CN111750042A

CN111750042A - Automatic transmission

Info

Publication number: CN111750042A
Application number: CN202010783691.2A
Authority: CN
Inventors: 屠申富; 屠昌德
Original assignee: Yuhuan Dongfang Automobile Brake Factory
Current assignee: Yuhuan Dongfang Automobile Brake Factory
Priority date: 2020-08-06
Filing date: 2020-08-06
Publication date: 2020-10-09

Abstract

The invention provides an automatic speed changing device, and belongs to the technical field of speed changing devices. It has solved the short problem of current automatic transmission life. The automatic speed changing device comprises a main shaft, a speed changing assembly and a blocking piece, wherein the speed changing assembly and the blocking piece are arranged on the main shaft, the blocking piece is annular and embedded into the clamping groove along the inner edge of the blocking piece, two ends of the speed changing assembly respectively abut against the blocking piece and the blocking piece, the blocking piece is square along the axial section of the main shaft and is formed by splicing at least two clamping flaps, a cylindrical sheath is arranged outside the main shaft, a step is arranged on the inner side of one end of the sheath, the blocking piece is located on the inner side of the sheath and abuts against the step, and the blocking piece is integrally. The automatic speed changing device has the advantages of accurate and reliable positioning, long service life and the like.

Description

Automatic transmission

Technical Field

The invention belongs to the technical field of speed changing devices, and relates to an automatic speed changing device.

Background

Automatic transmissions are used in electric motorcycles to enable speed changes between low and high speeds during forward motion, and some even to enable the vehicle to be converted between forward and reverse, such as a bidirectional automatic transmission of the type described in application No. 201510424829.9, filed by the present applicant. However, when the device is switched from a low speed to a high speed, the parts are in direct rigid contact, so that the noise is high, and the vehicle vibrates.

Therefore, the applicant improves the original structure and provides a buffer mechanism of an automatic transmission with the patent application number of 201911102335.3 again, the automatic transmission comprises a main shaft and an input assembly which is axially fixed on the main shaft and can rotate, the buffer mechanism comprises a buffer shell which is circumferentially fixed on the main shaft and is abutted against the input assembly, an annular cavity is arranged on the surface of the buffer shell facing the input assembly, an annular elastic buffer assembly I with a head end and a tail end is arranged in the annular cavity, when the input assembly rotates, the head end of the first elastic buffer assembly can be driven to move along the annular cavity, the annular cavity specifically comprises an inner annular groove and an outer annular groove which are mutually independent, the first elastic buffer assembly is arranged in the outer annular groove, a second elastic buffer assembly which is annular and has a head end and a tail end is arranged in the inner annular groove, the head end of the second elastic buffer assembly is fixedly connected with the tail end of the first elastic buffer assembly, and the tail end of the second elastic buffer assembly is fixedly connected with the buffer shell. Through the arrangement of the buffer mechanism, before power is transmitted to the main shaft, the power can be buffered by means of the first elastic buffer component and the second elastic buffer component, so that rigid collision is eliminated to reduce noise and slow down vibration.

The buffering mainly depends on the compression of the spring, however, in the actual buffering process, the spring is also tilted upwards or tilted downwards except for being compressed, so that the normal implementation of the buffering function is not affected, but the upward or downward tilting of the spring generates an acting force along the axial direction of the main shaft on the adjacent parts, so that the parts are displaced, the matching precision is reduced, and even the service life of the whole bidirectional automatic transmission is affected. For the positioning of the components on the shaft, a common technical means of a person skilled in the art is to install a traditional split retainer ring for the shaft after slotting on the shaft, however, the axial acting force generated when the spring is tilted is very large, and the split retainer ring for the shaft is a relatively thin annular metal plate, so that the hidden danger that the split retainer ring for the shaft deforms or even breaks after being stressed exists, and the positioning is unstable.

Disclosure of Invention

The invention aims to solve the problems in the prior art and provides an automatic speed changing device which solves the problem of short service life.

The purpose of the invention can be realized by the following technical scheme:

automatic speed change device, including the main shaft and all set up main epaxial variable speed subassembly and block piece, the main shaft on be equipped with stop part and draw-in groove, block piece be annular and in its along embedding draw-in groove, the variable speed subassembly both ends respectively with stop part and block piece counterbalance and lean on, its characterized in that, block piece be square and block piece and form by at least two card lamella concatenations along the axial cross-section of main shaft, the main shaft is equipped with outward and is the cylindric sheath, a tip inboard of sheath has the step, block and be located the sheath inboard and support and lean on the step, stop part integrated into one piece on the main shaft.

During assembly, the speed change assembly is arranged on the main shaft, one end of the speed change assembly is abutted against the blocking part on the main shaft, then each clamping flap is arranged at the clamping groove, the protective sleeve is arranged outside the main shaft, each clamping flap is restrained by the inner side of the protective sleeve, the protective sleeve covers the blocking part, so that each clamping flap can be firmly combined into an annular blocking part, and the blocking part is abutted against the other end of the speed change assembly, so that the speed change assembly is axially fixed on the main shaft, and parts in the speed change assembly are prevented from being displaced by axial acting force generated in the working process.

In the automatic speed changing device, the blocking part is integrally formed on the main shaft, so that the blocking part has good structural strength, the axial load capacity of the blocking part is greatly improved, and one end of the speed changing assembly can be very firmly positioned; meanwhile, the other end of the speed change assembly is positioned by the blocking piece spliced by the clamping petals, the blocking piece spliced by the clamping petals is restrained by the independently arranged sheath, the square longitudinal section enables the spliced blocking piece to be fully contacted with the side wall of the clamping groove and the step, and the blocking piece is abutted against the step to form a supporting effect on the blocking piece, so that the blocking piece can be firmly fixed on the main shaft, the spliced blocking piece can be very stably matched with the speed change assembly and the main shaft, the blocking piece is not easy to deform or is separated from the clamping groove when the axial force generated by the operation of the speed change assembly is received, the axial load capacity of the blocking piece is well improved, and the other end of the speed change assembly can be very firmly positioned. Therefore, the whole speed change assembly can be firmly limited on the main shaft, and the service life is prolonged.

In the automatic speed changing device, the automatic speed changing device further comprises a shell, a first bearing seat is arranged in the shell, a first bearing is arranged in the first bearing seat, the first bearing is fixed on the main shaft, the sheath is sleeved on the main shaft, and the other end of the sheath abuts against the first bearing.

The other end of the sheath abuts against a first bearing fixed on the main shaft, and the sheath is firmly positioned and cannot move, so that the sheath can firmly position the blocking piece, and the blocking piece is combined with the blocking part integrally formed on the main shaft, so that the sheath can be always stably matched with the speed change assembly and the main shaft. Moreover, the positioning mode makes the assembly more convenient.

In the above automatic transmission, as another technical solution, the main shaft has an external thread adjacent to the engaging groove, and the sheath is screwed to the main shaft.

In the above automatic transmission, a gap is provided between one end of the sheath having the step and the transmission assembly.

A gap is formed between one end, provided with a step, of the sheath and the speed change assembly, so that axial acting force generated by the operation of the speed change assembly can be prevented from being directly applied to the first bearing through the sheath, and the service life is prolonged while the positioning stability is improved.

In the automatic transmission device, the housing is further provided with a second bearing seat opposite to the first bearing seat, a second bearing is arranged in the second bearing seat, the blocking part is annular, the second bearing and the transmission assembly are respectively positioned at two sides of the blocking part, and the second bearing is abutted against the blocking part.

The second bearing is separated from the speed change assembly by the blocking part, so that the axial acting force generated by the operation of the speed change assembly cannot be applied to the second bearing, the positioning stability is improved, and the service life is prolonged.

In the above automatic transmission, the transmission assembly includes a first input gear, a buffer and a second input gear sequentially disposed on the main shaft, the first input gear and the second input gear are disposed on two sides of the buffer, the second input gear abuts against the blocking part, and the first input gear abuts against the blocking part.

In the automatic transmission, the number of the clamping lobes is two, the two clamping lobes are semicircular, and the clamping lobes are made of 20 chromium.

The clamping flaps are made of 20 chromium, so that the combined blocking piece has higher hardness, can better bear the axial acting force generated by the operation of the speed changing assembly and stably transmits the axial acting force to the main shaft.

Compared with the prior art, the automatic speed changing device has the following advantages:

1. the blocking part is integrally formed on the main shaft, so that the blocking part has good structural strength, the axial load capacity of the blocking part is greatly improved, the blocking part is formed by splicing the clamping flaps and then restrained by the independently arranged protective sleeve, the spliced blocking part can be fully contacted with the side wall of the clamping groove and the step by the square longitudinal section, and the blocking part is abutted against the step to form a supporting function for the blocking part, so that the blocking part can be firmly fixed on the main shaft, the axial load capacity of the transmission assembly is well improved, two ends of the transmission assembly can be firmly positioned, the whole transmission assembly can be firmly limited on the main shaft, and the service life of the transmission assembly is prolonged.

2. The mode that the clamping petals are spliced and then the clamping petals are prevented from being scattered by the sheath is utilized, so that the installation and the disassembly are more convenient.

Drawings

Fig. 1 is a schematic diagram of a first embodiment of the automatic transmission.

Fig. 2 is a schematic diagram of the engagement between the input shaft, the transmission shaft, and the main shaft in the automatic transmission.

Fig. 3 is a longitudinal sectional view of the automatic transmission at the main shaft in the first embodiment.

FIG. 4 is a schematic view of the engagement between the drive abutments and the coupling sleeve in the automatic transmission.

FIG. 5 is a schematic view showing the engagement of the coupling sleeve with the centering block in the automatic transmission.

Fig. 6 is an exploded view of the stopper in the first embodiment of the automatic transmission.

In the figure, 1, a housing; 1a, a first bearing seat; 1b, a second bearing seat; 2. an input shaft; 3. a drive shaft; 4. an output shaft; 4a, a blocking part; 4b, a ring-shaped clamping groove; 5. an output gear; 6. a pinion gear; 7. a bull gear; 8. a reduction gear; 9. a first input gear; 10. a second input gear; 11. an inner ring; 12. a roller; 13. a connecting frame; 14. a transmission support; 14a, a cylindrical sleeve body; 14b, a circular tray body; 15. a coupling claw; 16. a coupling sleeve; 16a, a pushing part; 17. a centripetal block; 18. a magnetic block; 19. a buffer; 20. a blocking member; 20a, a clip; 21. a sheath; 21a, a step; 22. a first bearing; 23. a second bearing; 24. a speed change assembly.

Detailed Description

The following are specific embodiments of the present invention and are further described with reference to the drawings, but the present invention is not limited to these embodiments.

Example one

As shown in fig. 1 and 2, the automatic transmission includes a housing 1, and an input shaft 2, a transmission shaft 3, and a main shaft 4 that are provided in parallel in the housing 1 and are rotatable. An output gear 5 is fixedly connected to the input shaft 2, and one end of the input shaft 2 extends out of the shell 1. One end of the main shaft 4 extends out of the shell 1, an external spline matched with a wheel is arranged on the main shaft 4 extending out of the shell 1, and the end of the main shaft 4 extending out of the shell 1 and the end of the input shaft 2 extending out of the shell 1 are arranged in a reverse direction. The propeller shaft 3 is provided between the input shaft 2 and the main shaft 4, so that power can be transmitted from the input shaft 2 to the main shaft 4. When the electric bicycle is used, a rotating shaft of the motor is connected with one end, extending out of the shell 1, of the input shaft 2, power of the motor can be transmitted through the input shaft 2, and the main shaft 4 is connected with a bicycle wheel through an external spline so that the power can be transmitted to the bicycle wheel through the main shaft 4.

As shown in fig. 2, the transmission shaft 3 is sequentially fixedly connected with a pinion 6, a gearwheel 7 and a reduction gear 8, the outer diameter of the reduction gear 8 is larger than that of the gearwheel 7 and the output gear 5, and the reduction gear 8 is meshed with the output gear 5. A speed change assembly 24 is axially fixed outside the main shaft 4, the speed change assembly 24 comprises a first input gear 9 and a second input gear 10, the second input gear 10 is meshed with the small gear 6, and the first input gear 9 is meshed with the large gear 7. The outer diameter of the second input gear 10 is larger than that of the small gear 6, the outer diameter of the first input gear 9 is larger than that of the large gear 7, the transmission ratio of the small gear 6 to the second input gear 10 is larger than that of the large gear 7 to the first input gear 9, and the transmission ratio of the small gear 6 to the second input gear 10 is 2-2.5 times that of the large gear 7 to the first input gear 9. In this embodiment, the tooth profiles of the output gear 5, the reduction gear 8, the pinion gear 6, the bull gear 7, the first input gear 9 and the second input gear 10 are all the same, the tooth number of the output gear 5 is 16 teeth, the tooth number of the reduction gear 8 is 54 teeth, the tooth number of the bull gear 7 is 28 teeth, the tooth number of the pinion gear 6 is 16 teeth, the tooth number of the second input gear 10 is 58 teeth, and the tooth number of the first input gear 9 is 46 teeth.

As shown in fig. 3, 4 and 5, a one-way transmission mechanism capable of linking the second input gear 10 and the main shaft 4 along the circumferential direction is arranged between the two gears, and when the rotation speed of the main shaft 4 is greater than that of the second input gear 10, the two gears slip through the one-way transmission mechanism. The one-way transmission mechanism comprises an inner ring 11 arranged on the inner side of the second input gear 10 and a roller 12 arranged between the inner ring 11 and the second input gear 10 and capable of enabling the inner ring 11 and the second input gear to be linked or slipped along the circumferential direction, the inner ring 11 is sleeved outside the main shaft 4 and the inner ring 11 and the main shaft 4 are linked along the circumferential direction. And a transmission mechanism which can enable the first input gear 9 and the main shaft 4 to be linked along the circumferential direction when the rotating speed of the first input gear 9 is greater than that of the main shaft 4 is arranged between the first input gear 9 and the main shaft 4. The transmission mechanism comprises a connecting frame 13 fixed on the input gear I9 in the circumferential direction and a transmission support 14 fixed on the main shaft 4 in the axial direction, the transmission support 14 is positioned at the inner side of the connecting frame 13 and is linked with the main shaft 4 in the circumferential direction, a plurality of connecting claws 15 distributed around the main shaft 4 are hinged on the transmission support 14, each connecting claw 15 can swing relative to the transmission support 14, a connecting sleeve 16 is sleeved outside the transmission support 14, two centripetal blocks 17 which are arc-shaped and distributed at two sides of the connecting sleeve 16 are hinged in the connecting frame 13, and a magnetic block 18 is fixed between the two centripetal blocks 17 in the connecting frame 13, the hinge point of the centripetal block 17 is close to the outer end of the centripetal block 17, the inner end of the centripetal block 17 is adsorbed on the corresponding magnetic block 18, a plurality of pushing parts 16a are arranged on the outer side of the connecting sleeve 16 along the circumferential direction, when the coupling sleeve 16 rotates, the pushing part 16a can drive the coupling claw 15 to swing, and the swinging coupling claw 15 abuts against the inner wall of the connecting frame 13 to circumferentially fix the connecting frame 13 and the transmission support 14.

As shown in fig. 3 and 4, further, the transmission support 14 includes a cylindrical sleeve 14a and a circular disc 14b fixedly connected to an end of the cylindrical sleeve 14a, each coupling claw 15 is hinged to one side of the circular disc 14b, the speed change assembly 24 further includes a buffer 19, the first input gear 9 and the second input gear 10 are located on two sides of the buffer 19, an outer shell of the buffer 19 is circumferentially fixed to the spindle 4 (the two are specifically matched through a spline), the circular disc 14b and the inner ring 11 are respectively located on two sides of the buffer 19, and the circular disc 14b and the inner ring 11 are circumferentially fixed to the buffer 19 in a concave-convex manner. The specific structure of the damper 19 can refer to the damping mechanism of the automatic transmission disclosed in application No. 201911102335.3, and will not be described herein.

When the bicycle needs to advance at a low speed, the motor outputs a low rotating speed, and transmits power to the transmission shaft 3 through the input shaft 2 to enable the transmission shaft to rotate at the low speed, the pinion 6 and the gearwheel 7 on the transmission shaft 3 respectively drive the input gear II 10 and the input gear I9 to rotate simultaneously, the inner ends of the two centripetal blocks 17 are firmly adsorbed on the corresponding magnetic blocks 18 and are kept immovable relative to the connecting frame 13 under the state, the connecting frame 13 and the coupling sleeve 16 are in a separation state, and the power is transmitted to the inner ring 11 through the roller 12 by the input gear II 10 and is transmitted to the main shaft 4 through the buffer 19 by the inner ring 11; when high-speed forward motion is needed, the rotation speed of the motor is increased, power is transmitted to the transmission shaft 3 through the input shaft 2 to enable the transmission shaft to rotate at a high speed, the input gear II 10 still rotates at a low speed due to the transmission ratio, at the moment, the input gear I9 rotates at a high speed, the centripetal blocks 17 overcome suction force under centripetal action and swing relative to the connecting frame 13, so that the outer ends of the centripetal blocks 17 are clamped at the side part of the connecting sleeve 16 and drive the connecting sleeve 16 to rotate along with the connecting sleeve, the pushing parts 16a on the connecting sleeve 16 push the connecting claws 15 to swing outwards, the swinging connecting claws 15 abut against the inner wall of the connecting frame 13 to enable the transmission support 14 and the connecting frame 13 to be fixed in the circumferential direction, and the transmission support 14 rotates at a high speed and transmits the power to the main shaft 4 through the buffer 19 to enable the main shaft 4 to drive wheels to rotate.

As shown in fig. 3 and 6, a blocking portion 4a and an annular slot 4b are disposed on the main shaft 4, an annular blocking member 20 is connected to the main shaft 4, an inner edge of the blocking member 20 is embedded in the annular slot 4b, two ends of the speed change assembly 24 respectively abut against the blocking portion 4a and the blocking member 20 extending out of the annular slot 4b, specifically, the input gear two 10 abuts against the blocking portion 4a, and the input gear one 9 abuts against the blocking member 20. The cross section of the blocking member 20 along the axial direction of the main shaft 4 is square, and the blocking member 20 is formed by splicing two clamping flaps 20a made of hard materials (specifically 20 chromium), and the two clamping flaps 20a are both semi-circular ring type. A square longitudinal section so that the stopper 20 comes into surface contact with both side groove walls of the ring-shaped groove 4 b. The spindle 4 is externally provided with a cylindrical sheath 21, the sheath 21 is made of metal material, the inner side of one end part of the sheath 21 is provided with a step 21a, the step 21a is a right-angle step 21a, the blocking part 20 abuts against the step 21a, and the outer side wall of the blocking part 20 abuts against the inner side wall of the sheath 21 at the step 21 a.

Further, as shown in fig. 3, a bearing seat 1a is arranged in the housing 1, a bearing 22 is arranged in the bearing seat 1a, the bearing 22 is fixed on the main shaft 4, the sheath 21 is sleeved on the main shaft 4, and the other end of the sheath 21 abuts against the bearing 22. The end of the sheath 21 having the step 21a has a clearance with the first input gear 9. The housing 1 is also internally provided with a bearing seat II 1b opposite to the bearing seat I1 a, a bearing II 23 is arranged in the bearing seat II 1b, the blocking part 4a is annular, the blocking part 4a is integrally formed on the main shaft 4, the bearing II 23 and the input gear II 10 are respectively positioned at two sides of the blocking part 4a, and the bearing II 23 is abutted against the blocking part 4 a. The housing 1 is formed by fixing two half shells through fasteners, and the first bearing seat 1a and the second bearing seat 1b are respectively positioned in the two half shells.

During assembly, the second input gear 10, all parts in the one-way transmission mechanism, the buffer 19, all parts in the transmission mechanism and the first input gear 9 are sequentially arranged on the main shaft 4 to form a speed change assembly 24 for receiving power input and realizing speed change, and the second input gear 10 abuts against the blocking part 4a of the main shaft 4; then, the two locking flaps 20a are installed at the annular locking groove 4b, the sheath 21 is arranged outside the main shaft 4, the two locking flaps 20a are restrained by the step 21a on the inner side of one end of the sheath 21, the two locking flaps 20a can be firmly combined into the annular blocking piece 20 under the action of the inner side wall of the sheath 21 at the step 21a, and the blocking piece 20 abuts against the other end of the speed change assembly 24, so that the speed change assembly 24 is axially fixed on the main shaft 4, and parts in the speed change assembly 24 are ensured not to be displaced by axial acting force generated in the working process.

Example two

The structure and principle of this embodiment are basically the same as those of the first embodiment, except that: in this embodiment, the main shaft 4 has an external thread adjacent to the ring-shaped groove 4b, and the sheath 21 is screwed on the main shaft 4.

The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications or additions may be made to the described embodiments or alternatives may be employed by those skilled in the art without departing from the spirit or ambit of the invention as defined in the appended claims.

Claims

1. An automatic speed changing device comprises a main shaft (4), a speed changing assembly (24) and a blocking piece (20) which are arranged on the main shaft (4), the main shaft (4) is provided with a blocking part (4a) and a clamping groove (4b), the blocking part (20) is annular, the inner edge of the blocking part is embedded into the clamping groove (4b), two ends of the speed change component (24) are respectively abutted against the blocking part (4a) and the blocking part (20), the novel spindle is characterized in that the cross section of the blocking piece (20) along the axial direction of the spindle (4) is square, the blocking piece (20) is formed by splicing at least two clamping flaps (20a), a cylindrical sheath (21) is arranged outside the spindle (4), a step (21a) is arranged on the inner side of one end of the sheath (21), the blocking piece (20) is located on the inner side of the sheath (21) and abuts against the step (21a), and the blocking part (4a) is integrally formed on the spindle (4).

2. The automatic speed changing device according to claim 1, further comprising a housing (1), wherein a first bearing seat (1a) is arranged in the housing (1), a first bearing (22) is arranged in the first bearing seat (1a), the first bearing (22) is fixed on the main shaft (4), the sheath (21) is sleeved on the main shaft (4), and the other end of the sheath (21) abuts against the first bearing (22).

3. Automatic transmission according to claim 1, characterized in that the main shaft (4) has an external thread adjacent to the snap groove (4b), the jacket (21) being screwed onto the main shaft (4).

4. Automatic transmission according to claim 2 or 3, characterized in that the end of the jacket (21) having the step (21a) is spaced from the transmission assembly (24).

5. The automatic transmission device according to claim 2, wherein a second bearing seat (1b) opposite to the first bearing seat (1a) is further arranged in the housing (1), a second bearing (23) is arranged in the second bearing seat (1b), the blocking portion (4a) is annular, the second bearing (23) and the transmission assembly (24) are respectively positioned on two sides of the blocking portion (4a), and the second bearing (23) abuts against the blocking portion (4 a).

6. The automatic transmission device according to claim 5, characterized in that the shifting assembly (24) comprises a first input gear (9), a damper (19) and a second input gear (20) which are sequentially arranged on the main shaft (4), wherein the first input gear (9) and the second input gear (20) are positioned at two sides of the damper (19), the second input gear (20) abuts against the blocking portion (4a), and the first input gear (9) abuts against the blocking portion (20).

7. Automatic transmission according to claim 1, 2 or 3, characterized in that said two snap flaps (20a) are in number and both snap flaps (20a) are semicircular, the snap flaps (20a) being made of 20 chromium.