CN111043256B - Fully mechanical adaptive automatic transmission system - Google Patents
Fully mechanical adaptive automatic transmission system Download PDFInfo
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- CN111043256B CN111043256B CN201911226528.XA CN201911226528A CN111043256B CN 111043256 B CN111043256 B CN 111043256B CN 201911226528 A CN201911226528 A CN 201911226528A CN 111043256 B CN111043256 B CN 111043256B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
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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
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- Mechanical Engineering (AREA)
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Abstract
本发明公开了一种全机械式自适应自动变速系统，包括前进挡动力输入组件、高速挡传动机构、低速挡传动机构和用于输出动力的传动桥。采用以上技术方案，能够自适应匹配纯电动交通工具的实际行驶工况与电机工况，不仅使其具有强大的爬坡和重载能力，而且使电机始终处于高效平台上，大大提高了电机在爬坡和重载情况下的效率，降低了电机能耗；并且，能够从而在不切断驱动力的情况下自适应随行驶阻力变化自动进行换挡变速，换挡平顺，大幅增加了电机高效运行的区间，可以满足山区、丘陵和重负荷条件下使用，使电机或发动机负荷变化平缓、纯电动交通工具运行平稳，安全高；同时，利用传动桥能够实现前置前驱布置，传动效率高，稳定可靠。
The invention discloses a fully mechanical self-adaptive automatic transmission system, which comprises a forward gear power input assembly, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a transmission axle for outputting power. By adopting the above technical solutions, the actual driving conditions and motor conditions of pure electric vehicles can be adaptively matched, which not only enables it to have strong climbing and heavy-load capabilities, but also keeps the motor on a high-efficiency platform, greatly improving the performance of the motor. The efficiency in climbing and heavy load conditions reduces the energy consumption of the motor; in addition, it can adapt to the change of driving resistance without cutting off the driving force. The gear shift is automatically performed, and the gear shift is smooth, which greatly increases the efficient operation of the motor. It can be used in mountainous areas, hills and heavy load conditions, so that the motor or engine load changes smoothly, the pure electric vehicle runs smoothly, and the safety is high; at the same time, the use of the transmission axle can realize the front-drive arrangement, with high transmission efficiency and stability. reliable.
Description
Technical Field
The invention relates to the technical field of transmissions, in particular to a full-mechanical self-adaptive automatic speed changing system.
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 transmission mode of rear drive or front drive and rear drive, and the transmission efficiency is not ideal all the time. Therefore, the inventor hopes to adopt a front-drive transmission mode to improve the transmission efficiency. In addition, the existing transmission axle not only has a complex structure, but also is not suitable for a front-mounted front-wheel drive self-adaptive automatic speed-changing electric drive system at all.
Disclosure of Invention
In order to solve the technical problems, the invention provides a full-mechanical self-adaptive automatic speed changing system.
The technical scheme is as follows:
a full mechanical type self-adaptive automatic speed changing system is characterized by comprising a forward gear power input assembly, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a transmission bridge for outputting power;
the transmission bridge comprises a main shaft, a first transmission shaft and a second transmission shaft which are coaxially arranged at two ends of the main shaft, wherein a forward gear transmission sleeve is rotatably sleeved on the main shaft, one end of the main shaft, close to the first transmission shaft, drives the first transmission shaft to synchronously rotate through an intermediate transmission sleeve, one end of the main shaft, close to the second transmission shaft, is connected with the second transmission shaft through a differential mechanism, and the forward gear transmission sleeve transmits power to the main shaft and the second transmission shaft through a power transmission assembly and the differential mechanism in sequence;
the high-speed gear transmission mechanism comprises a friction clutch and an elastic element group for applying pretightening force to the friction clutch, the friction clutch comprises a driving friction piece and a driven friction piece, the power input assembly of the forward gear transmits power to the driving friction piece, the driven friction piece is sleeved on the transmission sleeve of the forward gear and forms a spiral transmission pair with the transmission sleeve of the forward gear, so that the driven friction piece can axially slide along the transmission sleeve of the forward gear;
the low-speed gear transmission mechanism comprises an overrunning clutch and a countershaft transmission assembly, wherein the overrunning clutch is sleeved on the forward gear transmission sleeve through an inner core wheel cam sleeve, the countershaft transmission assembly performs speed reduction transmission between the driving friction piece and the overrunning clutch, and the inner core wheel cam sleeve is in transmission fit with the corresponding end face of the driven friction piece through an end face cam pair so as to transmit power to the forward gear transmission sleeve.
By adopting the structure, under the common cooperation of the friction clutch and the overrunning clutch, when the load borne by the main transmission sleeve is not large, the power input mechanism transmits power to the forward gear transmission sleeve through the active friction piece and the driven friction piece in sequence, the self-adaptive automatic speed change system can efficiently transmit power, the motor is in a high-rotating-speed and high-efficiency working state, and the energy consumption is low; when the pure electric vehicle is in low-speed and heavy-load conditions such as starting, climbing and headwind, the rotating speed of the forward gear transmission sleeve is smaller than that of the driven friction piece, the driven friction piece is axially displaced along the main transmission sleeve, the driven friction piece is separated from the driven friction piece, the friction clutch is disconnected, the pure electric vehicle enters a low gear, the power input mechanism transmits power to the forward gear transmission sleeve through the driven friction piece, the auxiliary shaft transmission assembly, the overrunning clutch, the inner core wheel cam sleeve and the driven friction piece in sequence, and at the moment, the self-adaptive automatic speed changing system can be used for adaptively matching the actual driving working condition and the motor working condition of the pure electric vehicle, so that the pure electric vehicle has strong climbing and heavy-load capabilities, the motor is always positioned on a high-efficiency platform, the efficiency of the motor under the conditions of climbing and heavy load is greatly improved, and the energy consumption of the motor is reduced. And the forward gear speed change system of the self-adaptive automatic speed change electric drive system can transmit power to the power transmission assembly and the differential mechanism in sequence through the forward gear transmission sleeve, transmit the power to the main shaft and the second transmission shaft through the differential mechanism, transmit the power to the first transmission shaft through the middle transmission sleeve by the main shaft, 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 power output of the front-mounted front-wheel drive arrangement is realized.
Preferably, the method comprises the following steps: the power transmission assembly comprises a power transmission sleeve and a combination sleeve, the power transmission sleeve comprises a transmission sleeve main body part which is rotatably sleeved on the main shaft through a non-metal supporting sleeve and a differential mechanism mounting disc and a spline sleeve part which are synchronously rotated with the transmission sleeve main body part, the transmission sleeve main body part is of a cylindrical structure, the differential mechanism mounting disc is formed by the fact that the transmission sleeve main body part is close to one end of a differential mechanism and extends outwards along the radial direction, the differential mechanism is connected with the differential mechanism through a plurality of bolts in a fixed mode, the spline sleeve part is sleeved at one end, close to the forward gear transmission sleeve, of the power transmission sleeve and is in spline fit with the power transmission sleeve, and the combination sleeve is in spline fit with the forward gear transmission sleeve and the spline sleeve part respectively. 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 nonmetal supporting sleeve is made of nylon materials, has a self-lubricating effect, is good in wear resistance, low in cost and light in weight, and meets the requirement of lightweight design.
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: a third needle bearing is arranged between the inner core wheel mounting sleeve and the middle transmission sleeve, a first end face bearing is arranged between the forward gear transmission sleeve and the inner core wheel mounting sleeve, a fourth needle bearing is arranged between the power output sub-sleeve and the forward gear transmission sleeve, a second end face bearing is arranged at one end of the power output sub-sleeve close to the clutch mounting sub-sleeve, an end face bearing mounting assembly used for positioning the second end face bearing is arranged on the forward gear transmission sleeve, and the second end face bearing and the end face bearing mounting assembly are positioned in a gap between the clutch mounting sub-sleeve and the forward gear transmission sleeve. By adopting the structure, the reliable installation of the inner core wheel cam sleeve and the overrunning clutch and the reliable matching of adjacent parts can be ensured, meanwhile, the mass and the volume of the inner core wheel cam sleeve can be reduced, and the lightweight design is realized.
Preferably, the method comprises the following steps: the driven friction piece comprises an inner friction cone sleeve and a friction piece cam sleeve fixed at one end of the inner friction cone sleeve close to the inner core wheel cam sleeve, the driven friction piece comprises an outer friction cone sleeve sleeved outside the inner friction cone sleeve and a power output sleeve sleeved outside the friction piece cam sleeve, the inner conical surface of the outer friction cone sleeve is in friction fit with the outer conical surface of the inner friction cone sleeve, the power transmission assembly can transmit power to the outer friction cone sleeve, the cam profile of one end of the friction piece cam sleeve close to the inner core wheel cam sleeve is matched with the cam profile of one end of the inner core wheel cam sleeve to form an end face cam pair transmission pair, the inner hole wall of the inner friction cone sleeve and the outer peripheral surface of the forward blocking transmission sleeve form a spiral cam pair, and the elastic element group applies pretightening force to one end of the inner friction cone sleeve, which is far away from the friction piece cam sleeve. By adopting the structure, when the transmission is performed at a low gear, 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 friction piece cam sleeve, so that the friction clutch is in a separation state, and the slow gear transmission is performed.
Preferably, the method comprises the following steps: the end face of the friction inner cone sleeve, which is close to one end face of the elastic element group, is distributed with a plurality of concentric annular roller paths, an end face bearing is arranged between the friction inner cone sleeve and the elastic element group, the end face bearing comprises a bearing supporting disk and a plurality of bearing balls supported between the bearing supporting disk and the friction inner cone sleeve, and each bearing ball can roll along the corresponding annular roller path. By adopting the structure, the end face of the friction inner taper sleeve close to one end of the elastic element group can be used as a supporting disc of the end face bearing, so that the manufacturing cost is saved, and the assembly space is saved.
Preferably, the method comprises the following steps: and a double-cam transmission sleeve is arranged between the inner core wheel cam sleeve and the friction piece cam sleeve, and the end surfaces of the two ends of the double-cam transmission sleeve are respectively in transmission fit with the corresponding end surfaces of the inner core wheel cam sleeve and the friction piece cam sleeve through end surface cam pairs. By adopting the structure, the return of the gears is delayed by the added double-cam transmission sleeve, and the gear shifting effect is better.
Preferably, the method comprises the following steps: the overrunning clutch comprises an outer ring and an inner core wheel arranged between a cam sleeve of the inner core wheel and the outer ring, wherein rolling bodies are arranged between the outer ring and the inner core wheel, the rolling bodies are distributed along the periphery of the inner core wheel and are composed of thick rolling bodies and thin rolling bodies which are alternately arranged, two opposite retainers are arranged on the peripheral surface of each inner core wheel, a circle of annular groove is formed in the inner wall of each retainer, and two ends of each thin rolling body are respectively inserted into the corresponding annular grooves in a sliding mode. By adopting the structure, the thick rolling bodies have a meshing effect, and the thin rolling bodies have a sequencing effect, so that each thin rolling body can realize follow-up, the reliability of the overrunning clutch is improved, and the service life is prolonged; meanwhile, the thick rolling bodies and the thin rolling bodies around each inner core wheel are independent of each other, follow up with each other, do not interfere with each other, are self-adaptive, and further improve the overall reliability.
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 capable of driving the auxiliary shaft to rotate and a second-stage driving gear driven by the auxiliary shaft are sleeved on the auxiliary shaft, a first-stage reduction driving gear driven by the driving friction piece is sleeved on the driving friction piece and meshed with the first-stage reduction driven gear, input driven teeth 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 capable of sliding 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 technical scheme, the full-mechanical self-adaptive automatic speed change system can be matched with the actual running condition and the motor condition of the pure electric vehicle in a self-adaptive manner, so that the pure electric vehicle has strong climbing and heavy-load capacity, and the motor is always positioned on a high-efficiency platform, thereby greatly improving the efficiency of the motor under the conditions of climbing and heavy load and reducing the energy consumption of the motor; moreover, when the rotating speed of the main transmission sleeve is gradually increased to be the same as that of the power input mechanism, the full-mechanical self-adaptive automatic transmission can automatically switch back to the high-speed gear again, so that the self-adaptive automatic transmission automatically shifts gears along with the change of driving resistance under the condition of not cutting off the driving force, the gear shifting is smooth, the high-efficiency operation interval of the motor is greatly increased, the use under the conditions of mountainous areas, hills and heavy loads can be met, the load change of the motor or the engine is smooth, and the pure electric vehicle can stably operate and is high in safety; meanwhile, the front-drive arrangement can be realized by utilizing the transmission bridge, the transmission efficiency is high, and the structure is simple, stable and reliable.
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 structural view of a friction clutch;
FIG. 5 is a cross-sectional view of the overrunning clutch;
fig. 6 is a schematic structural view of the cage.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1 and fig. 2, an all-mechanical adaptive automatic transmission system mainly includes a forward gear power input assembly, a high gear transmission mechanism, a low gear transmission mechanism and a transmission bridge 1 for outputting power.
Referring to fig. 1-3, the drive axle 1 includes a main shaft 1a, and a first drive shaft 1c and a second drive shaft 1d coaxially disposed at two ends of the main shaft 1a, wherein a forward gear drive sleeve 1b is rotatably sleeved on the main shaft 1a, one end of the main shaft 1a close to the first drive shaft 1c drives the first drive shaft 1c to rotate synchronously through an intermediate drive sleeve 1f, one end of the main shaft 1a close to the second drive shaft 1d is connected to the second drive shaft 1d through a differential 1e, and the forward gear drive sleeve 1b transmits power to the main shaft 1a and the second drive 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 rotationally the suit through non-metallic supporting cover 1j driving sleeve main part 1g1 on main shaft 1a and all with driving sleeve main part 1g1 synchronous pivoted differential installation dish 1g2 and spline cover portion 1g3, driving sleeve main part 1g1 is the tubular structure, differential installation dish 1g2 is close to the radial outside extension of differential 1e one end by driving sleeve main part 1g1 and forms 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 driving sleeve 1b at power transmission cover 1g to with power transmission cover 1g spline fit, combination cover 1i respectively with advance fender driving sleeve 1b and spline cover portion 1g3 spline fit. 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, the forward gear power input assembly includes a power input gear sleeve 8 and a power transmission sleeve 9, and the power transmission sleeve 9 is in spline fit with the power input gear sleeve 8 and is fixedly connected with the active friction member 2a through a welding process. The power secondary driving gear 20 is engaged with the power input gear sleeve 8, and the power of the power secondary driving gear 20 is transmitted to the active friction member 2a through the power input gear sleeve 8 and the power transmission sleeve 9 in sequence.
Referring to fig. 1 and 4, the high-speed gear transmission mechanism includes a friction clutch 2 and an elastic element set 3 for applying a pre-tightening force to the friction clutch 2, the friction clutch 2 includes a driving friction member 2a and a driven friction member 2b, the driving friction member 2a is transmitted by the driving gear power input assembly, the driven friction member 2b is sleeved on the driving gear transmission sleeve 1b, and a screw transmission pair is formed between the driving friction member and the driving gear transmission sleeve 1b, so that the driven friction member 2b can slide axially along the driving gear transmission sleeve 1 b.
The driven friction element 2b includes an inner friction cone 2b1 and a friction element cam sleeve 2b2 fixed to the end of inner friction cone 2b1 adjacent inner cam sleeve 7. The friction inner taper sleeve 2b1 is of a taper cylinder structure, and the friction piece cam sleeve 2b2 is of a cylindrical structure. The driving friction piece 2a comprises a friction outer taper sleeve 2a1 sleeved outside the friction inner taper sleeve 2b1 and a power output sleeve 2a2 sleeved outside the friction piece cam sleeve 2b2, wherein the power output sleeve 2a2 is of a cylindrical structure, and the friction outer taper sleeve 2a1 is of a taper-tube structure. The inner conical surface of the friction outer conical sleeve 2a1 is in friction fit with the outer conical surface of the friction inner conical sleeve 2b1, and the power transmission sleeve 9 is welded with the friction outer conical sleeve 2a1, so that power can be transmitted to the friction outer conical sleeve 2a 1.
Referring to fig. 1, the cam profile structures are machined at the ends of the friction piece cam sleeve 2b2 and the inner core wheel cam sleeve 7 close to each other, and an end face cam pair transmission pair is formed between the cam profile structures. Further, a double cam transmission sleeve 15 is arranged between the inner core wheel cam sleeve 7 and the friction piece cam sleeve 2b2, and cam profile structures which are matched with the cam profile structures on the end faces of the inner core wheel cam sleeve 7 and the friction piece cam sleeve 2b2 are respectively machined on the two end faces of the double cam transmission sleeve 15, so that the double cam transmission sleeve 15 is respectively in transmission fit with the corresponding end faces of the inner core wheel cam sleeve 7 and the friction piece cam sleeve 2b2 through an end face cam pair. The double-cam transmission sleeve 15 is additionally arranged, so that the gear shifting and the disengaging are facilitated.
Referring to fig. 1, the inner hole wall of the inner friction taper sleeve 2b1 and the outer circumferential surface of the forward gear transmission sleeve 1b form a screw transmission pair. Specifically, the screw transmission pair comprises an inner screw raceway 2b12 circumferentially distributed on the inner wall of the inner friction sleeve 2b1 and an outer screw raceway circumferentially distributed on the outer wall of the forward gear transmission sleeve 1b, wherein a plurality of balls protruding outwards are embedded in each outer screw raceway, and each ball can roll in the corresponding inner screw raceway 2b12 and outer screw raceway. When the inner friction cone 2b1 rotates relative to the forward gear sleeve 1b, it can move axially relative to the forward gear sleeve 1b, so that the driven friction piece 2b is engaged with or disengaged from the driving friction piece 2a, i.e. the friction clutch 2 is engaged or disengaged.
The elastic element group 3 applies a preload force to one end of the inner friction cone sleeve 2b1 far away from the cam sleeve 2b2 of the friction piece. Specifically, a plurality of concentric annular raceways 2b11 are distributed on the end face of the inner friction cone 2b1 close to one end of the elastic element group 3, an end face bearing 21 is arranged between the inner friction cone 2b1 and the elastic element group 3, the end face bearing 21 comprises a bearing support plate 21b and a plurality of bearing balls 21a supported between the bearing support plate 21b and the inner friction cone 2b1, and each bearing ball 21a can roll along the corresponding annular raceway 2b 11. Through the structure, the end face of the friction inner taper sleeve 2b1 can be used as a bearing supporting disc on one side, so that the manufacturing cost is saved, and the assembly space is saved.
The elastic element group 3 can apply a pre-tightening force to the driven friction piece 2b, so that the driving friction piece 2a and the driven friction piece 2b are kept in a combined state, namely the friction clutch 2 is kept in a combined 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. 1 and 2, the low-speed gear transmission mechanism comprises an overrunning clutch 6 sleeved on a forward gear transmission sleeve 1b through an inner core wheel cam sleeve 7, and a countershaft transmission assembly for reducing transmission between a driving friction piece 2a and the overrunning clutch 6, wherein the inner core wheel cam sleeve 7 is in transmission fit with the corresponding end face of a driven friction piece 2b through an end face cam pair so as to transmit power to the forward gear transmission sleeve 1 b.
The overrunning clutch 6 includes an outer ring 6a and an inner core 6c provided between the inner core cam sleeve 7 and the outer ring 6a, and rolling elements are provided between the outer ring 6a and the 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 the inner core wheel 6c are composed of thick rolling elements 6d and thin rolling elements 6e which are alternately arranged, two opposite retainers 6f are arranged on the outer peripheral surface of the inner core wheel 6c, a ring of annular grooves 6f1 are formed in the inner wall of each 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 wheel cam sleeve 7 is in spline fit with the inner wall of the 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 driving friction member 2a is sleeved on the driving friction member 2a, 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 5 capable of sliding along an axial direction thereof, and the forward gear coupling sleeve 5 is capable of being engaged with the forward gear coupling teeth 13 a.
In the present embodiment, the elastic element group 3 applies pressure via each end face bearing 21 to couple the driven friction member 2b and the driven friction member 2a of the friction clutch 2, and at this time, the friction clutch 2 is in a coupled state under the pressure of the elastic element group 3, and the power is in a high-speed power transmission path:
power → power input sleeve 8 → power transmission sleeve 9 → active friction member 2a → passive friction member 2b → forward range sleeve 1b → power transmission assembly → differential 1e → main shaft 1a, first propeller shaft 1c and second propeller shaft 1d, and power is output from first propeller shaft 1c and second propeller shaft 1 d.
At this time, the 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 double cam transmission sleeve 15 → the driven friction member 2b → the end face bearing 21 → the elastic element group 3; when the resisting torque transmitted to the friction clutch 2 by the forward gear transmission sleeve 1b is larger than or equal to the preset load limit of the friction clutch 2, the double-cam transmission sleeve 15 and the screw transmission pair jointly use the driven friction piece 2b to compress the elastic element group 3, so that the driven friction piece 2b and the driven friction piece 2a of the friction clutch 2 are separated, a gap is formed, and the power is transmitted through the following route instead, namely a low-gear power transmission route:
power → power input sleeve 8 → power transmission sleeve 9 → primary driving gear 16 → primary driven gear 13 → intermediate shaft 12 → secondary driving gear 14 → overrunning clutch 6 → inner core cam sleeve 7 → double cam sleeve 15 → driven friction member 2b → forward gear sleeve 1b → power transmission assembly → differential 1e → main shaft 1a, first drive shaft 1c and second drive shaft 1d, and power is output from first drive shaft 1c and second drive shaft 1 d.
At this time, the 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 driven friction piece 2b, under the action of a spiral transmission pair, the driven friction piece 2b compresses the elastic element group 3 through the end face bearing 21, the driven friction piece 2b is separated from the driven friction piece 2a, namely, the friction clutch 2 is in a disconnected state, and meanwhile, the power is transmitted to the forward gear transmission sleeve 1b through the auxiliary shaft transmission assembly, the overrunning clutch 6, the inner core wheel cam sleeve 7 and the inner driven friction piece 2b 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, the driven friction piece 2b and the driven friction piece 2a of the friction clutch 2 are restored to the close fit state under the pushing action of the rapid release of the pressure generated by the elastic element group 3 due to the compression of the motion resistance, the overrunning clutch 6 is in the overrunning state, and the power is transmitted to the forward gear transmission sleeve 1b through the driven friction piece 2a and the driven friction piece 2b 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)
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| CN201911226528.XA CN111043256B (en) | 2019-12-04 | 2019-12-04 | Fully mechanical adaptive automatic transmission system |
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