CN108679172B - Coaxial linear speed change mechanism - Google Patents
Coaxial linear speed change mechanism Download PDFInfo
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- CN108679172B CN108679172B CN201810790312.5A CN201810790312A CN108679172B CN 108679172 B CN108679172 B CN 108679172B CN 201810790312 A CN201810790312 A CN 201810790312A CN 108679172 B CN108679172 B CN 108679172B
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- 238000000034 method Methods 0.000 description 9
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- 238000000926 separation method Methods 0.000 description 5
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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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Abstract
The invention discloses a coaxial linear speed change mechanism, which comprises an input shaft, an output shaft, a transition shaft and a low-speed transmission shaft, wherein the input shaft is provided with a first transmission gear and a one-way conjoined gear; the front end of the input shaft is arranged in the one-way conjoined gear, and the output shaft is arranged on the front end surface of the one-way conjoined gear and is coaxial with the input shaft; a transition gear is arranged on the transition shaft; the low-speed transmission shaft is provided with a second transmission gear and a unidirectional gear; the transition gear is meshed with the first transmission gear and the second transmission gear respectively, the unidirectional gear is meshed with the unidirectional conjoined gear, and the effective rotation directions of the two gears are opposite; the unidirectional conjoined gear and the second transmission gear are respectively and fixedly connected with the input shaft and the low-speed transmission shaft through coaxial clamping discs. The invention fully utilizes the equivalent principle of forward and reverse rotation of the motor, adopts a two-way clutch mode of two unidirectional wheels to design the gearbox in the coaxial linear direction, can be directly fused with various motors, and can solve the problem of special-shaped size of the traditional off-axis speed change mechanism.
Description
Technical Field
The invention belongs to the technical field of speed change mechanisms, and particularly relates to a coaxial linear speed change mechanism special for an electric vehicle.
Background
Electric vehicles are becoming popular new vehicles, and various types of electric vehicles are not well known. However, all electric vehicles have a problem of whether to make a gearbox or not. To date, electric vehicles, including well-known tesla electric vehicles and toyota electric vehicles, are powered by direct motor drive. The motor direct driving mode is characterized in that the motor with high rotation speed is used for directly driving or driving the automobile through a reduction ratio, and the motor direct driving mode has the advantages of fully playing the characteristic of high rotation speed of the motor, for example, the rotation speed of the motor of the Tesla electric automobile is up to 12000 revolutions per minute.
However, it is known that an electric motor, while having a low speed, high torque electrical characteristic, is extremely inefficient until the speed reaches its rated speed. On the other hand, as the motor speed increases, the motor output torque requires more current to achieve. That is, it is impossible for the motor to take care of the electric energy conversion efficiency in both the low rotation speed section and the high rotation speed section. Taking tesla electric vehicles as an example, a large maraca mode is adopted, which brings about the following two problems:
firstly, the energy consumption does not reach the optimal point, taking tesla as an example, although the acceleration can be carried out to one hundred kilometers in three seconds, the efficiency of the motor is very low, the efficiency is about 30% -40%, that is, a large amount of energy is wasted for the purpose of low-speed performance.
Secondly, taking tesla as an example, the current also tends to rise linearly after the running speed of the vehicle exceeds 120 km, that is, the optimal economic running speed is 30-100 km/h.
As described above, the electric vehicle is also required to be a transmission mechanism, and it has been proved according to various empirical data that only two-gear transmission is required to relatively perfectly optimize the electric vehicle, but so far, no gearbox suitable for the electric vehicle has yet appeared in the global area. Because the electric automobile is not consumed in a parking state, the requirements of idling, neutral gear and the like are not met, and the research of a clutch structure is not needed, so that the research of a gearbox of the electric automobile is the world difficult problem next to a power lithium battery. The control method of the electric automobile is completely different from that of the traditional oil automobile, and if the traditional oil automobile gearbox is adopted to be the electric automobile, the control method is not economical, and the control confusion is caused.
Disclosure of Invention
The invention aims to provide a coaxial linear speed change mechanism, which realizes coaxial linear design of an output shaft of a two-stage speed change mechanism of an electric automobile and an input shaft of a motor, can be directly fused with various motors, and can solve the problem of special-shaped size of the traditional off-axis speed change mechanism and the problem of various clamping and clamping in the speed change process.
In order to achieve the technical purposes and effects, the invention is realized by the following technical scheme:
The coaxial linear speed change mechanism comprises a shell, an input shaft, an output shaft, a transition shaft and a low-speed transmission shaft, wherein the input shaft, the transition shaft and the low-speed transmission shaft are arranged in the shell in parallel in pairs; the input shaft is connected with the motor and can rotate anticlockwise or clockwise along with the motor, a first transmission gear and a one-way conjoined gear are sleeved on the input shaft, and the first transmission gear is fixedly connected with the input shaft; the one-way conjoined gear consists of a bearing inner ring and a gear outer sleeve which are sleeved together, wherein the bearing inner ring comprises a supporting bearing and a one-way bearing which are arranged side by side, and the gear outer sleeve comprises an outer sleeve front gear and an outer sleeve rear gear which are connected together; the front end of the input shaft is arranged in the supporting bearing and the one-way bearing, and the output shaft is arranged on the front end surface of the front gear of the outer sleeve and is in a straight line with the input shaft; the transition shaft is sleeved with a transition gear which is fixedly connected with the transition shaft; the low-speed transmission shaft is sleeved with a second transmission gear and a one-way gear, the second transmission gear is movably connected with the low-speed transmission shaft, and an inner disc of the one-way gear is fixedly connected with the low-speed transmission shaft; the transition gear is meshed with the first transmission gear and the second transmission gear respectively, the unidirectional gear is meshed with the outer sleeve rear gear of the unidirectional conjoined gear, and the effective rotation direction of the unidirectional gear and the unidirectional conjoined gear is opposite; the input shaft is sleeved with a first coaxial clamping disc through an axial key slot, the first coaxial clamping disc not only can rotate along with the input shaft, but also can move back and forth in the axial key slot, the first coaxial clamping disc is positioned at the rear side of the one-way conjoined gear, the first coaxial clamping disc realizes the clamping or loosening with the rear gear of the outer sleeve through the axial back and forth movement, and the gear outer sleeve of the one-way conjoined gear realizes the fixed connection with the input shaft through the clamping with the first coaxial clamping disc and can rotate along with the input shaft; the low-speed transmission shaft is sleeved with a second coaxial clamping disc through an axial key groove, the second coaxial clamping disc not only can rotate along with the low-speed transmission shaft, but also can move back and forth in the axial key groove, the second coaxial clamping disc is located at the rear side of the second transmission gear, the second coaxial clamping disc can realize clamping or loosening with the second transmission gear through axial back and forth movement, and the second transmission gear can realize fixed connection with the low-speed transmission shaft through clamping with the second coaxial clamping disc and can rotate along with the low-speed transmission shaft.
Further, the output shaft is coaxial with the input shaft.
Further, the diameter of the first transmission gear is smaller than that of the front gear of the outer sleeve, and the diameter of the front gear of the outer sleeve is smaller than that of the rear gear of the outer sleeve; the diameter of the first transmission gear is smaller than that of the transition gear, the diameter of the transition gear is smaller than that of the second transmission gear, and the diameter of the unidirectional gear is smaller than that of the second transmission gear; the sum of the radiuses of the first transmission gear and the second transmission gear is larger than the sum of the radiuses of the rear gear of the outer sleeve and the unidirectional gear.
Further, the front side of the first coaxial clamping disc and the rear side of the second coaxial clamping disc are respectively provided with an electromagnetic valve for attracting the first coaxial clamping disc and the second coaxial clamping disc to axially move back and forth, and the first coaxial clamping disc and the second coaxial clamping disc are respectively clamped or loosened with the unidirectional conjoined gear outer sleeve and the second transmission gear through opening and closing of the corresponding electromagnetic valves.
Further, in order to meet the requirement of the electric vehicle on reverse gear, a reverse gear transmission shaft parallel to the input shaft is arranged in the shell, a third transmission gear and a fourth transmission gear are sleeved on the reverse gear transmission shaft, the third transmission gear is movably connected with the reverse gear transmission shaft, and the fourth transmission gear is fixedly connected with the reverse gear transmission shaft; the third transmission gear is meshed with the first transmission gear, and the fourth transmission gear is meshed with the outer sleeve front gear of the one-way conjoined gear; the reverse gear transmission shaft is further sleeved with a third coaxial clamping disc used for clamping the third transmission gear, the connection mode of the third transmission gear is the same as that of the first coaxial clamping disc and the second coaxial clamping disc, the third coaxial clamping disc is located at the rear side of the third transmission gear, and the third transmission gear is fixedly connected with the reverse gear transmission shaft through clamping with the third coaxial clamping disc and can rotate along with the reverse gear transmission shaft.
Further, an electromagnetic valve for attracting the third coaxial clamping disc to axially move back and forth is arranged at the rear side of the third coaxial clamping disc, and the third coaxial clamping disc is clamped or loosened with the third transmission gear through opening and closing of the electromagnetic valve.
Further, the diameter of the third transmission gear is larger than that of the first transmission gear, the diameter of the fourth transmission gear is smaller than that of the third transmission gear, and the sum of the radiuses of the first transmission gear and the third transmission gear is equal to the sum of the radiuses of the fourth transmission gear and the front outer sleeve gear, so that the free adjustment of the speed ratio design is facilitated.
Further, the unidirectional gear comprises a unidirectional bearing inner disc, a retainer bearing inner disc, a gear outer ring, balls and rollers; the inner disc of the one-way bearing and the inner disc of the retainer bearing are arranged side by side along the axial direction, the outer ring of the gear is sleeved outside the inner disc of the one-way bearing and the inner disc of the retainer bearing, a plurality of ball grooves which are arranged along the circumferential direction are uniformly distributed on the outer wall of the inner disc of the retainer bearing, one ball is arranged in each ball groove, the spherical diameter of the ball is slightly larger than the depth of the ball groove, and the part of the ball, which is exposed out of the ball groove, is contacted with the circumferential inner wall of the outer ring of the gear; the outer wall of the one-way bearing inner disc and the inner wall of the gear outer ring are provided with gaps, a plurality of wedge grooves which are arranged along the circumferential direction in the same direction are uniformly distributed on the outer wall of the one-way bearing inner disc, a wedge cavity is formed between each wedge groove and the circumferential inner wall of the gear outer ring, and each wedge cavity is internally provided with one roller.
Further, the wedge-shaped groove consists of an arc-shaped concave surface positioned at the big end of the wedge-shaped groove and a linear inclined surface positioned at the small end of the wedge-shaped groove.
Further, when the roller is located at the big end of the wedge-shaped cavity, the roller is in clearance fit with the inner wall of the gear outer ring, and when the roller is located at the small end of the wedge-shaped cavity, the roller is in interference fit with the inner wall of the gear outer ring.
The invention utilizes the principle of forward and reverse rotation of the motor, and simultaneously adopts a two-way clutch mode of two unidirectional wheels to realize coaxial linear design of the output shaft of the two-stage speed change mechanism of the electric automobile and the input shaft of the motor. Assuming that the effective rotation direction of the unidirectional gear is clockwise, the effective rotation direction of the unidirectional conjoined gear is anticlockwise, and the anticlockwise rotation of the output shaft is that the vehicle advances, and the clockwise rotation of the output shaft is that the vehicle retreats, the working principle of the invention is introduced below:
1. When the electric vehicle needs to go forward at a low speed, the controller respectively controls the corresponding electromagnetic valves to enable the first coaxial clamping disc to be in a separation state with the gear sleeve of the one-way conjoined gear, enable the second coaxial clamping disc to be in a clamping state with the second transmission gear, and enable the third coaxial clamping disc to be in a separation state with the third transmission gear; the motor drives the input shaft to rotate clockwise, the input shaft drives the first transmission gear to rotate clockwise at the moment, the input shaft rotates in an idle mode inside the unidirectional conjoined gear, the first transmission gear drives the transition gear to rotate anticlockwise on the reverse transmission shaft on one hand, the transition gear drives the low-speed transmission shaft to rotate clockwise through the second transmission gear, the clockwise driving unidirectional gear of the low-speed transmission shaft locks and rotates clockwise effectively, the unidirectional gear drives the whole unidirectional conjoined gear to rotate anticlockwise through the outer sleeve rear gear of the unidirectional conjoined gear, and accordingly the output shaft is driven to rotate anticlockwise finally, low-speed output is carried out, and low-speed forward of the electric vehicle is achieved.
2. When the electric vehicle needs to shift from low speed to high speed, the controller firstly controls the motor to switch from clockwise rotation to anticlockwise rotation, when the anticlockwise rotation speed of the input shaft is consistent with that of the output shaft, the controller enables the first coaxial clamping disc to be in a clamping state with the gear sleeve of the unidirectional conjoined gear through controlling the corresponding electromagnetic valve, the second coaxial clamping disc and the second transmission gear are still in a clamping state, the third coaxial clamping disc and the third transmission gear are still in a separation state, the input shaft directly drives the output shaft to rotate anticlockwise together through the unidirectional conjoined gear, and high-speed output is carried out, so that the high-speed forward of the electric vehicle is realized. Meanwhile, although the first transmission gear drives the low-speed transmission shaft to rotate anticlockwise through the transition gear and the second transmission gear, the effective transmission rotation direction of the unidirectional gear is clockwise, so that the low-speed transmission shaft is equivalent to idling in the unidirectional gear, and the anticlockwise rotation of the single-row conjoined gear is not interfered.
3. When the electric vehicle needs to be reversed, the controller respectively controls the corresponding electromagnetic valves to enable the first coaxial clamping disc to be in a separation state with the gear sleeve of the one-way conjoined gear, enable the second coaxial clamping disc to be in a separation state with the second transmission gear, and enable the third coaxial clamping disc to be in a clamping state with the third transmission gear. The motor drives the input shaft to rotate clockwise, because the effective rotation direction of the one-way conjoined gear is anticlockwise, the input shaft is equivalent to idling in the one-way conjoined gear, and the second coaxial clamping disc is separated from the second transmission gear, so the input shaft drives the second transmission gear to idle on the low-speed transmission shaft through the transition gear, at the moment, the input shaft only drives the fourth transmission gear to rotate anticlockwise through the third transmission gear and the reverse transmission shaft, and the fourth transmission gear drives the whole one-way conjoined gear to rotate clockwise through the outer sleeve front gear of the one-way conjoined gear, so that the output shaft is finally driven to rotate clockwise, low-speed output is carried out, and low-speed reversing of the electric vehicle is realized.
Compared with the prior art, the invention has the following beneficial effects:
The invention provides a design principle and a control principle of a coaxial linear speed change mechanism special for an electric vehicle, which fully utilizes the equivalent principle of forward and reverse rotation of a motor, and simultaneously adopts a two-way clutch mode of two unidirectional wheels to realize coaxial linear design of an output shaft of the two-stage speed change mechanism of the electric vehicle and an input shaft of the motor. The speed change mechanism can be directly fused with various motors, solves the problem of special-shaped size of the traditional off-axis speed change mechanism, and overcomes the problem of various clamping and clamping in the speed change process of the traditional off-axis speed change box.
The invention has the advantages of simple structure, high reliability and wide application, and covers the application requirements of electric low-speed tricycles, electric low-speed quadricycles, electric sightseeing vehicles and electric automobiles, and simultaneously, the invention has low cost and unified standard, and is convenient for mass production.
In the process of realizing bidirectional clutch, the two unidirectional wheels rely on the process time (generally lower than 1 second) of motor commutation, the process of shaft gear-following is the process of same-direction reverse overrunning, and torque force is naturally transmitted when synchronization is realized, so that the conventional speed change mechanism does not feel the sense of pause in the gear change process, and is particularly suitable for being applied to motors with extremely rapid speed change.
The two-stage speed change mechanism not only can meet the efficiency coverage of the motor, but also can amplify torsion force of a low-speed gear, provide power limitation in an acceleration stage of low-speed starting, and relieve the power pressure of a battery.
The foregoing description is only an overview of the present invention, and it is to be understood that the following detailed description of the preferred embodiments of the invention is provided in connection with the accompanying drawings. Specific embodiments of the present invention are given in detail by the following examples and the accompanying drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
FIG. 1 is a schematic diagram of the front structure of the present invention;
FIG. 2 is a left side cross-sectional schematic view of the present invention;
FIG. 3 is a schematic diagram of the front structure of the present invention with the addition of a reverse drive shaft;
FIG. 4 is a left side cross-sectional view of the present invention with the addition of a reverse drive shaft;
FIG. 5 is a schematic view of one side of the inner disk of the cage bearing of the one-way gear of the present invention;
FIG. 6 is a schematic view of one side of the inner disk of the one-way bearing of the one-way gear of the present invention;
Fig. 7 is a schematic view of a circumferential cross section of a one-way gear of the present invention.
Detailed Description
The invention will be described in detail below with reference to the drawings in combination with embodiments.
Example 1
As described with reference to fig. 1 and 2, a coaxial linear speed change mechanism includes a housing 1, an input shaft 2, an output shaft 3, a transition shaft 4 and a low-speed transmission shaft 5, where the input shaft 2, the transition shaft 4 and the low-speed transmission shaft 5 are arranged in parallel with each other in the housing 1.
The input shaft 2 is connected with a motor and can rotate anticlockwise or clockwise along with the motor, a first transmission gear 6 and a one-way conjoined gear are sleeved on the input shaft 2, and the first transmission gear 6 is fixedly connected with the input shaft 2. The one-way conjoined gear consists of a bearing inner ring and a gear outer sleeve which are sleeved together, the bearing inner ring comprises a supporting bearing 7 and a one-way bearing 8 which are arranged side by side, and the gear outer sleeve comprises an outer sleeve front gear 9 and an outer sleeve rear gear 10 which are connected together.
The front end of the input shaft 2 is arranged in the support bearing 7 and the one-way bearing 8, and the output shaft 3 is arranged on the front end surface of the outer sleeve front gear 9, and is in a straight line and coaxial with the input shaft 2. The transition shaft 4 is sleeved with a transition gear 11, and the transition gear 11 is fixedly connected with the transition shaft 4. The low-speed transmission shaft 5 is sleeved with a second transmission gear 12 and a one-way gear 13, the second transmission gear 12 is movably connected with the low-speed transmission shaft 5, and an inner disc of the one-way gear 13 is fixedly connected with the low-speed transmission shaft 5. The transition gear 11 is meshed with the first transmission gear 6 and the second transmission gear 12 respectively, the unidirectional gear 13 is meshed with the outer sleeve rear gear 10 of the unidirectional conjoined gear, and the unidirectional gear 13 and the unidirectional conjoined gear have opposite effective rotation directions.
The diameter of the first transmission gear 6 is smaller than that of the outer sleeve front gear 9, and the diameter of the outer sleeve front gear 9 is smaller than that of the outer sleeve rear gear 10; the diameter of the first transmission gear 6 is smaller than that of the transition gear 11, the diameter of the transition gear 11 is smaller than that of the second transmission gear 12, and the diameter of the unidirectional gear 13 is smaller than that of the second transmission gear 12; the sum of the radii of the first transmission gear 6 and the second transmission gear 12 is larger than the sum of the radii of the outer sleeve rear gear 10 and the unidirectional gear 13, which is beneficial to freely adjusting the speed ratio design.
The input shaft 2 is sleeved with a first coaxial clamping disc 14 through an axial key groove, the first coaxial clamping disc 14 can rotate along with the input shaft and can move back and forth in the axial key groove under the control of an electromagnetic valve, the first coaxial clamping disc 14 is positioned at the rear side of the outer sleeve rear gear 10, the electromagnetic valve is positioned at the front side of the first coaxial clamping disc 14, the first coaxial clamping disc 14 is clamped or loosened with the gear outer sleeve of the unidirectional connecting gear through opening and closing of the electromagnetic valve, and the gear outer sleeve of the unidirectional connecting gear is fixedly connected with the input shaft 2 through clamping with the first coaxial clamping disc 14 and can rotate along with the input shaft 2.
The low-speed transmission shaft 5 is sleeved with a second coaxial clamping disc 15 through an axial key groove, the second coaxial clamping disc 15 not only can rotate along with the low-speed transmission shaft 5, but also can move back and forth in the axial key groove under the control of an electromagnetic valve, the second coaxial clamping disc 15 is positioned at the rear side of the second transmission gear 12, the electromagnetic valve is positioned at the rear side of the second coaxial clamping disc 15, the second coaxial clamping disc 15 realizes the clamping or loosening of the second transmission gear 12 through the opening and closing of the electromagnetic valve, and the second transmission gear 12 realizes the fixed connection with the low-speed transmission shaft 5 through the clamping of the second coaxial clamping disc 15 and can rotate along with the low-speed transmission shaft 5.
Further, referring to fig. 5 to 7, the one-way gear 13 includes a one-way bearing inner disk 20, a cage bearing inner disk 21, a gear outer ring 22, balls 23 and rollers 24; the inner unidirectional bearing disc 20 and the inner retainer bearing disc 21 are arranged side by side along the axial direction, the outer gear ring 22 is sleeved outside the inner unidirectional bearing disc 20 and the inner retainer bearing disc 21, a plurality of ball grooves 25 which are arranged along the circumferential direction are uniformly distributed on the outer wall of the inner retainer bearing disc 21, each ball groove 25 is internally provided with one ball 23, the spherical diameter of the ball 23 is slightly larger than the depth of the ball groove 25, and the part of the ball 23, which is exposed out of the ball groove 25, is contacted with the circumferential inner wall of the outer gear ring 22; the outer wall of the one-way bearing inner disc 20 and the inner wall of the gear outer ring 22 have gaps, a plurality of wedge grooves 26 which are arranged along the circumferential direction in the same direction are uniformly distributed on the outer wall of the one-way bearing inner disc 20, each wedge groove 26 consists of an arc-shaped concave surface positioned at the big end of the wedge groove and a linear inclined surface positioned at the small end of the wedge groove, a wedge cavity is formed between each wedge groove 26 and the circumferential inner wall of the gear outer ring 22, and each wedge cavity is internally provided with one roller 24. When the roller 24 is positioned at the big end of the wedge-shaped cavity, the roller 24 is in clearance fit with the inner wall of the gear outer ring 22, and when the roller 24 is positioned at the small end of the wedge-shaped cavity, the roller 24 is in interference fit with the inner wall of the gear outer ring 22.
Since the speed change mechanism of the above embodiment does not have a reverse gear function, the speed change mechanism of the above embodiment can only satisfy the use of a three-wheeled electric vehicle or a four-wheeled electric vehicle without a reverse gear function.
Example 2
Referring to fig. 3 and 4, in order to meet the requirement of the reverse gear of the four-wheel electric vehicle, on the basis of embodiment 1, a reverse gear transmission shaft 16 parallel to the input shaft 2 is further disposed in the housing 1, a third transmission gear 17 and a fourth transmission gear 18 are sleeved on the reverse gear transmission shaft 16, the third transmission gear 17 is movably connected with the reverse gear transmission shaft 16, and the fourth transmission gear 18 is fixedly connected with the reverse gear transmission shaft 16. The third transmission gear 17 is meshed with the first transmission gear 6, and the fourth transmission gear 18 is meshed with the outer sleeve front gear 9 of the one-way conjoined gear. The diameter of the third transmission gear 17 is larger than that of the first transmission gear 6, the diameter of the fourth transmission gear 18 is smaller than that of the third transmission gear 17, and the sum of the radii of the first transmission gear 6 and the third transmission gear 17 is equal to the sum of the radii of the fourth transmission gear 18 and the front gear of the jacket.
The third coaxial clamping disc 19 is sleeved on the reverse transmission shaft 16 through a key slot and rotates along with the reverse transmission shaft 16, the third coaxial clamping disc 19 can move back and forth in the key slot under the control of an electromagnetic valve, the third coaxial clamping disc 19 is positioned on the rear side of the third transmission gear 17, the electromagnetic valve is positioned on the front side of the third coaxial clamping disc 19, the third coaxial clamping disc 19 realizes the clamping or loosening with the third transmission gear 17 through the opening and closing of the electromagnetic valve, and the third transmission gear 17 realizes the fixed connection with the reverse transmission shaft 16 through the clamping with the third coaxial clamping disc 19 and can rotate along with the reverse transmission shaft 16.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. A coaxial linear speed change mechanism, characterized in that: the device comprises a shell (1), an input shaft (2), an output shaft (3), a transition shaft (4) and a low-speed transmission shaft (5), wherein the input shaft (2), the transition shaft (4) and the low-speed transmission shaft (5) are arranged in the shell (1) in parallel in pairs; the input shaft (2) is sleeved with a first transmission gear (6) and a one-way conjoined gear, and the first transmission gear (6) is fixedly connected with the input shaft (2); the unidirectional conjoined gear consists of a bearing inner ring and a gear outer sleeve which are sleeved together, wherein the bearing inner ring comprises a supporting bearing (7) and a unidirectional bearing (8) which are arranged side by side, and the gear outer sleeve comprises an outer sleeve front gear (9) and an outer sleeve rear gear (10) which are connected together; The front end of the input shaft (2) is arranged in the supporting bearing (7) and the one-way bearing (8), the output shaft (3) is arranged on the front side end surface of the outer sleeve front gear (9) and is in a straight line with the input shaft (2), and the output shaft (3) is coaxial with the input shaft (2); a transition gear (11) is sleeved on the transition shaft (4), and the transition gear (11) is fixedly connected with the transition shaft (4); a second transmission gear (12) and a one-way gear (13) are sleeved on the low-speed transmission shaft (5), the second transmission gear (12) is movably connected with the low-speed transmission shaft (5), and an inner disc of the one-way gear (13) is fixedly connected with the low-speed transmission shaft (5); The transition gear (11) is respectively meshed with the first transmission gear (6) and the second transmission gear (12), the unidirectional gear (13) is meshed with the outer sleeve rear gear (10) of the unidirectional conjoined gear, and the effective rotation direction of the unidirectional gear (13) is opposite to that of the unidirectional conjoined gear; the unidirectional gear (13) comprises a unidirectional bearing inner disc (20), a retainer bearing inner disc (21), a gear outer ring (22), balls (23) and rollers (24); The one-way bearing inner disc (20) and the retainer bearing inner disc (21) are arranged side by side along the axial direction, the gear outer ring (22) is sleeved outside the one-way bearing inner disc (20) and the retainer bearing inner disc (21), a plurality of ball grooves (25) which are arranged along the circumferential direction are uniformly distributed on the outer wall of the retainer bearing inner disc (21), each ball groove (25) is internally provided with one ball (23), the spherical diameter of each ball (23) is slightly larger than the depth of each ball groove (25), and the part of each ball (23) exposed out of each ball groove (25) is contacted with the circumferential inner wall of the gear outer ring (22); A gap exists between the outer wall of the one-way bearing inner disc (20) and the inner wall of the gear outer ring (22), a plurality of wedge grooves (26) which are arranged in the same direction along the circumferential direction are uniformly distributed on the outer wall of the one-way bearing inner disc (20), a wedge-shaped cavity is formed between each wedge groove (26) and the circumferential inner wall of the gear outer ring (22), and each wedge-shaped cavity is internally provided with a roller (24); when the roller (24) is positioned at the big end of the wedge-shaped cavity, the roller (24) is in clearance fit with the inner wall of the gear outer ring (22), and when the roller (24) is positioned at the small end of the wedge-shaped cavity, the roller (24) is in interference fit with the inner wall of the gear outer ring (22); The input shaft (2) is further sleeved with a first coaxial clamping disc (14) with controllable clamping, the first coaxial clamping disc (14) is positioned at the rear side of the outer sleeve rear gear (10), and the gear outer sleeve of the one-way conjoined gear is fixedly connected with the input shaft (2) through the clamping of the first coaxial clamping disc (14); the low-speed transmission shaft (5) is also sleeved with a second coaxial clamping disc (15) with controllable clamping, the second coaxial clamping disc (15) is positioned at the rear side of the second transmission gear (12), and the second transmission gear (12) is fixedly connected with the low-speed transmission shaft (5) through the clamping with the second coaxial clamping disc (15);
A reverse transmission shaft (16) parallel to the input shaft (2) is arranged in the shell (1), a third transmission gear (17) and a fourth transmission gear (18) are sleeved on the reverse transmission shaft (16), the third transmission gear (17) is movably connected with the reverse transmission shaft (16), and the fourth transmission gear (18) is fixedly connected with the reverse transmission shaft (16); the third transmission gear (17) is meshed with the first transmission gear (6), and the fourth transmission gear (18) is meshed with the outer sleeve front gear (9) of the one-way conjoined gear; the reverse transmission shaft (16) is further sleeved with a third coaxial clamping disc (19) for clamping the third transmission gear (17), the third coaxial clamping disc (19) is located at the rear side of the third transmission gear (17), and the third transmission gear (17) is fixedly connected with the reverse transmission shaft (16) through clamping with the third coaxial clamping disc (19).
2. The on-axis linear variable speed mechanism of claim 1, wherein: the diameter of the first transmission gear (6) is smaller than that of the outer sleeve front gear (9), and the diameter of the outer sleeve front gear (9) is smaller than that of the outer sleeve rear gear (10); the diameter of the first transmission gear (6) is smaller than that of the transition gear (11), the diameter of the transition gear (11) is smaller than that of the second transmission gear (12), and the diameter of the unidirectional gear (13) is smaller than that of the second transmission gear (12); the sum of the radii of the first transmission gear (6) and the second transmission gear (12) is larger than the sum of the radii of the rear gear (10) of the outer sleeve and the unidirectional gear (13).
3. The on-axis linear variable speed mechanism of claim 1, wherein: the first coaxial clamping disc (14) and the second coaxial clamping disc (15) are respectively and axially movably arranged on the input shaft (2) and the low-speed transmission shaft (5), the first coaxial clamping disc (14) and the second coaxial clamping disc (15) are respectively and axially moved back and forth through opening and closing of corresponding electromagnetic valves, and the first coaxial clamping disc (14) and the second coaxial clamping disc (15) are respectively and axially moved back and forth to be connected with or disconnected from a gear sleeve of the unidirectional conjoined gear and a clamping or loosening of the second transmission gear (12).
4. The on-axis linear variable speed mechanism of claim 1, wherein: the third coaxial clamping disc (19) is axially movably arranged on the reverse transmission shaft (16), the third coaxial clamping disc (19) axially moves back and forth through opening and closing of an electromagnetic valve, and the third coaxial clamping disc (19) is axially moved back and forth to be clamped with or loosened from the third transmission gear (17).
5. The on-axis linear variable speed mechanism of claim 1, wherein: the diameter of the third transmission gear (17) is larger than that of the first transmission gear (6), the diameter of the fourth transmission gear (18) is smaller than that of the third transmission gear (17), and the sum of the radiuses of the first transmission gear (6) and the third transmission gear (17) is equal to the sum of the radiuses of the fourth transmission gear (18) and the outer sleeve front gear.
6. The on-axis linear variable speed mechanism of claim 1, wherein: the wedge-shaped groove (26) consists of an arc-shaped concave surface positioned at the big end of the wedge-shaped groove and a linear inclined surface positioned at the small end of the wedge-shaped groove.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201810790312.5A CN108679172B (en) | 2018-07-18 | 2018-07-18 | Coaxial linear speed change mechanism |
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| CN201810790312.5A CN108679172B (en) | 2018-07-18 | 2018-07-18 | Coaxial linear speed change mechanism |
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| CN108679172A CN108679172A (en) | 2018-10-19 |
| CN108679172B true CN108679172B (en) | 2024-07-30 |
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| CN208831610U (en) * | 2018-07-18 | 2019-05-07 | 樊朝晖 | A kind of coaxial straight line gear |
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| CN101786416B (en) * | 2010-03-19 | 2012-12-26 | 薛建南 | Electric vehicle deceleration and differential integrated rear axle assembly |
| CN201717725U (en) * | 2010-06-03 | 2011-01-19 | 蔡旭阳 | Automatic transmission motor of electric vehicle |
| CN102371893A (en) * | 2010-08-13 | 2012-03-14 | 上海捷能汽车技术有限公司 | Electrically-driven speed change device for vehicles |
| CN102392883A (en) * | 2011-11-03 | 2012-03-28 | 上海中科深江电动车辆有限公司 | Two-gear electric control mechanical type automatic gearbox used for electric automobile |
| KR20150029223A (en) * | 2013-09-09 | 2015-03-18 | 주식회사 중정 | endless Transmission |
| CN103836161A (en) * | 2014-03-24 | 2014-06-04 | 盐城市金洲机械制造有限公司 | Electromobile transmission |
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