CN110005801B - Double-overrunning clutch mechanical shaft end output self-adaptive automatic transmission - Google Patents

Double-overrunning clutch mechanical shaft end output self-adaptive automatic transmission Download PDF

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Publication number
CN110005801B
CN110005801B CN201910305583.1A CN201910305583A CN110005801B CN 110005801 B CN110005801 B CN 110005801B CN 201910305583 A CN201910305583 A CN 201910305583A CN 110005801 B CN110005801 B CN 110005801B
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China
Prior art keywords
transmission
gear
shaft
driving
speed
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Expired - Fee Related
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CN201910305583.1A
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Chinese (zh)
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CN110005801A (en
Inventor
薛荣生
陈俊杰
邓天仪
谭志康
邱光印
王靖
邓云帆
梁品权
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Southwest University
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Southwest University
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Priority to CN201910305583.1A priority Critical patent/CN110005801B/en
Publication of CN110005801A publication Critical patent/CN110005801A/en
Priority to PCT/CN2020/084066 priority patent/WO2020211695A1/en
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Publication of CN110005801B publication Critical patent/CN110005801B/en
Expired - Fee Related legal-status Critical Current
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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
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F16H63/3043—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force comprising friction clutches or brakes
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/32—Gear shift yokes, e.g. shift forks
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/044—Smoothing ratio shift when a freewheel device is disengaged or bridged
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F16H2063/305—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force using electromagnetic solenoids
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F16H2063/3056—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force using cam or crank gearing
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3076—Selector shaft assembly, e.g. supporting, assembly or manufacturing of selector or shift shafts; Special details thereof
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3089—Spring assisted shift, e.g. springs for accumulating energy of shift movement and release it when clutch teeth are aligned

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a double-overrunning clutch mechanical shaft end output self-adaptive automatic transmission which comprises a speed change system, a shaft sleeve and a third shaft, wherein the speed change system comprises a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed change assembly; the reverse gear mechanism is provided with a transmission ratio I for transmitting reverse gear power from the auxiliary shaft to the main shaft, the low-speed gear mechanism is provided with a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft to the main shaft, the transmission ratio I is larger than or equal to the transmission ratio II, and the power is output through the power output shaft; the invention utilizes the reasonable matching of the two overrunning clutches and reasonably sets the transmission ratio, so that the whole structure is simple and compact, the reverse gear transmission and the low-speed and high-speed gear transmissions share a transmission route, no interference occurs, the whole performance is ensured, and the transmission shaft sleeve is utilized and output through the third shaft, thereby being not only suitable for the field of electric vehicles, but also suitable for the field of other torque-variable mechanical transmissions; meanwhile, the shaft sleeve output can also ensure that the output torque is larger.

Description

Double-overrunning clutch mechanical shaft end output self-adaptive automatic transmission
Technical Field
The invention relates to a speed changer, in particular to a double-overrunning clutch mechanical shaft end output self-adaptive automatic speed changer.
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 mechanical shaft end output adaptive automatic transmission, and a reverse gear mechanism with strong adaptability is added, the device can not only self-adaptively perform 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 speed changing mechanism, reduction of manufacturing cost and guarantee of transmission stability.
The invention discloses a double-overrunning clutch mechanical shaft end output self-adaptive automatic transmission which comprises a main shaft, a speed change system on the main shaft and a transmission shaft sleeve which is rotationally matched and sleeved outside the main shaft, wherein the speed change system comprises a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed change 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 transmission shaft sleeve through the axial cam pair, and when the axial cam pair outputs the power, 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 driving power is also input into the auxiliary shaft;
the low-speed transmission mechanism comprises a second overrunning clutch, and the auxiliary shaft transmits low-speed power to the main shaft through the second overrunning clutch and transmits the low-speed power to the driven friction piece through the main shaft;
the reverse gear transmission mechanism can transmit reverse gear power to the main shaft and the main shaft transmits the reverse gear power to the driven friction piece or disconnects the reverse gear power;
the reverse gear transmission mechanism is provided with a transmission ratio I for transmitting reverse gear power from the auxiliary shaft to the main shaft, the low-speed gear transmission mechanism is provided with a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft to the main shaft, and the transmission ratio I is larger than or equal to the transmission ratio II;
and a speed reduction output assembly is arranged in transmission fit with the transmission shaft sleeve and outputs power through a power output shaft positioned at the end part of the main shaft.
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; the driving transition sleeve also inputs power into the auxiliary shaft through the outer ring of the first overrunning clutch.
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 a driven friction piece, the cam shaft sleeve is sleeved on the main shaft in a rotating matching mode, the driven friction piece is sleeved on the main shaft in a transmission matching and axially sliding mode, the transmission 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 first power output driving gear for outputting power, and meanwhile, the transmission shaft sleeve outputs the power to the auxiliary shaft.
The speed reduction output assembly is a power output gear set, the power output gear set comprises an intermediate shaft, a first power output driven gear, a second power output driving gear and a second power output driven gear, the first power output driven gear is in meshing transmission with the first power output driving gear and is in transmission fit with the intermediate shaft, the second power output driving gear is in transmission fit with the intermediate shaft, and the second power output driven gear is in transmission fit with the power output shaft.
Further, the low-speed transmission mechanism also comprises a low-speed driven gear and a low-speed driving gear meshed with the low-speed driven gear, the inner ring of the second overrunning clutch is arranged on the main shaft in a transmission matching mode, the outer ring of the second overrunning clutch is arranged in a transmission matching mode or directly forms the low-speed driven gear, and the auxiliary shaft is provided with the low-speed driving gear in a transmission matching mode; the reverse gear transmission mechanism comprises a reverse gear driving gear and a reverse gear driven gear meshed with the reverse gear driving gear, 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.
Further, the cam shaft sleeve is in transmission fit with the transmission shaft sleeve through a second axial cam pair;
the first overrunning clutch is in transmission fit with the outer ring of the first overrunning clutch, is sleeved on the transmission shaft in a rotating fit mode and is provided with a middle driving gear, and the auxiliary shaft is provided with a middle driven gear in transmission fit with the middle driving gear.
Furthermore, the reverse gear driving gear is arranged on the auxiliary shaft in a manner that the electromagnetic gear shifting mechanism can be jointed or separated, and the electromagnetic gear shifting mechanism is simultaneously used for switching the forward and reverse rotation of the power source; the electromagnetic gear shifting mechanism comprises an electromagnetic gear shifter, two driving swing arms, a gear shifting rotating shaft and a gear shifting fork, wherein the two electromagnetic gear shifters are respectively arranged on two sides of each driving swing arm and used for driving the driving swing arms to swing around the axis of the gear shifting rotating shaft and driving the gear shifting rotating shaft to rotate around the axis, and the gear shifting rotating shaft drives the gear shifting fork to swing around the axis and complete gear shifting;
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 the driving swing arm and a positioning base arranged on the box body, and a positioning pit correspondingly matched with the positioning marble is arranged on the positioning base; the electromagnetic gear shifting mechanism is further provided with a position sensing assembly for detecting whether gear shifting is in place or not.
Furthermore, the variable speed elastic element is a variable speed spring, the variable speed spring is sleeved on the main shaft, one end of the variable speed spring is abutted against the driven friction piece, the other end of the variable speed spring is abutted against the pretightening force adjusting assembly, 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 manner, the adjusting ring can slide axially, the adjusting ring is sleeved on the main shaft, two ends of the adjusting ring are abutted against the adjusting nut and the variable speed spring respectively, and the adjusting nut.
Furthermore, 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 transmission shaft sleeve close to the first power output gear; one end of the middle driving gear is in transmission fit with the outer ring of the first overrunning clutch, the other end of the middle driving gear forms a journal, and a second radial bearing which is supported on the transmission box body in a rotating fit mode is arranged on the excircle of the 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 sleeve of a shaft section excircle extending from the 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.
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, the left side of the middle driving gear is in running fit with the first power output driving gear through a second plane bearing, and the first radial bearing is positioned on the left side of the first power output driving gear; and a third plane bearing is arranged between the first radial bearing and the inner extension shaft section of the inner ring of the second overrunning clutch.
Furthermore, the left side of the driving transition sleeve is in transmission connection with an outer ring of the first overrunning clutch and is supported on the outer ring of the first overrunning clutch, a necking down is formed on the right side of the driving transition sleeve, and a fifth radial bearing used for being supported on a transmission box body is arranged on the necking down; the main shaft is coaxially positioned in the driving transition sleeve and is in rotating fit with the inner circle of the driving transition sleeve through a sixth radial bearing; the driven friction piece, the driving friction piece and the speed change elastic element are all positioned in a cavity formed by the inner circle of the driving transition sleeve; the second power output driven gear and the power output shaft are integrally formed and are supported on the gearbox body in a coaxial rotation fit mode with the main shaft, a stepped shaft is formed at one end, opposite to the power output shaft, of the second power output driven gear and is supported on the gearbox body in a rotation fit mode through a seventh radial bearing, and the power output shaft is supported on the gearbox body in a rotation fit mode through an eighth radial bearing.
The invention has the beneficial effects that: the double-overrunning clutch mechanical shaft end output self-adaptive automatic transmission has all the advantages of the existing cam self-adaptive automatic transmission, 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 shifting and speed changing 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 transmission shaft sleeve is used for outputting through the third shaft, so that the speed reduction output can be formed, a larger torque can be provided, the shaft end output can be realized, and the transmission shaft sleeve 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.
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 view of the boxed structure of the present invention;
FIG. 3 is a schematic diagram of an electromagnetic shift configuration;
FIG. 4 is a cross-sectional view of the electromagnetic shift structure;
FIG. 5 is a schematic view of the structure of the friction plate of the present invention;
FIG. 6 is an enlarged view of the friction plate structure.
Detailed Description
Fig. 1 is a schematic axial section structure diagram of the present invention, fig. 2 is a schematic structural diagram of the present invention after being boxed, fig. 3 is a schematic structural diagram of an electromagnetic shift, and fig. 4 is a cross-sectional view of the electromagnetic shift, as shown in the figure: the invention discloses a double-overrunning clutch mechanical shaft end output self-adaptive automatic transmission, which comprises a main shaft 1, a speed change system on the main shaft 1 and a transmission shaft sleeve 35 which is rotationally matched and sleeved outside the main shaft, wherein the speed change system comprises a low-speed transmission mechanism, a reverse transmission mechanism and a self-adaptive speed change assembly; of course, the gearbox also comprises a gearbox housing, which is not described in detail herein;
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; the annular body axial outer taper sleeve is sleeved outside the main shaft and is provided with axial sliding grooves with the main shaft, balls for reducing friction force are embedded in the sliding grooves, and the annular body axial outer taper sleeve and the main shaft form axial slidable circumferential transmission fit through the sliding grooves 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. 5 and fig. 6, as shown in fig. 5, 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 set 18a ', the driven friction member 2' is provided with a driven friction plate set 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 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 transmission shaft sleeve through the axial cam pair, and when the axial cam pair outputs the power, 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 rotation direction of the axial cam pair is related to the power output rotation direction; the driving power is input to the annular body axial inner taper sleeve through a first overrunning clutch 4, and the driving power can be realized through reasonable mechanical layout, and the description is omitted.
A countershaft 12 is further included, and the driving power is further input into the countershaft 12;
the low-speed gear transmission mechanism comprises a second overrunning clutch 6, the auxiliary shaft 12 transmits low-speed gear power to the main shaft 1 through the second overrunning clutch 6, and the main shaft 1 is in transmission fit with the annular body axial outer taper sleeve;
the reverse gear transmission mechanism can transmit reverse gear power to the main shaft or disconnect 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 transmission mechanism has a transmission ratio I for transmitting reverse gear power from the auxiliary shaft 12 to the main shaft 1, the low-speed gear transmission mechanism has a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft 12 to the main shaft 1, and the transmission ratio I is larger 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 low-speed transmission mechanism and the reverse transmission mechanism have different transmission directions, so the axial cam pair is preferably of a cam structure with bidirectional output;
a power output shaft 30 for outputting power is arranged in transmission connection with the transmission shaft sleeve; of course, the end of the power output shaft needs to extend out of the transmission case, and the description is omitted.
In the embodiment, 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 torus; the driving transition sleeve also inputs power into the auxiliary shaft through the outer ring of the first overrunning clutch; when in use, if the driving power adopts a motor, the driving transition sleeve can also be directly integrated to form a part of the motor rotor.
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 rotationally matched and axially slidable and sleeved on the main shaft 1, as shown in the figure, an inner ring 4a of the first overrunning clutch 4 is rotationally matched and sleeved on the cam shaft sleeve 22, a transmission shaft sleeve 35 is in transmission fit with or integrally formed with the cam shaft sleeve 22 and provided with a first power output driving gear 11 for outputting power, and meanwhile, the transmission shaft sleeve also outputs power to an auxiliary shaft to form power transmission of a low-speed gear (reverse gear);
the power output gear set comprises an intermediate shaft 27, a first power output driven gear 26, a second power output driving gear and a second power output driven gear 29, wherein the first power output driven gear 26 is in meshing transmission with the first power output driving gear 11 and is in transmission fit with the intermediate shaft, the second power output driving gear is in transmission fit with the intermediate shaft 27, the second power output driven gear 29 is in transmission fit with the power output shaft 30, and an integrally formed structure can be adopted; as shown in the figure, the power output shaft 30 and the main shaft 1 are coaxially arranged at the end part of the main shaft, and the power is transmitted through the intermediate shaft 27 which is arranged in parallel, so that the structure is simple and compact, the advantage of multi-stage and two-stage speed reduction is achieved, and the device is more suitable for high-speed motors and driving environments with large torque;
according to the overall layout of the transmission, the power output gear set can adopt the structure of fig. 1, namely, the power output gear set and the auxiliary shaft are arranged on two sides of the main shaft, and can also adopt the layout of fig. 5, and the power output gear set and the auxiliary shaft are positioned on the same side of the main shaft, which is not described again.
In this embodiment, 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.
In this embodiment, the reverse driving gear 9 is disposed on the auxiliary shaft 12 in a manner that the electromagnetic shift mechanism 10 can be engaged or disengaged, and the electromagnetic shift mechanism and the auxiliary shaft are simultaneously used for switching power to input in a forward and reverse rotation manner, and when the electromagnetic shift mechanism is switched to a reverse gear, a signal is directly sent to the motor control system to control the motor to rotate reversely, 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 shift mechanism includes two electromagnetic shift devices 101 and 102, an active swing arm 104, a shift rotating shaft 105 and a shift fork 106, where the two electromagnetic shift devices are respectively arranged on two sides of the active swing arm 104 for driving the active swing arm 104 to swing around an axis of the shift rotating shaft 105 and driving the shift rotating shaft to rotate around the axis, the shift rotating shaft 105 drives the shift fork to swing around the axis and drives the clutch (synchronizer) 17 to complete shifting, shifting of the clutch (synchronizer) belongs to the prior art, and details are not repeated herein; 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. In this embodiment, the electromagnetic gear shift mechanism is further provided with a positioning mechanism 103, the positioning mechanism 103 comprises a positioning marble 103b with a pretightening force, which is arranged at a power end of an active swing arm 104, and a positioning base 103c which is arranged on the box body, and the power end of the active swing arm 104 refers to one end of the electromagnetic gear shifter 101, 102 which is acted to swing; as shown in the figure, the power end of the driving swing arm 104 is provided with a marble seat 103a, a columnar spring 103d is arranged in the marble seat, and the columnar spring 103d acts on the positioning marble 103b to enable the positioning marble to have an outward pretightening force; the positioning base 103c is provided with a positioning pit correspondingly matched with the positioning marble 103b, the positioning marble slides on the surface of the positioning base in the swinging process, and the positioning marble enters the pit under the action of a pretightening force to form positioning when sliding to the positioning pit; 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 outer conical sleeve of the annular body axially, the other end of the speed-changing disc spring abuts against the pre-tightening force adjusting assembly, and the speed-changing disc spring can directly abut against or abut against the driven friction element 2 through a flat bearing 24, as shown in fig. 5, 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 driven friction element 2' through the flat bearing 24, the flat bearing 24 is a; 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; this structure can also be used for the taper sleeve type structure of fig. 1, and will not be described herein; as shown in fig. 1, the pretension adjusting assembly includes an adjusting ring 20 and an adjusting nut 17, the adjusting nut 17 is disposed on the main shaft 1 in a threaded fit manner, the adjusting ring 20 is axially slidably sleeved on the main shaft 1, and two ends of the adjusting ring respectively abut against the adjusting nut 17 and the speed changing 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 outputs power to the first power output driving gear 11 through a transmission shaft sleeve 35 which is rotationally matched with the main shaft, and the camshaft sleeve 22 is in transmission matching with the transmission shaft sleeve 35 through a second axial cam pair; a double-cam transmission structure is formed, stable transmission is facilitated, a speed change spring is favorably locked during low-speed transmission, and jerking is avoided;
the transmission sleeve is in transmission fit with the outer ring of the first overrunning clutch and is sleeved on the transmission shaft sleeve in a rotating fit manner, a middle driving gear 15 is sleeved on the transmission shaft sleeve, as shown in the figure, transmission is completed through a transmission sleeve 5, one end of the transmission sleeve 5 is fixedly connected with the outer ring of the overrunning clutch, the other end of the transmission sleeve is in transmission fit with an external spline of a shaft neck formed on the right side of the first power output driving gear through an internal spline, and meanwhile, the transmission sleeve is also supported on the excircle of the shaft neck to form mutual support, so; 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 outer circle of the driving sleeve 35 is provided with a first radial bearing 23 (located on the left side of the first power output driving gear in this embodiment) near the first power output driving gear 15 for being supported on the transmission case in a rotating fit manner; one end (right side) of the middle driving gear 15 is in transmission fit with the outer ring 4b of the first overrunning clutch 4, the other end of the middle driving gear forms a shaft neck, and the excircle of the 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 25 and a fourth radial bearing 31 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 31 is positioned on the right side of the reverse gear driven gear; in the structure, the cam shaft sleeve 22 and the transmission shaft sleeve 35 are sleeved outside the main shaft 1 to form a transmission and mutual supporting structure, so that larger torque can be transmitted without bending deformation, and the sizes of components 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 36; a third plane bearing 33 is arranged on the left side of the first power output driving 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.
In this embodiment, the left side of the driving transition sleeve 3 is in transmission connection with the outer ring 4b of the first overrunning clutch 4 and is supported on the outer ring of the first overrunning clutch, a constriction is formed on the right side, and a fifth radial bearing 34 for supporting the transmission case is arranged on the constriction; the main shaft is coaxially arranged in the driving transition sleeve and is in running fit with the inner circle of the driving transition sleeve through a sixth radial bearing 32, as shown in the figure, a bearing seat which is used for running fit with the main shaft through the sixth radial bearing 32 is formed at the position, which avoids the annular body axial outer taper sleeve 2, the annular body axial inner taper sleeve 18 and the speed change elastic element 19, of the inner circle of the power input sleeve 3, as shown in the figure, the bearing seat is arranged at the right side (the right side of the tail end) of the speed change elastic element 19, and is formed by rib plates which are arranged in parallel along the circumferential direction in the inner circle of the power input sleeve 3, and a longitudinal (axial direction of the main shaft) gap is formed between the rib plates, so that the damping effect and the lubricating; the annular body axial outer taper sleeve 2, the annular body axial inner taper sleeve 18 and the variable speed elastic element 19 are all positioned in a cavity formed by the inner circle of the driving transition sleeve; when the motor rotor is used, the motor rotor is sleeved outside the drive transition sleeve 3 and is in transmission connection, the assembly is simple and convenient, and the motor rotor can also be directly formed by the drive transition sleeve 3.
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 merely the best structures of the present invention, and do not limit the 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 of the embodiment:
power → the annular body axial inner taper sleeve 18 → the annular body axial outer taper sleeve 2 → the axial cam pair → the cam shaft sleeve 22 (driving shaft sleeve) → the first power output driving gear 11 to output power;
at this time, the second overrunning clutch overruns, and the resistance transmission route is as follows: the first power output driving gear 11 → the cam shaft sleeve 22 → the axial cam pair → the annular body axial outer taper sleeve 2 → the speed change spring; first power take off driving gear 11 exerts axial force and compression speed change spring to the outer taper sleeve 2 of tourus axial through the axial cam pair, and when the resistance of traveling increases to certain, this axial force overcomes speed change spring, makes the outer taper sleeve 2 separation of tourus axial internal taper sleeve 18 and tourus axial, and power is transmitted through following route, low-speed gear power transmission route promptly:
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 first power output driving gear 11 outputs 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 spring, prevent that the reciprocal compression of compression speed change spring from appearing in the low-speed gear transmission in-process to torus axial inner taper sleeve 18 and torus axial outer taper sleeve 2 laminating when preventing the low-speed gear transmission.
The transmission route shows that when the clutch is operated, 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 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 a certain angle in the opposite direction, and the annular body axially compresses the speed change spring by the 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 spring absorbs the energy of the movement resisting moment and transmits power to store potential energy for recovering the fast gear.
After the start is successful, the driving resistance is reduced, when the component force is reduced to be smaller than the pressure generated by the speed change spring, the pressure of the speed change 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 a close fit 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 annular body axial outer taper sleeve 2 → the axial cam pair → the cam sleeve 22 → the first power output driving gear 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 separation and reunion mechanical type axle head output self-adaptation automatic gearbox which characterized in that: the transmission system comprises a main shaft, a speed change system on the main shaft and a transmission shaft sleeve which is rotationally matched with the main shaft and sleeved outside the main shaft, wherein the speed change system comprises a low-speed transmission mechanism, a reverse transmission mechanism and a self-adaptive speed change 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 transmission shaft sleeve through the axial cam pair, and when the axial cam pair outputs the power, 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 driving power is also input into the auxiliary shaft;
the low-speed transmission mechanism comprises a second overrunning clutch, and the auxiliary shaft transmits low-speed power to the main shaft through the second overrunning clutch and transmits the low-speed power to the driven friction piece through the main shaft;
the reverse gear transmission mechanism can transmit reverse gear power to the main shaft and the main shaft transmits the reverse gear power to the driven friction piece or disconnects the reverse gear power;
the reverse gear transmission mechanism is provided with a transmission ratio I for transmitting reverse gear power from the auxiliary shaft to the main shaft, the low-speed gear transmission mechanism is provided with a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft to the main shaft, and the transmission ratio I is larger than or equal to the transmission ratio II;
and a speed reduction output assembly is arranged in transmission fit with the transmission shaft sleeve and outputs power through a power output shaft positioned at the end part of the main shaft.
2. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 1, 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; the driving transition sleeve also inputs power into the auxiliary shaft through the outer ring of the first overrunning clutch.
3. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 2, wherein: the axial cam pair is formed by matching a cam shaft sleeve with an end face cam and the end face cam arranged on a driven friction piece, the cam shaft sleeve is rotationally matched with the main shaft in an sleeved mode, the driven friction piece is matched in a transmission mode and can slide axially in the sleeved mode, the driving shaft sleeve is matched with the cam shaft sleeve in a transmission mode or is integrally formed with the cam shaft sleeve in a transmission mode and is provided with a first power output driving gear for outputting power, and meanwhile, the driving shaft sleeve outputs the power to the auxiliary shaft;
the speed reduction output assembly is a power output gear set, the power output gear set comprises an intermediate shaft, a first power output driven gear, a second power output driving gear and a second power output driven gear, the first power output driven gear is in meshing transmission with the first power output driving gear and is in transmission fit with the intermediate shaft, the second power output driving gear is in transmission fit with the intermediate shaft, and the second power output driven gear is in transmission fit with the power output shaft.
4. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 3, wherein: the low-speed gear transmission mechanism also comprises a low-speed gear driven gear and a low-speed gear driving gear meshed with the low-speed gear driven gear, the inner ring of the second overrunning clutch is arranged on the main shaft in a transmission matching mode, the outer ring of the second overrunning clutch is arranged in a transmission matching mode or directly forms the low-speed gear driven gear, and the auxiliary shaft is provided with the low-speed gear driving gear in a transmission matching mode; the reverse gear transmission mechanism comprises a reverse gear driving gear and a reverse gear driven gear meshed with the reverse gear driving gear, 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.
5. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 3, wherein: the cam shaft sleeve is in transmission fit with the transmission shaft sleeve through a second axial cam pair;
the first overrunning clutch is in transmission fit with the outer ring of the first overrunning clutch, is sleeved on the transmission shaft in a rotating fit mode and is provided with a middle driving gear, and the auxiliary shaft is provided with a middle driven gear in transmission fit with the middle driving gear.
6. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 4, wherein: the reverse gear driving gear is arranged on the auxiliary shaft in a manner that the reverse gear driving gear can be jointed or separated through an electromagnetic gear shifting mechanism, and the electromagnetic gear shifting mechanism is simultaneously used for switching the forward and reverse rotation of a power source; the electromagnetic gear shifting mechanism comprises an electromagnetic gear shifter, two driving swing arms, a gear shifting rotating shaft and a gear shifting fork, wherein the two electromagnetic gear shifters are respectively arranged on two sides of each driving swing arm and used for driving the driving swing arms to swing around the axis of the gear shifting rotating shaft and driving the gear shifting rotating shaft to rotate around the axis, and the gear shifting rotating shaft drives the gear shifting fork to swing around the axis and complete gear shifting;
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 the driving swing arm and a positioning base arranged on the box body, and a positioning pit correspondingly matched with the positioning marble is arranged on the positioning base; the electromagnetic gear shifting mechanism is further provided with a position sensing assembly for detecting whether gear shifting is in place or not.
7. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 1, wherein: the variable-speed elastic element is a variable-speed spring, the variable-speed spring is sleeved on the main shaft, one end of the variable-speed spring abuts against the driven friction piece, the other end of the variable-speed spring abuts against the pre-tightening force adjusting assembly, the pre-tightening 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, the adjusting ring is sleeved on the main shaft, two ends of the main shaft are respectively abutted against the adjusting nut and the variable-speed spring.
8. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 5, wherein: the outer circle of the transmission shaft sleeve is provided with a first radial bearing which is supported on the transmission box body in a rotating fit manner and is close to the first power output gear; one end of the middle driving gear is in transmission fit with the outer ring of the first overrunning clutch, the other end of the middle driving gear forms a journal, and a second radial bearing which is supported on the transmission box body in a rotating fit mode is arranged on the excircle of the 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 sleeve of a shaft section excircle extending from the 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.
9. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 8, wherein: 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, the left side of the middle driving gear is in running fit with the first power output driving gear through a second plane bearing, and the first radial bearing is positioned on the left side of the first power output driving gear; and a third plane bearing is arranged between the first radial bearing and the inner extension shaft section of the inner ring of the second overrunning clutch.
10. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission of claim 3, wherein: the left side of the driving transition sleeve is in transmission connection with an outer ring of the first overrunning clutch and is supported on the outer ring of the first overrunning clutch, a necking is formed on the right side of the driving transition sleeve, and a fifth radial bearing used for being supported on a transmission box body is arranged on the necking; the main shaft is coaxially positioned in the driving transition sleeve and is in rotating fit with the inner circle of the driving transition sleeve through a sixth radial bearing; the driven friction piece, the driving friction piece and the speed change elastic element are all positioned in a cavity formed by the inner circle of the driving transition sleeve; the second power output driven gear and the power output shaft are integrally formed and are supported on the gearbox body in a coaxial rotation fit mode with the main shaft, a stepped shaft is formed at one end, opposite to the power output shaft, of the second power output driven gear and is supported on the gearbox body in a rotation fit mode through a seventh radial bearing, and the power output shaft is supported on the gearbox body in a rotation fit mode through an eighth radial bearing.
CN201910305583.1A 2019-04-16 2019-04-16 Double-overrunning clutch mechanical shaft end output self-adaptive automatic transmission Expired - Fee Related CN110005801B (en)

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PCT/CN2020/084066 WO2020211695A1 (en) 2019-04-16 2020-04-09 Adaptive automatic transmission main shaft assembly employing double overrunning clutch-based mechanical shaft end-output, transmission, and drive system

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