CN111059171A - Double-overrunning self-adaptive automatic speed change system capable of bearing super-large load - Google Patents

Double-overrunning self-adaptive automatic speed change system capable of bearing super-large load Download PDF

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Publication number
CN111059171A
CN111059171A CN201911227116.8A CN201911227116A CN111059171A CN 111059171 A CN111059171 A CN 111059171A CN 201911227116 A CN201911227116 A CN 201911227116A CN 111059171 A CN111059171 A CN 111059171A
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China
Prior art keywords
sleeve
plate
transmission
friction
friction plate
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CN201911227116.8A
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Chinese (zh)
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CN111059171B (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

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

The invention discloses a double-overrunning self-adaptive automatic speed changing system capable of bearing an overlarge load, which comprises a shaft system, a power input mechanism, a high-speed gear transmission mechanism and a low-speed gear transmission mechanism, wherein the shaft system is connected with the power input mechanism; the shafting comprises a main shaft, a main 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, wherein one end of the main transmission sleeve transmits power to the main shaft and the second transmission shaft through a differential mechanism, and one end of the main shaft close to the first transmission shaft drives the first transmission shaft to synchronously rotate through a middle transmission sleeve. By adopting the technical scheme, the cam can be driven by utilizing the driving resistance, the purposes of automatic gear shifting and self-adaptive matching of the 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.

Description

Double-overrunning self-adaptive automatic speed change system capable of bearing super-large load
Technical Field
The invention relates to the technical field of transmissions, in particular to a double-overrunning self-adaptive automatic speed changing system capable of bearing super-large loads.
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. It is urgent to solve the above problems.
Disclosure of Invention
In order to solve the technical problems, the invention provides a double-overrunning self-adaptive automatic speed changing system capable of bearing super-large load.
The technical scheme is as follows:
a double-overrunning self-adaptive automatic speed changing system capable of bearing super-large load is characterized by comprising a shaft system, a power input mechanism, a high-speed gear transmission mechanism and a low-speed gear transmission mechanism;
the shafting comprises a main shaft, a main transmission sleeve which can be 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, wherein one end of the main transmission sleeve transmits power to the main shaft and the second transmission shaft through a differential mechanism, and 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;
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 power input mechanism transmits power to the multi-plate friction clutch through a first overrunning clutch, the multi-plate friction clutch is sleeved on a main transmission sleeve through an inner plate spiral raceway sleeve, and a spiral transmission pair is formed between the inner plate spiral raceway sleeve and the main transmission sleeve so that the inner plate spiral raceway sleeve can axially slide along the main transmission sleeve;
the low-speed gear transmission mechanism comprises a multi-row overrunning clutch and an auxiliary shaft transmission assembly in speed reduction transmission between the power input mechanism and the multi-row overrunning clutch, the multi-row overrunning clutch is sleeved on the main transmission sleeve through an inner core wheel cam sleeve, and the corresponding end faces of the inner core wheel cam sleeve and the inner sheet spiral roller way sleeve are in auxiliary transmission fit through an end face cam so as to transmit power to the main transmission sleeve.
Under the common cooperation of the first overrunning clutch, the multi-plate friction clutch and the multi-row overrunning clutch, when the load borne by the main transmission sleeve is not large, the power input mechanism transmits power to the main transmission sleeve through the first overrunning clutch, the multi-plate friction clutch and the inner-plate spiral roller sleeve 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 main transmission sleeve is smaller than that of the inner-sheet spiral roller sleeve, the inner-sheet spiral roller sleeve axially displaces along the main transmission sleeve, and the multi-sheet friction clutch loses pretightening force, so that the multi-sheet friction clutch is disconnected and enters a low gear, the power input mechanism transmits power to the main transmission sleeve through the auxiliary shaft transmission assembly, the multi-row overrunning clutch, the inner core wheel cam sleeve and the inner-sheet spiral roller sleeve in sequence, and at the moment, the self-adaptive automatic speed changing system can self-adaptively match 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 climbing and heavy-load conditions is greatly improved, and the energy consumption of the motor is reduced.
By adopting the structure, the main 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 utilizing the driving resistance, the purposes of automatic gear shifting and self-adaptive matching of the vehicle speed and the output torque according to the driving resistance are achieved, the front-drive transmission mode can be realized, 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 main 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 way sleeve through end face cam pair transmission, the multi-row 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 main transmission sleeve through the inner core wheel installation sleeve. By adopting the structure, the multi-row overrunning clutch can be reliably installed, the power of the multi-row overrunning clutch can be stably and reliably transmitted to the inner-sheet spiral roller way sleeve, and meanwhile, the lightweight design is convenient.
Preferably, the method comprises the following steps: the clutch transmission device is characterized in that a first needle bearing is arranged between the inner core wheel mounting sleeve and the transmission sleeve, a first end face bearing is arranged between the main transmission sleeve and the inner core wheel mounting sleeve, a second needle bearing is arranged between the power output sub-sleeve and the main transmission sleeve, a second end face bearing is arranged at one end, close to the clutch mounting sub-sleeve, of the power output sub-sleeve, an end face bearing mounting assembly used for positioning the second end face bearing is arranged on the main transmission sleeve, and the second end face bearing and the end face bearing mounting assembly are located in a gap between the clutch mounting sub-sleeve and the main transmission sleeve. By adopting the structure, the reliable installation of the inner core wheel cam sleeve and the multi-row 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 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 mechanism can transmit power to the friction plate supporting piece through the first overrunning clutch, 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 main transmission sleeve, the inner spiral roller way sleeve can slide along the axial direction of the main transmission sleeve, and 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 alternately arranged, so that borne torque is dispersed on each outer friction plate and each inner friction plate, abrasion is shared by each outer friction plate and each inner friction plate, the friction loss is greatly reduced, and the defect of the traditional disc friction clutch is overcome, thereby greatly improving the abrasion resistance, stability and reliability of the multi-plate friction clutch, prolonging the service life and being capable of serving as a large-torque power transmission device.
Preferably, the method comprises the following steps: the inner-plate 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 main transmission sleeve and forms a spiral transmission pair with the main 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 comprises a friction plate supporting disc in a disc-shaped structure and an outer plate spline sleeve in a cylindrical structure, the power input mechanism can transmit power to the friction plate supporting disc, the friction plate supporting disc is parallel to a friction plate pressing disc, 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 disc, the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing disc, 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.
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: a plurality of inner plate starting check rings are sleeved on the outer wall of the output spiral raceway cylinder, and each inner plate starting check ring is respectively positioned on one side of each inner friction plate close to the friction plate supporting disc;
when the output spiral roller path cylinder axially moves towards the direction far away from the friction plate supporting disc, each inner plate starting retainer ring can drive the adjacent inner friction plate to axially move towards the direction far away from the friction plate supporting disc, so that each outer friction plate and each inner friction plate are separated from each other; when the output spiral roller path cylinder moves axially towards the direction close to the friction plate supporting disc, the friction plate pressing disc can press each outer friction plate and each inner friction plate.
By adopting the structure, the inner plate starting retainer ring is arranged on the inner friction plate mounting cylinder, each inner friction plate can be actively driven to be separated from the adjacent outer friction plate, and compared with the existing multi-plate friction clutch, the multi-plate friction clutch not only greatly improves the response speed and shortens the corresponding time, thereby greatly increasing the number of the friction plates, even infinitely increasing the number of the friction plates, leading the multi-plate friction clutch to be applied to a large-torque scene, and can guarantee the thorough separation of interior friction disc and outer friction disc, the condition of adhesion can not take place, long-term the use, the wearing and tearing condition of each interior friction disc and outer friction disc is unanimous basically, greatly reduced the smooth loss that rubs, overcome the defect of traditional multiple-disc friction clutch, prolonged friction clutch's life to wear resistance, stability and the reliability of multiple-disc friction clutch device have been improved by a wide margin.
Preferably, the method comprises the following steps: and a plurality of outer plate limiting check rings are arranged on the inner wall of the outer plate spline sleeve, and each outer plate limiting check ring is respectively positioned on one side of each outer friction plate close to the friction plate pressing disc. By adopting the structure, the outer friction plate is limited, the condition that the outer friction plate is bonded with the previous inner friction plate is avoided, and the inner friction plate is separated from the outer friction plate more thoroughly.
Preferably, the method comprises the following steps: the multi-row overrunning clutch comprises a second outer ring and at least two second inner core wheels which are sleeved on the same inner core wheel cam sleeve side by side, the power input mechanism can transmit power to the second outer ring through the auxiliary shaft transmission assembly, external teeth arranged on the periphery of each second inner core wheel are aligned to each other one by one, second rolling bodies are arranged between the second outer ring and each second inner core wheel respectively, and the rolling bodies around the adjacent second inner core wheels are aligned to each other 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 rolling bodies distributed along the periphery of each inner core wheel 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 manner. 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 a first-stage driving gear movably sleeved on the inner core wheel cam sleeve, an intermediate shaft parallel to the main shaft, and a first-stage driven gear and a second-stage driving gear fixedly sleeved on the intermediate shaft, the first-stage driving gear can synchronously rotate under the driving of the power input mechanism and is meshed with the first-stage driven gear, and a second-stage driven gear meshed with the second-stage driving gear is arranged on the second outer ring. With the above structure, the power can be stably and reliably transmitted at a reduced speed, and the transmission efficiency is high.
Compared with the prior art, the invention has the beneficial effects that:
the double-overrunning self-adaptive automatic speed changing system capable of bearing the ultra-large load is adopted, the structure is novel, the design is ingenious, the main 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, 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, therefore, the driving resistance can be utilized to drive the cam, the purposes of automatic gear shifting and self-adaptive matching of vehicle speed output torque according to the driving resistance are achieved, the front-drive transmission mode can be further achieved, and the transmission efficiency is high.
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 view of a high-speed gear transmission mechanism;
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.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1-3, a double-overrunning self-adaptive automatic transmission system capable of bearing a super load comprises a shaft system 1, a power input mechanism, a high-speed gear transmission mechanism and a low-speed gear transmission mechanism.
The shafting 1 comprises a main shaft 1a, a main 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, wherein one end of the main transmission sleeve 1b transmits power to the main shaft 1a and the second transmission shaft 1d through a differential 1e, and one end of the main shaft 1a close to the first transmission shaft 1c drives the first transmission shaft 1c to synchronously rotate through a middle transmission sleeve 1 f. Specifically, one end of the main transmission sleeve 1b, which is far away from the intermediate transmission sleeve 1f, transmits power to the differential 1e through the transmission disc 1g, 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 synchronously rotate 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.
Referring to fig. 1 and 3, the power input mechanism comprises a power input gear sleeve 8, an input transmission sleeve 9 and an input gear support flange 10 which rotate synchronously, the first overrunning clutch 4 is arranged between the input transmission sleeve 9 and the input gear support flange 10 in a synchronous rotation mode, and the input gear support flange 10 is used for transmitting power to the countershaft transmission assembly.
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 power input mechanism transmits power to the multi-plate friction clutch 2 through a first overrunning clutch 4, the multi-plate friction clutch 2 is sleeved on a main transmission sleeve 1b through an inner plate helical raceway sleeve 5, and a helical transmission pair is formed between the inner plate helical raceway sleeve 5 and the main transmission sleeve 1b, so that the inner plate helical raceway sleeve 5 can axially slide along the main transmission sleeve 1 b.
Referring to fig. 3, 4, 6 and 7, the output spiral raceway sleeve 5a is sleeved on the main transmission sleeve 1b and forms a spiral transmission pair with the main transmission sleeve 1b, so that the inner spiral raceway sleeve 5 can slide along the axial direction of the main transmission sleeve 1b, thereby compressing the elastic element group 3 to release each of the outer friction plates 2c and the inner friction plates 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 main transmission sleeve 1b, in each of which a plurality of outwardly projecting balls are embedded, each of which is capable of rolling in the corresponding inner helical raceway 5a3 and outer helical raceway 1a, respectively. When the inner-plate spiral raceway sleeve 5 rotates relative to the main transmission sleeve 1b, the inner-plate spiral raceway sleeve can axially move relative to the main 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 support plate 2a having a disc-shaped structure and an outer plate spline sleeve 2b having a cylindrical structure, the power input mechanism is capable of transmitting power to the friction plate support plate 2a, the friction plate support plate 2a is parallel to a friction plate pressing plate 5b, the outer plate spline sleeve 2b is coaxially fitted outside the output spiral raceway sleeve 5a, and one end thereof is spline-fitted to an outer edge of the friction plate support plate 2a and the other end thereof is rotatably supported on an 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 barrel 5a are coaxially arranged, namely the central axes of the power input sleeve 2a1, the output spiral raceway barrel 5a and the main 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.
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. 1 and 3, the power input mechanism is capable of transmitting power to the friction plate support member through the first overrunning clutch 4, and specifically, the first overrunning clutch 4 includes a first outer ring 4c, a first inner core 4a, and a plurality of first rolling elements 4b disposed between the first outer ring 4c and the first inner core 4 a. The first outer ring 4c is fixedly installed on the input transmission sleeve 9 and the input tooth support flange 10, and specifically, the first outer ring 4c, the input transmission sleeve 9 and the input tooth support flange 10 are fixed through a plurality of bolts. The first inner core wheel 4a is spline-fitted with the friction plate support, and specifically, the inner wall of the first inner core wheel 4a has inner core wheel inner splines spline-fitted with the power input splines 2a 2.
The first rolling element 4b comprises thick rollers and thin rollers which are alternately arranged around the first inner core wheel 4a along the circumferential direction, two opposite first holders 4d are arranged on the outer circumferential surface of the first inner core wheel 4a, a circle of thin roller sliding grooves are formed in the inner wall of each first holder 4d, and two ends of each thin roller are respectively inserted into the corresponding thin roller sliding grooves in a sliding manner. By adopting the structure, each thin roller can follow up, the stability and the reliability of the first overrunning clutch 4 are improved, and the service life is prolonged.
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.
Referring to fig. 1 and 2, the low-speed transmission mechanism includes a multi-row overrunning clutch 6 and a countershaft transmission assembly for reducing speed between the power input mechanism and the multi-row overrunning clutch 6, the multi-row overrunning clutch 6 is sleeved on the main transmission sleeve 1b through an inner core wheel cam sleeve 7, and the inner core wheel cam sleeve 7 is in transmission fit with the corresponding end surface of the inner sheet spiral raceway sleeve 5 through an end surface cam pair so as to transmit power to the main transmission sleeve 1 b.
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 main 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 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 main transmission sleeve 1b through the inner core wheel installation sleeve 30.
A first needle bearing 31 is arranged between the inner core wheel mounting sleeve 30 and the transmission sleeve 1m, a first end face bearing 32 is arranged between the main transmission sleeve 1b and the inner core wheel mounting sleeve 30, a second needle bearing 33 is arranged between the power output sub-sleeve 7a and the main transmission sleeve 1b, a second end face bearing 34 is arranged at one end of the power output sub-sleeve 7a close to the clutch mounting sub-sleeve 7b, an end face bearing mounting assembly 35 used for positioning the second end face bearing 34 is arranged on the main transmission sleeve 1b, and the second end face bearing 34 and the end face bearing mounting assembly 35 are positioned in a gap between the clutch mounting sub-sleeve 7b and the main transmission sleeve 1 b.
Referring to fig. 2, 10-12, the multi-row overrunning clutch 6 includes a second outer ring 6a and at least two second inner rings 6c disposed between the inner core cam sleeve 7 and the second outer ring 6a side by side, wherein second rolling elements are disposed between the second outer ring 6a and each second inner ring 6c, it should be noted that the outer teeth 6c1 on the periphery of each second inner ring 6c are directly opposite to each other, and the rolling elements on the periphery of the adjacent second inner rings 6c are directly opposite to each other, so as to ensure the synchronism of each second inner ring 6 c.
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 guaranteed, 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 multi-row floating combined type heavy-load overrunning clutch is greatly prolonged.
Referring to fig. 10 to 12, the rolling elements distributed along the outer periphery of each second 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 second core wheel 6c, a ring of annular grooves 6f1 are formed on the inner wall of each second retainer 6f, and both 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.
Referring to fig. 2 and 10, the outer wall of the second outer ring 6a has input driven teeth 6b arranged along the circumferential direction. The outer wall of the inner core cam sleeve 7 is spline-fitted to the inner wall of each second inner core 6 c. With the above configuration, power transmission can be reliably performed.
Referring to fig. 11, the number of teeth of the internal splines of the second inner core wheel 6c is twice that of the external 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. 10, one end of the cam sleeve 7 of the inner core wheel is in a cam profile structure, so that the cam pair can be matched with an adjacent component, and power transmission is realized.
Referring to fig. 1-3, a double-cam transmission sleeve 15 is disposed between the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5, and cam profile structures corresponding to the cam profile structures on the end surfaces of the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5 are respectively processed on the end surfaces of the double-cam transmission sleeve 15, so that the double-cam transmission sleeve 15 is respectively in transmission fit with the corresponding end surfaces of the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5 through an end surface 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 and 2, the countershaft transmission assembly includes a first driving gear 11 movably sleeved on the inner core wheel cam sleeve 7, an intermediate shaft 12 parallel to the main shaft 1a, and a first driven gear 13 and a second driving gear 14 fixedly sleeved on the intermediate shaft 12, the first driving gear 11 can synchronously rotate under the driving of the power input mechanism and is meshed with the first driven gear 13, and a second driven gear 6b meshed with the second driving gear 14 is arranged on the second outer ring 6a of the multi-row overrunning clutch 6. It should be noted that the primary driving gear 11 is fixedly connected to the input gear support flange 10 by welding.
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:
power → a power input gear sleeve 8 → an input transmission sleeve 9 → a first overrunning clutch 4 → a multi-plate friction clutch 2 → an inner plate helical raceway sleeve 5 → a main transmission sleeve 1b → a differential 1e → a main shaft 1a, a first transmission shaft 1c and a second transmission shaft 1d, and power is output from the first transmission shaft 1c and the second transmission shaft 1 d.
At this time, the first overrunning clutch 4 is not overrunning, the multi-row overrunning clutch 6 is overrunning, and the elastic element group 3 is not compressed. Currently, the resistance transmission route: the main transmission sleeve 1b → the inner core wheel cam sleeve 7 → the double cam transmission sleeve 15 → the inner sheet spiral raceway sleeve 5 → the end face bearing 21 → the elastic element group 3; when the resisting moment transmitted to the multi-plate friction clutch 2 by the main transmission sleeve 1b is greater than or equal to the preset load limit of the multi-plate friction clutch 2, the double-cam transmission sleeve 15 and the spiral transmission pair jointly push the inner-plate spiral roller sleeve 5 to compress the elastic element group 3, and a gap appears between each outer friction plate 2c and each inner friction plate 2d of the multi-plate friction clutch 2, namely, the two outer cam transmission sleeve and the spiral transmission pair are separated, and the power is changed into a low-speed power transmission route through the following routes:
power → a power input gear sleeve 8 → an input transmission sleeve 9 → an input gear support flange 10 → a primary drive gear 11 → a primary driven gear 13 → an intermediate shaft 12 → a secondary drive gear 14 → a multi-row overrunning clutch 6 → an inner core cam sleeve 7 → a double cam transmission sleeve 15 → an inner plate spiral raceway sleeve 5 → a main transmission sleeve 1b → a differential 1e → a main shaft 1a, a first transmission shaft 1c and a second transmission shaft 1d, and power is output from the first transmission shaft 1c and the second transmission shaft 1 d.
At this time, the first overrunning clutch 4 overruns, the multi-row overrunning clutch 6 does not overrun, 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 main transmission sleeve 1b to rotate a certain angle relative to the inner sheet spiral roller sleeve 5, under the action of a spiral transmission pair, the inner sheet spiral roller sleeve 5 compresses the elastic element group 3 through the end face bearing 21, the outer friction sheet 2c is separated from the inner friction sheet 2d, namely the multi-sheet friction clutch 2 is in a disconnected state, and meanwhile, the power input mechanism transmits power to the main 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 sheet 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 less than the pressure generated by the elastic element group 3, under the push 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 input mechanism transmits the power to the main 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-speed 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 (10)

1. The utility model provides a can bear two surpass self-adaptation automatic speed changing systems of super large load which characterized in that: the device comprises a shaft system (1), a power input mechanism, a high-speed gear transmission mechanism and a low-speed gear transmission mechanism;
the shafting (1) comprises a main shaft (1a), a main 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), wherein one end of the main transmission sleeve (1b) transmits power to the main shaft (1a) and the second transmission shaft (1d) through a differential (1e), and 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 (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 power input mechanism transmits power to the multi-plate friction clutch (2) through a first overrunning clutch (4), the multi-plate friction clutch (2) is sleeved on a main 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 main transmission sleeve (1b) so that the inner plate spiral roller sleeve (5) can axially slide along the main transmission sleeve (1 b);
low-speed gear drive mechanism includes many rows of formula freewheel clutch (6) and at power input mechanism and the countershaft transmission subassembly of speed reduction transmission between multirow formula freewheel clutch (6), many rows of formula freewheel clutch (6) are overlapped (7) suit on main drive cover (1b) through interior heart wheel cam, interior heart wheel cam cover (7) pass through the vice transmission cooperation of terminal surface cam with the corresponding terminal surface of interior piece spiral raceway cover (5) to overlap (1b) with power transmission on.
2. The double-overrunning self-adaptive automatic transmission system capable of bearing the overlarge load according to claim 1, wherein: interior heart wheel cam cover (7) are including the power take off sub-cover (7a) and the sub-cover of clutch installation (7b) constitution of coaxial setting, power take off sub-cover (7a) rotationally the suit on main drive cover (1b), and power take off sub-cover (7a) keep away from the sub-cover of clutch installation (7b) one end terminal surface and the corresponding terminal surface of inner plate spiral raceway cover (5) and pass through the vice transmission cooperation of terminal surface cam, the suit is on sub-cover of clutch installation (7b) of many rows of formula freewheel clutches (6), the one end and the sub-cover of power take off (7a) fixed connection of sub-cover of clutch installation (7b), the other end passes through interior heart wheel installation cover (30) and rotationally the suit on main drive cover (1 b).
3. The double-overrunning self-adaptive automatic transmission system capable of bearing the overlarge load according to claim 2, wherein: a first needle bearing (31) is arranged between the inner core wheel mounting sleeve (30) and the transmission sleeve (1m), a first end face bearing (32) is arranged between the main transmission sleeve (1b) and the inner core wheel mounting sleeve (30), a second needle bearing (33) is arranged between the power output sub-sleeve (7a) and the main transmission sleeve (1b), a second end face bearing (34) is arranged at one end, close to the clutch mounting sub-sleeve (7b), of the power output sub-sleeve (7a), an end face bearing mounting assembly (35) used for positioning the second end face bearing (34) is arranged on the main transmission sleeve (1b), and the second end face bearing (34) and the end face bearing mounting assembly (35) are located in a gap between the clutch mounting sub-sleeve (7b) and the main transmission sleeve (1 b).
4. The double-overrunning self-adaptive automatic transmission system capable of bearing the overlarge load according to claim 1, wherein: 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 mechanism can transmit power to the friction plate supporting piece through the first overrunning clutch (4), the elastic element group (3) can apply pretightening force to the inner plate 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 plate spiral roller way sleeve (5) and the main transmission sleeve (1b), the inner plate spiral roller way sleeve (5) can slide along the axial direction of the main 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).
5. The double-overrunning self-adaptive automatic transmission system capable of bearing the overlarge load according to claim 4, wherein: the inner-sheet 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 main transmission sleeve (1b) and forms a spiral transmission pair with the main transmission sleeve (1b), the cam profile at one end, close to the output spiral raceway barrel (5a), of the inner core wheel cam sleeve (7) is matched with the 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 plate (2a) in a disc-shaped structure and an outer plate spline sleeve (2b) in a cylindrical structure, the power input mechanism can transmit power to the friction plate supporting plate (2a), the friction plate supporting plate (2a) is parallel to a friction plate pressing plate (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 plate (2a), the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing plate (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).
6. The double-overrunning self-adaptive automatic transmission system capable of bearing the overlarge load according to claim 5, wherein: a plurality of inner plate starting check rings (2e) are sleeved on the outer wall of the output spiral raceway barrel (5a), and each inner plate starting check ring (2e) is respectively positioned on one side of each inner friction plate (2d) close to the friction plate supporting plate (2 a);
when the output spiral raceway cylinder (5a) axially moves towards the direction far away from the friction plate supporting disc (2a), each inner plate starting check ring (2e) can drive the adjacent inner friction plate (2d) to axially move towards the direction far away from the friction plate supporting disc (2a), so that each outer friction plate (2c) and each inner friction plate (2d) are separated from each other; when the output spiral raceway cylinder (5a) is axially moved in the direction close to the friction plate support plate (2a), the friction plate pressing plate (5b) can press each of the outer friction plate (2c) and the inner friction plate (2 d).
7. The double-overrunning self-adaptive automatic transmission system capable of bearing the overlarge load according to claim 6, wherein: the inner wall of the outer plate spline sleeve (2b) is provided with a plurality of outer plate limiting check rings (2f), and each outer plate limiting check ring (2f) is respectively positioned on one side of each outer friction plate (2c) close to the friction plate pressing disc (5 b).
8. The double-overrunning self-adaptive automatic transmission system capable of bearing the overlarge load according to claim 1, wherein: the multi-row overrunning clutch (6) comprises a second outer ring (6a) and at least two second inner core wheels (6c) which are sleeved on the same inner core wheel cam sleeve (7) side by side, the power input mechanism can transmit power to the second outer ring (6a) through a countershaft transmission assembly, external teeth (6c1) arranged on the periphery of each second inner core wheel (6c) are right to one another, second rolling bodies are respectively arranged between the second outer ring (6a) and each second inner core wheel (6c), and the rolling bodies around the adjacent second inner core wheels (6c) are right to one another.
9. The double-overrunning adaptive automatic transmission system capable of bearing the ultra-high load according to claim 8, wherein: the rolling bodies distributed along the periphery of each inner core wheel (6c) are composed of thick rolling bodies (6d) and thin rolling bodies (6e) which are alternately arranged, two opposite retainers (6f) are arranged on the peripheral surface of each inner core wheel (6c), a circle of annular groove (6f1) is formed in the inner wall of each retainer (6f), and two ends of each thin rolling body (6e) are slidably inserted into the corresponding annular grooves (6f1) respectively.
10. The double-overrunning adaptive automatic transmission system capable of bearing the ultra-high load according to claim 8, wherein: the auxiliary shaft transmission assembly comprises a first-stage driving gear (11) movably sleeved on the inner core wheel cam sleeve (7), an intermediate shaft (12) parallel to the main shaft (1a), and a first-stage driven gear (13) and a second-stage driving gear (14) fixedly sleeved on the intermediate shaft (12), wherein the first-stage driving gear (11) can synchronously rotate under the driving of a power input mechanism and is meshed with the first-stage driven gear (13), and a second-stage driven tooth (6b) meshed with the second-stage driving gear (14) is arranged on the second outer ring (6 a).
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