CN112901730B - Transaxle for an adaptive automatic transmission electric drive system - Google Patents
Transaxle for an adaptive automatic transmission electric drive system Download PDFInfo
- Publication number
- CN112901730B CN112901730B CN201911348629.4A CN201911348629A CN112901730B CN 112901730 B CN112901730 B CN 112901730B CN 201911348629 A CN201911348629 A CN 201911348629A CN 112901730 B CN112901730 B CN 112901730B
- Authority
- CN
- China
- Prior art keywords
- transmission
- sleeve
- gear
- transmission sleeve
- shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- 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
- F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
- F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
- F16H3/30—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial
- F16H3/32—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial and an additional shaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/32—Gear shift yokes, e.g. shift forks
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2033—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with one engaging means
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a transmission axle for a self-adaptive automatic speed change electric drive system. The transmission axle comprises a main shaft, a first transmission shaft and a second transmission shaft, wherein the first transmission shaft and the second transmission shaft are coaxially arranged at the two ends of the main shaft. The main shaft is rotationally sleeved with a forward gear transmission sleeve. The end, close to the first transmission shaft, of the main shaft drives the first transmission shaft to synchronously rotate through a middle transmission sleeve. The end, close to the second transmission shaft, of the main shaft is connected with the second transmission shaft through a differential mechanism. A power transmission sleeve capable of rotating relative to the forward gear transmission sleeve is arranged between the differential mechanism and the forward gear transmission sleeve. By the adoption of the technical scheme, the transmission axle can be well in butt joint with a forward gear speed change system and a reverse gear transmission mechanism of the self-adaptive automatic speed change electric drive system, a left front wheel and a right front wheel are directly driven to rotate through the first transmission shaft and the second transmission shaft, power output of front-engine front-drive arrangement is achieved, and the whole transmission axle is high in transmission efficiency and simple, stable and reliable in structure.
Description
Technical Field
The invention relates to the technical field of speed change systems, in particular to a transmission axle for an adaptive automatic speed change electric drive system.
Background
The existing electric vehicle is controlled according to experience completely by a driver under the condition that the driving resistance cannot be accurately known due to the limitation of a transmission structure of the existing electric vehicle in the driving process, so that the condition that the working state of a motor is not matched with the actual driving condition of the vehicle often inevitably occurs, and the motor is locked. Especially, when the vehicle is in low-speed heavy-load conditions such as starting, climbing, headwind and the like, the motor usually needs to work under the conditions of low efficiency, low rotating speed and high torque, the motor is easy to be damaged accidentally, the maintenance and replacement cost is increased, and meanwhile, the endurance mileage of the battery can be directly influenced. For vehicle types with high economic requirements, such as electric logistics vehicles, the traditional variable speed transmission structure obviously cannot well meet the use requirements.
In order to solve the problems, the inventor designs a series of cam self-adaptive automatic speed changing devices and speed changing bridges, drives the cams by using the driving resistance, achieves the purposes of automatic gear shifting and self-adaptive matching of vehicle speed output torque according to the driving resistance, and has a good application effect. However, the existing cam self-adaptive automatic speed changing devices are only suitable for a rear-mounted front-mounted transmission mode, and the transmission efficiency is not ideal all the time. Therefore, the inventor hopes to adopt a transmission mode of rear drive or front drive and rear drive to improve the transmission efficiency. However, the existing transmission axle is not only complex in structure, but also not applicable to an adaptive automatic transmission electric drive system at all. It is urgent to solve the above problems.
Disclosure of Invention
The invention provides a transmission axle for an adaptive automatic speed-changing electric drive system, aiming at solving the technical problems that the existing transmission axle is not only complex in structure, but also not suitable for the adaptive automatic speed-changing electric drive system at all.
The technical scheme is as follows:
a transmission axle for an adaptive automatic speed-changing electric drive system is characterized by comprising a main shaft, a first transmission shaft and a second transmission shaft which are coaxially arranged at two ends of the main shaft, wherein a forward gear transmission sleeve is rotatably sleeved on the main shaft, one end of the main shaft close to the first transmission shaft drives the first transmission shaft to synchronously rotate through an intermediate transmission sleeve, one end of the main shaft close to the second transmission shaft is connected with the second transmission shaft through a differential mechanism, a power transmission sleeve capable of rotating relative to the forward gear transmission sleeve is arranged between the differential mechanism and the forward gear transmission sleeve, the power transmission sleeve can transmit power to the main shaft and the second transmission shaft through the differential mechanism, a reverse gear transmission gear capable of rotating relative to the power transmission sleeve and a front and rear gear shifting fork sleeve capable of axially sliding along the reverse gear transmission sleeve are sleeved on the power transmission sleeve, and the front and rear gear shifting fork sleeve can be connected with the forward gear transmission sleeve and the power transmission sleeve or connected with the reverse gear transmission sleeve and the power transmission sleeve, to perform power switching.
By adopting the structure, the forward gear speed change system of the self-adaptive automatic speed change electric drive system can transmit power to the front and rear gear shifting fork sleeves through the forward gear transmission sleeve, then sequentially transmit the power to the main shaft and the second transmission shaft through the power transmission sleeve and the differential mechanism, transmit the power to the first transmission shaft through the middle transmission sleeve, and directly drive the left and right front wheels of the vehicle to rotate through the first transmission shaft and the second transmission shaft; the reverse gear transmission mechanism of the self-adaptive automatic speed changing electric drive system can transmit power to the front and rear gear shifting fork sleeves through a reverse gear transmission gear, then sequentially transmit the power to the main shaft and the second transmission shaft through the power transmission sleeve and the differential mechanism, the main shaft transmits the power to the first transmission shaft through the middle transmission sleeve, and the first transmission shaft and the second transmission shaft can directly drive the left and right front wheels of the vehicle to rotate; therefore, the transmission axle can be well butted with a forward gear speed changing system and a reverse gear transmission mechanism of the self-adaptive automatic speed changing electric drive system, the left front wheel and the right front wheel are directly driven to rotate through the first transmission shaft and the second transmission shaft, power output of front-front-wheel arrangement is realized, and the whole transmission axle is high in transmission efficiency, simple in structure, stable and reliable.
Preferably, the method comprises the following steps: the power transmission cover includes through the nonmetal supporting sleeve rotationally the suit at the epaxial transmission cover main part of main shaft and all with synchronous pivoted differential mechanism mounting disc and tooth cover portion of transmission cover main part, the transmission cover main part is the tubular structure, reverse gear drive gear rotationally the suit on the transmission cover main part, the differential mechanism mounting disc is close to differential mechanism one end by the transmission cover main part and radially outwards extends the formation to pass through a plurality of bolt fixed connection with differential mechanism, tooth cover portion suit is close to the one end that advances the fender transmission cover at the power transmission cover to with power transmission cover spline fit, but shift fork cover suit axial slip around on tooth cover portion to with tooth cover portion spline fit. By adopting the structure, reliable installation of the front and rear gear shifting fork sleeve and the reverse gear transmission gear and reliable power transmission between the front and rear gear shifting fork sleeve and the differential mechanism can be ensured, and meanwhile, the power transmission sleeve is installed and locked by utilizing the non-metal supporting sleeve, so that the reliability is ensured, and the requirement of lightweight design is met.
Preferably, the method comprises the following steps: the nonmetal supporting sleeve is made of nylon materials, has a self-lubricating effect, is good in wear resistance, low in cost and light in weight, and meets the requirement of lightweight design.
Preferably, the method comprises the following steps: the end part of the forward gear transmission sleeve, which is close to one end of the power transmission sleeve, is provided with a transmission sleeve support ring which extends outwards along the axial direction, the transmission sleeve support ring is inserted into the transmission sleeve main body part, and a first needle bearing is arranged between the transmission sleeve support ring and the transmission sleeve main body part. By adopting the structure, the stability and the reliability between the adjacent parts are ensured.
Preferably, the method comprises the following steps: the front gear shifting fork sleeve and the rear gear shifting fork sleeve are respectively provided with a front gear output tooth part and a reverse gear output tooth part, one side of the front gear shifting fork sleeve and the rear gear shifting fork sleeve, which is close to the front gear transmission sleeve, is provided with a front gear combination tooth capable of being meshed with the front gear output tooth part, and one side of the front gear shifting fork sleeve and the rear gear shifting fork sleeve, which is close to the reverse gear transmission gear, is provided with a reverse gear combination tooth capable of being meshed with the reverse gear output tooth part. With the above configuration, the power switching between the front and rear gears can be performed stably and reliably.
Preferably, the method comprises the following steps: the middle transmission sleeve is in spline fit with the main shaft and the first transmission shaft, and a first end face bearing is arranged between the end parts of the middle transmission sleeve and the forward gear transmission sleeve, which are close to one end of the middle transmission sleeve and the forward gear transmission sleeve. By adopting the structure, reliable power transmission between the main shaft and the first transmission shaft is ensured, and mutual noninterference between the middle transmission sleeve and the forward gear transmission sleeve is ensured through the first end face bearing.
Preferably, the method comprises the following steps: the outer wall of the forward gear transmission sleeve is provided with a plurality of external spiral raceways which are distributed along the circumferential direction. By adopting the structure, the screw transmission pair can be formed, the transmission of the power can be carried out through the screw transmission pair, and the self-adaptive gear shifting can be carried out according to the resistance torque.
Preferably, the method comprises the following steps: and a second needle bearing is arranged between the reverse gear transmission gear and the transmission sleeve main body part. By adopting the structure, the reliable installation of the reverse gear transmission gear is ensured.
Compared with the prior art, the invention has the beneficial effects that:
the transmission axle for the self-adaptive automatic speed-changing electric drive system, which adopts the technical scheme, can be well butted with a forward gear speed-changing system and a reverse gear transmission mechanism of the self-adaptive automatic speed-changing electric drive system, and directly drives the left front wheel and the right front wheel to rotate through the first transmission shaft and the second transmission shaft, so that the power output of the front-mounted front drive arrangement is realized, and the whole transmission axle has high transmission efficiency, simple structure, stability and reliability.
Drawings
FIG. 1 is a schematic illustration of a forward gear drive path of an adaptive automatic transmission system;
FIG. 2 is a schematic illustration of a reverse transmission line of the adaptive automatic transmission system;
FIG. 3 is a schematic structural view of the forward transmission system;
FIG. 4 is a schematic illustration of a low range transmission;
FIG. 5 is a schematic illustration of a forward drive path of the transaxle;
FIG. 6 is a schematic illustration of a reverse drive path of the transaxle;
FIG. 7 is a schematic structural view of a friction clutch;
FIG. 8 is a cross-sectional view of the overrunning clutch;
fig. 9 is a schematic structural view of the cage.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1 and fig. 2, an adaptive automatic transmission electric drive system mainly includes a motor assembly, a forward gear input component, a forward gear transmission system, a reverse gear input component, and a transmission axle 1 for the adaptive automatic transmission electric drive system.
Referring to fig. 5 and 6, the transaxle 1 for the adaptive automatic transmission electric drive system includes a main shaft 1a, and a first transmission shaft 1c and a second transmission shaft 1d coaxially disposed at two ends of the main shaft 1a, a forward gear transmission sleeve 1b rotatably sleeved on the main shaft 1a, one end of the main shaft 1a close to the first transmission shaft 1c drives the first transmission shaft 1c to rotate synchronously through an intermediate transmission sleeve 1f, one end of the main shaft 1a close to the second transmission shaft 1d is connected to the second transmission shaft 1d through a differential 1e, a power transmission sleeve 1g capable of rotating relative to the forward gear transmission sleeve 1b is disposed between the differential 1e and the forward gear transmission sleeve 1b, the power transmission sleeve 1g is capable of transmitting power to the main shaft 1a and the second transmission shaft 1d through the differential 1e, and a reverse gear transmission gear 1h capable of rotating relative to the power transmission sleeve 1g and a shift gear capable of sliding along an axial direction of the power transmission sleeve 1g are sleeved on the power transmission sleeve 1g And the gear shifting fork sleeve 1i can be connected with the forward gear transmission sleeve 1b and the power transmission sleeve 1g or connected with the reverse gear transmission gear 1h and the power transmission sleeve 1g so as to perform power switching.
The power transmission sleeve 1g comprises a transmission sleeve main body part 1g1 rotatably sleeved on the main shaft 1a through a non-metal supporting sleeve 1j, and a differential installation disc 1g2 and a gear sleeve part 1g3 which are synchronously rotated with the transmission sleeve main body part 1g1, wherein the transmission sleeve main body part 1g1 is of a cylindrical structure, a reverse gear transmission gear 1h is rotatably sleeved on the transmission sleeve main body part 1g1, the differential installation disc 1g2 is formed by radially and outwards extending one end, close to the differential 1e, of the transmission sleeve main body part 1g1 and is fixedly connected with the differential 1e through a plurality of bolts, the gear sleeve part 1g3 is sleeved at one end, close to the forward gear transmission sleeve 1b, of the power transmission sleeve 1g and is in spline fit with the power transmission sleeve 1g, and a gear shifting fork sleeve 1i can be axially slidably sleeved on the gear sleeve part 1g3 and is in spline fit with the gear sleeve part 1g 3. The nonmetal supporting sleeve 1j is made of nylon materials, has a self-lubricating effect, is good in wear resistance, low in cost and light in weight, and meets the requirement of light weight design.
The end part of the forward gear transmission sleeve 1b close to one end of the power transmission sleeve 1g is provided with a transmission sleeve supporting ring 1b2 extending outwards along the axial direction, the transmission sleeve supporting ring 1b2 is inserted into the transmission sleeve main body part 1g1, and a first needle bearing 1k is arranged between the transmission sleeve supporting ring and the transmission sleeve main body part 1g1, so that the stability and the reliability between adjacent parts are ensured.
The forward gear transmission sleeve 1b has a forward gear output tooth portion 1b1, the reverse gear transmission gear 1h has a reverse gear output tooth portion 1h1, the shift fork sleeve 1i has forward gear engaging teeth 1i1 capable of engaging with the forward gear output tooth portion 1b1 on the side close to the forward gear transmission sleeve 1b, and the shift fork sleeve 1i has reverse gear engaging teeth 1i2 capable of engaging with the reverse gear output tooth portion 1h1 on the side close to the reverse gear transmission gear 1h, so that the forward and reverse gear power switching can be performed stably and reliably.
The middle transmission sleeve 1f is in spline fit with the main shaft 1a and the first transmission shaft 1c, and a first end face bearing 1l is arranged between the end parts of the middle transmission sleeve 1f and the forward gear transmission sleeve 1b close to one end, so that reliable power transmission between the main shaft 1a and the first transmission shaft 1c is ensured, and mutual interference between the middle transmission sleeve 1f and the forward gear transmission sleeve 1b is ensured through the first end face bearing 1 l.
Further, in order to ensure reliable installation of the reverse transmission gear 1h, a second needle bearing 1m is provided between the reverse transmission gear 1h and the transmission sleeve main body portion 1g 1.
Referring to fig. 1, the forward gear power input assembly includes a power input gear sleeve 8 and a power transmission sleeve 9, and the power transmission sleeve 9 is in spline fit with the power input gear sleeve 8 and is fixedly connected with the active friction member 2a through a welding process. The power shaft 18 is provided with a forward gear primary driving tooth 18a, the forward gear input assembly comprises a forward gear primary gear shaft 19 and a forward gear secondary gear shaft 20 which are parallel to the power shaft 18, the forward-gear primary gear shaft 19 includes a primary gear shaft portion 19a and forward-gear secondary driving teeth 19b, a forward-gear first-stage driven gear 22 rotating synchronously with the first-stage gear shaft 19a is fitted around the first-stage gear shaft, the forward-gear primary driven gear 22 is meshed with the forward-gear primary driving tooth 18a, the forward-gear secondary gear shaft 20 includes a secondary gear shaft portion 20a and forward-gear secondary driven teeth 20b meshed with the forward-gear secondary driving tooth 19b, a forward gear three-stage drive gear 23 that rotates synchronously with the secondary gear shaft portion 20a is fitted over the secondary gear shaft portion, and the forward gear three-stage drive gear 23 meshes with the power input sleeve gear 8.
Referring to fig. 2, the power shaft 18 has a reverse primary driving tooth 18b thereon, the reverse input assembly includes a reverse primary gear shaft 24 and a reverse secondary gear shaft 25 both parallel to the power shaft 18, the reverse gear primary gear shaft 24 includes a reverse gear primary shaft portion 24a and a reverse gear secondary driving tooth 24b, a reverse first-stage driven gear 26 rotating synchronously with the reverse first-stage shaft portion 24a is fitted over the reverse first-stage shaft portion, the reverse gear primary driven gear 26 is engaged with the reverse gear primary driving tooth 18b, the reverse gear secondary gear shaft 25 includes a reverse gear secondary shaft portion 25a and a reverse gear tertiary driving tooth 25b, a reverse secondary driven gear 27 rotating synchronously with the reverse secondary shaft 25a is fitted over the reverse secondary shaft, the reverse gear secondary driven gear 27 is engaged with the reverse gear secondary driving tooth 24b, and the reverse gear tertiary driving tooth 25b is engaged with the reverse gear transmission gear 1 h.
Referring to fig. 3 and 7, the high-speed gear transmission mechanism includes a friction clutch 2 and an elastic element set 3 for applying a pre-tightening force to the friction clutch 2, the friction clutch 2 includes a driving friction member 2a and a driven friction member 2b, the driving friction member 2a is transmitted by the driving power input assembly, the driven friction member 2b is sleeved on the driving gear transmission sleeve 1b, and a screw transmission pair is formed between the driving friction member and the driving gear transmission sleeve 1b, so that the driven friction member 2b can slide along the axial direction of the driving gear transmission sleeve 1 b.
The driven friction element 2b includes an inner friction cone 2b1 and a friction element cam sleeve 2b2 fixed to the end of inner friction cone 2b1 adjacent inner cam sleeve 7. The inner friction cone sleeve 2b1 is of a cylindrical structure, and the cam sleeve 2b2 is of a cylindrical structure. The driving friction piece 2a comprises a friction outer taper sleeve 2a1 sleeved outside the friction inner taper sleeve 2b1 and a power output sleeve 2a2 sleeved outside the friction piece cam sleeve 2b2, the friction piece cam sleeve 2a2 is of a cylindrical structure, and the friction outer taper sleeve 2a1 is of a taper-tube structure. The inner conical surface of the friction outer conical sleeve 2a1 is in friction fit with the outer conical surface of the friction inner conical sleeve 2b1, and the power transmission sleeve 9 is welded with the friction outer conical sleeve 2a1, so that power can be transmitted to the friction outer conical sleeve 2a 1.
Referring to fig. 3, the cam profile structures are machined at the ends of the friction piece cam sleeve 2b2 and the inner core wheel cam sleeve 7 close to each other, and an end face cam pair transmission pair is formed between the cam profile structures. Further, a double cam transmission sleeve 15 is arranged between the inner core wheel cam sleeve 7 and the friction piece cam sleeve 2b2, and cam profile structures which are matched with the cam profile structures on the end faces of the inner core wheel cam sleeve 7 and the friction piece cam sleeve 2b2 are respectively machined on the two end faces of the double cam transmission sleeve 15, so that the double cam transmission sleeve 15 is respectively in transmission fit with the corresponding end faces of the inner core wheel cam sleeve 7 and the friction piece cam sleeve 2b2 through an end face cam pair. The double-cam transmission sleeve 15 is additionally arranged, so that the gear shifting and the disengaging are facilitated.
Referring to fig. 3, the inner hole wall of the inner friction taper sleeve 2b1 and the outer circumferential surface of the forward gear transmission sleeve 1b form a screw transmission pair. Specifically, the screw transmission pair comprises an inner screw raceway 2b12 circumferentially distributed on the inner wall of the inner friction sleeve 2b1 and an outer screw raceway circumferentially distributed on the outer wall of the forward gear transmission sleeve 1b, wherein a plurality of balls protruding outwards are embedded in each outer screw raceway, and each ball can roll in the corresponding inner screw raceway 2b12 and outer screw raceway. When the inner friction cone 2b1 rotates relative to the forward gear sleeve 1b, it can move axially relative to the forward gear sleeve 1b, so that the driven friction piece 2b is engaged with or disengaged from the driving friction piece 2a, i.e. the friction clutch 2 is engaged or disengaged.
The elastic element group 3 applies a preload force to one end of the inner friction cone sleeve 2b1 far away from the cam sleeve 2b2 of the friction piece. Specifically, a plurality of concentric annular raceways 2b11 are distributed on the end face of the inner friction cone 2b1 close to one end of the elastic element group 3, an end face bearing 21 is arranged between the inner friction cone 2b1 and the elastic element group 3, the end face bearing 21 comprises a bearing support plate 21b and a plurality of bearing balls 21a supported between the bearing support plate 21b and the inner friction cone 2b1, and each bearing ball 21a can roll along the corresponding annular raceway 2b 11. Through the structure, the end face of the friction inner taper sleeve 2b1 can be used as a bearing supporting disc on one side, so that the manufacturing cost is saved, and the assembly space is saved.
The elastic element group 3 can apply a pre-tightening force to the driven friction piece 2b, so that the driving friction piece 2a and the driven friction piece 2b are kept in a combined state, namely the friction clutch 2 is kept in a combined state. In this embodiment, the elastic element group 3 preferably adopts a disc spring, which is stable, reliable, low in cost, and capable of continuously applying an axial thrust to the end bearing 21.
Referring to fig. 3 and 4, the low-speed gear transmission mechanism comprises an overrunning clutch 6 sleeved on the forward gear transmission sleeve 1b through an inner core wheel cam sleeve 7, and a countershaft transmission assembly for reducing the speed between the active friction piece 2a and the overrunning clutch 6, wherein the inner core wheel cam sleeve 7 is in transmission fit with the corresponding end face of the passive friction piece 2b through an end face cam pair so as to transmit power to the forward gear transmission sleeve 1 b.
The overrunning clutch 6 includes an outer ring 6a and an inner core 6c provided between the inner core cam sleeve 7 and the outer ring 6a, and rolling elements are provided between the outer ring 6a and the inner core 6 c.
The inner core wheel cam sleeve 7 comprises a power output sub sleeve 7a and a clutch installation sub sleeve 7b which are coaxially arranged, the power output sub sleeve 7a is rotatably sleeved on the forward gear transmission sleeve 1b, one end face of the power output sub sleeve 7a, far away from the clutch installation sub sleeve 7b, is matched with the corresponding end face of the inner sheet spiral roller way sleeve 5 through end face cam pair transmission, the multi-row overrunning clutch 6 is sleeved on the clutch installation sub sleeve 7b, one end of the clutch installation sub sleeve 7b is fixedly connected with the power output sub sleeve 7a, and the other end of the clutch installation sub sleeve 7b is rotatably sleeved on the forward gear transmission sleeve 1b through the inner core wheel installation sleeve 30.
A third needle bearing 31 is arranged between the inner core wheel mounting sleeve 30 and the middle transmission sleeve 1f, a first end surface bearing 1l is arranged between the forward gear transmission sleeve 1b and the inner core wheel mounting sleeve 30, a fourth needle bearing 33 is arranged between the power output sub-sleeve 7a and the forward gear transmission sleeve 1b, a second end surface bearing 34 is arranged at one end of the power output sub-sleeve 7a close to the clutch mounting sub-sleeve 7b, an end surface bearing mounting assembly 35 for positioning the second end surface bearing 34 is arranged on the forward gear transmission sleeve 1b, and the second end surface bearing 34 and the end surface bearing mounting assembly 35 are positioned in a gap between the clutch mounting sub-sleeve 7b and the forward gear transmission sleeve 1 b.
The inner core wheel cam sleeve 7 is made of a high-strength anti-torsion material, the inner core wheel 6c is made of a pressure-resistant wear-resistant material, specifically, the inner core wheel cam sleeve 7 is made of alloy steel, and the inner core wheel 6c is made of bearing steel or alloy steel or hard alloy. In this embodiment, the material of the inner core wheel cam sleeve 7 is preferably 20CrMnTi, and has strong torsion resistance, low cost and high cost performance, and the material of the inner core wheel 6c is preferably GCr15, and has good wear-resistant and pressure-resistant performance, low cost and high cost performance. The torsion resistance and the pressure resistance of the inner core wheel cam sleeve 7 are high, the reliability and the stability of transmission can be ensured, and the abrasion resistance and the pressure resistance of the inner core wheel 6c are high, so that the inner core wheel cam sleeve 7 and the inner core wheel 6c are made of two different materials, the production cost is effectively saved, and the service life of the heavy-load overrunning clutch is greatly prolonged.
Referring to fig. 8 and 9, the rolling elements distributed along the outer periphery of the inner core wheel 6c are composed of thick rolling elements 6d and thin rolling elements 6e which are alternately arranged, two opposite retainers 6f are arranged on the outer peripheral surface of the inner core wheel 6c, a ring of annular grooves 6f1 are formed in the inner wall of each retainer 6f, and two ends of each thin rolling element 6e are slidably inserted into the corresponding annular grooves 6f 1. By adopting the structure, each thin rolling body 6e can follow up, the overall stability and reliability are improved, and the service life is prolonged.
The outer ring 6a has input driven teeth 6a1 on its outer wall, which are circumferentially disposed. The outer wall of the inner core wheel cam sleeve 7 is in spline fit with the inner wall of the inner core wheel 6 c. With the above configuration, power transmission can be reliably performed.
The number of teeth of the inner spline of the inner core wheel 6c is twice that of the outer teeth 6c 1. The installation and debugging are convenient, so that the problem that the inner rings are not synchronous is solved.
The external teeth 6c1 include top arc section 6c12 and short side section 6c11 and long side section 6c13 that are located top arc section 6c12 both sides respectively, short side section 6c11 is the arc structure of inside sunken, long side section 6c13 is the arc structure of outside protrusion, the camber of short side section 6c11 is less than the camber of long side section 6c 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Referring to fig. 1 to 3, the counter shaft transmission assembly includes a counter shaft 12 disposed in parallel with a forward gear transmission sleeve 1b, a primary reduction driven gear 13 capable of driving the counter shaft 12 to rotate and a secondary driving gear 14 driven by the counter shaft 12 are sleeved on the counter shaft 12, a primary reduction driving gear 16 driven by the driving friction member 2a is sleeved on the driving friction member 2a, the primary reduction driving gear 16 is engaged with the primary reduction driven gear 13, an input driven gear 6a1 disposed along a circumferential direction is disposed on an outer wall of the outer ring 6a, the input driven gear 6a1 is engaged with the secondary driving gear 14, the primary reduction driven gear 13 has forward gear engaging teeth 13a, the counter shaft 12 is sleeved with a forward gear engaging sleeve 5 capable of sliding along an axial direction thereof, and the forward gear engaging sleeve 5 is engaged with the forward gear engaging teeth 13 a. Specifically, in the forward gear, the forward gear coupling sleeve 5 engages with the forward gear coupling teeth 13 a; in the reverse gear, the forward gear coupling sleeve 5 is separated from the forward gear coupling teeth 13 a.
Firstly, a forward gear: the forward gear coupling sleeve 5 is engaged with the forward gear coupling teeth 13 a; the forward speed output gear portion 1b1 meshes with the forward speed engagement gear 1i 1.
In the present embodiment, the elastic element group 3 applies pressure via each end face bearing 21 to couple the driven friction member 2b and the driven friction member 2a of the friction clutch 2, and at this time, the friction clutch 2 is in a coupled state under the pressure of the elastic element group 3, and the power is in a high-speed power transmission path:
the motor 17 → the power shaft 18 → the first-stage forward gear driven gear 22 → the first-stage forward gear shaft 19 → the second-stage forward gear shaft 20 → the third-stage forward gear driving gear 23 → the power input sleeve 8 → the power transmission sleeve 9 → the driving friction member 2a → the driven friction member 2b → the forward gear sleeve 1b → the shift sleeve 1i → the power transmission sleeve 1g → the differential 1e → the main shaft 1a, the first propeller shaft 1c and the second propeller shaft 1d, and the power is output from the first propeller shaft 1c and the second propeller shaft 1 d.
At this time, the overrunning clutch 6 overruns, and the elastic element group 3 is not compressed. Currently, the resistance transmission route: the forward gear transmission sleeve 1b → the inner core wheel cam sleeve 7 → the double cam transmission sleeve 15 → the driven friction member 2b → the end face bearing 21 → the elastic element group 3; when the resisting torque transmitted to the friction clutch 2 by the forward gear transmission sleeve 1b is larger than or equal to the preset load limit of the friction clutch 2, the double-cam transmission sleeve 15 and the screw transmission pair jointly use the driven friction piece 2b to compress the elastic element group 3, so that the driven friction piece 2b and the driven friction piece 2a of the friction clutch 2 are separated, a gap is formed, and the power is transmitted through the following route instead, namely a low-gear power transmission route:
the motor 17 → the power shaft 18 → the first-stage forward gear driven gear 22 → the first-stage forward gear shaft 19 → the second-stage forward gear shaft 20 → the third-stage forward gear driving gear 23 → the power input sleeve 8 → the power transmission sleeve 9 → the first-stage driving gear 16 → the first-stage driven gear 13 → the intermediate shaft 12 → the second-stage driving gear 14 → the overrunning clutch 6 → the inner core cam sleeve 7 → the double cam sleeve 15 → the driven friction member 2b → the forward gear sleeve 1b → the shift sleeve 1i → the power transmission sleeve 1g → the differential 1e → the main shaft 1a, the first transmission shaft 1c and the second transmission shaft 1d output power from the first transmission shaft 1c and the second transmission shaft 1 d.
At this time, the overrunning clutch 6 is not overrunning, and the elastic element group 3 is compressed. As can be seen from the above transmission path, the present invention forms an automatic transmission mechanism that maintains a certain pressure during operation.
In the embodiment, taking an electric automobile as an example, when the whole automobile is started, the resistance is greater than the driving force, the resistance forces the forward gear transmission sleeve 1b to rotate a certain angle relative to the driven friction piece 2b, under the action of a spiral transmission pair, the driven friction piece 2b compresses the elastic element group 3 through the end face bearing 21, the driven friction piece 2b is separated from the driven friction piece 2a, namely, the friction clutch 2 is in a disconnected state, and meanwhile, the power is transmitted to the forward gear transmission sleeve 1b through the auxiliary shaft transmission assembly, the overrunning clutch 6, the inner core wheel cam sleeve 7 and the inner driven friction piece 2b in sequence and rotates at a low gear speed; therefore, the low-speed starting is automatically realized, and the starting time is shortened. Meanwhile, the elastic element group 3 absorbs the energy of the movement resistance moment and stores potential energy for restoring the high-speed gear to transmit power.
After the start is successful, the running resistance is reduced, when the component force is reduced to be smaller than the pressure generated by the elastic element group 3, the driven friction piece 2b and the driven friction piece 2a of the friction clutch 2 are restored to the close fit state under the pushing action of the rapid release of the pressure generated by the elastic element group 3 due to the compression of the motion resistance, the overrunning clutch 6 is in the overrunning state, and the power is transmitted to the forward gear transmission sleeve 1b through the driven friction piece 2a and the driven friction piece 2b in sequence to rotate at the high gear speed.
In the driving process, the automatic gear shifting principle is the same as the principle of automatic gear shifting along with the change of the motion resistance, gear shifting is realized under the condition of not cutting off power, the whole vehicle runs stably, safety and low consumption are realized, a transmission route is simplified, and the transmission efficiency is improved.
II, reversing gear: the forward gear coupling sleeve 5 is separated from the forward gear coupling teeth 13 a; the reverse output gear 1h1 meshes with the reverse engagement gear 1i 2.
Reverse gear power transmission route: the motor 17 → the power shaft 18 → the reverse gear primary driven gear 26 → the reverse gear primary gear shaft 24 → the reverse gear secondary driven gear 27 → the reverse gear secondary gear shaft 25 → the reverse gear transmission gear 1h → the shift fork bush 1i → the power transmission bush 1g → the differential 1e → the main shaft 1a, the first transmission shaft 1c and the second transmission shaft 1d, and the power is output from the first transmission shaft 1c and the second transmission shaft 1 d.
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 transaxle for an adaptive automatic transmission electric drive system, comprising: the transmission device comprises a main shaft (1a), a first transmission shaft (1c) and a second transmission shaft (1d) which are coaxially arranged at two ends of the main shaft (1a), wherein a forward gear transmission sleeve (1b) is rotatably sleeved on the main shaft (1a), one end of the main shaft (1a) close to the first transmission shaft (1c) drives the first transmission shaft (1c) to synchronously rotate through an intermediate transmission sleeve (1f), one end of the main shaft (1a) close to the second transmission shaft (1d) is connected with the second transmission shaft (1d) through a differential mechanism (1e), a power transmission sleeve (1g) capable of rotating relative to the forward gear transmission sleeve (1b) is arranged between the differential mechanism (1e) and the forward gear transmission sleeve (1b), and the power transmission sleeve (1g) can transmit power to the main shaft (1a) and the second transmission shaft (1d) through the differential mechanism (1e), the power transmission sleeve (1g) is sleeved with a reverse gear transmission gear (1h) capable of rotating relative to the power transmission sleeve and a front and rear gear shifting fork sleeve (1i) capable of sliding along the axial direction of the power transmission sleeve, and the front and rear gear shifting fork sleeve (1i) can be connected with a forward gear transmission sleeve (1b) and the power transmission sleeve (1g) or connected with the reverse gear transmission gear (1h) and the power transmission sleeve (1g) to perform power switching.
2. The transaxle for an adaptive automatic variable speed electric drive system of claim 1 wherein: the power transmission sleeve (1g) comprises a transmission sleeve main body part (1g1) rotatably sleeved on a main shaft (1a) through a non-metal supporting sleeve (1j), and a differential installation disc (1g2) and a gear sleeve part (1g3) which are synchronously rotated with the transmission sleeve main body part (1g1), wherein the transmission sleeve main body part (1g1) is of a cylindrical structure, a reverse gear transmission gear (1h) is rotatably sleeved on the transmission sleeve main body part (1g1), the differential installation disc (1g2) is formed by one end, close to a differential (1e), of the transmission sleeve main body part (1g1) and radially and outwards extends and is fixedly connected with the differential (1e) through a plurality of bolts, the gear sleeve part (1g3) is sleeved at one end, close to a forward gear transmission sleeve (1b), of the power transmission sleeve (1g) and is in spline fit with the power transmission sleeve (1g), and a front-back gear shifting fork sleeve (1i) can be axially and slidably sleeved on the gear sleeve part (1g3), and spline-fitted with the sleeve portion (1g 3).
3. The transaxle for an adaptive automatic variable speed electric drive system of claim 2 wherein: the nonmetal supporting sleeve (1j) is made of nylon materials.
4. The transaxle for an adaptive automatic variable speed electric drive system of claim 2 wherein: the end part of the forward gear transmission sleeve (1b) close to one end of the power transmission sleeve (1g) is provided with a transmission sleeve supporting ring (1b2) extending outwards along the axial direction, the transmission sleeve supporting ring (1b2) is inserted into the transmission sleeve main body part (1g1), and a first needle bearing (1k) is arranged between the transmission sleeve supporting ring and the transmission sleeve main body part (1g 1).
5. The transaxle for an adaptive automatic variable speed electric drive system of claim 1 wherein: the forward gear transmission sleeve (1b) is provided with a forward gear output tooth part (1b1), the reverse gear transmission gear (1h) is provided with a reverse gear output tooth part (1h1), one side of the front and rear gear shifting fork sleeve (1i) close to the forward gear transmission sleeve (1b) is provided with a forward gear combination tooth (1i1) capable of being meshed with the forward gear output tooth part (1b1), and one side of the front and rear gear shifting fork sleeve (1i) close to the reverse gear transmission gear (1h) is provided with a reverse gear combination tooth (1i2) capable of being meshed with the reverse gear output tooth part (1h 1).
6. The transaxle for an adaptive automatic variable speed electric drive system of claim 1 wherein: the middle transmission sleeve (1f) is in spline fit with both the main shaft (1a) and the first transmission shaft (1c), and a first end face bearing (1l) is arranged between the end parts of one ends, close to each other, of the middle transmission sleeve (1f) and the forward gear transmission sleeve (1 b).
7. The transaxle for an adaptive automatic variable speed electric drive system of claim 1 wherein: the outer wall of the forward gear transmission sleeve (1b) is provided with a plurality of external spiral raceways (1b3) distributed along the circumferential direction.
8. The transaxle for an adaptive automatic variable speed electric drive system of claim 2 wherein: and a second needle bearing (1m) is arranged between the reverse gear transmission gear (1h) and the transmission sleeve main body part (1g 1).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911227007 | 2019-12-04 | ||
| CN2019112270076 | 2019-12-04 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112901730A CN112901730A (en) | 2021-06-04 |
| CN112901730B true CN112901730B (en) | 2022-04-08 |
Family
ID=76110893
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911348629.4A Active CN112901730B (en) | 2019-12-04 | 2019-12-24 | Transaxle for an adaptive automatic transmission electric drive system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112901730B (en) |
Family Cites Families (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1417507A (en) * | 1973-05-18 | 1975-12-10 | Brown Tractors Ltd | Gearboxes |
| CN201763900U (en) * | 2010-07-30 | 2011-03-16 | 台励福机器设备(青岛)有限公司 | Mechanical gearbox for forklift |
| WO2012120593A1 (en) * | 2011-03-04 | 2012-09-13 | トヨタ自動車株式会社 | Reverse synchronizing device for manual transmission |
| DE102012213704A1 (en) * | 2012-08-02 | 2014-02-06 | Zf Friedrichshafen Ag | Transmission i.e. dual-clutch transmission, for e.g. passenger car, has input shaft axle, where transmission elements and different shafts of input shaft axle are connected, and switching device arranged on axis comprising gear planes |
| RU2551052C2 (en) * | 2013-05-28 | 2015-05-20 | Евгений Владимирович Габай | Transmission with hydraulic interaxle and interwheel differential links with automatically controlled interlocking modes for high cross-country capacity vehicle |
| CN204004224U (en) * | 2014-05-22 | 2014-12-10 | 重庆捷辉扬机电有限公司 | A kind of pure electric vehicle speed change increases turns round gearbox |
| US9638292B1 (en) * | 2015-10-27 | 2017-05-02 | Schaeffler Technologies AG & Co. KG | CVT differential |
| WO2017211339A1 (en) * | 2016-06-10 | 2017-12-14 | Schaeffler Technologies AG & Co. KG | Hybrid transmission for a vehicle, method, and vehicle having the hybrid transmission |
| KR101844189B1 (en) * | 2017-10-20 | 2018-05-14 | 한승우 | Apparatus for power train, vehicle including the same and control method for the same those |
| CN208686900U (en) * | 2018-08-24 | 2019-04-02 | 重庆墨龙机械有限公司 | A kind of five-way output variable speed box assembly |
| CN109139851B (en) * | 2018-09-06 | 2021-04-27 | 湖南农业大学 | Double-flow steering variable-speed transmission device of tracked vehicle |
| CN110014829B (en) * | 2019-04-16 | 2022-04-29 | 西南大学 | Double-overrunning clutch mechanical shaft end output self-adaptive automatic speed-changing electric drive system |
| CN109895623B (en) * | 2019-04-18 | 2022-10-04 | 西南大学 | Mechanical double-overrunning clutch self-adaptive automatic speed changing electric drive axle with planetary system output |
| CN110203067B (en) * | 2019-04-18 | 2022-10-04 | 西南大学 | Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge |
| CN110014830B (en) * | 2019-04-18 | 2022-04-29 | 西南大学 | Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge with planetary system output |
| 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 |
| CN110030342B (en) * | 2019-04-18 | 2022-06-03 | 西南大学 | Mechanical double-overrunning clutch self-adaptive automatic transmission with planetary system output |
| CN109941099B (en) * | 2019-04-18 | 2022-04-29 | 西南大学 | Mechanical double-overrunning clutch self-adaptive automatic speed changing bridge with planetary system input |
-
2019
- 2019-12-24 CN CN201911348629.4A patent/CN112901730B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN112901730A (en) | 2021-06-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111089143B (en) | Intelligent super-load self-adaptive automatic speed change system with reverse gear | |
| CN110966362B (en) | Full-mechanical self-adaptive automatic transmission with reverse gear function | |
| CN111075892B (en) | Intelligent self-adaptive automatic transmission | |
| CN110966369B (en) | Intelligent double-overrunning self-adaptive automatic speed change system | |
| CN111016604B (en) | Ultra-large torque double-helix double-surpassing integrated intelligent self-adaptive electric drive precursor system | |
| CN111059244A (en) | Full mechanical type self-adaptive automatic transmission | |
| CN110939698B (en) | Full-mechanical self-adaptive automatic speed change system with reverse gear | |
| CN111005992B (en) | Self-adaptive automatic speed change assembly applicable to severe working conditions | |
| CN111059242B (en) | Compact adaptive automatic transmission system with multi-plate friction clutch | |
| CN111075893B (en) | Compact type super-large load self-adaptive automatic speed changing system | |
| CN111016643B (en) | Double-helix double-surpassing integrated intelligent self-adaptive electric drive precursor system | |
| CN111005990B (en) | Compact self-adaptive automatic speed changing system | |
| CN111043256B (en) | Full-mechanical self-adaptive automatic speed change system | |
| CN111016644B (en) | Compact adaptive automatic transmission system with multiple rows of overrunning clutches | |
| CN112901730B (en) | Transaxle for an adaptive automatic transmission electric drive system | |
| CN112628372B (en) | Longitudinal driving self-adaptive taper clutch automatic speed changing system of electric automobile | |
| CN110949129B (en) | Intelligent self-adaptive automatic speed changing system with transmission sensing function | |
| CN111059171B (en) | Double-overrunning self-adaptive automatic speed change system capable of bearing super-large load | |
| CN112901728B (en) | Double-overrunning self-adaptive automatic speed change system adopting multi-row floating overrunning clutch | |
| CN111005991B (en) | Double-overrunning self-adaptive automatic speed changing system adopting multi-plate friction clutch | |
| CN111016647B (en) | Central driving type intelligent self-adaptive electric driving system with ultra-large load | |
| CN112895865B (en) | Double-helix double-overrunning integrated intelligent self-adaptive electric drive rear drive system | |
| CN112901729B (en) | Self-adaptive automatic speed change assembly adopting multi-row combined overrunning clutch | |
| CN111016645B (en) | Two surpassing integrated form wisdom self-adaptation electric drive rear-guard system of super large moment of torsion double helix | |
| CN110966368B (en) | Intelligent self-adaptive automatic speed change system for super-large load |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP01 | Change in the name or title of a patent holder |
Address after: 400715 No. 2, natural road, Beibei District, Chongqing Patentee after: SOUTHWEST University Patentee after: Chongqing Military Industry Group Co.,Ltd. Address before: 400715 No. 2, natural road, Beibei District, Chongqing Patentee before: SOUTHWEST University Patentee before: CHONGQING MILITARY INDUSTRY GROUP Co.,Ltd. |
|
| CP01 | Change in the name or title of a patent holder |