CN212839268U

CN212839268U - Speed detection device for transmission output shaft

Info

Publication number: CN212839268U
Application number: CN202021208686.0U
Authority: CN
Inventors: 孙康笑; 迟逍; 马长智; 万全喜
Original assignee: Shengrui Transmission Co Ltd
Current assignee: Shengrui Transmission Co Ltd
Priority date: 2020-06-24
Filing date: 2020-06-24
Publication date: 2021-03-30
Anticipated expiration: 2030-06-24

Abstract

The disclosure relates to the technical field of motor vehicle transmissions and provides a speed detection device for a transmission output shaft. This speed detection device is including the outer hub of clutch that is used for with the muffjoint of derailleur, and the outer hub setting of clutch is in telescopic periphery, and the sleeve is stretched out to the one end of the outer hub of clutch, and the inside formation cavity of the end that stretches out of the outer hub of clutch, and the periphery of the outer hub of clutch is equipped with a plurality of response teeth, is equipped with the sensor that is used for detecting response tooth slew velocity on the casing of derailleur and the corresponding position of response tooth. This openly sets up the outer hub of clutch in telescopic periphery, sets up the inside of clutch outer hub with the friction disc group again, reduces telescopic diameter, and the periphery of outer hub of clutch sets up the response tooth, measures the rotational speed of response tooth through the sensor that sets up on the casing, can reachs the rotational speed of output shaft, and structural design is reasonable, reduces the volume of derailleur, and can not influence the normal work of other structures.

Description

Speed detection device for transmission output shaft

Technical Field

The present disclosure relates to the field of automotive transmission technologies, and in particular, to a speed detection device for a transmission output shaft.

Background

An automotive transmission is a set of transmission devices for coordinating the rotational speed of an engine and the actual driving speed of wheels, and is used for exerting the best performance of the engine. The transmission can generate different gear ratios between an engine and wheels during the running process of the automobile, and the transmission of the rotating speeds of different gears is realized.

The manual transmission mainly comprises gears and a rotating shaft, and the speed change and torque change are generated by different gear combinations; the automatic transmission AT consists of a hydraulic torque converter, a planetary gear and a hydraulic control system, and achieves the purposes of speed and torque changing through a hydraulic transmission and gear combination mode.

Among them, the automatic transmission has advantages of comfortable driving, reducing fatigue of driver, etc., and has become a development direction of modern car configuration. The automatic transmission utilizes a planetary gear mechanism to change speed, can automatically change speed according to the degree of an accelerator pedal and the change of vehicle speed, and a driver only needs to operate the accelerator pedal to control the vehicle speed, so that the driver can watch road traffic with full attention without being confused by gear shifting.

The automatic transmission includes a plurality of planetary gear assemblies and a plurality of shift elements, wherein the shift elements include clutches and brakes. The transmission relationship of each planetary transmission assembly is changed through the gear shifting unit, so that the automatic transmission outputs different rotating speeds. The automatic transmission utilizes a clutch arranged in a gearbox to perform gear shifting control, and how to control the slip of the clutch in the gear shifting process is the key for performing smooth gear shifting, and especially for a starting clutch, the slip is limited in a target range. Specifically, the control system adjusts the required torque of the combined clutch in real time through the slip difference value, and then controls the pressure of the clutch, so that the actual slip of the closed-loop control system is changed along with the target slip, smooth combination of the clutch is guaranteed, and gear shifting impact is eliminated. And calculating the slip of the clutch typically includes the steps of: acquiring the rotating speed of an input shaft of the automatic transmission, and calculating to obtain the rotating speed of an output shaft according to the transmission ratio of the current transmission torque gear and the rotating speed of the input shaft; measuring the rotation speed of an output shaft of the automatic transmission; the difference between the two output shaft speeds is the slip of the clutch.

In the existing transmission, the number of components for realizing the gear shifting function is large, so that the manufacturing cost is high, the cost compression is not facilitated, the damage of a transmission element is increased by the connection mode among all the components, and the safety factor and the service life of the transmission element are reduced.

Therefore, an automatic transmission has been developed to effectively reduce the above problems, which includes an input rotating shaft, an output rotating shaft, four planetary row assemblies and five shift elements, and a driver can change the matching relationship between the five shift elements and the four planetary row assemblies to realize the switching between eight forward gears and one reverse gear.

The five shifting elements comprise a brake, a second clutch, a third clutch and a fourth clutch; the four planet row assemblies are sequentially named as a fourth planet row assembly, a first planet row assembly, a second planet row assembly and a third planet row assembly according to the direction of the input rotating shaft towards the output rotating shaft.

Specifically, the input rotating shaft is respectively connected with the first planet carrier and the second clutch; the brake is connected with the first sun gear through a first rotating shaft; the first gear ring is connected with the fourth clutch through a second rotating shaft; the first rotating shaft is fixedly connected with a fourth sun gear, the fourth planet carrier is connected with the first clutch through a seventh rotating shaft, and the fourth gear ring is fixedly connected with the inner wall of the box body; the second sun gear is connected with the second rotating shaft; one end of the second planet carrier is provided with a third clutch; the second gear ring is connected with the second clutch through a third rotating shaft; a fourth clutch is arranged on the third rotating shaft; the third rotating shaft is connected with the third sun gear; the third planet carrier is connected with a third clutch; the third planet carrier is connected with the output rotating shaft; the third gear ring is connected with the first clutch through a fourth rotating shaft.

The automatic transmission also includes a sleeve through which the planetary row assemblies and the corresponding clutches and brakes are mounted within the housing of the transmission. Specifically, a fourth planet row component and a third planet row component are respectively arranged at two ends of the sleeve, wherein the third planet row component is arranged close to the output end of the transmission, and a planet carrier of the third planet row component is connected with the output shaft; and the clutch connected with the fourth planet row assembly is arranged on the inner wall of the sleeve. The rotational speed of the output shaft of the above-described transmission is generally derived from the rotational speed of the third carrier, i.e., a speed sensor is provided on the outer periphery of the third carrier. However, since the third planet carrier is used as the output end of the rotating speed and is rotatably arranged with the housing, in order to ensure the smoothness of the rotating process of the third planet carrier, the contact area between the third planet carrier and the housing or the bearing should be ensured to be large enough, and it is seen that the arrangement of the speed sensor on the periphery of the third planet carrier is not beneficial to the smoothness of the rotation of the third planet carrier.

SUMMERY OF THE UTILITY MODEL

To solve the above technical problem or at least partially solve the above technical problem, the present disclosure provides a speed detection device for a transmission output shaft.

The utility model provides a speed detection device for derailleur output shaft, hub outside the clutch including being used for with the muffjoint of derailleur, the outer hub setting of clutch is in telescopic periphery, the one end of the outer hub of clutch stretches out the sleeve, the inside formation that the end that stretches out of the outer hub of clutch is used for installing the cavity of clutch friction disc group, the periphery of the outer hub of clutch is along telescopic circumferential direction interval is equipped with a plurality of response teeth, the casing of derailleur with be equipped with on the corresponding position of response tooth and be used for detecting the sensor of response tooth slew velocity.

Optionally, the sensor includes a housing, and a permanent magnet, an induction coil and a magnetic head disposed inside the housing, the induction coil is wound around the periphery of the magnetic head, the permanent magnet is disposed at one end of the magnetic head, and the other end of the magnetic head is disposed toward the direction of the induction tooth.

Optionally, the magnetic head is perpendicular to a centerline of the clutch outer hub.

Optionally, the shell is arranged on the shell in a penetrating mode, the magnetic head extends into the shell, a mounting plate used for being connected with the shell is arranged on the shell, and the mounting plate is connected with the shell through bolts.

Optionally, a support seat is arranged at a position of the shell corresponding to the mounting plate, and the support seat is connected with the mounting plate through a bolt.

Optionally, the number of the sensing teeth is a multiple of 4.

Optionally, the sleeve is connected with the clutch outer hub through a clamp spring.

Compared with the prior art, the technical scheme provided by the embodiment of the disclosure has the following advantages:

this openly sets up the outer hub of clutch in telescopic periphery, sets up the inside of clutch outer hub with the friction disc group again, reduces telescopic diameter, and the periphery of outer hub of clutch sets up the response tooth, measures the rotational speed of response tooth through the sensor that sets up on the casing, can reachs the rotational speed of output shaft, and structural design is reasonable, reduces the volume of derailleur, and can not influence the normal work of other structures.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.

In order to more clearly illustrate the embodiments or technical solutions in the prior art of the present disclosure, the drawings used in the description of the embodiments or prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.

FIG. 1 is a schematic view of a sleeve arrangement according to an embodiment of the disclosure;

FIG. 2 is an enlarged view taken at A in FIG. 1;

FIG. 3 is a schematic diagram illustrating an arrangement of a speed detection apparatus according to an embodiment of the disclosure;

fig. 4 is an enlarged view at B in fig. 2.

10, a sleeve; 20. a clutch outer hub; 21. a friction plate set; 22. a clutch inner hub; 30. an induction tooth; 40. a sensor; 41. mounting a plate; 50. a housing; 60. and a clamp spring.

Detailed Description

In order that the above objects, features and advantages of the present disclosure may be more clearly understood, aspects of the present disclosure will be further described below. It should be noted that the embodiments and features of the embodiments of the present disclosure may be combined with each other without conflict.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure, but the present disclosure may be practiced in other ways than those described herein; it is to be understood that the embodiments disclosed in the specification are only a few embodiments of the present disclosure, and not all embodiments.

As shown in fig. 1 to 4, the speed detection device for the transmission output shaft according to the embodiment of the present application includes a clutch outer hub 20 for connecting with the sleeve 10 of the transmission. As shown in fig. 2, the sleeve 10 is connected to the clutch outer hub 20 by a snap spring 60, so that the clutch outer hub 20 can be conveniently assembled and disassembled. As shown in fig. 1, the clutch outer hub 20 is provided on the outer periphery of the sleeve 10, and specifically, the clutch outer hub 20 is provided on the outer periphery of the sleeve 10 on the side closer to the transmission input. One end of the clutch outer hub 20 extends out of the sleeve 10, a cavity for installing the clutch friction plate set 21 is formed inside the extending end of the clutch outer hub 20, and after the clutch outer hub 20 is installed on the sleeve 10, an assembly of the friction plate set 21, the clutch inner hub 22 and the planet carrier row is installed inside the clutch outer hub 20, so that the installation is convenient, and the diameter of the sleeve 10 is reduced.

As shown in fig. 4, the outer periphery of the clutch outer hub 20 is provided with a plurality of inductive teeth 30 at intervals along the circumferential direction of the sleeve 10. The response tooth 30 follows the outer hub 20 of clutch and rotates, therefore the rotational speed of the outer hub 20 of clutch can be derived to the rotational speed of accessible response tooth 30, and then derive the rotational speed of sleeve 10, because the inside of sleeve 10 towards one side of the output of derailleur is equipped with the planet row subassembly, sleeve 10 is connected with the ring gear of planet row subassembly, therefore, the rotational speed of the ring gear of this planet row subassembly can be derived to the rotational speed of sleeve 10, and then the rotational speed of planet carrier is derived to the ring gear of subassembly and the rotation ratio of planet carrier according to this planet row, and, the output shaft of planet carrier and derailleur, consequently, the rotational speed of accessible planet carrier derives the rotational speed of the output shaft of derailleur. Preferably, the distance between every two adjacent sensing teeth 30 is the same, and the number of the sensing teeth 30 is a multiple of 4, so that the measurement of the rotating speed of the sensing teeth 30 is facilitated.

A sensor 40 for detecting the rotation speed of the sensor teeth 30 is provided at a position of the transmission case 50 corresponding to the sensor teeth 30. Preferably, the sensor 40 includes a housing disposed on the case 50, and a permanent magnet, an induction coil and a magnetic head disposed inside the housing, the induction coil being wound around an outer circumference of the magnetic head, the permanent magnet being disposed at one end of the magnetic head, the other end of the magnetic head being disposed toward the direction of the inductive tooth 30.

The working principle of the sensor 40 for measuring the rotation speed of the sensor teeth 30 is as follows:

in a magnetic field of a certain intensity generated by the permanent magnet, when the clutch outer hub 20 rotates, a gap between the magnetic head and the outer periphery of the clutch outer hub 20, which is proportional to the rotation speed, changes, so that the magnetic resistance in a magnetic circuit formed by the magnetic head, the clutch outer hub 20 and the inductive teeth 30 changes accordingly, and the magnetic flux flowing through the magnetic circuit increases and decreases periodically. Specifically, during the rotation of the clutch outer hub 20, the magnetic flux changes once when the magnetic resistance of the magnetic circuit changes due to the concave-convex shape of the inductive teeth 30 every time the inductive teeth 30 rotate one. The induced voltage proportional to the increase/decrease speed of the magnetic flux is generated at both ends of the induction coil, and is converted into a voltage signal by its internal circuit, and the rotational speed of the induction teeth 30 is obtained from the voltage signal. Further optimally, the heads are perpendicular to the centerline of the clutch outer hub 20.

As shown in fig. 3 and 4, the casing is disposed on the casing 50 in a penetrating manner, the magnetic head extends into the casing 50, and the other end of the casing is exposed from the casing 50, so that the occupied space of the sensor 40 is reduced. The shell is provided with a mounting plate 41 for connecting with the shell 50, and the mounting plate 41 is connected with the shell 50 through bolts. Further optimally, a support seat is arranged at a position of the shell 50 corresponding to the mounting plate 41, and the support seat is connected with the mounting plate 41 through a bolt, so that the stability and convenience of mounting the shell are improved.

This is disclosed sets up hub 20 outside the clutch in the periphery of sleeve 10, sets up friction disc group 21 in the inside of hub 20 outside the clutch again, reduces the diameter of sleeve 10, and the periphery of hub 20 sets up response tooth 30 outside the clutch, measures the rotational speed of response tooth 30 through the sensor 40 that sets up on casing 50, can derive the rotational speed of output shaft, and structural design is reasonable, reduces the volume of derailleur, and can not influence the normal work of other structures.

It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The foregoing are merely exemplary embodiments of the present disclosure, which enable those skilled in the art to understand or practice the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. The speed detection device for the output shaft of the transmission is characterized by comprising a clutch outer hub (20) connected with a sleeve (10) of the transmission, wherein the clutch outer hub (20) is arranged on the periphery of the sleeve (10), one end of the clutch outer hub (20) extends out of the sleeve (10), a cavity for mounting a clutch friction plate set (21) is formed inside the extending end of the clutch outer hub (20), a plurality of induction teeth (30) are arranged on the periphery of the clutch outer hub (20) along the circumferential direction of the sleeve (10) at intervals, and a sensor (40) for detecting the rotating speed of the induction teeth (30) is arranged on a position, corresponding to the induction teeth (30), of a shell (50) of the transmission.

2. The speed detection device for the transmission output shaft according to claim 1, characterized in that the sensor (40) includes a case, and a permanent magnet, an induction coil, and a magnetic head disposed inside the case, the induction coil being wound around an outer periphery of the magnetic head, the permanent magnet being disposed at one end of the magnetic head, the other end of the magnetic head being disposed toward the direction of the induction teeth (30).

3. The speed sensing device for a transmission output shaft according to claim 2, wherein the magnetic head is perpendicular to a center line of the clutch outer hub (20).

4. The speed detecting device for the output shaft of the transmission according to claim 2, wherein the housing is disposed through the casing (50), the magnetic head extends into the casing (50), a mounting plate (41) for connecting with the casing (50) is disposed on the housing, and the mounting plate (41) is bolted to the casing (50).

5. The speed detecting device for the output shaft of the transmission according to claim 4, wherein a support seat is provided on a position of the housing (50) corresponding to the mounting plate (41), and the support seat is bolted to the mounting plate (41).

6. The speed detection device for a transmission output shaft according to claim 1, characterized in that the number of the sensing teeth (30) is a multiple of 4.

7. The speed sensing device for a transmission output shaft according to claim 1, characterized in that the connection between the sleeve (10) and the clutch outer hub (20) is by a circlip (60).