CN110014829B - Double-overrunning clutch mechanical shaft end output self-adaptive automatic speed-changing electric drive system - Google Patents
Double-overrunning clutch mechanical shaft end output self-adaptive automatic speed-changing electric drive system Download PDFInfo
- Publication number
- CN110014829B CN110014829B CN201910305591.6A CN201910305591A CN110014829B CN 110014829 B CN110014829 B CN 110014829B CN 201910305591 A CN201910305591 A CN 201910305591A CN 110014829 B CN110014829 B CN 110014829B
- Authority
- CN
- China
- Prior art keywords
- gear
- transmission
- shaft
- driving
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 234
- 230000002441 reversible effect Effects 0.000 claims abstract description 74
- 230000007246 mechanism Effects 0.000 claims abstract description 66
- 230000008859 change Effects 0.000 claims abstract description 53
- 230000007704 transition Effects 0.000 claims description 25
- 239000004579 marble Substances 0.000 claims description 13
- 230000003044 adaptive effect Effects 0.000 claims description 11
- 238000005096 rolling process Methods 0.000 claims description 3
- 230000009977 dual effect Effects 0.000 claims 9
- 230000009347 mechanical transmission Effects 0.000 abstract description 3
- 230000002829 reductive effect Effects 0.000 description 15
- 229910000838 Al alloy Inorganic materials 0.000 description 8
- 238000000034 method Methods 0.000 description 6
- 229910000831 Steel Inorganic materials 0.000 description 5
- 230000009471 action Effects 0.000 description 5
- 230000008901 benefit Effects 0.000 description 5
- 238000005520 cutting process Methods 0.000 description 5
- 239000010959 steel Substances 0.000 description 5
- 238000005452 bending Methods 0.000 description 4
- 230000002457 bidirectional effect Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 238000004519 manufacturing process Methods 0.000 description 4
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 230000033001 locomotion Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 230000036961 partial effect Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000011084 recovery Methods 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000004308 accommodation Effects 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000004438 eyesight Effects 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 230000000670 limiting effect Effects 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000003860 storage Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Operated Clutches (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a double-overrunning clutch mechanical shaft end output self-adaptive automatic speed change electric drive system 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 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, 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 power is output by the power output shaft sleeve 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
Technical Field
The invention relates to a speed changer, in particular to a double-overrunning clutch mechanical shaft end output self-adaptive automatic speed changing electric drive system.
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 transmission 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 transmission mechanism with strong adaptability is added to the cam self-adaptive automatic speed change device, the device can not only self-adaptively change gears and change speed 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 high-efficiency roads can run forward and reversely under complex conditions under the working condition of bidirectional driving, and the device is simple and compact in arrangement, 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 self-adaptive automatic speed changing electric drive system, and a reverse gear transmission mechanism with strong adaptability is added, the device not only can self-adaptively change gears and change speed automatically under the condition of not cutting off driving force along with the change of driving resistance, but also can solve the problem of high efficiency road forward and reverse driving under complex conditions under the condition of bidirectional driving, and the device is simple and compact in arrangement, smoothly and naturally matched with a cam self-adaptive automatic speed changing mechanism, so that the manufacturing cost is reduced, and the stability of transmission is ensured.
The invention discloses a double-overrunning clutch mechanical shaft end output self-adaptive automatic speed changing electric drive system, which comprises a main shaft and a speed changing system on the main shaft, wherein the speed changing system comprises a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed changing assembly;
the self-adaptive speed change assembly comprises a driven friction piece, a driving friction piece and a speed change elastic element;
the friction transmission mechanism comprises a main shaft, a main friction piece, a driven friction piece, a speed change elastic element, an axial cam pair and a driven friction piece, wherein the main 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 a way of axially sliding and circumferential transmission, the speed change elastic element applies pretightening force for enabling the driven friction piece and the main friction piece to be in fit transmission, the driven friction piece outputs power 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 change 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 gear transmission mechanism comprises a second overrunning clutch, and the auxiliary shaft transmits low-speed gear power to the main shaft through the second overrunning clutch;
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 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 power output shaft for outputting power is arranged in transmission connection with the axial cam pair.
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, a first power output driving gear for outputting power is arranged in the cam shaft sleeve in a transmission matching mode, and meanwhile, the cam shaft sleeve outputs the power to the auxiliary shaft.
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, wherein 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 outputs power to the power output part through a transmission shaft sleeve which is in rotating fit with the main shaft, and 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 power to be input in a forward and reverse rotation mode; 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.
Further, the variable speed elastic element is a variable speed disc spring, the variable speed disc spring is externally sleeved on the main shaft, one end of the variable speed disc spring is abutted to the driven friction piece through a plane bearing, the other end of the variable speed disc spring is abutted to the pretightening force adjusting assembly, the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction, 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 externally sleeved on the main shaft, two ends of the main shaft are abutted to the adjusting nut and the variable speed disc spring respectively, and the adjusting nut is further provided with a locking assembly for axially locking 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 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 invention has the beneficial effects that: the double-overrunning clutch mechanical shaft end output self-adaptive automatic speed change electric drive system has all the advantages of the existing cam self-adaptive automatic speed change device, such as the capability of detecting a drive torque-rotating speed and a drive resistance-vehicle speed signal according to the drive resistance, so that the output power of a motor and the vehicle running condition are always in the best matching state, the balance control of the drive torque and the comprehensive drive resistance of the vehicle is realized, and the self-adaptive automatic gear shifting and speed change along with the change of the drive resistance are realized under the condition of not cutting off the drive 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 power output shaft sleeve is utilized to output 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 power output 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 an axial cross-sectional view of the present invention employing a friction plate construction;
FIG. 6 is a transverse cross-sectional view of the drive motor;
FIG. 7 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 speed change electric drive system, which comprises a box body, a drive motor and a speed changer, wherein the speed changer comprises a main shaft 1, a speed change system on the main shaft 1 and a transmission shaft sleeve 35 sleeved outside the main shaft in a rotating fit manner, and 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 driven friction piece 2, a driving friction piece 18 and a speed change elastic element 19;
the active friction piece 18 and the driven friction piece 2 form a friction transmission pair in a way that friction surfaces are matched with each other, the driven friction piece is arranged on the main shaft in a way of axially sliding circumferential transmission, as shown in the figure, the active friction piece 18 and the driven friction piece 2 are respectively a circular ring body axial inner taper sleeve and a circular ring body axial outer taper sleeve, an axial inner taper surface is sleeved on the circular ring body axial inner taper sleeve, the circular ring body axial outer taper sleeve is sleeved with an axial outer taper surface matched with the axial inner taper surface of the circular ring body axial inner taper sleeve, and friction joint transmission or separation is formed through the mutually matched taper surfaces, so that repeated description is omitted; 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 7, 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 group 18a ', the driven friction member is provided with a driven friction plate group matched with the active friction plate 18 a', the matching structure is similar to the existing friction plate type clutch, but the friction plate of the structure is detachably arranged, and can be increased or decreased according to the needs of the whole structure, so as to ensure the axial size;
the speed-changing elastic element 19 applies pretightening force for enabling the driven friction piece and the driving friction piece 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 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 axial cam pair is an axial cam (including an end cam or a spiral cam) which is matched with each other, when the driven friction piece rotates, the axial cam pair 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 driven friction piece 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 active friction piece through a first overrunning clutch 4, and the driving power can be realized through reasonable mechanical layout, which is not described in detail herein.
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 35; of course, the end of the power output shaft needs to extend out of the transmission box body, and the description is omitted;
the power output assembly comprises a differential, and the power output shaft outputs power to the differential; the transmission between the power output shaft and the differential can adopt the existing transmission such as bevel gear transmission and the like, and the details are not repeated.
In this embodiment, the driving motor includes a stator 37 and a rotor 38, the rotor is a hollow rotor structure, and the driven friction member 2, the driving friction member 18 and the speed-changing elastic element 19 are located in the hollow rotor structure; the hollow rotor structure is provided with a front supporting part and a rear supporting part, the front supporting part is connected and supported on the outer ring of the first overrunning clutch in a transmission matching mode, the rear supporting part is supported on the box body in a rotating matching mode, and the hollow middle part of the hollow rotor structure is supported on the main shaft of the transmission in a rotating matching mode; the rotor of the motor is arranged into a hollow structure and is used for mounting partial components of the transmission, so that the structure of the motor and the structure of the transmission are deeply optimized, partial or all accommodation and high integration are formed, the cooperation is smooth and natural, no operation interference occurs, and the high-efficiency work of the motor under all working conditions and comprehensive road conditions is ensured; meanwhile, the structure that the whole rotor load is supported by the transmission box body and the main shaft is adopted, and the additional bending moment generated by the torque is transmitted to the box body, so that larger torque can be transmitted without bending deformation, the size of a component under the condition of the same bearing capacity can be greatly reduced, and the structure is suitable for the hollow structure of the motor rotor; the large torque, high rotating speed and light weight indexes are realized, and the transmission has better stability and low noise in a high-speed state; the structure ensures the compactness of the integral structure of the transmission, is beneficial to realizing the lightweight arrangement of the whole transmission, and creates conditions for the use of a high-speed motor; as shown in the drawings, in this embodiment, the rotor hollow structure is an axially through hollow structure.
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 a driving friction piece; the driving transition sleeve also inputs power into the auxiliary shaft through the outer ring of the first overrunning clutch; in this embodiment, the drive transition sleeve 3 is part of the drive motor rotor 38.
In this embodiment, the axial cam pair is formed by matching a cam sleeve 22 with an end cam and an end cam of the driven friction member 2, the cam sleeve 22 is rotationally matched and sleeved on the main shaft, the driven friction member 2 is rotationally matched and axially slidably 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 sleeve 22, the cam sleeve 22 is provided with a first power output driving gear 11 for outputting power in a transmission matching manner, and meanwhile, the cam sleeve also outputs power to a countershaft 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. 4, 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, the electromagnetic shift mechanism is 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 the embodiment, 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 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 shifting mechanism is further provided with a positioning mechanism, the positioning mechanism comprises a positioning marble with a pretightening force arranged at a power end of the driving swing arm and a positioning base arranged on the box body, and the power end of the driving swing arm refers to one end of the electromagnetic gear shifter, which swings under the action of the electromagnetic gear shifter; 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 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 flat rolling bearing with two rows of small balls along the radial direction, and the small ball fingers use smaller balls with the same bearing capacity than that 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; 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 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 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 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 positioned 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 28a for running fit with the main shaft through the sixth radial bearing 32 is formed at a position of the inner circle of the power input sleeve 3, which avoids the driven friction piece 2, the driven friction piece 18 and the speed change elastic element 19, as shown in the figure, the driving transition sleeve 3 is positioned at a part of the rotor formed by the inner circle of the rotor, the bearing seat 38a is positioned 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 effect are good, and for a motor, the heat dissipation function is also good; the driven friction piece 2, the driving friction piece 18 and the speed-changing 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; as shown in fig. 6, the rotor includes a hollow aluminum alloy rotor support body 38b and a rotor main body 38e externally sleeved on the aluminum alloy rotor support body, the outer circle of the aluminum alloy rotor support body has a radial section of a multi-pointed star structure, and the inner circle of the rotor main body has a multi-pointed star structure matched with the outer circle of the aluminum alloy rotor support body; the aluminum alloy supporting body is adopted and the polygonal star structure is adopted for matching, so that the volume occupied by the aluminum alloy in the rotor is increased, the overall weight of the motor is reduced, the lightweight structural arrangement of the motor is realized, and the structural cost is reduced; the polygonal star structure also ensures the matching strength in the circumferential direction between the supporting body and the main body, can greatly improve the rotating speed (same component size) under large torque, and realizes large torque, high rotating speed and lightweight index.
In this embodiment, a magnetic steel 33c of the motor is arranged in the rotor main body 38e, and the arrangement mode of the magnetic steel 33c is adapted to the polygon structure; the matching structure can also be understood as a matching mode (multi-angle star) of the rotor support and the rotor main body adapts to the arrangement mode of the magnetic steel, the matching structure adapts to the magnetic line environment of the magnetic steel as far as possible, structural conditions are created for saving electric energy, and energy conservation and consumption reduction are facilitated.
In the embodiment, the inner walls of the cavities of the rotors are parallel to form the stiffening ribs 38d along the longitudinal direction along the circumferential direction, and the stiffening ribs can effectively increase the strength of the body of the rotors and are further suitable for the light weight structure of the hollow rotors; in this embodiment, the stiffening ribs 38d are disposed on the aluminum alloy rotor support body 38b, which meets the requirements of the aluminum alloy material for the structure, ensures the strength of the support itself, and ensures that the lightweight structure has sufficient support and transmission strength.
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 → active friction element 18 → driven friction element 2 → axial cam pair → cam sleeve 22 (driving sleeve) → 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 bush 22 → the axial cam pair → the driven friction member 2 → the shift spring; the first power output driving gear 11 applies an axial force to the driven friction member 2 through the axial cam pair and compresses the speed change spring, and when the driving resistance increases to a certain level, the axial force overcomes the speed change spring to separate the driving friction member 18 from the driven friction member 2, and the power is transmitted through the following route, namely, a low-speed power transmission route:
power → the driving friction member 18 → the counter shaft 12 → the low-speed drive gear → the outer race 6b of the second overrunning clutch → the inner race 6a of the second overrunning clutch → the main shaft 1 → the driven friction member 2 → the axial cam pair → the cam sleeve 22 → the first power output drive gear 11 outputs power.
The low-speed power transmission route also passes through the following routes: axial cam pair → driven friction piece 2 → compression speed change spring, prevent the compression speed change spring from compressing reciprocally in the low gear transmission process, thus prevent the driving friction piece 18 and the driven friction piece 2 from attaching during the low gear transmission.
It can be seen from the above transmission path that, when the present invention is operated, the active friction member 18 and the driven friction member 8 are tightly attached under the action of the speed-changing spring to form an automatic speed-changing mechanism which keeps a certain pressure, and the pressure required by the engagement of the clutch can be adjusted by increasing the axial thickness of the speed-changing shaft sleeve to achieve the purpose of transmission, at this time, the power drives the active friction member 18, the driven friction member 2 and the cam shaft sleeve 22 to make the cam shaft sleeve 22 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 driven friction piece 2 compresses the speed change spring under the action of the axial cam pair; the driven friction piece 2 and the driving friction piece 18 are separated and synchronized, the second overrunning clutch is engaged, and the output power rotates at a low-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 running 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 quickly released and pushed, the recovery of the close fit state of the driven friction piece 2 and the driving friction piece 18 is completed, and the low-speed 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 active friction member 18 → the counter shaft 12 → the reverse drive gear → the reverse driven gear → the main shaft 1 → the driven friction member 2 → the axial cam pair → the cam sleeve 22 → the first power output drive gear 11 outputs the reverse 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. A double-overrunning clutch mechanical shaft end output self-adaptive automatic speed-changing electric drive system is characterized in that: the transmission 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 driven friction piece, a driving friction piece and a speed change elastic element;
the friction transmission mechanism comprises a main shaft, a transmission shaft sleeve, a transmission shaft sleeve, a driving friction piece, a driven friction piece, a speed change elastic element, an axial cam pair and a driven friction piece, wherein the driving friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are matched with each other, the driven friction piece is arranged on the main shaft in a way of axially sliding and circumferential transmission, the speed change elastic element applies pretightening force for enabling the driven friction piece and the driving friction piece to be attached and transmitted, the driven friction piece outputs power to the transmission 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 change 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 gear transmission mechanism comprises a second overrunning clutch, and the auxiliary shaft transmits low-speed gear power to the main shaft through the second overrunning clutch;
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 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;
a power output shaft for outputting power is arranged in transmission connection with the axial cam pair;
the power output assembly comprises a differential, and the power output shaft outputs power to the differential.
2. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system according to claim 1, wherein: the driving motor comprises a stator and a hollow rotor, the stator and the rotor are included, the rotor is of a hollow rotor structure, and the driven friction piece, the driving friction piece and the variable speed elastic element are positioned in the hollow rotor structure; the hollow rotor structure is provided with a front supporting part and a rear supporting part, the front supporting part is connected and supported on the outer ring of the first overrunning clutch in a transmission matching mode, the rear supporting part is supported on the box body in a rotating matching mode, and the hollow middle part of the hollow rotor structure is supported on the transmission main shaft in a rotating matching mode.
3. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system according to 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 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, wherein 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 electric drive system according to 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 electric drive system according to claim 4, 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 electric drive system according to 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 power to be input in a forward and reverse rotation mode; 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 electric drive system according to claim 1, wherein: the variable-speed elastic element is a variable-speed disc spring, the variable-speed disc spring is sleeved on the main shaft, one end of the variable-speed disc spring is abutted to the driven friction piece through a plane bearing, the other end of the variable-speed disc spring is abutted to the pretightening force adjusting assembly, the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction, 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, the outer sleeve is sleeved on the main shaft, two ends of the outer sleeve are abutted to the adjusting nut and the variable-speed disc spring respectively, and the adjusting nut is further provided with a locking assembly for axially locking the adjusting nut.
8. The dual overrunning clutch mechanical shaft end output adaptive automatic transmission electric drive system according to 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 electric drive system according to 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 electric drive system according to claim 2, wherein: the driving power is input by a driving transition sleeve, 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 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.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910305591.6A CN110014829B (en) | 2019-04-16 | 2019-04-16 | Double-overrunning clutch mechanical shaft end output self-adaptive automatic speed-changing electric drive system |
| 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 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910305591.6A CN110014829B (en) | 2019-04-16 | 2019-04-16 | Double-overrunning clutch mechanical shaft end output self-adaptive automatic speed-changing electric drive system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110014829A CN110014829A (en) | 2019-07-16 |
| CN110014829B true CN110014829B (en) | 2022-04-29 |
Family
ID=67191471
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910305591.6A Expired - Fee Related CN110014829B (en) | 2019-04-16 | 2019-04-16 | Double-overrunning clutch mechanical shaft end output self-adaptive automatic speed-changing electric drive system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110014829B (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2020211695A1 (en) * | 2019-04-16 | 2020-10-22 | 西南大学 | Adaptive automatic transmission main shaft assembly employing double overrunning clutch-based mechanical shaft end-output, transmission, and drive system |
| CN112901730B (en) * | 2019-12-04 | 2022-04-08 | 西南大学 | Transaxle for an adaptive automatic transmission electric drive system |
| CN111016645B (en) * | 2019-12-04 | 2022-04-22 | 西南大学 | Two surpassing integrated form wisdom self-adaptation electric drive rear-guard system of super large moment of torsion double helix |
| CN111016644B (en) * | 2019-12-04 | 2022-03-29 | 西南大学 | Compact adaptive automatic transmission system with multiple rows of overrunning clutches |
| CN111055677B (en) * | 2019-12-31 | 2022-10-04 | 西南大学 | Intelligent central driving type electric drive assembly with transmission sensing function |
| CN111140630B (en) * | 2019-12-31 | 2022-03-22 | 西南大学 | Coaxial multilayer multistage self-adaptive two-gear speed change system |
| CN111152880B (en) * | 2019-12-31 | 2021-02-09 | 西南大学 | Single-side double-motor central driving system based on intelligent transmission system |
| CN112628373B (en) * | 2020-12-16 | 2021-12-10 | 西南大学 | Transmission sensing longitudinal driving self-adaptive taper clutch automatic speed changing system of electric automobile |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB841069A (en) * | 1958-01-01 | 1960-07-13 | Ford Motor Co | Improvements relating to variable speed power transmission mechanism |
| CN101376419B (en) * | 2008-09-26 | 2011-01-26 | 西南大学 | Adjustable two-shift self-adapting automatic gear shift hub |
| CN102717705B (en) * | 2012-06-18 | 2015-07-22 | 西南大学 | Mechanical intelligent adaptive double-gear automatic speed change hub with multiple cams |
| FR3027852B1 (en) * | 2014-11-04 | 2016-12-09 | Technoboost | MECHANICAL TRANSMISSION OF MOTOR VEHICLE WITH HYDRAULIC MACHINE |
| CN105129016B (en) * | 2015-09-09 | 2018-09-04 | 西南大学 | Battery-operated motor cycle pendant bends conical pendulm formula self-adapting automatic gear shift drive assembly |
| CN105270562A (en) * | 2015-09-09 | 2016-01-27 | 梁稚子 | Side-hanging pendulum type self-adaptive automatic transmission driving assembly for electric motorcycle |
| CN105253246B (en) * | 2015-09-21 | 2018-09-04 | 西南大学 | Battery-operated motor cycle spiral disc type frictional drive self-adapting automatic gear shift drive assembly |
-
2019
- 2019-04-16 CN CN201910305591.6A patent/CN110014829B/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CN110014829A (en) | 2019-07-16 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110014829B (en) | Double-overrunning clutch mechanical shaft end output self-adaptive automatic speed-changing electric drive system | |
| CN109990069B (en) | Double-overrunning clutch shaft sleeve output taper sleeve type self-adaptive automatic speed change main shaft assembly | |
| CN109910604B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed change external motor drive axle | |
| CN109882590B (en) | Double-overrunning clutch mechanical shaft end output self-adaptive automatic speed change main shaft assembly | |
| CN110043618B (en) | Planetary gear train input double-overrunning clutch shaft sleeve output automatic speed changing electric drive system | |
| CN110030332B (en) | Output self-adaptive automatic transmission with double overrunning clutch shaft sleeves | |
| CN109910601B (en) | Mechanical type double-overrunning clutch spindle output self-adaptive automatic speed changing high-speed electric hub | |
| CN110017370B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly for planetary system output | |
| CN110185790B (en) | Double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed-changing electric drive system | |
| CN110014830B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge with planetary system output | |
| CN109895623B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed changing electric drive axle with planetary system output | |
| CN110203067B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge | |
| CN109990057B (en) | Mechanical type double-overrunning clutch main shaft output self-adaptive automatic transmission | |
| CN110043617B (en) | Planetary gear train input double-overrunning clutch shaft sleeve output automatic speed change main shaft assembly | |
| CN109899509B (en) | Self-adaptive automatic speed-changing electric drive system with mechanical double-overrunning clutch main shaft output | |
| CN110014831B (en) | Double-overrunning clutch self-adaptive automatic speed-changing electric drive system for planetary system output | |
| CN109941099B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge with planetary system input | |
| CN110043633B (en) | Automatic speed-changing main shaft assembly of double-overrunning clutch main shaft output of planetary system input | |
| CN110014826B (en) | Mechanical double-overrunning clutch self-adaptive automatic speed changing electric drive axle with planetary system input | |
| CN110030342B (en) | Mechanical double-overrunning clutch self-adaptive automatic transmission with planetary system output | |
| CN109910602B (en) | Mechanical type double-overrunning clutch spindle output self-adaptive automatic speed change electric hub | |
| CN110030355B (en) | Self-adaptive automatic transmission with planetary system input and double overrunning clutch main shaft output | |
| CN110005801B (en) | Double-overrunning clutch mechanical shaft end output self-adaptive automatic transmission | |
| CN110017369B (en) | Planetary gear train input double-overrunning clutch shaft sleeve output self-adaptive automatic transmission | |
| CN110043619B (en) | Automatic speed-changing electric drive system with planetary system input and double overrunning clutch main shaft output |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20220429 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |