CN112901768B - Large-load self-adaptive automatic speed change system capable of shifting gears rapidly - Google Patents

Abstract

The invention discloses a large-load self-adaptive automatic speed changing system capable of quickly shifting gears, which comprises a power input mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a transmission axle for outputting power. By adopting the technical scheme, the reverse gear combination sleeve is connected with the reverse gear shaft through the roller, so that the reverse gear combination sleeve can rotate for a certain angle relative to the reverse gear shaft and has a certain degree of freedom, the reverse gear combination sleeve is easy to combine with a reverse gear duplicate gear, the smoothness of gear shifting is greatly improved, the problems of easy clamping stagnation, difficult gear entering, easy damage and the like during reverse gear entering are solved, and the ultra-large torque can be borne; and through the improvement of the multi-plate friction clutch and the multi-row overrunning clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.

Description

Large-load self-adaptive automatic speed change system capable of shifting gears rapidly

Technical Field

The invention relates to the technical field of transmissions, in particular to a large-load self-adaptive automatic speed changing system capable of shifting gears quickly.

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, since the reverse gear sleeve is in spline fit with the reverse gear shaft, the reverse gear sleeve can only slide axially relative to the reverse gear shaft, and the reverse gear sleeve and the reverse gear double gear are combined through a linear spline or an involute spline under the condition of high-speed rotation, so that the problems of clamping stagnation, difficulty in gear entering, easiness in damage and the like often occur during reverse gear entering. In addition, the conventional friction clutch mainly comprises a disc friction clutch including a driving friction disc and a driven friction disc, and has poor wear resistance, greatly reduced sensitivity, stability and reliability after long-term use, short service life and incapability of serving as a large-torque power transmission device. The traditional roller type overrunning clutch has limited load bearing capacity, the load capacity can be increased only by increasing the sizes of an outer ring, an inner core wheel and a rolling body, but the inner core wheel and the rolling body cannot be infinitely prolonged, particularly the thinnest roller, if the size is too long, the problem of uneven stress is easy to occur, the breakage is possible, the machining precision is difficult to guarantee, the situation of poor meshing is easy to occur, the production difficulty is huge, the yield is low, meanwhile, the requirement on materials is extremely high, and the production cost is high. It is urgent to solve the above problems.

Disclosure of Invention

In order to solve the technical problems, the invention provides a large-load self-adaptive automatic speed changing system capable of quickly shifting gears.

The technical scheme is as follows:

a large-load self-adaptive automatic speed change system capable of quickly shifting gears is characterized by comprising a power input mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a transmission bridge for outputting power;

the high-speed gear transmission mechanism comprises a multi-plate friction clutch and an elastic element group for applying pretightening force to the multi-plate friction clutch, the transmission sensing mechanism sequentially transmits power to the multi-plate friction clutch through a power transmission mechanism and a first overrunning clutch, the multi-plate friction clutch is sleeved on a transmission bridge through an inner plate spiral raceway sleeve, and a spiral transmission pair is formed between the inner plate spiral raceway sleeve and the transmission bridge so that the inner plate spiral raceway sleeve can slide axially along the transmission bridge;

the low-speed gear transmission mechanism comprises a multi-row overrunning clutch and a countershaft transmission assembly for speed reduction transmission between the power transmission mechanism and the multi-row overrunning clutch, the multi-row overrunning clutch is sleeved on a transmission bridge through an inner core wheel cam sleeve, and the corresponding end surfaces of the inner core wheel cam sleeve and the inner sheet spiral roller way sleeve are in transmission fit through an end surface cam pair so as to transmit power to the transmission bridge;

the reverse gear transmission mechanism comprises a reverse gear shaft and a reverse gear secondary driven gear fixedly sleeved on the inner core wheel cam sleeve, a reverse gear primary driven gear, a reverse gear combination sleeve and a reverse gear duplex gear which can rotate relative to the reverse gear shaft are sequentially sleeved on the reverse gear shaft, the reverse gear duplex gear is meshed with the reverse gear secondary driven gear, the reverse gear primary driven gear can rotate under the driving of the power transmission mechanism, a combination sleeve supporting part is arranged on one side, close to the reverse gear combination sleeve, of the reverse gear primary driven gear, the reverse gear combination sleeve is sleeved on the combination sleeve supporting part and is in spline fit with the combination sleeve supporting part, so that the reverse gear combination sleeve can slide axially along the reverse gear shaft, and a gap is reserved between adjacent splines of the reverse gear combination sleeve and the combination sleeve supporting part;

when the reverse gear combination sleeve is combined with the reverse gear duplicate gear, the reverse gear duplicate gear and the reverse gear shaft synchronously rotate, and when the reverse gear combination sleeve is separated from the reverse gear duplicate gear, the reverse gear duplicate gear and the reverse gear shaft respectively and freely rotate.

When the resistance torque transmitted to the multi-plate friction clutch by the main shaft is greater than or equal to the preset load limit of the multi-plate friction clutch, the multi-plate friction clutch is separated, and the power input mechanism transmits power to the main shaft through the auxiliary shaft transmission assembly, the multi-row overrunning clutch, the inner core wheel cam sleeve and the inner plate spiral roller sleeve in sequence; when the resisting torque transmitted to the multi-plate friction clutch by the main shaft is smaller than the preset load limit of the multi-plate friction clutch, the power input mechanism transmits power to the main shaft through the first overrunning clutch, the multi-plate friction clutch and the inner-plate spiral roller sleeve in sequence.

By adopting the structure, a gap is reserved between the splines of the reverse gear combination sleeve and the spline of the combination sleeve supporting part, so that the reverse gear combination sleeve can rotate a certain angle relative to the combination sleeve supporting part and has a certain degree of freedom, the reverse gear combination sleeve is more easily combined with a reverse gear duplicate gear, the smoothness of gear shifting is greatly improved, the problems of easy clamping stagnation, difficult gear entering, easy damage and the like during gear entering and reversing are solved, and the ultra-large torque can be borne; and through the improvement of the multi-plate friction clutch and the multi-row overrunning clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.

Preferably, the method comprises the following steps: the combination cover supporting part is of a cylindrical structure, an installation external spline is arranged on the combination cover supporting part, an installation internal spline matched with the installation external spline is arranged on the hole wall of the reverse gear combination cover, and a gap is reserved between the installation internal spline and the adjacent installation external spline. By adopting the structure, the structure is simple and reliable, the smooth degree of gear shifting is improved, the problems of clamping stagnation, difficulty in gear shifting, easiness in damage and the like during gear shifting and reversing are overcome, the structural strength is considered, and the ultra-large torque can be borne.

Preferably, the method comprises the following steps: the reverse gear duplicate gear is provided with a reverse gear secondary driving gear which is combined with external teeth and meshed with a reverse gear secondary driven gear, and the reverse gear combined sleeve is provided with combined internal teeth which can be meshed with the combined external teeth. By adopting the structure, the structure is simple and reliable, and the ultra-large torque can be borne.

Preferably, the method comprises the following steps: the transmission bridge comprises a main shaft, a main transmission sleeve, a first transmission shaft and a second transmission shaft, wherein the main transmission sleeve is rotatably sleeved on the main shaft, and the first transmission shaft and the second transmission shaft are respectively coaxially arranged at two ends of the main shaft. By adopting the structure, the main transmission sleeve can transmit power to the main shaft and the second transmission shaft through 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 front wheel and the right front wheel of the vehicle to rotate, so that the cam can be driven by utilizing the driving resistance, the purposes of automatic gear shifting and self-adaptive matching of the vehicle speed and the output torque according to the driving resistance are achieved, the front-drive transmission mode can be realized, and the transmission efficiency is high.

Preferably, the method comprises the following steps: the power input mechanism comprises a motor, a transmission sensing mechanism used for detecting the resistance moment borne by the transmission bridge and a motor transmission assembly used for transmitting the output power of the motor to the transmission sensing mechanism, the transmission sensing mechanism comprises a primary power driven gear shaft driven by the motor transmission assembly, a secondary power driving gear used for transmitting the power to the power transmission mechanism, a transmission sensing cam sleeve sleeved on the primary power driven gear shaft in an axially sliding manner and a displacement detection device used for detecting the displacement of the transmission sensing cam sleeve, the transmission sensing cam sleeve can be driven by the primary power driven gear shaft to synchronously rotate, the secondary power driving gear is rotatably sleeved on the primary power driven gear shaft and is in transmission fit with the corresponding end face of the transmission sensing cam sleeve through an end face cam pair, and the transmission sensing cam sleeve can be driven to be far away from the secondary power driving gear, an elastic reset element is arranged between the transmission sensing cam sleeve and the power primary driven gear shaft and can drive the transmission sensing cam sleeve to be close to the power secondary driving gear. By adopting the structure, the end face cam pair is adopted between the power secondary driving gear and the transmission sensing cam sleeve for transmission matching, the power secondary driving gear can adaptively push the transmission sensing cam sleeve according to the resistance moment transmitted by the forward gear speed change system, when the resistance moment is increased, the transmission sensing cam sleeve compresses the elastic reset element, and when the resistance moment is decreased, the elastic reset element forces the transmission sensing cam sleeve to slide in the reverse direction, so that the displacement information of the transmission sensing cam sleeve can be detected by the displacement detection device to accurately invert the size of the resistance moment, therefore, the rotating speed and the torque of the motor can be adaptively adjusted, the motor is in a high-rotating-speed and high-efficiency working state, the energy consumption is low, and the stability, the reliability and the service life of the motor are improved.

Preferably, the method comprises the following steps: the multi-plate friction clutch comprises a friction plate supporting piece arranged on the inner plate spiral raceway sleeve, and a plurality of outer friction plates and inner friction plates which are alternately arranged between the friction plate supporting piece and the inner plate spiral raceway sleeve, wherein each outer friction plate can axially slide along the friction plate supporting piece, and each inner friction plate can axially slide along the inner plate spiral raceway sleeve;

the power transmission mechanism can transmit power to the friction plate supporting piece through the first overrunning clutch, the elastic element group can apply pretightening force to the inner spiral roller way sleeve to compress each outer friction plate and each inner friction plate, a spiral transmission pair is formed between the inner spiral roller way sleeve and the main transmission sleeve, the inner spiral roller way sleeve can slide along the axial direction of the main transmission sleeve, and the elastic element group is compressed to release each outer friction plate and each inner friction plate.

The structure is adopted, the friction structure in the multi-plate friction clutch is set into a plurality of outer friction plates and inner friction plates which are alternately arranged, so that borne torque is dispersed on each outer friction plate and each inner friction plate, abrasion is shared by each outer friction plate and each inner friction plate, the friction loss is greatly reduced, and the defect of the traditional disc friction clutch is overcome, thereby greatly improving the abrasion resistance, stability and reliability of the multi-plate friction clutch, prolonging the service life and being capable of serving as a large-torque power transmission device.

Preferably, the method comprises the following steps: the inner-plate spiral raceway sleeve comprises a friction plate pressing plate in a disc-shaped structure and an output spiral raceway barrel in a cylindrical structure, the output spiral raceway barrel is sleeved on the main transmission sleeve and forms a spiral transmission pair with the main transmission sleeve, the cam profile of one end, close to the output spiral raceway barrel, of the inner core wheel cam sleeve is matched with the cam profile of one end of the output spiral raceway barrel to form an end face cam pair transmission pair, and the friction plate pressing plate is fixedly sleeved at one end of the output spiral raceway barrel;

the friction plate support piece comprises a friction plate supporting plate in a disc-shaped structure and an outer plate spline sleeve in a cylindrical structure, the power transmission mechanism can transmit power to the friction plate supporting plate, the friction plate supporting plate is parallel to a friction plate pressing plate, the outer plate spline sleeve is coaxially sleeved outside the output spiral raceway barrel, one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting plate, the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing plate, the outer edge of each outer friction plate is in spline fit with the inner wall of the outer plate spline sleeve, and the inner edge of each inner friction plate is in spline fit with the outer wall of the output spiral raceway barrel.

By adopting the structure, the whole structure and the matching are stable and reliable, when the transmission is performed at a low speed, the elastic element group can be compressed by using the end face cam pair transmission pair of the inner core wheel cam sleeve and the output spiral raceway cylinder, so that the friction clutch is in a separation state, and the slow speed transmission is performed, and the end face cam pair transmission matching is stable and reliable and is easy to process and manufacture.

Preferably, the method comprises the following steps: the multi-row overrunning clutch comprises a second outer ring and at least two second inner core wheels which are sleeved on the same inner core wheel cam sleeve side by side, the power transmission mechanism can transmit power to the second outer ring through the auxiliary shaft transmission assembly, external teeth arranged on the periphery of each second inner core wheel are aligned to each other one by one, second rolling bodies are arranged between the second outer ring and each second inner core wheel respectively, and the rolling bodies around the adjacent second inner core wheels are aligned to each other one by one. By adopting the structure, the number of the inner core wheels and the corresponding rolling bodies can be freely selected according to actual needs, even infinitely increased, the load bearing capacity of the multi-row overrunning clutch is improved exponentially, and the bearing limit of the traditional overrunning clutch is broken through; because the length of inner core wheel and rolling element is shorter, the atress is even, and the reliability is high in the use, is difficult to the condition that the rolling element fracture takes place, simultaneously, to the precision requirement of production and processing low, easily make, the assembly is simple, and the material requirement is low, ordinary bearing steel can, low in manufacturing cost relatively to can produce the heavy load freewheel clutch that the reliability is high, can bear super large load with lower manufacturing cost. Through the improvement of the multi-row overrunning clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.

Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises a first-stage driving gear movably sleeved on the inner core wheel cam sleeve, an intermediate shaft parallel to the main shaft, and a first-stage driven gear and a second-stage driving gear fixedly sleeved on the intermediate shaft, wherein the first-stage driving gear can synchronously rotate under the driving of the power transmission mechanism and is meshed with the first-stage driven gear, and a second-stage driven gear meshed with the second-stage driving gear is arranged on the second outer ring. With the above structure, the power can be stably and reliably transmitted at a reduced speed, and the transmission efficiency is high.

Preferably, the method comprises the following steps: and a double-cam transmission sleeve is arranged between the inner core wheel cam sleeve and the inner sheet spiral roller way sleeve, and the end surfaces of the two ends of the double-cam transmission sleeve are respectively in transmission fit with the corresponding end surfaces of the inner core wheel cam sleeve and the inner sheet spiral roller way sleeve through an end surface cam pair. By adopting the structure, the return of the gears is delayed by the added double-cam transmission sleeve, and the gear shifting effect is better.

Compared with the prior art, the invention has the beneficial effects that:

the large-load self-adaptive automatic speed changing system capable of quickly shifting gears has the advantages that the structure is novel, the design is ingenious, the reverse gear combination sleeve is connected with the reverse gear shaft through the roller, the reverse gear combination sleeve can rotate a certain angle relative to the reverse gear shaft, and a certain degree of freedom is provided, so that the reverse gear combination sleeve is easily combined with a reverse gear duplex gear, the smooth degree of gear shifting is greatly improved, the problems that the reverse gear is easy to block, difficult to shift, easy to damage and the like when the reverse gear is shifted are solved, and the large-load self-adaptive automatic speed changing system capable of quickly shifting gears can bear an ultra-large torque; and through the improvement of the multi-plate friction clutch and the multi-row overrunning clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.

Drawings

FIG. 1 is a schematic structural view of the present invention;

FIG. 2 is a schematic structural view of a low speed drive mechanism and a reverse drive mechanism;

FIG. 3 is a schematic structural view of a high-speed gear transmission mechanism;

FIG. 4 is a schematic diagram of the engagement of the inner plate helical raceway sleeve with the multi-plate friction clutch;

FIG. 5 is a schematic view of the construction of the outer plate connection member;

FIG. 6 is a schematic structural view of an inner spiral raceway sleeve;

FIG. 7 is a cross-sectional view taken at A-A of FIG. 6;

FIG. 8 is a schematic structural view of an outer friction plate;

FIG. 9 is a schematic structural view of an inner friction plate;

FIG. 10 is a schematic view of a multi-row overrunning clutch;

FIG. 11 is a cross-sectional view of the multi-row overrunning clutch;

FIG. 12 is a schematic structural view of the cage;

FIG. 13 is a schematic structural view of a transmission sensing mechanism;

FIG. 14 is a schematic structural view of a drive sensing cam sleeve;

FIG. 15 is a schematic view of the connection teeth in expanded configuration;

FIG. 16 is a schematic view of the forward input double pinion;

FIG. 17 is a schematic view of the reverse gear transmission.

Detailed Description

The present invention will be further described with reference to the following examples and the accompanying drawings.

As shown in fig. 1, a high-load adaptive automatic transmission system capable of shifting gears quickly is characterized in that: the device comprises a power input mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a reverse gear transmission mechanism, a transmission bridge 1 for outputting power and a transmission sensing mechanism for detecting the bearing resistance moment of the transmission bridge 1.

Referring to fig. 1, the power input mechanism includes a motor 28, a motor output shaft 27 driven by the motor 28, and a power input shaft 22 parallel to the motor output shaft 27, the motor output shaft 27 has a power output gear 27a, the power input shaft 22 is sleeved with a primary power driving gear 23 rotating synchronously with the motor output shaft, and the primary power driving gear 23 is engaged with the power output gear 27 a. The motor output shaft 27 and the motor shaft of the motor 28 rotate synchronously, and the primary power driving gear 23 is sleeved on the power input shaft 22 and can rotate synchronously under the driving of the power input shaft 22. Specifically, the primary power drive gear 23 is keyed to the power input shaft 22. The power input shaft 22 has a power primary driving tooth 22 a.

Referring to fig. 1 and 13, the transmission sensing mechanism includes a primary power driven gear shaft 19 engaged with a primary power driving tooth 22a, a secondary power driving gear 20 for transmitting power to the forward gear shift system, a transmission sensing cam sleeve 16 axially slidably fitted over the primary power driven gear shaft 19, and a displacement detecting device 25 for detecting displacement of the transmission sensing cam sleeve 16, the transmission sensing cam sleeve 16 is capable of rotating synchronously with the primary power driven gear shaft 19, the secondary power driving gear 20 is rotatably fitted over the primary power driven gear shaft 19 and is in driving engagement with a corresponding end surface of the transmission sensing cam sleeve 16 through an end cam pair, the transmission sensing cam sleeve 16 is capable of being driven away from the secondary power driving gear 20, an elastic restoring element 24 is provided between the transmission sensing cam sleeve 16 and the primary power driven gear shaft 19, the drive sensing cam sleeve 16 can be driven adjacent the power secondary drive gear 20.

Referring to fig. 13 and 14, the primary power driven gear shaft 19 includes a transmission sensing mounting shaft portion 19a and a primary power driven gear portion 19b which are integrally formed, the transmission sensing mounting shaft portion 19a is parallel to the power input shaft 22, the primary power driven gear portion 19b is engaged with the primary power driving gear 22a, the secondary power driving gear 20 is rotatably mounted on the transmission sensing mounting shaft portion 19a, the transmission sensing cam sleeve 16 is axially slidably mounted on the transmission sensing mounting shaft portion 19a, and one end of the elastic reset element 24 abuts against the transmission sensing cam sleeve 16 and the other end abuts against the primary power driven gear portion 19 b. Furthermore, the elastic reset element 24 is a disc spring, which is stable and reliable and has a long service life.

Referring to fig. 13-16, a circle of mutually-matched connecting teeth are respectively formed on the corresponding end faces of the power secondary driving gear 20 and the transmission sensing cam sleeve 16 in transmission matching through the end face cam pair, and two side edges of the connecting teeth are inclined at 45 degrees. Through the design of a 45-degree angle, the torque can be transmitted in a ratio of 1:1, background inversion calculation is facilitated, the algorithm is simplified, and the rotating speed of the speed reducing motor and the response time of torque adjustment are shortened. Moreover, in order to reduce abrasion, the sharp corner part of each connecting tooth is subjected to rounding treatment.

Referring to fig. 13, the displacement detecting device 25 includes a magnetic sensor 25b mounted on the transmission sensing cam sleeve 16 through a magnetic seal sleeve 25a, and a displacement sensor provided on the transmission case for detecting a displacement of the magnetic sensor 25 b. Wherein, displacement sensor installs on the box, and is more reliable and more stable. The magnetic induction element 25b is made of a magnetic material, and the magnetic sealing sleeve 25a is made of an aluminum alloy material.

Referring to fig. 1-3, the forward gear speed changing system includes a high-speed gear transmission mechanism and a low-speed gear transmission mechanism, the transmission axle 1 includes a main shaft 1a, a main transmission sleeve 1b rotatably sleeved on the 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, respectively, one end of the main transmission sleeve 1b transmits power to the main shaft 1a and the second transmission shaft 1d through a differential 1e, and 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 1 f. Specifically, one end of the main transmission sleeve 1b, which is far away from the intermediate transmission sleeve 1f, transmits power to the differential 1e through the transmission disc 1g, the differential 1e drives the main shaft 1a and the second transmission shaft 1d, and the main shaft 1a drives the first transmission shaft 1c to synchronously rotate with the first transmission shaft 1c through the intermediate transmission sleeve 1 f. So that the left and right front wheels of the vehicle can be rotated by the first and second propeller shafts 1c and 1 d.

Referring to fig. 1 to 3, the forward speed changing system includes a high-speed transmission mechanism and a low-speed transmission mechanism, and the transmission sensing mechanisms transmit power to the high-speed transmission mechanism and the low-speed transmission mechanism through power transmission mechanisms.

Referring to fig. 1 and 3, the power transmission mechanism includes a power input sleeve 8, an input transmission sleeve 9 and an input tooth support flange 10 which rotate synchronously, the first overrunning clutch 4 is arranged between the input transmission sleeve 9 and the input tooth support flange 10 in a synchronously rotating manner, and the input tooth support flange 10 is used for transmitting power to the countershaft transmission assembly and the reverse gear transmission mechanism.

Referring to fig. 1 and 3, the high-speed gear transmission mechanism includes a multi-plate friction clutch 2 and an elastic element group 3 for applying a pre-tightening force to the multi-plate friction clutch 2, the power input mechanism transmission sensing mechanism sequentially transmits power to the multi-plate friction clutch 2 through a power transmission mechanism and a first overrunning clutch 4, the multi-plate friction clutch 2 is sleeved on a main transmission sleeve 1b through an inner plate helical raceway sleeve 5, and a helical transmission pair is formed between the inner plate helical raceway sleeve 5 and the main transmission sleeve 1b, so that the inner plate helical raceway sleeve 5 can axially slide along the main transmission sleeve 1 b.

Referring to fig. 3, 4, 6 and 7, the output spiral raceway sleeve 5a is sleeved on the main transmission sleeve 1b and forms a spiral transmission pair with the main transmission sleeve 1b, so that the inner spiral raceway sleeve 5 can slide along the axial direction of the main transmission sleeve 1b, thereby compressing the elastic element group 3 to release each of the outer friction plates 2c and the inner friction plates 2 d. Specifically, the helical transmission pair includes inner helical raceways 5a3 circumferentially distributed on the inner wall of the output helical raceway 5a and outer helical raceways circumferentially distributed on the outer wall of the main transmission sleeve 1b, in each of which a plurality of outwardly projecting balls are embedded, each of which is capable of rolling in the corresponding inner helical raceway 5a3 and outer helical raceway 1a, respectively. When the inner-plate spiral raceway sleeve 5 rotates relative to the main transmission sleeve 1b, the inner-plate spiral raceway sleeve can axially move relative to the main transmission sleeve 1b, so that the friction clutch 2 can be pressed or released, and the friction clutch 2 is in a combined or separated state.

The friction plate pressing disc 5b extends radially outward from the end of the output spiral raceway cylinder 5a remote from the friction plate support member. A plurality of concentric annular raceways 5b1 are distributed on the surface of one side of the friction plate pressing disc 5b close to the elastic element group 3, an end face bearing 21 is arranged between the elastic element group 3 and the friction plate pressing disc 5b, the end face bearing 21 comprises a bearing supporting disc 21b and a plurality of bearing balls 21a supported between the bearing supporting disc 21b and the friction plate pressing disc 5b, and each bearing ball 21a can roll along the corresponding annular raceway 5b 1. Through the structure, the friction plate pressing plate 5b can be used as a bearing supporting plate on one side, so that the manufacturing cost is saved, and the assembly space is saved.

Referring to fig. 3 to 9, the multiple-plate friction clutch 2 includes a friction plate supporter, and a plurality of outer friction plates 2c and inner friction plates 2d alternately arranged between the friction plate supporter and an inner plate spiral raceway sleeve 5, wherein the friction plate supporter includes a friction plate support plate 2a having a disc-shaped structure and an outer plate spline sleeve 2b having a cylindrical structure, the power transmission mechanism is capable of transmitting power to the friction plate support plate 2a, the friction plate support plate 2a is parallel to a friction plate pressing plate 5b, the outer plate spline sleeve 2b is coaxially fitted outside the output spiral raceway sleeve 5a, and one end thereof is spline-fitted to an outer edge of the friction plate support plate 2a and the other end thereof is rotatably supported on an outer edge of the friction plate pressing plate 5 b. Each outer friction plate 2c is axially slidable along the inner wall of the outer plate spline housing 2b, and each inner friction plate 2d is axially slidable along the outer wall of the output spiral raceway cylinder 5 a. Compared with the traditional disc type friction clutch, the multi-plate type friction clutch 2 in the present embodiment is used for a long time, the abrasion conditions of each inner friction plate 2d and each outer friction plate 2c are basically consistent, the sliding friction loss is reduced, the abrasion resistance, the stability and the reliability of the multi-plate type friction clutch 2 are improved, and the service life of the multi-plate type friction clutch 2 is prolonged.

The inner edge of each inner friction plate 2d is provided with an inner plate inner spline 2d1, the outer wall of the output spiral raceway barrel 5a is provided with an inner plate outer spline 5a1 matched with each inner plate inner spline 2d1, namely, the output spiral raceway barrel 5a and each inner friction plate 2d realize spline fit with the inner plate outer spline 5a1 through the inner plate inner spline 2d1, so that each inner friction plate 2d can synchronously rotate with the output spiral raceway barrel 5a and can axially move along the output spiral raceway barrel 5a, and separation is realized.

The outer edge of each outer friction plate 2c is provided with an outer plate external spline 2c1, and the inner wall of the outer plate spline housing 2b is provided with an outer plate internal spline 2b1 matched with each outer plate external spline 2c 1. That is, the outer plate spline housing 2b and each outer friction plate 2c realize spline fit with the outer plate inner spline 2b1 through the outer plate outer spline 2c1, so that each outer friction plate 2c can synchronously rotate with the outer plate spline housing 2b, and can axially move along the outer plate spline housing 2b to realize separation.

The inner rim of the friction plate supporting disc 2a has a power input sleeve 2a1 extending away from the friction plate pressing disc 5 b. The power input sleeve 2a1 and the output spiral raceway barrel 5a are coaxially arranged, namely the central axes of the power input sleeve 2a1, the output spiral raceway barrel 5a and the main transmission sleeve 1b are superposed. The friction plate supporting plate 2a is extended radially outward from the end of the power input sleeve 2a1 adjacent to the friction plate pressing plate 5b and faces the friction plate pressing plate 5b so that the outer friction plates 2c and the inner friction plates 2d are alternately arranged on the friction plate supporting plate 2a and the friction plate pressing plate 5 b. The outer edge of the friction plate support plate 2a is provided with a power output spline 2a3 in spline engagement with the outer plate inner spline 2b 1. Each outer friction plate 2c and friction plate supporting disc 2a can share the outer plate inner spline 2b1 on the inner wall of the outer plate spline housing 2b, and the design and processing difficulty and the production cost are reduced.

One end of the outer plate spline sleeve 2b, which is far away from the friction plate support piece, is supported on the outer edge of the friction plate pressing disc 5b and can freely rotate relative to the friction plate pressing disc 5b so as to keep the structure stable and reliable.

Referring to fig. 1 and 3, the power transmission mechanism can transmit power to the friction plate support member through the first overrunning clutch 4, and specifically, the first overrunning clutch 4 includes a first outer ring 4c, a first inner core 4a, and a plurality of first rolling elements 4b disposed between the first outer ring 4c and the first inner core 4 a. The first outer ring 4c is fixedly installed on the input transmission sleeve 9 and the input tooth support flange 10, and specifically, the first outer ring 4c, the input transmission sleeve 9 and the input tooth support flange 10 are fixed through a plurality of bolts. The first inner core wheel 4a is spline-fitted with the friction plate support, and specifically, the inner wall of the first inner core wheel 4a has inner core wheel inner splines spline-fitted with the power input splines 2a 2.

The first rolling element 4b comprises thick rollers and thin rollers which are alternately arranged around the first inner core wheel 4a along the circumferential direction, two opposite first holders 4d are arranged on the outer circumferential surface of the first inner core wheel 4a, a circle of thin roller sliding grooves are formed in the inner wall of each first holder 4d, and two ends of each thin roller are respectively inserted into the corresponding thin roller sliding grooves in a sliding manner. By adopting the structure, each thin roller can follow up, the stability and the reliability of the first overrunning clutch 4 are improved, and the service life is prolonged.

Referring to fig. 3, the elastic element set 3 can apply a pre-tightening force to the inner plate helical raceway sleeve 5 to press each of the outer friction plates 2c and the inner friction plates 2d, so that the multi-plate friction clutch 2 is kept in a coupled 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. 4, a plurality of inner plate start-up retaining rings 2e are arranged on the inner wall of the output spiral raceway cylinder 5a, and each inner plate start-up retaining ring 2e is respectively positioned on one side of the adjacent inner friction plate 2d close to the friction plate support plate 2 a. By arranging the inner plate starting retainer ring 2e on the output spiral raceway barrel 5a, each inner friction plate 2d can be separated, so that all the inner friction plates 2d can be quickly and uniformly dispersed in a separated state, and the outer friction plates 2c are driven to move simultaneously, so that the inner friction plates 2d and the outer friction plates 2c are completely separated.

Furthermore, a plurality of inner disc springs 2g are sleeved on the outer wall of the output spiral raceway barrel 5a, each inner disc spring 2g is respectively positioned on one side of each inner friction plate 2d close to the friction plate pressing plate 5b, and two ends of each inner disc spring 2g are respectively and elastically supported on the corresponding inner friction plate 2d and the inner disc starting retainer ring 2 e. Through the design, each inner disc spring 2g is matched with each inner disc starting retainer ring 2e, bidirectional acting force is applied to the inner friction plates 2d, the inner friction plates 2d are enabled to be actively separated from the outer friction plates 2c on the two sides, and the inner friction plates 2d are ensured to be completely separated from the outer friction plates 2 c.

Further, the distance between the adjacent inner plate starting check rings 2e is equal, and the distance between the adjacent inner plate starting check rings 2e is greater than the distance between the adjacent inner friction plates 2d, specifically, the distance between the adjacent inner plate starting check rings 2e is only slightly greater than the distance between the adjacent inner friction plates 2d, and when the friction clutch is in a disconnected state, the inner friction plates 2d and the adjacent outer friction plates 2c can be uniformly distributed after being separated through the adjacent inner plate starting check rings 2 e. When the friction plate pressing disc 5b presses each outer friction plate 2c and each inner friction plate 2d, the distance between each inner plate starting check ring 2e and the adjacent inner friction plate 2d is gradually reduced in an arithmetic progression towards the direction close to the friction plate pressing disc 5 b. The outer wall of the output spiral raceway cylinder 5a is provided with an inner plate external spline 5a1, the inner plate external spline 5a1 is provided with a plurality of inner retainer ring mounting ring grooves 5a2 corresponding to the corresponding inner plate starting retainer rings 2e, and each inner plate starting retainer ring 2e is respectively embedded into the corresponding inner retainer ring mounting ring groove 5a 2.

Referring to fig. 4, a plurality of outer plate limit retaining rings 2f are arranged on the inner wall of the outer plate spline housing 2b, and each outer plate limit retaining ring 2f is respectively positioned on one side of each outer friction plate 2c close to the friction plate pressing disc 5 b. The distance between the adjacent outer plate limiting check rings 2f is equal, and the distance between the adjacent outer plate limiting check rings 2f is larger than the distance between the adjacent inner plate starting check rings 2 e. Through the design, the outer friction plate 2c is limited, the situation that the outer friction plate 2c is bonded with the previous-stage inner friction plate 2d is avoided, and the inner friction plate 2d is separated from the outer friction plate 2c more thoroughly. The distance between every two adjacent outer plate limiting retainer rings 2f is equal, so that every inner friction plate 2d and the corresponding outer friction plate 2c can be scattered more orderly and uniformly, and the response time is shortened.

Furthermore, a plurality of outer disc springs 2h are sleeved on the inner wall of the outer disc spline housing 2b, each outer disc spring 2h is respectively positioned on one side of each outer friction plate 2c close to the friction plate supporting disc 2a, and two ends of each outer disc spring 2h are respectively and elastically supported on the corresponding outer disc limiting retainer ring 2f and the outer friction plate 2 c. Through the design, each outer disc spring 2h is matched with each outer disc limiting retainer ring 2f, bidirectional acting force is applied to the outer friction plate 2c, the outer friction plate 2c is enabled to be actively separated from the inner friction plates 2d on the two sides, and the inner friction plates 2d are guaranteed to be thoroughly separated from the outer friction plates 2 c.

Be provided with outer piece internal spline 2b1 on outer plate spline housing 2 b's the inner wall, each all be provided with in outer friction disc 2 c's the outer fringe with outer piece internal spline 2b1 spline fit's outer piece external spline 2c1, be provided with power output spline 2a3 in friction disc supporting disk 2 a's the outer fringe, outer piece spline housing 2b is close to friction disc supporting disk 2 a's one end and passes through outer piece internal spline 2b1 and power output spline 2a3 spline fit be provided with a plurality of outer fender circle mounting ring grooves that suit with corresponding outer piece limit retainer ring 2f on the outer piece internal spline 2b1, each outer piece limit retainer ring 2f imbeds respectively in the corresponding outer fender circle mounting ring groove.

Referring to fig. 1 and 2, the low-speed transmission mechanism includes a multi-row overrunning clutch 6 and a countershaft transmission assembly for speed reduction transmission between the power transmission mechanism and the multi-row overrunning clutch 6, the multi-row overrunning clutch 6 is sleeved on the main transmission sleeve 1b through an inner core wheel cam sleeve 7, and the inner core wheel cam sleeve 7 is in transmission fit with the corresponding end surface of the inner sheet spiral raceway sleeve 5 through an end surface cam pair so as to transmit power to the main transmission sleeve 1 b.

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 main 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 raceway 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 main transmission sleeve 1b through the inner core wheel installation sleeve 30.

A first needle bearing 31 is arranged between the inner core wheel mounting sleeve 30 and the transmission sleeve 1m, a first end face bearing 32 is arranged between the main transmission sleeve 1b and the inner core wheel mounting sleeve 30, a second needle bearing 33 is arranged between the power output sub-sleeve 7a and the main transmission sleeve 1b, a second end face bearing 34 is arranged at one end of the power output sub-sleeve 7a close to the clutch mounting sub-sleeve 7b, an end face bearing mounting assembly 35 used for positioning the second end face bearing 34 is arranged on the main transmission sleeve 1b, and the second end face bearing 34 and the end face bearing mounting assembly 35 are positioned in a gap between the clutch mounting sub-sleeve 7b and the main transmission sleeve 1 b.

Referring to fig. 2, 10-12, the multi-row overrunning clutch 6 includes a second outer ring 6a and at least two second inner rings 6c disposed between the inner core cam sleeve 7 and the second outer ring 6a side by side, wherein second rolling elements are disposed between the second outer ring 6a and each second inner ring 6c, it should be noted that the outer teeth 6c1 on the periphery of each second inner ring 6c are directly opposite to each other, and the rolling elements on the periphery of the adjacent second inner rings 6c are directly opposite to each other, so as to ensure the synchronism of each second inner ring 6 c.

The inner core wheel cam sleeve 7 is made of a high-strength anti-torsion material, the second 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 second 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 second inner core wheel 6c is preferably GCr15, and has good wear resistance and compression resistance, low cost and high cost performance. The inner core wheel cam sleeve 7 is high in torsion resistance and pressure resistance, transmission reliability and stability can be guaranteed, and the second inner core wheel 6c is high in abrasion resistance and pressure resistance, so that the inner core wheel cam sleeve 7 and the second inner core wheel 6c are made of two different materials, production cost is effectively saved, and the service life of the multi-row floating combined type heavy-load overrunning clutch is greatly prolonged.

Referring to fig. 10 to 12, the rolling elements distributed along the outer periphery of each second core wheel 6c are composed of thick rolling elements 6d and thin rolling elements 6e which are alternately arranged, two opposite second retainers 6f are arranged on the outer peripheral surface of each second core wheel 6c, a ring of annular grooves 6f1 are formed on the inner wall of each second retainer 6f, and both 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.

Referring to fig. 2 and 10, the outer wall of the second outer ring 6a has input driven teeth 6b arranged along the circumferential direction. The outer wall of the inner core cam sleeve 7 is spline-fitted to the inner wall of each second inner core 6 c. With the above configuration, power transmission can be reliably performed.

Referring to fig. 11, the number of teeth of the internal splines of the second inner core wheel 6c is twice that of the external 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. 10, one end of the cam sleeve 7 of the inner core wheel is in a cam profile structure, so that the cam pair can be matched with an adjacent component, and power transmission is realized.

Referring to fig. 1-3, a double-cam transmission sleeve 15 is disposed between the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5, and cam profile structures corresponding to the cam profile structures on the end surfaces of the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5 are respectively processed on the end surfaces of the double-cam transmission sleeve 15, so that the double-cam transmission sleeve 15 is respectively in transmission fit with the corresponding end surfaces of the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5 through an end surface cam pair. The double-cam transmission sleeve 15 is additionally arranged, so that the gear shifting and the disengaging are facilitated.

Referring to fig. 1 and 2, the countershaft transmission assembly includes a first driving gear 11 movably sleeved on the inner core wheel cam sleeve 7, an intermediate shaft 12 parallel to the main shaft 1a, and a first driven gear 13 and a second driving gear 14 fixedly sleeved on the intermediate shaft 12, the first driving gear 11 can be driven by the power transmission mechanism to synchronously rotate and is meshed with the first driven gear 13, and a second driven gear 6b meshed with the second driving gear 14 is arranged on the second outer ring 6a of the multi-row overrunning clutch 6. It should be noted that the primary driving gear 11 is fixedly connected to the input gear support flange 10 by welding.

Referring to fig. 1 and 2 and fig. 17, the reverse gear transmission mechanism includes a reverse shaft 26 and a reverse secondary driven gear 18 fixedly fitted to the inner core cam sleeve 7, the reverse shaft 26 is sleeved with a reverse first-stage driven gear 17, a reverse combination sleeve 29 and a reverse duplicate gear 30 which can rotate relative to the reverse shaft 26, the reverse gear duplicate gear 30 is meshed with the reverse gear secondary driven gear 18, the reverse gear primary driven gear 17 can rotate under the drive of the power transmission mechanism, the reverse one-stage driven gear 17 has a coupling sleeve supporting portion 17a at a side thereof adjacent to the reverse coupling sleeve 29, the reverse gear combination sleeve 29 is sleeved on the combination sleeve supporting part 17a and is in spline fit with the combination sleeve supporting part 17a, so that the reverse coupling sleeve 29 can slide axially along the reverse shaft 26 with a gap between the reverse coupling sleeve 29 and the adjacent splines of the coupling sleeve support portion 17 a.

When the reverse gear coupling sleeve 29 is coupled to the reverse double gear 30, the reverse double gear 30 rotates in synchronization with the reverse shaft 26, and when the reverse gear coupling sleeve 29 is separated from the reverse double gear 30, the reverse double gear 30 and the reverse shaft 26 each freely rotate.

The coupling sleeve supporting part 17a is of a cylindrical structure, the coupling sleeve supporting part 17a is provided with an installation external spline 17b, the hole wall of the reverse gear coupling sleeve 29 is provided with an installation internal spline 29b in spline fit with the installation external spline 17b, and a gap is reserved between the installation internal spline 29b and the adjacent installation external spline 17 b.

The reverse double gear 30 has external coupling teeth 30a and reverse secondary driving teeth 30b that mesh with the reverse secondary driven gear 18, and the reverse coupling sleeve 29 has internal coupling teeth 29a that mesh with the external coupling teeth 30 a.

When the reverse gear shifting fork drives the reverse gear combination gear 29 to slide towards the direction close to the reverse gear primary driven gear 17, the combination internal gear 29a is separated from the combination external gear 30a, the reverse gear duplicate gear 30 does not rotate synchronously with the reverse gear shaft 26 any more, and the whole system is in forward gear transmission; when the reverse shift fork drives the reverse gear combination gear 29 to slide towards the direction close to the reverse gear duplex gear 30, the combination internal teeth 29a are combined with the combination external teeth 30a, the reverse gear duplex gear 30 rotates synchronously with the reverse gear shaft 26 and the reverse gear combination gear 29, and the whole system is in reverse transmission.

Forward rotation of the motor 28:

when the resisting torque transmitted to the multi-plate friction clutch 2 by the main transmission sleeve 1b is larger than or equal to the preset load limit of the multi-plate friction clutch 2, the multi-plate friction clutch 2 is separated, and the power transmission mechanism transmits power to the main transmission sleeve 1b through the auxiliary shaft transmission assembly, the multi-row overrunning clutch 6, the inner core wheel cam sleeve 7, the double-cam transmission sleeve 15 and the inner plate spiral roller sleeve 5 in sequence; when the resisting torque transmitted to the multi-plate friction clutch 2 by the main transmission sleeve 1b is smaller than the preset load limit of the multi-plate friction clutch 2, the power transmission mechanism transmits power to the main transmission sleeve 1b through the first overrunning clutch 4, the multi-plate friction clutch 2 and the inner-plate spiral roller sleeve 5 in sequence.

In this embodiment, the elastic element group 3 applies pressure through the end face bearings 21 to press the outer friction plates 2c and the inner friction plates 2d of the multi-plate friction clutch 2, and at this time, the multi-plate friction clutch 2 is in a combined state under the pressure of the elastic element group 3, and the power is in a high-speed power transmission path:

the motor 28 → the motor output shaft 27 → the primary power drive gear 23 → the power input shaft 22 → the primary power driven gear shaft 19 → the transmission sensing cam sleeve 16 → the secondary power drive gear 20 → the power input gear sleeve 8 → the input drive sleeve 9 → the first overrunning clutch 4 → the multi-plate friction clutch 2 → the inner plate helical raceway sleeve 5 → the main drive sleeve 1b → the differential 1e → the main shaft 1a, the first drive shaft 1c and the second drive shaft 1d, and the power is output from the first drive shaft 1c and the second drive shaft 1 d.

At this time, the first overrunning clutch 4 is not overrunning, the multi-row overrunning clutch 6 is overrunning, and the elastic element group 3 is not compressed. Currently, the resistance transmission route: the main transmission sleeve 1b → the inner core wheel cam sleeve 7 → the double cam transmission sleeve 15 → the inner sheet spiral raceway sleeve 5 → the end face bearing 21 → the elastic element group 3; when the resisting moment transmitted to the multi-plate friction clutch 2 by the main transmission sleeve 1b is greater than or equal to the preset load limit of the multi-plate friction clutch 2, the double-cam transmission sleeve 15 and the spiral transmission pair jointly push the inner-plate spiral roller sleeve 5 to compress the elastic element group 3, and a gap appears between each outer friction plate 2c and each inner friction plate 2d of the multi-plate friction clutch 2, namely, the two outer cam transmission sleeve and the spiral transmission pair are separated, and the power is changed into a low-speed power transmission route through the following routes:

the motor 28 → the motor output shaft 27 → the primary power driving gear 23 → the power input shaft 22 → the primary power driven gear shaft 19 → the transmission sensing cam sleeve 16 → the secondary power driving gear 20 → the power input gear sleeve 8 → the input drive sleeve 9 → the input gear support flange 10 → the primary driving gear 11 → the primary driven gear 13 → the intermediate shaft 12 → the secondary driving gear 14 → the multi-row overrunning clutch 6 → the inner core cam sleeve 7 → the double cam drive sleeve 15 → the inner plate spiral track sleeve 5 → the main drive sleeve 1b → 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 first overrunning clutch 4 overruns, the multi-row overrunning clutch 6 does not overrun, 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 main transmission sleeve 1b to rotate a certain angle relative to the inner sheet spiral roller sleeve 5, under the action of a spiral transmission pair, the inner sheet spiral roller sleeve 5 compresses the elastic element group 3 through the end face bearing 21, the outer friction sheet 2c is separated from the inner friction sheet 2d, namely the multi-sheet friction clutch 2 is in a disconnected state, and meanwhile, the power transmission mechanism transmits power to the main transmission sleeve 1b through the auxiliary shaft transmission assembly, the multi-row overrunning clutch 6, the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5 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 less than the pressure generated by the elastic element group 3, under the push of the elastic element group 3 which is compressed by the motion resistance and the pressure of the elastic element group 3 is rapidly released, each outer friction plate 2c and each inner friction plate 2d of the multi-plate friction clutch 2 are restored to the close fit state, the multi-row overrunning clutch 6 is in the overrunning state, and the power transmission mechanism transmits the power to the main transmission sleeve 1b through the first overrunning clutch 4, the multi-plate friction clutch 2 and the inner plate spiral roller sleeve 5 in sequence to rotate at the high-speed 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.

The motor 28 rotates reversely:

the combination internal teeth 29a are combined with the combination external teeth 20a, the first overrunning clutch 4 and the multi-row type overrunning clutch 6 overrun, and the power input mechanism sequentially transfers power to the main shaft 1 through the reverse gear transmission mechanism, the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5, specifically, a reverse gear power transfer route:

the motor 28 → the motor output shaft 27 → the first-stage power driving gear 23 → the power input shaft 22 → the first-stage power driven gear shaft 19 → the transmission sensing cam sleeve 16 → the second-stage power driving gear 20 → the power input gear sleeve 8 → the input drive sleeve 9 → the input gear support flange 10 → the first-stage power driving gear 11 → the first-stage reverse gear driven gear 17 → the reverse combination gear 29 → the reverse duplicate gear 30 → the second-stage reverse gear driven gear 18 → the inner cam sleeve 7 → the double cam drive sleeve 15 → the inner spiral roller sleeve 5 → the main drive sleeve 1b → 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 (10)

1. An adaptive automatic transmission system capable of shifting gears quickly, characterized in that: the transmission device comprises a power input mechanism, a high-speed transmission mechanism, a low-speed transmission mechanism, a reverse transmission mechanism and a transmission bridge (1) for outputting power;

the high-speed gear transmission mechanism comprises a multi-plate friction clutch (2) and an elastic element group (3) for applying pretightening force to the multi-plate friction clutch (2), a transmission sensing mechanism sequentially transmits power to the multi-plate friction clutch (2) through a power transmission mechanism and a first overrunning clutch (4), the multi-plate friction clutch (2) is sleeved on a transmission bridge (1) through an inner-plate spiral roller sleeve (5), and a spiral transmission pair is formed between the inner-plate spiral roller sleeve (5) and the transmission bridge (1) so that the inner-plate spiral roller sleeve (5) can axially slide along the transmission bridge (1);

the low-speed gear transmission mechanism comprises a multi-row overrunning clutch (6) and a countershaft transmission assembly for speed reduction transmission between the power transmission mechanism and the multi-row overrunning clutch (6), the multi-row overrunning clutch (6) is sleeved on the transmission bridge (1) through an inner core wheel cam sleeve (7), and the corresponding end surfaces of the inner core wheel cam sleeve (7) and the inner sheet spiral raceway sleeve (5) are in transmission fit through an end surface cam pair so as to transmit power to the transmission bridge (1);

the reverse gear transmission mechanism comprises a reverse gear shaft (26) and a reverse gear secondary driven gear (18) fixedly sleeved on an inner core wheel cam sleeve (7), wherein the reverse gear shaft (26) is sequentially sleeved with a reverse gear primary driven gear (17), a reverse gear combination sleeve (29) and a reverse gear duplex gear (30) which can rotate relative to the reverse gear shaft (26), the reverse gear duplex gear (30) is meshed with the reverse gear secondary driven gear (18), the reverse gear primary driven gear (17) can rotate under the driving of a power transmission mechanism, one side, close to the reverse gear combination sleeve (29), of the reverse gear primary driven gear (17) is provided with a combination sleeve supporting part (17a), the reverse gear combination sleeve (29) is sleeved on the combination sleeve supporting part (17a) and is in spline fit with the combination sleeve supporting part (17a) so that the reverse gear combination sleeve (29) can slide along the axial direction of the reverse gear shaft (26), a gap is reserved between the reverse gear combination sleeve (29) and the adjacent spline of the combination sleeve supporting part (17 a);

when the reverse gear combination sleeve (29) is combined with the reverse gear dual gear (30), the reverse gear dual gear (30) and the reverse gear shaft (26) synchronously rotate, and when the reverse gear combination sleeve (29) is separated from the reverse gear dual gear (30), the reverse gear dual gear (30) and the reverse gear shaft (26) respectively and freely rotate.

2. The adaptive automatic transmission system capable of shifting gears quickly according to claim 1, characterized in that: the connecting sleeve supporting part (17a) is of a cylindrical structure, an installation external spline (17b) is arranged on the connecting sleeve supporting part (17a), an installation internal spline (29b) in spline fit with the installation external spline (17b) is arranged on the hole wall of the reverse gear connecting sleeve (29), and a gap is reserved between the installation internal spline (29b) and the adjacent installation external spline (17 b).

3. The adaptive automatic transmission system capable of quick shifting according to claim 1 or 2, characterized in that: the reverse dual gear (30) has external coupling teeth (30a) and a reverse secondary driving tooth (30b) that meshes with the reverse secondary driven gear (18), and the reverse coupling sleeve (29) has internal coupling teeth (29a) that can mesh with the external coupling teeth (30 a).

4. The adaptive automatic transmission system capable of shifting gears quickly according to claim 1, characterized in that: the transmission bridge (1) comprises a main shaft (1a), a main transmission sleeve (1b) which is rotatably sleeved on the main shaft (1a), and a first transmission shaft (1c) and a second transmission shaft (1d) which are coaxially arranged at two ends of the main shaft (1a) respectively, one end of the main transmission sleeve (1b) transmits power to the main shaft (1a) and the second transmission shaft (1d) through a differential (1e), one end of the main shaft (1a) close to the first transmission shaft (1c) drives the first transmission shaft (1c) to synchronously rotate through the middle transmission sleeve (1f), a spiral transmission pair is formed between the inner sheet spiral raceway sleeve (5) and the main transmission sleeve (1b), the multi-row overrunning clutch (6) is sleeved on the main transmission sleeve (1b) through the inner core wheel cam sleeve (7), and the reverse gear shaft (26) is parallel to the main transmission sleeve (1 b).

5. The adaptive automatic transmission system capable of shifting gears quickly according to claim 1, characterized in that: the power input mechanism comprises a motor (28), a transmission sensing mechanism used for detecting that the transmission bridge (1) bears resistance moment and a motor transmission assembly used for transmitting the output power of the motor (28) to the transmission sensing mechanism, the transmission sensing mechanism comprises a power primary driven gear shaft (19) driven by the motor transmission assembly, a power secondary driving gear (20) used for transmitting power to the power transmission mechanism, a transmission sensing cam sleeve (16) sleeved on the power primary driven gear shaft (19) in an axially sliding manner and a displacement detection device (25) used for detecting the displacement of the transmission sensing cam sleeve (16), the transmission sensing cam sleeve (16) can synchronously rotate under the driving of the power primary driven gear shaft (19), and the power secondary driving gear (20) is rotatably sleeved on the power primary driven gear shaft (19), and the end face of the transmission sensing cam sleeve (16) is in transmission fit with the corresponding end face of the transmission sensing cam sleeve through an end face cam pair, the transmission sensing cam sleeve (16) can be driven to be away from the power secondary driving gear (20), an elastic reset element (24) is arranged between the transmission sensing cam sleeve (16) and the power primary driven gear shaft (19), and the transmission sensing cam sleeve (16) can be driven to be close to the power secondary driving gear (20).

6. The adaptive automatic transmission system capable of shifting gears quickly according to claim 1, characterized in that: the multi-plate friction clutch (2) comprises a friction plate supporting piece arranged on the inner plate spiral roller way sleeve (5) and a plurality of outer friction plates (2c) and inner friction plates (2d) which are alternately arranged between the friction plate supporting piece and the inner plate spiral roller way sleeve (5), each outer friction plate (2c) can axially slide along the friction plate supporting piece, and each inner friction plate (2d) can axially slide along the inner plate spiral roller way sleeve (5);

the power transmission mechanism can transmit power to the friction plate supporting piece through the first overrunning clutch (4), the elastic element group (3) can apply pretightening force to the inner plate spiral roller way sleeve (5) to compress the outer friction plates (2c) and the inner friction plates (2d), a spiral transmission pair is formed between the inner plate spiral roller way sleeve (5) and the main transmission sleeve (1b), the inner plate spiral roller way sleeve (5) can slide along the axial direction of the main transmission sleeve (1b), and the elastic element group (3) is compressed to release the outer friction plates (2c) and the inner friction plates (2 d).

7. The adaptive automatic transmission system capable of rapid gear shifting according to claim 6, characterized in that: the inner-sheet spiral raceway sleeve (5) comprises a friction plate pressing disc (5b) in a disc-shaped structure and an output spiral raceway barrel (5a) in a cylindrical structure, the output spiral raceway barrel (5a) is sleeved on the main transmission sleeve (1b) and forms a spiral transmission pair with the main transmission sleeve (1b), the cam profile at one end, close to the output spiral raceway barrel (5a), of the inner core wheel cam sleeve (7) is matched with the cam profile at one end, close to the output spiral raceway barrel (5a), of the output spiral raceway barrel to form an end face cam pair transmission pair, and the friction plate pressing disc (5b) is fixedly sleeved at one end of the output spiral raceway barrel (5 a);

the friction plate support piece comprises a friction plate supporting disc (2a) of a disc-shaped structure and an outer plate spline sleeve (2b) of a cylindrical structure, the power transmission mechanism can transmit power to the friction plate supporting disc (2a), the friction plate supporting disc (2a) is parallel to a friction plate pressing disc (5b), the outer plate spline sleeve (2b) is coaxially sleeved outside an output spiral raceway cylinder (5a), one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting disc (2a), the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing disc (5b), the outer edge of each outer friction plate (2c) is in spline fit with the inner wall of the outer plate spline sleeve (2b), and the inner edge of each inner friction plate (2d) is in spline fit with the outer wall of the output spiral raceway cylinder (5 a).

8. The adaptive automatic transmission system capable of shifting gears quickly according to claim 1, characterized in that: the multi-row overrunning clutch (6) comprises a second outer ring (6a) and at least two second inner core wheels (6c) which are sleeved on the same inner core wheel cam sleeve (7) side by side, the power transmission mechanism can transmit power to the second outer ring (6a) through a countershaft transmission assembly, external teeth (6c1) arranged on the periphery of each second inner core wheel (6c) are right to one another, second rolling bodies are respectively arranged between the second outer ring (6a) and each second inner core wheel (6c), and the rolling bodies around the adjacent second inner core wheels (6c) are right to one another.

9. The adaptive automatic transmission system capable of shifting gears quickly according to claim 8, characterized in that: the auxiliary shaft transmission assembly comprises a first-stage driving gear (11) movably sleeved on the inner core wheel cam sleeve (7), an intermediate shaft (12) parallel to the main shaft (1a), and a first-stage driven gear (13) and a second-stage driving gear (14) fixedly sleeved on the intermediate shaft (12), wherein the first-stage driving gear (11) can synchronously rotate under the driving of the power transmission mechanism and is meshed with the first-stage driven gear (13), and a second-stage driven tooth (6b) meshed with the second-stage driving gear (14) is arranged on the second outer ring (6 a).

10. The adaptive automatic transmission system capable of shifting gears quickly according to claim 1, characterized in that: a double-cam transmission sleeve (15) is arranged between the inner core wheel cam sleeve (7) and the inner sheet spiral roller way sleeve (5), and the end surfaces of the two ends of the double-cam transmission sleeve (15) are respectively in transmission fit with the corresponding end surfaces of the inner core wheel cam sleeve (7) and the inner sheet spiral roller way sleeve (5) through end surface cam pairs.

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