CN220828452U - One-way clutch structure with locking function and electric vehicle transmission assembly - Google Patents

Abstract

The utility model provides a lockable one-way clutch structure and an electric vehicle transmission assembly, which relate to the technical field of vehicle transmissions and comprise the following components: a first shaft, a transmission part and a coupling part, wherein the transmission part can rotate under power drive, the transmission part is configured to allow relative rotation on the first shaft in one rotation direction relative to the first shaft, and the transmission part drives the first shaft to rotate together in the other direction; the coupling part has a coupling state and a release state, and in the coupling state, the coupling part prevents the relative rotation of the transmission part and the first shaft; in the released state, the coupling portion does not interfere with the transmission between the transmission portion and the first shaft. The utility model solves the problem that the clutch in the prior art is easy to damage.

Description

One-way clutch structure with locking function and electric vehicle transmission assembly

Technical Field

The utility model relates to the technical field of automobile transmissions, in particular to a lockable one-way clutch structure and an electric vehicle transmission assembly thereof.

Background

The transmission structure mainly utilizes the combination of gears with different diameters between a driving source and a driven member to form different gear ratios so as to achieve the aim of speed change. In order to ensure that gears with different gear ratios are smoothly switched, namely, smooth gear shifting is realized, a clutch is usually required to be arranged between an output shaft of a motor and an input shaft of a transmission, and then when the gear shifting is realized, the clutch is controlled to disconnect power transmission between the output shaft of the motor and the input shaft of the transmission, so that the transmission is controlled to smoothly shift gears;

However, the clutch needs to be internally provided with an electrical element and an electric wire, the structure is complex, the clutch force is mainly from electromagnetic force, when the power transmission is combined, the clutch is realized by utilizing friction force, and when the clutch is continuously utilized to disconnect or connect power, the friction plate positioned on the clutch is easy to wear and lose efficacy, so that the clutch is damaged.

Disclosure of utility model

Aiming at the defects existing in the prior art, the utility model provides a one-way clutch structure with a lockable function, which solves the problem that a clutch in the prior art is easy to damage.

According to an embodiment of the present utility model, a lockable one-way clutch structure includes:

A first shaft, a transmission part and a coupling part which are arranged on the first shaft, wherein,

The transmission part can rotate under the driving of power, the transmission part is configured to allow relative rotation on the first shaft in one rotation direction relative to the first shaft, and the transmission part drives the first shaft to rotate together in the other direction;

The coupling part has a coupling state and a release state, and in the coupling state, the coupling part prevents the relative rotation of the transmission part and the first shaft; in the released state, the coupling portion does not interfere with the transmission between the transmission portion and the first shaft.

In another embodiment, the transmission part is provided with a transmission ring and a clutch ring sleeved on the transmission ring, wherein,

The transmission ring is configured to drive the first shaft to rotate;

the clutch ring is configured to rotate in one direction with the drive ring.

In another embodiment, the clutch ring is provided with at least one cavity opening towards the transmission ring, the cavity is provided with a narrower end and a wider end along the circumference of the transmission ring, and a roller capable of rolling from one end to the other end under the differential friction of the clutch ring and the transmission ring is arranged in the cavity;

when the roller is positioned at one end of the narrow cavity, the relative rotation of the transmission ring and the clutch ring can be locked; the rollers, when located at the wider end of the cavity, do not interfere with the relative rotation of the drive ring and the clutch ring.

In another embodiment, the clutch ring has a first gear coaxially disposed therewith.

In another embodiment, the clutch ring has a locking ring thereon extending in the direction of the coupling portion, the locking ring being configured to be coupled with the coupling portion to bring the coupling portion into a coupled state.

In another embodiment, the coupling portion includes a first set of teeth and a switching member, one end of the first set of teeth is keyed to the first shaft, and the other end of the first set of teeth is slidable toward the locking ring and is keyed thereto under the driving of the switching member.

In another embodiment, the switching member comprises a first fork, one end of which is rotatably connected to the first set of teeth.

In another embodiment, the drive ring is keyed to the first shaft.

In another embodiment, the first shaft has a first face that can stop the transmission ring from moving along one of its axes, and an end of the transmission ring away from the first face is disposed against an inner wall surface of the clutch ring;

The first shaft also has a second face that can stop movement of the clutch/lock ring in the other direction of the drive ring axis.

The invention also provides an electric vehicle transmission assembly, which comprises a speed change mechanism and one of the one-way clutch structures with the lockable function, wherein,

The speed change mechanism is provided with at least one speed change shaft, the first shaft is provided with at least two gears which can be connected with the speed change shaft in different gear ratios, and the speed change mechanism is internally provided with a switching unit which can switch the gears as power input.

The technical scheme provided by the disclosure has at least the following beneficial effects:

1. Under normal state, the connecting part is in a release state, and does not interfere the transmission between the transmission part and the first shaft, at the moment, the transmission part rotates clockwise under the power drive of the motor, the first shaft is subject to ground friction or other transmission loss to rotate anticlockwise relative to the transmission part, at the moment, the transmission part drives the first shaft to rotate together with the first shaft, and then the torque of the motor is output to the first shaft; when the speed is required to be reduced, the motor reduces the rotating speed of the transmission part, at the moment, the first shaft still keeps the original rotating speed, and the transmission part allows the first shaft to rotate clockwise relative to the transmission part, namely, the transmission part idles on the first shaft, so that the first shaft and the transmission part have no torque transmission effect;

During the speed reduction, the transmission part can automatically idle on the first shaft, so that the torque output by the motor is disconnected from the first shaft, and the transmission connected with the first shaft can complete the speed change without using a clutch; and further reduces the frequency of the clutch which needs to be disconnected and connected so as to achieve the purpose of prolonging the service life of the clutch.

2. When the vehicle needs to be reversed, the replaceable connecting part is connected to the connecting state, so that the first shaft and the transmission part are connected, relative rotation of the first shaft and the transmission part is prevented, and at the moment, the motor can drive the first shaft to rotate anticlockwise together with the first shaft through the connecting part even though the transmission part is driven to rotate anticlockwise, so that reversing is realized.

3. The transmission part in the structure has the function of automatically disconnecting the power transmission between the motor and the first shaft when the speed is reduced, so that the transmission part allows the vehicle body to slide unidirectionally after the accelerator is released, and electric energy is saved; meanwhile, in the unidirectional sliding process, the connecting part can be switched to the connecting state again, the motor is utilized to output torque to the first shaft, and the speed of the vehicle is slowed down through locked rotation, so that the safety protection effect is achieved.

4. The second shifting fork is used for switching different gears to be used as power input, so that the speed change shaft can output at different rotating speeds.

Drawings

FIG. 1 is a schematic view of the overall construction of an electric vehicle transmission assembly of the present utility model;

FIG. 2 is a schematic overall structure of one embodiment of the present utility model with lockable one-way clutch structure;

FIG. 3 is a schematic view of an embodiment of the present utility model with lockable one-way clutch structure, wherein the first shaft, the coupling portion, and the transmission portion are separated;

FIG. 4 is a schematic view of the structure of FIG. 3 from another perspective;

fig. 5 is a schematic diagram of the internal mating relationship of fig. 2.

In the above figures:

10. a coupling portion; 11. a rod; 12. a first shaft; 13. a transmission part;

101. A first fork; 102. A first set of teeth;

121. a unidirectional gear hub; 122. A second gear; 123. A third gear;

131. A first gear; 132. a drive ring; 133. a clutch ring; 134. a roller; 135. a cavity; 136. a locking ring;

20. A switching unit; 21. A variable speed shaft;

201. A second fork; 202. A bi-directional gear hub;

211. A fourth gear; 212. and a fifth gear.

Detailed Description

Various embodiments of the utility model are disclosed in the accompanying drawings, and for purposes of explanation, numerous practical details are set forth in the following description. However, it should be understood that these practical details are not to be taken as limiting the utility model. That is, in some embodiments of the utility model, these practical details are unnecessary. Furthermore, for the purpose of simplifying the drawings, some of the presently available structures and elements are shown in a simplified schematic form, and the same reference numerals will be used throughout the drawings to designate the same or similar elements. Features of different embodiments may be applied interactively without conflict.

Referring to fig. 2 and 3, an embodiment of the present utility model provides a lockable one-way clutch structure, which includes:

it should be understood that, in fig. 3, the first shaft 12, the transmission portion 13, and the coupling portion 10 are separated for convenience of understanding, specifically, the coupling portion 13 moves a little distance to the right, and the transmission portion 10 moves a little distance to the lower;

Referring to fig. 2, the transmission part 13 is sleeved on the first shaft 12, and the transmission part 13 is used for receiving the torque transmitted by the motor, and the transmission modes include but are not limited to;

For example, the transmission part 13 includes a clutch ring 133, the ring side of the clutch ring 133 has a tooth structure to form a first gear 131, the output shaft of the motor is connected with other gears meshed with the first gear 131, at this time, the motor rotates to drive the first gear 131 to rotate, so as to drive the clutch ring 133 to rotate, and transmit torque to the transmission part 13;

For another example, the transmission part 13 may be further mounted on the left end of the first shaft 12, which is not shown in the drawings, and the left end of the transmission part 13 has an annular protrusion extending to the left until the protrusion extends beyond the first shaft 12, and torque may be transmitted to the transmission part 13 by connecting the annular protrusion key to the motor output shaft;

the transmission part 13 has the effect of unidirectional rotation with the first shaft 12;

Specifically, when the transmission part 13 is about to rotate clockwise relative to the first shaft 12, the transmission part 13 is only in rotational connection with the first shaft 12, and at this time, the transmission part 13 is allowed to rotate relatively on the first shaft 12;

When the transmission part 13 is about to rotate anticlockwise relative to the first shaft 12, the transmission part 13 and the first shaft 12 are locked together, so that the transmission part 13 needs to drive the first shaft 12 to rotate together with the transmission part;

the above structure for realizing the unidirectional rotation of the transmission portion 13 and the first shaft 12 has various types, such as a roller type unidirectional bearing, a wedge type unidirectional bearing, a unidirectional deep groove ball bearing, and a claw ratchet type unidirectional bearing, and the specific structure and implementation manner thereof are all of the prior art, and only the roller type unidirectional bearing is used for illustration here:

Specifically, the transmission part 13 further includes a transmission ring 132, where the transmission ring 132 has a characteristic of driving the first shaft 12 to rotate, and the implementation manner of the transmission ring may be a key connection, an interference fit, and an integral fixed connection, and for convenience of description, the above three connection manners on the shaft are collectively referred to as a fixed connection; the clutch ring 133 is sleeved outside the driving ring 132, wherein,

Referring to fig. 3, the clutch ring 133 has a plurality of cavities 135 open toward the driving ring 132, the cavities 135 have a narrower end and a wider end along the circumference of the driving ring 132, and rollers 134 are disposed in each cavity 135;

The roller 134 rolls to the wider end of the cavity 135 by friction between the clutch ring 133 and the drive ring 132 when the clutch ring 133 rotates counterclockwise, so as not to interfere with the rolling between the drive ring 132 and the clutch ring 133; when the clutch ring 133 rotates clockwise relative to the driving ring 132, the rollers 134 can roll to the narrower end of the cavity 135 under the friction of the two rollers, so as to clamp and lock the clutch ring 133 and the driving ring 132, and finally force the clutch ring 133 to drive the driving ring 132 to rotate together with the clutch ring 133;

As shown in fig. 2 and fig. 4, the coupling portion 10 is also sleeved on the first shaft 12, at least a portion of the coupling portion 10 is slidably connected with the first shaft 12, and the portion further has a characteristic of being capable of rotating synchronously with the first shaft 12 under the driving of the first shaft 12;

Specifically, the first shaft 12 is fixedly provided with a unidirectional gear hub 121, and the coupling portion 10 includes a first set of teeth 102 and a switching member, wherein the first set of teeth 102 may be integrally keyed to the unidirectional gear hub 121 without a portion protruding outward of the unidirectional gear hub 121, i.e., a width of the unidirectional gear hub 121 in a left-right direction in fig. 2 is longer than a width of the first set of teeth 102 in the left-right direction;

The switching piece comprises a first shifting fork 101, wherein the bottom of the first shifting fork 101 is semi-annular and is rotationally connected with a first set of teeth 102, and a rod 11 for pushing the first shifting fork 101 to move leftwards or rightwards is arranged on the first shifting fork 101;

The clutch ring 133 has a lock ring 136 extending in the direction of the coupling portion 10, and the clutch ring 133 and the lock ring 136 are integrally provided; to enhance the stability of the locking ring 136, the locking ring 136 is rotatably coupled to the first shaft 12;

With the above-described arrangement, in the state as shown in fig. 2, the first set of teeth 102 is entirely located on the unidirectional tooth hub 121, and at this time, the coupling portion 10 is in a released state, which does not interfere with the transmission between the transmission portion 13 and the first shaft 12;

The first fork 101 can push the first set of teeth 102 to the left so that the first set of teeth 102 slide to the left along the axis of the first shaft 12 until the left end of the first set of teeth 102 slides onto the locking ring 136 and is connected with the locking ring by a key, and at this time, the coupling part 10 is in a coupling state; in this state, the right end of the first set of teeth 102 is still connected with the unidirectional gear hub 121 in a key manner, so that the torque output from the motor to the clutch ring 133 can be transmitted to the first shaft 12 through the locking ring 136, the first set of teeth 102 and the unidirectional gear hub 121 in sequence;

based on the above, the first fork 101 in the present utility model is provided, in particular, as:

When the clutch ring 133 on the transmission portion 13 rotates counterclockwise relative to the first shaft 12, the roller 134 rolls to the wider end without interfering with the relative rotation of the two; the first shifting fork 101 can be pulled to the left by the rod 11, so that the first set of teeth 102 is driven to slide to the left, the connecting part 10 is in a connecting state, and finally the aim of connecting the transmission part 13 and the first shaft 12 by the first set of teeth 102 and preventing the two from rotating relatively is achieved.

Further, as shown in fig. 2 and fig. 5, to enhance the stability of the installation of the transmission portion 13, the transmission ring 132 is keyed to the first shaft 12, and the first shaft 12 is fixedly provided with the second gear 122; the driving ring 132 is disposed in the clutch ring 133, and the left end of the driving ring 132 passes through the clutch ring 133 until it is tightly attached to the right end surface of the second gear 122, and the right end of the driving ring 132 is tightly attached to the vertical wall surface inside the clutch ring 133; the right end face of the clutch ring 133 is closely attached to the left end face of the unidirectional gear hub 121;

At this time, the right end surface of the third gear 123 may restrict the movement of the driving ring 132 in the left direction along the axis of the first shaft 12, and the vertical wall surface inside the clutch ring 133 may restrict the movement of the driving ring 132 in the right direction along the axis of the first shaft 12;

Likewise, the right end face of the driving ring 132 restricts the movement of the clutch ring 133 in the left direction, and the left end face of the one-way gear hub 121 restricts the movement of the clutch ring 133 in the right direction; at this time, the driving ring 132 and the clutch ring 133 are both limited along the axial direction of the first shaft 12, and finally stable connection between the driving part 13 and the first shaft 12 is achieved.

The present invention also provides an electric vehicle transmission assembly, as shown herein with reference to fig. 1, comprising a transmission mechanism and one of the lockable one-way clutch structures described above, wherein,

The speed change mechanism has at least one speed change shaft 21, and the present embodiment is schematically illustrated with the speed change shaft 21 adjacent to the first shaft 12;

The first shaft 12 is fixedly provided with a second gear 122 and a third gear 123, wherein the speed change shaft 21 is rotationally connected with a fourth gear 211 and a fifth gear 212, the fourth gear 211 is meshed with the second gear 122, the fifth gear 212 is meshed with the third gear 123, and the gear ratios of the two groups of gears are different;

The speed change mechanism is also provided with a switching unit 20 which can switch the fourth gear 211 or the fifth gear 212 as power input;

specifically, the switching unit 20 includes a second shift fork 201 and a second set of teeth rotationally connected with the second shift fork, and a bidirectional gear hub 202 is fixedly arranged on the speed change shaft 21, wherein the second set of teeth are connected to the bidirectional gear hub 202, and the fourth gear 211 and the fifth gear 212 are respectively arranged at two sides of the bidirectional gear hub 202; the second set of teeth is shifted to the left/right by the shifting fork, so that the left/right end of the second set of teeth slides onto and is connected with the fourth gear 211/fifth gear 212, and at this time, the second set of teeth still has a part of the second set of teeth on the bidirectional gear hub 202, thereby realizing the transmission connection between the speed change shaft 21 and the fourth gear 211 or the fifth gear 212.

The working process of the utility model is as follows:

In a normal state, when the automobile is in a running state, the first set of teeth 102 is completely positioned on the unidirectional gear hub 121 and does not interfere with the connection between the first shaft 12 and the transmission part 13, the roller 134 is positioned at one narrower end of the cavity 135 so as to lock the clutch ring 133 and the transmission ring 132, and at the moment, the first gear 131 meshed with the motor output gear can sequentially input torque to the clutch ring 133, the transmission ring 132 and the first shaft 12;

Torque is again transferred to the shift shaft 21 by a driving coupling of the second gear 122 on the first shaft 12 with the fourth gear 211 or a driving coupling of the third gear 123 with the fifth gear 212;

When the motor is required to reduce the speed, the motor reduces the rotation speed of the gear meshed with the first gear 131, at this time, the first shaft 12 and the transmission ring 132 still maintain the original rotation speed, and the roller 134 rolls to the wider end of the cavity 135 under the friction of the difference between the rotation speeds of the transmission ring 132 and the clutch ring 133, so as not to interfere the relative rotation of the clutch ring 133 and the transmission ring 132, i.e. the clutch ring 133 idles on the transmission ring 132, so that no torque transmission effect exists between the first shaft 12 and the clutch ring 133;

At this time, since the power transmitted from the motor is disconnected from the first shaft 12 and the gear shift shaft 21 connected thereto, the second shift fork 201 can be shifted to push the second set of teeth to be connected with another gear key, so as to complete the downshift;

the process can finish the operation of downshifting without using a clutch, reduces the frequency of the clutch needing to be disconnected and connected, and achieves the purpose of prolonging the service time of the clutch;

When the vehicle needs to be reversed, the first shifting fork 101 is utilized to pull the first set of teeth 102 to slide until one end of the first set of teeth 102 is connected to the locking ring 136 in a key way, so that the clutch ring 133 is connected with the first shaft 12 through the first set of teeth 102 to prevent the relative rotation of the first set of teeth and the first shaft; at this time, even if the motor drives the transmission part 13 to rotate clockwise, the motor can drive the first shaft 12 to rotate clockwise together with the first shaft through the connecting part 10, so that reversing is realized;

the transmission part 13 in the structure has the function of automatically disconnecting the power transmission between the motor and the first shaft 12 when the speed is reduced, so that the vehicle body is allowed to slide unidirectionally after the accelerator is released, and electric energy is saved; meanwhile, in the unidirectional sliding process, the coupling part 10 can be switched to the coupling state again, and the torque is output to the first shaft 12 by the motor, so that the vehicle speed is reduced by blocking rotation, and the safety protection effect is achieved.

Finally, it is noted that the above embodiments are only for illustrating the technical solution of the present utility model and not for limiting the same, and although the present utility model has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications and equivalents may be made thereto without departing from the spirit and scope of the technical solution of the present utility model, which is intended to be covered by the scope of the claims of the present utility model.

Claims (7)

1. A lockable one-way clutch structure comprising:

A first shaft (12), and a transmission part (13) and a coupling part (10) which are arranged on the first shaft (12), wherein,

The transmission part (13) can rotate under the driving of power, the transmission part (13) is configured to allow relative rotation on the first shaft (12) in one rotation direction relative to the first shaft (12), and the transmission part (13) drives the first shaft (12) to rotate together in the other rotation direction;

The coupling part (10) has a coupling state and a release state, in which the coupling part (10) prevents a relative rotation of the transmission part (13) and the first shaft (12); in the released state, the coupling part (10) does not interfere with the transmission between the transmission part (13) and the first shaft (12);

The transmission part (13) is provided with a transmission ring (132) and a clutch ring (133) sleeved on the transmission ring (132), wherein,

The transmission ring (132) is configured to rotate the first shaft (12);

-the clutch ring (133) is configured to rotate unidirectionally with the drive ring (132);

The clutch ring (133) is provided with a locking ring (136) extending towards the coupling part (10), and the locking ring (136) is configured to be coupled with the coupling part (10) so as to enable the coupling part (10) to be in a coupling state;

the coupling part (10) comprises a first set of teeth (102) and a switching piece, one end of the first set of teeth (102) is connected to the first shaft (12) in a key way, and the other end of the first set of teeth can slide towards the locking ring (136) under the driving of the switching piece and is connected with the locking ring in a key way.

2. A lockable one-way clutch structure as defined in claim 1, further comprising:

The clutch ring (133) is provided with at least one cavity (135) which is open towards the transmission ring (132), the cavity (135) is provided with a narrower end and a wider end along the circumference of the transmission ring (132), and a roller (134) which can roll from one end to the other end under the differential friction of the clutch ring (133) and the transmission ring (132) is arranged in the cavity (135);

The roller (134) is positioned at the narrower end of the cavity (135) and can lock the relative rotation of the transmission ring (132) and the clutch ring (133); the rollers (134) are located at the wider end of the cavity (135) and do not interfere with the relative rotation of the drive ring (132) and the clutch ring (133).

3. A lockable one-way clutch structure as defined in claim 2, further comprising: the clutch ring (133) has a first gear (131) coaxially arranged therewith.

4. A lockable one-way clutch structure as defined in claim 1, further comprising: the switching piece comprises a first shifting fork (101), and one end of the first shifting fork (101) is rotationally connected with the first set of teeth (102).

5. A lockable one-way clutch structure as defined in claim 1, further comprising: the drive ring (132) is keyed to the first shaft (12).

6. A lockable one-way clutch structure as defined in claim 1, further comprising:

The first shaft (12) is provided with a first surface which can stop the transmission ring (132) to move along one direction of the axis of the transmission ring, and one end of the transmission ring (132) away from the first surface is closely contacted with the inner wall surface of the clutch ring (133);

The first shaft (12) also has a second face which can stop the clutch ring (133) from moving in the other direction of the axis of the drive ring (132).

7. An electric vehicle transmission assembly comprising a variator and a lockable one-way clutch arrangement as claimed in any one of claims 1 to 6, wherein,

The speed change mechanism is provided with at least one speed change shaft (21), the first shaft (12) is provided with at least two gears which can be connected with the speed change shaft (21) in different gear ratios, and the speed change mechanism is internally provided with a switching unit (20) which can switch the gears as power input.