CN111059272A - Central driving type self-adaptive electric driving system capable of preventing self-locking during backing - Google Patents

Central driving type self-adaptive electric driving system capable of preventing self-locking during backing Download PDF

Info

Publication number
CN111059272A
CN111059272A CN201911420964.0A CN201911420964A CN111059272A CN 111059272 A CN111059272 A CN 111059272A CN 201911420964 A CN201911420964 A CN 201911420964A CN 111059272 A CN111059272 A CN 111059272A
Authority
CN
China
Prior art keywords
transmission
gear
layer
sleeve
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201911420964.0A
Other languages
Chinese (zh)
Other versions
CN111059272B (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
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Southwest University
Original Assignee
Southwest University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Southwest University filed Critical Southwest University
Priority to CN201911420964.0A priority Critical patent/CN111059272B/en
Publication of CN111059272A publication Critical patent/CN111059272A/en
Application granted granted Critical
Publication of CN111059272B publication Critical patent/CN111059272B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H2059/0291—Selector apparatus comprising safety means for preventing injuries in case of accidents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
    • F16H2061/185—Means, e.g. catches or interlocks, for preventing unintended shift into reverse gear
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a central driving type self-adaptive electric driving system capable of preventing reverse self-locking.A first layer of transmission sleeve is rotatably sleeved on a transmission shaft, a second layer of transmission sleeve is rotatably sleeved on the first layer of transmission sleeve, a high-speed transmission sleeve and a low-speed transmission sleeve are rotatably sleeved on the second layer of transmission sleeve, and the end parts, close to each other, of the high-speed transmission sleeve and the low-speed transmission sleeve are sleeved on an inner hole of an output part; the transmission shaft is equipped with first reduction gears between right-hand member position and first layer transmission cover, and second layer transmission cover is equipped with second reduction gears between right-hand member position and low-speed transmission cover, and the second reduction gears embeds there is the reverse gear, and the left end position of high-speed transmission cover is equipped with the transition cover, is connected with the second freewheel clutch between transition cover and the high-speed transmission cover, and cam clutching mechanism is installed at the left end position to first layer transmission cover for with the rotation transmission of first layer transmission cover for transition cover or second layer transmission cover. The electric drive system can play a role in preventing the tricycle from backing and self-locking.

Description

Central driving type self-adaptive electric driving system capable of preventing self-locking during backing
Technical Field
The invention belongs to the technical field of electric tricycle driving, and particularly relates to a central driving type self-adaptive electric driving system capable of preventing reverse self-locking.
Background
In recent years, new energy vehicles have been receiving increased attention. As one of differences from the conventional internal combustion engine automobile, a driving technology of a new energy vehicle such as an electric tricycle may employ an in-wheel motor technology. The biggest characteristic of the technology is that the power device, the transmission device and the speed changing device are all assembled in the wheel hub of the wheel, thereby simplifying the mechanical structure of the tricycle power system.
Wherein, the power device usually adopts an electric drive mode; the transmission device mostly adopts a gear transmission mode; transmissions are also commonly implemented by changing the gear ratio of gears; however, for the application of the transmission, in addition to the common electrically controlled hydraulic Automatic Transmission (AT), electrically controlled mechanical automatic transmission (AMT) and electrically controlled mechanical continuously variable automatic transmission (CVT) in the market, the applicant has developed an AAT transmission, i.e. an intelligent automatic transmission, which can refer to the publication number: in the domestic patent application document of CN105151216A, the AAT transmission mainly uses a cam pair to perform adaptive gear shifting, and drives the cam in reverse direction through a load, so that the cam is displaced along the axis, thereby achieving the purpose of gear shifting.
In the automatic transmission using the cam pair for shifting gears, the change of the transmission ratio is still realized by the traditional speed reducing mechanism, namely, the transmission ratio among gears is changed. However, for the assembly and combination of the conventional speed reducing mechanism and the power device, the conventional speed reducing mechanism and the conventional power device are generally arranged in a side-by-side manner at present, that is, the power transmission shafts are arranged in a non-coaxial parallel manner, so that the defects that the structure of the whole speed changing system is too large, the whole stress balance is poor and the like exist, and the balance and the controllability of the tricycle are affected.
Meanwhile, the automatic transmission may include a forward high-low speed two-gear and a reverse gear, wherein the high-low speed two-gear is adaptively switched according to load, and the reverse gear is manually switched. However, in the existing speed change system, if two high-speed and low-speed transmission routes are continuously followed after entering the reverse gear, the two routes have different transmission ratios, so that the speed change system is self-locked, and the speed change system cannot normally work.
Disclosure of Invention
In view of this, the invention provides a central driving type adaptive electric driving system capable of preventing reverse self-locking, which can prevent reverse self-locking, perform power output in the middle of the system, balance the stress of the driving system, and effectively improve the safety and controllability of a tricycle.
In order to achieve the purpose, the technical scheme of the invention is as follows:
the utility model provides a can prevent central drive formula self-adaptation electric drive system of backing a car auto-lock which the key lies in:
the device comprises a transmission shaft driven by a motor, wherein a first layer of transmission sleeve is rotatably sleeved on the transmission shaft, a second layer of transmission sleeve is rotatably sleeved on the first layer of transmission sleeve, a high-speed transmission sleeve and a low-speed transmission sleeve are rotatably sleeved on the second layer of transmission sleeve, and the end parts, close to each other, of the high-speed transmission sleeve and the low-speed transmission sleeve are sleeved on an inner hole of an output part;
a first speed reducing mechanism is arranged between the right end of the transmission shaft and the first layer of transmission sleeve, a second speed reducing shaft is arranged between the right end of the second layer of transmission sleeve and the low-speed transmission sleeve, a second gear and a third gear are fixedly sleeved at two ends of the second speed reducing shaft respectively, a reversing gear is movably sleeved at the middle position of the second speed reducing shaft and is provided with a reversing gear capable of sliding left and right, a first gear meshed with the second gear is arranged at the right end of the second layer of transmission sleeve, a first overrunning clutch and a fourth gear are arranged on the low-speed transmission sleeve, wherein the outer ring of the first overrunning clutch is provided with external teeth and is meshed with the third gear, and the fourth gear is meshed with the reversing gear;
the high-speed transmission sleeve is characterized in that a transition sleeve is arranged at the left end of the high-speed transmission sleeve, a second overrunning clutch is connected between the transition sleeve and the high-speed transmission sleeve, and a cam clutch mechanism is arranged at the left end of the first layer of transmission sleeve and used for transmitting the power of the first layer of transmission sleeve to the transition sleeve or the second layer of transmission sleeve.
By adopting the structure, when the low-speed transmission is performed, the cam clutch mechanism is in a separation state, and the power transmission process is as follows: the motor drives the transmission shaft to rotate, the transmission shaft drives the first layer of transmission sleeve to rotate after being decelerated by the first decelerating mechanism, the first layer of transmission sleeve drives the second layer of transmission sleeve to rotate through the cam clutch mechanism, and the second layer of transmission sleeve drives the low-speed transmission sleeve to rotate through the first gear, the second gear, the third gear and the first overrunning clutch in sequence, so that the low-speed rotation of the output part is formed; during high-speed transmission, the cam clutch mechanism is in a combined state, and the power transmission process is as follows: the motor drives the transmission shaft to rotate, the transmission shaft drives the first layer of transmission sleeve to rotate after being decelerated by the first decelerating mechanism, and the first layer of transmission sleeve directly drives the transition sleeve and the high-speed transmission sleeve to rotate through the cam clutch mechanism, so that the high-speed rotation of the output part is formed.
When the reverse gear is needed, the reverse gear is shifted to be in power connection with the reverse gear, then the motor rotates reversely to drive the output part to rotate reversely, because the low-speed transmission path and the high-speed transmission path transmit power when the output part rotates reversely, if the motor is driven to follow up, the whole driving system can be self-locked, and the driving system cannot work normally, the second overrunning clutch is arranged on the high-speed transmission path, when the output part rotates reversely, the power between the transition sleeve and the high-speed transmission sleeve can be interrupted, namely, the power transmission of the high-speed transmission path is cut off, so that the driving system can not enter a self-locking state theoretically, and the reliability of system transmission is ensured.
The transmission shaft, first layer transmission cover, second floor transmission cover, high-speed transmission cover, low-speed transmission cover, cam clutch and motor adopt coaxial multilayer multistage structural arrangement for speed change system overall structure is very compact, has promoted mechanical transmission efficiency, has reduced manufacturing cost, and motor and reduction gears symmetry set up the left and right sides at output unit, make actuating system overall structure atress more balanced, have promoted the stability and the security of tricycle.
Preferably, the method comprises the following steps: the cam clutch mechanism comprises an elastic element and a friction transmission part which are sleeved on the first layer of transmission sleeve, wherein an arc-shaped convex structure is arranged at the end part of the friction transmission part, which is far away from the elastic element, and an arc-shaped concave structure matched with the arc-shaped convex structure is arranged at the end part of the second layer of transmission sleeve;
an inner spiral groove is formed in the inner side of the friction transmission part, an outer spiral groove matched with the inner spiral groove is formed in the first-layer transmission sleeve, and a ball is embedded between the outer spiral groove and the inner spiral groove; the outer side of the friction transmission part is detachably connected with a speed-increasing transmission sleeve through a friction plate assembly, and the speed-increasing transmission sleeve is fixedly connected with the transition sleeve.
Adopt above-mentioned structure, because between friction drive part and the second floor drive cover through arc evagination structure and arc indent structure friction fit, when the system just started, the load is great, friction drive part is under the drive of arc indent structure, the elastic resistance who overcomes elastic element on the first floor drive cover moves left, then friction drive part is at the position of friction wafer subassembly and the separation of acceleration rate drive cover, thereby guarantee that the rotation of first floor drive cover is in proper order through friction drive part, the second floor drive cover, first gear, the second gear, the third gear, first freewheel clutch transmits for output part, thereby form low-speed drive. The load is gradually reduced along with the gradual increase of the rotating speed of the system, then the friction transmission part is rightwards reset under the elastic force action of the elastic element and is in friction combination with the speed-increasing transmission sleeve through the friction sheet assembly, at the moment, because the first overrunning clutch is arranged on the low-speed route, the third gear is disconnected with the low-speed transmission sleeve, the rotation of the first layer of transmission sleeve is directly transmitted to the output part through the speed-increasing transmission sleeve at high speed, and high-speed transmission is formed.
Preferably, the method comprises the following steps: the friction plate assembly comprises first friction plates distributed on the outer side of the friction transmission part in an array mode and second friction plates distributed on the inner side of the speed-increasing transmission sleeve in an array mode, and the first friction plates and the second friction plates are sequentially distributed in an alternating mode. By adopting the structure, when the system is just started, the load is larger, and the friction transmission part is pushed by the arc-shaped concave structure to move leftwards on the transmission shaft, so that the first friction plate is separated from the second friction plate, namely the cam clutch mechanism is separated.
Preferably, the method comprises the following steps: the rotor of the motor is of a hollow structure.
Preferably, the method comprises the following steps: the inner side of the rotor is fixedly connected with an installation sleeve, the left end and the right end of the installation sleeve both exceed the end face of the rotor, the right end of the installation sleeve extends outwards along the radial direction relative to the rotor to form an assembly space, and the cam clutch mechanism is arranged in the assembly space. By adopting the structure, a coaxial multi-layer multi-stage assembly structure can be formed among all the parts, so that the structure of the driving system is more compact.
Preferably, the method comprises the following steps: the left end of the mounting sleeve extends inwards in the radial direction relative to the rotor to form a meshing part, and the meshing part is combined with the transmission shaft in a spline fit mode.
Preferably, the method comprises the following steps: the end of the reverse gear is provided with a left meshing gear, the end of the reverse gear is provided with a right meshing gear matched with the left meshing gear, and the reverse gear is movably arranged on the second speed reducing shaft through a sliding spline. By adopting the structure, when the vehicle is reversed, the reverse gear is in power connection with the reverse gear.
Preferably, the method comprises the following steps: the first speed reducing mechanism comprises a first speed reducing shaft, a sixth gear and a seventh gear are fixedly sleeved at two ends of the first speed reducing shaft, a fifth gear meshed with the sixth gear is fixedly sleeved on the transmission shaft, and an eighth gear meshed with the seventh gear is fixedly sleeved on the first layer of transmission sleeve. By adopting the structure, two-stage speed reduction can be provided for the system.
Preferably, the method comprises the following steps: the right end of the transmission shaft exceeds the right end of the first layer of transmission sleeve, the right end of the first layer of transmission sleeve exceeds the right end of the second layer of transmission sleeve, and the right end of the second layer of transmission sleeve exceeds the right end of the low-speed transmission sleeve. By adopting the structure, the speed reducing mechanism of the system is convenient to assemble, and the structure of the driving system can be more compact.
Preferably, the method comprises the following steps: and the low-speed transmission sleeve is abutted to the second gear, the second-layer transmission sleeve is abutted to the eighth gear, and the first-layer transmission sleeve is abutted to the fifth gear through the end face bearing. By adopting the structure, the driving system has good compactness, the rotation of each part does not influence each other, and the system is reliable.
Compared with the prior art, the invention has the beneficial effects that:
by adopting the central driving type self-adaptive electric driving system capable of preventing reverse self-locking provided by the invention, when reverse gear operation is required, the reverse gear is shifted to be in power connection with the reverse gear, then the motor rotates reversely to drive the output part to rotate reversely, because the low-speed and high-speed transmission paths transmit power when the output part rotates reversely, if the output part is followed, the whole driving system can be self-locked and cannot work normally, the second overrunning clutch is arranged on the high-speed transmission path, and when the output part rotates reversely, the power between the transition sleeve and the high-speed transmission sleeve can be interrupted, namely, the power transmission of the high-speed transmission path is cut off, so that the driving system can not enter a self-locking state theoretically, and the transmission reliability of the system is ensured.
The transmission shaft, first layer transmission cover, second floor transmission cover, high-speed transmission cover, low-speed transmission cover, cam clutch and motor adopt coaxial multilayer multistage structural arrangement for speed change system overall structure is very compact, has promoted mechanical transmission efficiency, has reduced manufacturing cost, and motor and reduction gears symmetry set up the left and right sides at output unit, make actuating system overall structure atress more balanced, have promoted the stability and the security of tricycle.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is an enlarged schematic view of the position of the cam clutch mechanism of FIG. 1;
FIG. 3 is an enlarged schematic view of the position of the reduction mechanism of FIG. 1;
FIG. 4 is a schematic layout of a drive system underdrive route;
FIG. 5 is a schematic layout of the high speed drive line of the drive system;
FIG. 6 is a schematic circuit diagram of a reverse drive line of the drive system.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1 to 3, a central drive formula self-adaptation electric drive system that can prevent to reverse a car auto-lock, its structure is including running through drive system's transmission shaft 1, transmission shaft 1 is driven its rotation by motor 10, it is equipped with first layer drive sleeve 2 to rotate the cover on the transmission shaft 1, it is equipped with second layer drive sleeve 3 to rotate the cover on the first layer drive sleeve 2, it is equipped with high-speed drive sleeve 4 and low-speed drive sleeve 5 to rotate the cover on the second layer drive sleeve 3, the equal suit of tip that high-speed drive sleeve 4 and low-speed drive sleeve 5 are close to each other is on the hole of output unit 6.
A first speed reducing mechanism 7 is arranged between the right end of the transmission shaft 1 and the first layer of transmission sleeve 2, the first speed reducing mechanism 7 structurally comprises a first speed reducing shaft 7a, a sixth gear 7b and a seventh gear 7c are fixedly sleeved at two ends of the first speed reducing shaft 7a, a fifth gear 7d meshed with the sixth gear 7b is fixedly sleeved on the transmission shaft 1, and an eighth gear 7e meshed with the seventh gear 7c is fixedly sleeved on the first layer of transmission sleeve 2.
A second speed reducing shaft 8a is arranged between the right end position of the second layer transmission sleeve 3 and the low-speed transmission sleeve 5, a second gear 8c and a third gear 8b are fixedly sleeved at two ends of the second speed reducing shaft 8a, a reversing gear 8d is movably sleeved at the middle position of the second speed reducing shaft 8a, a first gear 8f meshed with the second gear 8c is arranged at the right end of the second layer transmission sleeve 3, a first overrunning clutch 8h and a fourth gear 8i are arranged on the low-speed transmission sleeve 5, wherein the outer ring of the first overrunning clutch 8h is meshed with the third gear 8b, the fourth gear 8i is meshed with the reversing gear 8d, the inner ring of the first overrunning clutch 8h is integrally formed with the low-speed transmission sleeve 5, the left end part of the reversing gear 8e is provided with a left meshing tooth 8e1, the right end part of the reversing gear 8d is provided with a right meshing tooth 8d1 matched with the left meshing tooth 8e1, and the reversing gear 8e is movably arranged on the second speed reducing shaft 8a through a sliding spline 8e2, in the forward gear mode of the tricycle, the left engaging tooth 8e1 is separated from the right engaging tooth 8d1, and in the reverse gear mode, the left engaging tooth 8e1 is engaged with the right engaging tooth 8d 1.
The left end position of the high-speed transmission sleeve 4 is provided with a transition sleeve 4a, a second overrunning clutch 4b is connected between the transition sleeve 4a and the high-speed transmission sleeve 4, the cam clutch mechanism 9 is installed at the left end position of the first layer transmission sleeve 2, the structure of the cam clutch mechanism 9 comprises an elastic element 9g and a friction transmission part 9a, the elastic element 9g and the friction transmission part 9a are sleeved on the first layer transmission sleeve 2, an arc-shaped convex structure 9h is arranged at one end part, far away from the elastic element 9g, of the friction transmission part 9a, an arc-shaped concave structure 9i matched with the arc-shaped convex structure 9h is arranged at the end part of the second layer transmission sleeve 3, and when the first layer transmission sleeve 2 rotates, thrust opposite to the elastic direction of the elastic element 9g can be applied to the friction transmission part 9a through the interaction.
An inner spiral groove 9d is arranged on the inner side of the friction transmission part 9a, an outer spiral groove 9j matched with the inner spiral groove 9d is arranged on the first layer transmission sleeve 2, and a ball 9c is embedded between the outer spiral groove 9j and the inner spiral groove 9 d; the outer side of the friction transmission part 9a is detachably connected with a speed-increasing transmission sleeve 9f through a friction plate assembly 9e, the speed-increasing transmission sleeve 9f is fixedly connected with the transition sleeve 4a, the friction plate assembly 9e comprises first friction plates 9e1 distributed on the outer side of the friction transmission part 9a in an array mode, and second friction plates 9e2 distributed on the inner side of the speed-increasing transmission sleeve 9f in an array mode, and the first friction plates 9e1 and the second friction plates 9e2 are sequentially and alternately distributed.
When the tricycle is started at a low speed, the driving load is large, and the friction transmission part 9a and the second-layer transmission sleeve 3 are in friction fit through the arc-shaped convex structure 9h and the arc-shaped concave structure 9i, so that when the tricycle is just started, the friction transmission part 9a can overcome the elastic resistance of the elastic element 9g to move leftwards on the first-layer transmission sleeve 2 under the pushing of the arc-shaped concave structure 9i, and the first friction plate 9e1 of the friction plate assembly 9e is separated from the second friction plate 9e2, namely the friction transmission part 9a is separated from the speed-increasing transmission sleeve 9f, so that the power is ensured to be transmitted to the output part 6 through the friction transmission part 9a, the second-layer transmission sleeve 3, the first gear 8f, the second gear 8c, the third gear 8b and the first overrunning clutch 8h in sequence, and low-speed transmission is formed.
Therefore, referring to fig. 4, the power transmission path of the underdrive route B is: the motor 10 → the transmission shaft 1 → the fifth gear 7d → the sixth gear 7b → the first reduction shaft 7a → the seventh gear 7c → the eighth gear 7e → the first-layer power sleeve 2 → the friction transmission member 9a → the second-layer power sleeve 3 → the first gear 8f → the second gear 8c → the second reduction shaft 8a → the third gear 8b → the first overrunning clutch 8h → the low-speed power sleeve 5 → the output member 6.
After the tricycle is gradually started, the driving load is gradually reduced, then the friction transmission part 9a is rightwards reset under the pushing action of the elastic element 9g, the first friction plate 9e1 and the second friction plate 9e2 of the friction plate assembly 9e are recombined, namely the friction transmission part 9a is combined with the speed-increasing transmission sleeve 9f, at the moment, because the first overrunning clutch 8h is arranged on the low-speed route, the power transmission is interrupted between the third gear 8b and the low-speed transmission sleeve 5, and the output power is directly transmitted to the output part 6 at high speed through the speed-increasing transmission sleeve 9f, the transition sleeve 4a, the second overrunning clutch 4b and the high-speed transmission sleeve 4 in sequence.
Therefore, referring to fig. 5, the power transmission path of the high-speed transmission line C is: the motor 10 → the propeller shaft 1 → the fifth gear 7d → the sixth gear 7b → the first reduction shaft 7a → the seventh gear 7c → the eighth gear 7e → the first stage power sleeve 2 → the friction transmission member 9a → the speed-increasing power sleeve 9f → the transition sleeve 4a → the second overrunning clutch 4b → the high-speed power sleeve 4 → the output member 6.
When the tricycle is in reverse gear, the reverse gear 8e is shifted to enable the left meshing teeth 8e1 to be meshed with the right meshing teeth 8d1, namely the reverse gear 8e is in power connection with the reverse gear 8d, then the motor 10 can drive the output part 6 to rotate reversely after reversing, so that a reverse state is formed, because when the output part 6 rotates reversely, the ball 9c is in a limit position in a rolling channel formed by the outer spiral groove 9j and the inner spiral groove 9d in an enclosing mode, even if the load is large during reverse rotation, the friction transmission part 9a cannot move axially on the first layer transmission sleeve 2, namely the friction transmission part 9a is in power combination with the speed increasing transmission sleeve 9f, so that the transmission ratios of two transmission lines of low speed and high speed are simultaneously acted on the output part 6, if the friction transmission part is driven to cause the self-locking of the whole driving system, the normal operation cannot be realized, and therefore, the second overrunning clutch 4b is arranged on the high speed transmission line, when the output part 6 rotates reversely, the power between the transition sleeve 4a and the high-speed transmission sleeve 4 can be interrupted, namely, the power transmission of a high-speed transmission route is cut off, so that the driving system can not enter a self-locking state theoretically, and the transmission reliability of the system is ensured.
Therefore, referring to fig. 6, the power transmission path of the reverse gear transmission route D is: the motor 10 → the transmission shaft 1 → the fifth gear 7d → the sixth gear 7b → the first reduction shaft 7a → the seventh gear 7c → the eighth gear 7e → the first-stage power transmission sleeve 2 → the friction transmission member 9a → the second-stage power transmission sleeve 3 → the first gear 8f → the second gear 8c → the second reduction shaft 8a → the reverse gear 8e → the reverse gear 8d → the fourth gear 8i → the low-speed power transmission sleeve 5 → the output member 6.
As shown in fig. 2, the rotor 10a of the motor 10 is a hollow structure, and the inner side of the rotor 10a is fixedly connected with a mounting sleeve 10b, both left and right ends of the mounting sleeve 10b exceed the end surface of the rotor 10a, the right end of the mounting sleeve 10b extends radially outward relative to the rotor 10a to form a mounting space 10c, the left end of the mounting sleeve 10b extends radially inward relative to the rotor 10a to form a meshing portion 10d, the cam clutch mechanism 9 is arranged in the mounting space 10c, and the meshing portion 10d is fixedly connected with the transmission shaft 1.
As shown in fig. 3, in order to make the system compact in the position of the speed reducing mechanism, the right end of the transmission shaft 1 exceeds the right end of the first layer of transmission sleeve 2, the right end of the first layer of transmission sleeve 2 exceeds the right end of the second layer of transmission sleeve 3, the right end of the second layer of transmission sleeve 3 exceeds the right end of the low speed transmission sleeve 5, end face bearings a1 are respectively abutted between the low speed transmission sleeve 5 and the second gear 8c, between the second layer of transmission sleeve 3 and the eighth gear 7e, and between the first layer of transmission sleeve 2 and the fifth gear 7d, so that the rotation between each component does not influence each other, and the reliability of the system is ensured.
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 prevent central drive formula self-adaptation electric drive system of auto-lock that backs a car which characterized in that:
the device comprises a transmission shaft (1) driven by a motor (10), wherein a first layer of transmission sleeve (2) is rotatably sleeved on the transmission shaft (1), a second layer of transmission sleeve (3) is rotatably sleeved on the first layer of transmission sleeve (2), a high-speed transmission sleeve (4) and a low-speed transmission sleeve (5) are rotatably sleeved on the second layer of transmission sleeve (3), and the end parts, close to each other, of the high-speed transmission sleeve (4) and the low-speed transmission sleeve (5) are sleeved on an inner hole of an output part (6);
a first speed reducing mechanism (7) is arranged between the right end position of the transmission shaft (1) and the first layer of transmission sleeve (2), a second speed reducing shaft (8a) is arranged between the right end position of the second layer of transmission sleeve (3) and the low-speed transmission sleeve (5), a second gear (8c) and a third gear (8b) are respectively fixedly sleeved at two ends of the second speed reducing shaft (8a), a reversing gear (8d) is movably sleeved at the middle position of the second speed reducing shaft (8a), a reverse gear (8e) capable of sliding left and right is arranged, a first gear (8f) meshed with a second gear (8c) is arranged at the right end of the second layer of transmission sleeve (3), a first overrunning clutch (8h) and a fourth gear (8i) are arranged on the low-speed transmission sleeve (5), the outer ring of the first overrunning clutch (8h) is provided with external teeth and is meshed with the third gear (8b), and the fourth gear (8i) is meshed with the reverse gear (8 d);
the left end position of high-speed drive cover (4) is equipped with transition cover (4a), is connected with second freewheel clutch (4b) between transition cover (4a) and high-speed drive cover (4), cam clutching mechanism (9) are installed in first layer transmission cover (2) left end position for transmit the power of first layer transmission cover (2) for transition cover (4a) or second floor transmission cover (3).
2. The central driving type self-adaptive electric driving system capable of preventing reverse self-locking according to claim 1, characterized in that: the cam clutch mechanism (9) comprises an elastic element (9g) and a friction transmission part (9a) which are sleeved on the first layer of transmission sleeve (2), wherein an arc-shaped convex structure (9h) is arranged at one end part, far away from the elastic element (9g), of the friction transmission part (9a), an arc-shaped concave structure (9i) matched with the arc-shaped convex structure (9h) is arranged at the end part of the second layer of transmission sleeve (3), and when the first layer of transmission sleeve (2) rotates, thrust opposite to the elastic direction of the elastic element (9g) can be applied to the friction transmission part (9a) through the interaction of the arc-shaped convex structure (9h) and the arc-shaped concave structure (9 i);
an inner spiral groove (9d) is formed in the inner side of the friction transmission part (9a), an outer spiral groove (9j) matched with the inner spiral groove (9d) is formed in the first layer of transmission sleeve (2), and a ball (9c) is embedded between the outer spiral groove (9j) and the inner spiral groove (9 d); the outer side of the friction transmission part (9a) is detachably connected with a speed-increasing transmission sleeve (9f) through a friction plate assembly (9e), and the speed-increasing transmission sleeve (9f) is fixedly connected with the transition sleeve (4 a).
3. The central driving type self-adaptive electric driving system capable of preventing reverse self-locking according to claim 2, characterized in that: the friction plate assembly (9e) comprises a first friction plate (9e1) distributed on the outer side of the friction transmission part (9a) in an array mode, and a second friction plate (9e2) distributed on the inner side of the speed-increasing transmission sleeve (9f) in an array mode, and the first friction plate (9e1) and the second friction plate (9e2) are sequentially and alternately distributed.
4. A central driven self-adaptive electric drive system capable of preventing reverse self-locking according to claim 1, 2 or 3, characterized in that: the rotor (10a) of the motor (10) is of a hollow structure.
5. The central driving type self-adaptive electric driving system capable of preventing reverse self-locking according to claim 4, characterized in that: the inner side of the rotor (10a) is fixedly connected with a mounting sleeve (10b), the left end and the right end of the mounting sleeve (10b) both exceed the end face of the rotor (10a), the right end of the mounting sleeve (10b) extends outwards along the radial direction relative to the rotor (10a) to form an assembling space (10c), and the cam clutch mechanism (9) is arranged in the assembling space (10 c).
6. The central driving type self-adaptive electric driving system capable of preventing reverse self-locking according to claim 5, characterized in that: the left end of the mounting sleeve (10b) extends radially inward relative to the rotor (10a) to form a meshing portion (10d), and the meshing portion (10d) is combined with the transmission shaft (1) in a spline fit manner.
7. The central driving type self-adaptive electric driving system capable of preventing reverse self-locking according to claim 4, characterized in that: the end of the reverse gear (8e) is provided with a left engaging tooth (8e1), the end of the reverse gear (8d) is provided with a right engaging tooth (8d1) matched with the left engaging tooth (8e1), and the reverse gear (8e) is movably arranged on the second speed reducing shaft (8a) through a sliding spline (8e 2).
8. The central driving type self-adaptive electric driving system capable of preventing reverse self-locking according to claim 7, characterized in that: the first speed reducing mechanism (7) comprises a first speed reducing shaft (7a), a sixth gear (7b) and a seventh gear (7c) are fixedly sleeved at two ends of the first speed reducing shaft (7a), a fifth gear (7d) meshed with the sixth gear (7b) is fixedly sleeved on the transmission shaft (1), and an eighth gear (7e) meshed with the seventh gear (7c) is fixedly sleeved on the first layer of transmission sleeve (2).
9. The central driving type self-adaptive electric driving system capable of preventing reverse self-locking according to claim 8, characterized in that: the right end of the transmission shaft (1) exceeds the right end of the first layer of transmission sleeve (2), the right end of the first layer of transmission sleeve (2) exceeds the right end of the second layer of transmission sleeve (3), and the right end of the second layer of transmission sleeve (3) exceeds the right end of the low-speed transmission sleeve (5).
10. The central driving type self-adaptive electric driving system capable of preventing reverse self-locking according to claim 9, characterized in that: the low-speed transmission sleeve (5) is connected with the second gear (8c), the second-layer transmission sleeve (3) is connected with the eighth gear (7e), and the first-layer transmission sleeve (2) is connected with the fifth gear (7d) in an abutting mode through an end face bearing (a 1).
CN201911420964.0A 2019-12-31 2019-12-31 Central driving type self-adaptive electric driving system capable of preventing self-locking during backing Active CN111059272B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201911420964.0A CN111059272B (en) 2019-12-31 2019-12-31 Central driving type self-adaptive electric driving system capable of preventing self-locking during backing

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201911420964.0A CN111059272B (en) 2019-12-31 2019-12-31 Central driving type self-adaptive electric driving system capable of preventing self-locking during backing

Publications (2)

Publication Number Publication Date
CN111059272A true CN111059272A (en) 2020-04-24
CN111059272B CN111059272B (en) 2021-03-12

Family

ID=70306015

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201911420964.0A Active CN111059272B (en) 2019-12-31 2019-12-31 Central driving type self-adaptive electric driving system capable of preventing self-locking during backing

Country Status (1)

Country Link
CN (1) CN111059272B (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5322488A (en) * 1991-07-29 1994-06-21 Jong O. Ra Continuously geared automatic transmission with controlling brakes
EP1220423A3 (en) * 2000-08-28 2004-09-08 Mitsubishi Denki Kabushiki Kaisha Automotive alternator
CN105151215A (en) * 2015-09-08 2015-12-16 梁稚子 Lateral-hung bow disk type two-gear self-adaption automatic speed change driving assembly for electric motorcycle
CN109882590A (en) * 2019-04-16 2019-06-14 西南大学 Double mechanical shaft end output adaptive fluid drive main shaft assemblies of overdrive clutch
CN110203067A (en) * 2019-04-18 2019-09-06 西南大学 Mechanical double overdrive clutch self-adapting automatic gear shift bridge

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5322488A (en) * 1991-07-29 1994-06-21 Jong O. Ra Continuously geared automatic transmission with controlling brakes
EP1220423A3 (en) * 2000-08-28 2004-09-08 Mitsubishi Denki Kabushiki Kaisha Automotive alternator
CN105151215A (en) * 2015-09-08 2015-12-16 梁稚子 Lateral-hung bow disk type two-gear self-adaption automatic speed change driving assembly for electric motorcycle
CN109882590A (en) * 2019-04-16 2019-06-14 西南大学 Double mechanical shaft end output adaptive fluid drive main shaft assemblies of overdrive clutch
CN110203067A (en) * 2019-04-18 2019-09-06 西南大学 Mechanical double overdrive clutch self-adapting automatic gear shift bridge

Also Published As

Publication number Publication date
CN111059272B (en) 2021-03-12

Similar Documents

Publication Publication Date Title
CN108909426B (en) Double-motor coupling planetary gear type two-gear variable speed drive axle
US20220163101A1 (en) Multi-speed gearbox and the drive axle made therewith
CN110014830B (en) Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge with planetary system output
CN109899509B (en) Self-adaptive automatic speed-changing electric drive system with mechanical double-overrunning clutch main shaft output
CN109941099B (en) Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge with planetary system input
CN109990057B (en) Mechanical type double-overrunning clutch main shaft output self-adaptive automatic transmission
CN110203067B (en) Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge
CN110920367A (en) Coaxial two-gear electric drive axle
CN107571728B (en) Double-motor driving system of pure electric vehicle
CN110043633B (en) Automatic speed-changing main shaft assembly of double-overrunning clutch main shaft output of planetary system input
CN115972896B (en) Multi-gear electric drive bridge transmission system
CN109910602B (en) Mechanical type double-overrunning clutch spindle output self-adaptive automatic speed change electric hub
CN110030342B (en) Mechanical double-overrunning clutch self-adaptive automatic transmission with planetary system output
CN111059272B (en) Central driving type self-adaptive electric driving system capable of preventing self-locking during backing
CN113085541A (en) Two-gear high-speed electric drive system for automobile
CN110966363B (en) Central driving type self-adaptive electric driving system with reverse gear
CN111853179A (en) Two-gear speed reducer device and vehicle
CN110966403B (en) Reverse double-shifting fork speed change system
CN111016625B (en) Central driving type single-side double-motor intelligent transmission system
CN213145242U (en) Integrated two-gear speed change drive axle mechanism for electrified automobile
JP2001287556A (en) Power transmission
CN111002823B (en) Motor vehicle central driving rear axle assembly adopting taper clutch
CN110985643B (en) Central drive type intelligent transmission system for vehicle
CN111207184B (en) Parallel shaft type automatic transmission
CN111140630B (en) Coaxial multilayer multistage self-adaptive two-gear speed change system

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant