CN216692133U

CN216692133U - Rotary power transmission device and vehicle power assembly system

Info

Publication number: CN216692133U
Application number: CN202122973711.5U
Authority: CN
Inventors: 周旭亮
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-11-30
Filing date: 2021-11-30
Publication date: 2022-06-07
Anticipated expiration: 2031-11-30

Abstract

The utility model relates to a rotary power transmission device and a vehicle power assembly system, wherein a first bearing, a first outer shaft, a second outer shaft and a second bearing are sequentially sleeved on an inner shaft along the axial direction and are coaxially arranged with the inner shaft. The first gear, the outer ring of the first bearing and the first outer shaft rotate synchronously, and the second gear, the outer ring of the second bearing and the second outer shaft rotate synchronously. The annular retainer and the annular limiting frame are sequentially arranged in an annular space defined by the inner annular surfaces of the first outer shaft and the second outer shaft and the outer annular surface of the inner shaft, the wedge element group I and the wedge element group II are rotatably arranged on the annular retainer, and the swinging range is limited by the annular limiting frame. The first set of wedge elements selectively transmits rotational power between the first outer shaft and the inner shaft, and the second set of wedge elements selectively transmits rotational power between the second outer shaft and the inner shaft. The power transmission system has the beneficial effects that the power transmission system can be coupled with the original power transmission assembly system of the vehicle so as to realize uninterrupted power transmission in the gear shifting process.

Description

Rotary power transmission device and vehicle power assembly system

Technical Field

The utility model relates to the technical field of rotary power transmission, in particular to a rotary power transmission device and a vehicle power assembly system.

Background

Conventional vehicle powertrain systems typically include engine, clutch, and transmission components. When the gear is shifted, the clutch needs to be disengaged, power is cut off, and the clutch is engaged after the gear is selected, so that the power of the vehicle is interrupted in the gear shifting process, the gear shifting and the gear shifting are obvious in pause and frustration, and the gear shifting smoothness and the driving feeling of the vehicle are influenced.

To improve this problem, there are currently three main technical directions: CVT (continuously variable transmission), AT (automatic transmission), and DCT (dual clutch transmission).

The speed change ratio of the CVT gearbox is not an intermittent point but a series of continuous values, so that no gear shifting operation exists, the vehicle can run more softly and smoothly without pause and frustration, but the power is insufficient when the vehicle is accelerated rapidly, and even a steel belt slips.

The hydraulic torque converter in the AT gearbox has the function of a clutch, and can start transmission when the power is increased to a certain degree. The gear shifting of the AT gearbox is carried out by operating a gear shifting mechanism through an electromagnetic valve, a buffer process of loosening, meshing and linkage of a speed change gear is arranged among gears, the process needs time, and power interruption can also occur. Smooth shifting is not only a problem of the internal mechanical structure of the AT gearbox, but also relates to how to select the optimal shifting timing and match the output curve of the engine. Therefore, the smooth shifting of the AT transmission is more time spent in software.

The DCT gearbox comprises two clutches, one for odd gears and one for even gears, when the vehicle is in one gear, the other clutch and the corresponding next gear are already in a ready state, and the next gear can be engaged immediately as long as the current gear is disengaged, so that the gear shift speed of the DCT gearbox is faster than that of a conventional AT gearbox and even a manual gearbox.

However, both the AT and DCT box changers can only shorten the power interruption time during the shifting process, and cannot fundamentally solve the power interruption problem.

SUMMERY OF THE UTILITY MODEL

Technical problem to be solved

In view of the above-mentioned drawbacks and deficiencies of the prior art, the present invention provides a rotary power transmission device and a vehicle powertrain system, which solve the technical problems of power transmission interruption and jerk during shifting of a vehicle.

(II) technical scheme

In order to achieve the purpose, the utility model adopts the main technical scheme that:

in a first aspect, the present invention provides a rotary power transmission device, including a first outer shaft, a second outer shaft, an inner shaft, a first bearing, a first gear, a second bearing, and a second gear, wherein the first bearing, the first outer shaft, the second outer shaft, and the second bearing are sequentially sleeved on the inner shaft along an axial direction, and are all coaxially disposed with the inner shaft; the inner rings of the first bearing and the second bearing are used for supporting the inner shaft to rotate; the first outer shaft is fixedly connected with the outer ring of the first bearing; the second gear is fixed on the outer ring of the second bearing, and the second outer shaft is fixedly connected with the outer ring of the second bearing;

an annular space is defined between the inner annular surfaces of the first outer shaft and the second outer shaft and the outer annular surface of the inner shaft;

the rotary power transmission device also comprises an annular retainer, an annular limiting frame, a wedge block element group I and a wedge block element group II which are arranged in the annular space; the annular retainer is sleeved on the inner shaft; the annular limiting frame is sleeved on the annular retainer and is not contacted with the annular retainer; the first wedge element group and the second wedge element group are arranged on the annular retainer at intervals along the axial direction of the inner shaft; the first wedge element group and the second wedge element group both comprise a plurality of wedge elements which are uniformly arranged along the circumferential direction of the inner shaft; the wedge block element can be wedged in two directions, and the swing range of the wedge block element is limited by the annular limiting frame;

the first set of wedge elements selectively transmits rotational power between the first outer shaft and the inner shaft, and the second set of wedge elements selectively transmits rotational power between the second outer shaft and the inner shaft.

Optionally, the annular retainer, the annular limiting frame and the inner shaft are coaxially arranged; the inner ring surface of the annular retainer is in contact with the outer ring surface of the inner shaft, and the outer ring surface of the annular limiting frame is in contact with the inner ring surfaces of the first outer shaft and the second outer shaft; the annular retainer is rotatable relative to the inner shaft and the annular retainer, and the annular retainer is rotatable relative to the first outer shaft and the second outer shaft.

Optionally, the annular retainer comprises three annular plates which are sequentially arranged at intervals along the axial direction, and a first group of mounting spaces for mounting the first wedge element group and a second group of mounting spaces for mounting the second wedge element group are respectively defined between two adjacent annular plates; and a plurality of mounting through holes which are arranged along the circumferential direction are correspondingly formed in two adjacent annular plates one by one, and the axial directions of the mounting through holes are parallel to the axial direction of the inner shaft and are used for mounting the rotating shafts of the wedge block elements.

Optionally, the annular limiting frame comprises a limiting frame body, and the limiting frame body is provided with a first group of limiting grooves corresponding to the first group of mounting spaces and a second group of limiting grooves corresponding to the second group of mounting spaces; the first group of limiting grooves and the second group of limiting grooves are arranged at intervals along the axial direction of the limiting frame body; the first group of limiting grooves and the second group of limiting grooves respectively comprise a plurality of limiting grooves which are uniformly arranged along the circumferential direction of the limiting frame body; the wedge elements are arranged in one-to-one correspondence with the limiting grooves, and the wedge elements are located in the limiting grooves along the outer side end of the inner shaft in the radial direction.

Optionally, the wedge element comprises an outer wedging surface that wedges with an inner annular surface of the first outer shaft or the second outer shaft, and an inner wedging surface that wedges with an outer annular surface of the inner shaft; the outer wedging surface and the inner wedging surface are arranged centrosymmetrically with respect to the rotation axis of the wedge element.

Optionally, the wedge element is a bidirectional wedge; an elastic element is arranged in the limiting groove; one end of the elastic element is abutted against the bidirectional wedge block, the other end of the elastic element is fixedly connected with the side wall of the limiting groove, and the elastic element and the bidirectional wedge block are alternately arranged in the circumferential direction of the limiting frame body.

Optionally, the wedge elements are unidirectional wedges arranged in pairs with opposite wedging directions; and the elastic element is arranged on the annular retainer and is arranged between the one-way wedges arranged in pairs.

In a second aspect, the present invention provides a vehicle powertrain system, including an electric motor, a two-speed transmission, and the aforementioned rotary power transmission device, wherein an output shaft of the electric motor is fixedly connected to the inner shaft of the rotary power transmission device, and the first gear and the second gear are respectively connected to a first gear and a second gear of the two-speed transmission in a meshing manner.

In a third aspect, the present invention provides a vehicle powertrain system, comprising an engine, a single clutch, a transmission, and the aforementioned rotary power transmission device, wherein the engine is connected to the single clutch, an output shaft of the single clutch is fixedly connected to the inner shaft of the rotary power transmission device, the transmission comprises an odd-numbered stage input shaft and an even-numbered stage input shaft, the odd-numbered stage input shaft is fixedly connected to an odd-numbered stage input gear, the even-numbered stage input shaft is fixedly connected to an even-numbered stage input gear, and the first gear and the second gear are respectively connected to the odd-numbered stage input gear and the even-numbered stage input gear in a meshing manner.

In a fourth aspect, the present invention provides a vehicle powertrain system, which includes an engine, a dual clutch transmission, a differential and the aforementioned rotary power transmission device, wherein the engine is connected to the dual clutch transmission, the dual clutch transmission includes an odd-numbered gear output shaft and an even-numbered gear output shaft, the odd-numbered gear output shaft is fixedly connected to an odd-numbered gear output gear, the even-numbered gear output shaft is fixedly connected to an even-numbered gear output gear, the odd-numbered gear output gear and the even-numbered gear output gear are respectively engaged with the first gear and the second gear of the rotary power transmission device, and the inner shaft is connected to an input end of the differential.

(III) advantageous effects

The utility model has the beneficial effects that: the rotary power transmission device of the utility model adopts the wedge element group I6 and the wedge element group II 7 which share the annular retainer 4 and the annular limiting bracket 5, the inner shaft 3 and the first outer shaft 1 and the second outer shaft 2 which rotate independently, so that the wedge element group I6 can selectively transmit rotary power between the first outer shaft 1 and the inner shaft 3 and the wedge element group II 7 can selectively transmit rotary power between the second outer shaft 2 and the inner shaft 3 according to the rotation direction and the rotation speed difference of the inner shaft and the outer shaft. When the inner shaft 3 is used as an active input part, the first outer shaft 1 and the second outer shaft 2 are used as passive output parts; when the first or second

outer shaft

1, 2 is used as an active input, the inner shaft 3 is used as a passive output. Because the wedge block element 8 can be engaged in two directions, the rotating power transmission device of the utility model does not need to consider the engaging direction of the wedge block element 8 when being coupled with the original power assembly system of a vehicle, thereby greatly reducing the installation difficulty. Compared with the prior art, the vehicle power assembly system adopts the rotary power transmission device, so that the power transmission is completely uninterrupted in the vehicle gear shifting process, the gear shifting pause and frustration are eliminated, and the gear shifting smoothness and the driving feeling of the vehicle are improved.

Drawings

Fig. 1 is a cross-sectional view schematically showing embodiment 1 of the rotary power transmitting apparatus of the present invention;

fig. 2 is an exploded schematic view of embodiment 1 of the rotary power transmitting apparatus of the utility model;

fig. 3 is a partially assembled schematic view of embodiment 1 of the rotary power transmitting apparatus of the utility model;

FIG. 4 is a schematic structural view of the annular cage of FIG. 1;

FIG. 5 is a schematic structural view of the annular spacing block of FIG. 1;

FIG. 6 is a schematic view of the wedge elements in a wedged state;

FIG. 7 is a schematic illustration of the wedge element in an un-wedged state;

FIG. 8 is a schematic view of the present invention employing pairs of one-way wedges;

FIG. 9 is a schematic view showing the installation of a two-way wedge in embodiment 1 of the present invention;

FIG. 10 is a schematic sectional view of a two-way wedge according to example 1 of the present invention;

FIG. 11 is a schematic view of clockwise rotational wedging of a bidirectional wedge in embodiment 1 of the present invention;

fig. 12 is a schematic view of counterclockwise rotational wedging of the bidirectional wedge in embodiment 1 of the present invention;

fig. 13 is a schematic structural view of a cage in embodiment 2 of the rotary power transmitting apparatus of the utility model;

FIG. 14 is a schematic view of clockwise rotational wedging of a bidirectional wedge in embodiment 2 of the present invention;

FIG. 15 is an enlarged schematic view of FIG. 14;

fig. 16 is a schematic view of counterclockwise rotational wedging of the bidirectional wedge in embodiment 2 of the present invention;

FIG. 17 is a schematic illustration of a vehicle powertrain system incorporating the present invention in an electric vehicle;

FIG. 18 is a shift schematic of the vehicle powertrain system of the present invention;

FIG. 19 is a schematic illustration of a vehicle powertrain system incorporating the present invention with a single clutch;

FIG. 20 is a schematic representation of a vehicle powertrain incorporating the dual clutch transmission of the present invention.

[ description of reference ]

1: a first outer shaft; 2: a second outer shaft; 3: an inner shaft;

4: an annular cage; 41: an annular plate; 42: mounting a through hole; 43: connecting columns; 44: a first set of mounting spaces; 45: a second set of mounting spaces; 46: a cage body; 47: mounting grooves;

5: annular spacing: 51: a limiting frame body; 52: a limiting groove;

6: a first wedge block element group; 7: and a second wedge element group:

8: a wedge element; 81: an outer wedging surface; 82: an inner wedging surface; 83: rotating shaft

9: an elastic element; 10: a first gear; 11: a second gear; 12: a first bearing; 13: a second bearing;

14: a one-way wedge block; 14 a: a first one-way wedge; 14 b: a second one-way wedge;

15: a bidirectional wedge block;

16: an electric motor; 17: a first gear; 18: a second gear; 19: a gearbox output shaft;

20: an engine; 21: a single clutch; 22: an odd-numbered stage input gear; 23: an even-numbered stage input gear; 24: an odd-numbered stage input shaft; 25: an even-numbered stage input shaft; 26: an odd-numbered gear output gear; 27: an even-numbered stage output gear; 28: an odd-gear output shaft; 29: an even-numbered stage output shaft; 30: a dual clutch transmission; 31: a differential gear.

Detailed Description

In order to better understand the above technical solutions, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the utility model are shown in the drawings, it should be understood that the utility model can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the utility model to those skilled in the art.

Example 1:

referring to fig. 1 and 2, embodiment 1 of the present invention provides a rotary power transmission device including a first outer shaft 1, a second outer shaft 2, an inner shaft 3, a first bearing 12, a first gear 10, a second bearing 13, and a second gear 11. The first bearing 12, the first outer shaft 1, the second outer shaft 2 and the second bearing 13 are sequentially sleeved on the inner shaft 3 along the axial direction, and are all coaxially arranged with the inner shaft 3. The inner races of the first bearing 12 and the second bearing 13 are used to support the inner shaft 3 for rotation. The first gear 10, the outer race of the first bearing 12, and the first outer shaft 1 rotate in synchronization, and the second gear 11, the outer race of the second bearing 13, and the second outer shaft 2 rotate in synchronization. As an example, the first gear 10 is sleeved on the outer ring of the first bearing 12 through a key joint, and the first outer shaft 1 is fixedly connected with the outer ring of the first bearing 12 through a bolt; the second gear 11 is sleeved on the outer ring of the second bearing 13 through a key connection, and the second outer shaft 2 is fixedly connected with the outer ring of the second bearing 13 through a bolt. It should be appreciated that other suitable fixed connection means may be used for the connection between the gear 10, the outer race of the bearing (i.e. the outer race of the first bearing 12 and the outer race of the second bearing 13) and the outer shaft (i.e. the first outer shaft 1 and the second outer shaft 2) in the present invention, as long as the three can rotate synchronously. By the provision of the first bearing 12 and the second bearing 13, not only is support provided for the inner shaft 3, the gears (i.e., the first gear 10 and the second gear 11), and the outer shaft so that the inner shaft 3 and the outer shaft can rotate independently of each other, but also the coaxial arrangement of the inner shaft 3, the gears, and the outer shaft is ensured.

Referring to fig. 1 and 3, an annular space is defined between inner annular surfaces of the first and second

outer shafts

1 and 2 and an outer annular surface of the inner shaft 3, and an annular retainer 4, an annular retainer 5, a wedge element group one 6, and a wedge element group two 7 are disposed in the annular space. The annular retainer 4 is sleeved on the inner shaft 3. The annular limiting frame 5 is sleeved on the annular retainer 4 and is not contacted with each other. The first wedge element group 6 and the second wedge element group 7 are arranged on the annular retainer 4 at intervals along the axial direction of the inner shaft 3. The first wedge element group 6 and the second wedge element group 7 both comprise a plurality of wedge elements 8 which are uniformly arranged along the circumferential direction of the inner shaft 3, the wedge elements 8 can be wedged in two directions, and the swinging range of the wedge elements is limited by the annular limiting frame 5. A first set of wedge elements 6 selectively transmits rotational power between the first outer shaft 1 and the inner shaft 3 and a second set of wedge elements 7 selectively transmits rotational power between the second outer shaft 2 and the inner shaft 3.

Further, referring to fig. 1, the first outer shaft 1 and the second outer shaft 2 have equal inner diameters, and the annular cage 4 and the annular stopper 5 have equal axial lengths. The annular retainer 4, the annular limiting frame 5 and the inner shaft 3 are coaxially arranged. The inner ring surface of the annular retainer 4 is in contact with the outer ring surface of the inner shaft 3, the outer ring surface of the annular limiting frame 5 is in contact with the inner ring surfaces of the first outer shaft 1 and the second outer shaft 2, so that friction force is generated between the annular retainer 4 and the inner shaft 3, and friction force is generated between the annular limiting frame 5 and the first outer shaft 1 and the second outer shaft 2, the annular retainer 4 and the inner shaft 3 rotate in the same direction due to the friction force, the annular limiting frame 5 and the first outer shaft 1 or the second outer shaft 2 rotate in the same direction, and therefore the annular retainer 4 and the annular limiting frame 5 can control the wedge element group I6 and the wedge element group II 7 to incline towards the required direction. The annular holder 4 is rotatable relative to the inner shaft 3 and the annular limiting frame 5, and the annular limiting frame 5 is rotatable relative to the first outer shaft 1 and the second outer shaft 2. The first bearing 12 and the second bearing 13 may provide axial positioning for the annular holder 4 and the annular stop 5. Alternatively, the outer annular surface of the inner shaft 3 is provided with an axial positioning collar at an end surface adjacent to the annular retainer 4 and the annular retainer 5 to restrict axial play of the annular retainer 4 and the annular retainer 5.

Referring to fig. 4, the annular holder 4 includes three annular plates 41 coaxially arranged in sequence at intervals and connecting columns 43 uniformly arranged along the circumferential direction. The connecting column 43 passes through the three annular plates 41 in the axial direction and fixedly connects them. Preferably, the three annular plates 41 have the same inner and outer diameters. A first set of mounting spaces 44 for mounting the first set of wedge element 6 and a second set of mounting spaces 45 for mounting the second set of wedge element 7 are defined between two adjacent annular plates 41. The three annular plates 41 are provided with a plurality of mounting through holes 42 arranged along the circumferential direction in a one-to-one correspondence. The mounting through-hole 42 is provided radially outward of the annular plate 41 and its axial direction is parallel to the axial direction of the inner shaft 3. The mounting through hole 42 is used for mounting the rotation shaft 83 of the wedge member 8.

Preferably, the two ends of the wedge element 8 along the axial direction of the inner shaft 3 are provided with rotating shafts 83, the rotating shafts 83 can enable the wedge element 8 to be installed on the annular retainer 4 at a relatively accurate position, and enable the wedge element 8 to rotate around the rotating shafts 83, and meanwhile, a certain amount of looseness exists between the rotating shafts 83 of the wedge element 8 and the installation through holes 42 on the annular retainer 4, so that the influence on the normal work of the wedge element 8 caused by too much limitation on deformation generated in the wedging process of the wedge element 8 is avoided.

Referring to fig. 5, the annular stopper frame 5 includes a stopper frame body 51 having an annular shape. The limiting frame body 51 is provided with a first set of limiting grooves corresponding to the first set of mounting spaces 44 and a second set of limiting grooves corresponding to the second set of mounting spaces 45. The first set of limiting grooves and the second set of limiting grooves are arranged at intervals along the axial direction of the limiting frame body 51. The first set of limiting grooves and the second set of limiting grooves both comprise a plurality of limiting grooves 52 which are uniformly arranged along the circumferential direction of the limiting frame body 51. The outer end of the wedge member 8 in the radial direction of the inner shaft 3 is located in the retainer groove 52 so that the swing range of the wedge member 8 about its rotational axis 83 is limited by the side walls of the retainer groove 52.

Referring to fig. 6-7, there are shown views of the wedge elements 8 wedging with each other between the first outer axle 1 or the second outer axle 2 and the inner axle 3. The wedge element 8 comprises an outer wedging surface 81 which wedges with an inner annular surface of the first outer axle 1 or the second outer axle 2, and an inner wedging surface 82 which wedges with an outer annular surface of the inner axle 3. The outer and inner wedging surfaces 81, 82 are arranged centrosymmetrically with respect to the axis of rotation of the wedge element 8. The outer and inner wedging surfaces 81, 82 may be of an eccentric circular arc or logarithmic spiral type, preferably a logarithmic spiral type.

The principle of wedging or unbooking (i.e. unbooking) the wedge elements 8 with the inner and outer shafts will be explained below with reference to fig. 6-7, wherein the wedge elements 8 are one-way wedges 14. It should be noted that fig. 6-7 are not schematic illustrations of embodiments of the present invention, wherein the wedge members 8 are simplified for ease and clarity of illustration. The utility model refers to a one-way wedge block, which means that the wedge block element 8 only generates wedging phenomenon when rotating around the rotation shaft of the wedge block element clockwise or anticlockwise; by "bidirectional wedge" is meant that the wedge element 8 is wedged both when rotating clockwise about its own axis of rotation and when rotating counterclockwise about its own axis of rotation.

As shown in fig. 6 to 7, the radial distance between the inner annular surface of the outer shafts (i.e., the first outer shaft 1 or the second outer shaft 2) and the outer annular surface of the inner shaft 3 is defined as EF. Wedge element 8 comprises large-diameter profiles AE and BF and small-diameter profiles EC and FD, respectively, which are arranged radially symmetrically with respect to rotational axis 83, large-diameter profile AE constituting outer wedging surface 81 and large-diameter profile BF constituting inner wedging surface 82. AB is the major diameter direction and is greater than the radial spacing EF; CD is the minor diameter direction and is less than the radial spacing EF.

In the case that the outer shaft is the driving input part, when the outer shaft rotates clockwise relative to the inner shaft 3, referring to fig. 6, the friction force between the outer wedging surface 81 of the wedge element 8 and the inner annular surface of the outer shaft drives the wedge element 8 to rotate clockwise around the rotating shaft 83 thereof, and since the distance in the major diameter direction AB is greater than the radial distance EF, the wedge element 8 is wedged tightly between the outer shaft and the inner shaft 3 to form a rigid whole, so that the outer shaft drives the inner shaft 3 to rotate clockwise synchronously, the wedge element 8 enters the wedging state, and the rotation movement and the load of the outer shaft can be transmitted to the inner shaft 3. When the outer shaft rotates counterclockwise relative to the inner shaft 3, referring to fig. 7, the friction force between the outer wedging surface 81 of the wedge element 8 and the inner annular surface of the outer shaft drives the wedge element 8 to rotate counterclockwise around the rotation shaft 83 thereof, and since the distance in the small diameter direction CD is smaller than the radial distance EF, the wedge element 8 is out of contact with the outer shaft and the inner shaft 3 and enters a wedge releasing (i.e., de-wedging) state, so that the rotational movement and the load of the outer shaft cannot be transmitted to the inner shaft 3.

In the case that the inner shaft 3 is the driving input component, when the inner shaft 3 rotates counterclockwise relative to the outer shaft, referring to fig. 6, the friction force between the inner wedging surface 82 of the wedge element 8 and the outer annular surface of the inner shaft 3 drives the wedge element 8 to rotate clockwise around the rotation shaft 83 thereof, and since the distance in the major diameter direction AB is greater than the radial distance EF, the wedge element 8 is wedged tightly between the outer shaft and the inner shaft 3 to form a rigid whole, so that the inner shaft 3 drives the outer shaft to rotate synchronously counterclockwise, and the wedge element 8 enters the wedged state, so that the rotation motion and the load of the inner shaft 3 can be transmitted to the outer shaft. When the inner shaft 3 is rotated clockwise with respect to the outer shaft, referring to fig. 7, the wedge member 8 is rotated counterclockwise about its rotation axis 83 by the frictional force between the inner wedging surface 82 of the wedge member 8 and the outer annular surface of the inner shaft 3, and since the interval in the small diameter direction CD is smaller than the radial interval EF, the wedge member 8 is out of contact with the outer shaft and the inner shaft 3 to enter the state of being released from the wedge, so that the rotational movement and the load of the inner shaft 3 cannot be transmitted to the outer shaft.

It will be appreciated that if the direction of installation of the wedge member 8 is opposite to that shown in figures 6-7, the wedging and unbooking conditions between the wedge member 8 and the outer and inner shafts 3 will both occur in opposite directions.

Referring to fig. 8, in the embodiment of the rotary power transmitting apparatus of the present invention, the wedge member 8 may employ a first one-way wedge 14a and a second one-way wedge 14b which are provided in pairs and installed in opposite wedging directions to each other. As shown in fig. 3 to 4, the first one-way sprag 14a and the second one-way sprag 14b are installed in pairs in the first set of installation spaces 44 and the second set of installation spaces 45 of the annular holder 4 by a rotation shaft 83, and the rotation shaft 83 is fixed in position and can rotate by the installation through holes 42 of the annular holder 4. As shown in fig. 8, between the first one-way wedge 14a and the second one-way wedge 14b there is provided a resilient element 9, the spring element 9 preferably being mounted on the annular holder 4. The elastic element 9 is preferably a spring, the two ends of which are respectively pressed against the first one-way wedge 14a and the second one-way wedge 14 b. The spring with preloaded pressure pushes the adjacent first one-way wedge block 14a and the second one-way wedge block 14b towards the respective wedging direction, so as to ensure that one of the one-way wedge blocks can be in the wedging position by the spring regardless of the clockwise or counterclockwise movement of the annular limiting frame 5. The length of the retainer groove 52 in the circumferential direction of the annular retainer 5 is set so that the first one-way wedge 14a and the second one-way wedge 14b cannot be engaged at the same time.

Referring to fig. 8, in the case where the outer shaft is the driving input part, when the outer shaft is rotated clockwise with respect to the inner shaft 3, the first one-way sprag 14a enters a wedging state and the second one-way sprag 14b enters a releasing state; when the outer shaft is rotated counterclockwise relative to the inner shaft 3, the first one-way wedge 14a enters the wedge released state, and the second one-way wedge 14b enters the wedge engaged state. Under the condition that the inner shaft 3 is a driving input part, when the inner shaft 3 rotates anticlockwise relative to the outer shaft, the first one-way wedge block 14a enters a wedging state, and the second one-way wedge block 14b enters a wedge releasing state; when the inner shaft 3 is rotated clockwise relative to the outer shaft, the first one-way wedge 14a enters an unlocked state and the second one-way wedge 14b enters a wedged state. Therefore, the rotary power transmission device of the utility model can realize bidirectional wedging, thereby leading the inner shaft and the outer shaft to synchronously rotate.

With continued reference to fig. 8, it can be determined that the outer shaft rotates at a higher speed in the counterclockwise direction than the inner shaft 3, or that the inner shaft 3 rotates at a higher speed in the clockwise direction than the outer shaft. If the counterclockwise rotation speed of the inner shaft 3 suddenly increases beyond the outer shaft, the second one-way sprag 14b in the wedging state rotates clockwise around its own rotation shaft 83 as an axis by friction until the small-diameter profiles EC and FD are disengaged from the inner and outer shafts, and the second one-way sprag 14b enters the wedge releasing state, thereby instantly releasing the rigid connection between the inner shaft 3 and the outer shaft. As the second one-way wedge 14b rotates clockwise, the annular restraining shelf 5 is no longer held in a fixed position by the second one-way wedge 14b, but rather rotates clockwise with respect to the inner shaft 3 by friction (in fact the outer shaft is still rotating counterclockwise, but at a slower rate than the inner shaft). With the leaving of the annular limiting frame 5, the first one-way wedge 14a can rotate clockwise by taking the rotating shaft 83 of the first one-way wedge as an axis under the action of the spring, and when the first one-way wedge 14a rotates to the large-diameter profile AE and BF to be wedged with the inner shaft and the outer shaft, the first one-way wedge 14a enters a wedging state and forms a rigid whole with the inner shaft 3 and the outer shaft again. After the first one-way wedge 14a is wedged, because the annular spacing frame 5 can only allow one-way wedge 14 to be in the setting of the wedged state, the second one-way wedge 14b is pushed away from the wedged position and enters the wedge-released state.

Preferably, in the embodiment of the rotary power transmitting apparatus of the present invention, the wedge element 8 employs a bidirectional wedge 15.

Referring to fig. 9, the bidirectional wedge 15 is rotatably installed in the first and second sets of

installation spaces

44 and 45 of the ring-shaped holder 4 by a rotation shaft 83. The bidirectional wedges 15 are provided in one-to-one correspondence with the retainer grooves 52. In order to keep the bidirectional wedge 15 in better contact with the working surfaces of the inner and outer shafts, the elastic element 9 is preferably arranged in the limiting groove 52. One end of the elastic element 9 is abutted against the bidirectional wedge 15, and the other end is fixedly connected with the side wall of the limiting groove 52. The pre-stressed elastic element 9 pushes the bidirectional wedge 15 towards the other side wall of the limiting groove 52. The elastic element 9 is preferably a spring. The elastic elements 9 and the bidirectional wedges 15 are alternately arranged in the circumferential direction of the retainer body 51. The bidirectional wedges 15 are uniformly arranged between the annular retainer 4 and the annular limiting frame 5 along the circumferential direction, and the actions of all the bidirectional wedges 15 in the same group are consistent under the control of the annular retainer 4 and the annular limiting frame 5.

Fig. 10 shows a schematic cross-sectional view of the bidirectional wedge 15. The bidirectional wedge 15 includes a clockwise wedging surface and a counterclockwise wedging surface. HK and JI are wedge surfaces when rotating clockwise, where HJ is the large diameter direction and IK is the small diameter direction. LO and NM are wedge surfaces when rotating counterclockwise, LN is a major diameter direction, and MO is a minor diameter direction. In which HK and LO constitute the outer wedging surface 81 and JI and NM constitute the inner wedging surface 82. The center of the two-way wedge 15 is a pivot 83. When viewed in an axial cross section of the bidirectional wedge 15, the bidirectional wedge 15 enters the wedged state regardless of whether it is rotated in a clockwise or counterclockwise direction or in a direction having a large diameter. The bi-directional wedge 15 is not wedged when in the neutral position because the corresponding diameter is the smallest in the KO, MI position range. Such a bidirectional wedge 15 can therefore completely replace the combination of two unidirectional wedges 14 of opposite directions described previously. Compared with the unidirectional wedge block 14, the bidirectional wedge block 15 can effectively save the installation space, and more wedge block elements can be accommodated in the same space so as to disperse the torque impact and pressure at the moment of wedging and prolong the service life of the rotary power transmission device.

As shown in fig. 11, the bidirectional wedge 15 rotates clockwise around its own rotation shaft 83 to wedge with the inner and outer shafts to transmit power. As shown in fig. 12, the bidirectional wedge 15 rotates counterclockwise around its own rotation shaft 83 to wedge with the inner and outer shafts to transmit power.

In the embodiment of the rotary power transmitting apparatus of the present invention, the manner of mounting and fixing the paired one-way sprags 14 or two-way sprags 15 may be various, and a common elastic annular retainer 4 may be used to ensure good contact between the sprag elements 8 and the inner and outer shafts.

Because the wedge block element 8 can be wedged in two directions, the rotary power transmission device of the utility model does not need to consider the wedging direction of the wedge block element 8 when being coupled with the original power assembly system of the vehicle, thereby greatly reducing the installation difficulty.

The rotary power transmission device of the present invention can selectively transmit rotary power between the inner and outer shafts according to the rotation direction and the difference in the rotation speed of the inner and outer shafts by providing the first and second

wedge element groups

6 and 7, the inner shaft 3, and the first and second

outer shafts

1 and 2 that rotate independently of each other, which share the annular retainer 4 and the annular stopper 5. When the inner shaft 3 is used as a driving input member, the first outer shaft 1 and the second outer shaft 2 are used as driven output members, and the first gear 10 and the first outer shaft 1 rotate synchronously while the second gear 1 and the second outer shaft 2 rotate synchronously, so that the first gear 10 and the second gear 11 can be said to be used as driven output members. The inner shaft 3 acts as a passive output element when the first outer shaft 1 or the second outer shaft 2 acts as an active input element, or, as it were, when the first gearwheel 10 or the second gearwheel 11 acts as an active input element.

Example 2:

embodiment 2 of the present invention provides a rotary power transmitting apparatus, and the same parts as those of embodiment 1 will not be described again, and only the parts of embodiment 2 different from those of embodiment 1 will be described here.

Referring to fig. 13, the annular cage 4 in embodiment 2 includes a cage body 46 having an annular shape. The holder body 46 is provided with a first set of mounting grooves and a second set of mounting grooves which are arranged at intervals along the axial direction. The first and second sets of mounting slots each include a plurality of mounting slots 47 evenly disposed along the circumference of the retainer body 46. The mounting grooves 47 are provided in one-to-one correspondence with the stopper grooves 52 provided on the annular stopper frame 5.

Referring to fig. 14 to 16, the wedge member 8 in embodiment 2 employs a bidirectional wedge 15. The bidirectional wedge 15, the mounting groove 47, and the stopper groove 52 are disposed in one-to-one correspondence with each other. The bidirectional wedge 15, the mounting groove 47 and the stopper groove 52 are uniform in length in the axial direction of the inner shaft 3. The outer end of the bidirectional wedge 15 along the radial direction of the inner shaft 3 is positioned in the limiting groove 52, the inner end along the radial direction of the inner shaft 3 is positioned in the mounting groove 47, and the bidirectional wedge 15 can rotate in the mounting groove 47.

In order to keep the bidirectional wedge 15 in better contact with the working surfaces of the inner and outer shafts, the elastic element 9 is preferably arranged in the limiting groove 52. One end of the elastic element 9 is abutted against the bidirectional wedge 15, and the other end is fixedly connected with the side wall of the limiting groove 52. The pre-stressed elastic element 9 pushes the bidirectional wedge 15 towards the other side wall of the limiting groove 52. The elastic element 9 is preferably a spring. The elastic elements 9 and the bidirectional wedges 15 are alternately arranged in the circumferential direction of the retainer body 51.

The bidirectional wedge 15 in embodiment 2 has a rotation axis, but does not have the rotation shaft 83. The outer wedge surface 81 and the inner wedge surface 82 of the bidirectional wedge 15 are respectively located at two radially outermost ends of the inner shaft 3, so that the bidirectional wedge 15 receives a large friction torque during operation of the rotary power transmission device. In the design with the rotating shaft 83, the friction torque is applied to the rotating shaft 83, and the rotating shaft 83 may fail due to excessive torque in practical applications. In this embodiment, the rotation shaft 83 is eliminated, the problem of failure of the rotation shaft 83 is avoided, and the friction torque is borne by the entire bidirectional wedge 15, thereby improving the reliability and durability of the rotary power transmission device.

Preferably, with reference to fig. 14-16, the left and right contours of the portion of the bi-directional wedge 15 located in the retainer groove 52 and the portion located in the mounting groove 47 are concentric arcs as viewed in cross-section of the inner shaft 3, so that the groove walls of the retainer groove 52 and the mounting groove 47 are always tangent to the arcs, providing accurate and reliable positioning of the bi-directional wedge 15 and controlling the consistency of the inclination of all wedges of the same set in the desired direction.

The rotary power transmission device of the present invention, in combination with a vehicle transmission, can achieve uninterrupted power transmission during a vehicle shift as will be described below.

Example 3:

referring to fig. 17, embodiment 3 of the present invention provides a vehicle powertrain system including an electric motor 16, a two-speed transmission, and a rotary power transmitting apparatus described in

embodiment

1 or 2 of the present invention. An output shaft of the electric motor 16 is fixedly connected to the inner shaft 3 of the rotary power transmission device, and the first gear 10 and the second gear 11 of the rotary power transmission device are respectively engaged with a first gear 17 and a second gear 18 of the two-speed transmission. Two synchronizers are fixedly connected to the output shaft 19 of the gearbox and used for respectively controlling the coupling and the decoupling of the first gear 17 and the second gear 18 with the output shaft 19 of the gearbox.

Referring to fig. 18, the inner shaft 3 receives power from the electric motor 16 as a driving input member of the rotational power transmission device, the first gear 10 as a driven output member of the rotational power transmission device is connected to the first gear 17 of the transmission, and the second gear 11 is connected to the second gear 18 of the transmission. It is assumed that the gear ratio of the first gear 10 to the first gear 17 is 1:2 and the gear ratio of the second gear 11 to the second gear 18 is 2: 1.

When the vehicle normally runs in a certain gear, the first gear 10 and the second gear 11 of the rotary power transmission device rotate at the same speed and in the same direction as the inner shaft 3, and assuming that the rotation speed of the inner shaft 3, the first gear 10 and the second gear 11 is V at this time, the rotation speed of the first gear 17 of the gearbox is 1/2 times that of the first gear 10, namely 0.5V according to the gear ratio; the rotation speed of the second gear 18 is 2 times that of the second gear 11, i.e., 2V.

When the vehicle is in first gear, the rotational speed of the gearbox output shaft 19 is the same as that of the first gear 17, i.e. 0.5V. At this time, an upshift from first gear to second gear is performed, the second-gear synchronizer is directly engaged without disengaging the first-gear synchronizer, and since the rotation speed of the second-gear 18 is high, the rotation speed of the transmission output shaft 19 and the first-gear 17 are synchronized together to the rotation speed of the second-gear 18, that is, 2V, while the rotation speed of the first gear 10 engaged with the first-gear 17 is raised to 4V. Referring to the description of fig. 10, once the rotational speed of the passive output member exceeds the rotational speed of the active input member in the same direction, the corresponding set of wedge elements enters the wedge released state. Returning to the upshift operation, the rotation speed of the first gear 10 is increased to 4V, which is already much higher than the rotation speed V of the inner shaft 3, at which point the wedge element set one 6 enters the wedge-released state, the power transmission between the inner shaft 3 and the first outer shaft 1 or the first gear 10 is interrupted, and at which point the first gear synchronizer is disconnected to complete the upshift operation. Compared with the conventional upshift operation of first disconnecting the low gear and then connecting the high gear, the upshift operation of the vehicle powertrain system of the present invention of first connecting the high gear and then disconnecting the low gear does not have a gear connection neutral window period during the vehicle upshift operation, i.e., the transmission output shaft 19 is always connected with a certain gear, so that the power transmission is not interrupted during the upshift operation.

Next, describing the downshift operation, when the vehicle is running in second gear, the rotational speed of the gearbox output shaft 19 is the same as that of the second gear 18, i.e. 2V. At this time, a downshift operation from the second gear to the first gear is performed, the first-gear synchronizer is directly engaged without disengaging the second-gear synchronizer, and since the rotational speed of the transmission output shaft 19 is high, the rotational speed of the first-gear 17 is synchronized to the rotational speed of the transmission output shaft 19, that is, 2V, and the rotational speed of the first gear 10 engaged with the first-gear 17 is increased to 4V, which has greatly exceeded the rotational speed V of the inner shaft 3, as described above, at this time, the wedge element group one 6 enters the wedge-released state, and the power transmission between the inner shaft 3 and the first outer shaft 1 or the first gear 10 is interrupted. And then disconnecting the second-gear synchronizer, driving the output shaft 19 of the gearbox to rotate by the first gear 10 and the first-gear 17, and when the rotating speed of the first gear 10 is reduced to be lower than that of the inner shaft 3, the wedge element group I6 enters a wedging state again, so that power is transmitted from the motor to the output shaft 19 of the transmission in the first-gear, and the whole gear reduction operation is completed. Compared with the conventional downshift operation of firstly disconnecting the high gear and then connecting the low gear, the downshift operation of the vehicle power assembly system of the utility model of firstly connecting the low gear and then disconnecting the high gear does not have a gear connecting neutral window period in the vehicle downshift operation process, namely the output shaft 19 of the gearbox is always connected with a certain gear, so that the power transmission is not interrupted in the downshift process.

Example 4:

referring to fig. 19, embodiment 4 of the present invention provides a vehicle powertrain system including an engine 20, a single clutch 21, a transmission, and the rotary power transmitting apparatus described in

embodiment

1 or 2 of the present invention, wherein the engine 20 is connected to the single clutch 21, and an output shaft of the single clutch 21 is fixedly connected to an inner shaft 3 of the rotary power transmitting apparatus. The gearbox comprises an odd-numbered gear input shaft 24 and an even-numbered gear input shaft 25, wherein the odd-numbered gear input shaft 24 is fixedly connected with an odd-numbered gear input gear 22, and the even-numbered gear input shaft 25 is fixedly connected with an even-numbered gear input gear 23. The first gear 10 and the second gear 11 of the rotary power transmitting apparatus are in meshing connection with the odd-numbered stage input gear 22 and the even-numbered stage input gear 23, respectively. The gearbox output shaft 19 is connected to a differential 31.

The principle of shifting between odd and even gears in the vehicle powertrain system of the present embodiment is the same as that in embodiment 3, and the description thereof is omitted. In conventional vehicle drive-train systems with a single clutch, the first step of the shifting operation must first disengage the single clutch, shifting the gear with the clutch disengaged, resulting in periods of power transmission interruption during the shift. In the vehicle powertrain system provided by the embodiment 4 of the utility model, the single clutch 21 does not need to be separated firstly in the gear shifting operation, but the single clutch 21 is always kept engaged, and the gear shifting operation can be completed only by engaging the target new gear firstly and then disconnecting the originally connected old gear, so that the vehicle does not have the moment that the clutch between the engine and the input shaft of the gearbox is disconnected and the gear engagement blank period in the gear shifting operation process, i.e. the output shaft of the gearbox is always connected with a certain gear, thereby realizing uninterrupted power transmission in the gear shifting process and avoiding the pause feeling brought by the gear shifting of the traditional clutch.

It should be noted that when a downshift between odd gears or even gears is required, the powertrain system of the present embodiment may adopt sequential downshifts, for example, when a downshift from 5 to 3 is required, the downshift from 5 to 4 and then from 4 to 3 may be performed. Alternatively, the direct shift from 5 th gear to 3 rd gear may be realized according to a conventional shifting manner, or a shift to an adjacent 4 th gear or 2 nd gear may be provided in a vehicle control system.

For the engine 20 using an internal combustion engine, there is also encountered a case where braking with the engine is required, for example, when driving on a long downhill road, that is, a process of decelerating the vehicle with the resistance to the operation of the engine. As shown in fig. 11, the inner shaft 3 is driven by the engine 20 to rotate in a counterclockwise direction, and when the gears of a certain gear of the transmission are engaged, the corresponding set of wedge elements rotate clockwise around their own rotation axes and enter a wedged state. When entering a long downhill section, the gearbox remains engaged in this gear, the throttle is released, and the actual speed of travel of the vehicle is greater than what it should be under this gear and throttle, i.e. the outer shaft corresponding to this gear rotates in the same direction as the inner shaft 3, but at a greater speed than the inner shaft 3. Under the action of the difference of the rotating speed, the set of wedge block elements rotate around the rotating shaft of the set counterclockwise to enter a wedge releasing state firstly, and then continue to rotate to enter a wedging state on the other side, so that the wheels drive the engine to operate through the gearbox. When the wheel drives the engine to run, the resistance is overcome by the force transmitted by the wheel, thus achieving the purpose of reducing the rotating speed of the wheel.

Example 5:

referring to fig. 20, embodiment 5 of the utility model provides a vehicle powertrain system including an engine 20, a dual clutch transmission 30, a differential 31, and the rotary power transmitting apparatus described in

embodiment

1 or 2 of the utility model. The engine 20 is connected with a dual clutch transmission 30, the dual clutch transmission 30 comprises an odd-numbered gear output shaft 28 and an even-numbered gear output shaft 29, the odd-numbered gear output shaft 28 is fixedly connected with an odd-numbered gear output gear 26, and the even-numbered gear output shaft 29 is fixedly connected with an even-numbered gear output gear 27. The odd-numbered stage output gear 26 and the even-numbered stage output gear 27 are respectively connected in mesh with the first gear 10 and the second gear 11 of the rotary power transmitting apparatus, and the inner shaft 3 is connected to an input end of the differential 31.

In this embodiment, the dual clutch transmission 30 includes a first clutch and a second clutch. The first clutch is connected to the odd-numbered stage input shaft 24, and the second clutch is connected to the even-numbered stage input shaft 25. The first gear 10 and the second gear 11 serve as driving input members, and the inner shaft 3 serves as a driven output member.

The vehicle powertrain system of the present embodiment can achieve uninterrupted power transmission when shifting between odd and even gears. The upshift operation is performed by taking first gear and second gear as an example, the vehicle runs in first gear, the first clutch is engaged, the synchronizer of the first gear is engaged, the odd-numbered gear output gear 26 rotates the first gear 10, and the first outer shaft 1 rotates the inner shaft 3 synchronously in the same direction. When the upshift operation is performed, the second-gear synchronizer and the second clutch are directly engaged without disengaging the first-gear synchronizer and the first clutch, and the even-numbered gear output gear 27 rotates the second gear 11 so that the second gear 11 rotates in the same direction as the first gear 10, but at a higher speed than the first gear 10. Under the action of the difference between the rotating speeds of the second gear 11 and the inner shaft 3, the second wedge element group 7 enters a wedging state, so that the rotating speed of the inner shaft 3 is increased to be the same as that of the second gear 11, and the first wedge element group 6 enters an unlocking state in the process, thereby realizing uninterrupted transmission of power. And at the moment, the first gear synchronizer and the first clutch are disconnected, and the whole gear-up operation is completed.

The downshift operation is performed by taking the first gear downshift from the second gear, the vehicle runs in the first gear, the second clutch is engaged, the synchronizer of the second gear is engaged, and the even-numbered gears 27 drive the second gear 11 to rotate, so that the second outer shaft 2 drives the inner shaft 3 to synchronously rotate in the same direction. When the gear shifting operation is performed, the first-gear synchronizer and the first clutch are directly engaged without disconnecting the second-gear synchronizer and the second clutch, and the odd-gear output gear 26 drives the first gear 10 to rotate, so that the first gear 10 and the second gear 11 rotate in the same direction, but the rotating speed is lower than that of the second gear 11. Then the second gear synchronizer and the second clutch are disconnected, the second gear 11 drives the rotating speed of the inner shaft 3 to start to decrease, when the rotating speed of the inner shaft 3 is lower than that of the first gear 10, the wedge element group I6 is switched from the wedge-releasing state to the wedge-engaging state, and the wedge element group II 7 is switched from the wedge-engaging state to the wedge-releasing state, so that the inner shaft 3 and the first gear 10 synchronously rotate, uninterrupted power transmission is realized, and the whole gear-down operation is completed.

As with embodiment 4, when a downshift between odd-numbered gears or even-numbered gears is required, the vehicle powertrain system in this embodiment may employ sequential downshifts, for example, when a downshift from 5 to 3 is required, a downshift from 5 to 4 and then a downshift from 4 to 3 may be performed. Alternatively, the direct shift from 5 th gear to 3 rd gear may be realized according to a conventional shifting manner, or a shift to an adjacent 4 th gear or 2 nd gear may be provided in a vehicle control system.

The rotary power transmission device is used with the double-clutch transmission 30 in a matched mode, the engineering calibration problem of separation and combination of friction plates on two clutches does not need to be considered, power can be transmitted without interruption during gear shifting at any combination speed and separation speed of the double-clutch friction plates, the gear shifting process is smooth, and the problems that double-clutch gear shifting is jerked and the friction plates are overheated due to frequent clutching are avoided.

In the description of the present invention, it is to be understood that the terms "first", "second" and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium; either as communication within the two elements or as an interactive relationship of the two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless expressly stated or limited otherwise, a first feature is "on" or "under" a second feature, and the first and second features may be in direct contact, or the first and second features may be in indirect contact via an intermediate. Also, a first feature "on," "above," and "over" a second feature may be directly or obliquely above the second feature, or simply mean that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lower level than the second feature.

In the description herein, the description of the terms "one embodiment," "some embodiments," "an embodiment," "an example," "a specific example" or "some examples" or the like, means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Moreover, various embodiments or examples and features of various embodiments or examples described in this specification can be combined and combined by one skilled in the art without being mutually inconsistent.

Although embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are exemplary and not to be construed as limiting the present invention and that those skilled in the art may make modifications, alterations, substitutions and alterations to the above embodiments within the scope of the present invention.

Claims

1. A rotary power transmission device comprises a first outer shaft (1), a second outer shaft (2), an inner shaft (3), a first bearing (12), a first gear (10), a second bearing (13) and a second gear (11), wherein the first bearing (12), the first outer shaft (1), the second outer shaft (2) and the second bearing (13) are sequentially sleeved on the inner shaft (3) along the axial direction and are coaxially arranged with the inner shaft (3); the inner rings of the first bearing (12) and the second bearing (13) are used for supporting the inner shaft (3) to rotate; the gear transmission mechanism is characterized in that the first gear (10) is fixed on an outer ring of the first bearing (12), and the first outer shaft (1) is fixedly connected with the outer ring of the first bearing (12); the second gear (11) is fixed on the outer ring of the second bearing (13), and the second outer shaft (2) is fixedly connected with the outer ring of the second bearing (13);

an annular space is defined between the inner annular surfaces of the first outer shaft (1) and the second outer shaft (2) and the outer annular surface of the inner shaft (3);

the rotary power transmission device also comprises an annular retainer (4), an annular limiting frame (5), a wedge element group I (6) and a wedge element group II (7) which are arranged in the annular space; the annular retainer (4) is sleeved on the inner shaft (3); the annular limiting frame (5) is sleeved on the annular retainer (4) and is not contacted with each other; the wedge element group I (6) and the wedge element group II (7) are arranged on the annular retainer (4) at intervals along the axial direction of the inner shaft (3); the wedge element group I (6) and the wedge element group II (7) comprise a plurality of wedge elements (8) which are uniformly arranged along the circumferential direction of the inner shaft (3); the wedge block element (8) can be wedged in two directions, and the swing range of the wedge block element is limited by the annular limiting frame (5);

the first set of wedge elements (6) selectively transmits rotational power between the first outer shaft (1) and the inner shaft (3), and the second set of wedge elements (7) selectively transmits rotational power between the second outer shaft (2) and the inner shaft (3).

2. The rotary power transmitting apparatus as claimed in claim 1, characterized in that: the annular retainer (4), the annular limiting frame (5) and the inner shaft (3) are coaxially arranged; the inner ring surface of the annular retainer (4) is in contact with the outer ring surface of the inner shaft (3), and the outer ring surface of the annular limiting frame (5) is in contact with the inner ring surfaces of the first outer shaft (1) and the second outer shaft (2); the annular cage (4) is rotatable relative to the inner shaft (3) and the annular stop (5), the annular stop (5) being rotatable relative to the first outer shaft (1) and the second outer shaft (2).

3. The rotary power transmitting apparatus as claimed in claim 1, characterized in that: the annular retainer (4) comprises three annular plates (41) which are sequentially arranged at intervals along the axial direction, and a first group of mounting spaces (44) for mounting the first wedge element group (6) and a second group of mounting spaces (45) for mounting the second wedge element group (7) are respectively defined between two adjacent annular plates (41); a plurality of mounting through holes (42) arranged along the circumferential direction are formed in two adjacent annular plates (41) in a one-to-one correspondence mode, the axial direction of each mounting through hole (42) is parallel to the axial direction of the inner shaft (3), and the mounting through holes are used for mounting rotating shafts (83) of the wedge block elements (8).

4. The rotary power transmitting apparatus as recited in claim 3, characterized in that: the annular limiting frame (5) comprises a limiting frame body (51), and the limiting frame body (51) is provided with a first group of limiting grooves corresponding to the first group of mounting spaces (44) and a second group of limiting grooves corresponding to the second group of mounting spaces (45); the first group of limiting grooves and the second group of limiting grooves are arranged at intervals along the axial direction of the limiting frame body (51); the first group of limiting grooves and the second group of limiting grooves respectively comprise a plurality of limiting grooves (52) which are uniformly arranged along the circumferential direction of the limiting frame body (51); the wedge elements (8) are arranged in one-to-one correspondence with the limiting grooves (52), and the wedge elements (8) are located in the limiting grooves (52) along the radial outer end of the inner shaft (3).

5. The rotary power transmitting apparatus as recited in claim 4, characterized in that: the wedge element (8) comprises an outer wedging surface (81) wedging with an inner annular surface of the first outer axle (1) or the second outer axle (2), and an inner wedging surface (82) wedging with an outer annular surface of the inner axle (3); the outer wedge surface (81) and the inner wedge surface (82) are arranged in a manner that they are centrosymmetric with respect to the axis of rotation of the wedge element (8).

6. The rotary power transmitting apparatus as recited in claim 5, characterized in that: the wedge element (8) is a bidirectional wedge (15); an elastic element (9) is arranged in the limiting groove (52); one end of the elastic element (9) is abutted to the bidirectional wedge (15), the other end of the elastic element is fixedly connected with the side wall of the limiting groove (52), and the elastic element (9) and the bidirectional wedge (15) are alternately arranged in the circumferential direction of the limiting frame body (51).

7. The rotary power transmitting apparatus as recited in claim 5, characterized in that: the wedge block elements (8) are unidirectional wedge blocks (14) which are arranged in pairs and have opposite wedging directions; an elastic element (9) is mounted on the annular cage (4) and is arranged between the unidirectional wedges (14) arranged in pairs.

8. A vehicle powertrain comprising an electric motor (16), a two-speed gearbox and a rotary power transmission device according to any one of claims 1-7, an output shaft of the electric motor (16) being fixedly connected to the inner shaft (3) of the rotary power transmission device, the first gear wheel (10) and the second gear wheel (11) being in meshing connection with a first gear wheel (17) and a second gear wheel (18) of the two-speed gearbox, respectively.

9. A vehicle powertrain system, characterized by an engine (20), a single clutch (21), a gearbox and a rotary power transmission device according to any one of claims 1-7, the engine (20) is connected to the single clutch (21), an output shaft of the single clutch (21) is fixedly connected to the inner shaft (3) of the rotary power transmission device, the gearbox comprises an odd-numbered gear input shaft (24) and an even-numbered gear input shaft (25), the odd-numbered gear input shaft (24) is fixedly connected with an odd-numbered gear input gear (22), the even-numbered gear input shaft (25) is fixedly connected with an even-numbered gear input gear (23), the first gear (10) and the second gear (11) are respectively in meshed connection with the odd-numbered gear input gear (22) and the even-numbered gear input gear (23).

10. A vehicle powertrain system, characterized by an engine (20), a dual clutch gearbox (30), a differential (31) and a rotary power transmission device according to any one of claims 1-7, the engine (20) is connected with the double-clutch gearbox (30), the double-clutch gearbox (30) comprises an odd-numbered gear output shaft (28) and an even-numbered gear output shaft (29), the odd-numbered gear output shaft (28) is fixedly connected with an odd-numbered gear output gear (26), the even-numbered gear output shaft (29) is fixedly connected with an even-numbered gear output gear (27), the odd-numbered stage output gear (26) and the even-numbered stage output gear (27) are respectively connected in meshing engagement with the first gear (10) and the second gear (11) of the rotary power transmitting device, and the inner shaft (3) is connected to an input end of the differential (31).