assembly (1) and being rotatable with the support assembly (1), so that locking and unlocking of the one-way clutch unit (3) can be achieved by controlling the action of the actuating assembly (2) to lock and unlock the driving part with the driven part (31).
3. Transmission according to claim 2, characterized in that the driven part (31) is formed with a projection (31P) projecting towards the corresponding driving part, the driving part comprising a first drive belt (32) and a first support spring (33), the first drive belt (32) being provided to the support assembly (1) and being rotatable around an engagement point with the support assembly (1) within a predetermined range, the first support spring (33) being provided between one end of the first drive belt (32) and the support assembly (1), and
one end of the first drive belt (32) is engageable with the projection (31P) under the action of the first support spring (33) so that the driven portion (31) is drivingly coupled with the first drive belt (32) and the driven portion (31) is rotatable in one direction along with the first drive belt (32), the first drive belt (32) being rotated about the engagement portion with the actuation assembly (2) acting on the other end of the first drive belt (32) so that the one end of the first drive belt (32) is disengageable from the projection (31P).
4. Transmission according to claim 3, characterized in that the drive section further comprises a second drive belt (34) and a second support spring (35), the second drive belt (34) being arranged at the support assembly (1), the second support spring (35) being arranged between one end of the second drive belt (34) and the support assembly (1), one end of the second drive belt (34) being engageable with the projection (31P) under the action of the second support spring (35), so that the driven section (31) is drivingly coupled with the second drive belt (34) and the driven section (31) is rotatable with the second drive belt (34) in another direction opposite to the one direction.
5. The transmission according to any one of claims 2 to 4, characterized in that the bidirectional clutch unit (4) includes a driven plate (41) fixed to the second shaft (S2) and a friction portion (42) provided to the driven plate (41) and corresponding to the support assembly (1).
6. Transmission according to claim 5 when depending on claim 3 or 4, characterized in that the actuating assembly (2) comprises a connecting rod (21) and a pressure plate (22) fixed to each other, the connecting rod (21) and the pressure plate (22) being reciprocally movable along the axial direction (A) of the first shaft (S1) so that the connecting rod (21) can abut against the other end of the first drive belt (32) and the pressure plate (22) can press the friction portion (42) against the support assembly (1).
7. The transmission according to claim 6, characterized in that the actuating assembly (2) further comprises a diaphragm spring (23), an outer peripheral portion of the diaphragm spring (23) being connected to the support assembly (1), an inner peripheral portion of the diaphragm spring (23) being adapted to receive a force from the outside, an intermediate portion of the diaphragm spring (23) between the outer peripheral portion and the inner peripheral portion being connected to the pressure plate (22).
8. The transmission according to any one of claims 1 to 4, characterized in that it further comprises a third shaft (S3) parallel to said first shaft (S1) and a third (G3) and a fourth (G4) gear wheel, disposed in a torsionally fixed manner on said third shaft (S3), said third gear wheel (G3) being constantly in engagement with said first gear wheel (G1) and corresponding to said first gear, said fourth gear wheel (G4) being constantly in engagement with said second gear wheel (G2) and corresponding to said second gear.
9. The transmission of claim 8, wherein a gear ratio of the first gear (G1) to the third gear (G3) is greater than a gear ratio of the second gear (G2) to the fourth gear (G4).
10. A two-gear bridge drive system comprising an Electric Machine (EM) and a transmission according to any one of claims 1 to 9, the Electric Machine (EM) being drivingly coupled with a first shaft (S1) of the transmission.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010019056.7A CN113090718A (en) | 2020-01-08 | 2020-01-08 | Transmission and two-gear bridge driving system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010019056.7A CN113090718A (en) | 2020-01-08 | 2020-01-08 | Transmission and two-gear bridge driving system |
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| Publication Number | Publication Date |
|---|---|
| CN113090718A true CN113090718A (en) | 2021-07-09 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010019056.7A Pending CN113090718A (en) | 2020-01-08 | 2020-01-08 | Transmission and two-gear bridge driving system |
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| Country | Link |
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| CN (1) | CN113090718A (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4237749A (en) * | 1979-05-11 | 1980-12-09 | General Motors Corporation | Multi-speed power transmission |
| US20070144288A1 (en) * | 2005-12-28 | 2007-06-28 | Hitachi, Ltd. | Automatic transmission controller, automatic transmission control method and automatic transmission |
| JP2007315466A (en) * | 2006-05-24 | 2007-12-06 | Toyota Motor Corp | One-way clutch support structure |
| CN103573856A (en) * | 2012-08-06 | 2014-02-12 | 格特拉格传动机构和齿轮工厂赫尔曼·哈根迈尔有限公司&两合公司 | Step-variable transmission for a motor vehicle |
| US20160339777A1 (en) * | 2015-05-20 | 2016-11-24 | Ford Global Technologies, Llc | Multi-Mode Powersplit Hybrid Transmission |
| US20160363175A1 (en) * | 2014-01-30 | 2016-12-15 | Borgwarner Inc. | Dual gain friction clutch |
-
2020
- 2020-01-08 CN CN202010019056.7A patent/CN113090718A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4237749A (en) * | 1979-05-11 | 1980-12-09 | General Motors Corporation | Multi-speed power transmission |
| US20070144288A1 (en) * | 2005-12-28 | 2007-06-28 | Hitachi, Ltd. | Automatic transmission controller, automatic transmission control method and automatic transmission |
| JP2007315466A (en) * | 2006-05-24 | 2007-12-06 | Toyota Motor Corp | One-way clutch support structure |
| CN103573856A (en) * | 2012-08-06 | 2014-02-12 | 格特拉格传动机构和齿轮工厂赫尔曼·哈根迈尔有限公司&两合公司 | Step-variable transmission for a motor vehicle |
| US20160363175A1 (en) * | 2014-01-30 | 2016-12-15 | Borgwarner Inc. | Dual gain friction clutch |
| US20160339777A1 (en) * | 2015-05-20 | 2016-11-24 | Ford Global Technologies, Llc | Multi-Mode Powersplit Hybrid Transmission |
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