CN110203067B - Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge - Google Patents
Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge Download PDFInfo
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- CN110203067B CN110203067B CN201910314884.0A CN201910314884A CN110203067B CN 110203067 B CN110203067 B CN 110203067B CN 201910314884 A CN201910314884 A CN 201910314884A CN 110203067 B CN110203067 B CN 110203067B
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- overrunning clutch
- speed
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- 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
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—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
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- 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
Abstract
The invention discloses a mechanical double-overrunning clutch self-adaptive automatic speed changing bridge which comprises a bridge shell, wherein a speed changing system is positioned in the bridge shell and comprises a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed changing assembly; the reverse gear transmission mechanism is provided with a transmission ratio I for transmitting reverse gear power from the auxiliary shaft to the hollow 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 hollow main shaft, and the transmission ratio I is greater than or equal to the transmission ratio II; the invention utilizes the reasonable matching of the two overrunning clutches, 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 path, no interference occurs, the whole performance is ensured, the adaptability is strong, the invention is smoothly and naturally matched with the self-adaptive automatic speed change mechanism, the whole efficiency is improved, the whole speed change system is positioned in the axle housing, the whole structure is compact, the strength and the rigidity of the whole axle are improved, and the occupied volume is small.
Description
Technical Field
The invention relates to a motor vehicle transmission, in particular to a mechanical double-overrunning clutch self-adaptive automatic speed changing bridge.
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 cycle 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 heavy current power supply and frequent heavy current impact and overload, and particularly, the battery shortens the cycle mission greatly and has poor economy;
however, the prior art has fatal defects and can not overcome by the above driving method and 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 under 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 mechanical double-overrunning clutch adaptive automatic transmission, which adds a reverse transmission mechanism with strong adaptability, and the device not only can adaptively and automatically shift gears without cutting off the driving force along with the change of the driving resistance, but also can solve the problem that the forward and reverse driving of the high-efficiency road under complex conditions can be met under the two-way driving working condition.
The invention relates to a mechanical double-overrunning clutch self-adaptive automatic speed changing bridge, which comprises a bridge shell, a differential mechanism, a hollow main shaft and a speed changing system, wherein the differential mechanism, the hollow main shaft and the speed changing system are positioned in the bridge shell;
the self-adaptive speed changing assembly comprises a driven friction piece, a driving friction piece and a speed changing elastic element;
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, a 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 is in transmission fit with the hollow main shaft through a first axial cam pair, and when power is output through the hollow main shaft by the first axial cam pair, axial component force opposite to the pretightening force of the speed-changing elastic element is applied to the driven friction piece; driving power is input to a first overrunning clutch so as to input power to the active friction piece;
the hollow main shaft outputs power to the differential mechanism, two half shafts of the differential mechanism are respectively connected with respective transmission shafts in a transmission manner, and the transmission shafts penetrate through the hollow main shaft in a rotating fit manner and are supported on the axle housing in a rotating fit manner;
the driving power is also input into the auxiliary shaft;
the low-speed transmission mechanism comprises a second overrunning clutch, and the countershaft transmits low-speed power to the driven friction piece through the second overrunning clutch;
the reverse gear transmission mechanism is arranged in a mode that the reverse gear power can be transmitted to the driven friction piece or disconnected;
the reverse gear transmission mechanism has a transmission ratio I for transmitting reverse gear power from the countershaft to the driven friction piece, the low-speed gear transmission mechanism has a transmission ratio II for transmitting low-speed gear power from the countershaft to the driven friction piece, and the transmission ratio I is larger than or equal to the transmission ratio II.
Further, the second overrunning clutch and the reverse gear transmission mechanism transmit power to the driven friction piece through the second axial cam pair.
Furthermore, the differential housing extends leftwards and rightwards respectively to form a left extending shaft section and a right extending shaft section which are supported on the axle housing in a rotating fit manner, the right extending shaft section is in transmission fit with the left end of the hollow main shaft, a right half shaft of the differential is connected with a right transmission shaft in a transmission manner, and the right transmission shaft penetrates through the hollow main shaft in a rotating fit manner and is supported on the axle housing in a rotating fit manner;
the second axial cam pair is formed by matching a cam shaft sleeve with an end face cam and an end face cam arranged on the driven friction piece, the cam shaft sleeve is sleeved on the hollow main shaft in a rotating matching mode, and the driven friction piece is sleeved on the hollow main shaft in a transmission matching mode through the first axial cam pair.
The inner ring of the first overrunning clutch is rotationally matched with the cam shaft sleeve in an sleeved mode and is in transmission fit with the driving friction piece; the driving power is input into the outer ring of the first overrunning clutch, and the power is simultaneously input into the countershaft through the outer ring of the first overrunning clutch.
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 outer ring of the second overrunning clutch is arranged in a transmission matching mode or directly forms the low-speed driven gear, and the low-speed driving gear is arranged on the auxiliary shaft 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 a joint or separation mode, and the reverse gear driven gear and an inner ring of the second overrunning clutch are in transmission fit with the cam shaft sleeve and are arranged on the hollow main shaft in a rotating fit manner; the transmission ratio I is larger than the transmission ratio II.
Further, the reverse gear driving gear is arranged on the auxiliary shaft in a manner that the reverse gear driving gear can be engaged or disengaged 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.
Furthermore, the electromagnetic gear shifting mechanism comprises a driving swing arm, a gear shifting rotating shaft, a gear shifting fork and two electromagnetic gear shifters, wherein the two electromagnetic gear shifters are used for driving the driving swing arm to swing around the axis of the gear shifting rotating shaft and driving the gear shifting rotating shaft to wind around the gear shifting axis to rotate, and the gear shifting rotating shaft drives the gear shifting fork to wind around the axis to swing and complete gear shifting.
Furthermore, the electromagnetic gear shifting mechanism is also provided with a positioning mechanism, the positioning mechanism comprises a positioning marble with pretightening force and arranged on the driving swing arm or a positioning component which is connected with the driving swing arm in a follow-up manner, and a positioning base arranged on the axle housing, and a positioning pit which can be matched with the positioning marble and is jointed with or separated from the reverse gear transmission mechanism in position is arranged on the positioning base; the electromagnetic gear shifting mechanism is further provided with a position sensing assembly used for detecting whether gear shifting is in place or not.
Furthermore, the speed change elastic element is a speed change disc spring, the speed change disc spring is externally sleeved on the hollow main shaft, one end of the speed change disc spring abuts against the driven friction piece through a plane bearing, and the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction;
and the transmission sleeve is used for being matched with the motor rotor in a transmission way to input power, and axially extends to form a shaft neck in a rotation fit manner to be supported on the axle housing body, and the driving friction piece, the driven friction piece and the speed change disc spring are all positioned in a cavity between the transmission sleeve and the hollow main shaft.
Furthermore, the second overrunning clutch and the reverse gear transmission mechanism transmit power to the second axial cam pair through a third axial cam pair so as to transmit the power to the driven friction piece, and the third axial cam pair is formed by matching an end face cam of a second cam shaft sleeve which is rotationally matched and sleeved outside the hollow main shaft with an end face cam of one end of the cam shaft sleeve, which is opposite to the driven friction piece;
the auxiliary shaft is in transmission fit with an intermediate driven gear in transmission fit with the intermediate driving gear;
the inner ring of the second overrunning clutch extends towards the axial outer end to form a shaft sleeve which is in transmission fit with the hollow main shaft in an sleeved mode, the shaft sleeve is supported on the axle housing in a rotating fit mode, and the other end of the shaft sleeve is in transmission fit with the second cam shaft sleeve;
and one axial end of the outer ring of the first overrunning clutch is in transmission fit with the intermediate driving gear, the other end of the outer ring of the first overrunning clutch is fixedly connected to the transmission sleeve, and the power output end of the hollow main shaft is supported on the axle housing in a running fit manner.
Further, the outer circle of a shaft sleeve of the first overrunning clutch is supported on the axle housing body in a rotating fit mode through a first rolling bearing; the second cam shaft sleeve is supported on the axle housing body in a rotating fit mode through a second rolling bearing, the second rolling bearing is located between the reverse gear driven gear and the middle driving gear, the middle driving gear axially extends to form a shaft neck, the shaft neck is further supported on the axle housing body in a rotating fit mode through a fifth rolling bearing, and the middle driving gear is in rotating fit with the second rolling bearing through a first plane bearing; the inner circle of the transmission sleeve is supported on the hollow main shaft in a rotating fit mode through a fourth rolling bearing.
The invention has the beneficial effects that: the mechanical double-overrunning clutch self-adaptive automatic speed changing bridge has all the advantages of the existing cam self-adaptive automatic speed changing device, such as the capability of detecting a driving torque-rotating speed and a driving resistance-vehicle speed signal according to the driving resistance, so that the output power of a motor and the driving condition of a vehicle are always in the best matching state, the balance control of the driving torque of the vehicle and the comprehensive driving resistance is realized, and the self-adaptive automatic gear 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 whole 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 whole 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, the transmission stability is ensured, and the mechanical self-adaptive automatic transmission is not only suitable for the field of electric vehicles, but also suitable for the field of other variable torque mechanical transmissions; the whole speed change system is located in the axle housing body, the whole structure is compact, the strength and rigidity of the whole axle are improved, the occupied size is small, the bearing capacity is improved, and the speed change system is suitable for the field of electric vehicles and other torque-variable mechanical transmission fields.
Drawings
The invention is further described below with reference to the figures and examples.
FIG. 1 is a schematic axial sectional view of the present invention;
FIG. 2 is a schematic diagram of an electromagnetic shift configuration;
FIG. 3 is a cross-sectional view of the electromagnetic shift structure;
FIG. 4 is a schematic view of the structure of the present invention employing a friction plate structure;
FIG. 5 is an enlarged partial view of the friction member.
Detailed Description
Fig. 1 is a schematic axial section structure, fig. 2 is a schematic electromagnetic shift structure, and fig. 3 is a sectional electromagnetic shift structure, as shown in the drawings: the invention relates to a mechanical double-overrunning clutch self-adaptive automatic speed changing bridge, which comprises a bridge shell 20, a differential mechanism positioned in the bridge shell 20, a hollow main shaft 1 and a speed changing system arranged on the hollow main shaft 1, 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 changing assembly comprises a driven friction piece, a driving friction piece and a speed changing elastic element;
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, as shown in fig. 1, the driving friction piece 18 and the driven friction piece 2 are respectively a ring body axial inner taper sleeve and a ring body axial outer taper sleeve, the ring body axial inner taper sleeve is provided with an axial inner conical surface and sleeved on the ring body axial outer taper sleeve, the ring body axial outer taper sleeve is provided with an axial outer conical surface matched with the axial inner conical surface of the ring body axial inner taper sleeve, friction joint transmission or separation is formed through the mutually matched conical surfaces, and the description is omitted;
of course, the friction transmission pair may also adopt a friction plate structure as shown in fig. 4 and fig. 5, the active friction member 18 'is integrally formed or in transmission fit 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 which is matched with the active friction plate 18a', the fit structure is similar to that of the existing friction plate type clutch, but the friction plate of the structure is detachably arranged, and can be disassembled and assembled according to the requirement of the whole structure, so as to ensure the axial dimension;
the speed-changing elastic element 19 applies pre-tightening force for enabling the driven friction piece and the driving friction piece to be in fit transmission, the driven friction piece is in transmission fit with the hollow main shaft 1 through a first axial cam pair, and when power is output through the hollow main shaft by the first axial cam pair, axial component force opposite to the pre-tightening force of the speed-changing elastic element is applied to the driven friction piece; the first axial cam pair 27 is an axial cam (including an end cam or a spiral cam) that is engaged with each other, and when the driven friction member rotates, the first axial cam pair 27 generates two component forces in the axial direction and the circumferential direction, where the circumferential component force outputs power, and the axial component force acts on the driven friction member and is applied to the speed change elastic element, that is, the turning direction of the first axial cam pair is related to the power output rotating direction, and according to the above description, a person skilled in the art can know which turning direction of the first axial cam pair 27 can apply the axial component force in which direction on the premise of knowing the power output direction, and details thereof are omitted; (ii) a As shown in the figure, the driven friction piece 2 is sleeved on the hollow main shaft 1 in a transmission fit manner through the first axial cam pair 27, so that the first axial cam pair 27 is a spiral cam, and details are not repeated herein; driving power is input to a first overrunning clutch so as to input power to the active friction piece; the hollow main shaft 1 outputs power to a differential 31, two half shafts of the differential 31 are respectively provided with respective transmission shafts in a transmission connection mode, wherein one transmission shaft penetrates through the hollow main shaft 1 in a rotating fit mode and is supported on the axle housing in a rotating fit mode, as shown in the figure, the right half shaft of the differential 31 is provided with a right transmission shaft 30 in a transmission connection mode, the right transmission shaft 30 penetrates through the hollow main shaft 1 in a rotating fit mode and is supported on the axle housing 20 in a rotating fit mode, and as shown in the figure, the right transmission shaft is supported on the axle housing 20 in a rotating fit mode through a seventh radial bearing 33; a left transmission shaft 29 is arranged on a left half shaft of the differential 31 in a transmission connection mode, the left transmission shaft 29 is supported on the axle housing 20 in a rotating fit mode, and as shown in the figure, the left transmission shaft is supported on the axle housing 20 in a rotating fit mode through an eighth radial bearing 32; a differential housing of the differential 31 extends left and right to form a left extending shaft section and a right extending shaft section, and the left extending shaft section and the right extending shaft section are supported on the axle housing through respective neck bearings in a rotating fit manner;
the auxiliary shaft 12 is further included, and the driving power is further input into the auxiliary shaft 12;
the low-speed transmission mechanism comprises a second overrunning clutch, and the countershaft transmits low-speed power to the driven friction piece through the second overrunning clutch;
the reverse transmission mechanism is provided in such a manner that the reverse power can be transmitted to the driven friction member 2 or the reverse power can be disconnected; the reverse gear transmission mechanism can be disconnected from the transmission of the driven friction piece and the auxiliary shaft 12, and the aim of the invention can be achieved;
the reverse gear transmission mechanism is provided with a transmission ratio I for transmitting reverse gear power from the auxiliary shaft 12 to the hollow main shaft 1, the low-speed gear transmission mechanism is provided with a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft 12 to the hollow main shaft 1, and the transmission ratio I is greater than or equal to the transmission ratio II; when the reverse gear is driven, the second overrunning clutch is engaged and disengaged, the inner ring 6a (the rotating direction is the same as the reverse gear) rotates at a speed slower than that of the outer ring 6b (both the low speed gear and the reverse gear input power by the auxiliary shaft), overrunning is formed, the reverse gear transmission mechanism smoothly drives, and otherwise, the reverse gear transmission mechanism is locked.
The axial cam pair is preferably of a cam structure with two-way output because the low-speed transmission mechanism and the reverse transmission mechanism have different transmission directions.
In this embodiment, the second overrunning clutch 6 and the reverse gear transmission mechanism transmit power to the driven friction member 2 through the second axial cam pair 26, as shown in the figure; the second axial cam pair is preferably a cam structure with two-way output because the low-speed transmission mechanism and the reverse transmission mechanism have different transmission directions.
In this embodiment, the second axial cam pair 26 is formed by matching a cam shaft sleeve 16 with an end cam and an end cam of the driven friction piece 2, the cam shaft sleeve 16 is sleeved on the hollow main shaft 1 in a rotating fit manner, and the driven friction piece 2 is sleeved on the hollow main shaft 1 in a transmission fit manner through the first axial cam pair 27; the inner ring 4a of the first overrunning clutch 4 is rotationally matched with the cam shaft sleeve 16 and the end part of the inner ring extends to form an extension section which is in transmission fit with the driving friction piece 18, the transmission sleeve 3 is in transmission fit with the outer ring 4b of the first overrunning clutch 4 and inputs power to the auxiliary shaft 12 at the same time, and the structure is compact.
The driving power is input to the outer ring 4b of the first overrunning clutch 4, as shown in the figure, the transmission sleeve 3 is used for being matched with the rotor of the motor in a transmission way and matched with the outer ring 4b of the first overrunning clutch 4 in a transmission way, as shown in the figure, the transmission sleeve 3 forms power input transmission through a transition transmission sleeve in transmission matching, and the connection rigidity is improved; the inner ring 4a of the first overrunning clutch 4 is in transmission connection with the active friction piece 18; the driving power is also input into the auxiliary shaft 12 through the outer ring of the first overrunning clutch, that is, the driving power is input in two paths, and the mode of inputting the auxiliary shaft 12 can adopt any existing mechanical transmission structure, such as gears, chains, even direct-connected transmission and the like, and is not described herein again.
The inner ring 4a of the first overrunning clutch 4 is rotatably matched with the cam shaft sleeve in an external way, and the end part of the inner ring is extended to form an extension section which is in transmission fit with the active friction piece 18; the driving power is input to the outer race 4b of the first overrunning clutch 4 and is simultaneously input to the counter shaft 12 through the outer race of the first overrunning clutch.
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 outer ring 6b of the second overrunning clutch 6 is arranged in a transmission matching manner or directly forms the low-speed driven gear, and the low-speed driving gear 7 is arranged on the auxiliary shaft 12 in a transmission matching manner; 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 9 can be arranged on an auxiliary shaft in an engaging (transmission) or separating (rotation) mode, the reverse gear driven gear 8 and an inner ring 6a of the second overrunning clutch 6 are in transmission fit with a cam shaft sleeve 16 and are arranged on the hollow main shaft 1 in a rotating fit mode, and in the embodiment, the inner ring 6a of the second overrunning clutch 6 and the cam shaft sleeve 16 are integrally formed; as shown in the drawings, the reverse gear driving gear 9 is disposed on the auxiliary shaft 12 in a rotationally engaged manner (needle bearing), and the engagement or disengagement of the auxiliary shaft is formed by a coupling member slidably and drivingly disposed on the auxiliary shaft, which belongs to a conventional engagement structure and is not described herein again; the transmission ratio I is larger than the transmission ratio II so as to ensure the smoothness of transmission and avoid the occurrence of locking.
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 this embodiment, the electromagnetic shift mechanism includes a driving swing arm 104, a shift spindle 105, a shift fork 106, and two electromagnetic shifters (an electromagnetic shifter 101 and an electromagnetic shifter 102), where the two electromagnetic shifters are configured to drive the driving swing arm to swing around an axis of the shift spindle and drive the shift spindle to rotate around the shift axis, and the shift spindle drives the shift fork to swing around the axis and complete shifting; as shown in the drawing, in this embodiment, the electromagnetic gear shifters 101 and 102 are arranged in parallel and are respectively used for driving (or releasing) two ends of the driving swing arm, so that the driving swing arm 104 can swing around a central line, the gear shift shaft is coincided with the central line by an axis and is connected to the driving swing arm 104 in a follow-up manner to drive the driving swing arm to swing around the axis of the gear shift rotating shaft and drive the gear shift rotating shaft to rotate around the axis, the gear shift rotating shaft 105 drives the gear shift fork 106 to swing around the axis and drive the clutch (synchronizer) 17 to complete gear shift, and the gear shift of the clutch (synchronizer) belongs to the prior art and is not described herein again; of course, the two electromagnetic gear shifters (the electromagnetic gear shifter 101 and the electromagnetic gear shifter 102) may be of an opposite structure, and the driving swing arm is driven to swing back and forth from two sides, so that the purpose of the invention can be achieved, and further description is omitted; 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 immediately, and the return generally adopts a return spring structure, and the details are not repeated.
In this embodiment, the electromagnetic shift mechanism is further provided with a positioning mechanism 103, the positioning mechanism 103 includes a positioning pin 103b with a pretightening force, which is arranged on the driving swing arm or on a positioning component 107 connected with the driving swing arm in a following manner, and a positioning base 103c arranged on the axle housing, and a positioning pit which is matched with the positioning pin 103b and corresponds to the reverse gear transmission mechanism in position or in separation is arranged on the positioning base 103 c; as shown in the figure, in the present embodiment, the positioning pin tumbler is disposed on the positioning component 107, the positioning component 107 is provided with a positioning hole 103a for disposing the positioning pin tumbler 103b, and a positioning spring 103d for applying a pre-tightening force to the positioning pin tumbler 103b to be outwardly positioned and matched with the positioning pit is disposed in the positioning hole; the positioning pin tumbler slides on the surface of the positioning base in the swinging process, and when the positioning pin tumbler slides to the positioning pit, the positioning pin tumbler enters the pit under the action of pretightening force to form positioning, the pit is of a smooth structure, and the positioning pin tumbler can remove the pit under certain thrust to complete 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 is a speed-changing disc spring 19, the speed-changing disc spring 19 is externally sleeved on the hollow main shaft 1, and one end of the speed-changing disc spring abuts against the driven friction member 2 through a flat bearing 28, the flat bearing 28 is a flat rolling bearing with two rows of small balls along the radial direction, and the small ball is smaller than the ball with the same bearing capacity in the prior art; by adopting double rows of balls, the parameters of the balls can be reduced under the condition that the plane bearing bears the same load, and the double rows of balls have the characteristics of stable rotation, high rotating speed of the same load and strong bearing capacity, and can reduce the axial installation size.
A transmission sleeve 3 is arranged in transmission fit with an outer ring of the first overrunning clutch, the transmission sleeve 3 is used for being in transmission fit with a motor rotor to input power, axially extends to form a shaft neck, and is supported on the axle housing body through a sixth rolling bearing 24 in a rotating fit manner, and the driving friction piece 18, the driven friction piece 2 and the speed change disc spring 19 are all located in a cavity between the transmission sleeve and the hollow main shaft; the structure is compact, the integration is strong, and the arrangement of the electric vehicle is convenient; and the transmission has stronger rigidity of the whole structure through the supporting and matching of the transmission sleeve 3.
In this embodiment, the intermediate driving gear 15 is disposed in transmission fit with the outer ring 4b of the first overrunning clutch 4, as shown in the figure, the intermediate driving gear 15 forms a stepped shaft with a reduced neck, the outer ring 4b of the first overrunning clutch 4 is fixedly connected with a stepped shaft sleeve with a reduced neck, and the stepped shaft sleeve is sleeved on the stepped shaft to form transmission fit and has radial constraint capability, so as to ensure transmission and a certain supporting effect; the auxiliary shaft 12 is provided with an intermediate driven gear 14 in transmission fit with an intermediate driving gear 15;
in this embodiment, the second overrunning clutch 6 and the reverse gear transmission mechanism transmit power to the second axial cam pair 26 through a third axial cam pair 26', so as to transmit the power to the driven friction member 2, where the third axial cam pair 26' is formed by an end cam of a second cam shaft sleeve 25 which is rotationally fitted and sleeved on the hollow spindle, and an end cam of one end of the cam shaft sleeve 16, which faces away from the driven friction member 2; the end facing away from the driven friction member 2 refers to the distal end compared to the driven friction member 2, such as the left end of the figure;
an intermediate driving gear 15 is in transmission fit with the outer ring 4b of the first overrunning clutch 4 and is sleeved outside the cam shaft sleeve in a rotation fit manner or the second cam shaft sleeve, and as shown in the figure, the intermediate driving gear 15 is arranged on the second cam shaft sleeve 25 in a rotation fit manner through a needle bearing 5; the auxiliary shaft 12 is provided with an intermediate driven gear 14 in transmission fit with the intermediate driving gear 5;
the inner ring 6b of the second overrunning clutch 6 extends towards the axial outer end to form a shaft sleeve which is sleeved outside the hollow main shaft 1 in a transmission fit manner, the outward direction refers to the outer side (the left end in the drawing) of the transmission, the shaft sleeve is supported on the axle housing in a rotation fit manner, and the other end (the right end) of the shaft sleeve is in transmission fit with the second cam shaft sleeve 25;
the axial one end of outer lane 4b of first freewheel clutch 4 is with middle driving gear 5 transmission fit, and other end fixed connection is in driving sleeve 3 (transmission), the power take off end normal running fit of hollow spindle 1 supports in axle housing body 20.
In the present embodiment, the axle sleeve excircle of the inner ring 6b of the second overrunning clutch 6 is supported on the axle housing 20 through the first rolling bearing 22 in a rotating fit manner; the second camshaft sleeve 25 is supported on the axle housing 20 through a second rolling bearing 21 in a rotating fit manner, the second rolling bearing 21 is located between the reverse gear driven gear 8 and the middle driving gear 5, the middle driving gear 5 axially extends to form a shaft neck, the shaft neck is further supported on the axle housing 20 through a fifth rolling bearing 11 in a rotating fit manner, and the middle driving gear 5 is in a rotating fit with the second rolling bearing 21 through a first plane bearing 13 (plane rolling bearing); and the inner circle of the transmission sleeve 3 is supported on the hollow main shaft 1 in a rotating fit manner through a fourth rolling bearing 23.
The power output end of the hollow main shaft 1 penetrates through and is supported on the axle housing 20 through a third rolling bearing 22 in a rotating fit mode, and the transmission sleeve is supported on the hollow main shaft 1 through a fourth rolling bearing 23 in a rotating fit mode; as shown in the figure, each rolling bearing is supported on a support rib or an end cover formed on the bridge housing, which is not described herein again; the formed support ribs also provide reinforcement to the axle housing itself.
In the structure of the embodiment, the power output and input section on the hollow spindle or/and the cam shaft sleeve is correspondingly and rotatably supported on the axle housing, and in the structure, the cam shaft sleeve is sleeved outside the hollow spindle to form a transmission and mutual support structure, so that a larger torque can be transmitted without bending deformation, and the size of a component under the condition of the same bearing capacity can be greatly reduced; the transmission bearing (power connection input and output section) components are respectively supported on the axle housing body, so that the hollow main shaft and the transmission shaft sleeve can be arranged in a longer way, and the additional bending moment generated by the torque is transmitted to the axle housing body due to the support, so that the transmission can transmit larger torque, the rotating speed (the same component size) under the large torque can be greatly improved, the large torque, high rotating speed and light weight indexes are realized, the radial bearing and the shaft sleeve and the hollow main shaft are mutually supported, the transmission has better stability and low noise under a high-speed state, compared with the prior art, the maximum rotating speed for driving a motor and a high-speed reducer is more than or equal to 15000 rpm, the high-efficiency light-weight speed change mechanism has greater advantages for energy conservation and environmental protection, and can be more suitable for a pure electric vehicle which mainly aims at energy conservation and environmental protection.
In the present invention, the left and right sides are based on the left and right sides of the attached drawings, and the recorded transmission connection includes all transmission connection structures in the prior art, including splines, flat keys, bolt fixing connection, and the like, and is not described herein again.
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 → first axial cam pair → hollow main shaft 1 → differential 31 → output power;
at this time, the second overrunning clutch overruns, and the resistance transmission route is as follows: differential 31 → hollow main shaft 1 → first axial cam pair → driven friction member 2 → shift disc spring; when the running resistance is increased to a certain value, the axial force overcomes the speed change disc spring to separate the active friction piece 18 from the driven friction piece 2, and the power is transmitted through the following route, namely a low-gear power transmission route:
power → the outer race 4b of the first overrunning clutch 4 → the counter shaft 12 → the low-speed drive gear → the outer race 6b of the second overrunning clutch 6 → the inner race 6a of the second overrunning clutch → the second axial cam pair 26' → the driven friction member 2 → the first axial cam pair 26 → the driven friction member 2 → the axial cam pair 27 → the hollow main shaft → the differential → output power; .
The low-speed power transmission route also passes through the following routes: the first axial cam pair 26 → the driven friction piece 2 → the compression speed change disc spring, which prevents the compression speed change disc spring from reciprocating compression during the low-speed gear transmission, thereby preventing the driving friction piece 18 and the driven friction piece 2 from being attached during the low-speed 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 change disc spring to form an automatic speed change 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 change shaft sleeve to achieve the transmission purpose, at this time, the power drives the active friction member 18, the driven friction member 2 and the hollow main shaft 1, so that the hollow main shaft 1 outputs power through the differential 31; 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 disc spring under the action of the first 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-changing disc spring absorbs the kinetic resistance moment energy to store potential energy for recovering the power transmitted by the fast gear.
After the start is successful, the running resistance is reduced, when the component force is reduced to be less than the pressure generated by the speed change disc spring, the pressure of the speed change disc spring generated by the compression of the motion resistance is quickly released and pushed, the condition that the driven friction piece 2 and the driving friction piece 18 are in a close fit state is completed, 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 along with the change of the motion resistance, gear shifting is realized under the condition that the driving force does not need to be cut off, the whole locomotive is stable in operation, safety and low consumption are realized, a transmission route is simplified, and the transmission efficiency is improved.
A reverse gear transmission route:
power → the outer ring 4b of the first overrunning clutch 4 → the counter shaft 12 → the reverse drive gear → the reverse driven gear → the second axial cam pair 26' → the first axial cam pair 26 → the driven friction member 2 → the axial cam pair 27 → the hollow main shaft 1 → the differential outputs the reverse power.
At the moment, the transmission ratio of the reverse gear is larger than that of the low-speed gear and is reverse, the second overrunning clutch overruns, and the first overrunning clutch overruns to realize reverse gear transmission because the rotation is reverse and the rotating speed of the outer ring is higher than that of the inner ring; of course, both the low-speed transmission and the reverse transmission are downshifted transmissions, which are not described in detail herein.
Finally, 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 various changes and modifications may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (10)
1. A mechanical double-overrunning clutch self-adaptive automatic speed changing bridge is characterized in that: the transmission system comprises a low-speed transmission mechanism, a reverse transmission mechanism and a self-adaptive variable speed assembly;
the self-adaptive speed change assembly comprises a driven friction piece, a driving 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 matched with each other, a 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 is in transmission fit with the hollow main shaft through a first axial cam pair, and when power is output through the hollow main shaft by the first axial cam pair, axial component force opposite to the pretightening force of the speed-changing elastic element is applied to the driven friction piece; driving power is input to a first overrunning clutch so as to input power to the active friction piece;
the hollow main shaft outputs power to the differential mechanism, two half shafts of the differential mechanism are respectively connected with respective transmission shafts in a transmission manner, and the transmission shafts penetrate through the hollow main shaft in a rotating fit manner and are supported on the axle housing in a rotating fit manner;
the driving power is also input into the auxiliary shaft;
the low-speed transmission mechanism comprises a second overrunning clutch, and the countershaft transmits low-speed power to the driven friction piece through the second overrunning clutch;
the reverse gear transmission mechanism is arranged in a mode of transmitting reverse gear power to the driven friction piece or disconnecting the reverse gear power;
the reverse gear transmission mechanism has a transmission ratio I for transmitting reverse gear power from the auxiliary shaft to the driven friction piece, the low-speed gear transmission mechanism has a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft to the driven friction piece, and the transmission ratio I is larger than or equal to the transmission ratio II.
2. The mechanical double overrunning clutch adaptive automatic speed change axle according to claim 1, wherein: and the second overrunning clutch and the reverse gear transmission mechanism transmit power to the driven friction piece through the second axial cam pair.
3. The mechanical double overrunning clutch adaptive automatic speed change axle according to claim 2, wherein: the differential shell respectively extends leftwards and rightwards to form a left extending shaft section and a right extending shaft section which are supported on the axle shell in a rotating fit mode, the right extending shaft section is in transmission fit with the left end of the hollow main shaft, a right transmission shaft is connected to the right half shaft of the differential in a transmission mode, and the right transmission shaft penetrates through the hollow main shaft in a rotating fit mode and is supported on the axle shell in a rotating fit mode;
the second axial cam pair is formed by matching a cam shaft sleeve with an end face cam and an end face cam with a driven friction piece, the cam shaft sleeve is sleeved on the hollow main shaft in a rotating matching manner, and the driven friction piece is sleeved on the hollow main shaft through a first axial cam pair in a transmission matching manner;
the inner ring of the first overrunning clutch is rotationally matched with the cam shaft sleeve in an sleeved mode and is in transmission fit with the driving friction piece; the driving power is input into the outer ring of the first overrunning clutch, and the power is simultaneously input into the countershaft through the outer ring of the first overrunning clutch.
4. The mechanical double overrunning clutch adaptive automatic speed change axle according to claim 3, wherein: the low-speed transmission mechanism further comprises a low-speed driven gear and a low-speed driving gear meshed with the low-speed driven gear, 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 low-speed driving gear is arranged on the auxiliary shaft 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 a joint or separation mode, and the reverse gear driven gear and an inner ring of the second overrunning clutch are in transmission fit with the cam shaft sleeve and are arranged on the hollow main shaft in a rotating fit manner; the transmission ratio I is larger than the transmission ratio II.
5. The mechanical double overrunning clutch adaptive automatic speed change axle according to claim 4, wherein: the reverse gear driving gear is arranged on the auxiliary shaft in a manner of jointing or separating 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.
6. The mechanical double overrunning clutch adaptive automatic speed change axle according to claim 5, wherein: the electromagnetic gear shifting mechanism comprises an active swing arm, a gear shifting rotating shaft, a gear shifting fork and two electromagnetic gear shifters, wherein the two electromagnetic gear shifters are used for driving the active swing arm to swing around the axis of the gear shifting rotating shaft and driving the gear shifting rotating shaft to rotate around the gear shifting axis, and the gear shifting rotating shaft drives the gear shifting fork to swing around the axis and complete gear shifting.
7. The mechanical double overrunning clutch adaptive automatic speed change axle according to claim 6, wherein: the electromagnetic gear shifting mechanism is also provided with a positioning mechanism, the positioning mechanism comprises a positioning marble with pretightening force and arranged on the driving swing arm or a positioning component which is connected with the driving swing arm in a follow-up manner, and a positioning base arranged on the bridge shell, and a positioning pit which can be matched with the positioning marble and corresponds to the reverse gear transmission mechanism in position of being jointed or separated is arranged on the positioning base; the electromagnetic gear shifting mechanism is also provided with a position sensing assembly for detecting whether gear shifting is in place or not.
8. The mechanical double overrunning clutch adaptive automatic speed change axle according to claim 3, wherein: the speed change elastic element is a speed change disc spring, the speed change disc spring is sleeved outside the hollow main shaft, one end of the speed change disc spring abuts against the driven friction piece through a plane bearing, and the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction;
and the transmission sleeve is used for being matched with the motor rotor in a transmission way to input power, and axially extends to form a shaft neck in a rotation fit manner to be supported on the axle housing body, and the driving friction piece, the driven friction piece and the speed change disc spring are all positioned in a cavity between the transmission sleeve and the hollow main shaft.
9. The mechanical double overrunning clutch adaptive automatic speed change axle according to claim 2, wherein: the second overrunning clutch and the reverse gear transmission mechanism transmit power to the second axial cam pair through a third axial cam pair so as to transmit the power to the driven friction piece, and the third axial cam pair is formed by matching an end face cam of a second cam shaft sleeve which is rotationally matched and sleeved outside the hollow main shaft with an end face cam of one end of the cam shaft sleeve, which is opposite to the driven friction piece;
the auxiliary shaft is in transmission fit with an intermediate driven gear in transmission fit with the intermediate driving gear;
the inner ring of the second overrunning clutch extends towards the axial outer end to form a shaft sleeve which is in transmission fit and sleeved outside the hollow main shaft, the shaft sleeve is supported on the axle housing in a rotating fit manner, and the other end of the shaft sleeve is in transmission fit with the second cam shaft sleeve;
the first overrunning clutch is characterized in that one axial end of an outer ring of the first overrunning clutch is in transmission fit with the middle driving gear, the other end of the outer ring of the first overrunning clutch is fixedly connected to the transmission sleeve, and the power output end of the hollow main shaft is supported on the axle housing in a rotating fit mode.
10. The mechanical double overrunning clutch adaptive automatic transaxle of claim 8, wherein: the outer circle of a shaft sleeve of the first overrunning clutch is supported on the axle housing body in a rotating fit manner through a first rolling bearing; the second cam shaft sleeve is supported on the axle housing body in a rotating fit mode through a second rolling bearing, the second rolling bearing is located between the reverse gear driven gear and the middle driving gear, the middle driving gear axially extends to form a shaft neck, the shaft neck is further supported on the axle housing body in a rotating fit mode through a fifth rolling bearing, and the middle driving gear is in rotating fit with the second rolling bearing through a first plane bearing; the inner circle of the transmission sleeve is supported on the hollow main shaft in a rotating fit mode through a fourth rolling bearing.
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| CN111059242B (en) * | 2019-12-04 | 2022-03-01 | 西南大学 | Compact adaptive automatic transmission system with multi-plate friction clutch |
| CN112901730B (en) * | 2019-12-04 | 2022-04-08 | 西南大学 | Transaxle for an adaptive automatic transmission electric drive system |
| CN112901728B (en) * | 2019-12-04 | 2022-04-12 | 西南大学 | Double-overrunning self-adaptive automatic speed change system adopting multi-row floating overrunning clutch |
| CN111016644B (en) * | 2019-12-04 | 2022-03-29 | 西南大学 | Compact adaptive automatic transmission system with multiple rows of overrunning clutches |
| CN110966368B (en) * | 2019-12-04 | 2022-03-22 | 西南大学 | Intelligent self-adaptive automatic speed change system for super-large load |
| CN111059272B (en) * | 2019-12-31 | 2021-03-12 | 西南大学 | Central driving type self-adaptive electric driving system capable of preventing self-locking during backing |
| CN112628374B (en) * | 2020-12-16 | 2021-12-21 | 西南大学 | Self-adaptive automatic speed changing system for longitudinal driving transmission sensing of electric automobile |
| CN114151462A (en) * | 2021-11-26 | 2022-03-08 | 国焊(上海)智能科技有限公司 | Clutch mechanism, power clutch control device and method |
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| CN102748449B (en) * | 2012-07-02 | 2015-03-11 | 西南大学 | Planetary intelligent self-adaptive two-gear multi-cam automatic speed change driver |
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| 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 |
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| WO2009147501A2 (en) * | 2008-06-03 | 2009-12-10 | Toyota Jidosha Kabushiki Kaisha | Vehicle drive system |
| JP2011122671A (en) * | 2009-12-10 | 2011-06-23 | Toyota Motor Corp | Power transmission device for vehicle |
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