CN110966368B - Intelligent self-adaptive automatic speed change system for super-large load - Google Patents

Intelligent self-adaptive automatic speed change system for super-large load Download PDF

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Publication number
CN110966368B
CN110966368B CN201911226504.4A CN201911226504A CN110966368B CN 110966368 B CN110966368 B CN 110966368B CN 201911226504 A CN201911226504 A CN 201911226504A CN 110966368 B CN110966368 B CN 110966368B
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sleeve
transmission
power
plate
gear
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CN110966368A (en
Inventor
薛荣生
张引航
陈俊杰
王靖
陈同浩
谭志康
邓天仪
邓云帆
梁品权
颜昌权
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Southwest University
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Southwest University
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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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
    • F16D43/21—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
    • F16D43/213—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces
    • F16D43/215—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces with flat friction surfaces, e.g. discs
    • F16D43/216—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with axially applied torque-limiting friction surfaces with flat friction surfaces, e.g. discs with multiple lamellae
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
    • F16D47/04—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings of which at least one is a freewheel
    • 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
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • 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

Abstract

The invention discloses an intelligent self-adaptive automatic speed change system with an ultra-large load, which comprises a forward gear power input assembly, a forward gear speed change system, a transmission bridge for outputting power and a transmission sensing mechanism for transmitting power between the forward gear power input assembly and the forward gear speed change system. By adopting the technical scheme, the rotating speed and the torque of the motor can be adaptively adjusted, so that the motor is in a high-rotating-speed and high-efficiency working state, the energy consumption is low, and the stability, the reliability and the service life of the motor are improved; in addition, the transmission mode of front driving can be realized, and the transmission efficiency is high; meanwhile, through the improvement of the multi-row overrunning clutch and the multi-plate friction clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.

Description

Intelligent self-adaptive automatic speed change system for super-large load
Technical Field
The invention relates to the technical field of transmissions, in particular to an intelligent self-adaptive automatic speed changing system for an ultra-large load.
Background
The existing electric vehicle is controlled according to experience completely by a driver under the condition that the driving resistance cannot be accurately known due to the limitation of a transmission structure of the existing electric vehicle in the driving process, so that the condition that the working state of a motor is not matched with the actual driving condition of the vehicle often inevitably occurs, and the motor is locked. Especially, when the vehicle is in low-speed heavy-load conditions such as starting, climbing, headwind and the like, the motor usually needs to work under the conditions of low efficiency, low rotating speed and high torque, the motor is easy to be damaged accidentally, the maintenance and replacement cost is increased, and meanwhile, the endurance mileage of the battery can be directly influenced. For vehicle types with high economic requirements, such as electric logistics vehicles, the traditional variable speed transmission structure obviously cannot well meet the use requirements.
In order to solve the problems, the inventor designs a series of cam self-adaptive automatic speed changing devices and speed changing bridges, drives the cams by using the driving resistance, achieves the purposes of automatic gear shifting and self-adaptive matching of vehicle speed output torque according to the driving resistance, and has a good application effect.
However, the existing cam self-adaptive automatic speed changing devices are only suitable for a rear-drive or front-drive transmission mode, and the transmission efficiency is not ideal all the time. Meanwhile, the friction clutch of the existing cam self-adaptive automatic speed changing system mainly takes a disc type friction clutch comprising a driving friction disc and a driven friction disc as a main part, the wear resistance is poor, the sensitivity, the stability and the reliability are greatly reduced after the friction clutch is used for a long time, the defect of short service life exists, and the friction clutch cannot be used as a large-torque power transmission device. The traditional roller type overrunning clutch has limited load bearing capacity, the load capacity can be increased only by increasing the sizes of an outer ring, an inner core wheel and a rolling body, but the inner core wheel and the rolling body cannot be infinitely prolonged, particularly, the thinnest roller is arranged, if the traditional roller type overrunning clutch is too long, the problem of uneven stress is easily caused, the traditional roller type overrunning clutch can be broken, the processing precision is difficult to guarantee, the situation of poor meshing is easily caused, the production difficulty is huge, the yield is low, the requirement on materials is extremely high, and the production cost is high. Therefore, the existing self-adaptive automatic speed changing device can not bear overlarge load, the manufacturing cost is high, and the reliability is insufficient. It is urgent to solve the above problems.
Disclosure of Invention
In order to solve the technical problems, the invention provides an intelligent self-adaptive automatic speed changing system for an ultra-large load.
The technical scheme is as follows:
an intelligent self-adaptive automatic speed change system with ultra-large load is characterized by comprising a forward gear power input assembly, a forward gear speed change system, a transmission bridge for outputting power and a transmission sensing mechanism for transmitting power between the forward gear power input assembly and the forward gear speed change system;
the forward gear speed change system comprises a high-speed gear transmission mechanism and a low-speed gear transmission mechanism, the transmission axle comprises a main shaft, a forward gear transmission sleeve which is rotatably sleeved on the main shaft, and a first transmission shaft and a second transmission shaft which are coaxially arranged at two ends of the main shaft respectively, one end of the forward gear transmission sleeve transmits power to the main shaft and the second transmission shaft through a differential mechanism, and one end of the main shaft, which is close to the first transmission shaft, drives the first transmission shaft to synchronously rotate through an intermediate transmission sleeve;
the high-speed gear transmission mechanism comprises a multi-plate friction clutch and an elastic element group for applying pretightening force to the multi-plate friction clutch, the transmission sensing mechanism transmits power to the multi-plate friction clutch through a power input gear sleeve, the multi-plate friction clutch is sleeved on the forward gear transmission sleeve through an inner-plate spiral roller sleeve, and a spiral transmission pair is formed between the inner-plate spiral roller sleeve and the forward gear transmission sleeve so that the inner-plate spiral roller sleeve can axially slide along the forward gear transmission sleeve;
the low-speed gear transmission mechanism comprises a multi-row overrunning clutch and a countershaft transmission assembly for reducing transmission between the multi-plate friction clutch and the multi-row overrunning clutch, the multi-row overrunning clutch is sleeved on the forward gear transmission sleeve through an inner core wheel cam sleeve, and the corresponding end surfaces of the inner core wheel cam sleeve and the inner plate spiral roller sleeve are matched through end surface cam pair transmission so as to transmit power to the forward gear transmission sleeve.
By adopting the structure, the resistance torque can be detected by the transmission sensing mechanism, so that the rotating speed and the torque of the motor can be adaptively adjusted, the motor is in a high-rotating-speed and high-efficiency working state, the energy consumption is low, and the stability, the reliability and the service life of the motor are improved. And the forward gear transmission sleeve can transmit power to the main shaft and the second transmission shaft through the differential mechanism, the main shaft transmits the power to the first transmission shaft through the middle transmission sleeve, and the first transmission shaft and the second transmission shaft can directly drive the left front wheel and the right front wheel of the vehicle to rotate, so that the cam can be driven by using the driving resistance, the purposes of automatic gear shifting and self-adaption matching of vehicle speed output torque according to the driving resistance are achieved, a front-drive transmission mode can be realized, and the transmission efficiency is high. Meanwhile, the friction loss is greatly reduced by using the multi-plate friction clutch, and the defects of the traditional disc type friction clutch are overcome, so that the wear resistance, the stability and the reliability of the friction clutch are greatly improved, the service life is prolonged, and the multi-plate friction clutch can be used as a large-torque power transmission device. The number of inner core wheels and corresponding rolling bodies of the multi-row floating type overrunning clutch can be freely selected according to actual needs, even infinitely increased, the load bearing capacity of the overrunning clutch is improved in a multiplied manner, and the bearing limit of the traditional overrunning clutch is broken through; because the length of inner core wheel and rolling element is shorter, the atress is even, and the reliability is high in the use, is difficult to the condition that the rolling element fracture takes place, simultaneously, to the precision requirement of production and processing low, easily make, the assembly is simple, and the material requirement is low, ordinary bearing steel can, low in manufacturing cost relatively to can produce the heavy load freewheel clutch that the reliability is high, can bear super large load with lower manufacturing cost. Through the improvement of the multi-row overrunning clutch and the multi-plate friction clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.
Preferably, the method comprises the following steps: the transmission sensing mechanism comprises a power primary driven gear shaft driven by the power input component of the forward gear, a power secondary driving gear meshed with the power input gear sleeve, a transmission sensing cam sleeve sleeved on the power primary driven gear shaft in an axially sliding manner and a displacement detection device for detecting the displacement of the transmission sensing cam sleeve, the transmission sensing cam sleeve can be driven by the power primary driven gear shaft to synchronously rotate, the power secondary driving gear is rotatably sleeved on the power primary driven gear shaft, and is in transmission fit with the corresponding end surface of the transmission sensing cam sleeve through an end surface cam pair, and can drive the transmission sensing cam sleeve to be far away from the power secondary driving gear, an elastic reset element is arranged between the transmission sensing cam sleeve and the power primary driven gear shaft and can drive the transmission sensing cam sleeve to be close to the power secondary driving gear. By adopting the structure, the end face cam pair is adopted between the power secondary driving gear and the transmission sensing cam sleeve for transmission matching, the power secondary driving gear can adaptively push the transmission sensing cam sleeve according to the resistance moment transmitted by the forward gear speed change system, when the resistance moment is increased, the transmission sensing cam sleeve compresses the elastic reset element, and when the resistance moment is decreased, the elastic reset element forces the transmission sensing cam sleeve to slide in the reverse direction, so that the displacement information of the transmission sensing cam sleeve can be detected by the displacement detection device to accurately invert the size of the resistance moment, therefore, the rotating speed and the torque of the motor can be adaptively adjusted, the motor is in a high-rotating-speed and high-efficiency working state, the energy consumption is low, and the stability, the reliability and the service life of the motor are improved.
Preferably, the method comprises the following steps: the power first-stage driven gear shaft comprises an integrally formed transmission sensing installation shaft part and an advancing first-stage driven gear part, the power second-stage driving gear is rotatably sleeved on the transmission sensing installation shaft part, the transmission sensing cam sleeve is sleeved on the transmission sensing installation shaft part in an axially sliding mode, one end of the elastic reset element is abutted to the transmission sensing cam sleeve, and the other end of the elastic reset element is abutted to the advancing first-stage driven gear part. By adopting the structure, the structure is simple, stable and reliable, the number of parts is small, and the production cost is reduced.
Preferably, the method comprises the following steps: the power secondary driving gear and the transmission sensing cam sleeve are respectively provided with a circle of connecting teeth matched with each other through the corresponding end faces matched with the end face cam pair in a transmission manner, and the two side edges of each connecting tooth are inclined by 45 degrees. By adopting the structure, through the design of an angle of 45 degrees, when the contact surface of the cam transmits power, the resistance torque fed back to 21 by 20 can enable 21 to generate axial movement, and the stress condition of the cam surface is as follows: the axial thrust of the cam surface is equal to the radial torque of the cam surface, namely the component force generated perpendicular to the cam surface is 1:1, thereby facilitating background inversion calculation, simplifying the algorithm, reducing the response time of motor rotation speed and torque adjustment and improving the transmission efficiency.
Preferably, the method comprises the following steps: the power transmission subassembly includes power transmission cover and combines the cover, power transmission cover includes that rotationally the suit is at main epaxial transmission cover main part and all with synchronous pivoted differential mechanism mounting disc and spline cover portion of transmission cover main part through nonmetal supporting sleeve, transmission cover main part is the tubular structure, the differential mechanism mounting disc is close to differential mechanism one end by transmission cover main part and radially outwards extends and forms to pass through a plurality of bolt fixed connection with differential mechanism, spline cover portion suit is close to the one end that advances to keep off the transmission cover at power transmission cover, and with power transmission cover spline fit, shift fork cover shifts around respectively with advancing to keep off transmission cover and spline cover portion spline fit. By adopting the structure, when the power of the self-adaptive automatic speed change electric drive system is transmitted to the transmission axle, the power is transmitted to the combination sleeve through the forward gear transmission sleeve, then the power is transmitted to the main shaft and the second transmission shaft through the power transmission sleeve and the differential mechanism in sequence, the main shaft transmits the power to the first transmission shaft through the middle transmission sleeve, the first transmission shaft and the second transmission shaft can directly drive the left and right front wheels of the vehicle to rotate, the power transmission route is simple, stable and reliable, and the transmission efficiency is high.
Preferably, the method comprises the following steps: the inner core wheel cam sleeve comprises a power output sub sleeve and a clutch installation sub sleeve which are coaxially arranged, the power output sub sleeve is rotatably sleeved on the forward gear transmission sleeve, one end face of the power output sub sleeve, far away from the clutch installation sub sleeve, is matched with the corresponding end face of the inner sheet spiral roller sleeve through end face cam pair transmission, the overrunning clutch is sleeved on the clutch installation sub sleeve, one end of the clutch installation sub sleeve is fixedly connected with the power output sub sleeve, and the other end of the clutch installation sub sleeve is rotatably sleeved on the forward gear transmission sleeve through the inner core wheel installation sleeve. By adopting the structure, the overrunning clutch can be reliably installed, the power of the overrunning clutch can be stably and reliably transmitted to the driven friction piece, and meanwhile, the lightweight design is convenient.
Preferably, the method comprises the following steps: the multi-plate friction clutch comprises a friction plate supporting piece arranged on the inner plate spiral raceway sleeve, and a plurality of outer friction plates and inner friction plates which are alternately arranged between the friction plate supporting piece and the inner plate spiral raceway sleeve, wherein each outer friction plate can axially slide along the friction plate supporting piece, and each inner friction plate can axially slide along the inner plate spiral raceway sleeve;
the power input gear sleeve transmits power to the friction plate supporting piece, the elastic element group can apply pretightening force to the inner spiral roller way sleeve to compress each outer friction plate and each inner friction plate, a spiral transmission pair is formed between the inner spiral roller way sleeve and the forward gear transmission sleeve, the inner spiral roller way sleeve can slide axially along the forward gear transmission sleeve, and therefore the elastic element group is compressed to release each outer friction plate and each inner friction plate.
The structure is adopted, the friction structure in the multi-plate friction clutch is set into a plurality of outer friction plates and inner friction plates which are arranged alternately, borne torque is dispersed on each outer friction plate and each inner friction plate, abrasion is shared through each outer friction plate and each inner friction plate, sliding friction loss is greatly reduced, and the defect of the traditional disc friction clutch is overcome, so that the abrasion resistance of the multi-plate friction clutch is greatly improved, the stability and the reliability of the whole friction clutch are improved, the service life is prolonged, and the multi-plate friction clutch can be used as a large-torque power transmission device.
Preferably, the method comprises the following steps: the inner-sheet spiral raceway sleeve comprises a friction plate pressing plate in a disc-shaped structure and an output spiral raceway barrel in a cylindrical structure, the output spiral raceway barrel is sleeved on the forward gear transmission sleeve and forms a spiral transmission pair with the forward gear transmission sleeve, the cam profile of one end, close to the output spiral raceway barrel, of the inner core wheel cam sleeve is matched with the cam profile of one end of the output spiral raceway barrel to form an end face cam pair transmission pair, and the friction plate pressing plate is fixedly sleeved at one end of the output spiral raceway barrel;
the friction plate support piece comprises a friction plate supporting plate in a disc-shaped structure and an outer plate spline sleeve in a cylindrical structure, the power transmission mechanism can transmit power to the friction plate supporting plate, the friction plate supporting plate is parallel to a friction plate pressing plate, the outer plate spline sleeve is coaxially sleeved outside the output spiral raceway barrel, one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting plate, the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing plate, the outer edge of each outer friction plate is in spline fit with the inner wall of the outer plate spline sleeve, and the inner edge of each inner friction plate is in spline fit with the outer wall of the output spiral raceway barrel.
By adopting the structure, the whole structure and the matching are stable and reliable, when the transmission is performed at a low speed, the elastic element group can be compressed by using the end face cam pair transmission pair of the inner core wheel cam sleeve and the output spiral raceway cylinder, so that the friction clutch is in a separation state, and the slow speed transmission is performed, and the end face cam pair transmission matching is stable and reliable and is easy to process and manufacture.
Preferably, the method comprises the following steps: the multi-row overrunning clutch comprises an outer ring and at least two inner core wheels which are sleeved on the same inner core wheel cam sleeve side by side, the power transmission mechanism can transmit power to the outer ring through the auxiliary shaft transmission assembly, outer teeth arranged on the periphery of each inner core wheel are right opposite one by one, rolling bodies are respectively arranged between the outer ring and each inner core wheel, and the rolling bodies on the periphery of the adjacent inner core wheels are right opposite one by one. By adopting the structure, the number of the inner core wheels and the corresponding rolling bodies can be freely selected according to actual needs, even infinitely increased, the load bearing capacity of the multi-row overrunning clutch is improved exponentially, and the bearing limit of the traditional overrunning clutch is broken through; because the length of inner core wheel and rolling element is shorter, the atress is even, and the reliability is high in the use, is difficult to the condition that the rolling element fracture takes place, simultaneously, to the precision requirement of production and processing low, easily make, the assembly is simple, and the material requirement is low, ordinary bearing steel can, low in manufacturing cost relatively to can produce the heavy load freewheel clutch that the reliability is high, can bear super large load with lower manufacturing cost. Through the improvement of the multi-row overrunning clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.
Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises an auxiliary shaft which is arranged in parallel with the forward gear transmission sleeve, a first-stage reduction driven gear which can drive the auxiliary shaft to rotate and a second-stage driving gear which is driven by the auxiliary shaft are sleeved on the auxiliary shaft, a first-stage reduction driving gear which is driven by the multi-plate friction clutch is sleeved on the multi-plate friction clutch, the first-stage reduction driving gear is meshed with the first-stage reduction driven gear, input driven teeth which are arranged along the circumferential direction are arranged on the outer wall of the outer ring and meshed with the second-stage driving gear, forward gear combination teeth are arranged on the first-stage reduction driven gear, a forward gear combination sleeve which can slide along the axial direction of the auxiliary shaft is sleeved on the auxiliary shaft, and the forward gear combination sleeve can be meshed with the forward gear combination teeth. Structure more than adopting can carry out the speed reduction transmission of power steadily and reliably, and transmission efficiency is high, combines the cover to design through the fender that advances, can break off power, is convenient for add reverse gear drive assembly, increases the extension possibility.
Compared with the prior art, the invention has the beneficial effects that:
by adopting the intelligent self-adaptive automatic speed change system with the ultra-large load, the rotating speed and the torque of the motor can be adaptively adjusted, so that the motor is in a high-rotating-speed and high-efficiency working state, the energy consumption is low, and the stability, the reliability and the service life of the motor are improved; the forward gear transmission sleeve can transmit power to the main shaft and the second transmission shaft through the differential mechanism, the main shaft transmits power to the first transmission shaft through the intermediate transmission sleeve, and the first transmission shaft and the second transmission shaft can directly drive the left front wheel and the right front wheel of the vehicle to rotate, so that the cam can be driven by using the driving resistance, the purposes of automatic gear shifting and self-adaption matching of vehicle speed output torque according to the driving resistance are achieved, a front-drive transmission mode can be realized, and the transmission efficiency is high; meanwhile, through the improvement of the multi-row overrunning clutch and the multi-plate friction clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic illustration of a low-speed transmission;
FIG. 3 is a schematic structural diagram of a drive axle;
FIG. 4 is a schematic diagram of the engagement of the inner plate helical raceway sleeve with the multi-plate friction clutch;
FIG. 5 is a schematic view of the construction of the outer plate connection member;
FIG. 6 is a schematic structural view of an inner spiral raceway sleeve;
FIG. 7 is a cross-sectional view taken at A-A of FIG. 6;
FIG. 8 is a schematic structural view of an outer friction plate;
FIG. 9 is a schematic structural view of an inner friction plate;
FIG. 10 is a schematic view of a multi-row overrunning clutch;
FIG. 11 is a cross-sectional view of the multi-row overrunning clutch;
FIG. 12 is a schematic structural view of the cage;
FIG. 13 is a schematic structural view of a transmission sensing mechanism;
FIG. 14 is a schematic structural view of a drive sensing cam sleeve;
FIG. 15 is a schematic view of the connection teeth in expanded configuration;
fig. 16 is a schematic structural view of a forward speed input double gear.
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 fig. 3, an intelligent self-adaptive automatic transmission system with ultra-large load mainly comprises a forward gear power input assembly, a forward gear transmission system, a transmission bridge 1 for outputting power, and a transmission sensing mechanism for transmitting power between the forward gear power input assembly and the forward gear transmission system.
Referring to fig. 1, the forward gear power input assembly includes a power input shaft 22 and a power input gear 23, the power input shaft 22 has a primary driving tooth 22a, and the power input gear 23 is sleeved on the power input shaft 22 and can drive the power input shaft 22 to rotate synchronously. Specifically, the power input gear 23 is keyed to the power input shaft 22.
Referring to fig. 1 and 13, the transmission sensing mechanism includes a primary power driven gear shaft 19 driven by a power input mechanism, a secondary power driving gear 20 for transmitting power to the forward gear shift system, a transmission sensing cam sleeve 16 axially slidably fitted over the primary power driven gear shaft 19, and a displacement detecting device 25 for detecting displacement of the transmission sensing cam sleeve 16, the transmission sensing cam sleeve 16 can rotate synchronously under the driving of the primary power driven gear shaft 19, the secondary power driving gear 20 is rotatably fitted over the primary power driven gear shaft 19 and is in driving engagement with a corresponding end surface of the transmission sensing cam sleeve 16 through an end surface cam pair to drive the transmission sensing cam sleeve 16 away from the secondary power driving gear 20, an elastic restoring element 24 is disposed between the transmission sensing cam sleeve 16 and the primary power driven gear shaft 19, the drive sensing cam sleeve 16 can be driven adjacent the power secondary drive gear 20.
Referring to fig. 13 and 14, the primary power driven gear shaft 19 includes a transmission sensing mounting shaft portion 19a and a primary forward gear driven gear portion 19b which are integrally formed, the transmission sensing mounting shaft portion 19a is parallel to the power input shaft 22, the primary forward gear driven gear portion 19b is engaged with the primary power driving gear 22a, the secondary power driving gear 20 is rotatably mounted on the transmission sensing mounting shaft portion 19a, the transmission sensing cam sleeve 16 is axially slidably mounted on the transmission sensing mounting shaft portion 19a, one end of the elastic reset element 24 abuts against the transmission sensing cam sleeve 16, and the other end abuts against the primary forward gear driven gear portion 19 b. Furthermore, the elastic reset element 24 is a disc spring, which is stable and reliable and has a long service life.
Referring to fig. 13-16, a circle of mutually-matched connecting teeth are respectively formed on the corresponding end faces of the power secondary driving gear 20 and the transmission sensing cam sleeve 16 in transmission matching through the end face cam pair, and two side edges of the connecting teeth are inclined at 45 degrees. Through the design of a 45-degree angle, the torque can be transmitted in a ratio of 1:1, background inversion calculation is facilitated, the algorithm is simplified, and the rotating speed of the speed reducing motor and the response time of torque adjustment are shortened. Moreover, in order to reduce abrasion, the sharp corner part of each connecting tooth is subjected to rounding treatment.
Referring to fig. 13, the displacement detecting device 25 includes a magnetic sensor 25b mounted on the transmission sensing cam sleeve 16 through a magnetic seal sleeve 25a, and a displacement sensor provided on the transmission case for detecting a displacement of the magnetic sensor 25 b. Wherein, displacement sensor installs on the box, and is more reliable and more stable. The magnetic induction element 25b is made of a magnetic material, and the magnetic sealing sleeve 25a is made of an aluminum alloy material.
Referring to fig. 1 to 3, the forward gear speed change system includes a high-speed gear transmission mechanism and a low-speed gear transmission mechanism, the transmission axle 1 includes a main shaft 1a, and a first transmission shaft 1c and a second transmission shaft 1d coaxially disposed at two ends of the main shaft 1a, a forward gear transmission sleeve 1b is rotatably sleeved on the main shaft 1a, one end of the main shaft 1a close to the first transmission shaft 1c drives the first transmission shaft 1c to synchronously rotate through an intermediate transmission sleeve 1f, one end of the main shaft 1a close to the second transmission shaft 1d is connected to the second transmission shaft 1d through a differential 1e, and the forward gear transmission sleeve 1b transmits power to the main shaft 1a and the second transmission shaft 1d sequentially through a power transmission assembly and a differential 1 e. Specifically, one end of the forward gear transmission sleeve 1b, which is far away from the intermediate transmission sleeve 1f, transmits power to the differential 1e through the power transmission assembly, the differential 1e drives the main shaft 1a and the second transmission shaft 1d, and the main shaft 1a drives the first transmission shaft 1c to rotate synchronously with the first transmission shaft 1c through the intermediate transmission sleeve 1 f. So that the left and right front wheels of the vehicle can be rotated by the first and second propeller shafts 1c and 1 d.
The power transmission assembly includes power transmission cover 1g and combination cover 1i, power transmission cover 1g includes through non-metallic supporting cover 1j rotationally the suit at the transmission cover main part 1g1 on main shaft 1a and all with synchronous pivoted differential installation dish 1g2 and spline cover portion 1g3 of transmission cover main part 1g1, transmission cover main part 1g1 is the tubular structure, differential installation dish 1g2 is close to differential 1e one end and radially outwards extends and forms by transmission cover main part 1g1 to pass through a plurality of bolt fixed connection with differential 1e, spline cover portion 1g3 suit is close to the one end that advances fender transmission cover 1b at power transmission cover 1g to with power transmission cover 1g spline cooperation, shift fork cover 1i around shifting respectively with advance fender transmission cover 1b and spline cover portion 1g3 spline cooperation. Wherein, the nonmetal supporting sleeve 1j is made of nylon material.
Referring to fig. 1, the forward gear sleeve 1b has a sleeve support ring 1b2 extending axially outward at the end near one end of the power sleeve 1g, the sleeve support ring 1b2 is inserted into the sleeve body 1g1, and a first needle bearing 1k is arranged between the sleeve support ring and the sleeve body 1g1, so as to ensure the stability and reliability between the adjacent parts.
Referring to fig. 1 and 3, the high-speed gear transmission mechanism includes a multi-plate friction clutch 2 and an elastic element set 3 for applying a pre-tightening force to the multi-plate friction clutch 2, the transmission sensing mechanism transmits power to the multi-plate friction clutch 2 through a power input gear sleeve 8, the multi-plate friction clutch 2 is sleeved on a forward gear transmission sleeve 1b through an inner plate helical roller sleeve 5, and a helical transmission pair is formed between the inner plate helical roller sleeve 5 and the forward gear transmission sleeve 1b, so that the inner plate helical roller sleeve 5 can slide axially along the forward gear transmission sleeve 1 b. Specifically, the power input sleeve 8 meshes with the power secondary drive gear 20.
Referring to fig. 3, 4, 6 and 7, the output spiral raceway sleeve 5a is sleeved on the forward gear transmission sleeve 1b, and forms a spiral transmission pair with the forward gear transmission sleeve 1b, so that the inner spiral raceway sleeve 5 can slide axially along the forward gear transmission sleeve 1b, thereby compressing the elastic element group 3 to release each outer friction plate 2c and each inner friction plate 2 d. Specifically, the helical transmission pair includes inner helical raceways 5a3 circumferentially distributed on the inner wall of the output helical raceway 5a and outer helical raceways circumferentially distributed on the outer wall of the forward drive sleeve 1b, and a plurality of outwardly projecting balls are embedded in each of the outer helical raceways, and each of the balls is capable of rolling in the corresponding inner helical raceway 5a3 and outer helical raceway 1a, respectively. When the inner-piece spiral raceway sleeve 5 rotates relative to the forward gear transmission sleeve 1b, the inner-piece spiral raceway sleeve can axially move relative to the forward gear transmission sleeve 1b, so that the friction clutch 2 can be pressed or released, and the friction clutch 2 is in a combined or separated state.
The friction plate pressing disc 5b extends radially outward from the end of the output spiral raceway cylinder 5a remote from the friction plate support member. A plurality of concentric annular raceways 5b1 are distributed on the surface of one side of the friction plate pressing disc 5b close to the elastic element group 3, an end face bearing 21 is arranged between the elastic element group 3 and the friction plate pressing disc 5b, the end face bearing 21 comprises a bearing supporting disc 21b and a plurality of bearing balls 21a supported between the bearing supporting disc 21b and the friction plate pressing disc 5b, and each bearing ball 21a can roll along the corresponding annular raceway 5b 1. Through the structure, the friction plate pressing plate 5b can be used as a bearing supporting plate on one side, so that the manufacturing cost is saved, and the assembly space is saved.
Referring to fig. 3 to 9, the multiple-plate friction clutch 2 includes a friction plate supporter, and a plurality of outer friction plates 2c and inner friction plates 2d alternately arranged between the friction plate supporter and an inner plate spiral raceway sleeve 5, wherein the friction plate supporter includes a friction plate supporting plate 2a having a disc-shaped structure and an outer plate spline sleeve 2b having a cylindrical structure, the friction plate supporting plate 2a is parallel to the friction plate pressing plate 5b, the outer plate spline sleeve 2b is coaxially fitted around the outside of the output spiral raceway sleeve 5a, and has one end spline-fitted to the outer edge of the friction plate supporting plate 2a and the other end rotatably supported on the outer edge of the friction plate pressing plate 5 b. Each outer friction plate 2c is axially slidable along the inner wall of the outer plate spline housing 2b, and each inner friction plate 2d is axially slidable along the outer wall of the output spiral raceway cylinder 5 a. Compared with the traditional disc type friction clutch, the multi-plate type friction clutch 2 in the present embodiment is used for a long time, the abrasion conditions of each inner friction plate 2d and each outer friction plate 2c are basically consistent, the sliding friction loss is reduced, the abrasion resistance, the stability and the reliability of the multi-plate type friction clutch 2 are improved, and the service life of the multi-plate type friction clutch 2 is prolonged.
The inner edge of each inner friction plate 2d is provided with an inner plate inner spline 2d1, the outer wall of the output spiral raceway barrel 5a is provided with an inner plate outer spline 5a1 matched with each inner plate inner spline 2d1, namely, the output spiral raceway barrel 5a and each inner friction plate 2d realize spline fit with the inner plate outer spline 5a1 through the inner plate inner spline 2d1, so that each inner friction plate 2d can synchronously rotate with the output spiral raceway barrel 5a and can axially move along the output spiral raceway barrel 5a, and separation is realized.
The outer edge of each outer friction plate 2c is provided with an outer plate external spline 2c1, and the inner wall of the outer plate spline housing 2b is provided with an outer plate internal spline 2b1 matched with each outer plate external spline 2c 1. That is, the outer plate spline housing 2b and each outer friction plate 2c realize spline fit with the outer plate inner spline 2b1 through the outer plate outer spline 2c1, so that each outer friction plate 2c can synchronously rotate with the outer plate spline housing 2b, and can axially move along the outer plate spline housing 2b to realize separation.
The inner rim of the friction plate supporting disc 2a has a power input sleeve 2a1 extending away from the friction plate pressing disc 5 b. The power input sleeve 2a1 and the output spiral raceway cylinder 5a are coaxially arranged, namely, the central axes of the power input sleeve 2a1, the output spiral raceway cylinder 5a and the forward gear transmission sleeve 1b are superposed. The friction plate supporting plate 2a is extended radially outward from the end of the power input sleeve 2a1 adjacent to the friction plate pressing plate 5b and faces the friction plate pressing plate 5b so that the outer friction plates 2c and the inner friction plates 2d are alternately arranged on the friction plate supporting plate 2a and the friction plate pressing plate 5 b. The outer edge of the friction plate support plate 2a is provided with a power output spline 2a3 in spline engagement with the outer plate inner spline 2b 1. Each outer friction plate 2c and friction plate supporting disc 2a can share the outer plate inner spline 2b1 on the inner wall of the outer plate spline housing 2b, and the design and processing difficulty and the production cost are reduced. The outer spline housing 2b is spline-fitted to the power input sleeve gear 8 via the outer spline 2b1, so that the power input sleeve gear 8 can transmit power to the outer spline housing 2 b.
One end of the outer plate spline sleeve 2b, which is far away from the friction plate support piece, is supported on the outer edge of the friction plate pressing disc 5b and can freely rotate relative to the friction plate pressing disc 5b so as to keep the structure stable and reliable.
Referring to fig. 3, the elastic element set 3 can apply a pre-tightening force to the inner plate helical raceway sleeve 5 to press each of the outer friction plates 2c and the inner friction plates 2d, so that the multi-plate friction clutch 2 is kept in a coupled state. In this embodiment, the elastic element group 3 preferably adopts a disc spring, which is stable, reliable, low in cost, and capable of continuously applying an axial thrust to the end bearing 21.
Referring to fig. 4, a plurality of inner plate start-up retaining rings 2e are arranged on the inner wall of the output spiral raceway cylinder 5a, and each inner plate start-up retaining ring 2e is respectively positioned on one side of the adjacent inner friction plate 2d close to the friction plate support plate 2 a. By arranging the inner plate starting retainer ring 2e on the output spiral raceway barrel 5a, each inner friction plate 2d can be separated, so that all the inner friction plates 2d can be quickly and uniformly dispersed in a separated state, and the outer friction plates 2c are driven to move simultaneously, so that the inner friction plates 2d and the outer friction plates 2c are completely separated.
Furthermore, a plurality of inner disc springs 2g are sleeved on the outer wall of the output spiral raceway barrel 5a, each inner disc spring 2g is respectively positioned on one side of each inner friction plate 2d close to the friction plate pressing plate 5b, and two ends of each inner disc spring 2g are respectively and elastically supported on the corresponding inner friction plate 2d and the inner disc starting retainer ring 2 e. Through the design, each inner disc spring 2g is matched with each inner disc starting retainer ring 2e, bidirectional acting force is applied to the inner friction plates 2d, the inner friction plates 2d are enabled to be actively separated from the outer friction plates 2c on the two sides, and the inner friction plates 2d are ensured to be completely separated from the outer friction plates 2 c.
Further, the distance between the adjacent inner plate starting check rings 2e is equal, and the distance between the adjacent inner plate starting check rings 2e is greater than the distance between the adjacent inner friction plates 2d, specifically, the distance between the adjacent inner plate starting check rings 2e is only slightly greater than the distance between the adjacent inner friction plates 2d, and when the friction clutch is in a disconnected state, the inner friction plates 2d and the adjacent outer friction plates 2c can be uniformly distributed after being separated through the adjacent inner plate starting check rings 2 e. When the friction plate pressing disc 5b presses each outer friction plate 2c and each inner friction plate 2d, the distance between each inner plate starting check ring 2e and the adjacent inner friction plate 2d is gradually reduced in an arithmetic progression towards the direction close to the friction plate pressing disc 5 b. The outer wall of the output spiral raceway cylinder 5a is provided with an inner plate external spline 5a1, the inner plate external spline 5a1 is provided with a plurality of inner retainer ring mounting ring grooves 5a2 corresponding to the corresponding inner plate starting retainer rings 2e, and each inner plate starting retainer ring 2e is respectively embedded into the corresponding inner retainer ring mounting ring groove 5a 2.
Referring to fig. 4, a plurality of outer plate limit retaining rings 2f are arranged on the inner wall of the outer plate spline housing 2b, and each outer plate limit retaining ring 2f is respectively positioned on one side of each outer friction plate 2c close to the friction plate pressing disc 5 b. The distance between the adjacent outer plate limiting check rings 2f is equal, and the distance between the adjacent outer plate limiting check rings 2f is larger than the distance between the adjacent inner plate starting check rings 2 e. Through the design, the outer friction plate 2c is limited, the situation that the outer friction plate 2c is bonded with the previous-stage inner friction plate 2d is avoided, and the inner friction plate 2d is separated from the outer friction plate 2c more thoroughly. The distance between every two adjacent outer plate limiting retainer rings 2f is equal, so that every inner friction plate 2d and the corresponding outer friction plate 2c can be scattered more orderly and uniformly, and the response time is shortened.
Furthermore, a plurality of outer disc springs 2h are sleeved on the inner wall of the outer disc spline housing 2b, each outer disc spring 2h is respectively positioned on one side of each outer friction plate 2c close to the friction plate supporting disc 2a, and two ends of each outer disc spring 2h are respectively and elastically supported on the corresponding outer disc limiting retainer ring 2f and the outer friction plate 2 c. Through the design, each outer disc spring 2h is matched with each outer disc limiting retainer ring 2f, bidirectional acting force is applied to the outer friction plate 2c, the outer friction plate 2c is enabled to be actively separated from the inner friction plates 2d on the two sides, and the inner friction plates 2d are guaranteed to be thoroughly separated from the outer friction plates 2 c.
Be provided with outer piece internal spline 2b1 on outer plate spline housing 2 b's the inner wall, each all be provided with in outer friction disc 2 c's the outer fringe with outer piece internal spline 2b1 spline fit's outer piece external spline 2c1, be provided with power output spline 2a3 in friction disc supporting disk 2 a's the outer fringe, outer piece spline housing 2b is close to friction disc supporting disk 2 a's one end and passes through outer piece internal spline 2b1 and power output spline 2a3 spline fit be provided with a plurality of outer fender circle mounting ring grooves that suit with corresponding outer piece limit retainer ring 2f on the outer piece internal spline 2b1, each outer piece limit retainer ring 2f imbeds respectively in the corresponding outer fender circle mounting ring groove.
The low-speed gear transmission mechanism comprises a multi-row overrunning clutch 6 and a countershaft transmission assembly for speed reduction transmission between a multi-plate friction clutch 2 and the multi-row overrunning clutch 6, the multi-row overrunning clutch 6 is sleeved on an advancing gear transmission sleeve 1b through an inner core wheel cam sleeve 7, and the corresponding end surfaces of the inner core wheel cam sleeve 7 and an inner plate spiral roller sleeve 5 are in end surface cam pair transmission fit so as to transmit power to the advancing gear transmission sleeve 1 b.
The multi-row overrunning clutch 6 comprises an outer ring 6a and at least two inner core wheels 6c arranged between an inner core wheel cam sleeve 7 and the outer ring 6a side by side, and rolling bodies are respectively arranged between the outer ring 6a and each inner core wheel 6 c. Note that the outer teeth 6c1 on the outer periphery of each inner core 6c are aligned one by one, and the rolling elements around the adjacent inner core 6c are aligned one by one, thereby ensuring the synchronism of each inner core 6 c.
The inner core wheel cam sleeve 7 comprises a power output sub sleeve 7a and a clutch installation sub sleeve 7b which are coaxially arranged, the power output sub sleeve 7a is rotatably sleeved on the forward gear transmission sleeve 1b, one end face of the power output sub sleeve 7a, far away from the clutch installation sub sleeve 7b, is matched with the corresponding end face of the inner sheet spiral roller way sleeve 5 through end face cam pair transmission, the multi-row overrunning clutch 6 is sleeved on the clutch installation sub sleeve 7b, one end of the clutch installation sub sleeve 7b is fixedly connected with the power output sub sleeve 7a, and the other end of the clutch installation sub sleeve 7b is rotatably sleeved on the forward gear transmission sleeve 1b through the inner core wheel installation sleeve 30.
A third needle bearing 31 is arranged between the inner core wheel mounting sleeve 30 and the middle transmission sleeve 1f, a first end surface bearing 1l is arranged between the forward gear transmission sleeve 1b and the inner core wheel mounting sleeve 30, a fourth needle bearing 33 is arranged between the power output sub-sleeve 7a and the forward gear transmission sleeve 1b, a second end surface bearing 34 is arranged at one end of the power output sub-sleeve 7a close to the clutch mounting sub-sleeve 7b, an end surface bearing mounting assembly 35 for positioning the second end surface bearing 34 is arranged on the forward gear transmission sleeve 1b, and the second end surface bearing 34 and the end surface bearing mounting assembly 35 are positioned in a gap between the clutch mounting sub-sleeve 7b and the forward gear transmission sleeve 1 b.
The inner core wheel cam sleeve 7 is made of a high-strength anti-torsion material, the inner core wheel 6c is made of a pressure-resistant wear-resistant material, specifically, the inner core wheel cam sleeve 7 is made of alloy steel, and the inner core wheel 6c is made of bearing steel or alloy steel or hard alloy. In this embodiment, the material of the inner core wheel cam sleeve 7 is preferably 20CrMnTi, and has strong torsion resistance, low cost and high cost performance, and the material of the inner core wheel 6c is preferably GCr15, and has good wear-resistant and pressure-resistant performance, low cost and high cost performance. The torsion resistance and the pressure resistance of the inner core wheel cam sleeve 7 are high, the reliability and the stability of transmission can be ensured, and the abrasion resistance and the pressure resistance of the inner core wheel 6c are high, so that the inner core wheel cam sleeve 7 and the inner core wheel 6c are made of two different materials, the production cost is effectively saved, and the service life of the heavy-load overrunning clutch is greatly prolonged.
Referring to fig. 5 and 6, the rolling elements distributed along the outer periphery of each inner core wheel 6c are composed of thick rolling elements 6d and thin rolling elements 6e which are alternately arranged, two opposite second retainers 6f are arranged on the outer peripheral surface of each inner core wheel 6c, a ring of annular grooves 6f1 are formed in the inner wall of each second retainer 6f, and two ends of each thin rolling element 6e are slidably inserted into the corresponding annular grooves 6f 1. By adopting the structure, each thin rolling body 6e can follow up, the overall stability and reliability are improved, and the service life is prolonged.
The outer ring 6a has input driven teeth 6a1 on its outer wall, which are circumferentially disposed. The outer wall of the inner core cam sleeve 7 is spline-fitted to the inner wall of each inner core wheel 6 c. With the above configuration, power transmission can be reliably performed.
The number of teeth of the inner spline of the inner core wheel 6c is twice that of the outer teeth 6c 1. The installation and debugging are convenient, so that the problem that the inner rings are not synchronous is solved.
The external teeth 6c1 include top arc section 6c12 and short side section 6c11 and long side section 6c13 that are located top arc section 6c12 both sides respectively, short side section 6c11 is the arc structure of inside sunken, long side section 6c13 is the arc structure of outside protrusion, the camber of short side section 6c11 is less than the camber of long side section 6c 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Referring to fig. 1 and 2, the counter shaft transmission assembly includes a counter shaft 12 disposed in parallel with a forward gear transmission sleeve 1b, a primary reduction driven gear 13 capable of driving the counter shaft 12 to rotate and a secondary driving gear 14 driven by the counter shaft 12 are sleeved on the counter shaft 12, a primary reduction driving gear 16 driven by the multi-plate friction clutch 2 is sleeved on the multi-plate friction clutch 2, the primary reduction driving gear 16 is engaged with the primary reduction driven gear 13, an input driven gear 6a1 disposed along a circumferential direction is disposed on an outer wall of the outer ring 6a, the input driven gear 6a1 is engaged with the secondary driving gear 14, the primary reduction driven gear 13 has forward gear coupling teeth 13a, the counter shaft 12 is sleeved with a forward gear coupling sleeve 4 capable of sliding along an axial direction thereof, and the forward gear coupling sleeve 4 is capable of being engaged with the forward gear coupling teeth 13 a.
In this embodiment, the elastic element group 3 applies pressure through the end face bearings 21 to press the outer friction plates 2c and the inner friction plates 2d of the multi-plate friction clutch 2, and at this time, the multi-plate friction clutch 2 is in a combined state under the pressure of the elastic element group 3, and the power is in a high-speed power transmission path:
the motor → the power input gear 23 → the power input shaft 22 → the power primary driven gear shaft 19 → the transmission sensing cam sleeve 16 → the power secondary driving gear 20 → the power input gear sleeve 8 → the multi-plate friction clutch 2 → the inner plate helical raceway sleeve 5 → the forward range transmission sleeve 1b → the differential 1e → the main shaft 1a, the first transmission shaft 1c and the second transmission shaft 1d, and the power is output from the first transmission shaft 1c and the second transmission shaft 1 d.
At this time, the multi-row overrunning clutch 6 overruns, and the elastic element group 3 is not compressed. Currently, the resistance transmission route: the forward gear transmission sleeve 1b → the inner core wheel cam sleeve 7 → the inner sheet spiral raceway sleeve 5 → the end face bearing 21 → the elastic element group 3; when the resistance moment transmitted to the multi-plate friction clutch 2 by the forward gear transmission sleeve 1b is greater than or equal to the preset load limit of the multi-plate friction clutch 2, the inner core wheel cam sleeve 7 and the screw transmission pair jointly push the inner plate screw roller sleeve 5, the elastic element group 3 is compressed, gaps appear between each outer friction plate 2c and each inner friction plate 2d of the multi-plate friction clutch 2, namely, the separation is realized, and the power is changed into a power transmission route through the following route, namely, a low-speed gear power transmission route:
motor → power input gear 23 → power input shaft 22 → power primary driven gear shaft 19 → transmission sensing cam sleeve 16 → power secondary driving gear 20 → power input gear sleeve 8 → multiple disc friction clutch 2 → primary speed reduction driving gear 16 → primary speed reduction driven gear 13 → secondary shaft 12 → secondary driving gear 14 → multiple row overrunning clutch 6 → inner core cam sleeve 7 → inner disc spiral raceway sleeve 5 → forward gear transmission sleeve 1b → differential 1e → main shaft 1a, first transmission shaft 1c and second transmission shaft 1d, and power is output by the first transmission shaft 1c and second transmission shaft 1 d.
At this time, the multi-row overrunning clutch 6 is not overrunning, and the elastic element group 3 is compressed. As can be seen from the above transmission path, the present invention forms an automatic transmission mechanism that maintains a certain pressure during operation.
In the embodiment, taking an electric automobile as an example, when the whole automobile is started, the resistance is greater than the driving force, the resistance forces the forward gear transmission sleeve 1b to rotate a certain angle relative to the inner plate spiral roller sleeve 5, under the action of a spiral transmission pair, the inner plate spiral roller sleeve 5 compresses the elastic element group 3 through the end face bearing 21, the outer friction plate 2c is separated from the inner friction plate 2d, namely the multi-plate friction clutch 2 is in a disconnected state, and meanwhile, the power transmission mechanism transmits power to the forward gear transmission sleeve 1b through the auxiliary shaft transmission assembly, the multi-row overrunning clutch 6, the inner core wheel cam sleeve 7 and the inner plate spiral roller sleeve 5 in sequence and rotates at a low gear speed; therefore, the low-speed starting is automatically realized, and the starting time is shortened. Meanwhile, the elastic element group 3 absorbs the energy of the movement resistance moment and stores potential energy for restoring the high-speed gear to transmit power.
After the start is successful, the running resistance is reduced, when the component force is reduced to be smaller than the pressure generated by the elastic element group 3, under the pushing of the elastic element group 3 which is compressed by the motion resistance and the pressure of the elastic element group 3 is rapidly released, each outer friction plate 2c and each inner friction plate 2d of the multi-plate friction clutch 2 are restored to the close fit state, the multi-row overrunning clutch 6 is in the overrunning state, and the power transmission mechanism transmits the power to the forward gear transmission sleeve 1b through the first overrunning clutch 4, the multi-plate friction clutch 2 and the inner plate spiral roller sleeve 5 in sequence to rotate at the high gear speed.
In the driving process, the automatic gear shifting principle is the same as the principle of automatic gear shifting along with the change of the motion resistance, gear shifting is realized under the condition of not cutting off power, the whole vehicle runs stably, safety and low consumption are realized, a transmission route is simplified, and the transmission efficiency is improved.
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 (9)

1. The utility model provides an intelligent self-adaptation automatic speed change system of super large load which characterized in that: the transmission comprises a forward gear power input assembly, a forward gear speed change system, a transmission bridge (1) for outputting power and a transmission sensing mechanism for transmitting power between the forward gear power input assembly and the forward gear speed change system;
the forward gear speed change system comprises a high-speed gear transmission mechanism and a low-speed gear transmission mechanism, the transmission bridge (1) comprises a main shaft (1a), a forward gear transmission sleeve (1b) which is rotatably sleeved on the main shaft (1a), and a first transmission shaft (1c) and a second transmission shaft (1d) which are coaxially arranged at two ends of the main shaft (1a) respectively, one end of the forward gear transmission sleeve (1b) transmits power to the main shaft (1a) and the second transmission shaft (1d) through a differential (1e), and one end, close to the first transmission shaft (1c), of the main shaft (1a) drives the first transmission shaft (1c) to synchronously rotate through an intermediate transmission sleeve (1 f);
the high-speed gear transmission mechanism comprises a multi-plate friction clutch (2) and an elastic element group (3) for applying pretightening force to the multi-plate friction clutch (2), the transmission sensing mechanism transmits power to the multi-plate friction clutch (2) through a power input gear sleeve (8), the multi-plate friction clutch (2) is sleeved on a forward gear transmission sleeve (1b) through an inner plate spiral roller sleeve (5), and a spiral transmission pair is formed between the inner plate spiral roller sleeve (5) and the forward gear transmission sleeve (1b) so that the inner plate spiral roller sleeve (5) can axially slide along the forward gear transmission sleeve (1 b);
the low-speed gear transmission mechanism comprises a multi-row overrunning clutch (6) and a countershaft transmission assembly for speed reduction transmission between the multi-plate friction clutch (2) and the multi-row overrunning clutch (6), the multi-row overrunning clutch (6) is sleeved on the forward gear transmission sleeve (1b) through an inner core wheel cam sleeve (7), and the corresponding end surfaces of the inner core wheel cam sleeve (7) and the inner plate spiral roller way sleeve (5) are in transmission fit through an end surface cam pair so as to transmit power to the forward gear transmission sleeve (1 b);
the transmission sensing mechanism comprises a power primary driven gear shaft (19) driven by a forward gear power input assembly, a power secondary driving gear (20) meshed with a power input gear sleeve (8), a transmission sensing cam sleeve (16) sleeved on the power primary driven gear shaft (19) in an axially sliding manner and a displacement detection device (25) used for detecting the displacement of the transmission sensing cam sleeve (16), wherein the transmission sensing cam sleeve (16) can synchronously rotate under the driving of the power primary driven gear shaft (19), the power secondary driving gear (20) is rotatably sleeved on the power primary driven gear shaft (19) and is in transmission fit with the corresponding end surface of the transmission sensing cam sleeve (16) through an end surface cam pair, the transmission sensing cam sleeve (16) can be driven to be far away from the power secondary driving gear (20), and an elastic reset element (24) is arranged between the transmission sensing cam sleeve (16) and the power primary driven gear shaft (19) ) The drive sensing cam sleeve (16) can be driven to be close to the power secondary driving gear (20).
2. The intelligent self-adaptive automatic transmission system with ultra-large load according to claim 1, characterized in that: the power first-stage driven gear shaft (19) comprises an integrally formed transmission sensing installation shaft part (19a) and an advancing first-stage driven gear part (19b), the power second-stage driving gear (20) is rotatably sleeved on the transmission sensing installation shaft part (19a), the transmission sensing cam sleeve (16) can be axially slidably sleeved on the transmission sensing installation shaft part (19a), one end of the elastic reset element (24) is abutted against the transmission sensing cam sleeve (16), and the other end of the elastic reset element is abutted against the advancing first-stage driven gear part (19 b).
3. The intelligent self-adaptive automatic transmission system with ultra-large load according to claim 1, characterized in that: and a circle of connecting teeth which are matched with each other are processed on the corresponding end faces of the power secondary driving gear (20) and the transmission sensing cam sleeve (16) in a transmission fit through the end face cam pair, and two side edges of the connecting teeth are inclined by 45 degrees.
4. The intelligent self-adaptive automatic transmission system with ultra-large load according to claim 1, characterized in that: the power transmission assembly comprises a power transmission sleeve (1g) and a front and rear gear shifting fork sleeve (1i), the power transmission sleeve (1g) comprises a transmission sleeve main body part (1g1) rotatably sleeved on a main shaft (1a) through a non-metal supporting sleeve (1j), and a differential installation disc (1g2) and a spline sleeve part (1g3) which are synchronously rotated with the transmission sleeve main body part (1g1), the transmission sleeve main body part (1g1) is of a cylindrical structure, the differential installation disc (1g2) is formed by one end, close to a differential (1e), of the transmission sleeve main body part (1g1) in a radially outward extending mode and is fixedly connected with the differential (1e) through a plurality of bolts, the spline sleeve part (1g3) is sleeved at one end, close to a forward gear transmission sleeve (1b), of the power transmission sleeve (1g) and is in spline fit with the power transmission sleeve (1g), the front and rear shifting fork sleeve (1i) is in spline fit with the forward gear transmission sleeve (1b) and the spline sleeve part (1g3) respectively.
5. The intelligent self-adaptive automatic transmission system with ultra-large load according to claim 1, characterized in that: the inner core wheel cam sleeve (7) comprises a power output sub sleeve (7a) and a clutch installation sub sleeve (7b) which are coaxially arranged, the power output sub sleeve (7a) is rotatably sleeved on the forward gear transmission sleeve (1b), one end face of the power output sub sleeve (7a), far away from the clutch installation sub sleeve (7b), is matched with the corresponding end face of the inner sheet spiral raceway sleeve (5) in a transmission mode through an end face cam pair, the overrunning clutch (6) is sleeved on the clutch installation sub sleeve (7b), one end of the clutch installation sub sleeve (7b) is fixedly connected with the power output sub sleeve (7a), and the other end of the clutch installation sub sleeve (7b) is rotatably sleeved on the forward gear transmission sleeve (1b) through the inner core wheel installation sleeve (30).
6. The intelligent self-adaptive automatic transmission system with ultra-large load according to claim 1, characterized in that: the multi-plate friction clutch (2) comprises a friction plate supporting piece arranged on the inner plate spiral roller way sleeve (5) and a plurality of outer friction plates (2c) and inner friction plates (2d) which are alternately arranged between the friction plate supporting piece and the inner plate spiral roller way sleeve (5), each outer friction plate (2c) can axially slide along the friction plate supporting piece, and each inner friction plate (2d) can axially slide along the inner plate spiral roller way sleeve (5);
the power input gear sleeve (8) transmits power to the friction plate supporting piece, the elastic element group (3) can apply pretightening force to the inner spiral roller way sleeve (5) to compress the outer friction plates (2c) and the inner friction plates (2d), a spiral transmission pair is formed between the inner spiral roller way sleeve (5) and the forward gear transmission sleeve (1b), so that the inner spiral roller way sleeve (5) can axially slide along the forward gear transmission sleeve (1b), and the elastic element group (3) is compressed to release the outer friction plates (2c) and the inner friction plates (2 d).
7. The intelligent self-adaptive automatic transmission system with ultra-large load according to claim 6, characterized in that: the inner-plate spiral raceway sleeve (5) comprises a friction plate pressing disc (5b) in a disc-shaped structure and an output spiral raceway barrel (5a) in a cylindrical structure, the output spiral raceway barrel (5a) is sleeved on the forward gear transmission sleeve (1b) and forms a spiral transmission pair with the forward gear transmission sleeve (1b), the inner core wheel cam sleeve (7) is matched with a cam profile at one end, close to the output spiral raceway barrel (5a), of the output spiral raceway barrel to form an end face cam pair transmission pair, and the friction plate pressing disc (5b) is fixedly sleeved at one end of the output spiral raceway barrel (5 a);
the friction plate support piece comprises a friction plate supporting disc (2a) of a disc-shaped structure and an outer plate spline sleeve (2b) of a cylindrical structure, the power transmission mechanism can transmit power to the friction plate supporting disc (2a), the friction plate supporting disc (2a) is parallel to a friction plate pressing disc (5b), the outer plate spline sleeve (2b) is coaxially sleeved outside an output spiral raceway cylinder (5a), one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting disc (2a), the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing disc (5b), the outer edge of each outer friction plate (2c) is in spline fit with the inner wall of the outer plate spline sleeve (2b), and the inner edge of each inner friction plate (2d) is in spline fit with the outer wall of the output spiral raceway cylinder (5 a).
8. The intelligent self-adaptive automatic transmission system with ultra-large load according to claim 1, characterized in that: the multi-row type overrunning clutch (6) comprises an outer ring (6a) and at least two inner core wheels (6c) which are sleeved on the same inner core wheel cam sleeve (7) side by side, the power transmission mechanism can transmit power to the outer ring (6a) through a countershaft transmission assembly, external teeth (6c1) arranged on the periphery of each inner core wheel (6c) are right opposite one by one, rolling bodies are respectively arranged between the outer ring (6a) and each inner core wheel (6c), and the rolling bodies on the periphery of the adjacent inner core wheels (6c) are right opposite one by one.
9. The intelligent self-adaptive automatic transmission system with ultra-large load according to claim 8, characterized in that: the auxiliary shaft transmission assembly comprises an auxiliary shaft (12) which is arranged in parallel with a forward gear transmission sleeve (1b), a primary speed reduction driven gear (13) which can drive the auxiliary shaft (12) to rotate and a secondary driving gear (14) which is driven by the auxiliary shaft (12) are sleeved on the auxiliary shaft (12), a primary speed reduction driving gear (16) which is driven by the multi-plate friction clutch (2) is sleeved on the multi-plate friction clutch, the primary speed reduction driving gear (16) is meshed with the primary speed reduction driven gear (13), an input driven tooth (6a1) which is arranged along the circumferential direction is arranged on the outer wall of the outer ring (6a), the input driven tooth (6a1) is meshed with the secondary driving gear (14), a forward gear combination tooth (13a) is arranged on the primary speed reduction driven gear (13), a forward gear combination sleeve (4) which can slide along the axial direction of the auxiliary shaft (12) is sleeved on the auxiliary shaft, the forward gear coupling sleeve (4) can be meshed with the forward gear coupling teeth (13 a).
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