CN109990069B - Double-overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly - Google Patents
Double-overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly Download PDFInfo
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- CN109990069B CN109990069B CN201910304833.XA CN201910304833A CN109990069B CN 109990069 B CN109990069 B CN 109990069B CN 201910304833 A CN201910304833 A CN 201910304833A CN 109990069 B CN109990069 B CN 109990069B
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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
- F16H57/00—General details of gearing
- F16H57/0018—Shaft assemblies for gearings
- F16H57/0025—Shaft assemblies for gearings with gearing elements rigidly connected to a shaft, e.g. securing gears or pulleys by specially adapted splines, keys or methods
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
The invention discloses a double-overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly which comprises a main shaft, a speed change system and a power output shaft sleeve, wherein the speed change system and the power output shaft sleeve are arranged on the main shaft; the reverse gear power input part has a transmission ratio I, the low-speed gear power input part has a transmission ratio II, and the transmission ratio I is larger than or equal to the transmission ratio II; the reverse gear mechanism and the low-speed gear mechanism are reasonably matched by utilizing the two overrunning clutches, the transmission ratio is reasonably set between the reverse gear mechanism and the low-speed gear mechanism, so that the overall structure is simple and compact, interference is avoided, the overall performance of the reverse gear mechanism is ensured, the transmission stability is ensured, the shaft sleeve is utilized to output power, the shaft sleeve is adopted to output power, an output part can be selected according to requirements, and the reverse gear mechanism is not only suitable for the field of electric vehicles, but also suitable for the field of other variable torque mechanical transmission; meanwhile, the shaft sleeve output can also ensure that the output torque is larger.
Description
Technical Field
The invention relates to a motor vehicle transmission, in particular to an output taper sleeve type self-adaptive automatic speed change main shaft assembly with a double overrunning clutch shaft sleeve.
Background
The mechanical transmission system generally has complex working conditions, needs to distribute torque to realize transmission of different loads and rotating speeds, and has complex and changeable driving environment by taking an electric vehicle as an example. In addition, the electric driving method generally adopted by the existing electric automobile is that a motor drives a fixed speed ratio, a high-efficiency reasonable interval is narrow and limited, and vicious circle is caused, so that the following problems are caused:
1. and the device can only work within the torque range of a certain working condition.
2. Under the condition of a fixed speed ratio, the rotating speed of the motor can only be increased to meet the road working condition, and the manufacturing cost of the motor is increased.
3. The motor generates heat, and the service efficiency and the service life are reduced;
4. if the requirement of the complex working condition of the electric automobile on the torque is to be met, the current and the rotating speed of the motor can only be continuously increased, the damage of heavy current discharge to the battery can only be considered, the peak power, the peak torque and the peak heavy current of the motor can only be utilized to drive the motor, and the discharge characteristic of a power battery pack is not followed completely;
5. the electric capacity of the power battery pack is rapidly reduced due to long duration of large-current discharge, the internal resistance of the battery cell is rapidly increased due to rapid temperature rise and temperature rise of the battery due to peak large-current discharge, the battery is subjected to great impact and irretrievable damage is caused, the electric storage capacity and the service life of the battery cell are sharply reduced, the number of charging cycles is rapidly reduced, and the problem of shorter and shorter endurance mileage is caused;
6. the energy recovery efficiency is low;
7. the high-speed motor acceleration and deceleration mechanism is essentially used for increasing power and torque, high-efficiency conversion cannot be realized, and the problems of rapid deterioration of the motor performance and low efficiency under rotation resistance can be caused under the working condition of low speed and heavy load; the battery, the controller, the electric appliance and the cable are damaged due to overload, especially the battery shortens the cycle life greatly and has poor economy;
however, the prior art has fatal defects and cannot overcome the defects of the driving method and the technical route which utilize the fixed speed ratio.
The existing automatic transmission adopts a solenoid valve and a servo motor, and realizes gear up and gear down through mechanical parts such as a synchronizer, a shifting fork, a gear ring and the like. The hydraulic control system has the advantages that the hydraulic control system is large in structural parts, power needs to be cut off, the speed of the motor instantly rises to the maximum, the driving power of the automobile disappears suddenly, the speed of the automobile drops under the action of driving resistance, the algorithm is complex, timely synchronous control is difficult to achieve, the cutting switching time is required to be short, the pause feeling is strong, the reliability is poor, and the like; there are problems of safety, comfort, reliability, etc.
In order to solve the above problems, the inventor of the present invention has invented a series of cam adaptive automatic transmission devices, which can detect driving torque-rotation speed and driving resistance-vehicle speed signals according to driving resistance, so that the output power of a motor or an engine is always in the best matching state with the vehicle driving condition, thereby realizing the balance control of the driving torque and the comprehensive driving resistance of the vehicle, the load of the cam adaptive automatic transmission device changes the transmission ratio along with the change of the driving force, the gear shifting and speed changing are automatically carried out along with the change of the driving resistance in a self-adaptive manner under the condition of not cutting off the driving force, and the motor or the engine always outputs torque at a high speed in a high efficiency region; the motor vehicle can run stably in mountainous areas, hills and heavy load conditions, and the safety is improved; the friction disc is adopted to form a separation and combination structure, so that the electric vehicle has the advantage of sensitive response, is small in axial size, and well solves the problems of the electric vehicle. Although the cam self-adaptive automatic speed changing device has the advantages that the cam self-adaptive automatic speed changing device is suitable for unidirectional power transmission of electric motorcycles and electric bicycles and is not suitable for speed changers of motor vehicles and mechanical devices needing bidirectional driving due to the adoption of a mechanical automatic speed changing structure, the overall size and the structural complexity of the speed changer can be increased if a traditional reverse gear mechanism is adopted, and the cam self-adaptive automatic speed changing device cannot be well fused with the cam self-adaptive automatic speed changing device.
Therefore, a reverse gear mechanism with strong adaptability is added to the cam self-adaptive automatic speed change device, the device can not only self-adaptively change gears automatically under the condition that the driving force is not cut off along with the change of the driving resistance, but also solve the problem that the road can run forward and reversely under complex conditions in a bidirectional driving working condition, has simple and compact arrangement, is smoothly and naturally matched with the cam self-adaptive automatic speed change mechanism, reduces the manufacturing cost and ensures the stability of transmission.
Disclosure of Invention
In view of the above, the present invention provides a double overrunning clutch shaft sleeve output taper sleeve type adaptive automatic transmission main shaft assembly, and a reverse transmission mechanism with strong adaptability is added, the device can not only adaptively perform automatic gear shifting and speed changing under the condition of not cutting off driving force along with the change of driving resistance, but also solve the problem of high efficiency road forward and reverse driving under complex conditions under the condition of bidirectional driving, and has the advantages of simple and compact arrangement, smooth and natural matching with a cam adaptive automatic transmission mechanism, reduction of manufacturing cost and guarantee of transmission stability.
The invention discloses a double-overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly which comprises a main shaft, a speed change system on the main shaft and a power output shaft sleeve which is rotationally matched with the main shaft in a sleeved mode, wherein the speed change system comprises a low-speed power input part, a reverse power input part and a self-adaptive speed change component;
the self-adaptive speed change assembly comprises a driving friction piece, a driven friction piece and a speed change elastic element;
the driving friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are mutually matched;
the driven friction piece is arranged on the main shaft in an axially slidable circumferential transmission mode, the speed-changing elastic element applies pretightening force for enabling the driven friction piece and the driving friction piece to be in fit transmission, the driven friction piece outputs power to the power output shaft sleeve through the axial cam pair, and when the power is output by the axial cam pair, axial component force opposite to the pretightening force of the speed-changing elastic element is applied to the annular body axial outer taper sleeve; the driving power is input to the active friction piece through a first overrunning clutch;
the low-speed power input part is a second overrunning clutch arranged on the main shaft, and the second overrunning clutch is used for transmitting low-speed power to the main shaft and transmitting the low-speed power to the driven friction part through the main shaft;
the reverse gear power input piece is arranged on the main shaft and can transmit reverse gear power to the main shaft and the driven friction piece through the main shaft;
the reverse gear power input part inputs reverse gear power through a transmission ratio I and outputs the reverse gear power to the main shaft, the low-speed gear power input part inputs low-speed gear power through a transmission ratio II and outputs the low-speed gear power to the main shaft, and the transmission ratio I is larger than or equal to the transmission ratio II.
Furthermore, the axial cam pair is formed by matching a cam shaft sleeve with an end face cam and the end face cam arranged on the driven friction piece, the cam shaft sleeve is sleeved outside the main shaft in a rotating matching mode, and the power output shaft sleeve is in transmission matching with the cam shaft sleeve or is integrally formed with the cam shaft sleeve and is provided with a power output piece for outputting power.
Further, the inner ring of the second overrunning clutch is arranged on the main shaft in a transmission matching mode, and the outer ring is arranged in a transmission matching mode or directly forms a low-speed driven gear for inputting low-speed power; the reverse gear power input part is a reverse gear driven gear; the transmission ratio I is larger than the transmission ratio II.
Furthermore, the speed-changing elastic element is a speed-changing disc spring, the speed-changing disc spring is sleeved outside the main shaft, one end of the speed-changing disc spring abuts against the driven friction piece through a plane bearing, the other end of the speed-changing disc spring abuts against the pre-tightening force adjusting assembly, and the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction.
Furthermore, the camshaft sleeve is in transmission fit with the power output shaft sleeve through a second axial cam pair.
Furthermore, the pretightning force adjusting part includes adjustable ring and adjusting nut, adjusting nut screw-thread fit sets up in the main shaft, and adjustable ring axial slidable overlaps in main shaft and both ends and supports adjusting nut and variable speed dish spring respectively, adjusting nut still is equipped with the locking Assembly who locks its axial.
Furthermore, the first overrunning clutch outer ring is in transmission fit and is sleeved outside the cam shaft sleeve or the power output shaft in a rotating fit mode, and a middle driving gear is sleeved on the power output shaft and used for outputting power to form reverse gear or low-speed gear power.
Further, the power output part is a power output gear integrally formed with a power output shaft sleeve, and a first radial bearing used for being supported on the transmission box body in a rotating fit manner is arranged on the outer circle of the power output shaft sleeve and close to the power output gear; the first end of the middle driving gear is in transmission fit with the outer ring of the first overrunning clutch, the second end of the middle driving gear forms a left journal, and a second radial bearing which is used for being supported on the transmission box body in a rotating fit mode is arranged on the excircle of the left journal; the inner ring of the second overrunning clutch extends leftwards and rightwards respectively to form an outer extending shaft section and an inner extending shaft section, and the outer circle of the outer extending shaft section and the outer circle of the inner extending shaft section are correspondingly provided with a third radial bearing and a fourth radial bearing which are rotatably supported on the transmission box body respectively; the reverse gear driven gear is in transmission fit with an outer circle of a shaft section extending from an inner ring of the second overrunning clutch to an inner end, and the fourth radial bearing is positioned on the right side of the reverse gear driven gear; and a fifth radial bearing which is used for being supported on the inner circle of the driving motor rotor in a rotating fit mode is arranged on the outer circle of the main shaft.
Furthermore, the right side of the middle driving gear is in running fit with the inner ring of the first overrunning clutch through a first plane bearing, the second radial bearing is arranged on a journal formed on the left side of the middle driving gear, and the left side of the middle driving gear is in running fit with the first radial bearing through a second plane bearing; and a third plane bearing is arranged on the left side of the power output gear and the inner extending shaft section of the inner ring of the second overrunning clutch.
Further, the driving power is input by a driving transition sleeve, the driving transition sleeve is in transmission connection with an outer ring of a first overrunning clutch, and an inner ring of the first overrunning clutch is in transmission connection with a driving friction piece; and the transmission sleeve is fixedly connected with the outer ring of the first overrunning clutch, and the transmission sleeve is tightly matched with a right shaft neck formed at the first end of the middle driving gear in an outer sleeve manner and forms transmission fit.
The invention has the beneficial effects that: the double-overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly has all the advantages of the existing cam self-adaptive automatic speed change device, such as the capability of detecting a driving torque-rotating speed and a driving resistance-vehicle speed signal according to the driving resistance, so that the output power of a motor and the driving condition of a vehicle are always in the best matching state, the balance control of the driving torque of the vehicle and the comprehensive driving resistance is realized, and the self-adaptive automatic gear change and speed change along with the change of the driving resistance are carried out under the condition of not cutting off the driving force; the motor vehicle can be used in mountainous areas, hills and heavy load conditions, so that the motor load changes smoothly, the motor vehicle runs stably, and the safety is improved;
the reverse gear structure and the low-speed gear mechanism are reasonably set with a transmission ratio by utilizing the reasonable matching of the two overrunning clutches, so that the overall structure is simple and compact, the reverse gear transmission, the low-speed gear and the high-speed gear share a transmission route, and no interference occurs, the overall performance of the mechanical self-adaptive automatic transmission is ensured, the adaptability is strong, the mechanical self-adaptive automatic transmission is smoothly and naturally matched with the self-adaptive automatic speed change mechanism, the manufacturing cost is reduced, and the transmission stability is ensured; the shaft sleeve is used for outputting power, and an output part can be selected according to requirements, so that the electric vehicle is suitable for the field of electric vehicles and other variable torque mechanical transmission fields; meanwhile, the shaft sleeve output can also ensure that the output torque is larger.
Drawings
The invention is further described below with reference to the figures and examples.
FIG. 1 is a schematic axial sectional view of the present invention;
FIG. 2 is a schematic diagram of an electromagnetic shift configuration;
FIG. 3 is a cross-sectional view of the electromagnetic shifting structure;
FIG. 4 is a schematic view of the present invention employing clutch plates;
FIG. 5 is an enlarged view of the clutch plate structure.
Detailed Description
Fig. 1 is a schematic axial section structure, fig. 2 is a schematic electromagnetic shift structure, and fig. 3 is a sectional electromagnetic shift structure, as shown in the drawings: the invention relates to a double-overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly which comprises a main shaft 1, a speed change system on the main shaft 1 and a power output shaft sleeve which is rotationally matched and sleeved outside the main shaft, wherein the speed change system comprises a low-speed power input part, a reverse-speed power input part and a self-adaptive speed change component;
the self-adaptive speed change assembly comprises a driving friction piece, a driven friction piece and a speed change elastic element; the driving friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are mutually matched;
in this embodiment, the driving friction member is a torus axial inner taper sleeve 18, and the driven friction member is a torus axial outer taper sleeve 2;
the inner cone sleeve 18 in the axial direction of the torus and the outer cone sleeve 2 in the axial direction of the torus form a friction transmission pair in a way that friction surfaces are matched with each other, the outer cone sleeve in the axial direction of the torus is arranged on the main shaft in a way that the outer cone sleeve in the axial direction of the torus can axially slide and transmit in the circumferential direction, as shown in the figure, the inner cone sleeve 18 in the axial direction of the torus and the outer cone sleeve 2 in the axial direction of the torus are respectively the inner cone sleeve in the axial direction of the torus and the outer cone sleeve in the axial direction of the torus, the inner cone sleeve in the axial direction of the torus is sleeved with an axial inner cone surface which is sleeved with the outer cone surface which is matched with the axial inner cone surface of the inner cone sleeve in the axial direction of the torus, and friction engagement transmission or separation is formed by the cone surfaces which are matched with each other, which is not described any more; the spindle is sleeved with the annular body axial outer taper sleeve, the annular body axial outer taper sleeve and the spindle are both provided with axial sliding chutes, balls for reducing friction force are embedded in the sliding chutes, and the annular body axial outer taper sleeve and the spindle form axial slidable circumferential transmission fit through the sliding chutes and the balls; the sliding groove can also be a spiral groove (forming an axial cam groove), an axial cam pair can be formed after the ball is embedded, and the sliding groove can also compress the speed-changing elastic element 19 when large torque transmits power, so that the stability of transmission is ensured; of course, splines or thread pair matching (without balls) can be directly formed, and the purpose can also be achieved;
of course, the friction transmission pair may also adopt a friction plate structure as shown in fig. 4 and 5, as shown in fig. 4, the active friction member 18 'is integrally formed or transmission-matched with the inner ring of the first overrunning clutch, and the active friction member 18' is provided with an active friction plate group 18a ', the driven friction member 2' is provided with a driven friction plate group 2a 'matched with the active friction plate 18 a', the matching structure is similar to that of the existing friction plate clutch, but the friction plates of the structure can be detachably arranged, and can be increased or decreased according to the needs of the whole structure, so as to ensure the axial dimension;
the variable-speed elastic element 19 applies a pre-tightening force for enabling the annular body axial outer taper sleeve and the annular body axial inner taper sleeve to be in fit transmission, the annular body axial outer taper sleeve outputs power to the power output shaft sleeve 30 through the axial cam pair, and when the axial cam pair outputs the power, an axial component force opposite to the pre-tightening force of the variable-speed elastic element is applied to the annular body axial outer taper sleeve; the axial cam pair is an axial cam (including an end cam or a spiral cam) which is matched with each other, when the annular body axial outer taper sleeve rotates, the axial cam by-product generates two component forces in the axial direction and the circumferential direction, wherein the component force in the circumferential direction outputs power, and the axial component force acts on the annular body axial outer taper sleeve and is applied to the speed change elastic element, that is, the turning direction of the axial cam pair is related to the power output rotating direction; the driving power is input to the axial inner taper sleeve of the circular ring body through a first overrunning clutch 4 and can be realized through reasonable mechanical layout, and the description is omitted.
When the present invention is applied to a transmission, as shown in the drawing, the transmission further includes a counter shaft 12, and the driving power is also input to the counter shaft 12;
the low-speed gear power input part is a second overrunning clutch 6, the second overrunning clutch 6 is arranged on the main shaft, when the low-speed gear power input part is used, the auxiliary shaft 12 transmits low-speed gear power to the main shaft 1 through the second overrunning clutch 6 and transmits the low-speed gear power to the annular body axial outer taper sleeve through the main shaft, and the main shaft 1 is in transmission fit with the annular body axial outer taper sleeve; of course, the low-speed power may include multiple low-speed gears, which will not be described herein;
the reverse gear power input part is arranged on the main shaft 1 and can transmit reverse gear power to the main shaft 1 and the main shaft 1 transmits the reverse gear power to the annular body axial outer taper sleeve, and as shown in the figure, the reverse gear transmission mechanism on the auxiliary shaft can be connected with or disconnected from the reverse gear power; the reverse gear transmission mechanism can be disconnected from the transmission of the main shaft or the auxiliary shaft 12, and the aim of the invention can be achieved;
the reverse gear power input part inputs reverse gear power through a transmission ratio I and outputs the reverse gear power to the main shaft, the low-speed gear power input part inputs low-speed gear power through a transmission ratio II and outputs the low-speed gear power to the main shaft, and the transmission ratio I is larger than or equal to the transmission ratio II; as shown, in use, the reverse transmission mechanism has a transmission ratio i for transmitting reverse power from the secondary shaft 12 to the primary shaft 1 via the reverse power input, the low-speed transmission mechanism has a transmission ratio ii for transmitting low-speed power from the secondary shaft 12 to the primary shaft 1 via the low-speed power input, and the transmission ratio i is greater than or equal to the transmission ratio ii; when the reverse gear is driven, the rotating speed of the overrunning inner ring (the rotating direction is the same as the reverse gear) of the second overrunning clutch is slower than that of the outer ring (both the low-speed gear and the reverse gear are input by the auxiliary shaft), overrunning is formed, the reverse gear transmission mechanism smoothly drives, and otherwise, the second overrunning clutch is locked.
The axial cam pair is preferably of a cam structure with two-way output because the low-speed transmission mechanism and the reverse transmission mechanism have different transmission directions.
In the embodiment, when the device is used, the driving power is input by a driving transition sleeve 3, the driving transition sleeve 3 is in transmission connection with an outer ring 4b of a first overrunning clutch 4, and an inner ring 4a of the first overrunning clutch 4 is in transmission connection with an axial inner taper sleeve of a circular ring body; as shown in the figure, when the invention is applied, the driving transition sleeve also inputs power to the auxiliary shaft through the outer ring of the first overrunning clutch.
In this embodiment, the axial cam pair is formed by matching a cam shaft sleeve 22 with an end cam and an end cam of an annular body axial outer taper sleeve 2, the cam shaft sleeve 22 is rotationally matched and sleeved on the main shaft, the annular body axial outer taper sleeve 2 is in transmission fit and can slide axially and sleeved on the main shaft 1, the power output shaft sleeve 30 is in transmission fit with the cam shaft sleeve 22 or is formed integrally and is provided with a power output part 11 for outputting power; as shown in the figure, the inner ring 4a of the first overrunning clutch 4 is rotatably fitted with the cam sleeve 22, the cam sleeve 22 is provided with the power output member 11 for outputting power in a transmission fit manner, and the power output member 11 for outputting power in the embodiment is a power output gear and can be output to a differential mechanism and the like when in use.
As shown in the figures, when the present invention is applied to a transmission, the low-speed transmission mechanism further includes a low-speed driven gear and a low-speed driving gear 7 engaged with the low-speed driven gear, the inner ring 6a of the second overrunning clutch 6 is disposed on the main shaft 1 in a transmission fit manner, and the outer ring 6b is disposed in a transmission fit manner or directly forms the low-speed driven gear, which is not directly formed in this embodiment; the auxiliary shaft 12 is provided with a low-speed driving gear 7 in a transmission fit mode; the reverse gear transmission mechanism comprises a reverse gear driving gear 9 and a reverse gear driven gear 8 meshed with the reverse gear driving gear 9, the reverse gear driving gear can be arranged on the auxiliary shaft in an engaging or separating mode, and the reverse gear driven gear is arranged on the main shaft in a transmission matching mode; the transmission ratio I is larger than the transmission ratio II.
When the reverse gear shifting mechanism is used, switching between a low speed gear and a reverse gear can be completed through the electromagnetic shifting mechanism, as shown in the figure, the reverse gear driving gear 9 is arranged on the auxiliary shaft 12 in a mode that the electromagnetic shifting mechanism 10 can be connected or separated, the electromagnetic shifting mechanism is simultaneously used for switching the forward and reverse rotation of a power source, and in the process that the electromagnetic shifting mechanism is switched into the reverse gear, a signal is directly sent to a motor control system to control the motor to reversely rotate so as to realize the reverse gear; the method can be realized by adopting a common signal acquisition mechanism or a switch.
In this embodiment, the electromagnetic gear shifting mechanism includes an electromagnetic gear shifter, an active swing arm, a gear shifting rotating shaft and a gear shifting fork, the electromagnetic gear shifter is divided into two rows, the two rows are arranged on two sides of the active swing arm and used for driving the active swing arm to swing around an axis of the gear shifting rotating shaft and driving the gear shifting rotating shaft to rotate around the axis, the gear shifting rotating shaft drives the gear shifting fork to swing around the axis and drive an adapter (synchronizer) to complete gear shifting, and gear shifting of the adapter (synchronizer) belongs to the prior art and is not described herein again; the electromagnetic gear shifter is of a structure with a reciprocating push rod, when the electromagnetic gear shifter is powered on, the reciprocating push rod pushes out and pushes the driving swing arm to swing and then return, a return spring structure is generally adopted for returning, and the details are not repeated; the electromagnetic gear shifting mechanism is also provided with a positioning mechanism, the positioning mechanism comprises a positioning marble with pretightening force arranged at the power end of an active swing arm and a positioning base arranged on the box body, and the power end of the active swing arm refers to one end of the electromagnetic gear shifter, which is used for swinging; as shown in the figure, the power end of the driving swing arm is provided with a marble seat, a columnar spring is arranged in the marble seat, and the columnar spring acts on the positioning marble to ensure that the positioning marble has outward pretightening force; the positioning base is provided with a positioning pit correspondingly matched with the positioning marble, the positioning marble slides on the surface of the positioning base in the swinging process, the positioning marble enters the pit under the action of pretightening force to form positioning when sliding to the positioning pit, the pit is of a smooth structure, and the positioning marble can remove the pit under certain thrust to finish a subsequent gear shifting procedure; the electromagnetic gear shifting mechanism is further provided with a position sensing assembly used for detecting whether gear shifting is in place or not, and the sensing assembly generally adopts a Hall element and magnetic steel corresponding to the Hall element.
In this embodiment, the speed-changing elastic element 19 is a speed-changing disc spring, the speed-changing disc spring is externally sleeved on the main shaft, one end of the speed-changing disc spring abuts against the annular body axially outer taper sleeve, and the other end of the speed-changing disc spring abuts against the pre-tightening force adjusting assembly, as shown in fig. 4, the speed-changing disc spring 19 is externally sleeved on the main shaft 1, and one end of the speed-changing disc spring abuts against the annular body axially outer taper sleeve 2 through a flat bearing 28, the flat bearing 28 is a flat rolling bearing with two rows of small balls along the radial direction, and the small ball fingers are smaller than the balls with the same bearing capacity in the prior art; the double rows of balls are adopted, so that the parameters of the balls can be reduced under the condition that the plane bearing bears the same load, the double rows of balls have the characteristics of stable rotation, high rotating speed of the same load and strong bearing capacity, and the axial installation size can be reduced; the pretightening force adjusting assembly comprises an adjusting ring 20 and an adjusting nut 17, the adjusting nut 17 is arranged on the main shaft 1 in a threaded fit manner, the adjusting ring 20 can slide axially and is sleeved on the main shaft 1, two ends of the adjusting ring are respectively abutted against the adjusting nut 17 and the variable speed disc spring, and the adjusting nut is further provided with a locking assembly 21 for axially locking the adjusting nut.
In this embodiment, the camshaft sleeve 22 is in transmission fit with the power output shaft sleeve 30 through a second axial cam pair, as shown in the figure, the camshaft sleeve 22 is in transmission fit with the power output shaft sleeve 30 of the main shaft through rotation to output power to the power output member 11, and the camshaft sleeve 22 is in transmission fit with the power output shaft sleeve 30 through the second axial cam pair to form a double-cam transmission structure, which is beneficial to stable transmission and is beneficial to locking a variable speed disc spring during low-speed transmission to avoid jerking;
the transmission sleeve 5 is in transmission fit with the outer ring of the first overrunning clutch and is sleeved outside the power output shaft in a rotating fit manner, a middle driving gear is sleeved on the outer ring of the first overrunning clutch, the transmission sleeve 5 is fixedly connected with the outer ring of the first overrunning clutch, a right shaft neck formed at the first end of the middle driving gear is sleeved outside the transmission sleeve 5 in a tight fit manner (generally in interference fit or transition fit manner) to form transmission fit, as shown in the figure, one end (right side) of the transmission sleeve 5 is fixedly connected with the outer ring of the overrunning clutch, the other end (left side) of the transmission sleeve is in transmission fit with an outer spline of the right shaft neck formed at the first end of the middle driving gear through an inner spline, and the transmission sleeve is also supported on the outer circle of the shaft neck to form mutual support, so that the stability of a transmission structure is ensured; the auxiliary shaft 12 is provided with an intermediate driven gear 14 in driving engagement with an intermediate driving gear 15.
In this embodiment, the power output member 11 is a power output gear integrally formed with the power output shaft sleeve 30 (or is in transmission fit with the power output shaft sleeve 30 after forming a shaft neck), and the outer circle of the power output shaft sleeve 30 is provided with a first radial bearing 23 which is supported on the transmission case in a rotating fit manner near the power output gear; the first end of the middle driving gear 15 is in transmission fit with the outer ring 4b of the first overrunning clutch 4, the second end of the middle driving gear forms a left shaft neck, and the excircle of the left shaft neck is provided with a second radial bearing 13 which is supported on the transmission box body in a rotating fit manner; the inner ring 6a of the second overrunning clutch 6 extends leftwards and rightwards respectively to form an outer extending shaft section and an inner extending shaft section, and the excircle of the outer extending shaft section and the excircle of the inner extending shaft section are correspondingly provided with a third radial bearing 29 and a fourth radial bearing 24 which are rotatably supported on a transmission box body respectively; the reverse gear driven gear 8 is in transmission fit with an outer circle of a shaft section extending from the inner ring 6a of the second overrunning clutch 6 to the inner end, and the fourth radial bearing is positioned on the right side of the reverse gear driven gear; the outer circle of the main shaft is provided with a fifth radial bearing 25 which is supported on the inner circle of the driving motor rotor in a rotating fit manner, as shown in the figure, the inner ring of the fifth radial bearing 25 is sleeved on the main shaft through the adjusting ring 20, and the outer ring is supported on the inner circle of the motor rotor; in the structure, the cam shaft sleeve and the power output shaft sleeve are sleeved outside the main shaft to form a transmission and mutual supporting structure, so that larger torque can be transmitted without bending deformation, and the size of a component under the condition of the same bearing capacity can be greatly reduced; aiming at each transmission bearing (power connection input and output) part, corresponding radial bearings are respectively arranged and are supported on the box body, so that a main shaft and a transmission shaft sleeve can be arranged longer, and additional bending moment generated by torque is transmitted to the box body due to the support, so that larger torque can be transmitted by the radial bearings, the rotating speed (the same component size) under large torque can be greatly improved, and the large torque, high rotating speed and light weight indexes are realized.
In this embodiment, the right side of the intermediate driving gear 15 is rotationally matched with the inner ring 4a of the first overrunning clutch 4 through the first planar bearing 16, the second radial bearing 13 is arranged on a journal formed on the left side of the intermediate driving gear 15, and the left side of the intermediate driving gear 15 is rotationally matched with the first radial bearing 23 through the second planar bearing 26; a third plane bearing 27 is arranged on the left side of the power output gear and the inner extension shaft section of the inner ring 6a of the second overrunning clutch 6; in the structure, the plane bearings which rotate relatively are arranged among the segments on the basis of bearing and arranging the radial bearings according to the input and output node segments of power, so that the segments are not in interference connection, the whole main shaft and the shaft sleeve directly transmit the full-length input and output torque additional torque to the box body, and the super-strong bearing capacity is realized in the radial direction, so that the light weight and the high speed of the transmission are structurally guaranteed.
The left and right directions refer to the corresponding drawings, are irrelevant to the actual use state, and the real objects and the drawings need to be placed in the same directions when being compared.
The above embodiments are only the best structure of the present invention, and do not limit the protection scope of the present invention; the scheme is adjusted on the connection mode, and the realization of the vision of the invention is not influenced.
The fast-gear power transmission route when the embodiment is used:
power → the annular body axial inner taper sleeve 18 → the annular body axial outer taper sleeve 2 → the axial cam pair → the cam sleeve 22 (the second axial cam pair and the second circumferential cam sleeve) → the power output part 11 of the transmission shaft outputs power;
at this time, the second overrunning clutch overruns, and the resistance transmission route is as follows: the power output part 11 → the cam shaft sleeve 22 → the axial cam pair → the annular body axial outer taper sleeve 2 → the speed changing disc spring; the power output part 11 applies axial force to the annular body axial outer taper sleeve 2 through the axial cam pair and compresses the speed change disc spring, when the driving resistance is increased to a certain degree, the axial force overcomes the speed change disc spring to separate the annular body axial inner taper sleeve 18 from the annular body axial outer taper sleeve 2, and power is transmitted through the following routes, namely a low-speed gear power transmission route:
power → the outer ring 4b of the first overrunning clutch → the auxiliary shaft 12 → the low-speed gear driving gear → the outer ring 6b of the second overrunning clutch → the inner ring 6a of the second overrunning clutch → the main shaft 1 → the annular body axial outer taper sleeve 2 → the axial cam pair → the cam shaft sleeve 22 → the transmission shaft power output part 11 for outputting power.
The low-speed power transmission route also passes through the following routes: axial cam pair → torus axial outer taper sleeve 2 → compression speed change disc spring, prevent that the reciprocal compression of compression speed change disc spring appears in the low-speed gear transmission in-process to prevent that torus axial inner taper sleeve 18 and torus axial outer taper sleeve 2 from laminating when the low-speed gear transmission.
The transmission route shows that when the clutch is in operation, the annular body axial inner taper sleeve 18 and the annular body axial outer taper sleeve 8 are tightly attached under the action of the speed change disc spring to form an automatic speed change mechanism keeping a certain pressure, the pressure required by clutch engagement can be adjusted by increasing the axial thickness of the speed change shaft sleeve to achieve the transmission purpose, and at the moment, power drives the annular body axial inner taper sleeve 18, the annular body axial outer taper sleeve 2 and the cam shaft sleeve 22 to enable the cam shaft sleeve 22 to output power; the second overrunning clutch is in an overrunning state at the moment.
When the motor vehicle is started, the resistance is larger than the driving force, the resistance forces the cam shaft sleeve to rotate for a certain angle in the opposite direction, and the annular body axially compresses the speed-changing disc spring by the axially outer conical sleeve 2 under the action of the axial cam pair; the annular body axial outer taper sleeve 2 and the annular body axial inner taper sleeve 18 are separated and synchronous, the second overrunning clutch is engaged, and the output power rotates at a low-speed gear speed; therefore, the low-speed starting is automatically realized, the starting time is shortened, and the starting force is reduced. Meanwhile, the speed change disc spring absorbs the motion resistance moment energy to transfer power to store potential energy for recovering the fast gear.
After the start is successful, the running resistance is reduced, when the component force is reduced to be less than the pressure generated by the speed change disc spring, the pressure of the speed change disc spring generated by the compression of the motion resistance is rapidly released and pushed, the annular body axial outer taper sleeve 2 and the annular body axial inner taper sleeve 18 are restored to the close fitting state, and the low-speed gear overrunning clutch is in an overrunning state.
In the driving process, the automatic gear shifting principle is the same as the principle of automatic gear shifting along with the change of the motion resistance, gear shifting is realized under the condition of not cutting off the driving force, the whole locomotive runs stably, safety and low consumption are realized, a transmission route is simplified, and the transmission efficiency is improved.
A reverse gear transmission route:
power → the first overrunning clutch outer ring 4b → the auxiliary shaft 12 → the reverse gear driving gear → the reverse gear driven gear → the main shaft 1 → the torus axial outer taper sleeve 2 → the axial cam pair → the cam sleeve 22 → the transmission shaft power output part 11 outputs the reverse gear power.
At this time, since the transmission ratio of the reverse gear is greater than the transmission ratio of the low gear, the second overrunning clutch overruns, and since the rotation is reversed, the first overrunning clutch overruns, and the reverse gear transmission is realized.
Finally, the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, which should be covered in the claims of the present invention.
Claims (10)
1. The utility model provides a two freewheel clutch shaft sleeve output taper sleeve formula self-adaptation automatic speed changing main shaft assemblies which characterized in that: the self-adaptive variable-speed transmission device comprises a main shaft, a variable-speed system on the main shaft and a power output shaft sleeve which is rotationally matched with the main shaft and sleeved outside the main shaft, wherein the variable-speed system comprises a low-speed power input part, a reverse power input part and a self-adaptive variable-speed assembly;
the self-adaptive speed change assembly comprises a driving friction piece, a driven friction piece and a speed change elastic element;
the driving friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are mutually matched;
the driven friction piece is arranged on the main shaft in an axially slidable circumferential transmission mode, the speed-changing elastic element applies pretightening force for enabling the driven friction piece and the driving friction piece to be in fit transmission, the driven friction piece outputs power to the power output shaft sleeve through the axial cam pair, and when the power is output by the axial cam pair, axial component force opposite to the pretightening force of the speed-changing elastic element is applied to the driven friction piece; the driving power is input to the active friction piece through a first overrunning clutch;
the low-speed power input part is a second overrunning clutch arranged on the main shaft, and the second overrunning clutch is used for transmitting low-speed power to the main shaft and transmitting the low-speed power to the driven friction part through the main shaft;
the reverse gear power input piece is arranged on the main shaft and can transmit reverse gear power to the main shaft and the driven friction piece by the main shaft;
the reverse gear power input part inputs reverse gear power through a transmission ratio I and outputs the reverse gear power to the main shaft, the low-speed gear power input part inputs low-speed gear power through a transmission ratio II and outputs the low-speed gear power to the main shaft, and the transmission ratio I is larger than or equal to the transmission ratio II.
2. The double overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly according to claim 1, which is characterized in that: the axial cam pair is formed by matching a cam shaft sleeve with an end face cam and the end face cam arranged on the driven friction piece, the cam shaft sleeve is rotationally matched with the spindle in a sleeved mode, the power output shaft sleeve is in transmission fit with the cam shaft sleeve or is integrally formed with the cam shaft sleeve, and a power output piece for outputting power is arranged on the power output shaft sleeve.
3. The double overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly according to claim 2, which is characterized in that: the inner ring of the second overrunning clutch is arranged on the main shaft in a transmission matching mode, and the outer ring of the second overrunning clutch is arranged in a transmission matching mode or directly forms a low-speed driven gear for inputting low-speed power; the reverse gear power input part is a reverse gear driven gear; the transmission ratio I is larger than the transmission ratio II.
4. The double overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly according to claim 3, wherein: the speed change elastic element is a speed change disc spring, the speed change disc spring is sleeved outside the main shaft, one end of the speed change disc spring abuts against the driven friction piece through a plane bearing, the other end of the speed change disc spring abuts against the pre-tightening force adjusting assembly, and the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction.
5. The double overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly according to claim 3, which is characterized in that: and the cam shaft sleeve is in transmission fit with the power output shaft sleeve through a second axial cam pair.
6. The double overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly according to claim 4, wherein: the pretightening force adjusting assembly comprises an adjusting ring and an adjusting nut, the adjusting nut is arranged on the main shaft in a threaded fit mode, the adjusting ring can slide axially and is sleeved on the main shaft, two ends of the adjusting ring respectively abut against the adjusting nut and the variable-speed disc spring, and the adjusting nut is further provided with a locking assembly for axially locking the adjusting nut.
7. The double overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly according to claim 5, wherein: and the middle driving gear is in transmission fit with the outer ring of the first overrunning clutch and is sleeved outside the cam shaft sleeve or the power output shaft in a rotating fit mode, and the middle driving gear is used for outputting power to form reverse gear or low-speed gear power.
8. The double overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly according to claim 7, wherein: the power output part is a power output gear integrally formed with a power output shaft sleeve, and a first radial bearing used for being supported on the transmission box body in a rotating fit manner is arranged on the outer circle of the power output shaft sleeve and close to the power output gear; the first end of the middle driving gear is in transmission fit with the outer ring of the first overrunning clutch, the second end of the middle driving gear forms a left journal, and a second radial bearing which is used for being supported on the transmission box body in a rotating fit mode is arranged on the excircle of the left journal; the inner ring of the second overrunning clutch extends leftwards and rightwards respectively to form an outer extending shaft section and an inner extending shaft section, and the outer circle of the outer extending shaft section and the outer circle of the inner extending shaft section are correspondingly provided with a third radial bearing and a fourth radial bearing which are rotatably supported on the transmission box body respectively; the reverse gear driven gear is in transmission fit with an outer circle of a shaft section extending from an inner ring of the second overrunning clutch to the inner end, and the fourth radial bearing is positioned on the right side of the reverse gear driven gear; and a fifth radial bearing which is used for being supported on the inner circle of the driving motor rotor in a rotating fit mode is arranged on the outer circle of the main shaft.
9. The double overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly according to claim 8, which is characterized in that: the right side of the middle driving gear is in running fit with the inner ring of the first overrunning clutch through a first plane bearing, the second radial bearing is arranged on a journal formed on the left side of the middle driving gear, and the left side of the middle driving gear is in running fit with the first radial bearing through a second plane bearing; and a third plane bearing is arranged on the left side of the power output gear and the inner extending shaft section of the inner ring of the second overrunning clutch.
10. The double overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly according to claim 9, wherein: the driving power is input by a driving transition sleeve, the driving transition sleeve is in transmission connection with an outer ring of a first overrunning clutch, and an inner ring of the first overrunning clutch is in transmission connection with a driving friction piece; and the transmission sleeve is fixedly connected with the outer ring of the first overrunning clutch, and the transmission sleeve is sleeved on a right journal formed at the first end of the middle driving gear in a tight fit manner and forms transmission fit.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910304833.XA CN109990069B (en) | 2019-04-16 | 2019-04-16 | Double-overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly |
| PCT/CN2020/084069 WO2020211696A1 (en) | 2019-04-16 | 2020-04-09 | Dual-overrunning clutch shaft sleeve output adaptive automatic transmission main shaft assembly, gearbox, and drive system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910304833.XA CN109990069B (en) | 2019-04-16 | 2019-04-16 | Double-overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly |
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| Publication Number | Publication Date |
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| CN109990069A CN109990069A (en) | 2019-07-09 |
| CN109990069B true CN109990069B (en) | 2022-06-03 |
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| CN201910304833.XA Expired - Fee Related CN109990069B (en) | 2019-04-16 | 2019-04-16 | Double-overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly |
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Families Citing this family (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020211696A1 (en) * | 2019-04-16 | 2020-10-22 | 西南大学 | Dual-overrunning clutch shaft sleeve output adaptive automatic transmission main shaft assembly, gearbox, and drive system |
| CN112901729B (en) * | 2019-12-04 | 2022-04-08 | 西南大学 | Self-adaptive automatic speed change assembly adopting multi-row combined overrunning clutch |
| CN110939699B (en) * | 2019-12-04 | 2022-04-22 | 西南大学 | Mechanical self-adaptive automatic transmission adopting multi-piece type large-torque friction clutch |
| CN112901728B (en) * | 2019-12-04 | 2022-04-12 | 西南大学 | Double-overrunning self-adaptive automatic speed change system adopting multi-row floating overrunning clutch |
| CN111043257B (en) * | 2019-12-04 | 2022-03-18 | 西南大学 | Self-adaptive automatic speed change assembly adopting multi-piece type large-torque friction clutch |
| CN111005992B (en) * | 2019-12-04 | 2022-04-22 | 西南大学 | Self-adaptive automatic speed change assembly applicable to severe working conditions |
| CN111043256B (en) * | 2019-12-04 | 2022-03-04 | 西南大学 | Full-mechanical self-adaptive automatic speed change system |
| CN111075851B (en) * | 2019-12-04 | 2021-12-03 | 西南大学 | Self-adaptive multi-plate sequencing large-torque friction clutch |
| CN110985627B (en) * | 2019-12-04 | 2022-03-04 | 西南大学 | Mechanical double-overrunning self-adaptive automatic transmission adopting multi-row floating overrunning clutch |
| CN110985564B (en) * | 2019-12-04 | 2021-12-03 | 西南大学 | Electric drive system with multi-plate self-sequencing friction clutch speed reducing mechanism |
| CN111059244B (en) * | 2019-12-04 | 2022-04-22 | 西南大学 | Full mechanical type self-adaptive automatic transmission |
| CN110985563B (en) * | 2019-12-04 | 2021-12-03 | 西南大学 | Self-adaptive multi-plate sequencing large-torque friction clutch device with one-way transmission function |
| CN111140630B (en) * | 2019-12-31 | 2022-03-22 | 西南大学 | Coaxial multilayer multistage self-adaptive two-gear speed change system |
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