CN111152649B - Dual-motor driven intelligent transmission speed change system - Google Patents
Dual-motor driven intelligent transmission speed change system Download PDFInfo
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- CN111152649B CN111152649B CN201911413126.0A CN201911413126A CN111152649B CN 111152649 B CN111152649 B CN 111152649B CN 201911413126 A CN201911413126 A CN 201911413126A CN 111152649 B CN111152649 B CN 111152649B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The invention discloses a dual-motor driving type intelligent transmission speed change system.A speed reduction mechanism, a forward gear and a reverse gear are sequentially arranged on an output shaft, and a cam clutch mechanism is arranged between the forward gear and the output shaft; the first input shaft is driven by a first motor, a first forward gear, a first shifting fork and a reverse gear are arranged on the first input shaft, the first forward gear and the reverse gear are in rotating fit with the first input shaft and are respectively meshed with the forward gear and the reverse gear, and the first shifting fork is arranged on the first input shaft through a spline; the second input shaft is driven by a second motor, and a second spur gear meshed with the advancing gear is arranged on the second input shaft. The beneficial effects are that: under the backing mode, can prevent the auto-lock of speed change system. The dual-motor power input is adopted, and a load detection mechanism is arranged in the dual-motor power input device, so that the load of the transmission is measured in real time, the actual output condition of the motor is selected through the feedback of the load, and the acceleration performance and the climbing performance of the speed change system are improved.
Description
Technical Field
The invention relates to an electric drive speed change mechanism, in particular to a double-motor drive type intelligent transmission speed change system.
Background
The transmission is a mechanism for coordinating the engine speed and torque, and is capable of changing the transmission ratio between the output shaft and the input shaft to optimize the engine performance. The transmission is widely applied to modern machinery, such as motorcycles, automobiles, aviation, ships and other fields.
As the development of transmission mechanisms continues to be advanced, automatic transmissions capable of automatic shifting have become the mainstream in the market. In recent years, the requirements on automatic transmissions are increasing both in the international and domestic markets, and the quality of the automatic transmissions plays a decisive role in the aspects of driving feeling, vehicle performance, energy consumption economy and the like of vehicles.
For research and development of an automatic transmission, in addition to a relatively common electrically controlled hydraulic Automatic Transmission (AT), an electrically controlled mechanical automatic transmission (AMT) and an electrically controlled mechanical continuously variable automatic transmission (CVT) in the market, the applicant has recently developed an AAT transmission, that is, an intelligent automatic transmission, the structure of which can refer to the publication number: CN105151216a, the AAT transmission mainly uses a cam pair to perform adaptive gear shifting, and drives the cam in a load reverse direction to cause the cam to generate axial displacement, thereby achieving the purpose of gear shifting.
Despite the advantages of the above-described transmissions with adaptive shifting by means of cam pairs, there is still room for optimization. Such as: in the existing speed change system, after the speed change system enters a reverse gear, two transmission routes of high speed and low speed are continuously followed, so that the high-low speed change system is self-locked, and the speed change system cannot normally work.
Disclosure of Invention
In view of the above, the invention provides a dual-motor driven intelligent transmission speed change system, which not only solves the technical defect that the mechanism self-locking is caused when a transmission enters a reverse gear, but also adopts dual motors to carry out power output, and is internally provided with a load detection mechanism to measure the load of the transmission in real time, and selects the actual output condition of the motor through the feedback of the load, thereby improving the acceleration performance and the climbing performance of the speed change system.
In order to achieve the purpose, the technical scheme of the invention is as follows:
the utility model provides a dual-motor drive formula intelligence transmission speed change system, includes parallel arrangement's first input shaft, second input shaft and output shaft, its key lies in:
the output shaft is sequentially provided with a speed reducing mechanism, a forward gear and a reverse gear along the axial direction of the output shaft, wherein a cam clutch mechanism is arranged between the forward gear and the output shaft;
the end part of the first input shaft is in power connection with a first motor, the first input shaft is axially and sequentially provided with a first forward gear, a first shifting fork and a reverse gear, the first forward gear and the reverse gear are in rotating fit with the first input shaft and are respectively meshed with a forward gear and a reverse gear, and the first shifting fork is sleeved on the first input shaft in a manner of being capable of moving left and right through a spline and is meshed with the first forward gear and the reverse gear in an alternative mode; the first input shaft is also provided with a load detection mechanism at a position corresponding to the first positive gear, and the load detection mechanism is used for detecting the load of a forward gear of the speed change system;
the end part of the second input shaft is in power connection with a second motor, and a second positive gear meshed with the advancing gear is fixedly arranged on the second input shaft;
when the speed change system is in low-speed transmission, forward power is sequentially transmitted to an output shaft through a forward gear, a speed reducing mechanism and a cam clutch mechanism; when the speed change system is in high-speed transmission, forward power is directly transmitted to an output shaft through a forward gear and a cam clutch mechanism;
when the speed change system is in reverse gear transmission, power is transmitted to the output shaft through the reverse gear, and the speed reducing mechanism cuts off a transmission path of the speed reducing mechanism through the built-in second shifting fork.
By adopting the structure, when the electric vehicle works at a low speed, the speed reducing mechanism plays a role, is in power connection with the cam clutch mechanism, and is separated from the advancing gear, and at the moment, the driving force of the first motor drives the output shaft to rotate through the first input shaft, the advancing gear, the speed reducing mechanism and the cam clutch mechanism in sequence; along with the increase of the rotating speed of the output shaft, the cam clutch mechanism is in power connection with the advancing gear, meanwhile, the power of the speed reducing mechanism is interrupted, and at the moment, the driving force of the first motor directly drives the output shaft to rotate through the first input shaft, the advancing gear and the cam clutch mechanism in sequence. When the reverse gear is needed, the first shifting fork is shifted to enable the first input shaft to be in power connection with the reverse gear, then the first motor rotates reversely to drive the output shaft to rotate reversely, because when the output shaft rotates reversely, the low-speed and high-speed transmission paths are all acted on the output shaft, if the whole speed change system can be subjected to self-locking in a follow-up mode, the speed change system cannot work normally, therefore, the second shifting fork is shifted to enable the transmission line of the speed reducing mechanism to be interrupted when the output shaft rotates reversely, namely, the low-speed line of the speed change system can not follow-up along with the reverse rotation of the output shaft, the mechanism can not enter a self-locking state theoretically, and therefore the use reliability of the speed change system is guaranteed.
The system is also provided with a second motor and a second input shaft, and when the output load is larger, the second motor can be involved to increase the acceleration performance and the climbing performance of the vehicle. The load detection mechanism can measure the load of the transmission in real time and select when to intervene in the driving force of the second motor through the feedback of the load.
Preferably, the method comprises the following steps: reduction gears includes one-level transmission shaft and secondary drive axle, be provided with freewheel clutch and first reduction gear on the one-level transmission shaft, wherein first reduction gear and one-level transmission shaft normal running fit, and with the gear end face connection that advances, be provided with second reduction gear and third reduction gear on the secondary drive axle, wherein second reduction gear and first reduction gear meshing, third reduction gear and secondary drive axle normal running fit, and with freewheel clutch's outer lane meshing. By adopting the structure, the internal power transmission path of the speed reducing mechanism is as follows in sequence: when the rotating speed of the outer ring of the overrunning clutch is greater than that of the inner ring, the overrunning clutch enters a working state, the speed reducing mechanism normally transmits power, otherwise, the power is interrupted, and the primary transmission shaft rotates along with the output shaft.
Preferably, the method comprises the following steps: the second shifting fork is arranged on the secondary transmission shaft through a spline and can slide along the axial direction of the secondary transmission shaft, and meshing teeth meshed with the third reduction gear are arranged on the second shifting fork. By adopting the structure, when the speed change system is in forward gear, the second shifting fork is meshed with the third reduction gear, the power is normally transmitted in the reduction mechanism, and when the speed change system is in reverse gear, the second shifting fork is shifted to separate the second shifting fork from the third reduction gear, so that the transmission route in the reduction mechanism can be cut off, and the self-locking of the reduction mechanism is prevented when the reverse gear is performed.
Preferably, the method comprises the following steps: the output shaft penetrates through the speed reducing mechanism, and the primary transmission shaft is fixedly sleeved on the output shaft in a shaft sleeve mode. By adopting the structure, the assembly is convenient, and the effective transmission of power can be ensured.
Preferably, the method comprises the following steps: the cam clutch mechanism comprises a friction transmission part arranged on an output shaft, an inner ring of the friction transmission part is in sliding connection with the output shaft through an inner spiral groove embedded with a ball, an outer ring of the friction transmission part is in friction fit with an inner ring of the advancing gear through a conical profile, one end of the friction transmission part is supported on the output shaft through an elastic element, the other end of the friction transmission part is provided with an arc-shaped convex structure, and the end of the primary transmission shaft is provided with an arc-shaped concave structure matched with the arc-shaped convex structure so as to drive the friction transmission part to overcome the elasticity of the elastic element and slide on the output shaft. By adopting the structure, the friction transmission part is in friction fit with the primary transmission shaft through the arc-shaped convex structure and the arc-shaped concave structure, when a vehicle is just started, the output shaft bears a large load, the friction transmission part is driven by the arc-shaped concave structure to overcome the elastic resistance of the elastic element on the output shaft to move rightwards, then the friction transmission part is disconnected with the advancing gear, so that the power transmission route is ensured to be transmitted at a low speed through the speed reducing mechanism, the load borne by the output shaft is gradually reduced along with the gradual starting of the vehicle, then the friction transmission part is reset leftwards under the elastic force action of the elastic element and is in friction combination with the advancing gear, at the moment, the overrunning clutch is arranged in the speed reducing mechanism, the power in the speed reducing mechanism is interrupted, and the output power is directly transmitted to the output shaft at a high speed through the advancing gear.
Preferably, the method comprises the following steps: and the outer spiral groove is matched with the inner spiral groove and surrounds the inner spiral groove to form a rolling channel for accommodating the ball. By adopting the structure, the requirement of ball installation can be met, and the principle of ball screw connection is formed between the friction transmission part and the output shaft, so that the friction transmission part can move axially on the output shaft when being loaded.
Preferably, the method comprises the following steps: load detection mechanism is including rotating the transition cover of suit on first input shaft, this transition cover right-hand member is equipped with the right meshing portion that suits with first shift fork, the left end is equipped with the input cover with the left-right ground cover of removal with the spline form, the butt has the dish spring between input cover and the transition cover, this dish spring is towards the direction that is close to first driving gear to the input cover application of force, the input cover forms the cam drive pair with a side terminal surface that first driving gear is close to each other, when first input shaft forward drive, can exert the thrust opposite with dish spring effort to the input cover through this cam drive pair, install the detection part that is used for detecting its axial displacement on the input cover. By adopting the structure, under the forward gear, the first shifting fork is combined with the right meshing part of the transition sleeve, then the first motor drives the first input shaft to rotate, the first input shaft sequentially drives the first shifting fork, the transition sleeve and the input sleeve to rotate, and as the input sleeve and the first driving gear are in friction fit through the cam transmission pair, along with the increase of the load of the first driving gear, namely the increase of the output load of the speed change system, the input sleeve can move on the first input shaft to the right, then the detection part measures the displacement of the input sleeve, and the real-time size of the output load is reflected through the displacement.
Preferably, the method comprises the following steps: the transition sleeve is provided with a right support step extending outwards along the radial direction of the transition sleeve, the input sleeve is provided with a left support step extending outwards along the radial direction of the input sleeve, and two ends of the disc spring are respectively abutted against the left support step and the right support step. By adopting the structure, the structure arrangement is reasonable, and the disc spring is favorable for mounting.
Preferably, the method comprises the following steps: the detection part is fixedly arranged on the left support step. By adopting the structure, the detection component can synchronously move along with the input sleeve, thereby carrying out displacement monitoring.
Preferably, the method comprises the following steps: and a speed reduction assembly is arranged between the first motor and the first input shaft and between the second motor and the second input shaft. By adopting the structure, the starting load of the motor can be reduced, and the service life is prolonged.
Compared with the prior art, the invention has the beneficial effects that:
the dual-motor driving type intelligent transmission speed change system provided by the invention adopts dual-motor power driving, when the output load is larger, two motors can be involved to increase the acceleration performance and the climbing performance of a vehicle, and when the load is smaller, only one motor is used for power driving to play a role in energy conservation. The load detection mechanism can then measure the transmission load in real time and select when to intervene in the driving force of the second electrical machine through feedback from the load. Meanwhile, in the reverse gear mode of the system, a low-speed route of the speed change system is cut off by the second shifting fork, so that the mechanism is prevented from entering a self-locking state, and the transmission of the speed change system is more reliable.
Drawings
FIG. 1 is a cross-sectional view of the present invention (cut lines through a first motor and a second motor);
FIG. 2 is a cross-sectional view of the present invention (the cut line passing through the first motor and the speed reduction mechanism);
FIG. 3 is a schematic structural view of the reduction mechanism;
FIG. 4 is a schematic structural diagram of a cam clutch mechanism;
FIG. 5 is a schematic view of the load detection mechanism;
FIG. 6 is a schematic layout of the low speed drive of the transmission system;
FIG. 7 is a schematic layout of the reverse transmission of the transmission system.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
The present embodiment takes the application of the transmission system to an electro-tricycle as an example.
As shown in fig. 1, a dual-motor driven intelligent transmission speed change system structurally comprises a first input shaft 1a, a second input shaft 1b and an output shaft 1c, wherein the first input shaft 1a is driven by a first motor 5a through a speed reduction assembly 9 to rotate, the second input shaft 1b is driven by a second motor 5b through the speed reduction assembly 9 to rotate, a forward gear 2a and a reverse gear 6a are mounted on the output shaft 1c, the forward gear 2a is rotatably sleeved on the output shaft 1c through an installation frame 2m, the first input shaft 1a is axially and sequentially provided with a first forward gear 2b, a first shifting fork 7a and a reverse gear 6b, the first forward gear 2b and the reverse gear 6b are rotatably matched with the first input shaft 1a and are respectively meshed with the forward gear 2a and the reverse gear 6a, and the second forward gear 2c meshed with the forward gear 2a is fixedly arranged on the second input shaft 1 b.
The first shifting fork 7a is sleeved on the first input shaft 1a in a left-right moving mode through a spline and meshed with the first forward gear 2b and the reverse gear 6b in an alternative mode, and when the first shifting fork 7a is shifted to the left and is in power connection with the first forward gear 2b, the tricycle is a forward gear.
As shown in FIG. 7, when the first fork 7a is shifted to the right to be in power connection with the reverse gear 6b, the reverse gear of the tricycle is obtained.
When the transmission system is in the forward gear, whether the second motor 5b is allowed to intervene or not can be selected according to the magnitude of the output load, so that the acceleration performance and the climbing performance of the vehicle can be increased.
As shown in fig. 2 and 5, in order to detect the load output by the tricycle in real time, the first input shaft 1a is further provided with a load detection mechanism 8 at a position corresponding to the first spur gear 2b, the load detection mechanism 8 includes a transition sleeve 8b rotatably sleeved on the first input shaft 1a, a right engagement portion 8b1 adapted to the first shift fork 7a is provided at the right end of the transition sleeve 8b, an input sleeve 8a is sleeved at the left end in a spline manner so as to be movable left and right, a disc spring 8c is abutted between the input sleeve 8a and the transition sleeve 8b, the disc spring 8c applies force to the input sleeve 8a in a direction close to the first spur gear 2b, a cam transmission pair is formed on one side end surface of the input sleeve 8a and the first spur gear 2b close to each other, when the first input shaft 1a is in forward transmission, a thrust opposite to the force applied to the disc spring 8c can be applied to the input sleeve 8a through the cam transmission pair, and a detection member 8d for detecting the axial displacement thereof is installed on the input sleeve 8 a.
Under the forward gear, the first shifting fork 7a is combined with the right meshing part 8b1 of the transition sleeve 8b, then the first motor 5a drives the first input shaft 1a to rotate, the first input shaft 1a sequentially drives the first shifting fork 7a, the transition sleeve 8b and the input sleeve 8a to rotate, because the input sleeve 8a and the first driving gear 2b are in friction fit through a cam transmission pair, the input sleeve 8a can move rightwards on the first input shaft 1a along with the increase of the load of the first driving gear 2b, namely the increase of the output load of the speed change system, then the detection part 8d can detect the displacement of the input sleeve relative to the box body of the speed change system, and the real-time size of the output load is fed back through the displacement, so that the control system can judge whether the second motor 5b is involved.
In order to facilitate the installation of the disc spring 8c, the transition sleeve 8b is provided with a right support step 8b2 extending outwards along the radial direction thereof, the input sleeve 8a is provided with a left support step 8a1 extending outwards along the radial direction thereof, two ends of the disc spring 8c are respectively abutted against the left support step 8a1 and the right support step 8b2, and meanwhile, in order to enable the detection part 8d to move synchronously with the input sleeve 8a, the detection part 8d is fixedly installed on the left support step 8a 1.
As shown in fig. 2 and 6, a cam clutch mechanism 4 is installed between the forward gear 2a and the output shaft 1c, a speed reducing mechanism 3 is further arranged at the left end position of the output shaft 1c, and the forward gear of the speed changing system can be divided into a low-speed transmission route a and a high-speed transmission route through the arrangement of the speed reducing mechanism 3 and the cam clutch mechanism 4.
In the low-speed transmission line a, the rotation of the forward gear 2a drives the output shaft 1c to rotate via the speed reduction mechanism 3 and the cam clutch mechanism 4 in sequence, and in the high-speed transmission line, the speed reduction mechanism 3 does not function, and the rotation of the forward gear 2a directly drives the output shaft 1c to rotate via the cam clutch mechanism 4.
Further, as shown in fig. 3, the reduction mechanism 3 includes a primary transmission shaft 3a and a secondary transmission shaft 3b, the primary transmission shaft 3a is provided with an overrunning clutch 3c and a first reduction gear 3d, wherein the first reduction gear 3d is rotatably fitted with the primary transmission shaft 3a and connected with the end face of the forward gear 2a, the secondary transmission shaft 3b is provided with a second reduction gear 3e and a third reduction gear 3f, wherein the second reduction gear 3e is engaged with the first reduction gear 3d, and the third reduction gear 3f is rotatably fitted with the secondary transmission shaft 3b and engaged with the outer ring of the overrunning clutch 3 c. The middle part of the secondary transmission shaft 3b is provided with a second shifting fork 7b in a spline mode, the second shifting fork 7b is provided with meshing teeth 7b1 capable of meshing with the third reduction gear 3f, the second shifting fork 7b is meshed with the third reduction gear 3f in a forward gear mode, and the second shifting fork 7b is separated from the third reduction gear 3f in a reverse gear mode so as to cut off a transmission path of the reduction mechanism 3.
As shown in fig. 4, the cam clutch mechanism 4 includes a friction transmission member 4a mounted on the output shaft 1c, an inner ring of the friction transmission member 4a is slidably connected to the output shaft 1c through an inner spiral groove 4c embedded with balls 4b, an outer ring is frictionally engaged with an inner ring of the forward gear 2a through a tapered surface 4d, one end of the friction transmission member 4a is supported on the output shaft 1c through an elastic element 4e, the other end of the friction transmission member 4a is provided with an arc-shaped protruding structure 4f, and the end of the primary transmission shaft 3a is provided with an arc-shaped recessed structure 4h matched with the arc-shaped protruding structure 4f to drive the friction transmission member 4a to slide on the output shaft 1c against the elastic force of the elastic element 4 e.
When the tricycle is started at a low speed, the load borne by the output shaft 1c is large, and the friction transmission part 4a and the primary transmission shaft 3a are in friction fit through the arc-shaped convex structure 4f and the arc-shaped concave structure 4h, so that when the tricycle is just started, the friction transmission part 4a can overcome the elastic resistance of the elastic element 4e to move rightwards on the output shaft 1c under the pushing of the arc-shaped concave structure 4h, the friction transmission part 4a is disconnected with the advancing gear 2a, and the power transmission route is ensured to be transmitted at the low speed through the speed reducing mechanism 3.
Therefore, referring to fig. 6, the power transmission path of the underdrive route a is: the first electric motor 5a → the speed reduction assembly 9 → the first input shaft 1a → the first shifter 7a → the transition sleeve 8b → the input sleeve 8a → the first spur gear 2b → the forward gear 2a → the first reduction gear 3d → the second reduction gear 3e → the secondary transmission shaft 3b → the second shifter 7b → the third reduction gear 3f → the outer ring of the overrunning clutch 3c → the inner ring of the overrunning clutch 3c → the primary transmission shaft 3a → the friction transmission part 4a → the output shaft 1c.
After the tricycle is gradually started, the load borne by the output shaft 1c is gradually reduced, then the friction transmission component 4a is reset leftwards under the elastic force action of the elastic element 4e and is in friction combination with the advancing gear 2a, at the moment, because the overrunning clutch 3c is arranged in the speed reducing mechanism 3, the rotating speed of the inner ring of the overrunning clutch 3c exceeds the rotating speed of the outer ring, the power in the speed reducing mechanism 3 is interrupted, and the output power of the speed changing system is directly transmitted to the output shaft 1c through the advancing gear 2a and the friction transmission component 4a at a high speed.
Therefore, referring to fig. 2, the power transmission path of the high-speed transmission route is: the first motor 5a → the speed reducing assembly 9 → the first input shaft 1a → the first fork 7a → the transition sleeve 8b → the input sleeve 8a → the first spur gear 2b → the advancing gear 2a → the friction transmission member 4a → the output shaft 1c.
As shown in fig. 3 and 4, in this embodiment, the elastic element 4e also preferably adopts a disc spring, the output shaft 1c penetrates through the speed reducing mechanism 3, the primary transmission shaft 3a is fixedly sleeved on the output shaft 1c in a shaft sleeve manner, and the arc-shaped convex structure 4f and the arc-shaped concave structure 4h are both end cams which are adapted to each other and are in transmission fit in a cam pair manner. An outer spiral groove 5a which is consistent with the path of the inner spiral groove 4c is arranged on the output shaft 1c, the outer spiral groove 5a and the inner spiral groove 4c surround to form a rolling channel for accommodating a ball 4b, and a ball screw connection principle is formed between the friction transmission part 4a and the output shaft 1c, so that the friction transmission part 4a can axially move on the output shaft 1c when being loaded.
Meanwhile, in order to ensure effective clutch between the forward gear 2a and the friction transmission part 4a, a friction ring 2a1 is sleeved on the inner ring of the forward gear 2a, and the inner side of the friction ring 2a1 is matched with the conical profile 4 d.
When the tricycle is in reverse gear, the first shifting fork 7a is shifted rightwards to be meshed with the reverse gear 6b, namely the first input shaft 1a is in power connection with the reverse gear 6a, then the first motor 5a can drive the output shaft 1c to rotate reversely by reversing, so that a reverse state is formed, because the inner ring and the outer ring of the overrunning clutch 3c are combined together when the output shaft 1c rotates reversely, the transmission ratio of two low-speed transmission paths and the transmission ratio of two high-speed transmission paths act on the output shaft 1c simultaneously, if the whole speed change system can be self-locked by following the first shifting fork, the whole speed change system can not work normally, the second shifting fork 7b needs to be shifted rightwards when the output shaft 1c rotates reversely, so that the meshing teeth 7b1 of the second shifting fork 7b are disconnected with the third speed reduction gear 3f, so that the transmission path of the speed reduction mechanism 3 is interrupted, namely the low-speed path of the speed change system can not follow the reverse rotation of the output shaft 1c any more, the speed change system can not enter the self-locking state theoretically, and the use reliability of the speed change system is ensured.
Therefore, referring to fig. 7, the power transmission path of the reverse gear transmission route C is: the first electric motor 5a → the speed reduction assembly 9 → the first input shaft 1a → the first fork 7a → the reverse gear 6b → the reverse gear 6a → the output shaft 1c.
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 (8)
1. A dual motor drive type intelligent transmission speed change system comprising a first input shaft (1 a), a second input shaft (1 b) and an output shaft (1 c) arranged in parallel, characterized in that:
the output shaft (1 c) is sequentially provided with a speed reducing mechanism (3), a forward gear (2 a) and a reverse gear (6 a) along the axial direction, wherein a cam clutch mechanism (4) is arranged between the forward gear (2 a) and the output shaft (1 c);
the end part of the first input shaft (1 a) is in power connection with a first motor (5 a), a first driving gear (2 b), a first shifting fork (7 a) and a reversing gear (6 b) are sequentially arranged on the first input shaft (1 a) in the axial direction, the first driving gear (2 b) and the reversing gear (6 b) are in running fit with the first input shaft (1 a) and are respectively meshed with the advancing gear (2 a) and the reversing gear (6 a), the first shifting fork (7 a) is sleeved on the first input shaft (1 a) in a left-right moving mode through a spline and is meshed with the first driving gear (2 b) and the reversing gear (6 b) in an alternative mode; the first input shaft (1 a) is also provided with a load detection mechanism (8) at a position corresponding to the first spur gear (2 b), and the load detection mechanism is used for detecting the load of the forward gear of the speed change system;
the end part of the second input shaft (1 b) is in power connection with a second motor (5 b), and a second driving gear (2 c) meshed with the advancing gear (2 a) is fixedly arranged on the second input shaft (1 b);
when the speed change system is in low-speed transmission, forward power is sequentially transmitted to an output shaft (1 c) through a forward gear (2 a), a speed reducing mechanism (3) and a cam clutch mechanism (4); when the speed change system is in high-speed transmission, forward power is directly transmitted to the output shaft (1 c) through the forward gear (2 a) and the cam clutch mechanism (4);
when the speed change system is in reverse gear transmission, power is transmitted to the output shaft (1 c) through the reverse gear (6 a), and the speed reduction mechanism (3) cuts off a transmission path through a built-in second shifting fork (7 b);
the speed reducing mechanism (3) comprises a primary transmission shaft (3 a) and a secondary transmission shaft (3 b), an overrunning clutch (3 c) and a first speed reducing gear (3 d) are arranged on the primary transmission shaft (3 a), the first speed reducing gear (3 d) is in running fit with the primary transmission shaft (3 a) and is connected with the end face of the advancing gear (2 a), a second speed reducing gear (3 e) and a third speed reducing gear (3 f) are arranged on the secondary transmission shaft (3 b), the second speed reducing gear (3 e) is meshed with the first speed reducing gear (3 d), and the third speed reducing gear (3 f) is in running fit with the secondary transmission shaft (3 b) and is meshed with the outer ring of the overrunning clutch (3 c);
the cam clutch mechanism (4) comprises a friction transmission part (4 a) installed on an output shaft (1 c), the inner ring of the friction transmission part (4 a) is in sliding connection with the output shaft (1 c) through an inner spiral groove (4 c) embedded with a ball (4 b), the outer ring of the friction transmission part (4 a) is in friction fit with the inner ring of the advancing gear (2 a) through a conical profile (4 d), one end of the friction transmission part (4 a) is supported on the output shaft (1 c) through an elastic element (4 e), the end of the other end of the friction transmission part is provided with an arc-shaped convex structure (4 f), and the end of the primary transmission shaft (3 a) is provided with an arc-shaped concave structure (4 h) matched with the arc-shaped convex structure (4 f) so as to drive the friction transmission part (4 a) to overcome the elasticity of the elastic element (4 e) and slide on the output shaft (1 c).
2. The dual motor driven intelligent transmission shift system of claim 1, wherein: the second shifting fork (7 b) is installed on the secondary transmission shaft (3 b) through a spline and can slide along the axial direction of the secondary transmission shaft (3 b), and meshing teeth (7 b 1) meshed with the third reduction gear (3 f) are arranged on the second shifting fork (7 b).
3. The dual motor drive type intelligent transmission system as claimed in claim 2, wherein: the output shaft (1 c) penetrates through the speed reducing mechanism (3), and the primary transmission shaft (3 a) is fixedly sleeved on the output shaft (1 c) in a shaft sleeve mode.
4. The dual motor driven intelligent transmission shift system of claim 1, wherein: an outer spiral groove (4 k) matched with the inner spiral groove (4 c) is formed in the output shaft (1 c), and the outer spiral groove (4 k) and the inner spiral groove (4 c) surround to form a rolling channel for accommodating the ball (4 b).
5. The dual motor driven type intelligent transmission system as claimed in claim 1, 2, 3 or 4, wherein: the load detection mechanism (8) comprises a transition sleeve (8 b) rotatably sleeved on the first input shaft (1 a), the right end of the transition sleeve (8 b) is provided with a right meshing part (8 b 1) matched with the first shifting fork (7 a), the left end of the transition sleeve is sleeved with the input sleeve (8 a) in a spline mode in a manner of moving left and right, a disc spring (8 c) is abutted between the input sleeve (8 a) and the transition sleeve (8 b), the disc spring (8 c) applies force to the input sleeve (8 a) in a direction close to the first driving gear (2 b), one side end face of the input sleeve (8 a) and one side end face of the first driving gear (2 b) in a mutual close manner form a cam transmission pair, when the first input shaft (1 a) is in forward transmission, thrust opposite to the acting force of the disc spring (8 c) can be applied to the input sleeve (8 a) through the cam transmission pair, and a detection part (8 d) used for detecting axial displacement of the input sleeve (8 a) is installed on the input sleeve.
6. The dual motor driven type intelligent transmission shifting system as set forth in claim 5, wherein: the transition sleeve (8 b) is provided with a right support step (8 b 2) extending outwards along the radial direction of the transition sleeve, the input sleeve (8 a) is provided with a left support step (8 a 1) extending outwards along the radial direction of the input sleeve, and two ends of the disc spring (8 c) are respectively abutted to the left support step (8 a 1) and the right support step (8 b 2).
7. The dual motor drive type intelligent transmission system as claimed in claim 6, wherein: the detection part (8 d) is fixedly arranged on the left supporting step (8 a 1).
8. The dual motor driven intelligent transmission shift system of claim 1, wherein: and a speed reduction assembly (9) is arranged between the first motor (5 a) and the first input shaft (1 a) and between the second motor (5 b) and the second input shaft (1 b).
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| Application Number | Priority Date | Filing Date | Title |
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| CN201911413126.0A CN111152649B (en) | 2019-12-31 | 2019-12-31 | Dual-motor driven intelligent transmission speed change system |
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| CN201911413126.0A CN111152649B (en) | 2019-12-31 | 2019-12-31 | Dual-motor driven intelligent transmission speed change system |
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| CN111152649B true CN111152649B (en) | 2023-01-20 |
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| CN113477746A (en) * | 2021-07-20 | 2021-10-08 | 武汉乾冶众联科技有限公司 | Double-motor parallel driving device and solid tension coiling machine |
| CN114321207B (en) * | 2021-12-24 | 2023-07-21 | 重庆宗申无级变速传动有限公司 | Actuating mechanism of automobile mechanical wet clutch and continuously variable transmission |
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| GB2047823B (en) * | 1979-04-21 | 1983-04-07 | Rolls Royce | Continuously variable transmission |
| CN103434379B (en) * | 2013-08-31 | 2015-12-23 | 西南大学 | Motor vehicle dual-motor automatic gear shifting control system |
| CN205618657U (en) * | 2016-05-09 | 2016-10-05 | 黄山奔马集团有限公司 | Spiral taper sleeve transmission self -adaptation automatic speed changing of electric motorcycle car inner rotor motor drives assembly |
| CN208134082U (en) * | 2018-04-05 | 2018-11-23 | 重庆康昌机械制造有限公司 | A kind of electric vehicle automatic gear-shifting and the gearbox of reinforcing |
| CN109910601B (en) * | 2019-04-10 | 2022-06-03 | 西南大学 | Mechanical type double-overrunning clutch spindle output self-adaptive automatic speed changing high-speed electric hub |
| CN109910604B (en) * | 2019-04-18 | 2022-04-05 | 西南大学 | Mechanical double-overrunning clutch self-adaptive automatic speed change external motor drive axle |
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