CN111059172A - Mechanical heavy-load self-adaptive automatic speed change assembly - Google Patents
Mechanical heavy-load self-adaptive automatic speed change assembly Download PDFInfo
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- CN111059172A CN111059172A CN201911227349.8A CN201911227349A CN111059172A CN 111059172 A CN111059172 A CN 111059172A CN 201911227349 A CN201911227349 A CN 201911227349A CN 111059172 A CN111059172 A CN 111059172A
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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
- 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
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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
- 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
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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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- 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 mechanical heavy-load self-adaptive automatic speed change assembly which comprises a high-speed transmission mechanism, a low-speed transmission mechanism and a main shaft for outputting power. By adopting the technical scheme, the actual driving working condition of the pure electric vehicle and the working condition of the motor can be matched in a self-adaptive manner, so that the pure electric vehicle has strong climbing and heavy-load capacity, 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; the automatic transmission device can automatically perform gear shifting and speed changing along with the change of driving resistance in a self-adaptive manner under the condition of not cutting off 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 an engine is smooth, and the pure electric vehicle runs stably and safely; furthermore, when the electric vehicle is in inertial sliding, energy can be recovered and stored, so that the endurance mileage can be increased.
Description
Technical Field
The invention relates to the technical field of mechanical transmissions, in particular to a mechanical heavy-load self-adaptive automatic speed change assembly.
Background
With the increasing strictness of environmental regulations, new energy vehicles represented by automobiles, motorcycles and tricycles which take pure electricity as power have been trending to replace traditional fuel vehicles.
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. And, when electric vehicle inertial sliding, because the problem of current automatic gearbox structural design, the derailleur can not transmit the torsion of wheel for the motor to can't realize ability recovery and storage, lead to the duration distance unsatisfactory.
Disclosure of Invention
In order to solve the technical problems, the invention provides a mechanical heavy-load self-adaptive automatic speed change assembly.
The technical scheme is as follows:
a mechanical heavy-load self-adaptive automatic speed change assembly is characterized by comprising a high-speed transmission mechanism, a low-speed transmission mechanism and a main shaft for outputting power;
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 is sleeved on the main shaft through an inner-sheet spiral roller way sleeve, and a spiral transmission pair is formed between the inner-sheet spiral roller way sleeve and the main shaft so that the inner-sheet spiral roller way sleeve can axially slide along the main shaft;
the low-speed gear transmission mechanism comprises a plurality of rows of combined overrunning clutches sleeved on the main shaft through an inner core wheel sleeve and a countershaft transmission assembly for speed reduction transmission between the friction clutch and the plurality of rows of combined overrunning clutches, and the inner core wheel sleeve is in transmission fit with the corresponding end surface of the inner sheet spiral roller way sleeve through an end surface cam pair;
when the resisting torque transmitted to the friction clutch by the main shaft is greater than or equal to the preset load limit of the friction clutch, the friction clutch is in a separation state, and the friction clutch transmits power to the main shaft through the auxiliary shaft transmission assembly, the inner core wheel sleeve and the inner sheet spiral roller sleeve in sequence; when the resisting moment transmitted to the friction clutch by the main shaft is smaller than the preset load limit of the friction clutch, the friction clutch is in a combined state, and the friction clutch transmits power to the main shaft through the inner-sheet spiral roller sleeve.
By adopting the structure, when the load borne by the main shaft is not large, the rotating speed of the main shaft is equal to that of the power input mechanism, the power can be efficiently transmitted, 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 shaft is less than that of the power input mechanism, the inner-sheet spiral roller way sleeve axially displaces along the main shaft, and the friction clutch loses pretightening force, so that the friction clutch is disconnected and enters a low-speed gear; moreover, when the rotating speed of the main shaft is gradually increased to be the same as that of the power input mechanism, the speed-changing device can automatically switch back to the high-speed gear again, so that the speed-changing device can automatically shift gears and change speed along with the change of driving resistance in a self-adaptive manner under the condition of not cutting off the driving force, has good smoothness, greatly increases the high-efficiency operation interval of the motor, can meet the use requirements under the conditions of mountainous areas, hills and heavy loads, ensures that the load change of the motor or the engine is smooth, and the pure electric vehicle runs stably and safely; and when the electric vehicle slides inertially, the torsion of the wheels is transmitted to the shafting, the shafting is transmitted to the speed changer, and the speed changer is transmitted to the motor, so that the energy recovery and the storage are realized, and the endurance mileage is increased.
Preferably, the method comprises the following steps: multirow combination formula freewheel clutch includes outer lane and two at least interior heart wheels that set up side by side between outer lane and separation and reunion installation section, and each heart wheel all is through spline fit suit on separation and reunion installation section to be provided with the one-to-one just right external tooth in respective periphery be provided with the rolling element between outer lane and each interior heart wheel respectively, the rolling element around the adjacent heart wheel is just to one. By adopting the structure, the number of the inner core wheel and the corresponding rolling bodies can be freely selected according to actual needs, even infinitely increased, the load bearing capacity of the 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.
Preferably, the method comprises the following steps: the inner core wheel sleeve is made of a high-strength anti-torsion material, and the inner core wheel is made of a compression-resistant wear-resistant material. By adopting the structure, the torsion resistance of the inner core wheel sleeve is high, the reliability and the stability of transmission can be ensured, the wear resistance and the pressure resistance of the inner core wheel are high, the wear speed can be delayed, and the reliable matching of the inner core wheel and the rolling body can be ensured, so that the inner core wheel sleeve and the inner core wheel are made of two different materials, the material characteristics can be fully utilized, the production cost is effectively saved, the service life of the overrunning clutch is greatly prolonged, and the performance of the overrunning clutch is improved.
Preferably, the method comprises the following steps: the inner core wheel sleeve is made of alloy steel, and the inner core wheel is made of bearing steel or alloy steel or hard alloy. By adopting the structure, the selection can be freely carried out according to specific requirements, and the adaptability is strong.
Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises an auxiliary shaft arranged in parallel with the main shaft, 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 friction clutch is sleeved on the friction clutch, the first-stage reduction driving gear is 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 the input driven teeth are meshed with the second-stage driving gear. By adopting the structure, the structure is simple, the speed reduction transmission can be stably and reliably carried out, and the transmission efficiency is high.
Preferably, the method comprises the following steps: the utility model discloses a clutch installation section, including core wheel cover, clutch installation section, inner core wheel cover, the core wheel cover comprises integrated into one piece's power take off section and separation and reunion installation section, the aperture of power take off section is less than the aperture of separation and reunion installation section to rotationally the suit is on the main shaft the tip cover of main shaft is equipped with non-metallic supporting cover, the rotationally suit of separation and reunion installation section is on non-metallic supporting cover, multirow combination formula freewheel clutch suit is on separation and reunion installation section to can drive inner core wheel cover and rotate the one end that power take off section was kept away from to separation and reunion installation section is provided with axial locking end cover, and this axial locking end cover inserts back and non-metallic supporting cover butt in the separation and. By adopting the structure, the axial displacement of the inner core wheel sleeve can be limited by utilizing the non-metal supporting sleeve, and the weight is far less than that of a metal piece, so that the reliable connection among all parts is ensured, the light-weight design requirement is met, and the stability of the dynamic balance of the whole mechanism can be ensured; the axial locking end cover can simultaneously lock the non-metal bearing sleeve and the inner core wheel sleeve, so that the non-metal bearing sleeve and the inner core wheel sleeve cannot generate axial displacement, and the installation reliability of the non-metal bearing sleeve and the inner core wheel sleeve is further improved.
Preferably, the method comprises the following steps: the 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 friction plate supporting piece can transmit power to the auxiliary shaft transmission assembly, the elastic element group can apply pretightening force to the inner spiral roller way sleeve to compress the outer friction plates and the inner friction plates, a spiral transmission pair is formed between the inner spiral roller way sleeve and the main shaft, the inner spiral roller way sleeve can slide along the axial direction of the main shaft, and therefore the elastic element group is compressed to release the outer friction plates and the inner friction plates.
By adopting the structure, the friction structure in the friction clutch is set into the outer friction plates and the inner friction plates which are alternately arranged, so that the borne torque is dispersed on the outer friction plates and the inner friction plates, the outer friction plates and the inner friction plates share the abrasion, the friction loss is greatly reduced, the defect of the traditional disc type friction clutch is overcome, the abrasion resistance, the stability and the reliability of the friction clutch are greatly improved, and the service life is prolonged.
Preferably, the method comprises the following steps: the inner-sheet spiral raceway sleeve comprises a friction plate pressing disc 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 shaft and forms a spiral transmission pair with the main shaft, and the friction plate pressing disc is fixedly sleeved at one end of the output spiral raceway barrel;
the friction plate support piece comprises a friction plate supporting disc in a disc-shaped structure and an outer plate spline sleeve in a cylindrical structure, the friction plate supporting disc is parallel to the friction plate pressing disc, the outer plate spline sleeve is coaxially sleeved outside the output spiral roller path cylinder, one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting disc, and the other end of the outer plate spline sleeve extends out of the friction plate pressing disc;
the outer edge of each outer friction plate is matched with the inner wall spline of the outer plate spline sleeve, the inner edge of each inner friction plate is matched with the outer wall spline of the output spiral raceway barrel, a plurality of inner plate starting check rings are sleeved on the outer wall of the output spiral raceway barrel, and each inner plate starting check ring is respectively positioned on one side, close to the friction plate supporting plate, of each inner friction plate;
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.
Structure more than adopting, through set up interior piece start-up retaining ring on the friction disc installation section of thick bamboo including, can drive each interior friction disc and adjacent outer friction disc separation initiatively, for current multi-plate friction clutch, response speed has not only been improved by a wide margin, corresponding time has been shortened, thereby can increase the quantity of friction disc by a wide margin, the quantity of unlimited increase friction disc even, make this friction clutch can be applied to big moment of torsion 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 use, the wearing and tearing condition of each interior friction disc and outer friction disc is unanimous basically, greatly reduced the friction loss that slides, overcome the defect of traditional multi-plate friction clutch, friction clutch's life has been prolonged, thereby whole friction clutch's wearability has been improved by a wide margin, stability and reliability.
Preferably, the method comprises the following steps: the distance between the adjacent inner plate starting check rings is equal, the distance between the adjacent inner plate starting check rings is larger than that between the adjacent inner friction plates, and when the friction plate pressing plate presses each outer friction plate and each inner friction plate, the distance between each inner plate starting check ring and each adjacent inner friction plate is gradually reduced in an equal-difference array relation towards the direction close to the friction plate pressing plate. By adopting the structure, each inner friction plate and the corresponding outer friction plate can be dispersed more orderly and uniformly, and the response time is shortened.
Preferably, the method comprises the following steps: the friction plate pressing disc is characterized in that a plurality of concentric annular roller paths are distributed on the surface of one side, close to the elastic element group, of the friction plate pressing disc, an end face bearing is arranged between the elastic element group and the friction plate pressing disc and comprises a bearing supporting disc and a plurality of bearing balls supported between the bearing supporting disc and the friction plate pressing disc, and the bearing balls can roll along the corresponding annular roller paths respectively. By adopting the structure, the friction plate pressing disc is used as a supporting disc of the end face bearing, so that the manufacturing cost is saved, and the assembly space is saved.
Compared with the prior art, the invention has the beneficial effects that:
the mechanical heavy-load self-adaptive automatic speed change assembly adopting the technical scheme can be used for self-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 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 shaft is gradually increased to be the same as that of the power input mechanism, the automatic transmission can automatically switch back to a high-speed gear, so that the automatic transmission can automatically shift gears along with the change of driving resistance in a self-adaptive manner under the condition of not cutting off driving force, the gears are smoothly shifted, 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; and when the electric vehicle slides inertially, the torsion of the wheels is transmitted to the shafting, the shafting is transmitted to the speed changer, and the speed changer is transmitted to the motor, so that the energy recovery and the storage are realized, and the endurance mileage is increased.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the connection between the present invention and a power plant;
FIG. 3 is a schematic structural view of a high-speed gear transmission mechanism;
FIG. 4 is a schematic view of a multi-row combination overrunning clutch;
FIG. 5 is a schematic diagram showing the relationship between the outer race, inner core and rolling elements of a multi-row combination overrunning clutch;
FIG. 6 is a schematic structural view of the cage;
FIG. 7 is a schematic structural view of an inner spiral raceway sleeve;
FIG. 8 is a schematic illustration of the mating relationship of the friction plate support disc and the outer plate spline housing;
FIG. 9 is a schematic structural view of an outer friction plate;
FIG. 10 is a schematic structural view of an inner friction plate.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1-4, a mechanical heavy-duty adaptive automatic transmission assembly includes a high-speed transmission mechanism, a low-speed transmission mechanism and a main shaft 1 for outputting power.
The high-speed gear transmission mechanism comprises a friction clutch 11 and an elastic element group 12 for applying pretightening force to the friction clutch 11, the friction clutch 11 is sleeved on the main shaft 1 through an inner-sheet spiral roller way sleeve 13, and a spiral transmission pair is formed between the inner-sheet spiral roller way sleeve 13 and the main shaft 1 so that the inner-sheet spiral roller way sleeve 13 can slide along the axial direction of the main shaft 1.
The low-speed gear transmission mechanism comprises a multi-row combined type overrunning clutch 3 which is sleeved on a main shaft 1 through an inner core wheel sleeve 2 and an auxiliary shaft transmission assembly which performs speed reduction transmission between a friction clutch 11 and the multi-row combined type overrunning clutch 3, wherein the inner core wheel sleeve 2 is matched with the corresponding end face of an inner sheet spiral roller sleeve 13 through an end face cam pair in a transmission way.
When the resistance torque transmitted to the friction clutch 11 by the main shaft 1 is greater than or equal to the preset load limit of the friction clutch 11, the friction clutch 11 is in a separation state, and the friction clutch 11 transmits power to the main shaft 1 through a countershaft transmission assembly, the inner core wheel sleeve 2 and the inner sheet spiral roller sleeve 13 in sequence; when the resisting torque transmitted to the friction clutch 11 by the main shaft 1 is smaller than the preset load limit of the friction clutch 11, the friction clutch 11 is in a combined state, and the friction clutch 11 transmits power to the main shaft 1 through the inner-plate spiral roller sleeve 13.
Referring to fig. 1-4, the electric machine 14 is capable of transmitting power to the friction clutch 11 through a power input mechanism.
Referring to fig. 1, 3 and 7, the inner spiral raceway sleeve 13 includes an output spiral raceway barrel 13a and a friction plate pressing plate 13b which are integrally formed, wherein the output spiral raceway barrel 13a is in a cylindrical structure, the friction plate pressing plate 13b is in a disc structure, the friction plate pressing plate 13b is vertically and fixedly sleeved outside one end of the output spiral raceway barrel 13a, and a cam profile structure is processed on an end face of the output spiral raceway barrel 13a, which is far away from the friction plate pressing plate 13 b.
Referring to fig. 1 and 3, the output spiral raceway sleeve 13a is sleeved on the main shaft 1 and forms a spiral transmission pair with the main shaft 1, so that the inner spiral raceway sleeve 13 can slide along the axial direction of the main shaft 1, thereby compressing the elastic element group 12 to release each of the outer friction plates 11c and the inner friction plates 11 d. Specifically, the helical transmission pair includes inner helical raceways 13a3 circumferentially distributed on the inner wall of the output helical raceway barrel 13a and outer helical raceways 1a circumferentially distributed on the outer wall of the main shaft 1, a plurality of outwardly projecting balls 16 being embedded in each outer helical raceway 1a, and the respective balls 16 being capable of rolling in the corresponding inner helical raceway 13a3 and outer helical raceway 1a, respectively. When the inner-piece helical raceway sleeve 13 rotates relative to the main shaft 1, it can move axially relative to the main shaft 1, and thus can press or release the friction clutch 11, so that the friction clutch 11 is in an engaged or disengaged state.
Referring to fig. 1, 3 and 7, the friction plate hold-down disc 13b extends radially outwardly from the end of the output spiral race-tube 13a remote from the friction plate support. A plurality of concentric annular raceways 13b1 are distributed on the surface of one side of the friction plate pressing disc 13b close to the elastic element group 12, an end face bearing 15 is arranged between the elastic element group 12 and the friction plate pressing disc 13b, the end face bearing 15 comprises a bearing supporting disc 15b and a plurality of bearing balls 15a supported between the bearing supporting disc 15b and the friction plate pressing disc 13b, and each bearing ball 15a can roll along the corresponding annular raceway 13b 1. Through the structure, the friction plate pressing plate 13b 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. 1 and 3, the friction clutch 11 includes a friction plate support, and a plurality of outer friction plates 11c and inner friction plates 11d alternately arranged between the friction plate support and an inner plate spiral raceway sleeve 13, wherein the friction plate support includes a friction plate support plate 11a in a disc-shaped structure and an outer plate spline sleeve 11b in a cylindrical structure, the power input mechanism can transmit power to the outer plate spline sleeve 11b, the outer plate spline sleeve 11b drives the friction plate support plate 11a to rotate synchronously, the friction plate support plate 11a is parallel to the friction plate pressing plate 13b, the outer plate spline sleeve 11b is coaxially sleeved outside the output spiral raceway sleeve 13a, one end of the outer plate spline fits with an outer edge of the friction plate support plate 11a, and the other end extends out of the friction plate pressing plate 13 b. Each outer friction plate 11c is axially slidable along the inner wall of the outer plate spline housing 11b, and each inner friction plate 11d is axially slidable along the outer wall of the output spiral race barrel 13 a. Compared with the traditional disc type friction clutch, the friction clutch 11 in the present embodiment is used for a long time, the abrasion conditions of the inner friction plates 11d and the outer friction plates 11c are basically consistent, the sliding friction loss is reduced, the abrasion resistance, the stability and the reliability of the friction clutch 11 are improved, and the service life of the friction clutch 11 is prolonged.
Referring to fig. 3, 7 and 10, the inner edge of each inner friction plate 11d is provided with an inner internal spline 11d1, and the outer wall of the output spiral raceway cylinder 13a is provided with an inner external spline 13a1 adapted to the inner internal spline 11d1, that is, the output spiral raceway cylinder 13a and each inner friction plate 11d realize spline fit with the inner external spline 13a1 through the inner internal spline 11d1, so that each inner friction plate 11d can synchronously rotate with the output spiral raceway cylinder 13a and axially move along the output spiral raceway cylinder 13a to realize separation.
Similarly, referring to fig. 3, 8 and 9, an outer plate external spline 11c1 is provided on the outer edge of each outer friction plate 11c, and an outer plate internal spline 11b1 corresponding to each outer plate external spline 11c1 is provided on the inner wall of the outer plate spline housing 11 b. That is, the outer plate spline housing 11b and each outer friction plate 11c realize spline fit with the outer plate inner spline 11b1 through the outer plate outer spline 11c1, so that each outer friction plate 11c can synchronously rotate with the outer plate spline housing 11b, and can axially move along the outer plate spline housing 11b to realize separation.
Referring to fig. 1, 3 and 8, the inner edge of the friction plate support disc 11a has a power take-off 11a1 extending away from the friction plate hold-down disc 13b, the power take-off 11a1 being rotatably mounted on the inner hub 2. The power output sleeve 11a1 and the output spiral raceway barrel 13a are coaxially arranged, that is, the central axes of the power output sleeve 11a1, the output spiral raceway barrel 13a and the main shaft 1 are superposed. The friction plate support plate 11a extends radially outward from the end of the power output sleeve 11a1 adjacent to the friction plate pressing plate 13b and faces the friction plate pressing plate 13b, so that the outer friction plates 11c and the inner friction plates 11d are alternately arranged on the friction plate support plate 11a and the friction plate pressing plate 13 b. The outer edge of the friction plate support plate 11a is provided with a power input spline 11a3 that is spline-fitted to the outer plate inner spline 11b 1. Each outer friction plate 11c and the friction plate supporting plate 11a can share the outer plate inner spline 11b1 on the inner wall of the outer plate spline housing 11b, and design and processing difficulty and production cost are reduced.
Referring to fig. 3, the portion of the outer plate spline housing 11b remote from the friction plate support is supported on the outer edge of the friction plate hold-down plate 13b and is free to rotate relative to the friction plate hold-down plate 13b to maintain the structure stable and reliable.
Referring to fig. 1 to 3, the elastic element set 12 can apply a pre-tightening force to the inner plate spiral roller way sleeve 13 to press each of the outer friction plates 11c and the inner friction plates 11d, so that the friction clutch 11 is kept in a combined state. In this embodiment, the elastic element group 12 is preferably a disc spring, which is stable, reliable, and low in cost, and can continuously apply an axial thrust to the end bearing 15.
Referring to fig. 3 and 7, a plurality of inner plate starting retaining rings 11e are arranged on the inner wall of the output spiral raceway barrel 13a, and each inner plate starting retaining ring 11e is respectively positioned on one side of the adjacent inner friction plate 11d close to the friction plate supporting disk 11 a. By arranging the inner plate starting retainer ring 11e on the output spiral raceway barrel 13a, each inner friction plate 11d can be separated, so that all the inner friction plates 11d can be quickly and uniformly scattered in a separated state, and the outer friction plates 11c are driven to move at the same time, so that the inner friction plates 11d and the outer friction plates 11c are completely separated.
Furthermore, a plurality of inner disc springs 11h are sleeved on the outer wall of the output spiral raceway barrel 13a, each inner disc spring 11h is respectively positioned on one side of each inner friction plate 11d close to the friction plate pressing plate 13b, and two ends of each inner disc spring 11h are respectively and elastically supported on the corresponding inner friction plate 11d and the inner disc starting retaining ring 11 e. Through the design, each inner disc spring 11h is matched with each inner disc starting retainer ring 11e, bidirectional acting force is applied to the inner friction plate 11d, the inner friction plate 11d is promoted to be actively separated from the outer friction plates 11c on the two sides, and the inner friction plates 11d are guaranteed to be completely separated from the outer friction plates 11 c.
Further, the distance between the adjacent inner plate starting check rings 11e is equal, and the distance between the adjacent inner plate starting check rings 11e is greater than the distance between the adjacent inner friction plates 11d, specifically, the distance between the adjacent inner plate starting check rings 11e is only slightly greater than the distance between the adjacent inner friction plates 11d, and when the friction clutch is in a disconnected state, the inner friction plates 11d and the adjacent outer friction plates 11c can be uniformly distributed after being separated by the adjacent inner plate starting check rings 11 e. When the friction plate pressing plate 13b presses each outer friction plate 11c and each inner friction plate 11d, the distance between each inner plate starting check ring 11e and the adjacent inner friction plate 11d is gradually reduced in an arithmetic progression towards the direction close to the friction plate pressing plate 13 b. The outer wall of the output spiral raceway cylinder 13a is provided with an inner plate external spline 13a1, the inner plate external spline 13a1 is provided with a plurality of inner retainer mounting ring grooves 13a2 corresponding to the corresponding inner plate start retainers 11e, and each inner plate start retainer 11e is respectively embedded into the corresponding inner retainer mounting ring groove 13a 2.
Referring to fig. 3 and 8, a plurality of outer plate limit retaining rings 11f are arranged on the inner wall of the outer plate spline housing 11b, and each outer plate limit retaining ring 11f is respectively positioned on one side of each outer friction plate 11c close to the friction plate pressing disc 13 b. The distance between the adjacent outer plate limiting check rings 11f is equal, and the distance between the adjacent outer plate limiting check rings 11f is larger than the distance between the adjacent inner plate starting check rings 11 e. Through the design, the outer friction plate 11c is limited, the situation that the outer friction plate 11c is bonded with the previous-stage inner friction plate 11d is avoided, and the inner friction plate 11d is separated from the outer friction plate 11c more thoroughly. The spacing between the adjacent outer plate limiting retainer rings 11f is equal, so that the inner friction plates 11d and the corresponding outer friction plates 11c can be dispersed more orderly and uniformly, and the response time is shortened.
Furthermore, a plurality of outer disc springs 11g are sleeved on the inner wall of the outer disc spline housing 11b, each outer disc spring 11g is respectively positioned on one side of each outer friction plate 11c close to the friction plate supporting disc 11a, and two ends of each outer disc spring 11g are respectively and elastically supported on the corresponding outer disc limiting retainer ring 11f and the outer friction plate 11 c. Through the design, each outer disc spring 11g is matched with each outer limiting retainer ring 11f to apply bidirectional acting force to the outer friction plate 11c, so that the outer friction plate 11c is actively separated from the inner friction plates 11d on two sides, and the inner friction plates 11d are completely separated from the outer friction plates 11 c.
The inner wall of the outer plate spline housing 11b is provided with an outer plate internal spline 11b1, the outer edge of each outer friction plate 11c is provided with an outer plate external spline 11c1 in spline fit with the outer plate internal spline 11b1, the outer edge of the friction plate supporting disk 11a is provided with a power input spline 11a3, one end of the outer plate spline housing 11b, which is close to the friction plate supporting disk 11a, is in spline fit with the power input spline 11a3 through the outer plate internal spline 11b1, the outer plate internal spline 11b1 is provided with a plurality of outer retaining ring mounting ring grooves 11b2 which are matched with corresponding outer plate limiting retaining rings 11f, and each outer plate limiting retaining ring 11f is respectively embedded into the corresponding outer retaining ring mounting ring groove 11b 2.
Referring to fig. 4, the inner core wheel sleeve 2 is composed of a power output section 2a and a clutch mounting section 2b which are integrally formed, and both the power output section 2a and the clutch mounting section 2b are cylindrical structures. The outer diameter of the power output section 2a is smaller than that of the clutch mounting section 2b, the bore diameter is also smaller than that of the clutch mounting section 2b, the power output section 2a is rotatably sleeved on the main shaft 1, and specifically, the power output section 2a is rotatably sleeved on the main shaft 1 through a needle bearing 8. And, the power take-off section 2a is processed with the cam profile structure in the end face of one end far away from the clutch installation section 2b, thus can realize the transmission of power through the cooperation of the cam profile.
Referring to fig. 4, a non-metal support sleeve 4 is sleeved on an end portion of the main shaft 1, and the clutch mounting section 2b is rotatably sleeved on the non-metal support sleeve 4, preferably, the non-metal support sleeve 4 is made of nylon, has a self-lubricating effect, is good in wear resistance, low in cost and light in weight, and meets the requirement of light weight design. Specifically, the main shaft 1 is sleeved with a washer 6, one side surface of the washer 6 is abutted to one end surface of the nonmetal supporting sleeve 4 far away from the axial locking end cover 5, a first ball bearing 7 is arranged between the other side surface of the washer 6 and one end surface of the power output section 2a close to the clutch mounting section 2b, and the nonmetal supporting sleeve 4 is sleeved on the end portion of the main shaft 1 through a half-moon key 9. In addition, in order to ensure the installation reliability of the non-metal supporting sleeve 4 and the inner core wheel sleeve 2 and avoid axial displacement, one end of the clutch installation section 2b, which is far away from the power output section 2a, is provided with an axial locking end cover 5, and the axial locking end cover 5 is inserted into the clutch installation section 2b and then is abutted against the non-metal supporting sleeve 4 so as to limit the non-metal supporting sleeve 4 between the axial locking end cover 5 and the clutch installation section 2 b.
Referring to fig. 4, the axial locking end cap 5 includes a nylon sleeve limiting portion 5a adapted to a central hole of the power output section 2a and an annular flange 5b circumferentially disposed on an outer peripheral surface of the axial locking end cap 5, when the nylon sleeve limiting portion 5a is inserted into the central hole of the power output section 2a, an end surface of the nylon sleeve limiting portion 5a abuts against the non-metal support sleeve 4, and a side wall of the annular flange 5b near the nylon sleeve limiting portion 5a abuts against an end surface of the clutch mounting section 2b at an end far from the power output section 2a, so that axial positions of the non-metal support sleeve 4 and the inner hub 2 can be reliably locked.
Referring to fig. 4 and 5, the multiple rows of combined overrunning clutches 3 are sleeved on the clutch mounting section 2b and can drive the inner hub sleeve 2 to rotate. Specifically, the multi-row combined overrunning clutch 3 mainly includes an outer ring 3a and at least two inner core wheels 3b arranged side by side between the inner core wheel sleeve 2 and the outer ring 3a, rolling bodies are respectively arranged between the outer ring 3a and each inner core wheel 3b, it should be noted that the outer teeth 3b1 on the periphery of each inner core wheel 3b are directly opposite to each other, and the rolling bodies on the periphery of the adjacent inner core wheels 3b are directly opposite to each other, so as to ensure the synchronism of each inner core wheel 3 b.
The inner core wheel sleeve 2 is made of a high-strength anti-torsion material, the inner core wheel 3b is made of a compression-resistant wear-resistant material, specifically, the inner core wheel sleeve 2 is made of alloy steel, and the inner core wheel 3b is made of bearing steel or alloy steel or hard alloy. In this embodiment, the inner core wheel sleeve 2 is preferably made of 20CrMnTi, and has high torsion resistance, low cost and high cost performance, and the inner core wheel 3b is preferably made of GCr15, so that the inner core wheel sleeve has high wear resistance and compression resistance, low cost and high cost performance. The torsion resistance and the pressure resistance of the inner core wheel sleeve 2 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 3b are high, so that the inner core wheel sleeve 2 and the inner core wheel 3b 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. 4-6, the rolling elements distributed along the outer periphery of each inner core wheel 3b are composed of alternately arranged thick rolling elements 3c and thin rolling elements 3d, two opposite retainers 3e are arranged on the outer peripheral surface of each inner core wheel 3b, a ring of annular grooves 3e1 are formed in the inner wall of each retainer 3e, and both ends of each thin rolling element 3d are slidably inserted into the corresponding annular grooves 3e 1. By adopting the structure, each thin rolling body 3d can follow up, the overall stability and reliability are improved, and the service life is prolonged.
Referring to fig. 4, the outer wall of the outer ring 3a has input driven teeth 3a1 arranged along the circumferential direction. The outer wall of the inner core wheel sleeve 2 is in spline fit with the inner wall of each inner core wheel 3b, so that the inner core wheels 3b can drive the inner core wheel sleeve 2 to rotate. With the above configuration, power transmission can be reliably performed.
Referring to fig. 4, the gear ring supports 3f are disposed on two sides of the outer ring 3a, where the outer ring 3a is disposed on two sides of the outer ring 3a, and the gear ring supports 3f are respectively supported on the annular flange 5b through the second ball bearings 10, so that reliable installation of the outer ring 3a is ensured, and stability of the multi-row combined overrunning clutch 3 is improved.
Referring to fig. 5, the number of teeth of the internal spline of the inner core wheel 3b is twice that of the external teeth 3b 1. The installation and the debugging are convenient to solve the problem that each inner core wheel is asynchronous.
The external tooth 3b1 includes top arc section 3b12 and is located respectively short side segment 3b11 and long side segment 3b13 of top arc section 3b12 both sides, short side segment 3b11 is inside sunken arc structure, long side segment 3b13 is outside convex arc structure, the camber of short side segment 3b11 is less than the camber of long side segment 3b 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Referring to fig. 1, the countershaft transmission assembly includes a countershaft 21 disposed parallel to the main shaft 1, a first reduction driven gear 16 and a second reduction driving gear 17 are sleeved on the countershaft 21 and capable of driving the countershaft 21 to rotate, a first reduction driving gear 18 is sleeved on the friction clutch 11 and driven by the friction clutch, the first reduction driving gear 18 is engaged with the first reduction driven gear 16, an input driven tooth 3a1 is disposed on an outer wall of the outer ring 3a along a circumferential direction, and the input driven tooth 3a1 is engaged with the second reduction driving gear 17.
In this embodiment, the elastic element group 12 applies pressure through the end face bearings 15 to press the outer friction plates 11c and the inner friction plates 11d of the friction clutch 11, and at this time, the friction clutch 11 is in a combined state under the pressure of the elastic element group 12, and the power is in a high-speed power transmission path:
the motor 14 → the power input mechanism → the outer plate spline housing 11b → the friction plate support plate 11a → the outer friction plate 11c and the inner friction plate 11d → the inner plate helical raceway housing 13 → the main shaft 1 outputs power.
At this time, the multi-row combined overrunning clutch 3 is in an overrunning state, and the elastic element group 12 is not compressed. When the resisting moment transmitted to the friction clutch 11 by the main shaft 1 is greater than or equal to the preset load limit of the friction clutch 11, the inner plate spiral roller way sleeve 13 and the main shaft 1 have a rotation speed difference, the inner plate spiral roller way sleeve 13 moves towards the compression elastic element group 12 to compress the elastic element group 12, gaps occur between each outer friction plate 11c and each inner friction plate 11d of the friction clutch 11, namely, the outer friction plates are separated, and the power is transmitted through the following route instead, namely, a low-speed power transmission route:
the motor 14 → the power input mechanism → the outer plate spline housing 11b → the friction plate support disk 11a → the primary reduction drive gear 18 → the primary reduction driven gear 16 → the counter shaft 21 → the secondary drive gear 17 → the multi-row combined overrunning clutch 3 → the inner core wheel housing 2 → the inner plate spiral raceway housing 13 → the main shaft 1 outputs power.
At this time, the multi-row combined overrunning clutch 3 is not overrunning, and the elastic element group 12 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 shaft 1 to rotate for a certain angle relative to the inner-piece spiral roller sleeve 13, under the action of a spiral transmission pair, the inner-piece spiral roller sleeve 13 compresses the elastic element group 12 through the end-face bearing 15, the outer friction plate 11c is separated from the inner friction plate 11d, namely, the friction clutch 11 is in a disconnected state and rotates at a low-speed gear speed; therefore, the low-speed starting is automatically realized, and the starting time is shortened. Meanwhile, the elastic element group 12 absorbs the kinetic resistance moment energy and stores potential energy for restoring the high-speed gear to transmit power.
After the start is successful, the running resistance is reduced, and when the component force is reduced to be smaller than the pressure generated by the elastic element group 12, the outer friction plates 11c and the inner friction plates 11d of the friction clutch 11 are restored to the close contact state by being pushed by the rapid release of the pressure generated by the elastic element group 12 due to the compression of the motion resistance, and 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 mechanical type heavy load self-adaptation automatic speed change assembly which characterized in that: the transmission mechanism comprises a high-speed transmission mechanism, a low-speed transmission mechanism and a main shaft (1) for outputting power;
the high-speed gear transmission mechanism comprises a friction clutch (11) and an elastic element group (12) for applying pretightening force to the friction clutch (11), the friction clutch (11) is sleeved on the main shaft (1) through an inner-sheet spiral roller way sleeve (13), and a spiral transmission pair is formed between the inner-sheet spiral roller way sleeve (13) and the main shaft (1) so that the inner-sheet spiral roller way sleeve (13) can slide along the axial direction of the main shaft (1);
the low-speed gear transmission mechanism comprises a multi-row combined type overrunning clutch (3) which is sleeved on a main shaft (1) through an inner core wheel sleeve (2) and an auxiliary shaft transmission assembly which performs speed reduction transmission between a friction clutch (11) and the multi-row combined type overrunning clutch (3), wherein the corresponding end faces of the inner core wheel sleeve (2) and an inner sheet spiral roller way sleeve (13) are matched through end face cam pair transmission.
2. The mechanical heavy-duty adaptive automatic transmission assembly according to claim 1, wherein: multirow combination formula freewheel clutch (3) include outer lane (3a) and at least two interior heart yearn (3b) of setting side by side between outer lane (3a) and separation and reunion installation section (2b), and each interior heart yearn (3b) all is through spline fit suit on separation and reunion installation section (2b) to be provided with one-to-one just outer tooth (3b1) in respective periphery be provided with the rolling element between outer lane (3a) and each interior heart yearn (3b) respectively, the rolling element on every side of adjacent interior heart yearn (3b) is just to one.
3. The mechanical heavy-duty adaptive automatic transmission assembly of claim 2, wherein: the inner core wheel sleeve (2) is made of a high-strength anti-torsion material, and the inner core wheel (3b) is made of a compression-resistant wear-resistant material.
4. The mechanical heavy-duty adaptive automatic transmission assembly of claim 3, wherein: the inner core wheel sleeve (2) is made of alloy steel, and the inner core wheel (3b) is made of bearing steel or alloy steel or hard alloy.
5. The mechanical heavy-duty adaptive automatic transmission assembly of claim 2, wherein: the auxiliary shaft transmission assembly comprises an auxiliary shaft (21) arranged in parallel with the main shaft (1), a first-stage speed reduction driven gear (16) capable of driving the auxiliary shaft (21) to rotate and a second-stage driving gear (17) driven by the auxiliary shaft (21) are sleeved on the auxiliary shaft (21), a first-stage speed reduction driving gear (18) driven by the friction clutch (11) is sleeved on the friction clutch (11), the first-stage speed reduction driving gear (18) is meshed with the first-stage speed reduction driven gear (16), input driven teeth (3a1) arranged along the circumferential direction are arranged on the outer wall of the outer ring (3a), and the input driven teeth (3a1) are meshed with the second-stage driving gear (17).
6. The mechanical heavy-duty adaptive automatic transmission assembly according to claim 1, wherein: interior heart wheel cover (2) comprises integrated into one piece's power take off section (2a) and separation and reunion installation section (2b), the aperture of power take off section (2a) is less than the aperture of separation and reunion installation section (2b) to rotationally the suit is on main shaft (1) the tip cover of main shaft (1) is equipped with nonmetal supporting sleeve (4), separation and reunion installation section (2b) rotationally the suit is on nonmetal supporting sleeve (4), multirow combination formula freewheel clutch (3) suit is on separation and reunion installation section (2b) to can drive interior heart wheel cover (2) and rotate separation and reunion installation section (2b) are kept away from the one end of power take off section (2a) and are provided with axial locking end cover (5), and this axial locking end cover (5) insert back and nonmetal supporting sleeve (4) butt in separation and reunion installation section (2b) to inject nonmetal supporting sleeve (4) between axial locking end cover (5) and separation and reunion installation section (2 b).
7. The mechanical heavy-duty adaptive automatic transmission assembly according to claim 1, wherein: the friction clutch (11) comprises a friction plate supporting piece arranged on the inner plate spiral raceway sleeve (13) and a plurality of outer friction plates (11c) and inner friction plates (11d) which are alternately arranged between the friction plate supporting piece and the inner plate spiral raceway sleeve (13), each outer friction plate (11c) can axially slide along the friction plate supporting piece, and each inner friction plate (11d) can axially slide along the inner plate spiral raceway sleeve (13);
the friction plate supporting piece can transmit power to the auxiliary shaft transmission assembly, the elastic element group (12) can apply pretightening force to the inner plate spiral roller way sleeve (13) to press each outer friction plate (11c) and each inner friction plate (11d) tightly, a spiral transmission pair is formed between the inner plate spiral roller way sleeve (13) and the main shaft (1), the inner plate spiral roller way sleeve (13) can slide along the axial direction of the main shaft (1), and therefore the elastic element group (12) is compressed to release each outer friction plate (11c) and each inner friction plate (11 d).
8. The mechanical heavy-duty adaptive automatic transmission assembly of claim 7, wherein: the inner-sheet spiral raceway sleeve (13) comprises a friction sheet pressing disc (13b) in a disc-shaped structure and an output spiral raceway barrel (13a) in a cylindrical structure, the output spiral raceway barrel (13a) is sleeved on the main shaft (1) and forms a spiral transmission pair with the main shaft (1), and the friction sheet pressing disc (13b) is fixedly sleeved at one end of the output spiral raceway barrel (13 a);
the friction plate support piece comprises a friction plate supporting plate (11a) in a disc-shaped structure and an outer plate spline sleeve (11b) in a cylindrical structure, the friction plate supporting plate (11a) is parallel to a friction plate pressing plate (13b), the outer plate spline sleeve (11b) is coaxially sleeved outside the output spiral raceway barrel (13a), one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting plate (11a), and the other end of the outer plate spline sleeve extends out of the friction plate pressing plate (13 b);
the outer edge of each outer friction plate (11c) is in spline fit with the inner wall of an outer plate spline sleeve (11b), the inner edge of each inner friction plate (11d) is in spline fit with the outer wall of an output spiral raceway barrel (13a), a plurality of inner plate starting check rings (11e) are sleeved on the outer wall of the output spiral raceway barrel (13a), and each inner plate starting check ring (11e) is respectively positioned on one side, close to a friction plate supporting disk (11a), of each inner friction plate (11 d);
when the output spiral raceway cylinder (13a) axially moves towards the direction far away from the friction plate supporting disc (11a), each inner plate starting check ring (11e) can drive the adjacent inner friction plate (11d) to axially move towards the direction far away from the friction plate supporting disc (11a), so that each outer friction plate (11c) and each inner friction plate (11d) are separated from each other; when the output spiral raceway cylinder (13a) is axially moved in a direction approaching the friction plate supporting disk (11a), the friction plate pressing disk (13b) can press each of the outer friction plate (11c) and the inner friction plate (11 d).
9. The mechanical heavy-duty adaptive automatic transmission assembly of claim 8, wherein: the distance between the adjacent inner plate starting check rings (11e) is equal, the distance between the adjacent inner plate starting check rings (11e) is larger than the distance between the adjacent inner friction plates (11d), and when the friction plate pressing plate (13b) presses the outer friction plates (11c) and the inner friction plates (11d), the distance between each inner plate starting check ring (11e) and the adjacent inner friction plate (11d) is gradually reduced in an equal-difference array relation towards the direction close to the friction plate pressing plate (13 b).
10. The mechanical heavy-duty adaptive automatic transmission assembly of claim 8, wherein: the friction plate pressing disc (13b) is provided with a plurality of concentric annular raceways (13b1) on the surface of one side close to the elastic element group (12), an end face bearing (15) is arranged between the elastic element group (12) and the friction plate pressing disc (13b), the end face bearing (15) comprises a bearing supporting disc (15b) and a plurality of bearing balls (15a) supported between the bearing supporting disc (15b) and the friction plate pressing disc (13b), and each bearing ball (15a) can roll along the corresponding annular raceway (13b 1).
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| CN201911227349.8A CN111059172B (en) | 2019-12-04 | 2019-12-04 | Mechanical heavy-load self-adaptive automatic speed change assembly |
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| CN201911227349.8A CN111059172B (en) | 2019-12-04 | 2019-12-04 | Mechanical heavy-load self-adaptive automatic speed change assembly |
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| CN111059172B CN111059172B (en) | 2022-03-01 |
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| CN111059172B (en) | 2022-03-01 |
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