CN216009406U - Stepless speed change mechanism - Google Patents
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- CN216009406U CN216009406U CN202122044764.9U CN202122044764U CN216009406U CN 216009406 U CN216009406 U CN 216009406U CN 202122044764 U CN202122044764 U CN 202122044764U CN 216009406 U CN216009406 U CN 216009406U
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Abstract
The utility model discloses a stepless speed change mechanism, which belongs to the technical field of stepless transmissions and comprises a first planet row, a second planet row and a third planet row, wherein a first gear ring on the first planet row is connected with a second planet carrier on the second planet row, the second planet carrier on the second planet row is connected with a third sun gear on the third planet row through a connecting shaft, a first planet carrier on the first planet row is connected with a second gear ring on the second planet row and a third gear ring on the third planet row, and a connector of the first planet carrier, the second gear ring and the third gear ring is provided with a one-way stopper. The connecting ends of the first driving piece and the second driving piece of the stepless speed change mechanism are respectively arranged at the two ends of the stepless speed change mechanism, so that the input mode of the two input ends is split-end input, the probability that the two input ends can influence each other during operation is reduced, and the integral failure rate is further reduced.
Description
Technical Field
The utility model relates to the technical field of continuously variable transmissions, in particular to a continuously variable transmission mechanism.
Background
With the higher and higher requirements of the society on environmental protection, the electric vehicle technology becomes the mainstream research direction of each large vehicle enterprise. At present, the electric vehicle mostly adopts a speed reducer with a fixed speed ratio, although the speed reducer with a large speed ratio can be selected to meet the power requirement when the vehicle starts and climbs, the large speed ratio limits the vehicle to be incapable of reaching a high maximum speed, and the reason that the maximum speed of the electric vehicle is generally lower than the maximum speed of a fuel vehicle on the market is also provided. In order to take account of the highest speed and the climbing capability of a vehicle, a plurality of vehicle enterprises begin to install AMT transmissions on electric vehicles, but the AMT transmissions belong to step-by-step speed change in principle, and have the problems of gear shifting, gear shifting and power interruption in the prior art; the transmission ratio range of the AMT is limited by gear setting and is applied to heavy vehicles, in order to expand the transmission ratio range, a large number of gears need to be set, the gear shifting process is slow, the operation is complex, and a lot of drivers of large vehicles are reluctant to step on the brake; the AMT gear shifting process depends on a complex control strategy, so that the accurate gear shifting time is difficult to master, and the problems of high energy consumption and low efficiency exist; the AMT transmission has the disadvantages of complex structure, high manufacturing cost and difficult maintenance.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the problems and designs a stepless speed change mechanism.
The technical scheme of the utility model is that the continuously variable transmission mechanism comprises a first planet row, a second planet row and a third planet row, wherein a first gear ring on the first planet row is connected with a second planet carrier on the second planet row, the second planet carrier is connected with a third sun gear on the third planet row through a connecting shaft, a first planet carrier on the first planet row is connected with a second gear ring on the second planet row and a third gear ring on the third planet row, a connecting body of the first planet carrier, the second gear ring and the third gear ring is provided with a one-way stopper, a third planet carrier on the third planet row is connected with an output component, a first sun gear on the first planet row is connected with a first driving piece through a first input shaft, and a second input shaft connected with a second sun gear on the second planet row penetrates through the second planet carrier, The connecting shaft, the third sun gear, the third planet carrier and the output member are connected with a second driving member.
As a further explanation of the present invention, the external teeth of the first sun gear engage with a first planet gear, the first planet gear is mounted on the first planet carrier, and the first planet gear engages with the inner ring teeth of the first ring gear;
the outer teeth of the second sun gear are meshed with a second planet gear, the second planet gear is arranged on the second planet carrier, and the second planet gear is meshed with the inner ring teeth of the second gear ring;
and the outer teeth of the third sun gear are engaged with a third planet gear, the third planet gear is arranged on the third planet carrier, and the third planet gear is engaged with the inner ring teeth of the third gear ring.
As a further explanation of the present invention, the one-way stopper serves to limit the rotational directions of the first carrier, the second ring gear, and the third ring gear, and the one-way stopper makes the rotational directions of the first carrier, the second ring gear, and the third ring gear coincide with only the steering of the second driver.
The stepless speed change mechanism provided by the utility model has the advantages of high transmission efficiency, large output torque, no power interruption, simple and reliable structure, low manufacturing cost, easiness in maintenance, simplicity and convenience in speed regulation and the like. In addition, the connecting ends of the first driving piece and the second driving piece of the stepless speed change mechanism are respectively arranged at the two ends of the stepless speed change mechanism, so that the input mode of the two input ends is divided-end input, the probability that the two input ends can influence each other during operation is reduced, and the integral failure rate is further reduced.
Drawings
FIG. 1 is a schematic view of a continuously variable transmission provided in accordance with an embodiment of the present invention;
FIG. 2 is a speed vector diagram for a first planetary gear set in accordance with an embodiment of the present invention;
FIG. 3 is a speed vector diagram for a second planetary row as provided by an embodiment of the present invention;
FIG. 4 is a third planetary row tachometric vector diagram provided in accordance with an embodiment of the present invention;
FIG. 5 is a rotation speed vector diagram provided by the embodiment of the present invention and combining FIG. 2, FIG. 3 and FIG. 4;
FIG. 6 shows the rotational speeds N of the first carrier, the second ring gear and the third ring gear according to the embodiment of the present invention4A rotation speed vector diagram when the rotation speed vector diagram is 0;
FIG. 7 shows the rotational speeds N of the first carrier, the second ring gear and the third ring gear according to the embodiment of the present invention4A rotation speed vector diagram when less than 0;
FIG. 8 shows the first driver speed N according to an embodiment of the present invention1A rotation speed vector diagram when the rotation speed vector diagram is 0;
FIG. 9 is a speed vector diagram illustrating the same speed of the first and second drivers provided by an embodiment of the present invention;
FIG. 10 shows the rotational speed N of the first and second drivers according to an embodiment of the present invention1And N2The steering is a rotating speed vector diagram in the positive direction at the same time;
FIG. 11 shows the rotational speeds N of the first carrier, the second ring gear and the third ring gear under the reverse operating condition provided by the embodiment of the utility model4A rotation speed vector diagram when the rotation speed vector diagram is 0;
FIG. 12 shows the rotational speeds N of the first carrier, the second ring gear and the third ring gear under the reverse operating condition provided by the embodiment of the utility model4A rotation speed vector diagram when less than 0;
FIG. 13 shows the rotational speed N of the second driving member when the first driving member fails according to an embodiment of the present invention2The steering of (1) is a rotating speed vector diagram when the steering is positive;
FIG. 14 shows the rotational speed N of the first driving member when the second driving member fails according to an embodiment of the present invention1Is a rotation speed vector diagram in the reverse direction.
Reference numerals:
1-first planet row, 101-first sun gear, 102-first planet carrier, 103-first ring gear, 2-second planet row, 201-second sun gear, 202-second planet carrier, 203-second ring gear, 3-third planet row, 301-third sun gear, 302-third planet carrier, 303-third ring gear, 4-one-way stopper, 5-first input shaft, 6-second input shaft, 7-connecting shaft; 8-output component.
Detailed Description
Firstly, the purpose of the embodiment of the utility model is explained, and the problem that the AMT has gear shifting pause and power interruption in the nature is solved; the transmission ratio range of the AMT is limited by gear setting and is applied to heavy vehicles, in order to expand the transmission ratio range, a large number of gears need to be set, the gear shifting process is slow, the operation is complex, and a lot of drivers of large vehicles are reluctant to step on the brake; the AMT gear shifting process depends on a complex control strategy, so that the accurate gear shifting time is difficult to master, and the problems of high energy consumption and low efficiency exist; the AMT transmission has the existing problems of complex structure, high manufacturing cost, difficult maintenance and the like, so a stepless speed change mechanism is provided to solve the existing problems.
The following describes embodiments of the present invention with reference to the accompanying drawings, and first introduces specific structures of the embodiments of the present invention.
Referring to fig. 1, a continuously variable transmission mechanism includes a first planetary gear set 1, a second planetary gear set 2 and a third planetary gear set 3, a first ring gear 103 of the first planetary gear set 1 is connected with a second planet carrier 202 of the second planetary gear set 2, the second planet carrier 202 of the second planetary gear set 2 is connected with a third sun gear 301 of the third planetary gear set 3 through a connecting shaft 7, a first planet carrier 102 of the first planetary gear set 1 is connected with a second ring gear 203 of the second planetary gear set 2 and a third ring gear 303 of the third planetary gear set 3, a one-way stopper 4 is provided on a connecting body of the first planet carrier 102, the second ring gear 203 and the third ring gear 303, an output member 8 is connected with the third planet carrier 302 of the third planetary gear set 3, a first sun gear 101 of the first planetary gear set 1 is connected with a first driving member through a first input shaft 5, a second input shaft 6 connected with a second sun gear 201 of the second planetary gear set 2 passes through the second planet carrier 202, The connecting shaft 7, the third sun gear 301, the third planet carrier 302 and the output member 8 are connected with a second drive.
Referring to fig. 1, a first sun gear 101 is engaged with first planet gears on outer teeth, the first planet gears are mounted on a first planet carrier 102, and the first planet gears are engaged with inner ring teeth of a first ring gear 103; a second planet wheel is meshed with the outer teeth of the second sun gear 201, is arranged on a second planet carrier 202, and is meshed with the inner ring teeth of a second ring gear 203; the third sun gear 301 is engaged with third planetary gears on its outer teeth, which are mounted on a third carrier 302, and engaged with inner ring teeth of a third ring gear 303.
Referring to fig. 1, the one-way stopper 4 serves to limit the rotational direction of the first carrier 102, the second ring gear 203 and the third ring gear 303, and the one-way stopper 4 makes the rotational direction of the first carrier 102, the second ring gear 203 and the third ring gear 303 coincide with only the steering of the second driver.
Next, a shifting method based on a continuously variable transmission mechanism will be described with reference to specific configurations of embodiments of the present invention.
According to the basic principle of the planetary gear, the rotating speeds of three members, namely a sun gear, a ring gear and a planet carrier, of any two members are determined, the rotating speed of the other member is also determined, and the rotating speed relations of the members are in corresponding proportion according to the number of teeth of the sun gear and the number of teeth of the ring gear.
According to the basic principle of the planetary gear, the rotation speed of any two of the three components, namely the sun gear, the ring gear and the planet carrier, is the same, and the rotation speed of the other component is also the same.
Therefore, the rotational speed of the first driving member is the same as the rotational speed of the first sun gear 101, and is set to N1(ii) a The rotational speed of the second driving member is the same as the rotational speed of the second sun gear 201, and is set to N2(ii) a The rotation speeds of the first ring gear 103, the second carrier 202, and the third sun gear 301 are the same, and N is set3(ii) a The rotation speeds of the first carrier 102, the second ring gear 203, and the third ring gear 303 are the same, and are set to N4(ii) a The third carrier 302 and the output member 8 have the same rotational speed, and are set to N5(ii) a The number of teeth of the first sun gear 101 is set to Z1The number of teeth of the first ring gear 103 is Z2The number of teeth of the second sun gear 201 is Z3The number of teeth of the second ring gear 203 is Z4The number of teeth of the third sun gear 301 is Z5The number of teeth of the third ring gear 303 is Z6。
A rotation speed vector diagram of the first planetary row 1 is obtained according to a rotation speed vector calculation method of the planetary gear, as shown in fig. 2. N is a radical of1Is the rotational speed of the first sun gear 101, N3Is the rotational speed of the first ring gear 103, N4Is the rotational speed of the first carrier 102. N is a radical of1、N3、N4The length of (d) represents the magnitude of the rotation speed, the arrow direction represents the rotation speed direction, the arrow direction represents the rotation speed as a forward direction, and the arrow direction represents the rotation speed as a reverse direction. Set L2/L3＝Z1/Z2。
A rotation speed vector diagram of the second planetary line 2 is obtained according to a rotation speed vector calculation method of the planetary gears, as shown in fig. 3. N is a radical of2Is the rotational speed, N, of the second sun gear 2014Is the rotational speed, N, of the second ring gear 2033Is the rotational speed of the second carrier 202. N is a radical of2、N3、N4The length of (d) represents the magnitude of the rotation speed, the arrow direction represents the rotation speed direction, the arrow direction represents the rotation speed as a forward direction, and the arrow direction represents the rotation speed as a reverse direction. Set L2/L1＝Z3/Z4。
A rotation speed vector diagram of the third planetary row 3 is obtained according to the rotation speed vector calculation method of the planetary gears, as shown in fig. 4. N is a radical of3Is the rotational speed of the third sun gear 301, N4Is the rotational speed of the third ring gear 303, N5Is the rotational speed of the third carrier 302. N is a radical of3、N4、N5The length of (d) represents the magnitude of the rotation speed, the arrow direction represents the rotation speed direction, the arrow direction represents the rotation speed as a forward direction, and the arrow direction represents the rotation speed as a reverse direction. Set L5/L4＝Z5/Z6。
In FIGS. 2, 3 and 4, L1、L2、L3、L4、L5Only the corresponding proportional relationship needs to be satisfied, L1、L2、L3、L4、L5Does not affect the calculation of N1、N2、N3、N4、N5The size of (2). FIG. 5 can be obtained by combining FIG. 2, FIG. 3 and FIG. 4, let L2＝L4+L5。
See FIG. 5, N1Is the rotational speed of the first sun gear 101, i.e. the rotational speed of the first drive member; n is a radical of2Is the rotational speed of the second sun gear 201, i.e., the rotational speed of the second driving member; n is a radical of3Is the rotational speed of the first ring gear 103, the second carrier 202, and the third sun gear 301; n is a radical of4Is the rotational speed of the first carrier 102, the second ring gear 203 and the third ring gear 303; n is a radical of5Is the rotational speed of the third planet carrier 302 and the output member 8.
N1、N2、N3、N4And N5Any two values are determined, and the other three values can be calculated through the proportional relation of line segments in the vector diagram. I.e. the rotational speed N of the first drive member1Determining the rotational speed N of the second drive element2Determining the rotational speed N of the output member 85And is also uniquely determined. Controlling the speed N of the first drive member by regulation1And the rotational speed N of the second drive member2The rotational speed N of the output member 8 can be realized5Continuously stepless variation of (a).
The shifting principle of the continuously variable transmission mechanism according to the embodiment of the present invention will be described with reference to specific operating conditions.
1. Starting condition
Referring to fig. 5 and 6, the rotational speed N of the first drive member at take-off1Is reversed, the rotational speed N of the second drive member2The direction of rotation of (c) is the forward direction. The two driving parts are started and accelerated at the same time by controlling the rotating speed N of the second driving part2And the rotational speed N of the first drive member1Is always greater than (as in FIG. 5) or equal to (as in FIG. 6) [ Z ]1×(Z3+Z4)]/(Z2×Z3) Control of the rotational speed N of the output member 8 can be achieved5The acceleration is gradually increased from 0, and the direction is changed to the positive direction. The transmission ratio is maximum under the working condition, and the power of the first driving piece and the second driving piece is coupledTogether, the vehicle is accelerated to move forwards by the deceleration and torque-increasing output.
2. Acceleration and deceleration conditions
The acceleration and deceleration may be in accordance with the speed N of the first drive member1The steering is divided into three cases, which specifically comprise:
1) situation one
Referring to fig. 5 and 6, the rotational speed N of the first driver1Is reversed, the rotational speed N of the second drive member2The direction of rotation of (c) is the forward direction. Rotational speed N of the second drive member2And the rotational speed N of the first drive member1Always greater than or equal to [ Z ]1×(Z3+Z4)]/(Z2×Z3). By controlling the speed N of the first drive member1And the rotational speed N of the second drive member2By increasing or decreasing the speed, the rotational speed N of the output member 8 can be controlled5The steering direction is the forward direction, so that the vehicle can accelerate or decelerate to run forwards.
2) Situation two
Referring to FIG. 8, the rotational speed N of the first driver1Is gradually reduced to 0, the rotating speed N of the second driving part2The direction of rotation is forward, by controlling the speed of rotation N of the first drive member1Is 0 and the rotational speed N of the second driving member2The speed of increase and decrease of the speed can realize the output rotating speed N5The steering direction is the forward direction, so that the vehicle can accelerate or decelerate to run forwards.
3) Situation three
Referring to FIG. 10, the rotational speed N of the first driver1Is in the forward direction, the rotational speed N of the second drive member2The direction of rotation of (c) is the forward direction. By controlling the speed N of the first drive member1And the rotational speed N of the second drive member2The speed of increase and decrease of the speed can realize the output rotating speed N5The steering direction is the forward direction, so that the vehicle can accelerate or decelerate to run forwards.
Alternatively, the method of acceleration and deceleration may be adjusted by maintaining the speed N of the first drive member1Without change, by adjusting the speed N of the second drive member2Is adjusted according to the size ofRotational speed N of the throttle output member 85The size of (d); the rotating speed N of the second driving member can be maintained2Without change, by adjusting the speed N of the first drive member1To adjust the rotational speed N of the output member 85The size of (2). At the speed N of the output member 85In the process of acceleration or deceleration, the first driving part and the second driving part can be different according to respective efficient working areas, and the control system controls the acceleration, deceleration and rotation speed maintenance of the first driving part and the second driving part according to the current working condition. Therefore, the first driving part and the second driving part can work in respective high-efficiency working areas for a long time, and the energy-saving effect is achieved.
3. Maximum vehicle speed condition
Referring to fig. 9 and 10, the rotational speed N of the first driver1Is in the forward direction, the rotational speed N of the second drive member2The direction of rotation of (c) is the forward direction. When the rotating speed N of the first driving member1And the rotational speed N of the second drive member2The rotational speed N of the output member 8 when all reach the maximum rotational speed5The maximum speed is also reached, at which time the vehicle speed reaches the maximum vehicle speed. If the rotating speed N of the first driving member1And the rotational speed N of the second drive member2Is the same, the rotational speed N of the output member 8 is then5The maximum speed that can be reached and the maximum speed N of the first and second drive elements1、N2Also, the gear ratio is 1.
Aiming at the starting working condition and the acceleration and deceleration working condition, a dangerous working condition needs to be considered to avoid.
Example (c): referring to FIG. 7, when the first driving member rotates at a speed N1Is reversed, the rotational speed N of the second drive member2The steering direction of the first driving part and the second driving part is positive, and when the vehicle runs in a starting stage or a middle and low speed stage, if the control of the rotating speeds of the first driving part and the second driving part is inaccurate or fails, the rotating speed N of the second driving part occurs2And the rotational speed N of the first drive member1Is less than [ Z ]1×(Z3+Z4)]/(Z2×Z3) At this time, as shown in FIG. 7, the rotational speed N of the output member 85May reverse direction of rotationIn this case, the vehicle suddenly runs backwards, and serious accidents are easy to happen. To prevent this from happening, limiting the speed of rotation N of the first planet carrier 102, the second ring gear 203 and the third ring gear 303 is achieved by providing a one-way stop 4 on the connection body of the first planet carrier 102, the second ring gear 203 and the third ring gear 3034The direction of rotation of (1) can only be a forward direction, but cannot be a reverse direction. This ensures the rotational speed N of the output member 85The direction of turning of (1) is always positive. Therefore, when the dangerous condition occurs, the rotation speed N of the first carrier 102, the second ring gear 203 and the third ring gear 303 is limited due to the one-way stopper 44The steering can only be in a forward direction and can not be in a reverse direction, at the moment, the two driving pieces can be mutually dragged, and the rotating speed N of the second driving piece2And the rotational speed N of the first drive member1Will always be equal to [ Z ]1×(Z3+Z4)]/(Z2×Z3) Rotational speed N of the first carrier 102, the second ring gear 203, and the third ring gear 3034Equal to 0, rotational speed N of the output member 85The steering of (2) can only be in the forward direction, so that the reverse driving cannot happen suddenly.
4. Working condition of backing car
Referring to fig. 11 and 12, the rotational speed N of the first driving member when reversing1Is in the forward direction, the rotational speed N of the second drive member2The direction of rotation of (1) is reversed. The two driving parts are started and accelerated at the same time by controlling the rotating speed N of the second driving part2And the rotational speed N of the first drive member1Is always greater than (as in FIG. 12) or equal to (as in FIG. 11) [ Z ]1×(Z3+Z4)]/(Z2×Z3) Control of the rotational speed N of the output member 8 can be achieved5Gradually accelerate from 0 and turn to reverse. If the control of the rotating speeds of the first driving part and the second driving part is inaccurate or fails, the rotating speed N of the second driving part occurs2And the rotational speed N of the first drive member1Is less than [ Z ]1×(Z3+Z4)]/(Z2×Z3) The rotational speed N of the output member 85The steering may be in a forward direction, and at this time, the vehicle suddenly runs forward, so that a serious accident is easy to happen. To prevent this from happening, byA one-way stopper 4 is arranged on the connecting body of the first planet carrier 102, the second ring gear 203 and the third ring gear 303 to limit the rotating speed N of the first planet carrier 102, the second ring gear 203 and the third ring gear 3034Can only be in reverse direction, but not in forward direction, thus ensuring the rotation speed N of the output member 85The direction of rotation of (c) is always reversed.
Except for the normal working condition and the dangerous working condition, some emergency working conditions need to be dealt with, and the embodiment of the utility model takes the emergency working conditions into consideration and solves the problem.
Example (c): referring to FIG. 13, when the first driver fails, the second driver has a speed N2The rotation speed N of the first carrier 102, the second ring gear 203, and the third ring gear 303, which are steered in the forward direction4There is a tendency of reverse rotation in which the one-way stopper 4 restricts reverse rotation thereof to rotate the rotational speed N of the first carrier 102, the second ring gear 203 and the third ring gear 30340, rotational speed N of the output member 85The power of the second driving piece is output through the second planet row 2 and the third planet row 3 in a speed reduction and torque increase way with the transmission ratio of [ (Z)3+Z4)×(Z5+Z6)]/(Z3×Z5) So that the vehicle can continue to accelerate or decelerate forward.
Referring to FIG. 14, when the second driver fails, the first driver has a speed of N1The rotation speed N of the first carrier 102, the second ring gear 203 and the third ring gear 303 is reversed4There is a tendency of reverse rotation, in which the one-way stopper 4 restricts the reverse rotation to rotate the rotational speed N of the first carrier 102, the second ring gear 203, and the third ring gear 30340, rotational speed N of the output member 85The power of the first driving piece is output through the first planet row 1 and the third planet row 3 in a speed reduction and torque increase mode in the positive direction, and the transmission ratio is [ Z ]2×(Z5+Z6)]/(Z1×Z5) So that the vehicle can continue to accelerate or decelerate forward.
Therefore, when one driving part fails, the other driving part can still drive the vehicle to run, and although the dynamic property is reduced, the vehicle can run to a maintenance place or a safety place by means of the one driving part, so that the reliability of the vehicle can be greatly improved.
The stepless speed change mechanism provided by the embodiment of the utility model has the following advantages:
1. the stepless speed change mechanism provided by the embodiment of the utility model has no power interruption in the speed regulation process, runs quietly and stably, has better vehicle using experience when a user uses a vehicle, can greatly meet the requirements of customers in sense, and lays a good foundation for popularization and use of the product.
2. The stepless speed change mechanism provided by the embodiment of the utility model can realize that the output end has large torque from low speed to high speed, the vehicle has the capability of quickly accelerating to start when driving by outputting the large torque, the large torque can climb a larger slope when the vehicle climbs, and the large torque can also meet the vehicle using requirements of more people, so that the audience area of the product is larger.
3. The stepless speed change mechanism of the embodiment of the utility model can realize stepless continuous change of the output rotating speed, the driving piece of the input end can work in a high-efficiency interval for a long time, the working efficiency is improved, the effect of saving more energy can be achieved in the aspect of energy use, and more contribution can be made in the aspect of energy saving.
4. The stepless speed change mechanism provided by the embodiment of the utility model has the advantages that the speed regulation is simple and convenient, and the stepless continuous change of the output rotating speed can be realized only by controlling the rotating speeds of the first driving piece and the second driving piece, so that the requirement of a vehicle on a control system is reduced, the popularization and application range of the product is wider, and the popularization and popularity of the product are ensured to a certain extent.
5. According to the embodiment of the utility model, the power of the first driving part and the power of the second driving part are coupled together to drive the vehicle to run, when one driving part fails, the other driving part can still continue to drive the vehicle to run, so that when a vehicle owner uses the vehicle, even if one driving part fails, the vehicle owner can drive the vehicle by the other driving part and drive the vehicle to a maintenance place in time, the occurrence of a trailer calling event is avoided, and the vehicle using experience of the vehicle owner is better taken care of.
6. Compared with the traditional driving mode of a single driving part, the product provided by the embodiment of the utility model not only can be driven by adopting the double driving parts, but also can be matched with the driving part with smaller volume and lower rotating speed, the driving part with small volume is more beneficial to the arrangement design of the driving part in the vehicle body, the aesthetic design of the appearance of the vehicle body at the later stage is more convenient, and the cost can be saved by using the smaller driving part.
7. The stepless speed change mechanism has high-efficiency transmission rate, the motor with lower power and lower rotating speed can be selected as the driving piece under the same working condition, and compared with a high-power battery, the low-power battery can better prevent the battery from overheating, and the use safety of the battery is indirectly improved through the embodiment of the utility model.
8. The stepless speed change mechanism of the embodiment of the utility model adopts three-planet-row transmission, increases the transmission ratio, further increases the torque, can be applied to heavy trucks such as trucks, muck trucks, buses and the like with larger load, and further widens the application range of the embodiment of the utility model.
9. The connecting ends of the first driving piece and the second driving piece of the stepless speed change mechanism are respectively arranged at the two ends of the stepless speed change mechanism, so that the input mode of the two input ends is split-end input, the probability that the two input ends can influence each other during operation is reduced, and the integral failure rate is further reduced.
The technical solutions described above only represent the preferred technical solutions of the present invention, and some possible modifications to some parts of the technical solutions by those skilled in the art all represent the principles of the present invention, and fall within the protection scope of the present invention.
Claims (3)
1. A continuously variable transmission mechanism, characterized by comprising a first planet row (1), a second planet row (2) and a third planet row (3), wherein a first gear ring (103) on the first planet row (1) is connected with a second planet carrier (202) on the second planet row (2), the second planet carrier (202) is connected with a third sun gear (301) on the third planet row (3) through a connecting shaft (7), a first planet carrier (102) on the first planet row (1) is connected with a second gear ring (203) on the second planet row (2) and a third gear ring (303) on the third planet row (3), a connecting body of the first planet carrier (102), the second gear ring (203) and the third gear ring (303) is provided with a one-way stopper (4), and a third planet carrier (302) on the third planet row (3) is connected with an output member (8), the first sun gear (101) on the first planet row (1) is connected with the first driving piece through the first input shaft (5), and the second input shaft (6) connected with the second sun gear (201) on the second planet row (2) penetrates through the second planet carrier (202), the connecting shaft (7), the third sun gear (301), the third planet carrier (302) and the output component (8) to be connected with the second driving piece.
2. Continuously variable transmission according to claim 1, wherein the first sun wheel (101) is externally toothed and meshes with a first planet wheel, which is mounted on the first planet carrier (102) and meshes with the inner ring teeth of the first ring gear (103);
the second sun gear (201) is meshed with a second planet gear on external teeth, the second planet gear is arranged on the second planet carrier (202), and the second planet gear is meshed with internal ring teeth of the second ring gear (203);
and a third planet wheel is meshed with the external teeth of the third sun gear (301), is arranged on the third planet carrier (302), and is meshed with the inner ring teeth of the third gear ring (303).
3. The continuously variable transmission mechanism according to claim 1, wherein the one-way stopper (4) is configured to limit a rotational direction of the first carrier (102), the second ring gear (203), and the third ring gear (303), and the one-way stopper (4) makes the rotational direction of the first carrier (102), the second ring gear (203), and the third ring gear (303) coincide with only a steering direction of the second driver.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122044764.9U CN216009406U (en) | 2021-08-27 | 2021-08-27 | Stepless speed change mechanism |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122044764.9U CN216009406U (en) | 2021-08-27 | 2021-08-27 | Stepless speed change mechanism |
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| CN216009406U true CN216009406U (en) | 2022-03-11 |
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| CN202122044764.9U Active CN216009406U (en) | 2021-08-27 | 2021-08-27 | Stepless speed change mechanism |
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| CN (1) | CN216009406U (en) |
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2021
- 2021-08-27 CN CN202122044764.9U patent/CN216009406U/en active Active
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