CN110966363B - Center-drive adaptive electric drive system with reverse gear - Google Patents
Center-drive adaptive electric drive system with reverse gear Download PDFInfo
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- CN110966363B CN110966363B CN201911420959.XA CN201911420959A CN110966363B CN 110966363 B CN110966363 B CN 110966363B CN 201911420959 A CN201911420959 A CN 201911420959A CN 110966363 B CN110966363 B CN 110966363B
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- 230000005540 biological transmission Effects 0.000 claims abstract description 253
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- 238000005096 rolling process Methods 0.000 claims description 3
- 238000000034 method Methods 0.000 description 9
- 230000009467 reduction Effects 0.000 description 9
- 230000008859 change Effects 0.000 description 6
- 238000009434 installation Methods 0.000 description 4
- 230000003993 interaction Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000009347 mechanical transmission Effects 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
- F16H63/3043—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force comprising friction clutches or brakes
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
- H02K7/108—Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
- F16H2063/3056—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force using cam or crank gearing
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Abstract
本发明公开了一种具有倒挡的中央驱动式自适应电驱动系统，传动轴上转动套装有第一层传动套，第一层传动套上转动套装有第二层传动套，第二层传动套上转动套装有高速传动套和低速传动套，高速传动套和低速传动套相互靠近的端部均套装在输出部件的内孔上；传动轴在右端位置与第一层传动套之间设有第一减速机构，第二层传动套在右端位置与低速传动套之间设有第二减速机构，第二减速机构内置有倒挡器；高速传动套的左端位置设有过渡套，过渡套与高速传动套之间连接有第二超越离合器，第一层传动套在左端位置安装有凸轮离合机构，用于将第一层传动套的转动传递给过渡套或第二层传动套。该电驱动系统能够起到防止三轮车倒车自锁的作用。
The invention discloses a central drive type self-adaptive electric drive system with reverse gear. A first layer of transmission sleeves are rotatably sleeved on a transmission shaft, and a second layer of transmission sleeves are arranged on the first layer of transmission sleeves. The second layer of transmission sleeves A high-speed transmission sleeve and a low-speed transmission sleeve are arranged on the rotating sleeve on the sleeve, and the mutually close ends of the high-speed transmission sleeve and the low-speed transmission sleeve are sleeved on the inner hole of the output part; the transmission shaft is provided between the right end position and the first layer of transmission sleeve. The first deceleration mechanism and the second layer of transmission sleeve are provided with a second deceleration mechanism between the right end position and the low-speed transmission sleeve, and the second deceleration mechanism has a built-in reverse gear; the left end of the high-speed transmission sleeve is provided with a transition sleeve, which is connected to the transition sleeve. A second overrunning clutch is connected between the high-speed transmission sleeves, and a cam clutch mechanism is installed at the left end of the first-layer transmission sleeve for transmitting the rotation of the first-layer transmission sleeve to the transition sleeve or the second-layer transmission sleeve. The electric drive system can play the role of preventing the tricycle from reversing and self-locking.
Description
Technical Field
The invention belongs to the technical field of electric tricycle driving, and particularly relates to a central driving type self-adaptive electric driving system with reverse gear.
Background
In recent years, new energy vehicles have been receiving increased attention. As one of differences from the conventional internal combustion engine automobile, a driving technology of a new energy vehicle such as an electric tricycle may employ an in-wheel motor technology. The biggest characteristic of the technology is that the power device, the transmission device and the speed changing device are all assembled in the wheel hub of the wheel, thereby simplifying the mechanical structure of the tricycle power system.
Wherein, the power device usually adopts an electric drive mode; the transmission device mostly adopts a gear transmission mode; transmissions are also commonly implemented by changing the gear ratio of gears; however, for the application of the transmission, in addition to the common electrically controlled hydraulic Automatic Transmission (AT), electrically controlled mechanical automatic transmission (AMT) and electrically controlled mechanical continuously variable automatic transmission (CVT) in the market, the applicant has developed an AAT transmission, i.e. an intelligent automatic transmission, which can refer to the publication number: in the domestic patent application document of CN105151216A, the AAT transmission mainly uses a cam pair to perform adaptive gear shifting, and drives the cam in reverse direction through a load, so that the cam is displaced along the axis, thereby achieving the purpose of gear shifting.
In the automatic transmission using the cam pair for shifting gears, the change of the transmission ratio is still realized by the traditional speed reducing mechanism, namely, the transmission ratio among gears is changed. However, for the assembly and combination of the conventional speed reducing mechanism and the power device, the conventional speed reducing mechanism and the conventional power device are generally arranged in a side-by-side manner at present, that is, the power transmission shafts are arranged in a non-coaxial parallel manner, so that the defects that the structure of the whole speed changing system is too large, the whole stress balance is poor and the like exist, and the balance and the controllability of the tricycle are affected.
Meanwhile, the automatic transmission may include a forward high-low speed two-gear and a reverse gear, wherein the high-low speed two-gear is adaptively switched according to load, and the reverse gear is manually switched. However, in the existing speed change system, if two high-speed and low-speed transmission routes are continuously followed after entering the reverse gear, the two routes have different transmission ratios, so that the speed change system is self-locked, and the speed change system cannot normally work.
Disclosure of Invention
In view of this, the present invention provides a central driving type adaptive electric driving system with reverse gear, which can prevent reverse self-locking, perform power output in the middle of the system, balance the stress of the driving system, and effectively improve the safety and controllability of the tricycle.
In order to achieve the purpose, the technical scheme of the invention is as follows:
the central driving type self-adaptive electric driving system with the reverse gear is characterized in that:
the device comprises a horizontally arranged transmission shaft, wherein the transmission shaft is driven by a motor to rotate, a first layer of transmission sleeve is rotatably sleeved on the transmission shaft, a second layer of transmission sleeve is rotatably sleeved on the first layer of transmission sleeve, a high-speed transmission sleeve and a low-speed transmission sleeve are rotatably sleeved on the second layer of transmission sleeve, and the end parts, close to each other, of the high-speed transmission sleeve and the low-speed transmission sleeve are sleeved on an inner hole of an output part;
a first speed reducing mechanism is arranged between the right end of the transmission shaft and the first layer of transmission sleeve, a second speed reducing shaft is arranged between the right end of the second layer of transmission sleeve and the low-speed transmission sleeve, a second gear and a third gear are fixedly sleeved at two ends of the second speed reducing shaft, a reversing gear is movably sleeved at the middle position of the second speed reducing shaft, a reversing gear capable of sliding left and right is arranged on the second speed reducing shaft, a first gear meshed with the second gear is arranged at the right end of the second layer of transmission sleeve, a first overrunning clutch and a fourth gear are arranged on the low-speed transmission sleeve, wherein the outer ring of the first overrunning clutch is meshed with the third gear, and the fourth gear is meshed with the reversing gear;
the left end position of the high-speed transmission sleeve is provided with a transition sleeve, a second overrunning clutch is connected between the transition sleeve and the high-speed transmission sleeve, the left end position of the first layer of transmission sleeve is provided with a cam clutch mechanism, the cam clutch mechanism comprises a friction transmission part sleeved on the first layer of transmission sleeve, the inner side of the friction transmission part is in sliding connection with the first layer of transmission sleeve through an inner spiral groove embedded with balls, the outer side of the friction transmission part is connected with a speed-increasing transmission sleeve in a friction fit mode through a conical profile, and the speed-increasing transmission sleeve is fixedly connected with the transition sleeve; the left end of the friction transmission part is supported on the first layer transmission sleeve through the elastic element, the end part of the right end of the friction transmission part is provided with an arc-shaped convex structure, the end part of the left end of the second layer transmission sleeve is provided with an arc-shaped concave structure matched with the arc-shaped convex structure, and when the first layer transmission sleeve rotates, thrust opposite to the elastic direction of the elastic element can be applied to the friction transmission part through interaction of the arc-shaped convex structure and the arc-shaped concave structure.
Adopt above-mentioned structure, when the underdrive, through arc evagination structure and arc indent structure friction fit between friction drive part and the second floor drive sleeve, the load that the system bore is great, and friction drive part and acceleration rate drive sleeve separation, cam clutching mechanism is in the separation mode promptly, and its power transmission process is: the motor drives the transmission shaft to rotate, the transmission shaft drives the first layer of transmission sleeve to rotate after being decelerated by the first decelerating mechanism, the first layer of transmission sleeve drives the second layer of transmission sleeve to rotate through the cam clutch mechanism, and the second layer of transmission sleeve drives the low-speed transmission sleeve to rotate through the first gear, the second gear, the third gear and the first overrunning clutch in sequence, so that the low-speed rotation of the output part is formed; on the contrary, when the high-speed transmission is carried out, the friction transmission part is combined with the speed-increasing transmission sleeve, namely the cam clutch mechanism is in a combined state, and the power transmission process is as follows: the motor drives the transmission shaft to rotate, the transmission shaft drives the first layer of transmission sleeve to rotate after being decelerated by the first decelerating mechanism, and the first layer of transmission sleeve directly drives the transition sleeve and the high-speed transmission sleeve to rotate through the cam clutch mechanism, so that the high-speed rotation of the output part is formed.
When the reverse gear is needed, the reverse gear is shifted to be in power connection with the reverse gear, then the motor rotates reversely to drive the output part to rotate reversely, because the low-speed transmission path and the high-speed transmission path transmit power when the output part rotates reversely, if the motor is driven to follow up, the whole driving system can be self-locked, and the driving system cannot work normally, the second overrunning clutch is arranged on the high-speed transmission path, when the output part rotates reversely, the power between the transition sleeve and the high-speed transmission sleeve can be interrupted, namely, the power transmission of the high-speed transmission path is cut off, so that the driving system can not enter a self-locking state theoretically, and the reliability of system transmission is ensured.
The transmission shaft, first layer transmission cover, second floor transmission cover, high-speed transmission cover, low-speed transmission cover, cam clutch and motor adopt coaxial multilayer multistage structural arrangement for speed change system overall structure is very compact, has promoted mechanical transmission efficiency, has reduced manufacturing cost, and motor and reduction gears symmetry set up the left and right sides at output unit, make actuating system overall structure atress more balanced, have promoted the stability and the security of tricycle.
Preferably, the method comprises the following steps: and the first layer of transmission sleeve is provided with an outer spiral groove matched with the inner spiral groove, and the outer spiral groove and the inner spiral groove surround to form a rolling channel for accommodating the balls. By adopting the structure, the requirement of ball installation can be met, the principle that the ball screw is connected between the friction transmission part and the first layer transmission sleeve is formed, and the friction transmission part can move axially on the first layer transmission sleeve when being loaded.
Preferably, the method comprises the following steps: the rotor of the motor is of a hollow structure.
Preferably, the method comprises the following steps: the inner side of the rotor is fixedly connected with an installation sleeve, the left end and the right end of the installation sleeve both exceed the end face of the rotor, the right end of the installation sleeve extends outwards along the radial direction relative to the rotor to form an assembly space, and the cam clutch mechanism is arranged in the assembly space. By adopting the structure, a coaxial multi-layer multi-stage assembly structure can be formed among all the parts, so that the structure of the driving system is more compact.
Preferably, the method comprises the following steps: the left end of the mounting sleeve extends inwards in the radial direction relative to the rotor to form a meshing part, and the meshing part is fixedly connected with the transmission shaft.
Preferably, the method comprises the following steps: the end part of the reverse gear is provided with a left meshing tooth, the end part of the reverse gear is provided with a right meshing tooth matched with the left meshing tooth, and the reverse gear is movably arranged on the second speed reducing shaft through a sliding spline. By adopting the structure, when the vehicle is reversed, the reverse gear is in power connection with the reverse gear.
Preferably, the method comprises the following steps: the first speed reducing mechanism comprises a first speed reducing shaft, a sixth gear and a seventh gear are fixedly sleeved at two ends of the first speed reducing shaft, a fifth gear meshed with the sixth gear is fixedly sleeved on the transmission shaft, and an eighth gear meshed with the seventh gear is fixedly sleeved on the first layer of transmission sleeve. By adopting the structure, two-stage speed reduction can be provided for the system.
Preferably, the method comprises the following steps: the right end of the transmission shaft exceeds the right end of the first layer of transmission sleeve, the right end of the first layer of transmission sleeve exceeds the right end of the second layer of transmission sleeve, and the right end of the second layer of transmission sleeve exceeds the right end of the low-speed transmission sleeve. By adopting the structure, the speed reducing mechanism of the system is convenient to assemble, and the structure of the driving system can be more compact.
Preferably, the method comprises the following steps: and the low-speed transmission sleeve is abutted to the second gear, the second-layer transmission sleeve is abutted to the eighth gear, and the first-layer transmission sleeve is abutted to the fifth gear through an end face bearing. By adopting the structure, the driving system has good compactness, the rotation of each part does not influence each other, and the system is reliable.
Preferably, the method comprises the following steps: the transmission device is characterized by further comprising a box body, the right end of the first layer of transmission sleeve is installed in the box body through a first bearing and the eighth gear in an integrated rotating mode, the left end of the first layer of transmission sleeve is installed on the transmission shaft through a second bearing in a rotating mode, and the left end of the first layer of transmission sleeve is abutted to the inner side of the meshing portion through a second end face bearing. By adopting the structure, the first layer of transmission sleeve can be arranged on the transmission shaft effectively in a rotating mode, and the reliability of system transmission is ensured.
Compared with the prior art, the invention has the beneficial effects that:
when the central driving type self-adaptive electric driving system with the reverse gear is required to perform reverse gear operation, the reverse gear is shifted to be in power connection with a reverse gear, then the motor rotates reversely to drive the output part to rotate reversely, and because the low-speed transmission path and the high-speed transmission path both transmit power when the output part rotates reversely, if the output part is followed by the low-speed transmission path and the high-speed transmission path, the whole driving system can be self-locked and cannot work normally, the second overrunning clutch is arranged on the high-speed transmission path, and when the output part rotates reversely, the power between the transition sleeve and the high-speed transmission sleeve can be interrupted, namely, the power transmission of the high-speed transmission path is cut off, so that the driving system can not enter a self-locking state theoretically, and the transmission reliability of the system is ensured.
The transmission shaft, first layer transmission cover, second floor transmission cover, high-speed transmission cover, low-speed transmission cover, cam clutch and motor adopt coaxial multilayer multistage structural arrangement for speed change system overall structure is very compact, has promoted mechanical transmission efficiency, has reduced manufacturing cost, and motor and reduction gears symmetry set up the left and right sides at output unit, make actuating system overall structure atress more balanced, have promoted the stability and the security of tricycle.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is an enlarged schematic view of the position of the cam clutch mechanism of FIG. 1;
FIG. 3 is an enlarged schematic view of the position of the reduction mechanism of FIG. 1;
FIG. 4 is a schematic layout of a drive system underdrive route;
FIG. 5 is a schematic layout of the high speed drive line of the drive system;
FIG. 6 is a schematic circuit diagram of a reverse drive line of the drive system.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1 to 3, a central drive formula self-adaptation electric drive system with reverse gear, its structure is including the transmission shaft 1 that runs through drive system box a, transmission shaft 1 is driven its rotation by motor 10, it is equipped with first layer drive sleeve 2 to rotate the cover on the transmission shaft 1, it is equipped with second layer drive sleeve 3 to rotate the cover on the first layer drive sleeve 2, it is equipped with high-speed drive sleeve 4 and low-speed drive sleeve 5 to rotate the cover on the second layer drive sleeve 3, the equal suit of tip that high-speed drive sleeve 4 and low-speed drive sleeve 5 are close to each other is on the hole of output unit 6.
A first speed reducing mechanism 7 is arranged between the right end of the transmission shaft 1 and the first layer of transmission sleeve 2, the first speed reducing mechanism 7 structurally comprises a first speed reducing shaft 7a, a sixth gear 7b and a seventh gear 7c are fixedly sleeved at two ends of the first speed reducing shaft 7a, a fifth gear 7d meshed with the sixth gear 7b is fixedly sleeved on the transmission shaft 1, and an eighth gear 7e meshed with the seventh gear 7c is fixedly sleeved on the first layer of transmission sleeve 2.
A second speed reducing shaft 8a is arranged between the right end position of the second layer transmission sleeve 3 and the low-speed transmission sleeve 5, a second gear 8c and a third gear 8b are fixedly sleeved at two ends of the second speed reducing shaft 8a, a reversing gear 8d is movably sleeved at the middle position of the second speed reducing shaft 8a, a first gear 8f meshed with the second gear 8c is arranged at the right end of the second layer transmission sleeve 3, a first overrunning clutch 8h and a fourth gear 8i are arranged on the low-speed transmission sleeve 5, wherein the outer ring of the first overrunning clutch 8h is meshed with the third gear 8b, the fourth gear 8i is meshed with the reversing gear 8d, the inner ring of the first overrunning clutch 8h is integrally formed with the low-speed transmission sleeve 5, the left end part of the reversing gear 8e is provided with a left meshing tooth 8e1, the right end part of the reversing gear 8d is provided with a right meshing tooth 8d1 matched with the left meshing tooth 8e1, and the reversing gear 8e is movably arranged on the second speed reducing shaft 8a through a sliding spline 8e2, in the forward gear mode of the tricycle, the left engaging tooth 8e1 is separated from the right engaging tooth 8d1, and in the reverse gear mode, the left engaging tooth 8e1 is engaged with the right engaging tooth 8d 1.
The left end position of the high-speed transmission sleeve 4 is provided with a transition sleeve 4a, a second overrunning clutch 4b is connected between the transition sleeve 4a and the high-speed transmission sleeve 4, the cam clutch mechanism 9 is installed at the left end position of the first layer transmission sleeve 2, the structure of the cam clutch mechanism 9 comprises an elastic element 9g and a friction transmission part 9a, the elastic element 9g and the friction transmission part 9a are sleeved on the first layer transmission sleeve 2, an arc-shaped convex structure 9h is arranged at one end part, far away from the elastic element 9g, of the friction transmission part 9a, an arc-shaped concave structure 9i matched with the arc-shaped convex structure 9h is arranged at the end part of the second layer transmission sleeve 3, and when the first layer transmission sleeve 2 rotates, thrust opposite to the elastic direction of the elastic element 9g can be applied to the friction transmission part 9a through the interaction of the arc-shaped convex structure 9h and the arc-shaped concave structure 9 i.
An inner spiral groove 9d is arranged on the inner side of the friction transmission part 9a, an outer spiral groove 9j matched with the inner spiral groove 9d is arranged on the first layer transmission sleeve 2, and a ball 9c is embedded between the outer spiral groove 9j and the inner spiral groove 9 d; the outer side of the friction transmission part 9a is connected with a speed-increasing transmission sleeve 9f in a friction fit mode through a conical molded surface 9e, and the speed-increasing transmission sleeve 9f is fixedly connected with the transition sleeve 4 a.
When the tricycle is started at a low speed, the driving load is large, and the friction transmission part 9a and the second-layer transmission sleeve 3 are in friction fit through the arc-shaped convex structure 9h and the arc-shaped concave structure 9i, so that when the tricycle is just started, the friction transmission part 9a can overcome the elastic resistance of the elastic element 9g to move leftwards on the first-layer transmission sleeve 2 under the pushing of the arc-shaped concave structure 9i, and the friction transmission part 9a and the speed-increasing transmission sleeve 9f are separated at the position of the conical surface 9e, so that the power is ensured to be transmitted to the output part 6 sequentially through the friction transmission part 9a, the second-layer transmission sleeve 3, the first gear 8f, the second gear 8c, the third gear 8b and the first overrunning clutch 8h, and low-speed transmission is formed.
Therefore, referring to fig. 4, the power transmission path of the underdrive route B is: the motor 10 → the transmission shaft 1 → the fifth gear 7d → the sixth gear 7b → the first reduction shaft 7a → the seventh gear 7c → the eighth gear 7e → the first-layer power sleeve 2 → the friction transmission member 9a → the second-layer power sleeve 3 → the first gear 8f → the second gear 8c → the second reduction shaft 8a → the third gear 8b → the first overrunning clutch 8h → the low-speed power sleeve 5 → the output member 6.
After the tricycle is gradually started, the driving load is gradually reduced, then the friction transmission part 9a is rightwards reset under the action of the elastic force of the elastic element 9g, the friction transmission part 9a and the speed-increasing transmission sleeve 9f are recombined at the position of the conical molded surface 9e, at the moment, as the first overrunning clutch 8h is arranged on the low-speed route, the power transmission is interrupted between the third gear 8b and the low-speed transmission sleeve 5, and the output power is directly transmitted to the output part 6 at a high speed through the speed-increasing transmission sleeve 9f, the transition sleeve 4a, the second overrunning clutch 4b and the high-speed transmission sleeve 4 in sequence.
Therefore, referring to fig. 5, the power transmission path of the high-speed transmission line C is: the motor 10 → the propeller shaft 1 → the fifth gear 7d → the sixth gear 7b → the first reduction shaft 7a → the seventh gear 7c → the eighth gear 7e → the first stage power sleeve 2 → the friction transmission member 9a → the speed-increasing power sleeve 9f → the transition sleeve 4a → the second overrunning clutch 4b → the high-speed power sleeve 4 → the output member 6.
When the tricycle is in reverse gear, the reverse gear 8e is shifted to enable the left meshing teeth 8e1 to be meshed with the right meshing teeth 8d1, namely the reverse gear 8e is in power connection with the reverse gear 8d, then the motor 10 can drive the output part 6 to rotate reversely after reversing, so that a reverse state is formed, because when the output part 6 rotates reversely, the ball 9c is in a limit position in a rolling channel formed by the outer spiral groove 9j and the inner spiral groove 9d in an enclosing mode, even if the load is large during reverse operation, the friction transmission part 9a cannot move axially on the first layer transmission sleeve 2, namely the friction transmission part 9a and the speed increasing transmission sleeve 9f still keep power combination, so that the transmission ratios of the low-speed transmission line and the high-speed transmission line are simultaneously acted on the output part 6, if the whole driving system is self-locked due to follow-up, the normal operation cannot be realized, and therefore, the second overrunning clutch 4b is arranged on the high-speed transmission line, when the output part 6 rotates reversely, the power between the transition sleeve 4a and the high-speed transmission sleeve 4 can be interrupted, namely, the power transmission of a high-speed transmission route is cut off, so that the driving system can not enter a self-locking state theoretically, and the transmission reliability of the system is ensured.
Therefore, referring to fig. 6, the power transmission path of the reverse gear transmission route D is: the motor 10 → the transmission shaft 1 → the fifth gear 7d → the sixth gear 7b → the first reduction shaft 7a → the seventh gear 7c → the eighth gear 7e → the first-stage power transmission sleeve 2 → the friction transmission member 9a → the second-stage power transmission sleeve 3 → the first gear 8f → the second gear 8c → the second reduction shaft 8a → the reverse gear 8e → the reverse gear 8d → the fourth gear 8i → the low-speed power transmission sleeve 5 → the output member 6.
As shown in fig. 2, the rotor 10a of the motor 10 is a hollow structure, and the inner side of the rotor 10a is fixedly connected with a mounting sleeve 10b, both left and right ends of the mounting sleeve 10b exceed the end surface of the rotor 10a, the right end of the mounting sleeve 10b extends radially outward relative to the rotor 10a to form a mounting space 10c, the left end of the mounting sleeve 10b extends radially inward relative to the rotor 10a to form a meshing portion 10d, the cam clutch mechanism 9 is arranged in the mounting space 10c, and the meshing portion 10d is fixedly connected with the transmission shaft 1.
As shown in fig. 3, in order to make the system compact in the position of the speed reducing mechanism, the right end of the transmission shaft 1 exceeds the right end of the first layer of transmission sleeve 2, the right end of the first layer of transmission sleeve 2 exceeds the right end of the second layer of transmission sleeve 3, the right end of the second layer of transmission sleeve 3 exceeds the right end of the low speed transmission sleeve 5, end face bearings a1 are respectively abutted between the low speed transmission sleeve 5 and the second gear 8c, between the second layer of transmission sleeve 3 and the eighth gear 7e, and between the first layer of transmission sleeve 2 and the fifth gear 7d, so that the rotation between each component does not influence each other, and the reliability of the system is ensured.
As shown in fig. 2 and 3, in order to ensure that the first stage driving sleeve 2 is effectively and rotatably disposed on the driving shaft 1, and to ensure the reliability of the system driving, the right end of the first stage driving sleeve 2 is rotatably mounted in the casing a integrally with the eighth gear 7e through the first bearing a2, the left end inner side of the first stage driving sleeve 2 is rotatably mounted on the driving shaft 1 through the second bearing a3, and the left end of the first stage driving sleeve 2 abuts against the inner side of the engaging portion 10d through the second end bearing a 4.
Finally, it should be noted that the above-mentioned description is only a preferred embodiment of the present invention, and those skilled in the art can make various similar representations without departing from the spirit and scope of the present invention.
Claims (8)
1. A central drive type self-adaptive electric drive system with reverse gear is characterized in that:
the device comprises a horizontally arranged transmission shaft (1), wherein the transmission shaft (1) is driven by a motor (10) to rotate, a first layer of transmission sleeve (2) is rotatably sleeved on the transmission shaft (1), a second layer of transmission sleeve (3) is rotatably sleeved on the first layer of transmission sleeve (2), a high-speed transmission sleeve (4) and a low-speed transmission sleeve (5) are rotatably sleeved on the second layer of transmission sleeve (3), and the end parts, close to each other, of the high-speed transmission sleeve (4) and the low-speed transmission sleeve (5) are sleeved on an inner hole of an output part (6);
a first speed reducing mechanism (7) is arranged between the right end of the transmission shaft (1) and the first layer of transmission sleeve (2), a second speed reducing shaft (8a) is arranged between the right end of the second layer of transmission sleeve (3) and the low-speed transmission sleeve (5), a second gear (8c) and a third gear (8b) are fixedly sleeved at two ends of the second speed reducing shaft (8a), a reversing gear (8d) is movably sleeved at the middle position of the second speed reducing shaft (8a), a reversing gear (8e) capable of sliding left and right is arranged on the second speed reducing shaft (8a), a first gear (8f) meshed with the second gear (8c) is arranged at the right end of the second layer of transmission sleeve (3), a first overrunning clutch (8h) and a fourth gear (8i) are arranged on the low-speed transmission sleeve (5), wherein the outer ring of the first overrunning clutch (8h) is meshed with the third gear (8b), the fourth gear (8i) is meshed with the reverse gear (8 d);
a transition sleeve (4a) is arranged at the left end of the high-speed transmission sleeve (4), a second overrunning clutch (4b) is connected between the transition sleeve (4a) and the high-speed transmission sleeve (4), a cam clutch mechanism (9) is arranged at the left end of the first layer of transmission sleeve (2), the cam clutch mechanism (9) comprises a friction transmission part (9a) sleeved on the first layer of transmission sleeve (2), the inner side of the friction transmission part (9a) is connected with the first layer of transmission sleeve (2) in a sliding manner through an inner spiral groove (9d) embedded with a ball (9c), the outer side of the friction transmission part is connected with a speed-increasing transmission sleeve (9f) in a friction fit manner through a conical molded surface (9e), and the speed-increasing transmission sleeve (9f) is fixedly connected with the transition sleeve (4 a); friction drive parts (9a) left end passes through elastic element (9g) to be supported on first layer transmission cover (2), and the right-hand member tip is equipped with arc evagination structure (9h), second layer transmission cover (3) left end tip be equipped with arc evagination structure (9h) assorted arc indent structure (9i), when first layer transmission cover (2) rotated, can exert the thrust opposite with elastic element (9g) elasticity direction through the interact of arc evagination structure (9h) and arc indent structure (9i) to friction drive parts (9 a).
2. The center-driven adaptive electric drive system with reverse gear according to claim 1, characterized in that: an outer spiral groove (9j) matched with the inner spiral groove (9d) is formed in the first layer of transmission sleeve (2), and the outer spiral groove (9j) and the inner spiral groove (9d) are encircled to form a rolling channel for containing the ball (9 c).
3. The center-driven adaptive electric drive system with reverse gear according to claim 2, characterized in that: the rotor (10a) of the motor (10) is of a hollow structure, a mounting sleeve (10b) is fixedly connected to the inner side of the rotor (10a), the left end and the right end of the mounting sleeve (10b) both exceed the end face of the rotor (10a), the right end of the mounting sleeve (10b) extends outwards along the radial direction relative to the rotor (10a) to form a mounting space (10c), and the cam clutch mechanism (9) is arranged in the mounting space (10 c).
4. The center-driven adaptive electric drive system with reverse gear according to claim 3, characterized in that: the left end of the mounting sleeve (10b) extends inwards in the radial direction relative to the rotor (10a) to form a meshing part (10d), and the meshing part (10d) is fixedly connected with the transmission shaft (1).
5. The center-driven adaptive electric drive system with reverse gear according to claim 4, characterized in that: the end of the reverse gear (8e) is provided with a left engaging tooth (8e1), the end of the reverse gear (8d) is provided with a right engaging tooth (8d1) matched with the left engaging tooth (8e1), and the reverse gear (8e) is movably arranged on the second speed reducing shaft (8a) through a sliding spline (8e 2).
6. The center-driven adaptive electric drive system with reverse gear according to claim 5, characterized in that: the first speed reducing mechanism (7) comprises a first speed reducing shaft (7a), a sixth gear (7b) and a seventh gear (7c) are fixedly sleeved at two ends of the first speed reducing shaft (7a), a fifth gear (7d) meshed with the sixth gear (7b) is fixedly sleeved on the transmission shaft (1), and an eighth gear (7e) meshed with the seventh gear (7c) is fixedly sleeved on the first layer of transmission sleeve (2).
7. The center-driven adaptive electric drive system with reverse gear according to claim 6, characterized in that: the low-speed transmission sleeve (5) is abutted to the second gear (8c), the second-layer transmission sleeve (3) is abutted to the eighth gear (7e), and the first-layer transmission sleeve (2) is abutted to the fifth gear (7d) through a first end face bearing (a 1).
8. The center-driven adaptive electric drive system with reverse gear according to claim 6 or 7, characterized in that: still include box (A), the right-hand member of first layer drive sleeve (2) through first bearing (a2) with eighth gear (7e) integrative rotation is installed in box (A), and the left end inboard of first layer drive sleeve (2) is installed through second bearing (a3) rotation on transmission shaft (1), the left end tip of first layer drive sleeve (2) through second end face bearing (a4) butt in the inboard of meshing portion (10 d).
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| CN201911420959.XA CN110966363B (en) | 2019-12-31 | 2019-12-31 | Center-drive adaptive electric drive system with reverse gear |
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