CN106545624B - Two gear automatic speed variator of electric vehicle line traffic control - Google Patents

Abstract

The invention discloses a wire-controlled second-gear automatic transmission for an electric vehicle. The input gear is installed on the input shaft, and the input gear is in constant mesh with the first-gear input gear; the first-gear input gear is fixedly connected with the first-gear driven inner spline hub with side teeth; by controlling the first-gear wire-controlled friction and meshing transmission engagement device and The engagement and separation of the second-speed wire-controlled centrifugal ball arm joint device realizes the shift control of the wire-controlled second-speed automatic transmission of electric vehicles. The invention has the advantages of large transmission torque, high rotational speed, no impact in the joining process, smooth shifting, low energy consumption in operation and the like.

Description

Two-speed automatic transmission by wire for electric vehicles

technical field

The invention belongs to the technical field of electric vehicle transmission, and relates to an electric vehicle automatic transmission, more precisely, a wire-controlled second-speed automatic transmission for an electric vehicle.

Background technique

Automatic transmissions are widely used in various vehicles such as automobiles, electric vehicles, and construction machinery. The existing automatic transmissions mainly include hydromechanical automatic transmission (AT), metal belt continuously variable automatic transmission (CVT), mechanical automatic transmission (AMT) and dual clutch automatic transmission (DCT). The shifting process control of the above four types of automatic transmissions are all realized by electronically controlled hydraulic servo devices. The hydraulic servo devices are composed of hydraulic pumps, multiple hydraulic valves, multiple hydraulic clutches, multiple hydraulic brakes, etc., with complex structures and high costs. Process energy consumption is high.

With the wide application of automotive electronic technology, automatic control technology and automotive network communication technology, automotive wire control technology has become the future development trend of automobiles. The car X-By-Wire technology is to replace the mechanical and hydraulic systems by wires, electronic controllers and wire-controlled actuators, and convert the driver's manipulation actions into electrical signals through sensors, which are input to the electronic control unit, and are controlled by the electronic control unit. The electronic control unit generates control signals to drive the wire-controlled actuators to perform required operations. Therefore, the development of a new type of automatic transmission by wire is conducive to reducing the number of its components, reducing costs and energy consumption, and improving transmission efficiency.

On January 21, 2015, China Patent announced the patent of multi-speed ring-arranged wire-controlled automatic transmission with application number CN201410469568.8 and the patent of two-stage wire-controlled multi-speed automatic transmission with application number CN201410468564.8; March 2015 On the 4th, China Patent announced the patent of electric vehicle three-speed wire-controlled automatic transmission with application number CN201410469720.2 and the patent of electric vehicle multi-speed wire-controlled automatic transmission with application number CN201410471726.3; October 28, 2015, China The patent announced the patent of multi-speed wire-controlled automatic transmission with application number CN201520311494.5. In the above-mentioned published patents, the transmission gears of each gear are constantly meshing, there is no hydraulic shifting element, electromagnetic clutches are respectively arranged on the transmission lines of each gear, and the electronic control unit controls the engagement and separation of the electromagnetic clutches of each gear to realize the wire-controlled shifting process. However, in the above-mentioned patented technologies, the electromagnetic clutch used to realize the shift-by-wire process is large in size and low in speed, and the power consumption required by the electromagnetic clutch is large, so the automatic transmission by wire has a large volume, low speed and low operating performance. consumes more.

Contents of the invention

The purpose of the present invention is to overcome the deficiencies of various existing automatic transmission technologies, and to provide a new type of wire-controlled second-speed automatic transmission for electric vehicles that can realize power shifting, has low cost, low energy consumption, and simple structure.

Technical scheme of the present invention is as follows:

A two-speed wire-controlled automatic transmission for electric vehicles, comprising an input shaft, an output shaft, an input gear, a first-speed input gear, a first-speed driving gear, and a first-speed driven gear; the input gear is fixedly mounted on the input shaft; the The input gear is constantly meshed with the first gear input gear; the first gear input gear is fixedly installed on the first gear input shaft; the first gear driving gear is constantly meshed with the first gear driven gear; the first gear driving gear is fixedly installed on a first gear on the gear shaft; the first gear driven gear is fixedly installed on the output shaft.

It is characterized in that it also includes a gear-by-wire friction and meshing transmission joint device and a second-speed wire-controlled centrifugal ball arm joint device.

The first-gear by-wire friction and mesh transmission engagement device is disposed between the first-gear input gear and the first-gear driving gear; the first-gear by-wire friction and mesh transmission engagement device includes a first-gear driven inner spline hub with side teeth , A spline sleeve with side teeth, a first gear armature, a first gear spline sleeve, a first gear electromagnet, and a first gear return spring.

One end of the first gear driven inner spline hub with side teeth is fixedly connected to one end surface of the first gear input gear, and a gear band is provided on the inner end surface of the other end of the first gear driven inner spline hub with side teeth The side teeth of the driven inner spline hub of the side teeth; the spline engagement sleeve with side teeth of the first gear is fitted on the outer spline groove of the spline sleeve of the first gear through its inner spline groove, and the spline of the first gear with side teeth The side teeth of the first gear side teeth spline coupling sleeve are provided on the side end surface of the coupling sleeve close to the side teeth of the first gear side teeth driven inner spline hub.

The first gear spline sleeve is sleeved on the outer spline groove of the first gear shaft through its inner spline groove; the first gear spline sleeve is fixedly connected with a gear armature on an outer end surface far away from the first gear input gear; The first gear electromagnet is fixedly installed on the first gear shaft, and the magnetic end face of the first gear electromagnet faces the first gear armature away from the end face of the input gear. A gear is arranged between the first gear electromagnet and the first gear spline sleeve. Gear return spring.

The second-gear wire-controlled centrifugal ball arm engaging device is arranged between the input gear and the first-gear driven gear; the second-gear wire-controlled centrifugal ball-arm engaging device includes a second-gear thrust pressure plate, a second-gear driven inner spline hub , second-gear wire control drive plate, second-gear electromagnet, second-gear centrifugal ball arm hollow roulette, second-gear centrifugal ball arm pin, second-gear centrifugal ball arm, second-gear centrifugal ball, second-gear centrifugal ball socket, second-gear driving shaft .

One end of the second-gear drive shaft is fixedly connected to one end of the input shaft, and the second-gear centrifugal ball-arm hollow wheel is mounted on the middle journal of the second-gear drive shaft through bearing support, and the second-gear centrifugal ball-arm hollow wheel The disk is provided with a second-speed centrifugal ball-arm hollow wheel outer spline groove on the outer peripheral surface of the end close to the input gear, and the second-speed wire-controlled drive disk is sleeved outside the second-speed centrifugal ball arm hollow wheel through its inner spline groove. On the spline groove; on the other end of the second-speed centrifugal ball arm hollow wheel disc away from the input gear, there are a plurality of second-speed centrifugal ball arm supports evenly distributed along the circumference, and each second-speed centrifugal ball arm support A second gear centrifugal ball arm pin is fixedly installed on the top; one end of the second gear centrifugal ball arm is sleeved on the intermediate journal of the second gear centrifugal ball arm pin through its smooth bearing hole, and the second gear centrifugal ball arm can be wound around the second gear The centrifugal ball arm pin rotates freely, the other end of the second gear centrifugal ball arm is provided with a second gear centrifugal ball socket, each of the second gear centrifugal ball sockets is equipped with a second gear centrifugal ball, each of the second gear The centrifugal ball can roll freely in the second gear centrifugal ball socket.

One end surface of the second-stage thrust platen is a second-stage smooth surface; each of the second-stage centrifugal balls abuts against the second-stage smooth surface of the second-stage thrust platen; the outer peripheral surface of the second-stage thrust platen is An external spline groove is also provided on the upper part, and the external spline groove of the second gear thrust pressure plate is axially slidably engaged with the inner spline groove of the second gear driven inner spline hub; One end face away from the input gear is fixedly connected with the first gear driven gear.

A second-gear electromagnet is arranged between the input gear and the second-gear wire-controlled drive disc, and the second-gear electromagnet is fixedly mounted on the second-gear drive shaft; One end face of the second gear is also provided with a second gear friction drive end face, and the second gear friction drive end face is facing the magnetic end face of the second gear electromagnet.

Compared with the prior art, the present invention has the advantages of:

(1) The wire-controlled second-gear automatic transmission of the present invention cancels the hydraulic system and shifting mechanism of the traditional automatic transmission, and adopts a wire-controlled second-gear centrifugal ball arm joint device, and the electronic control unit controls the second gear by wire. The electric current of the electromagnetic coil of the gear centrifugal ball arm joint device is switched on and off to realize gear shifting, the structure is simple, the cost is low, and the energy consumption in the operation process is low;

(2) The first gear friction and meshing transmission engaging device adopted in the present invention inputs the driven inner spline hub with side teeth through the meshing transmission between the driven inner spline hub with side teeth and the spline engagement sleeve with side teeth The torque is transmitted to the first gear shaft, and the transmission torque is large at low speed, and the transmission efficiency is high;

(3) The second-gear wire-controlled centrifugal ball arm joint device used in the present invention utilizes the huge centrifugal force generated by the second-gear centrifugal ball arm during high-speed operation to push the friction plate and the steel plate to frictionally engage. The transmission torque is large, the speed is high, and the joint There is no impact during the process, and the shifting is smooth.

Description of drawings

FIG. 1 is a schematic structural view of a two-speed-by-wire automatic transmission for an electric vehicle according to an embodiment of the present invention.

In the figure: 1. Input shaft 2. Output shaft 3. First gear input shaft 4. First gear shaft 5. Input gear 6. First gear input gear 7. First gear driving gear 8. First gear driven gear 10. First gear line Friction control and meshing transmission engagement device 10a. First gear with side teeth driven inner spline hub 10a1. First gear with side teeth driven inner spline hub side teeth 10b. First gear with outer spline groove friction plate 10c. First gear Steel sheet with inner spline groove 10d. First gear with side teeth spline joint sleeve 10d1. First gear with side teeth spline joint sleeve with side teeth 10e. First gear armature 10f. First gear spline sleeve 10g. First gear electromagnet 10i. First gear return spring 10j. First gear engagement spring 20. Second gear wire-controlled centrifugal ball arm joint device 20a. Second gear with inner spline groove friction plate 20b. Second gear with outer spline groove steel sheet 20c. Second gear thrust pressure plate 20ca Second gear smooth surface 20d. Second gear driven inner spline hub 20e. Second gear driven inner spline hub end cover 20f. Second gear stop disc 20g. Second gear wire control drive disc 20ga. Second gear friction drive end face 20h Second gear electromagnet 20i. Second gear preload spring 20j. Second gear centrifugal ball arm hollow wheel disc 20ja. Second gear centrifugal ball arm hollow wheel disc outer spline groove 20k. Second gear centrifugal ball arm pin 20l. Second gear centrifugal ball arm 20m. Second gear centrifugal ball 20p. Second gear centrifugal ball arm return spring 20r. Second gear centrifugal ball socket 20Z. Second gear drive shaft.

Detailed ways

Below in conjunction with the drawings in the embodiments of the present invention, the technical solutions in the embodiments of the present invention are described in detail. Obviously, the described embodiments are only part of the embodiments of the present invention, not all embodiments; based on the present invention Embodiments, all other embodiments obtained by persons of ordinary skill in the art without creative efforts fall within the protection scope of the present invention.

As shown in Fig. 1, a kind of wire-controlled two-speed automatic transmission for electric vehicles of the present invention includes an input shaft 1, an output shaft 2, an input gear 5, a first-gear input gear 6, a first-gear driving gear 7, and a first-gear driven gear 8. The first-speed wire-controlled friction and meshing transmission joint device 10, the second-speed wire-controlled second-speed centrifugal ball arm joint device 20; the input gear 5 is fixedly installed on the input shaft 1; the input gear 5 is constantly meshed with the first-speed input gear 6; The first gear input gear 6 is fixedly installed on the first gear input shaft 3; the first gear driving gear 7 is in constant mesh with the first gear driven gear 8; the first gear driving gear 7 is fixedly installed on the first gear shaft 4; the first gear driven gear 8 Fixedly installed on the output shaft 2.

The first-speed by-wire friction and mesh transmission engagement device 10 is arranged between the first-speed input gear 6 and the first-speed drive gear 7; the first-speed by-wire friction and mesh transmission engagement device 10 includes a first-speed driven inner spline hub with side teeth 10a, first gear with outer spline groove friction plate 10b, first gear with inner spline groove steel plate 10c, first gear with side teeth spline joint sleeve 10d, first gear armature 10e, first gear spline sleeve 10f, first gear electromagnet 10g , A gear return spring 10i, a gear engagement spring 10j.

One end of the driven inner spline hub 10a of the first gear with side teeth is fixedly connected to one end surface of the input gear 6 of the first gear, and the inner end surface of the other end of the driven inner spline hub 10a of the first gear with side teeth is provided with a gear side. The side teeth 10a1 of the tooth-driven inner spline hub; the friction plate 10b with the outer spline groove of the first gear is fitted on the inner spline groove of the driven inner spline hub 10a of the first gear with side teeth through its outer spline groove; the first gear with the inner spline groove The spline groove steel sheet 10c is set on the outer spline groove of the first gear spline sleeve 10f through its inner spline groove; the first gear spline engagement sleeve 10d with side teeth is sleeved on the outer spline groove of the first gear spline sleeve 10f through its inner spline groove. On the keyway, the first gear side teeth spline engagement sleeve 10d is provided with the first gear side teeth spline engagement sleeve side teeth 10d1 on the side end surface close to the side teeth 10a1 of the first gear side teeth driven inner spline hub.

The first gear spline sleeve 10f is set on the outer spline groove of the first gear shaft 4 through its inner spline groove; the first gear spline sleeve 10f is fixedly connected with a gear armature 10e on an outer end surface far away from the first gear input gear 6; The first gear electromagnet 10g is fixedly installed on the first gear shaft 4, so that the magnetic end of the first gear electromagnet 10g faces the first gear armature 10e away from one end face of the first gear input gear 6, and the first gear electromagnet 10g is connected with the first gear spline sleeve A gear return spring 10i is arranged between 10f.

When the first-gear electromagnet 10g is not powered, the first-gear armature 10e is far away from the end face of the first-gear input gear 6 and the magnetic end face of the first-gear electromagnet 10g, and maintains a certain distance under the elastic force of the first-gear return spring 10i. air gap.

The second-gear wire-controlled second-gear centrifugal ball-arm joint device 20 is arranged between the input gear 5 and the first-gear driven gear 8; the second-gear wire-controlled second-gear centrifugal ball-arm joint device 20 includes a second-gear belt inner spline groove friction plate 20a, 2nd gear with outer spline channel steel sheet 20b, 2nd gear thrust pressure plate 20c, 2nd gear driven inner spline hub 20d, 2nd gear driven inner spline hub end cover 20e, 2nd gear stop disc 20f, 2nd gear wire control Drive plate 20g, second gear electromagnet 20h, second gear preload spring 20i, second gear centrifugal ball arm hollow wheel disc 20j, second gear centrifugal ball arm pin 20k, second gear centrifugal ball arm 20l, second gear centrifugal ball 20m, second gear Centrifugal ball arm return spring 20p, second gear centrifugal ball socket 20r, second gear driving shaft 20Z.

As shown in Fig. 1, the second-speed friction plate 20a with an inner spline groove fits on the outer spline groove on the second-speed driving shaft 20Z through its inner spline groove; one end of the second-speed driving shaft 20Z is fixedly connected to the input shaft 1 through a spline, The other end is connected to the front journal of the output shaft 2 through a bearing; the steel sheet 20b with the outer spline groove of the second gear is set on the inner spline groove of the driven inner spline hub 20d of the second gear through the outer spline groove; the centrifugal ball arm of the second gear The hollow wheel disc 20j is installed on the intermediate journal of the second gear driving shaft 20Z through bearing support, and the second gear centrifugal ball arm hollow wheel disc 20j is provided with a second gear centrifugal ball arm hollow wheel on the outer peripheral surface near the end of the input gear 5. The external spline groove 20ja of the disk, the second gear by-wire drive disk 20g is set on the external spline groove 20ja of the second gear centrifugal ball arm hollow wheel disk through its internal spline groove; the second gear stopper disk 20f is fixed on the transmission case through a non-magnetic material Above; on the other end of the second gear centrifugal ball arm hollow disc 20j away from the input gear 5, there are a plurality of second gear centrifugal ball arm supports evenly distributed along the circumferential direction, fixed on each second gear centrifugal ball arm support Install a second-stage centrifugal ball arm pin 20k; one end of the second-stage centrifugal ball arm 20l is set on the middle journal of the second-stage centrifugal ball arm pin 20k through its smooth bearing hole, and the second-stage centrifugal ball arm 20l can be wound around the second-stage centrifugal ball The arm pin 20k is free to rotate, and the other end of the second-grade centrifugal ball arm 20l is provided with a second-grade centrifugal ball socket 20r, and a second-grade centrifugal ball 20m is installed in each second-grade centrifugal ball socket 20r, and each second-grade centrifugal ball is 20m It can roll freely in the second gear centrifugal ball socket 20r.

One end face of the second gear thrust pressure plate 20c is the second gear smooth surface 20ca; the other end surface of the second gear thrust pressure plate 20c is a rough friction surface; each second gear centrifugal ball 20m leans against the second gear of the second gear thrust pressure plate 20c On the smooth surface 20ca; the outer peripheral surface of the second gear thrust pressure plate 20c is also provided with an external spline groove, the outer spline groove of the second gear thrust pressure plate 20c and the inner spline groove of the second gear driven inner spline hub 20d One end of the second-speed driven inner spline hub 20d close to the input gear 5 is fixedly connected to the second-speed driven inner spline hub end cover 20e by bolts, and the end far away from the input gear 5 is connected to the first-speed driven gear 8 Fixed connection.

A second-gear electromagnet 20h is arranged between the input gear 5 and the second-gear wire-controlled drive disc 20g, and the second-gear electromagnet 20h is fixedly installed on the second-gear driving shaft 20Z; the second-gear wire-controlled drive disc 20g is near the second-gear electromagnet One end face of 20h is also provided with a second-gear friction drive end face 20ga, and the second-gear friction drive end face 20ga is facing the magnetic end face of the second-gear electromagnet 20h. A certain air gap is maintained with the magnetic end surface of the second gear electromagnet 20h under the elastic force of the second gear preload spring 20i.

Below in conjunction with embodiment further illustrate the operating principle of the second-gear automatic transmission by wire for electric vehicles:

An electric slip ring is fixedly installed on the outer cylindrical surface of the first gear electromagnet 10g, and the power-on and power-off of the electromagnetic coil of the first gear wire-controlled friction and meshing transmission joint device are controlled by the electric slip ring and the external brush; similarly, in the second gear An electric slip ring is fixedly installed on the outer cylindrical surface of the electromagnet 20h, and the electric slip ring and the external brush control the power-on and power-off of the electromagnetic coil of the second gear wire-controlled centrifugal ball arm joint device.

During the first-gear transmission, the electromagnetic coil of the first-gear electromagnet 10g is energized, the first-gear wire-controlled friction and meshing transmission joint device 10 works, and at the same time, the electromagnetic coil of the second-gear electromagnet 20h is powered off; the electromagnetic force generated by the first-gear electromagnet 10g Attracting the first gear armature 10e drives the first gear spline sleeve 10f to overcome the elastic force of the first gear return spring 10i to move to the first gear driving gear 7, and the first gear spline sleeve 10f drives the first gear with inner spline steel sheet 10c and the first gear The friction plate 10b with outer spline groove is engaged, and the friction force generated by the engagement of the two makes the speed of the driven inner spline hub 10a with side teeth of the first gear and the speed of the spline sleeve 10f of the first gear synchronized. After the two speeds are synchronized, the engagement spring of the first gear 10j further pushes the splined sleeve 10d of the first gear with side teeth to be close to one end surface of the driven inner spline hub 10a of the first gear with side teeth, so that the side teeth 10a1 of the driven inner spline hub with side teeth of the first gear and the first gear belt The side teeth 10d1 of the side tooth spline engagement sleeve mesh, so that the driven inner spline hub 10a of the first gear with side teeth and the first gear spline sleeve 10f rotate synchronously, and the first gear spline sleeve 10f drives the first gear shaft 4 through its internal spline Synchronous transmission, so as to realize the first gear transmission.

After the electromagnetic coil of the second-gear electromagnet 20h is powered off, under the elastic force of the second-gear preload spring 20i, the second-gear wire-controlled drive disc 20g is engaged with the second-gear stop disc 20f, and the second-gear stop disc 20f is fixed on the The casing is fixed, so the friction force between the second gear by-wire drive disc 20g and the second gear stopper disc 20f makes the second gear by-wire drive disc 20g together with the second gear centrifugal ball arm hollow wheel disc 20j The rotation speed is zero, and under the twisting action of the return spring 20p of the second-gear centrifugal ball arm of the second-gear wire control, the second-gear centrifugal ball arm 20l and the second-gear centrifugal ball 20m are retracted inwardly, so that the second-gear wire-controlled rocker arm joint device 20 Does not transmit power.

During the second gear transmission, the electromagnetic coil of the second gear electromagnet 20h is energized, and the second gear wire-controlled centrifugal ball arm joint device 20 works. At the same time, the electromagnetic coil of the first gear electromagnet 10g is powered off; the second gear electromagnet 20h is powered on. Finally, the electromagnetic attraction generated by the second gear electromagnet 20h is transmitted to the second gear wire control drive plate 20g, so that the second gear wire control drive plate 20g overcomes the elastic force of the pre-compressed spring 20i and moves toward the second gear electromagnet 20h, so that the second gear The second-gear friction drive end surface 20ga of the wire-controlled drive disc 20g is engaged with the magnetic end surface of the second-gear electromagnet 20h, and the second-gear centrifugal spherical arm hollow wheel disc 20j is driven to rotate under the action of the friction force generated by the engagement of the two, and the second-gear centrifugal The ball arm hollow wheel disc 20j drives each second-grade centrifugal ball arm 20l to rotate, and at the same time, under the action of centrifugal force, each second-grade centrifugal ball arm 20l spreads outward around the second-grade centrifugal ball arm pin 20k, so that the second-grade centrifugal One end of the ball socket 20r drives the second-grade centrifugal ball 20m to make a circular motion outward along the second-grade smooth surface 20ca of the second-grade thrust pressure plate 20c, so that the second-grade centrifugal ball arm 20l and the second-grade centrifugal ball 20m generate centrifugal force. The component force in the direction of the central axis of the second gear centrifugal ball arm hollow wheel disc 20j pushes the second gear thrust pressure plate 20c to produce an axial movement away from the second gear centrifugal ball arm hollow wheel disc 20j, so that the second gear thrust pressure plate 20c will move two times each. The outer spline groove steel sheets 20b of the first gear and the inner spline groove friction plates 20a of each second gear are pressed against each other, relying on the friction force between each second gear outer spline groove steel sheet 20b and each second gear inner spline groove friction plates 20a Realize the synchronous rotation of the second gear driven inner spline hub 20d together with the second gear driving shaft 20Z, so that the second gear driving shaft 20Z and the output shaft 2 rotate synchronously, thereby realizing the second gear transmission.

After the electromagnetic coil of the first gear electromagnet 10g is powered off, the first gear spline sleeve 10f together with the first gear armature 10e drives the first gear inner spline steel sheet 10c and the first gear outer belt under the elastic force of the first gear return spring 10i. The spline groove friction plate 10b is separated from the two, and the side teeth 10a1 of the driven inner spline hub with side teeth of the first gear are disengaged from the side teeth 10d1 of the spline coupling sleeve of the first gear with side teeth, so that the friction by wire of the first gear is engaged with the meshing transmission Device 10 does not transmit power.

The transmission route of the first gear is as follows: the friction of the first gear is electrically engaged with the meshing transmission joint device 10, the torque of the motor is transmitted to the input gear 5 through the input shaft 1, and the input gear 5 further transmits the torque to the first gear input gear 6, and then Through the engaged first-gear wire friction and meshing transmission engagement device 10, it is transmitted to the first-gear shaft 4, and then the power is transmitted to the output shaft 2 by the engagement of the first-gear driving gear 7 and the first-gear driven gear 8, so as to realize the first-gear reduction transmission .

The transmission route of the second gear is: the second gear wire-controlled centrifugal ball arm joint device 20 is energized and engaged, the torque of the motor is transmitted to the second gear driving shaft 20Z through the input shaft 1, and the power is transferred through the engaged second gear wire-controlled centrifugal ball arm joint device 20 It is transmitted to the driven gear 8 of the first gear, and then the power is output outward through the output shaft 2 to realize the transmission of the second gear.

The transmission route of the reverse gear is as follows: the electric motor reverses, the friction of the first gear is electrically engaged with the meshing transmission joint device 10, the torque of the electric motor is transmitted to the input gear 5 through the input shaft 1, and the input gear 5 further transmits the torque to the first gear input The gear 6 is then transmitted to the first gear shaft 4 through the engaged first gear by-wire friction and meshing transmission joint device 10, and then the power is transmitted to the output shaft 2 by the meshing of the first gear driving gear 7 and the first gear driven gear 8 to realize Reverse gear reduction transmission.

Neutral gear: the first-gear wire-controlled friction and meshing transmission engaging device 10 and the second-gear wire-controlled centrifugal ball arm engaging device 20 are all in a power-off state, realizing neutral gear.

The embodiments of the present invention have been described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the above embodiments, and can also be made without departing from the gist of the present invention within the scope of knowledge possessed by those of ordinary skill in the art. Variations.

Claims (1)

1. a kind of two gear automatic speed variator of electric vehicle line traffic control, including input shaft (1), output shaft（2）, input gear (5), one grade Input gear (6), one grade of driving gear (7), first speed driven gear (8)；The input gear (5) is fixedly mounted on input shaft (1) on；The input gear (5) is often engaged with one grade of input gear (6)；One grade of input gear (6) is fixedly mounted on one On shelves input shaft (3)；One grade of driving gear (7) is often engaged with first speed driven gear (8)；One grade of driving gear (7) It is fixedly mounted on one grade of axis (4)；The first speed driven gear (8) is fixedly mounted on output shaft (2)；It is characterized in that：

It further includes one grade of line traffic control friction and engaged transmission engagement device (10) and two grades of line traffic control centrifugal globe arm engagement devices (20)；

One grade of line traffic control friction is arranged with engaged transmission engagement device (10) in one grade of input gear (6) and one grade of driving gear (7) between；One grade of line traffic control friction includes one grade of band driven internal spline hub of side tooth with engaged transmission engagement device (10) (10a), one grade of band side tooth spline clutch collar (10d), one grade of armature (10e), one grade of spline housing (10f), one grade of electromagnet (10g), one grade of return spring (10i)；

Described one grade one end with the driven internal spline hub (10a) of side tooth is fixedly attached to the end face of one grade of input gear (6), institute The inner side end for stating one grade of other end with the driven internal spline hub (10a) of side tooth is equipped with one grade with the driven internal spline hub of side tooth Side tooth (10a1)；Described one grade is sleeved on one grade of spline housing (10f) with side tooth spline clutch collar (10d) by its inner spline groove On external splines slot, described one grade with side tooth spline clutch collar (10d) at it close to one grade of side tooth with the driven internal spline hub of side tooth The side end face of (10a1) is equipped with one grade of band side tooth spline clutch collar side tooth (10d1)；

One grade of spline housing (10f) is sleeved on by its inner spline groove on the external splines slot of one grade of axis (4)；One grade of spline Set (10f) is fixedly connected with one grade of armature (10e) on its outer end face far from one grade of input gear (6)；One grade of electricity Magnet (10g) is fixedly mounted on one grade of axis (4), and makes one grade of armature (10e) of magnetic pole end face face of one grade of electromagnet (10g) End face far from input gear (6) is equipped with one grade of return between one grade of electromagnet (10g) and one grade of spline housing (10f) Spring (10i)；

Two grades of line traffic controls centrifugal globe arm engagement device (20) is arranged between input gear (5) and first speed driven gear (8)；Institute It includes two grades of thrust platens (20c), two grades of driven internal spline hubs (20d), two to state two grades of line traffic control centrifugal globe arm engagement devices (20) Shelves drive-by-wire disk (20g), two grades of electromagnet (20h), two grades of hollow wheel discs of centrifugal globe arm (20j), two grades of centrifugal globe arm pins (20k), two grades of centrifugal globe arms (20l), two grades of centrifugal globes (20m), two grades of centrifugation ball-and-sockets (20r), two grades of driving shafts (20Z)；

One end of two grades of driving shafts (20Z) is fixedly connected on one end of input shaft (1), two grades of centrifugal globes arm hollow wheel Disk (20j) is mounted on by bearing support on the intermediate journal of two grades of driving shafts (20Z), the hollow wheel disc of two grades of centrifugal globe arms (20j) is equipped with the hollow wheel disc external splines slot of two grades of centrifugal globe arms at it on the outer circumference surface of input gear (5) one end (20ja), two grades of drive-by-wire disks (20g) are sleeved on the hollow wheel disc external splines of two grades of centrifugal globe arms by its inner spline groove On slot (20ja)；It is equipped with multiple edges in the other end of the separate input gear (5) of the hollow wheel disc of two grades of centrifugal globe arms (20j) Two grades of centrifugations are each fixedly mounted in circumferential equally distributed two grades of centrifugal globes arm bearing on two grades of centrifugal globes arm bearing Ball arm pin (20k)；One end of two grades of centrifugal globe arms (20l) is sleeved on two grades of centrifugal globe arm pins by its smooth bearing bore On the intermediate journal of (20k), two grades of centrifugal globe arms (20l) can be freely rotated around two grades of centrifugal globe arm pins (20k), and described two The other end of shelves centrifugal globe arm (20l) is set there are one two grades of centrifugation ball-and-sockets (20r), and each described two grades centrifuge in ball-and-socket (20r) There are one two grades of centrifugal globes (20m) for installation, and each two grades of centrifugal globes (20m) centrifuge at two grades can be free in ball-and-socket (20r) It rolls；

The end face of two grades of thrust platens (20c) is two frequency modulated light sliding surfaces (20ca)；Each two grades of centrifugal globes (20m) are supported On the two frequency modulated light sliding surfaces (20ca) for leaning against two grades of thrust platens (20c)；On the outer circumference surface of two grades of thrust platens (20c) also Equipped with external splines slot, the inner spline groove of the external splines slot of two grades of thrust platens (20c) and two grades of driven internal spline hubs (20d) The two slides axially engagement；The end face of the separate input gear (5) of two grades of driven internal spline hubs (20d) and one grade it is driven Gear (8) is fixedly connected；

Two grades of electromagnet (20h), two grades of electromagnetism are equipped between the input gear (5) and two grades of drive-by-wire disks (20g) Iron (20h) is fixedly mounted on two grades of driving shafts (20Z)；Two grades of drive-by-wire disks (20g) are at it close to two grades of electromagnet The end face of (20h) is additionally provided with two grades of friction-driven end faces (20ga), two grades of two grades of friction-driven end faces (20ga) face The magnetic pole end face of electromagnet (20h).