CN110985643B - Central drive type intelligent transmission system for vehicle - Google Patents
Central drive type intelligent transmission system for vehicle Download PDFInfo
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- CN110985643B CN110985643B CN201911420951.3A CN201911420951A CN110985643B CN 110985643 B CN110985643 B CN 110985643B CN 201911420951 A CN201911420951 A CN 201911420951A CN 110985643 B CN110985643 B CN 110985643B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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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
- F16H63/32—Gear shift yokes, e.g. shift forks
Abstract
The invention discloses a central driving type intelligent transmission system for vehicles, wherein a differential mechanism is arranged in an axle housing, half shafts are arranged at two ends of the differential mechanism, wheel hubs are arranged at the end parts of the half shafts, a first layer of transmission sleeve is rotatably sleeved on a transmission shaft, a high-speed transmission sleeve, an output part and a low-speed transmission sleeve are rotatably sleeved on the first layer of transmission sleeve, two ends of the output part are respectively and fixedly connected with the high-speed transmission sleeve and the low-speed transmission sleeve, the output part is dynamically connected to the differential mechanism through a first speed reducing mechanism, a second speed reducing shaft is arranged between the position of the right end of the first layer of transmission sleeve and the low-speed transmission sleeve, a reversing gear is movably sleeved at the middle position of the second speed reducing shaft and is provided with a reversing gear capable of sliding left and right, an overrunning clutch is arranged on the low-speed transmission sleeve, the high-speed transmission sleeve is connected with a speed increasing transmission sleeve through a self-locking prevention sleeve, the self-locking sleeve is in sliding fit with the speed increasing transmission sleeve, and a cam clutch mechanism is arranged at the position of the left end of the transmission shaft.
Description
Technical Field
The invention belongs to the technical field of vehicle driving, and particularly relates to a central driving type intelligent transmission system for a vehicle.
Background
In recent years, new energy vehicles have been receiving increased attention. As one of differences from the conventional internal combustion engine vehicle, the driving technology of a new energy vehicle such as an electric tricycle, a low-speed electric vehicle, etc. may employ an integrated electric driving technology. The biggest characteristic of the technology is that a power device, a transmission device and a speed change device are assembled in a vehicle in an integrated mode, so that the mechanical structure of a vehicle power system is simplified.
The transmission device mostly adopts a gear transmission mode, and variable transmission is realized by changing the transmission 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 mainly uses a cam pair to perform adaptive gear shifting, and drives a cam in a load reverse direction to cause the cam to generate axial displacement, thereby achieving the purpose of gear shifting.
The automatic transmission using the cam pair to shift gears is still realized by the traditional speed reducing mechanism, namely, the transmission ratio among all 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 defect exists that the structure of the whole speed changing system is too large, the transmission system is arranged on a vehicle body framework in an offset manner, and the integral stress balance of a vehicle is influenced.
Meanwhile, the automatic transmission may include two forward high-low speed gears and a reverse gear, wherein the two high-low speed gears are 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 invention provides a central driving type intelligent transmission system for a vehicle, which can prevent reverse self-locking, perform power output in the middle of the transmission system, have good structural balance, and can ensure that the center of mass of the transmission system is positioned on the symmetric center of the vehicle as far as possible.
In order to achieve the purpose, the technical scheme of the invention is as follows:
the utility model provides a central drive formula intelligence transmission system for vehicle, includes the axle housing, installs differential mechanism at axle housing middle part, install at the axle housing both ends and through the wheel hub that half-shaft and differential mechanism power are connected and set up at the axle housing for the drive module of vehicle advancing direction front end, this drive module is connected to through first reduction gears power differential mechanism to drive wheel hub rotates, its key lies in:
the driving module comprises a transmission shaft driven by a motor, a first-layer transmission sleeve is rotatably sleeved on the transmission shaft, a high-speed transmission sleeve, an output part and a low-speed transmission sleeve are rotatably sleeved on the first-layer transmission sleeve, two ends of the output part are respectively fixedly connected with the high-speed transmission sleeve and the low-speed transmission sleeve, and the output part is in power connection with a first speed reducing mechanism;
a second speed reducing shaft is arranged between the right end of the first 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 respectively, a reversing gear is movably sleeved at the middle position of the second speed reducing shaft and is provided with a reversing gear capable of sliding left and right, a first gear meshed with the second gear is arranged at the right end of the first layer of transmission sleeve, an overrunning clutch and a fourth gear are arranged on the low-speed transmission sleeve, wherein outer rings of the overrunning clutch are provided with outer teeth and are meshed with the third gear, and the fourth gear is meshed with the reversing gear;
the high-speed transmission sleeve is connected with an acceleration transmission sleeve at the left end position through an anti-self-locking sleeve, the anti-self-locking sleeve is in sliding fit with the acceleration transmission sleeve, and a cam clutch mechanism is installed at the left end position of the transmission shaft and is used for transmitting power of the transmission shaft to the acceleration transmission sleeve or the first layer transmission sleeve.
By adopting the structure, the anti-self-locking sleeve is in power connection with the high-speed transmission sleeve under the forward gear mode of the vehicle, namely, the speed-up transmission sleeve can transmit power to the high-speed transmission sleeve. When the low-speed transmission is carried out, the cam clutch mechanism is in a separation 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 through the cam clutch mechanism, and the first layer of transmission sleeve drives the low-speed transmission sleeve to rotate through the first gear, the second gear, the third gear and the overrunning clutch in sequence, so that the low-speed rotation of the output part is formed; during high-speed transmission, 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, and the transmission shaft directly drives the additional transmission 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 needs to be carried out, 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 whole driving system can be subjected to self-locking in follow-up mode, the normal operation cannot be carried out, the self-locking prevention sleeve is arranged on the high-speed transmission path, the self-locking prevention sleeve is moved leftwards when the output part rotates reversely, the power between the speed-increasing transmission sleeve and the high-speed transmission sleeve is interrupted, namely, the power transmission of the high-speed transmission path is cut off, so that the driving system cannot enter a self-locking state, and the reliability of system transmission is guaranteed theoretically.
The transmission shaft, first layer transmission cover, high-speed transmission cover, low-speed transmission cover, cam clutching mechanism and motor adopt coaxial multilayer multiple-step type structural arrangement, make speed change system overall structure very compact, mechanical transmission efficiency has been promoted, manufacturing cost has been reduced, make the motor work all the time at high-efficient operating range through self-adaptation speed change mechanism, can improve the heavy burden and the climbing ability of vehicle, and output member is in intermediate position power take off, clutching mechanism sets up the left and right sides at output member with the motor symmetry, make system overall structure atress more balanced, can guarantee as far as that transmission system's barycenter is in on the symmetry center of vehicle, be favorable to the overall arrangement of vehicle.
Preferably, the method comprises the following steps: an assembly space is arranged between the speed-increasing transmission sleeve and the transmission shaft, and the cam clutch mechanism is arranged in the assembly space. By adopting the structure, the assembly is facilitated, and the assembly structure can be more compact.
Preferably, the method comprises the following steps: the right end of the speed-increasing transmission sleeve is rotatably supported in the box body through a first bearing, and the left end of the speed-increasing transmission sleeve is rotatably mounted on the transmission shaft through a second bearing. By adopting the structure, the speed-increasing transmission sleeve can be effectively and rotatably arranged in the box body.
Preferably, the method comprises the following steps: the right end of the speed-increasing transmission sleeve exceeds the first bearing, an outer straight raceway is arranged on the outer wall of the exceeding part, an inner straight raceway matched with the outer straight raceway is arranged on the inner wall of the self-locking prevention sleeve, and first balls are distributed in a channel defined by the inner straight raceway and the outer straight raceway. By adopting the structure, the self-locking prevention sleeve can synchronously rotate along with the speed-increasing transmission sleeve and can slide left and right on the speed-increasing transmission sleeve.
Preferably, the method comprises the following steps: the right end of the self-locking prevention sleeve is provided with a right connecting structure, and the left end of the high-speed transmission sleeve is provided with a left connecting structure matched with the right connecting structure. By adopting the structure, the anti-self-locking sleeve is convenient to separate from and combine with the high-speed transmission sleeve, namely, the power between the speed-increasing transmission sleeve and the high-speed transmission sleeve is cut off and connected.
Preferably, the method comprises the following steps: the cam clutch mechanism comprises an elastic element and a friction transmission part which are sleeved on the transmission shaft, wherein an arc-shaped convex structure is arranged at one end part of the friction transmission part, which is far away from the elastic element, an arc-shaped concave structure matched with the arc-shaped convex structure is arranged at the end part of the first layer of transmission sleeve, and when the transmission shaft rotates, thrust opposite to the elastic direction of the elastic element can be applied to the friction transmission part through the interaction of the arc-shaped convex structure and the arc-shaped concave structure;
an inner spiral groove is formed in the inner side of the friction transmission part, an outer spiral groove matched with the inner spiral groove is formed in the transmission shaft, and a second ball is embedded between the outer spiral groove and the inner spiral groove; the outer side of the friction transmission component is connected with the speed-increasing transmission sleeve in a clutchable manner through the friction plate assembly.
Adopt above-mentioned structure, because between friction drive part and the first layer transmission cover through arc evagination structure and arc indent structure friction fit, when the vehicle just started, the load is great, friction drive part is under the drive of arc indent structure, the elastic resistance who overcomes elastic element on the transmission shaft moves left, then friction drive part is at the position of friction disc subassembly and the separation of acceleration rate transmission cover, thereby guarantee that the power of transmission shaft passes through friction drive part in proper order, first layer transmission cover, first gear, the second gear, the third gear, freewheel clutch transmits for output unit, thereby form low-speed drive. The load is gradually reduced along with the gradual increase of the rotating speed of the system, then the friction transmission part is rightwards reset under the elastic force action of the elastic element and is in friction combination with the speed-increasing transmission sleeve through the friction sheet assembly, at the moment, because the overrunning clutch is arranged on the low-speed route, the third gear is disconnected with the low-speed transmission sleeve, the rotation of the transmission shaft is directly transmitted to the output part through the speed-increasing transmission sleeve at a high speed, and therefore high-speed transmission is formed.
Preferably, the method comprises the following steps: the friction plate assembly comprises first friction plates distributed on the outer side of the friction transmission part in an array mode and second friction plates distributed on the inner side of the speed-increasing transmission sleeve in an array mode, and the first friction plates and the second friction plates are sequentially distributed in an alternating mode. By adopting the structure, when the system is just started, the load is larger, the friction transmission part is pushed by the arc-shaped concave structure to move leftwards on the transmission shaft, so that the first friction plate is separated from the second friction plate, namely the cam clutch mechanism is separated.
Preferably, the method comprises the following steps: the end part of the reverse gear is provided with a left meshing gear, the end part of the reverse gear is provided with a right meshing gear matched with the left meshing gear, 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 convenient to reverse, 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 which is rotatably installed on the axle housing, a sixth gear and a seventh gear are fixedly sleeved at two ends of the first speed reducing shaft, wherein the sixth gear is meshed with the outer circular teeth on the output part, and the seventh gear is meshed with the eighth gear in the differential mechanism. With the above structure, two-stage speed reduction can be provided between the output member and the differential.
Preferably, the method comprises the following steps: the end faces of the high-speed transmission sleeve and the low-speed transmission sleeve fixedly connected with the output component are respectively provided with a rectangular groove distributed along the circumferential direction, and the end faces of two ends of the output component are provided with rectangular lugs adapted to the rectangular grooves. By adopting the structure, the high-speed transmission sleeve and the low-speed transmission sleeve are fixedly connected with the end face of the output component, and the installation is convenient.
Compared with the prior art, the invention has the beneficial effects that:
when the central driving type intelligent transmission system for the vehicle needs to perform reverse gear operation, the reverse gear device is shifted to be in power connection with the 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, the whole driving system is self-locked and cannot work normally, the anti-self-locking sleeve is arranged on the high-speed transmission path, and when the output part rotates reversely, the power between the speed-increasing transmission 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 cannot enter a self-locking state theoretically, and the transmission reliability of the system is ensured.
The transmission shaft, the first layer of transmission sleeve, the high-speed transmission sleeve, the low-speed transmission sleeve, the cam clutch mechanism and the motor are arranged in a coaxial multi-layer multi-stage structure, so that the whole structure of the speed change system is very compact, the mechanical transmission efficiency is improved, and the manufacturing cost is reduced. The motor works in a high-efficiency working area all the time through the self-adaptive speed change mechanism, the loading capacity and the climbing capacity of the vehicle can be improved, the output part outputs power at the middle position, the clutch mechanism and the motor are symmetrically arranged on the left side and the right side of the output part, the stress of the whole structure of the system is more balanced, the mass center of the transmission system can be ensured to be positioned in the symmetrical center of the vehicle as far as possible, and the whole layout of the vehicle is facilitated.
Drawings
FIG. 1 is a schematic view of the structure of the present invention;
FIG. 2 is a schematic view of the transmission in the driveline before the differential (i.e., a schematic view of the drive module);
FIG. 3 is an enlarged schematic view of the left half of FIG. 2;
FIG. 4 is an enlarged schematic view of the right half of FIG. 2;
FIG. 5 is a schematic illustration of the connection of the output member end to the underdrive sleeve end.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
The embodiment is described by taking an example that the intelligent transmission system is applied to a rear axle of an electro-tricycle, and a person skilled in the art can understand that the scheme can be applied to a low-speed electric vehicle or other similar electrically driven vehicles without technical obstacles.
As shown in fig. 1 to 4, a central driving type intelligent transmission system for a vehicle, a differential 2 is arranged in an axle housing 1 of a rear axle of a tricycle, half axles 3 are arranged at two ends of the differential 2, wheel hubs 3a are arranged at the end portions of the half axles 3, a transmission shaft 11 in a driving module B is driven by a motor 10, the motor 10 is arranged at the right end of the transmission shaft 11, the transmission shaft 11 is rotatably sleeved with a first layer of transmission sleeve 4, the first layer of transmission sleeve 4 is sequentially rotatably sleeved with a high-speed transmission sleeve 5, an output part 6 and a low-speed transmission sleeve 7 from left to right, two ends of the output part 6 are respectively fixedly connected with the high-speed transmission sleeve 5 and the low-speed transmission sleeve 7, a first speed reducing mechanism 8 is arranged between the output part 6 and the differential 2, the first speed reducing mechanism 8 comprises a first speed reducing shaft 8a rotatably arranged in the axle housing 1, two ends of the first speed reducing shaft 8a are fixedly sleeved with a sixth gear 8B and a seventh gear 8c, wherein the sixth gear 8B is meshed with an excircle of the output part 6, and the seventh gear 8c is meshed with an eighth gear 8e in the differential 2.
As shown in fig. 4, a second speed reducing shaft 7a is arranged between the right end of the first layer transmission sleeve 4 and the low speed transmission sleeve 7, a second gear 7c and a third gear 7b are fixedly sleeved at two ends of the second speed reducing shaft 7a respectively, a reversing gear 7d is movably sleeved at the middle position of the second speed reducing shaft 7a, and a reversing gear 7e capable of sliding left and right is configured, a first gear 7f meshed with the second gear 7c is arranged at the right end of the first layer transmission sleeve 4, an overrunning clutch 7h and a fourth gear 7i are arranged on the low speed transmission sleeve 7, wherein an outer ring of the overrunning clutch 7h is provided with external teeth and meshed with the third gear 7b, the fourth gear 7i is meshed with the reversing gear 7d, an inner ring of the overrunning clutch 7h is integrally formed with the low speed transmission sleeve 7, a left meshing gear 7e1 is arranged at the left end of the reversing gear 7e, a right forward gear 7d1 adapted to the left meshing gear 7e1 is arranged at the right end of the reversing gear 7d, the reversing gear 7e is movably mounted on the second layer transmission sleeve 7a through a sliding spline 7e2, the second layer transmission sleeve 7a lower gear 7a, the reversing gear 7e is meshed with the left gear 7e1, and the reversing gear 7e is meshed with the left gear 7e1, and the left gear 7e 1.
As shown in fig. 3, the left end of the high-speed transmission sleeve 5 is connected with a speed-increasing transmission sleeve 5b through an anti-self-locking sleeve 5a, the left end of the speed-increasing transmission sleeve 5b is rotatably mounted on the transmission shaft 11 through a second bearing a2, the right end of the speed-increasing transmission sleeve 5b is rotatably supported in the box body a through a first bearing a1, the right end of the speed-increasing transmission sleeve 5b exceeds the first bearing a1, an outer straight raceway 5c is arranged on the outer wall of the exceeding part, an inner straight raceway 5d matched with the outer straight raceway 5c is arranged on the inner wall of the anti-self-locking sleeve 5a, and first balls 5e are distributed in a channel surrounded by the inner straight raceway 5d and the outer straight raceway 5c, so that the anti-self-locking sleeve 5a can synchronously rotate along with the speed-increasing transmission sleeve 5b and can slide left and right on the speed-increasing transmission sleeve 5 b. The right end of the self-locking prevention sleeve 5a is provided with a right connecting structure 5a1, the left end of the high-speed transmission sleeve 5 is provided with a left connecting structure 5a2 matched with the right connecting structure 5a1, the self-locking prevention sleeve 5a slides rightwards under the forward gear mode of the tricycle, the left connecting structure 5a2 is fixedly connected with the right connecting structure 5a1, the self-locking prevention sleeve 5a slides leftwards under the reverse gear mode of the tricycle, and the left connecting structure 5a2 is separated from the right connecting structure 5a 1.
An assembly space k is arranged between the speed-increasing transmission sleeve 5b and the transmission shaft 11, a cam clutch mechanism 9 is arranged inside the assembly space k corresponding to the left end of the transmission shaft 11, the cam clutch mechanism 9 structurally comprises an elastic element 9g and a friction transmission part 9a which are sleeved on the transmission shaft 11, an arc-shaped convex structure 9h is arranged at one end of the friction transmission part 9a far away from the elastic element 9g, an arc-shaped concave structure 9i matched with the arc-shaped convex structure 9h is arranged at the end of the first-layer transmission sleeve 4, and when the transmission shaft 11 rotates, thrust opposite to the elastic direction of the elastic element 9g can be applied to the friction transmission part 9a through 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 transmission shaft 11, 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 the speed-increasing transmission sleeve 5b in a clutchable manner through a friction plate assembly 9e, the friction plate assembly 9e comprises a first friction plate 9e1 distributed on the outer side of the friction transmission part 9a in an array manner, and a second friction plate 9e2 distributed on the inner side of the speed-increasing transmission sleeve 5b in an array manner, and the first friction plate 9e1 and the second friction plate 9e2 are sequentially and alternately distributed.
When the tricycle is started at a low speed, the driving load is large, and the friction transmission part 9a and the first-layer transmission sleeve 4 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 transmission shaft 11 under the pushing of the arc-shaped concave structure 9i, and the first friction plate 9e1 and the second friction plate 9e2 of the friction plate assembly 9e are separated, namely the friction transmission part 9a is separated from the speed-increasing transmission sleeve 5b, so that the power is ensured to be transmitted to the output part 6 sequentially through the friction transmission part 9a, the first-layer transmission sleeve 4, the first gear 7f, the second gear 7c, the third gear 7b and the overrunning clutch 7h, and low-speed transmission is formed.
Therefore, the low-speed transmission route of the tricycle forward gear is as follows: the motor 10 → the transmission shaft 11 → the friction transmission member 9a → the first-stage power sleeve 4 → the first gear 7f → the second gear 7c → the second reduction shaft 7a → the third gear 7b → the overrunning clutch 7h → the low-speed power sleeve 7 → the output member 6 → the sixth gear 8b → the first reduction shaft 8a → the seventh gear 8c → the eighth gear 8e → the differential 2 → the half shaft 3 → the hub 3a.
After the tricycle is gradually started, the driving load is gradually reduced, then the friction transmission part 9a is reset rightwards under the pushing action of the elastic element 9g, the first friction plate 9e1 and the second friction plate 9e2 of the friction plate assembly 9e are recombined, namely the friction transmission part 9a is combined with the speed-increasing transmission sleeve 5b, at the moment, because the overrunning clutch 7h is arranged on a low-speed route, power transmission is interrupted between the third gear 7b and the low-speed transmission sleeve 7, and output power is directly transmitted to the output part 6 sequentially through the speed-increasing transmission sleeve 5b, the self-locking prevention sleeve 5a and the high-speed transmission sleeve 5 at a high speed.
Therefore, the high-speed transmission route of the forward gear of the tricycle is as follows: the motor 10 → the transmission shaft 11 → the friction transmission member 9a → the friction plate member 9e → the speed increasing sleeve 5b → the self-lock preventing sleeve 5a → the high-speed sleeve 5 → the output member 6 → the sixth gear 8b → the first speed reducing shaft 8a → the seventh gear 8c → the eighth gear 8e → the differential 2 → the half shaft 3 → the hub 3a.
When the tricycle is in reverse gear, the reverse gear 7e is shifted to enable the left meshing teeth 7e1 to be meshed with the right meshing teeth 7d1, namely the reverse gear 7e is in power connection with the reverse gear 7d, then the motor 10 can drive the output part 6 to rotate reversely by reversing, so that a reverse state is formed, 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 gear, the friction transmission part 9a cannot move axially on the transmission shaft 11, namely the friction transmission part 9a is in power combination with the speed-increasing transmission sleeve 5b, so that the transmission ratio of the low-speed transmission line and the high-speed transmission line simultaneously acts on the output part 6, if the friction transmission part follows the output part, the whole driving system can be self-locked, the normal operation cannot be realized, the self-locking prevention sleeve 5a is arranged on the high-speed transmission line in a sliding mode, and when the output part 6 rotates reversely, the power between the high-speed transmission line and the self-locking transmission line can be stopped theoretically, so that the reliability of the high-speed transmission line can be ensured, and the self-locking transmission system can not enter the self-locking reliability can be ensured.
Therefore, the power transmission path of the tricycle reverse gear transmission route is as follows: the motor 10 → the transmission shaft 11 → the friction transmission member 9a → the first-stage power sleeve 4 → the first gear 7f → the second gear 7c → the second reduction shaft 7a → the reverse gear 7e → the reverse gear 7d → the fourth gear 7i → the low-speed power sleeve 7 → the output member 6 → the sixth gear 8b → the first reduction shaft 8a → the seventh gear 8c → the eighth gear 8e → the differential 2 → the half shaft 3 → the hub 3a.
As shown in fig. 5, in order to fixedly connect the high-speed transmission sleeve 5 and the low-speed transmission sleeve 7 with the end surface of the output member 6 and facilitate installation, the end surfaces of the high-speed transmission sleeve 5 and the low-speed transmission sleeve 7 fixedly connected with the output member 6 are respectively provided with a rectangular groove m distributed along the circumferential direction, and the end surfaces of the two ends of the output member 6 are provided with rectangular projections n adapted to the rectangular grooves m.
Finally, it should be noted that the above-mentioned description is only a preferred embodiment of the present invention, and that those skilled in the art can make various similar representations without departing from the spirit and scope of the present invention.
Claims (10)
1. The utility model provides a central drive formula intelligence transmission system for vehicle, includes axle housing (1), installs differential mechanism (2) at axle housing (1) middle part, install at axle housing (1) both ends and through wheel hub (3 a) that semi-axis (3) and differential mechanism (2) power are connected, and set up at axle housing (1) for drive module (B) of vehicle advancing direction front end, this drive module (B) through first reduction gears (8) power is connected to differential mechanism (2) to drive wheel hub (3 a) and rotate its characterized in that:
the driving module (B) comprises a driving shaft (11) driven by a motor (10), a first layer of driving sleeve (4) is rotatably sleeved on the driving shaft (11), a high-speed driving sleeve (5), an output part (6) and a low-speed driving sleeve (7) are rotatably sleeved on the first layer of driving sleeve (4), two ends of the output part (6) are fixedly connected with the high-speed driving sleeve (5) and the low-speed driving sleeve (7) respectively, and the output part (6) is in power connection with a first speed reducing mechanism (8);
a second speed reducing shaft (7 a) is arranged between the right end of the first layer of transmission sleeve (4) and the low-speed transmission sleeve (7), a second gear (7 c) and a third gear (7 b) are fixedly sleeved at two ends of the second speed reducing shaft (7 a) respectively, a reversing gear (7 d) is movably sleeved at the middle position of the second speed reducing shaft (7 a), and a reversing gear (7 e) capable of sliding left and right is configured, a first gear (7 f) meshed with the second gear (7 c) is arranged at the right end of the first layer of transmission sleeve (4), an overrunning clutch (7 h) and a fourth gear (7 i) are arranged on the low-speed transmission sleeve (7), wherein outer teeth are arranged on the outer ring of the overrunning clutch (7 h) and meshed with the third gear (7 b), and the fourth gear (7 i) is meshed with the reversing gear (7 d);
high-speed drive cover (5) are connected with speed increasing drive cover (5 b) through preventing from lock cover (5 a) in the left end position, should prevent from lock cover (5 a) and speed increasing drive cover (5 b) sliding fit, cam clutching mechanism (9) are installed in transmission shaft (11) left end position for give the power transmission of transmission shaft (11) speed increasing drive cover (5 b) or first layer transmission cover (4).
2. The central drive type intelligent transmission system for a vehicle according to claim 1, characterized in that: an assembly space (k) is arranged between the speed-increasing transmission sleeve (5 b) and the transmission shaft (11), and the cam clutch mechanism (9) is arranged in the assembly space (k).
3. The central drive type intelligent transmission system for a vehicle according to claim 2, characterized in that: the transmission device is characterized by further comprising a box body (A), wherein the right end of the speed-increasing transmission sleeve (5 b) is rotatably supported in the box body (A) through a first bearing (a 1), and the left end of the speed-increasing transmission sleeve is rotatably mounted on the transmission shaft (11) through a second bearing (a 2).
4. A central drive type intelligent transmission system for a vehicle according to claim 3, characterized in that: the right end of the speed-increasing transmission sleeve (5 b) exceeds the first bearing (a 1), an outer straight rolling way (5 c) is arranged on the outer wall of the exceeding part, an inner straight rolling way (5 d) matched with the outer straight rolling way (5 c) is arranged on the inner wall of the self-locking prevention sleeve (5 a), and first balls (5 e) are distributed in a channel surrounded by the inner straight rolling way (5 d) and the outer straight rolling way (5 c).
5. The central drive type intelligent transmission system for a vehicle according to claim 4, wherein: the right end of the self-locking prevention sleeve (5 a) is provided with a right connecting structure (5 a 1), and the left end of the high-speed transmission sleeve (5) is provided with a left connecting structure (5 a 2) matched with the right connecting structure (5 a 1).
6. The central drive type intelligent transmission system for a vehicle according to claim 5, characterized in that: the cam clutch mechanism (9) comprises an elastic element (9 g) and a friction transmission part (9 a) which are sleeved on a transmission shaft (11), wherein an arc-shaped convex structure (9 h) is arranged at one end part, far away from the elastic element (9 g), of the friction transmission part (9 a), an arc-shaped concave structure (9 i) matched with the arc-shaped convex structure (9 h) is arranged at the end part of the first layer of transmission sleeve (4), and when the transmission shaft (11) rotates, thrust opposite to the elastic direction of the elastic element (9 g) can be applied to the friction transmission part (9 a) through interaction of the arc-shaped convex structure (9 h) and the arc-shaped concave structure (9 i);
an inner spiral groove (9 d) is formed in the inner side of the friction transmission part (9 a), an outer spiral groove (9 j) matched with the inner spiral groove (9 d) is formed in the transmission shaft (11), and a second ball (9 c) is embedded between the outer spiral groove (9 j) and the inner spiral groove (9 d); the outer side of the friction transmission part (9 a) is connected with the speed-increasing transmission sleeve (5 b) in a clutchable way through a friction plate assembly (9 e).
7. The central drive type intelligent transmission system for a vehicle according to claim 6, characterized in that: the friction plate assembly (9 e) comprises first friction plates (9 e 1) distributed on the outer side of the friction transmission part (9 a) in an array mode and second friction plates (9 e 2) distributed on the inner side of the speed-increasing transmission sleeve (5 b) in an array mode, and the first friction plates (9 e 1) and the second friction plates (9 e 2) are sequentially and alternately distributed.
8. The center drive type intelligent transmission system for vehicles according to any one of claims 1 to 7, characterized in that: the end of the reverse gear (7 e) is provided with a left meshing tooth (7 e 1), the end of the reverse gear (7 d) is provided with a right meshing tooth (7 d 1) matched with the left meshing tooth (7 e 1), and the reverse gear (7 e) is movably arranged on the second speed reducing shaft (7 a) through a sliding spline (7 e 2).
9. The center drive type intelligent transmission system for vehicles according to any one of claims 1 to 7, characterized in that: first reduction gears (8) are including rotating first reduction shaft (8 a) of installing on axle housing (1), and the both ends of first reduction shaft (8 a) are solid to overlap has sixth gear (8 b) and seventh gear (8 c), wherein sixth gear (8 b) with excircle tooth meshing on output member (6), eighth gear (8 e) meshing in seventh gear (8 c) and differential mechanism (2).
10. The center drive type intelligent transmission system for a vehicle according to any one of claims 1 to 7, characterized in that: the end faces of the high-speed transmission sleeve (5), the low-speed transmission sleeve (7) and the output part (6) are fixedly connected with rectangular grooves (m) distributed along the circumferential direction, and rectangular lugs (n) matched with the rectangular grooves (m) are arranged on the end faces of two ends of the output part (6).
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| CN201911420951.3A CN110985643B (en) | 2019-12-31 | 2019-12-31 | Central drive type intelligent transmission system for vehicle |
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