CN115384305A - Bidirectional electric control overrunning clutch type permanent magnet two-gear transmission and gear shifting method thereof - Google Patents

Bidirectional electric control overrunning clutch type permanent magnet two-gear transmission and gear shifting method thereof Download PDF

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CN115384305A
CN115384305A CN202211035473.6A CN202211035473A CN115384305A CN 115384305 A CN115384305 A CN 115384305A CN 202211035473 A CN202211035473 A CN 202211035473A CN 115384305 A CN115384305 A CN 115384305A
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ring
shaft
connecting rod
gear
control
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CN115384305B (en
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刘大伟
杜俊良
王高磊
任廷志
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Yanshan University
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Yanshan University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
    • H02K49/10—Dynamo-electric clutches; Dynamo-electric brakes of the permanent-magnet type
    • H02K49/104—Magnetic couplings consisting of only two coaxial rotary elements, i.e. the driving element and the driven element
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/11—Structural association with clutches, brakes, gears, pulleys or mechanical starters with dynamo-electric clutches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention relates to a bidirectional electric control overrunning clutch type permanent magnet two-gear transmission and a gear shifting method thereof. The magnetic field modulation gear is used as a variable speed transmission mechanism, so that gear shifting impact and noise of a speed reducer are reduced; the electric control overrunning clutch is connected with the output high-speed shaft, and when the clutch is connected, the electric control overrunning clutch automatically overruns to realize power-interruption-free gear shifting, so that the running stability of the vehicle is improved; meanwhile, the bidirectional overrunning function is realized through the bidirectional controllable pawl in the electric control overrunning clutch, four stations of forward two gears, reverse gears and neutral gears are realized on the premise of compact structure, and the gear shifting method is simple and convenient to control.

Description

Bidirectional electric control overrunning clutch type permanent magnet two-gear transmission and gear shifting method thereof
Technical Field
The invention relates to the technical field of electric automobile transmissions, in particular to a bidirectional electric control overrunning clutch type permanent magnet two-gear transmission and a gear shifting method thereof.
Background
With the development of human science and technology and the continuous improvement of industrial level, environmental problems caused by the emission of a large amount of greenhouse gases are increasingly highlighted. In order to reduce the carbon emission, achieve the carbon neutralization goal and alleviate the ecological problems caused by the massive use of fossil energy, countries in the world begin to vigorously develop electric vehicles. The electric automobile mainly comprises a power battery system, a driving system and a whole automobile control system. Because the electric automobile motor has larger starting torque and wider speed regulation range, the driving system of the electric automobile at the present stage adopts a structural form that a single-stage speed reducer is matched with a motor. However, in the case of a single-stage reduction gear, in order to achieve a higher vehicle speed, the reduction ratio of the single-stage reduction gear is designed to be smaller, which results in a larger working torque of the motor, a higher output current, less optimal working efficiency and faster power consumption. Therefore, in order to enable the motor to provide high starting, climbing and accelerating torques in a constant torque interval and provide high running speed in a constant power interval, a two-gear transmission which gives consideration to both economy and dynamic performance of the electric vehicle needs to be designed and researched.
With the emergence of more and more pure electric vehicles, the requirements of people on electric vehicles are not only satisfied with driving comfort and economy, but also hope that the electric vehicles have dynamic property comparable to that of traditional fuel vehicles. This presents challenges to the performance of two speed transmissions for electric vehicles. It is known from a search of the prior art that chinese patent CN209262227 discloses a two-speed transmission shifting system. Comprises a transmission front shell, a transmission rear shell, a shifting fork shaft and a shifting fork. In this scheme, need break off the power supply when adopting the shift fork to shift gears, lead to the driving in-process to produce and shift and pause to hinder, influence the driving and experience. Chinese patent CN110748615 discloses a two-gear transmission gear shifting device and a gear shifting method thereof. The automatic transmission comprises a gear seat, a high-speed driving gear, a high-speed driven gear, a low-speed driving gear, a low-speed driven gear, an input shaft, an output shaft, a clutch gear-shifting mechanism and a reverse gear mechanism. According to the scheme, the gear shifting without power interruption during advancing is realized, but the reverse gear is realized by adopting the toothed sliding sleeve, the mechanism complexity is increased, and the noise problem of gear reversing and gear beating exists. Chinese patent CN207648063 discloses a transmission mechanism of a two-gear transmission. Comprises an input shaft, an intermediate shaft and a differential. The transmission gear in the scheme adopts a parallel shaft arrangement scheme, and the driving speed reduction gear is additionally arranged on the intermediate shaft to realize a large speed reduction ratio. Chinese patent CN106763619 discloses a two-gear transmission for an electric vehicle, which includes an input shaft assembly, an intermediate shaft assembly, an output shaft assembly and a case assembly. In the scheme, an arrangement scheme that two groups of gears are placed on parallel shafts is adopted, and gear shifting is realized by adopting two clutches, so that the problem of power interruption can be solved, but the mass of the gearbox is large due to more gears. In addition, friction dragging exists in the switching of the two clutches, gear shifting viscous feeling and energy loss are increased, and the driving comfort of the vehicle is influenced. Chinese patent CN107763153 discloses a planetary gear type two speed transmission for electric vehicles. Comprises a planetary gear train, a first clutch device and a second clutch device. This scheme cooperates planetary gear mechanism through separately arranging two clutch mechanism and carries out the fender position switching, but because planetary gear mechanism structure is complicated, two clutches control degree of difficulty that mutually cooperate is high, and the ride comfort of shifting is poor, influences the driving comfort. Chinese patent CN105526318 discloses an electric drive system based on a two-gear transmission, which comprises a driving mechanism, a planetary gear train, a brake, a clutch, a one-way overrunning clutch, and an output shaft. This scheme adopts the one-way freewheel clutch of clutch cooperation to keep off the position and switches, has realized that power does not have the interrupt and has switched over, and the ride comfort of shifting is good, nevertheless because the operating characteristic of one-way freewheel clutch leads to needing to use the stopper to realize reversing gear, also needs the clutch break-make cooperation to realize braking energy recovery when the low-order fender, and the control degree of difficulty is high, and the clutch is easy wearing and tearing, influences gearbox life.
In summary, the problems of gear shifting power interruption, noise, gear shifting adhesion, impact and complicated brake energy recovery control generally exist in the existing two-gear transmission. In addition, in order to overcome various problems, the structural complexity is increased, and the economical efficiency and the reliability of the two-gear transmission are reduced. Therefore, it is a urgent problem to be solved in a high-performance two-gear transmission to achieve smooth gear shifting without power interruption, quick response to brake energy recovery, and reduction of vehicle noise caused by a transmission with a relatively simple and reliable structure and control method.
Disclosure of Invention
In view of the above problems, an object of the present invention is to provide a two-way electronically controlled overrunning clutch type permanent magnet two-speed transmission and a gear shifting method thereof, which can effectively overcome the problems of power interruption, impact, noise, etc. when the existing two-speed transmission is shifted, and have a more compact overall structure and simpler gear shifting control.
The technical scheme adopted by the invention is as follows:
the invention provides a bidirectional electric control overrunning clutch type permanent magnet two-gear transmission, which comprises a transmission shell, a driving mechanism, a magnetic field modulation gear speed change mechanism, a speed change mechanism connecting piece, an electric control overrunning clutch and a clutch, wherein the transmission shell is provided with a magnetic field modulation gear speed change mechanism; the driving mechanism, the magnetic field modulation gear speed change mechanism, the speed change mechanism connecting piece, the electric control overrunning clutch and the clutch are all arranged in the transmission shell;
the driving mechanism comprises a driving motor, an input shaft, an intermediate shaft and an output shaft; the input shaft, the intermediate shaft and the output shaft are sequentially connected with the transmission shell through bearings; the output shaft is fixedly connected with a main speed reducer of the electric automobile; the main shaft of the driving motor is fixedly connected with the input shaft; the driving motor is fixedly connected with the transmission shell;
the magnetic field modulation gear speed change mechanism comprises an inner magnetic wheel with M pairs of magnetic poles, a magnetic modulation ring and an outer magnetic wheel with N pairs of magnetic poles; the number of the magnetic pole pairs satisfies that M is less than N; the outer magnetic wheel or the inner magnetic wheel is fixedly connected with the transmission shell;
the clutch is fixedly connected with the output shaft and selectively and fixedly connected or disconnected with the intermediate shaft; the clutch is fixedly connected with the output end of the electric control overrunning clutch; the input end of the electric control overrunning clutch is connected with the magnetic regulating ring through a speed change mechanism connecting piece; the input shaft is fixedly connected with any rotating component in the magnetic field modulation gear speed change mechanism; the intermediate shaft is fixedly connected with a rotating component which is fixedly connected with the input shaft in the magnetic field modulation gear speed change mechanism.
Furthermore, the electric control overrunning clutch comprises an inner ring, a forward pusher dog, a reverse pusher dog, a pusher dog spring, an outer ring and an overrunning function control mechanism; the overrunning function control mechanism comprises a control cylinder ring, a first connecting rod, a second connecting rod, a side plate and an on-shaft slip ring; the inner wall of the control cylinder ring is connected with the corresponding positioning groove on the outer wall of the outer ring in a sliding manner along the axial direction through the uniformly distributed positioning bulges; the side wall of the control cylinder ring is uniformly provided with a forward control groove and a reverse control groove which are mutually spaced; the inner wall of the outer ring is provided with axial limiting grooves corresponding to the control grooves; the forward shifting claw and the reverse shifting claw are respectively and correspondingly arranged in the limiting grooves, the middle part of the tail end of each shifting claw is fixedly connected with a rectangular column, and each rectangular column respectively penetrates through the side wall of the outer ring in the radial direction and then is correspondingly contacted with the side line of each control groove; the pusher dog spring is connected between the pusher dog and the inner wall of the outer ring; the outer end parts of the outer wall of the control cylinder ring and the corresponding positions of the positioning bulges are fixedly connected with rectangular bulge parts; one end of the first connecting rod is rotationally connected with the rectangular boss through a bolt, and the other end of the first connecting rod is rotationally connected with one end of the second connecting rod through a bolt with the same axle center; the side plate is fixedly connected to the right end face of the outer ring through a bolt; the side plate is provided with an axial protruding claw, and the middle part of the second connecting rod and the end part of the protruding claw form a rotatable connection through a bolt; the shaft upper sliding ring is coaxially arranged on the right side of the side plate, and straight notch joints corresponding to the second connecting rods are respectively arranged on the outer sides of the circumferences of the shaft upper sliding ring; the other end of the second connecting rod and a corresponding straight notch joint on the sliding ring on the shaft form limiting sliding and rotating connection through a bolt; the inner hole of the slip ring on the shaft is in sliding connection with the intermediate shaft; the inner ring is coaxially arranged on the inner side of the outer ring; a plurality of axial protrusions are uniformly distributed on the circumference of the outer wall of the inner ring, and the pusher dog can be selectively contacted with the side surface of the protrusion on the inner ring; the inner ring is connected with the magnetic adjusting ring through a speed change mechanism connecting piece, and the outer ring is fixedly connected with the clutch.
Further, the magnetic field modulation gear speed change mechanism is an axial magnetizing magnetic field modulation gear or a radial magnetizing magnetic field modulation gear.
Furthermore, the magnetic field modulation gear speed change mechanism is a radial magnetizing magnetic field modulation gear, the input shaft is fixedly connected with the outer magnetic wheel, and the inner magnetic wheel is fixedly connected with the transmission shell.
Furthermore, the magnetic field modulation gear speed change mechanism is a radial magnetizing magnetic field modulation gear, the input shaft is fixedly connected with the inner magnetic wheel, and the outer magnetic wheel is fixedly connected with the transmission shell.
A gear shifting method of a bidirectional electric control overrunning clutch type permanent magnet two-gear transmission comprises the following steps:
s1: the clutch is disconnected with the intermediate shaft, the on-shaft sliding ring moves to a first position on the right side far away from the outer ring, the second connecting rod is driven to rotate around the revolute pair on the protruding claw through the bolt on the straight notch joint, and meanwhile, the revolute pair on the outer end part of the second connecting rod drives the first connecting rod to enable the control cylinder ring to do relative motion far away from the on-shaft sliding ring; at the moment, the rectangular columns on the forward shifting claw and the reverse shifting claw are positioned at a first position in the control groove; the positive shifting claw and the reverse shifting claw are not limited, so that the positive shifting claw and the reverse shifting claw can work freely, the electric control overrunning clutch works in a two-way combination state, the driving motor rotates in the positive direction, the vehicle is in a forward 1-gear state, and the reduction ratio of the transmission is M + N/M or M + N/N according to different fixed elements in the magnetic field modulation gear speed change mechanism; at the moment, if the vehicle is braked, the driving motor stops torque output and serves as a generator to receive torque transmitted from the output end through the electric control overrunning clutch, so that braking energy recovery is realized;
s2: during 1-gear driving, the upper sliding ring of the shaft moves leftwards to an intermediate second position at the first position; at the moment, the upper sliding ring of the shaft drives the second connecting rod to rotate around the upper revolute pair of the convex claw through the bolt on the straight notch joint, and drives the first connecting rod through the revolute pair at the outer end of the second connecting rod so that the control cylinder ring makes relative motion close to the upper sliding ring of the shaft; at the moment, the rectangular column on the pusher dog is positioned at a second position in the control groove; the contact position between the reverse control groove on the control cylinder ring and the reverse pusher dog has a narrow groove width, so that the reverse pusher dog can be limited, the forward pusher dog can work freely, and the reverse pusher dog cannot work; the electric control overrunning clutch is in a positive overrunning state; the clutch is fixedly connected with the intermediate shaft, the vehicle is shifted up to 2, and the speed ratio of the transmission is 1; the upper sliding ring on the shaft moves to a third position on the left side, the upper sliding ring on the shaft drives a second connecting rod to rotate around a rotating pair on the protruding claw through a bolt on a straight notch joint, and drives a first connecting rod through a rotating pair at the outer end part of the second connecting rod to enable the control cylinder ring to do relative movement further close to the sliding ring on the shaft, and finally the rectangular column on the shifting claw is located at a third position in the control groove; under the state, the widths of the contact positions of the forward control groove, the reverse control groove and the reverse pusher dog on the control cylinder ring are narrow, and the forward pusher dog and the reverse pusher dog are limited simultaneously; the electric control overrunning clutch switches the working state into a bidirectional overrunning state; at this time, when the vehicle is braked, the drive motor stops torque output, and the generator receives torque transmitted from the output terminal via the clutch, thereby recovering braking energy.
S3: in the 2-gear normal driving process, when the driving speed of a vehicle is reduced to a 1-gear speed threshold, the on-shaft slip ring moves rightwards to a middle second position at a left third position; at the moment, the shaft upper sliding ring drives the second connecting rod to rotate around the rotating pair on the protruding claw through the bolt on the straight notch joint, and drives the first connecting rod through the rotating pair at the outer end part of the second connecting rod to enable the control cylinder ring to do relative motion close to the shaft upper sliding ring; at the moment, the rectangular column on the pusher dog is positioned at a second position in the control groove; the groove width of the contact position between the reverse control groove on the control cylinder ring and the reverse pusher dog is narrow, so that the control cylinder ring can limit the contact position, the forward pusher dog can work freely, the reverse pusher dog cannot work, and the electric control overrunning clutch can work in a forward overrunning state; the clutch is disconnected with the intermediate shaft, the driving motor increases the rotating speed until the speeds of the inner ring and the outer ring of the electric control overrunning clutch are equal, and the upper sliding ring of the shaft moves rightwards from the middle second position to the right first position; the bolt on the straight notch joint drives the second connecting rod to rotate around the rotating pair on the convex claw, and the rotating pair on the outer end part of the second connecting rod drives the first connecting rod to enable the control cylinder ring to do relative motion far away from the slip ring on the shaft; at the moment, the control groove does not limit the forward shifting claw and the reverse shifting claw, the forward shifting claw and the reverse shifting claw can freely work, the electric control overrunning clutch works in a two-way wedging state, and the gear of the vehicle is reduced to 1 gear;
s4: after the parking and stopping of the electric automobile are completed, the shaft upper sliding ring moves to a left third position, at the moment, the pusher dog is limited by the control groove to be disconnected with the inner ring, and the electric control overrunning clutch is switched to a bidirectional overrunning state; the clutch and the intermediate shaft are always in a disconnected state, at the moment, no matter the driving motor rotates forwards or backwards, the wheel end is still, and the gear of the electric vehicle is neutral;
s5: the clutch and the intermediate shaft are in a disconnected state; the upper sliding ring of the shaft moves to a first position on the right side, and at the moment, the rectangular columns of the pusher dogs are not limited by the control grooves; the inner ring is limited by the pusher dog in anticlockwise and clockwise rotation, and the electric control overrunning clutch works in a bidirectional combination state; the driving motor rotates reversely, the vehicle is in a reverse gear state, and the speed ratio of the speed changer is M + N/M or M + N/N according to different fixed elements in the magnetic field modulation gear speed change mechanism.
Compared with the prior art, the invention has the following beneficial effects:
1. the invention utilizes the magnetic field modulation gear as the speed change transmission mechanism of the speed changer, reduces the gear shift impact, reduces the noise of the speed changing box and improves the comfort level of drivers by non-contact transmission torque.
2. The invention adopts the electric control overrunning clutch and the clutch as the gear shifting actuating mechanism, thereby realizing uninterrupted gear shifting of power and improving the running stability of the vehicle.
3. The invention can realize braking power recovery when the vehicle runs at a low gear by switching the working modes of the electric control overrunning clutch, has simple control, reduces the dragging torque of the low-speed magnetic wheel when the vehicle runs at a high gear, and has less energy loss.
4. The invention adopts the electric control overrunning clutch to realize the reverse gear function of the speed changer, simplifies the structure of the speed changer and improves the compactness of the speed changer.
5. The non-contact magnetic field modulation gear is adopted, lubrication is not needed in the operation process, the operation stability of the two-gear transmission under severe conditions is improved, and the maintenance expense of the transmission is saved.
Drawings
Fig. 1 is a schematic structural view of a two speed transmission in embodiment 1 of the invention;
FIG. 2 is a schematic construction diagram showing the forward 1 speed operation state of the two speed transmission of the embodiment 1 of the present invention;
FIG. 3 is a schematic structural diagram illustrating the forward 2 operating condition of the two speed transmission of embodiment 1 of the present invention;
FIG. 4 is a schematic structural view of the reverse operating state of the two speed transmission of embodiment 1 of the present invention;
FIG. 5 is a structural view showing a neutral operating state of the two speed transmission in embodiment 1 of the present invention;
FIG. 6 is a schematic structural view of a two speed transmission in embodiment 2 of the invention;
FIG. 7 is a schematic structural diagram illustrating the forward 1 operating condition of the two speed transmission of the embodiment 2 of the present invention;
FIG. 8 is a schematic structural diagram illustrating the forward 2 operating condition of the two speed transmission of embodiment 2 of the present invention;
FIG. 9 is a structural schematic diagram of a reverse operating state of the two speed transmission of the embodiment 2 of the present invention;
FIG. 10 is a structural schematic view of a neutral operating state of the two speed transmission in embodiment 2 of the present invention;
FIG. 11 is a schematic structural view of a magnetic field modulating gear change mechanism according to the present invention;
FIGS. 12 and 13 are schematic structural views of an electronically controlled overrunning clutch in accordance with the present invention;
FIG. 14 is a schematic view of the two-way wedging operation state of the electrically controlled overrunning clutch of the present invention;
FIG. 15 is a schematic diagram of the forward overrunning operation of the electronically controlled overrunning clutch of the present invention;
FIG. 16 is a schematic diagram of the two-way overrunning working state of the electronically controlled overrunning clutch of the invention.
Detailed Description
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the description of the prior art are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
It should be noted that in the description of the present invention, the terms "upper", "lower", "top", "bottom", "one side", "the other side", "left", "right", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience of description and simplification of description, and do not mean that a device or an element must have a specific orientation, be configured and operated in a specific orientation.
The invention provides a bidirectional electric control overrunning clutch type permanent magnet two-gear transmission, which comprises a transmission shell 12, a driving mechanism, a magnetic field modulation gear speed change mechanism, a speed change mechanism connecting piece 6, an electric control overrunning clutch 7 and a clutch 9, wherein the driving mechanism is arranged on the transmission shell; the driving mechanism, the magnetic field modulation gear speed change mechanism, the speed change mechanism connecting piece 6, the electric control overrunning clutch 7 and the clutch 9 are all arranged in the transmission shell 12.
The driving mechanism comprises a driving motor 1, an input shaft 2, an intermediate shaft 8 and an output shaft 10; the input shaft 2, the intermediate shaft 8 and the output shaft 10 are sequentially connected with a transmission shell 12 through bearings; the output shaft 10 is fixedly connected with an input shaft of a main speed reducer 11 of the electric automobile; the main shaft of the driving motor 1 is fixedly connected with the input shaft 2; the drive motor 1 is fixedly connected to the transmission housing 12.
The magnetic field modulation gear speed change mechanism comprises an inner magnetic wheel 3 with M pairs of magnetic poles, a magnetic adjusting ring 4 and an outer magnetic wheel 5 with N pairs of magnetic poles; the number of the magnetic pole pairs satisfies that M is less than N; the outer magnetic wheel 5 or the inner magnetic wheel 3 is fixedly connected with the transmission shell 12; correspondingly, the input shaft 2 is fixedly connected with any rotating component in the magnetic field modulation gear speed change mechanism.
The electric control overrunning clutch 7 comprises an inner ring 701, a reverse pusher dog 702, a forward pusher dog 703, a pusher dog spring 704, an outer ring 705 and an overrunning function control mechanism; the overrunning function control mechanism comprises a control cylinder ring 706, a first connecting rod 707, a second connecting rod 708, a side plate 709 and a shaft upper sliding ring 710; the inner wall of the control cylinder ring 706 is connected with a positioning groove 7051 which is arranged on the outer wall of the outer ring 705 in a sliding way along the axial direction through axial positioning bulges 7061 which are uniformly distributed on the circumference; the side wall of the control cylinder ring 706 is uniformly provided with a forward control groove 7063 and a reverse control groove 7062 which are spaced from each other; the inner wall of the outer ring 705 is provided with a forward limiting groove and a reverse limiting groove which respectively correspond to the forward control groove 7063 and the reverse control groove 7062; the forward shifting claw 703 and the reverse shifting claw 702 are respectively and correspondingly arranged in the limiting grooves, the middle parts of the tail ends of the forward shifting claw 703 and the reverse shifting claw 702 are respectively and fixedly connected with a rectangular column 7031 and a rectangular column 7021, and the rectangular columns respectively radially penetrate through the side wall of the outer ring 705 and then correspondingly contact with the sidelines of the forward control groove 7063 and the reverse control groove 7062; the pusher dog springs 704 are connected between the reverse pusher dogs 702, the forward pusher dog 703 and the inner wall of the outer ring 705; the right end parts of the outer walls of the control cylinder rings 706, which correspond to the positioning protrusions 7061, are fixedly connected with rectangular protrusion parts; one end of the first connecting rod 707 is connected with the rectangular convex part through a bolt to form a revolute pair, and the other end of the first connecting rod 707 is coaxially and rotatably connected with one end of the second connecting rod 708 through a bolt; the side plate 709 is fixedly connected to the right side end face of the outer ring 705 through a bolt; an axial protruding claw is arranged on the side plate 709 at a position corresponding to the middle part of the second connecting rod 708, and the middle part of the second connecting rod 709 and the end part of the protruding claw form a rotating pair connection through a bolt; the shaft upper sliding ring 710 is coaxially arranged on the right side of the side plate 709, and straight notch joints 7101 corresponding to the second connecting rod 709 are respectively arranged on the outer side of the circumference of the shaft upper sliding ring; the other end of the second connecting rod 708 and a corresponding straight notch joint 7101 on the shaft upper sliding ring 710 form limiting sliding and rotating connection through a bolt; the inner hole of the on-shaft slip ring 710 is in sliding connection with the intermediate shaft 8; the inner ring 701 is coaxially arranged inside the outer ring 705; the circumference of the outer wall of the inner ring 701 is uniformly provided with a plurality of axial protrusions in a gear shape, and the forward shifting claws 703 and the reverse shifting claws 702 can be selectively contacted with the side surfaces of the protrusions on the inner ring 701.
One side of the clutch 9 is fixedly connected with the output shaft 10 and can be selectively and fixedly connected or disconnected with the intermediate shaft 8; the clutch 9 is fixedly connected with an outer ring 705 of the electric control overrunning clutch; the inner ring 701 of the electric control overrunning clutch is connected with the magnetic adjusting ring 4 through a speed change mechanism connecting piece 6; the intermediate shaft 8 is fixedly connected with a rotating component which is fixedly connected with the input shaft 2 in the magnetic field modulation gear speed change mechanism.
The magnetic field modulation gear speed change mechanism is an axial magnetizing magnetic field modulation gear or a radial magnetizing magnetic field modulation gear. When the magnetic field modulation gear speed change mechanism is a radial magnetizing magnetic field modulation gear, the input shaft 2 is fixedly connected with the outer magnetic wheel 5, the inner magnetic wheel 3 is fixedly connected with the transmission shell 12 or the input shaft 2 is fixedly connected with the inner magnetic wheel 3, and the outer magnetic wheel 5 is fixedly connected with the transmission shell 12.
A gear shifting method of a bidirectional electric control overrunning clutch type permanent magnet two-gear transmission comprises the following steps:
s1: the clutch 9 is disconnected with the intermediate shaft 8, the shaft upper sliding ring 710 moves to a first position on the right side far away from the outer ring 705, the bolt on the straight notch joint 7101 drives the second connecting rod 708 to rotate around the revolute pair on the convex claw, and meanwhile, the revolute pair on the outer end part of the second connecting rod 708 drives the first connecting rod 707 to enable the control cylinder ring 706 to move relatively far away from the shaft upper sliding ring 710; at this time, the rectangular columns 7031 and 7021 on the forward finger 703 and the reverse finger 702 are respectively located at first positions in the forward control groove 7063 and the reverse control groove 7062; the forward shifting claw 703 and the reverse shifting claw 702 are not limited, so that the forward shifting claw 703 and the reverse shifting claw 702 can work freely, the electric control overrunning clutch works in a bidirectional combination state, the driving motor 1 rotates in the forward direction, the vehicle is in a forward 1-gear state, and the reduction ratio of the transmission is M + N/M or M + N/N according to different fixed elements in the magnetic field modulation gear speed change mechanism; at the moment, if the vehicle is braked, the driving motor stops torque output and serves as a generator to receive torque transmitted from the output end through the electric control overrunning clutch, and the recovery of braking energy is realized;
s2: during 1-gear driving, the shaft upper sliding ring 710 moves leftwards from the first right position to the second middle position; at this time, the shaft upper sliding ring 710 drives the second connecting rod 708 to rotate around the convex claw upper revolute pair through the bolt on the straight notch joint 7101, and drives the first connecting rod 707 through the revolute pair at the outer end of the second connecting rod 708 so that the control cylinder ring 706 makes a relative motion close to the shaft upper sliding ring 710; at this time, the rectangular columns 7031 and 7021 on the forward finger 703 and the reverse finger 702 are located at the second positions in the forward control groove 7063 and the reverse control groove 7062, respectively; the groove width of the contact position between the reverse control groove 7062 on the control cylinder ring 706 and the reverse pusher dog 702 is narrow, so that the contact position can be limited, the forward pusher dog 703 can freely work, and the reverse pusher dog 702 cannot work; the electric control overrunning clutch is in a positive overrunning state; the clutch 9 is fixedly connected with the intermediate shaft 8, the vehicle is shifted up to 2, and the speed ratio of the transmission is 1; the on-shaft sliding ring 710 moves leftwards to a third position on the left side, the on-shaft sliding ring 710 drives the second connecting rod 708 to rotate around a rotating pair on the protruding claw through a bolt on the straight slot joint 7101, and drives the first connecting rod 707 through a rotating pair at the outer end of the second connecting rod 708 to enable the control cylinder ring 706 to do relative motion further close to the on-shaft sliding ring 710, and finally the forward shifting claw 703 and a rectangular column 7031 and a rectangular column 7021 on the reverse shifting claw 702 are respectively located at a third position in the forward control groove 7063 and the reverse control groove 7062; in this state, the forward control groove 7063 and the reverse control groove 7062 on the control cylinder ring 706 have narrow groove widths at the contact positions with the forward pusher dog 703 and the reverse pusher dog 702, and limit the forward pusher dog 703 and the reverse pusher dog 702 at the same time; the forward shifting claw 703 and the reverse shifting claw 702 can not work, and the electric control overrunning clutch switches the working state into a bidirectional overrunning state; at this time, when the vehicle is braked, the motor 1 is driven to stop torque output, and the generator receives torque transmitted from the output end via the clutch 9, thereby recovering braking energy.
S3: during normal 2-gear driving, when the vehicle driving speed is reduced to a 1-gear speed threshold, the shaft upper sliding ring 710 moves rightwards to an intermediate second position at a left third position; at this time, the on-shaft slip ring 710 drives the second connecting rod 708 to rotate around the revolute pair on the protruding claw through the bolt on the straight notch joint 7101, and drives the first connecting rod 707 through the revolute pair at the outer end of the second connecting rod 708 so that the control cylinder ring 706 makes a relative motion close to the on-shaft slip ring 710; at this time, the rectangular columns 7031 and 7021 on the forward pawl 703 and the reverse pawl 702 are located at the second positions in the forward control groove 7063 and the reverse control groove 7062, respectively; the groove width of the contact position between the reverse control groove 7062 on the control cylinder ring 706 and the reverse pusher dog 702 is narrow, so that the contact position can be limited, the forward pusher dog 703 can work freely, the reverse pusher dog 702 can not work, and the electric control overrunning clutch can work in a forward overrunning state; the clutch 9 is disconnected with the intermediate shaft 8, the driving motor 1 increases the rotating speed until the speeds of the inner ring and the outer ring of the electric control overrunning clutch are equal, and the shaft upper sliding ring 710 moves rightwards from the intermediate second position to the right first position; the bolt on the straight notch joint 7101 drives the second connecting rod 708 to rotate around the rotating pair on the convex claw, and the rotating pair at the outer end part of the second connecting rod 708 drives the first connecting rod 707 to enable the control cylinder ring to move relatively far away from the sliding ring 710 on the shaft; at this time, the control groove does not limit the forward pusher dog 703 and the reverse pusher dog 702, so that the forward pusher dog 703 and the reverse pusher dog 702 can work freely, the electric control overrunning clutch is made to work in a two-way wedging state, and the gear position of the vehicle is reduced to 1 gear;
s4: after the electric automobile is parked and stopped, the shaft upper sliding ring 710 moves to a third position on the left side, at the moment, the shifting claw is limited by the control groove to be disconnected with the inner ring 701, and the electric control overrunning clutch is switched to a bidirectional overrunning state; the clutch 9 and the intermediate shaft 8 are always in a disconnected state, no matter the driving motor 1 rotates forwards or backwards, the wheel end is still, and the electric vehicle is in a neutral gear;
s5: the clutch 9 and the intermediate shaft 8 are in a disconnected state; the shaft upper sliding ring 710 moves to a first position on the right side, and at the moment, the rectangular columns of the pusher dogs are not limited by the control grooves; the shifting claws limit the counterclockwise or clockwise rotation of the inner ring 701, and the electric control overrunning clutch works in a bidirectional combination state; the driving motor 1 rotates reversely, the vehicle is in a reverse gear state, and the speed ratio of the transmission is M + N/M or M + N/N according to different fixed elements in the magnetic field modulation gear speed change mechanism.
The invention is further illustrated by the following specific examples:
example 1:
as shown in fig. 1, a bidirectional electric control overrunning clutch type permanent magnet two-gear transmission comprises a transmission shell 12, a driving mechanism, a magnetic field modulation gear speed change mechanism, an electric control overrunning clutch 7, a speed change mechanism connecting piece 6 and a clutch 9; the driving mechanism, the magnetic field modulation gear speed change mechanism, the speed change mechanism connecting piece 6, the electric control overrunning clutch 7 and the clutch 9 are all arranged in the transmission shell 12.
The driving mechanism comprises a driving motor 1, an input shaft 2, an intermediate shaft 8 and an output shaft 10; the input shaft 2, the intermediate shaft 8 and the output shaft 10 are sequentially connected with a transmission shell 12 through bearings, the output shaft 10 is fixedly connected with a main reducer 11 of the electric automobile, the driving motor 1 is fixedly connected with the input shaft 2, and the driving motor 1 is fixedly connected with the transmission shell 12;
the magnetic field modulation gear speed change mechanism comprises an inner magnetic wheel 3 with M pairs of magnetic poles, a magnetic adjusting ring 4 and an outer magnetic wheel 5 with N pairs of magnetic poles; the number of the magnetic pole pairs satisfies that M is less than N; in the present embodiment, the outer magnetic wheel 5 is fixedly connected with the transmission case 12; the input shaft 2 is fixedly connected with the inner magnetic wheel 3, and the intermediate shaft 8 is fixedly connected with the inner magnetic wheel 3.
The electric control overrunning clutch comprises an inner ring 701, a reverse pusher dog 702, a forward pusher dog 703, a pusher dog spring 704, an outer ring 705 and an overrunning function control mechanism; the overrunning function control mechanism comprises a control cylinder ring 706, a first connecting rod 707, a second connecting rod 708, a side plate 709 and a shaft upper sliding ring 710; the control cylinder ring 706 is connected with four corresponding positioning grooves 7051 on the outer ring 705 in an axial sliding manner through four positioning protrusions 7061 uniformly distributed on the circumferential direction of the inner wall. The control cylinder ring is provided with two reverse control grooves 7062 and two forward control grooves 7063, and the inner wall of the outer ring 705 is provided with a forward limiting groove and a reverse limiting groove which respectively correspond to the forward control grooves 7063 and the reverse control grooves 7062; the reverse pusher dog 702 passes through the side wall of the outer ring 705 through a rectangular column 7021 in the middle of the tail end and then contacts with the side line of a reverse control groove 7062, and a rectangular column 7031 at the tail end of the forward pusher dog 703 contacts with the side line of a control groove 7063; the right end parts of the outer walls of the control cylinder rings 706, which correspond to the positioning protrusions 7061, are fixedly connected with rectangular protrusion parts; the first connecting rod 707 is coaxial with a round hole 7064 of a rectangular convex part on the control cylinder ring 706 through a round hole 7071 at one end part and is connected with the round hole by a bolt; the other end portion hole 7072 of the first link 707 is coaxially rotatably connected to the end portion hole 7081 of the second link 708 by a bolt. The side plate 709 is coaxially and fixedly connected with the right side of the outer ring 705 through bolts. The right end face of the side plate 709 is provided with axial protruding claws which respectively correspond to the middle parts of the second connecting rods 708, and a middle round hole 7082 of the second connecting rods 708 is rotatably connected with a round hole 7091 at the end part of the protruding claw through a bolt; a straight notch joint 7101 corresponding to the second connecting rod 708 is arranged on the outer side of the circumference of the on-shaft sliding ring 710, and a round hole 7083 at the other end of the second connecting rod 708 and the straight notch joint 7101 on the on-shaft sliding ring 710 form limiting sliding and rotating connection through bolts; the on-shaft slip ring 710 is in sliding connection with the intermediate shaft 8 through an inner hole.
The inner ring 701 is coaxially arranged on the inner side of the outer ring 705, and a plurality of axial protrusions are uniformly distributed on the circumference of the outer wall of the inner ring 701 and are in a gear-shaped structure; the reverse pusher dog 702 and the forward pusher dog 703 can be selectively contacted with the convex side surface on the outer wall of the inner ring 701, and the inner ring 701 of the electric control overrunning clutch 7 is fixedly connected with the magnetic regulating ring 4 through a speed change mechanism connecting piece 6; the clutch 9 is fixedly connected with the output shaft 10, and the clutch 9 can be selectively and fixedly connected and disconnected with the intermediate shaft 8; clutch 9 is connected to the outer ring 705 of the electronically controlled overrunning clutch 7.
The gear shift operation method and the braking energy recovery strategy of embodiment 1:
s1: the power transmission state of the first gear of the vehicle is shown in fig. 2, and the working state of the corresponding electronically controlled overrunning clutch is shown in fig. 14, and the specific working process is as follows: the clutch 9 is disconnected with the intermediate shaft 8, the sliding ring 710 on the intermediate shaft of the electric control overrunning clutch 7 moves rightwards to the first position A far away from the outer ring, the second connecting rod 708 is driven to rotate around the rotating pair on the convex claw of the side plate through the bolt on the straight notch, and the first connecting rod 707 is driven through the rotating pair on the round hole 7081 at the outer end part of the second connecting rod 708 so that the control cylinder ring 706 moves relatively far away from the sliding ring 710 on the shaft. At this time, the rectangular column on the pusher dog is located at a first position A1 in the control slot. The shifting claws are not limited, the forward shifting claw 703 and the reverse shifting claw 702 can be in contact with the convex side face of the inner ring 701, the electric control overrunning clutch 7 works in a bidirectional combination state, the driving motor 1 rotates in the forward direction, the vehicle is in a forward 1-gear state, and the reduction ratio of the transmission is M + N/M. At this time, when the vehicle is braked, the driving motor 1 stops torque output, and receives feedback torque from an output end through an output shaft 10, a clutch 9, an electric control overrunning clutch 7, a speed change mechanism connecting piece 6, a magnetic adjusting ring 4, an inner magnetic wheel 3 and an input shaft 2 as a generator, so that braking energy recovery is realized.
S2: the electrically controlled overrunning clutch is in a forward overrunning state as shown in fig. 15, in a bidirectional overrunning state as shown in fig. 16, and in a two-gear power transmission path as shown in fig. 3. The specific working process is as follows: in the first-gear driving process of the electric automobile, the on-shaft sliding ring 710 of the electric control overrunning clutch 7 moves leftwards from the first position A to the middle second position B, at the moment, the on-shaft sliding ring 710 drives the second connecting rod 708 to rotate around the rotating pair on the convex claw of the side plate through the upper bolt of the straight notch, and drives the first connecting rod 707 through the rotating pair at the circular hole 7081 at the outer end part of the second connecting rod 708 so that the control ring 706 makes relative movement close to the on-shaft sliding ring 710. At this time, the rectangular columns on fingers 702 and 703 are located at a second position B1 in the control slot. The control ring is limited only by the narrow width of the contact position between the reverse pusher dog control groove 7062 and the reverse pusher dog 702, so that the forward pusher dog 703 can be in contact with the convex side surface of the inner ring 701, the reverse pusher dog 702 cannot be in contact with the other convex side surface of the inner ring, and the controllable clutch is in a forward overrunning state. Meanwhile, the clutch 9 is fixedly connected with the intermediate shaft 8, and the vehicle is shifted up to 2. The on-shaft slip ring 710 of the electrically controlled overrunning clutch 7 is again actuated to move leftwards from the second position B to the third position C on the left. The on-shaft slip ring 710 drives the second connecting rod 708 to rotate around the rotating pair on the convex claw of the side plate 709 through the bolt on the straight notch, and drives the first connecting rod 707 through the rotating pair at the round hole 7081 at the outer end part of the second connecting rod 708 to enable the control cylinder ring 706 to do relative motion further close to the on-shaft slip ring 710, and finally the pusher dog 702 and the rectangular column on the pusher dog 703 are located at a third position C1 in the control groove.
At this time, the shifting claws 702 and 703 are both limited by the control grooves 7063 and 7062, the shifting claws 702 cannot contact with the shifting claws 703 and the convex side surfaces of the inner ring 701, the electronically controlled overrunning clutch 7 is switched to a bidirectional overrunning state, the electric vehicle is shifted up, and the speed ratio of the transmission is 1. If the vehicle is braked in the 2-gear state, the driving motor 1 stops torque output, and receives feedback torque from the output end to the output shaft 10, the clutch 9, the intermediate shaft 8, the inner magnetic wheel 3 and the input shaft 2 as a generator, so that braking energy recovery is realized.
S3: in the normal driving process of the 2-gear electric automobile, when the driving speed of the automobile is reduced to the speed threshold of the 1-gear speed, the on-shaft sliding ring 710 of the electrically controlled overrunning clutch 7 moves rightwards from the third position C to the second position B, at this time, the on-shaft sliding ring 710 drives the second connecting rod 708 to rotate around the rotating pair on the protruding claw of the side plate through the upper bolt of the straight notch, and drives the first connecting rod 707 to make the control ring 706 move relatively far away from the on-shaft sliding ring 710 through the rotating pair at the circular hole 7081 at the outer end of the second connecting rod 708, only the reverse shifting claw 702 is limited by the control groove 7062, so that the forward shifting claw 703 can be in contact with the protruding side face of the inner ring 701, the reverse shifting claw 702 cannot be in contact with the other protruding side face of the inner ring 701, and the electrically controlled overrunning clutch 7 switches the working state to the forward overrunning state. The clutch is disconnected with the 9 middle shaft 8, the driving motor 1 increases the rotating speed until the speeds of the inner ring and the outer ring of the electric control overrunning clutch 7 are equal, and the sliding ring 710 on the middle shaft of the electric control overrunning clutch 7 moves rightwards from the second position B to the first position A on the right side. The on-shaft sliding ring 710 drives the second connecting rod 708 to rotate around the rotating pair on the convex claw of the side plate through the bolt on the straight notch, and drives the first connecting rod 707 through the rotating pair at the round hole 7081 at the outer end part of the second connecting rod 708 so that the control ring 706 makes relative movement away from the on-shaft sliding ring 710. At the moment, the control groove does not limit the pusher dog, the pusher dog can be contacted with the side surface of the inner ring protrusion, the electric control overrunning clutch 7 is switched to a bidirectional wedging state, and the vehicle gear is reduced to 1 gear.
S4, after the parking of the electric automobile is completed, the upper sliding ring 710 in the electric control overrunning clutch 7 moves to a third position C, the upper sliding ring 710 on the shaft drives the second connecting rod 708 to rotate around the rotating pair on the convex claw of the side plate through the upper bolt of the straight notch, and drives the first connecting rod 707 through the rotating pair at the round hole 7081 at the outer end part of the second connecting rod 708 so that the control ring 706 can move relative to the upper sliding ring 710 on the shaft. Finally, the rectangular column 7021 on the reverse finger 702 is positioned at the third position C1 in the control groove 7062, and the control groove 7062 limits the rectangular column 7021. The rectangular column 7031 on the forward pusher dog 703 is located at a third position in the control slot 7063, and the control slot 7063 limits the rectangular column 7031. The forward shifting claw 703 and the reverse shifting claw 702 can not contact with the side surface of the inner ring protrusion, and the electric control overrunning clutch works in a bidirectional overrunning state. The clutch 9 and the intermediate shaft 8 are always in a disconnected state, no matter the driving motor 1 rotates forwards or backwards, the wheel end is still, and the electric vehicle is in a neutral gear, as shown in fig. 5.
S5: the clutch 9 and the intermediate shaft 8 are in a disconnected state, the upper sliding ring 710 in the electric control overrunning clutch 7 moves to the first position a, at this time, the upper sliding ring 710 on the shaft drives the second connecting rod 708 to rotate around the rotating pair on the convex claw of the side plate through the upper bolt of the straight notch, and drives the first connecting rod 707 through the rotating pair at the circular hole 7081 at the outer end part of the second connecting rod 708 to enable the control ring 706 to make relative movement away from the upper sliding ring 710 on the shaft. Fingers 702 and rectangular posts 7021 and 7031 at the ends of fingers 703 are not constrained by control slots 7062 and 7063. The pusher dog 702, the pusher dog 703 and the convex side surface of the inner ring 701 can contact, so that the electrically controlled overrunning clutch 7 works in a two-way wedging state. The motor rotates in the reverse direction, the vehicle is in a reverse gear state, and the speed ratio of the transmission is M + N/M, as shown in FIG. 4.
Example 2:
as shown in fig. 6: a two-way electric control overrunning clutch type permanent magnet two-gear transmission comprises a transmission shell 12, a driving mechanism, a magnetic field modulation gear speed change mechanism, an electric control overrunning clutch 7, a speed change mechanism connecting piece 6 and a clutch 9; the driving mechanism, the magnetic field modulation gear speed change mechanism, the speed change mechanism connecting piece 6, the electric control overrunning clutch 7 and the clutch 9 are all arranged in the transmission shell 12.
The driving mechanism comprises a driving motor 1, an input shaft 2, an intermediate shaft 8 and an output shaft 10; the input shaft 2, the intermediate shaft 8 and the output shaft 10 are sequentially connected with a transmission shell through bearings, the output shaft 10 is fixedly connected with a main speed reducer 11 of the electric automobile, the driving motor 1 is fixedly connected with the input shaft 2, and the driving motor 1 is fixedly connected with a transmission shell 12;
the magnetic field modulation gear speed change mechanism comprises an inner magnetic wheel 3 with M pairs of magnetic poles, a magnetic adjusting ring 4 and an outer magnetic wheel 5 with N pairs of magnetic poles; the number of the magnetic pole pairs satisfies that M is smaller than N; the inner magnetic wheel 3 is fixedly connected with the transmission shell 12; the input shaft 2 is fixedly connected with the outer magnetic wheel 5, and the intermediate shaft 8 is fixedly connected with the outer magnetic wheel 5.
The electric control overrunning clutch comprises an inner ring 701, a reverse pusher dog 702, a forward pusher dog 703, a pusher dog spring 704, an outer ring 705 and an overrunning function control mechanism; the overrunning function control mechanism comprises a control cylinder ring 706, a first connecting rod 707, a second connecting rod 708, a side plate 709 and a shaft upper sliding ring 710; the control cylinder ring 706 is connected with four corresponding positioning grooves 7051 on the outer ring 705 in an axial sliding manner through four positioning protrusions 7061 uniformly distributed on the circumferential direction of the inner wall. The control cylinder ring is provided with two reverse control grooves 7062 and two forward control grooves 7063, and the inner wall of the outer ring 705 is provided with a forward limiting groove and a reverse limiting groove which respectively correspond to the forward control grooves 7063 and the reverse control grooves 7062; the reverse pusher dog 702 passes through the side wall of the outer ring 705 through a rectangular column 7021 in the middle of the tail end and then contacts with the side line of a reverse control groove 7062, and a rectangular column 7031 at the tail end of the forward pusher dog 703 contacts with the side line of a control groove 7063; the right end parts of the outer wall of the control cylinder ring 706, which correspond to the positioning protrusions 7061, are fixedly connected with rectangular protruding parts; the first connecting rod 707 is coaxial with a round hole 7064 of a rectangular convex part on the control cylinder ring 706 through a round hole 7071 at one end part and is connected with the round hole by a bolt; the other end portion hole 7072 of the first link 707 is coaxially rotatably connected to the end portion hole 7081 of the second link 708 by a bolt. The side plate 709 is coaxially and fixedly connected with the right side of the outer ring 705 through bolts. The right end face of the side plate 709 is provided with axial protruding claws which respectively correspond to the middle parts of the second connecting rods 708, and a middle round hole 7082 of the second connecting rods 708 is rotatably connected with a round hole 7091 at the end part of the protruding claw through a bolt; the outer side of the circumference of the on-shaft sliding ring 710 is provided with a straight notch joint 7101 corresponding to the second connecting rod 708, and a round hole 7083 at the other end of the second connecting rod 708 and the straight notch joint 7101 on the on-shaft sliding ring 710 form limited sliding and rotating connection with a bolt.
The inner ring 701 is coaxially arranged on the inner side of the outer ring 705, and a plurality of axial protrusions are uniformly distributed on the circumference of the outer wall of the inner ring 701 and are in a gear-shaped structure; the reverse pusher dog 702 and the forward pusher dog 703 can be selectively contacted with the convex side surface on the outer wall of the inner ring 701, and the inner ring 701 of the electric control overrunning clutch 7 is fixedly connected with the magnetic regulating ring 4 through a speed change mechanism connecting piece 6; the clutch 9 is fixedly connected with the output shaft 10, and the clutch 9 can be selectively and fixedly connected and disconnected with the intermediate shaft 8; clutch 9 is connected to the outer ring 705 of the electronically controlled overrunning clutch 7.
The shift operation method and the braking energy recovery strategy of embodiment 2:
s1: the power transmission state of the first gear of the vehicle is shown in fig. 7, and the corresponding working state of the electronically controlled overrunning clutch is shown in fig. 14. The specific working process is as follows: the clutch 9 is disconnected with the intermediate shaft 8, the sliding ring 710 on the intermediate shaft of the electric control overrunning clutch 7 moves rightwards to the first position A far away from the outer ring, the second connecting rod 708 is driven to rotate around the rotating pair on the convex claw of the side plate through the bolt on the straight notch, and the first connecting rod 707 is driven through the rotating pair on the round hole 7081 at the outer end part of the second connecting rod 708 so that the control cylinder ring 706 moves relatively far away from the sliding ring 710 on the shaft. At this time, the rectangular column on the pusher dog is located at a first position A1 in the control slot. Fingers 702 and rectangular posts 7021 and 7031 at the ends of fingers 703 are not constrained by control slots 7062 and 7063. The shifting claws 702 and 703 can limit the counterclockwise rotation and the clockwise rotation of the inner ring 701, and can be in contact with the convex side surface of the inner ring 701, so that the electric control overrunning clutch 7 works in a bidirectional wedging state. The driving motor 1 rotates in the positive direction, the vehicle is in a forward 1-gear state, and the speed reduction ratio of the transmission is M + N/N. At this time, if the vehicle is braked, the driving motor 1 stops torque output, and receives feedback torque from the output end to the output shaft 10, the clutch 9, the electric control overrunning clutch 7, the speed change mechanism connecting piece 6, the magnetic adjusting ring 4, the outer magnetic wheel 3 and the input shaft 2 as a generator, so that braking energy recovery is realized.
S2: the electrically controlled overrunning clutch is in a forward overrunning state as shown in fig. 15, in a bidirectional overrunning state as shown in fig. 16, and in a two-gear power transmission path as shown in fig. 8. The specific working process is as follows: in the first-gear driving process of the electric automobile, the on-shaft sliding ring 710 of the electric control overrunning clutch 7 moves leftwards from the first position A to the middle second position B, at the moment, the on-shaft sliding ring 710 drives the second connecting rod 708 to rotate around the rotating pair on the protruding claw of the side plate through the upper bolt of the straight notch, and drives the first connecting rod 707 through the rotating pair at the round hole 7081 at the outer end part of the second connecting rod 708 to enable the control ring 706 to make relative motion close to the on-shaft sliding ring 710. At this time, the rectangular columns on fingers 702 and 703 are located at a second position B1 in the control slot.
Fingers 703 are not restrained by control groove 7063 on the control cylinder ring, fingers 702 are restrained by control groove 7062 on the control cylinder ring, fingers 703 can contact the side of the protrusion on inner ring 701, and fingers 702 cannot contact the other side of the protrusion on inner ring 701. The electronically controlled overrunning clutch 7 is then operated in a forward overrunning condition. The clutch 9 is fixedly connected with the intermediate shaft 8, and the vehicle is shifted up to 2. The on-shaft slip ring 710 of the electrically controlled overrunning clutch 7 is again actuated to move leftwards from the second position B to the third position C on the left. The on-shaft slip ring 710 drives the second connecting rod 708 to rotate around the rotating pair on the convex claw of the side plate 709 through the bolt on the straight notch, and drives the first connecting rod 707 through the rotating pair at the round hole 7081 at the outer end part of the second connecting rod 708 to enable the control cylinder ring 706 to do relative motion further close to the on-shaft slip ring 710, and finally the pusher dog 702 and the rectangular column on the pusher dog 703 are located at a third position C1 in the control groove. At this time, the shifting claws 702 and 703 are both limited by the control grooves 7063 and 7062, the shifting claw 702 cannot contact with the shifting claw 703 and the convex side surface of the inner ring 701, and the electrically controlled overrunning clutch 7 is switched to a bidirectional overrunning state, so that the speed ratio of the transmission is 1. At this time, when the vehicle is braked, the drive motor 1 stops torque output, and receives feedback torque from the output end to the output shaft 10, the clutch 9, the intermediate shaft 8, the outer magnetic wheel 3, and the input shaft 2 as a generator, thereby recovering braking energy.
S3: in the normal driving process of the 2-gear electric automobile, when the driving speed of the automobile is reduced to the speed threshold of 1 gear, the on-shaft slip ring 710 of the overrunning clutch 7 moves rightwards from the third position C to the second position B, at the moment, the on-shaft slip ring 710 drives the second connecting rod 708 to rotate around the rotating pair on the convex claw of the side plate through the upper bolt of the straight notch, and drives the first connecting rod 707 through the rotating pair at the circular hole 7081 at the outer end part of the second connecting rod 708 to enable the control ring 706 to do relative movement far away from the on-shaft slip ring 710.
Fingers 703 are not restrained by control slots 7063 on the control collar and fingers 702 are restrained by control slots 7062 on the control collar. Fingers 703 may contact the side of the inner ring 701 projection while fingers 702 may not contact the other side of the inner ring 701 projection. The electrically controlled overrunning clutch 7 is then switched to the positive overrunning state. The clutch is disconnected with the 9 intermediate shaft 8, the driving motor 1 increases the rotating speed until the speeds of the inner ring and the outer ring of the electric control overrunning clutch 7 are equal,
the sliding ring 710 on the shaft of the electric control overrunning clutch 7 moves rightwards from the second position B to the right first position A. The on-shaft slip ring 710 drives the second connecting rod 708 to rotate around the rotating pair on the convex claw of the side plate through the bolt on the straight notch, and drives the first connecting rod 707 through the rotating pair at the round hole 7081 at the outer end part of the second connecting rod 708 so as to enable the control ring 706 to make relative motion far away from the on-shaft slip ring 710. At the moment, the control groove does not limit the pusher dog, the pusher dog can be contacted with the side surface of the inner ring protrusion, the electric control overrunning clutch 7 is switched to a bidirectional wedging state, and the vehicle gear is reduced to 1 gear.
And S4, after the parking and stopping of the electric automobile are completed, the sliding ring 710 on the inner shaft of the electric control overrunning clutch 7 moves to a third position C. At this time, the on-shaft sliding ring 710 drives the second connecting rod 708 to rotate around the revolute pair on the protruding claw of the side plate through the upper bolt of the straight notch, and drives the first connecting rod 707 through the revolute pair at the circular hole 7081 at the outer end of the second connecting rod 708 so that the control ring 706 makes a relative motion close to the on-shaft sliding ring 710. Finally, the rectangular column 7021 on the reverse finger 702 is positioned at the third position C1 in the control groove 7062, and the control groove 7062 limits the rectangular column 7021. The rectangular column 7031 on the forward shifting claw 703 is located at a third position in the control groove 7063, and the control groove 7063 limits the rectangular column 7031. The forward shifting claw 703 and the reverse shifting claw 702 can not contact with the inner ring convex side, and the electric control overrunning clutch works in a bidirectional overrunning state. The clutch 9 and the intermediate shaft 8 are always in a disconnected state, no matter the driving motor 1 rotates forwards or backwards, the wheel end is still, and the electric vehicle is in a neutral gear, as shown in fig. 10.
S5: the clutch 9 and the intermediate shaft 8 are in a disconnected state, the upper sliding ring 710 in the electric control overrunning clutch 7 moves to the first position A, at this time, the upper sliding ring 710 on the shaft drives the second connecting rod 708 to rotate around the rotating pair on the protruding claw of the side plate through the upper bolt of the straight notch, and drives the first connecting rod 707 through the rotating pair at the round hole 7081 at the outer end part of the second connecting rod 708 so that the control ring 706 makes a relative movement away from the upper sliding ring 710 on the shaft. Fingers 702 and rectangular posts 7021 and 7031 at the ends of fingers 703 are not constrained by control slots 7062 and 7063. The pusher dog 702, the pusher dog 703 and the convex side surface of the inner ring 701 can contact, so that the electrically controlled overrunning clutch 7 works in a two-way wedging state. The motor rotates in the reverse direction, the vehicle is in a reverse gear state, and the speed ratio of the transmission is M + N/N, as shown in FIG. 9.
The invention is not well known in the art.
The above-mentioned embodiments are merely illustrative of the preferred embodiments of the present invention, and do not limit the scope of the present invention, and various modifications and improvements of the technical solution of the present invention by those skilled in the art should fall within the protection scope defined by the claims of the present invention without departing from the spirit of the present invention.

Claims (6)

1. The utility model provides a two-way automatically controlled surmounts separation and reunion formula permanent magnetism two speed transmission which characterized in that: the speed changer comprises a speed changer shell, a driving mechanism, a magnetic field modulation gear speed change mechanism, a speed change mechanism connecting piece, an electric control overrunning clutch and a clutch; the driving mechanism, the magnetic field modulation gear speed change mechanism, the speed change mechanism connecting piece, the electric control overrunning clutch and the clutch are all arranged in the transmission shell;
the driving mechanism comprises a driving motor, an input shaft, an intermediate shaft and an output shaft; the input shaft, the intermediate shaft and the output shaft are sequentially connected with the transmission shell through bearings; the output shaft is fixedly connected with a main speed reducer of the electric automobile; the main shaft of the driving motor is fixedly connected with the input shaft; the driving motor is fixedly connected with the transmission shell;
the magnetic field modulation gear speed change mechanism comprises an inner magnetic wheel with M pairs of magnetic poles, a magnetic regulation ring and an outer magnetic wheel with N pairs of magnetic poles; the number of the magnetic pole pairs satisfies that M is smaller than N; the outer magnetic wheel or the inner magnetic wheel is fixedly connected with the transmission shell;
the clutch is fixedly connected with the output shaft and selectively and fixedly connected or disconnected with the intermediate shaft; the clutch is fixedly connected with the output end of the electric control overrunning clutch; the input end of the electric control overrunning clutch is connected with the magnetic regulating ring through a speed change mechanism connecting piece; the input shaft is fixedly connected with any rotating component in the magnetic field modulation gear speed change mechanism; the intermediate shaft is fixedly connected with a rotating component which is fixedly connected with the input shaft in the magnetic field modulation gear speed change mechanism.
2. The two-way electric control overrunning clutch type permanent magnet two-gear transmission according to claim 1, is characterized in that: the electric control overrunning clutch comprises an inner ring, a forward shifting claw, a reverse shifting claw, a shifting claw spring, an outer ring and an overrunning function control mechanism; the overrunning function control mechanism comprises a control cylinder ring, a first connecting rod, a second connecting rod, a side plate and an on-shaft slip ring; the inner wall of the control cylinder ring is in sliding connection with the corresponding positioning groove on the outer wall of the outer ring along the axial direction through the uniformly distributed positioning bulges; the side wall of the control cylinder ring is uniformly provided with a forward control groove and a reverse control groove which are mutually spaced; the inner wall of the outer ring is provided with axial limiting grooves corresponding to the control grooves; the forward shifting claw and the reverse shifting claw are respectively and correspondingly arranged in the limiting grooves, the middle part of the tail end of each shifting claw is fixedly connected with a rectangular column, and each rectangular column respectively penetrates through the side wall of the outer ring in the radial direction and then is correspondingly contacted with the side line of each control groove; the pusher dog spring is connected between the pusher dog and the inner wall of the outer ring; the outer end parts of the outer wall of the control cylinder ring and the corresponding positions of the positioning bulges are fixedly connected with rectangular bulge parts; one end of the first connecting rod is rotationally connected with the rectangular boss through a bolt, and the other end of the first connecting rod is rotationally connected with one end of the second connecting rod through a bolt with the same axle center; the side plate is fixedly connected to the right end face of the outer ring through a bolt; the side plate is provided with an axial protruding claw, and the middle part of the second connecting rod and the end part of the protruding claw form rotatable connection through a bolt; the shaft upper sliding ring is coaxially arranged on the right side of the side plate, and straight notch joints corresponding to the second connecting rods are respectively arranged on the outer sides of the circumferences of the shaft upper sliding ring; the other end of the second connecting rod and a corresponding straight notch joint on the sliding ring on the shaft form limiting sliding and rotating connection through a bolt; the inner hole of the slip ring on the shaft is in sliding connection with the intermediate shaft; the inner ring is coaxially arranged on the inner side of the outer ring; a plurality of axial protrusions are uniformly distributed on the circumference of the outer wall of the inner ring, and the pusher dog can be selectively contacted with the side surface of the protrusion on the inner ring; the inner ring is connected with the magnetic adjusting ring through a speed change mechanism connecting piece, and the outer ring is fixedly connected with the clutch.
3. The two-way electric control overrunning clutch type permanent magnet two-gear transmission according to claim 1, is characterized in that: the magnetic field modulation gear speed change mechanism is an axial magnetizing magnetic field modulation gear or a radial magnetizing magnetic field modulation gear.
4. The two-way electric control overrunning clutch type permanent magnet two-gear transmission according to claim 3, is characterized in that: the magnetic field modulation gear speed change mechanism is a radial magnetizing magnetic field modulation gear, an input shaft is fixedly connected with an outer magnetic wheel, and an inner magnetic wheel is fixedly connected with a transmission shell.
5. The two-way electric control overrunning clutch type permanent magnet two-gear transmission according to claim 3, is characterized in that: the magnetic field modulation gear speed change mechanism is a radial magnetizing magnetic field modulation gear, an input shaft is fixedly connected with an inner magnetic wheel, and an outer magnetic wheel is fixedly connected with a transmission shell.
6. A method of shifting a permanent magnet two speed transmission of the clutch type with overrunning control according to claim 1, comprising the steps of:
s1: the clutch is disconnected with the intermediate shaft, the on-shaft sliding ring moves to a first position on the right side far away from the outer ring, the second connecting rod is driven to rotate around the revolute pair on the protruding claw through the bolt on the straight notch joint, and meanwhile, the revolute pair on the outer end part of the second connecting rod drives the first connecting rod to enable the control cylinder ring to do relative motion far away from the on-shaft sliding ring; at the moment, the rectangular columns on the forward shifting claw and the reverse shifting claw are positioned at a first position in the control groove; the positive shifting claw and the reverse shifting claw are not limited, so that the positive shifting claw and the reverse shifting claw can work freely, the electric control overrunning clutch works in a two-way combination state, the driving motor rotates in the positive direction, the vehicle is in a forward 1-gear state, and the reduction ratio of the transmission is M + N/M or M + N/N according to different fixed elements in the magnetic field modulation gear speed change mechanism; at the moment, if the vehicle is braked, the driving motor stops torque output and serves as a generator to receive torque transmitted from the output end through the electric control overrunning clutch, and the recovery of braking energy is realized;
s2: in the 1-gear driving process, the upper sliding ring of the shaft moves leftwards to a middle second position at a first position; at the moment, the shaft upper sliding ring drives the second connecting rod to rotate around the protruding claw upper rotating pair through a bolt on the straight notch joint, and drives the first connecting rod through the second connecting rod outer end rotating pair to enable the control cylinder ring to do relative motion close to the shaft upper sliding ring; at the moment, the rectangular column on the pusher dog is positioned at a second position in the control groove; the contact position between the reverse control groove on the control cylinder ring and the reverse pusher dog has a narrow groove width, so that the reverse pusher dog can be limited, the forward pusher dog can work freely, and the reverse pusher dog cannot work; the electric control overrunning clutch is in a positive overrunning state; the clutch is fixedly connected with the intermediate shaft, the vehicle is shifted up to 2, and the speed ratio of the transmission is 1; the upper sliding ring on the shaft moves to a third position on the left side, the upper sliding ring on the shaft drives a second connecting rod to rotate around a rotating pair on the protruding claw through a bolt on a straight notch joint, and drives a first connecting rod through a rotating pair at the outer end part of the second connecting rod to enable the control cylinder ring to do relative movement further close to the sliding ring on the shaft, and finally the rectangular column on the shifting claw is located at a third position in the control groove; under the state, the widths of the contact positions of the forward control groove, the reverse control groove and the reverse pusher dog on the control cylinder ring are narrow, and the forward pusher dog and the reverse pusher dog are limited simultaneously; the electric control overrunning clutch switches the working state into a bidirectional overrunning state; at this time, when the vehicle is braked, the drive motor stops torque output, and the generator receives torque transmitted from the output terminal via the clutch, thereby recovering braking energy.
S3: in the 2-gear normal driving process, when the driving speed of the vehicle is reduced to a 1-gear speed threshold value, the slip ring on the shaft moves to the right at a left third position to an intermediate second position; at the moment, the shaft upper sliding ring drives the second connecting rod to rotate around the rotating pair on the protruding claw through the bolt on the straight notch joint, and drives the first connecting rod through the rotating pair at the outer end part of the second connecting rod to enable the control cylinder ring to do relative motion close to the shaft upper sliding ring; at the moment, the rectangular column on the pusher dog is positioned at a second position in the control groove; the groove width of the contact position between the reverse control groove on the control cylinder ring and the reverse pusher dog is narrow, so that the control cylinder ring can limit the contact position, the forward pusher dog can work freely, the reverse pusher dog cannot work, and the electric control overrunning clutch can work in a forward overrunning state; the clutch is disconnected with the intermediate shaft, the driving motor increases the rotating speed until the speeds of the inner ring and the outer ring of the electric control overrunning clutch are equal, and the shaft upper sliding ring moves rightwards from the middle second position to the right first position; the bolt on the straight notch joint drives the second connecting rod to rotate around the rotating pair on the convex claw, and the rotating pair at the outer end part of the second connecting rod drives the first connecting rod to enable the control cylinder ring to do relative motion far away from the slip ring on the shaft; at the moment, the control groove does not limit the forward shifting claw and the reverse shifting claw, the forward shifting claw and the reverse shifting claw can freely work, the electric control overrunning clutch works in a two-way wedging state, and the gear of the vehicle is reduced to 1 gear;
s4: after the parking and stopping of the electric automobile are completed, the sliding ring on the shaft moves to a third position on the left side, at the moment, the pusher dog is limited by the control groove to be disconnected with the inner ring, and the electric control overrunning clutch is switched to a bidirectional overrunning state; the clutch and the intermediate shaft are always in a disconnected state, at the moment, no matter the driving motor rotates forwards or backwards, the wheel end is still, and the gear of the electric vehicle is neutral;
s5: the clutch and the intermediate shaft are in a disconnected state; the upper sliding ring of the shaft moves to a first position on the right side, and at the moment, the rectangular columns of the pusher dogs are not limited by the control grooves; the inner ring is limited by the pusher dog in anticlockwise and clockwise rotation, and the electric control overrunning clutch works in a bidirectional combination state; the driving motor rotates reversely, the vehicle is in a reverse gear state, and the speed ratio of the transmission is M + N/M or M + N/N according to different fixed elements in the magnetic field modulation gear speed change mechanism.
CN202211035473.6A 2022-08-26 2022-08-26 Bidirectional electric control overrunning clutch type permanent magnet two-gear transmission and gear shifting method thereof Active CN115384305B (en)

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