CN111623098A - Electric two-gear transmission - Google Patents
Electric two-gear transmission Download PDFInfo
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- CN111623098A CN111623098A CN202010587573.4A CN202010587573A CN111623098A CN 111623098 A CN111623098 A CN 111623098A CN 202010587573 A CN202010587573 A CN 202010587573A CN 111623098 A CN111623098 A CN 111623098A
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- gear
- shaft
- assembly
- transmission
- intermediate shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/0208—Selector apparatus with means for suppression of vibrations or reduction of noise
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/04—Ratio selector apparatus
- F16H59/042—Ratio selector apparatus comprising a final actuating mechanism
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—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
- F16H2061/2853—Electromagnetic solenoids
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses an electric two-gear transmission which comprises a first shaft, an intermediate shaft, a differential assembly, a shell, a driving gear, a differential assembly, a driving gear, a driven gear, a first gear assembly, a second gear assembly, a first gear driving gear, a second gear transmission mechanism and a reverse gear transmission mechanism, wherein the first shaft, the intermediate shaft and the differential assembly are erected in the shell in parallel through bearings at two ends of each of the first gear, the intermediate shaft and the differential assembly, the driving gear and the driven gear are integrally formed in the middle of the intermediate shaft, and the driving gear and the driven gear on the differential assembly are in meshing transmission. Through the mode, the electric two-gear transmission has the advantages that the motor noise of an electric automobile can be reduced, the torque shock absorption can be realized, the motor is located in a higher-efficiency area through gear shifting, the dynamic performance of the whole automobile is higher, and the motor index and the battery index can be effectively reduced.
Description
Technical Field
The invention relates to the field of transmissions, in particular to an electric two-gear transmission.
Background
At present, two-gear gearboxes adopted by pure electric vehicles have the following structures.
As shown in fig. 1, the two-gear transmission using the synchronizer to shift gears belongs to an Automatic Mechanical Transmission (AMT), and in the using process, a relatively obvious power interruption phenomenon exists, the shifting time is relatively long, and the driving quality is influenced.
For example, in fig. 1, in the process of shifting from 1 gear to 2 gear, the torque of the motor 1 is required to be reduced to 0, then the gear sleeve of the synchronizer 3 is disengaged from the left position to the middle neutral position, then the motor 1 performs speed regulation, the gear sleeve of the synchronizer 3 is moved to the right position, the motor 1 loads the torque, and the gear shifting process is completed. It can be seen that the whole process has long gear shifting time, the motor control is more complex, the driving quality is poorer, and obvious power interruption can be sensed. Especially, the synchronizer has the disadvantages of secondary impact influence and low service life of the synchronizer.
As shown in fig. 2 and 3, the two-gear transmissions (dual clutch two-gear, planetary gear two-gear) and the CVT two-gear transmission are complicated to control during the engagement process, and the planetary gear and the wet clutch have large oil churning loss, which results in low transmission efficiency of the transmission, and also has the disadvantage of high cost due to the use of an electro-hydraulic or hydraulic actuator. FIG. 2 has the disadvantages of large impact and heat generation during clutch engagement, and low impact fatigue life of the clutch.
Disclosure of Invention
The invention mainly solves the technical problem of providing an electric two-gear transmission, compared with the traditional internal combustion engine automobile, although a pure electric automobile can be not provided with a gearbox, the pure electric automobile provided with the gearbox has the advantages of reducing motor noise, carrying out torque shock absorption, enabling a motor to be in a higher-efficiency area through gear shifting, enabling the dynamic property of the whole automobile to be stronger and the like, and motor indexes and battery indexes can be effectively reduced.
The electric two-gear transmission can overcome the defects of long power interruption time, large gear shifting impact and short service life of a synchronizer of a two-gear transmission using the synchronizer for gear shifting; the defects that the two-gear gearbox using the clutch for gear shifting has large impact and heat productivity in the clutch engaging process and the impact fatigue life of the clutch is short can be overcome; the two-gear gearbox capable of shifting gears by using the CVT, the planetary gear or the double clutch can solve the defects that the control is complex in the engaging process, the oil stirring loss of the planetary gear and the wet clutch is large, the transmission efficiency of the gearbox is low, and the cost is high due to the use of an electro-hydraulic or hydraulic actuator.
In order to solve the technical problems, the invention adopts a technical scheme that: the electric two-gear transmission comprises a shaft 3, an intermediate shaft 6, a differential assembly 13, a shell 25, a driving gear 6a, a differential assembly 13, a driving gear 13a, a gear assembly 12, a gear assembly 16, a driving gear 3a, a gear driving gear 3b, a gear transmission mechanism and a reverse gear transmission mechanism, wherein the shaft 3, the intermediate shaft 6 and the differential assembly 13 are erected in the shell 25 in parallel through bearings at two ends of the shaft, the driving gear 6a is integrally arranged in the middle of the intermediate shaft 6, the driving gear 6a is meshed with the driving gear 13a on the differential assembly 13 for transmission, the gear assembly 12 and the gear assembly 16 are coaxially and movably sleeved on the intermediate shaft 6 at two sides of the driving gear 6a, the driving gear 3a and the driving gear 3b are integrally arranged on the shaft 3, the first gear driving gear 3a is in meshed transmission with the first gear assembly 12, the second gear driving gear 3b is in meshed transmission with the second gear assembly 16, the intermediate shaft 6 is in transmission connection with the second gear assembly 16 through the second gear transmission mechanism, and the first shaft 3 and the intermediate shaft 6 are matched with a reverse gear transmission mechanism in transmission connection with the first gear assembly 12.
In a preferred embodiment of the present invention, the inner ring of the first gear assembly 12 is provided with a first gear buffer tooth 12c, the outer ring of the first gear assembly 12 is provided with a first gear engaging tooth 12a, and the first gear assembly 12 is coaxially sleeved with a one-way overrunning clutch 11 in a gap between the intermediate shaft 6 and the first gear assembly 12.
In a preferred embodiment of the present invention, the inner ring of the second gear assembly 16 is provided with second gear cushion teeth 16c, and the outer ring of the second gear assembly 16 is provided with second gear engaging teeth 16 b.
In a preferred embodiment of the present invention, the second-gear transmission mechanism includes an electromagnetic driver 18, a left retainer ring 19, a left snap spring 20, a left spring 21, a second-gear sliding joint sleeve 17, and a push-pull disc 23, the electromagnetic driver 18 is mounted on the inner wall of the housing 25 with the intermediate shaft 6 as an axis, the left retainer ring 19 is coaxially sleeved on the intermediate shaft 6 on the left side of the second-gear assembly 16, the left snap spring 20, the left spring 21, the second-gear sliding joint sleeve 17, and the push-pull disc 23 are sequentially sleeved on the left side of the left retainer ring 19, and the push-pull disc is tightly pressed against a bearing at the left end of the intermediate shaft 6.
In a preferred embodiment of the present invention, the reverse gear transmission mechanism includes a friction wheel 1, a one-way clutch 2, a right retaining ring 10, a right snap spring 9, a right spring 8, a first-gear sliding engagement sleeve 5, and a first-gear sliding engagement tooth 5a, the friction wheel 1 is sleeved on a shaft 3 through the one-way clutch 2, the intermediate shaft 6 is coaxially sleeved with the right retaining ring 10 located on the right side of the first-gear assembly 12, the right snap spring 9, the right spring 8, and the first-gear sliding engagement sleeve 5 are sequentially and coaxially sleeved on the right side of the right retaining ring 10, the outer ring of the first-gear sliding engagement sleeve 5 is provided with the first-gear sliding engagement tooth 5a, and the friction wheel 1 and the first-gear sliding engagement sleeve 5 are in mutual sliding friction connection along the circumferential surface.
The invention has the beneficial effects that:
1. the problem of gear shifting abnormal sound and gear shifting impact is solved: the structure described in the patent of 'gear shifting joint component and device' is used for solving the problems of abnormal gear shifting noise, large gear shifting impact and long gear shifting power interruption time.
2. The problem of gear shifting difficulty (gear shifting failure) is solved: due to the adoption of the barb teeth, the gear disengagement can be prevented; by adopting the one-way clutch structure, the clutch can be disengaged instantly when in gear shifting, and can be rapidly wedged to transmit torque when in gear shifting.
3. The single electromagnetic driver structure is adopted, and the defects of low transmission efficiency, complex control system and high cost are overcome.
4. The self-driven reverse gear engaging mode is realized by adopting a one-way clutch and friction wheel combined structure, other actuators are omitted, and reverse gear engaging is carried out by using the power of a power driving motor.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without inventive efforts, wherein:
FIGS. 1-3 illustrate a background art electric two speed transmission according to the present invention;
FIG. 4 is a block diagram of a preferred embodiment of an electrically variable two speed transmission of the present invention;
FIG. 5 is an enlarged structural view of a preferred embodiment of an electrically variable two speed transmission of the present invention relating to the transmission of torque through friction surface contact between the friction wheels and a first gear sliding sleeve;
FIG. 6 is an enlarged structural view of a preferred embodiment of the electrically variable two speed transmission of the present invention relating to the 1 st gear and reverse gear operation;
FIG. 7 is an enlarged structural view of a preferred embodiment of the electrically variable two speed transmission of the present invention relating to the gear 2 engagement event;
FIG. 8 is a block diagram of a preferred embodiment 2 of an electrically variable two speed transmission of the present invention;
FIG. 9 is a block diagram of a preferred embodiment 3 of an electrically variable two speed transmission of the present invention;
FIG. 10 is a schematic view of a first gear operation;
FIGS. 11 to 14 are schematic views illustrating a first-gear shift operation and a second-gear shift operation;
FIGS. 15 to 17 are schematic views showing a second-gear shift operation;
FIGS. 18-21 are schematic views showing reverse gear operation;
fig. 22 is a schematic diagram showing the reverse operation.
Wherein, the friction wheel 1, the friction wheel friction surface 1a, the one-way clutch 2, the first shaft 3, the first gear driving gear 3a, the second gear driving gear 3b, the first shaft right bearing 4, the first gear sliding engaging sleeve 5, the first gear sliding engaging tooth 5a, the first gear sliding engaging tooth friction surface 5b, the intermediate shaft 6, the main reducing driving tooth 6a, the intermediate shaft right bearing 7, the right spring 8, the right snap spring 9, the right gear ring 10, the one-way overrunning clutch 11, the first gear component 12, the first gear engaging tooth 12a, the first gear driven tooth 12b, the first gear buffer tooth 12c, the differential assembly 13, the main reducing driven tooth 13a, the differential right bearing 14, the differential left bearing 15, the second gear component 16, the second gear driven tooth 16a, the second gear engaging tooth 16b, the second gear buffer tooth 16c, the sliding engaging sleeve 17, the second gear sliding engaging tooth 17a, the electromagnetic driver 18, the electromagnetic driver, The left retainer ring 19, the left clamp spring 20, the left spring 21, the middle shaft left bearing 22, the push-pull plate 23, the first shaft left bearing 24 and the shell 25;
a low-speed sliding engagement sleeve 26, a low-speed sliding engagement sleeve friction surface 26a, a low-speed sliding engagement sleeve helical internal spline 26b, an intermediate shaft 6, an intermediate shaft helical internal spline 6b, a tension pulley 27, a tension pulley spring 28, a belt 29, a belt internal friction surface 29a, a driving pulley 30, a driving pulley friction surface 30a, a one-way clutch 2, and a shaft 3.
A toothed sliding engagement sleeve 34, toothed sliding engagement sleeve teeth 34a, toothed sliding engagement sleeve spiral internal splines 34b, an intermediate shaft 6, intermediate shaft spiral internal splines 6b, an elastic hoop 33, a driving wheel inner ring 32, a driving wheel inner ring friction surface 32a, a sliding friction body 31, sliding friction body teeth 31a, a sliding friction body friction surface 31b, a one-way clutch 2 and a shaft 3.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The following are embodiments of an electrically variable two speed transmission of the present invention:
the friction wheel 1 is freely sleeved on a shaft 3 through a one-way clutch 2, and a friction wheel friction surface 1a of the friction wheel 1 is contacted with a first gear sliding engagement tooth friction surface 5b of a first gear sliding engagement tooth 5 through a friction pair, so that the friction wheel friction surface and the first gear sliding engagement tooth 5 can rotate mutually.
The one-way clutch 2 is arranged on the inner ring of the friction wheel 1, the outer ring of the one-way clutch 2 is contacted with the inner ring of the friction wheel 1, and the inner ring of the one-way clutch 2 is contacted with a shaft 3.
A first gear drive gear 3a and a second gear drive gear 3b are provided on a shaft 3, and the shaft 3 is supported on a housing 25 by a shaft right bearing 4 and a shaft left bearing 24. The first gear drive gear 3a is engaged with the first gear driven gear 12b of the first gear assembly 12.
An inner ring of a right bearing 4 of the first shaft is connected with the right bearing installation position of the first shaft 3, and an outer ring of the right bearing 4 of the first shaft is connected with the shell 25.
The first-gear sliding engagement teeth 5 are provided with first-gear sliding engagement teeth 5a, and the first-gear sliding engagement teeth 5 are sleeved on the intermediate shaft 6 through spline guide and can axially slide.
The intermediate shaft 6 is provided with a main reduction driving tooth 6a, and the intermediate shaft 6 is supported on the housing 25 by the intermediate shaft right bearing 7 and the intermediate right bearing 22.
The intermediate shaft right bearing 7 is mounted to the intermediate shaft 6 right bearing mounting position, and the outer ring is connected to the housing 25.
The right spring 8 is sleeved on the intermediate shaft 6 in an empty mode, the right side of the spring is combined with the low-speed sliding engagement teeth 5, and the left side of the spring abuts against a right clamping spring 9 installed on the intermediate shaft 6.
The right clamp spring 9 is arranged on the intermediate shaft 6.
The right retainer ring 10 is sleeved on the intermediate shaft 6 in an empty mode, one end of the right retainer ring is in contact with the right clamp spring 9, and the other end of the right retainer ring is in contact with the first-gear assembly 12.
The one-way overrunning clutch 11 is arranged on the inner ring of the first gear component 12, the outer ring of the one-way overrunning clutch 11 is contacted with the inner ring of the first gear component 12, and the inner ring of the one-way overrunning clutch is contacted with the intermediate shaft 6.
The first gear assembly 12 is provided with a first gear engaging tooth 12a, a first gear driven tooth 12b and a first gear buffering tooth 12c, the first gear assembly 12 is sleeved on the intermediate shaft 6 in a hollow mode through the one-way overrunning clutch 11, the left side of the first gear assembly is abutted against the shaft shoulder of the intermediate shaft 6, and the right side of the first gear assembly is in contact with the right retaining ring 10.
The differential assembly 13 is provided with a main reduction gear 13a, the differential assembly 13 is mounted to the housing 25 through an output left bearing 15 and an output right bearing 14, and the main reduction gear 13a is engaged with the main reduction drive gear 6a of the intermediate shaft.
The inner ring of the output right bearing 14 is connected with the right bearing mounting position of the differential assembly 13, and the outer ring of the output right bearing 14 is connected with the shell 25.
The inner ring of the output left bearing 15 is connected with the left bearing mounting position of the differential assembly 13, and the outer ring of the output left bearing 15 is connected with the shell 25.
The second gear assembly 16 is provided with second gear driven teeth 16a, second gear engaging teeth 16b and second buffer teeth 16c, the second gear assembly 16 is directly sleeved on the intermediate shaft 6 in a hollow mode, the right side of the second gear assembly is limited by the right retaining ring 10 to move axially, and the second gear driven teeth 16a are meshed with the second gear driving gear 3b of the first shaft.
The second gear sliding joint sleeve 17 is provided with second gear sliding joint teeth 17a, and the second gear sliding joint sleeve 17 is sleeved on the intermediate shaft 6 through a spline guide sleeve and can axially slide.
The electromagnetic drive 18 is fixed to the housing 25.
The left retainer ring 19 is sleeved on the intermediate shaft 6 in a hollow mode, one end of the left retainer ring is in contact with the left clamp spring 20, and the other end of the left retainer ring is in contact with the two-gear assembly 16.
The left clamp spring 20 is mounted on the intermediate shaft 6.
The left spring 21 is sleeved on the intermediate shaft 6 in an empty way, the left side of the left spring is propped against the two-gear sliding joint sleeve 17, and the right side of the left spring is propped against the left clamp spring 20 on the intermediate shaft 6.
The middle left bearing 22 is mounted to the middle shaft 6 at the left bearing mounting location, and the outer race is connected to the housing 25.
The push-pull disc 23 is sleeved on the intermediate shaft 6 in an empty way, the left side of the push-pull disc is propped against the left bearing 22 or the shell 25 of the intermediate shaft, the right side of the push-pull disc is propped against the two-gear sliding joint sleeve 17, and the push-pull disc is sleeved on an inner hole of the electromagnetic driver 18 in a radial direction.
An inner ring of a left shaft bearing 24 is connected with a left bearing mounting position of a shaft 3, and an outer ring of the left shaft bearing 24 is connected with a shell 25.
Based on the above technical solution, the specific implementation manner thereof can be divided into five operations according to the executed mechanical actions, including:
action one, gear 1 (see fig. 10):
when the power of the motor is transmitted to the first gear assembly 12, since the first gear assembly 12 rotates at a higher speed than the intermediate shaft 6, the one-way overrunning clutch 11 between the first gear assembly 12 and the intermediate shaft 6 is in a wedged state, and at this time, the second gear assembly 16 idles on the intermediate shaft 6.
Action two, 1-shift 2-shift (see fig. 11-14):
the motor is used for releasing torque and regulating speed (reducing speed), and at the moment, the first gear assembly 12 and the intermediate shaft 6 are in an overrunning state due to the one-way overrunning clutch 11, and the first gear is disengaged; when the motor adjusts the speed to the second gear assembly 16 and the second gear sliding joint sleeve 17 has little difference in rotation speed, the electromagnetic driver 18 is electrified, under the action of the suction force of the electromagnetic driver 18, the push-pull disc 23 pushes the second gear sliding joint sleeve 17 to slide on the intermediate shaft 6, so that the second gear sliding joint tooth 17a contacts with the second gear buffer tooth 16c first, after the axial and circumferential buffer is started, the second gear sliding joint tooth 17a contacts with the second gear engaging tooth 16b, at this time, 2 gears are engaged, the motor adds torque to drive the first shaft 3 to rotate, the second gear assembly 16 is driven to rotate by the engagement of the second gear driving gear 3b and the second gear driven tooth 16a, the second gear assembly 16 drives the second gear sliding joint sleeve 17 to rotate by the engagement of the second gear engaging tooth 16b and the second gear sliding joint tooth 17a, the second gear sliding joint sleeve 17 drives the intermediate shaft 6 to rotate by the spline, the main reducing driving tooth 6a of the intermediate shaft, and 2, the differential assembly 13 outputs torque to realize 2 gear. At this time, the first-gear assembly 12 idles on the intermediate shaft 6.
Action three, 2 shifts 1 shift (see fig. 15-17):
after the motor is untwisted, the second gear sliding joint sleeve 17 is flicked by the left spring 21, the second gear assembly 16 idles, the motor regulates the speed (raises the speed), when the rotating speed of the first gear assembly 12 exceeds the rotating speed of the intermediate shaft 6, the one-way overrunning clutch 11 is wedged, the motor adds the torque, and the 1 gear is realized.
Action four, engage reverse gear (see fig. 18-21):
the motor rotates reversely to drive the shaft 3 to rotate, the one-way clutch 2 is wedged at the moment, and the one-way clutch 2 drives the friction wheel 1 to rotate along with the shaft 3. The friction wheel friction surface 1a of the friction wheel 1 is contacted with a first gear sliding joint tooth friction surface 5b of a first gear sliding joint tooth 5 by a friction pair to drive the first gear sliding joint sleeve 5 to rotate, the first gear sliding joint sleeve 5 is guided by a spiral spline on the intermediate shaft 6, the first gear sliding joint sleeve 5 moves axially, the first gear sliding joint tooth 5a is jointed with a first gear engaging tooth 12a, when the first gear sliding joint tooth 5a axially abuts against the first gear engaging tooth 12a and cannot move, the friction pair between the friction wheel 1 and the first gear sliding joint sleeve 5 starts to slip, the motor adds torque, the first gear driving gear 3a is meshed with the first gear driven tooth 12b to drive the first gear assembly 12 to rotate, the first gear sliding joint tooth 5a is jointed with the first gear engaging tooth 12a to drive the first gear sliding joint sleeve 5 to rotate, the first gear sliding joint sleeve 5 is connected with the intermediate shaft 6 by a spline, the intermediate shaft 6 is driven to rotate, the driving gear 6a of the intermediate shaft 6 is meshed with the driving gear 13a of the driving gear, and the reverse gear is realized by outputting torque through the differential mechanism assembly 13. At this time, the two gear assembly 16 idles on the intermediate shaft 6.
Action five, exit reverse (see fig. 22):
the motor stops rotating, the right spring 8 pops out the first gear sliding joint sleeve 5, and the reverse gear is withdrawn.
For the fourth gear, embodiment 2 of the present invention is described as follows:
the R gear action is realized through belt pulley friction: the motor rotates reversely to drive the shaft 3 to rotate, at the moment, the one-way clutch 2 is wedged, and the one-way clutch 2 drives the driving belt pulley 30 to rotate along with the shaft 3. The friction surface 30a of the driving pulley 30 contacts with the belt inner friction surface 29a of the belt 29 by a friction pair to drive the belt 29 to rotate, the belt inner friction surface 29a of the belt 29 contacts with the low-speed sliding joint sleeve friction surface 26a of the low-speed sliding joint sleeve 26 by a friction pair to drive the low-speed sliding joint sleeve 26 to rotate, the low-speed sliding joint sleeve spiral inner spline 26b of the low-speed sliding joint sleeve 26 is matched with the intermediate shaft spiral inner spline 6b on the intermediate shaft 6, the low-speed sliding joint sleeve 26 axially moves under the action of the spiral splines, and then the reverse gear is hung.
For the fourth reverse gear, embodiment 3 of the present invention is described specifically as follows:
the R gear action is realized through sliding friction: the motor rotates reversely to drive the first shaft 3 to rotate, at the moment, the one-way clutch 2 is wedged, and the one-way clutch 2 drives the inner ring 32 of the driving wheel to rotate along with the first shaft 3. The driving wheel inner ring friction surface 32a of the driving wheel inner ring 32 is in friction pair contact with the sliding friction body friction surface 31b of the sliding friction body 31 to drive the sliding friction body 31 to rotate, the sliding friction body teeth 31a of the sliding friction body 31 are in friction pair contact with the toothed sliding engagement sleeve teeth 34a of the toothed sliding engagement sleeve 34 to drive the toothed sliding engagement sleeve 34 to rotate, the toothed sliding engagement sleeve spiral inner spline 34b of the toothed sliding engagement sleeve 34 is matched with the intermediate shaft spiral inner spline 6b on the intermediate shaft 6, the toothed sliding engagement sleeve 34 moves axially under the action of the spiral spline, and then the reverse gear is engaged.
In summary, the invention provides an electric two-gear transmission, which has the following beneficial effects:
1. the problem of gear shifting abnormal sound and gear shifting impact is solved: the structure described in the patent of 'gear shifting joint component and device' is used for solving the problems of abnormal gear shifting noise, large gear shifting impact and long gear shifting power interruption time.
2. The problem of gear shifting difficulty (gear shifting failure) is solved: due to the adoption of the barb teeth, the gear disengagement can be prevented; by adopting the one-way clutch structure, the clutch can be disengaged instantly when in gear shifting, and can be rapidly wedged to transmit torque when in gear shifting.
3. The single electromagnetic driver structure is adopted, and the defects of low transmission efficiency, complex control system and high cost are overcome.
4. The self-driven reverse gear engaging mode is realized by adopting a one-way clutch and friction wheel combined structure, other actuators are omitted, and reverse gear engaging is carried out by using the power of a power driving motor.
The above description is only an embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by the present specification, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (5)
1. An electric two-gear transmission is characterized by comprising a shaft, intermediate shafts, a differential assembly, a shell, a main reduction driving gear, a differential assembly, a main reduction driven gear, a first gear component, a second gear component, a first gear driving gear, a second gear transmission mechanism and a reverse gear transmission mechanism, wherein the shaft, the intermediate shafts and the differential assembly are erected in the shell in parallel through bearings at two ends of the shaft, the middle part of each intermediate shaft is provided with the integrally formed main reduction driving gear, the main reduction driving gear is in meshing transmission with the main reduction driven gear on the differential assembly, the first gear component and the second gear component are coaxially and movably sleeved on the intermediate shafts at two sides of the main reduction driving gear, the shaft is provided with the integrally formed first gear driving gear and the second gear driving gear, the first gear driving gear is in meshing transmission with the first gear component, the second gear driving gear is in meshed transmission with the second gear assembly, the intermediate shaft is in transmission connection with the second gear assembly through a second gear transmission mechanism, and a reverse gear transmission mechanism in transmission connection with the first gear assembly is matched on the first shaft and the intermediate shaft.
2. The electrically variable two speed transmission of claim 1, wherein the inner race of the first gear assembly is provided with first gear cushion teeth, the outer race of the first gear assembly is provided with first gear engaging teeth, and the first gear assembly is coaxially sleeved with a one way overrunning clutch in clearance with the countershaft.
3. The electrically variable two speed transmission of claim 1, wherein an inner ring of the second gear assembly is provided with second gear cushion teeth and an outer ring of the second gear assembly is provided with second gear engaging teeth.
4. The electric two-gear transmission according to claim 1, wherein the second-gear transmission mechanism comprises an electromagnetic driver, a left check ring, a left snap spring, a left spring, a second-gear sliding joint sleeve and a push-pull disc, the electromagnetic driver is mounted on the inner wall of the housing by taking a middle shaft as an axis, the left check ring is coaxially sleeved on the middle shaft on the left side of the second-gear assembly, the left snap spring, the left spring, the second-gear sliding joint sleeve and the push-pull disc are sequentially sleeved on the left side of the left check ring, and the push-pull disc is tightly pressed on a bearing at the left end of the middle shaft.
5. The electric two-gear transmission according to claim 1, wherein the reverse gear transmission mechanism includes a friction wheel, a one-way clutch, a right retainer ring, a right snap spring, a right spring, a first-gear sliding engagement sleeve, and a first-gear sliding engagement tooth, the friction wheel is sleeved on a shaft through the one-way clutch, the right retainer ring on the right side of the first-gear assembly is coaxially sleeved on the intermediate shaft, the right snap spring, the right spring, and the first-gear sliding engagement sleeve are coaxially sleeved on the right side of the right retainer ring in sequence, the outer ring of the first-gear sliding engagement sleeve is provided with the first-gear sliding engagement tooth, and the friction wheel and the first-gear sliding engagement sleeve are in mutual sliding friction connection along the circumferential surface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010587573.4A CN111623098A (en) | 2020-06-24 | 2020-06-24 | Electric two-gear transmission |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010587573.4A CN111623098A (en) | 2020-06-24 | 2020-06-24 | Electric two-gear transmission |
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| Publication Number | Publication Date |
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| CN111623098A true CN111623098A (en) | 2020-09-04 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010587573.4A Pending CN111623098A (en) | 2020-06-24 | 2020-06-24 | Electric two-gear transmission |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113969974A (en) * | 2020-07-23 | 2022-01-25 | 浙江双菱亿鑫动力科技有限公司 | Self-shifting system of transmission |
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2020
- 2020-06-24 CN CN202010587573.4A patent/CN111623098A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113969974A (en) * | 2020-07-23 | 2022-01-25 | 浙江双菱亿鑫动力科技有限公司 | Self-shifting system of transmission |
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Effective date of registration: 20220809 Address after: 315191 East 1st Road, Science Park, Jiangshan Town, Yinzhou District, Ningbo City, Zhejiang Province Applicant after: Ningbo Shenglong New Energy Vehicle Power Co., Ltd. Address before: 5888 Dongfang Avenue, Pengjie Town, Luqiao District, Taizhou City, Zhejiang Province 318050 Applicant before: Zhejiang Shuangling Yixin Power Technology Co.,Ltd. |