WO2020211696A1 - 双超越离合轴套输出自适应自动变速主轴总成、变速器及驱动系统 - Google Patents

双超越离合轴套输出自适应自动变速主轴总成、变速器及驱动系统 Download PDF

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Publication number
WO2020211696A1
WO2020211696A1 PCT/CN2020/084069 CN2020084069W WO2020211696A1 WO 2020211696 A1 WO2020211696 A1 WO 2020211696A1 CN 2020084069 W CN2020084069 W CN 2020084069W WO 2020211696 A1 WO2020211696 A1 WO 2020211696A1
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WIPO (PCT)
Prior art keywords
transmission
main shaft
gear
power
sleeve
Prior art date
Application number
PCT/CN2020/084069
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English (en)
French (fr)
Inventor
薛荣生
陈俊杰
张引航
王靖
周黔
Original Assignee
西南大学
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201910304249.4A external-priority patent/CN110185790B/zh
Priority claimed from CN201910304219.3A external-priority patent/CN110030332B/zh
Priority claimed from CN201910304833.XA external-priority patent/CN109990069B/zh
Application filed by 西南大学 filed Critical 西南大学
Publication of WO2020211696A1 publication Critical patent/WO2020211696A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus

Definitions

  • the invention relates to a motor vehicle transmission, in particular to a dual-overrunning clutch sleeve output self-adaptive automatic transmission main shaft assembly, a transmission and a drive system.
  • the mechanical transmission system generally uses complex working conditions and needs to distribute torque to achieve transmission of different loads and speeds.
  • the driving environment is complex and changeable.
  • the electric drive method commonly used in the existing electric vehicles is a motor-driven fixed-speed ratio.
  • the high efficiency and reasonable range are narrow and limited, resulting in a vicious circle, resulting in the following problems:
  • the essence of the high-speed motor acceleration and deceleration mechanism is to increase power and torque, and cannot achieve high-efficiency conversion. Under low-speed and heavy-load conditions, it will cause rapid deterioration of motor performance and low efficiency under resistance rotation; large current power supply and frequent Large current impact, unblocked damage to batteries, controllers, electrical appliances and cables caused by overload, especially greatly shortening the cycle mission of the battery, and poor economy;
  • the existing automatic transmission is multi-attribute control, using solenoid valves and servo motors to achieve upshifting and downshifting through mechanical components such as synchronizers, shift forks and gear rings.
  • mechanical components such as synchronizers, shift forks and gear rings.
  • the power must be cut off.
  • the motor speed rises to the highest instantaneously, and the driving power of the car suddenly disappears.
  • the speed drops under the action of driving resistance.
  • the algorithm is complicated and it is difficult to realize timely synchronous control. In a short period of time, it has a strong sense of frustration and poor reliability; there are problems such as safety, comfort, and reliability.
  • the inventor of the present application invented a series of cam adaptive automatic transmission devices, which can detect the driving torque-rotation speed and the driving resistance-vehicle speed signal according to the driving resistance, so that the output power of the motor or engine and the driving condition of the vehicle are always in the best Good matching state, realizes the balance control of vehicle driving torque and comprehensive driving resistance.
  • the load of the cam adaptive automatic transmission device changes the transmission ratio with the change of driving force, and automatically shifts gears according to the change of driving resistance without cutting off the driving force.
  • the cam adaptive automatic transmission device adopts a mechanical automatic transmission structure, which is suitable for one-way transmission of power of electric motorcycles and electric bicycles, and is not suitable for transmissions of motor vehicles and mechanical devices that require two-way drive.
  • the reverse gear mechanism will not only increase the overall volume of the transmission and the complexity of the structure, but also cannot integrate well with the cam adaptive automatic transmission.
  • the device can not only automatically change gears without cutting off the driving force as the driving resistance changes, but also It can solve the problem of high-efficiency road forward and reverse driving under complex conditions under two-way driving conditions, and the setting is simple and compact, and the cam adaptive automatic transmission mechanism works smoothly and naturally, reducing manufacturing costs and ensuring transmission stability .
  • the purpose of the present invention is to provide a dual-overrunning clutch sleeve output adaptive automatic transmission main shaft assembly, transmission and drive system, adding a reverse gear transmission mechanism with strong adaptability, and the device can not only adapt to the driving resistance Automatically shift and change gears without cutting off the driving force, and can solve the problem of high-efficiency road forward and reverse driving under complicated conditions under two-way driving conditions, and the setting is simple and compact, and the cam is adaptive
  • the automatic transmission mechanism cooperates smoothly and naturally, reducing manufacturing costs and ensuring the stability of transmission.
  • the dual overrunning clutch sleeve output adaptive automatic transmission main shaft assembly of the present invention includes a main shaft, a transmission system on the main shaft, and a power output sleeve that is rotatably fitted on the main shaft.
  • the transmission system includes a low-speed gear power input and a reverse gear. Power input and adaptive transmission components;
  • the adaptive transmission assembly includes a driving friction piece, a driven friction piece and a variable speed elastic element
  • the driving friction member and the driven friction member form a friction transmission pair in a manner in which friction surfaces cooperate with each other;
  • the driven friction member is arranged on the main shaft in a manner capable of axially sliding and driving in the circumferential direction.
  • the variable speed elastic element exerts a pretensioning force to make the driven friction member and the driving friction member fit and drive, and the driven friction member transfers the power through the axial cam pair. Output to the power output sleeve.
  • the axial cam pair outputs the power, it applies an axial component force opposite to the pre-tightening force of the variable speed elastic element to the outer cone sleeve of the toroidal body; the driving power is transferred through a first overrunning clutch Power input to the active friction member;
  • the low-speed power input member is a second overrunning clutch provided on the main shaft, and the second overrunning clutch is used to transmit the low-speed power to the main shaft and from the main shaft to the driven friction member;
  • the reverse gear power input member is arranged on the main shaft to transmit the reverse gear power to the main shaft and from the main shaft to the driven friction member;
  • the reverse gear power input member inputs reverse gear power through a transmission ratio I and outputs reverse gear power to the main shaft
  • the low gear power input member inputs low-speed gear power through a transmission ratio II and outputs the low-speed gear power to
  • the transmission ratio I is greater than or equal to the transmission ratio II.
  • the axial cam pair is formed by a camshaft sleeve with an end face cam and an end face cam with a driven friction member, the camshaft sleeve is rotatably sleeved on the main shaft, and the power output sleeve and the camshaft sleeve
  • the transmission is matched or integrally formed and is provided with a power output part for power output.
  • the inner ring transmission of the second overrunning clutch is matched with the main shaft, and the outer ring is matched with the transmission or directly forms a low-speed driven gear for inputting low-speed power; the reverse power input member is a reverse driven Gear;
  • the transmission ratio I is greater than the transmission ratio II.
  • variable speed elastic element is a variable speed disc spring
  • variable speed disc spring is sheathed on the main shaft, and one end is against the driven friction member through a flat bearing, and the other end against the preload adjustment assembly
  • flat bearing is a double Flat rolling bearing with rows of small balls.
  • cam shaft sleeve and the power output shaft sleeve are matched in transmission through a second axial cam pair.
  • the pre-tightening force adjusting assembly includes an adjusting ring and an adjusting nut, the adjusting nut is threadedly arranged on the main shaft, the adjusting ring is axially slidably sleeved on the main shaft, and both ends of the adjusting ring are respectively against the adjusting nut and the variable speed disc spring.
  • the adjusting nut is also provided with a locking component for axially locking it.
  • an intermediate driving gear is provided in a transmission coordination with the outer ring of the first overrunning clutch and a rotation fit and a camshaft sleeve or a power output shaft sleeve.
  • the intermediate driving gear is used to output power to form reverse gear or low-speed gear.
  • the power output member is a power output gear integrally formed with the power output sleeve, and the outer circle of the power output sleeve is close to the power output gear and is provided with a first radial bearing for rotatably supporting on the transmission case;
  • the first end of the intermediate driving gear is in transmission cooperation with the outer ring of the first overrunning clutch, the second end forms a left journal and the outer circle of the left journal is provided with a second radial bearing for rotatably supporting and supporting on the transmission case;
  • the inner ring of the second overrunning clutch extends to the left and right to form an outer extension shaft section and an inner extension shaft section.
  • the outer circle of the outer extension shaft section and the outer circle of the inner extension shaft section are respectively provided with thirds for rotatably supporting the transmission case.
  • a radial bearing and a fourth radial bearing; the reverse gear driven gear is matched with the outer circle of the shaft section extending from the inner ring of the second overrunning clutch, and the fourth radial bearing is located in the reverse gear
  • the right side of the moving gear; the outer circle of the main shaft is provided with a fifth radial bearing for rotating and supporting the inner circle of the rotor of the driving motor.
  • the right side of the intermediate driving gear and the inner ring of the first overrunning clutch are rotationally matched through a first plane bearing, and the second radial bearing is arranged on a journal formed on the left side of the intermediate driving gear.
  • a second plane bearing is rotatably matched with the first radial bearing; the left side of the power output gear and the inner extension shaft section of the second overrunning clutch inner ring are provided with a third plane bearing.
  • the driving power is input by a driving transition sleeve, the driving transition sleeve is drivingly connected to the outer ring of the first overrunning clutch, and the inner ring of the first overrunning clutch is drivingly connected to the active friction member;
  • the outer ring of the clutch is fixedly connected with a transmission sleeve, and the transmission sleeve is tightly sleeved on the right journal formed at the first end of the intermediate driving gear to form a transmission fit.
  • the invention also discloses a transmission using the dual-over-clutch mechanical shaft end output self-adaptive automatic transmission main shaft assembly, including a box body, a countershaft and the double-over clutch mechanical shaft end output self-adaptive automatic transmission
  • the variable speed main shaft assembly, the driving power is also input to the counter shaft;
  • the countershaft transmits the low-speed gear power to the main shaft and from the main shaft to the driven friction member through the second overrunning clutch;
  • the countershaft can also transmit the reverse gear power to the main shaft and from the main shaft to the driven friction element or disconnect the reverse gear power through the reverse gear power input member.
  • an intermediate driving gear is provided in the transmission matching with the outer ring of the first overrunning clutch and the rotation matching is sleeved on the transmission shaft sleeve, and the counter shaft transmission is provided with an intermediate driven gear that meshes with the intermediate driving gear transmission;
  • the low-speed driven gear is meshed with a low-speed driving gear
  • the inner ring of the second overrunning clutch is matched with the main shaft
  • the outer ring is matched with the transmission or directly forms a low-speed driven gear
  • the low-speed driving gear is matched with
  • the reverse gear is arranged on the counter shaft;
  • the reverse gear power input is a reverse gear driven gear, and a reverse gear driving gear is arranged in a manner that can be engaged with or separated from the counter shaft, and the reverse gear driven gear is driven and arranged on the main shaft in cooperation.
  • the reverse drive gear is arranged on the countershaft in a manner that can be engaged or disengaged by an electromagnetic shift mechanism, and the electromagnetic shift mechanism is used to switch the power source forward and reverse at the same time;
  • the electromagnetic shift mechanism includes electromagnetic shift
  • the electromagnetic shifter is arranged on both sides of the active swing arm for driving the active swing arm to swing around the axis of the shifting shaft and drive the shifting shaft Rotating around the axis, the shift shaft drives the shift fork to swing around the axis and complete the gear shift;
  • the electromagnetic shift mechanism is also provided with a positioning mechanism, which includes a positioning pin with a pre-tightening force arranged at the power end of the active swing arm and a positioning base arranged on the box body.
  • the positioning base is arranged and positioned The pinball corresponds to the matching positioning pit; the electromagnetic shift mechanism is also provided with a position sensing assembly for detecting whether the gear shift is in place.
  • the present invention also discloses a drive system using the transmission, including a drive motor, the drive motor includes a stator and a hollow rotor, including a stator and a rotor, the rotor has a hollow rotor structure, the driven friction member, the driving The friction member and the variable speed elastic element are located in the hollow rotor structure; the hollow rotor structure is provided with a front support portion and a rear support portion, the front support portion is connected and supported by the outer ring of the first overrunning clutch in a driving manner, and the rear support portion rotates and supports In the box, the hollow center of the hollow rotor structure is rotatably supported by the main shaft.
  • the hollow inner wall of the rotor protrudes radially inward to form a bearing seat for rotatably supporting the main shaft.
  • the bearing seat is formed by ribs arranged side by side in the circumferential direction of the inner circle of the rotor;
  • the rotor includes a hollow The aluminum alloy rotor support body and the rotor body sheathed on the aluminum alloy rotor support body, the outer circle radial section of the aluminum alloy rotor support body is a polygonal star structure, and the inner circle of the rotor body matches the outer circle of the aluminum alloy rotor support body The structure of the multi-pointed star;
  • the magnetic steel of the motor is arranged in the rotor body, and the arrangement of the magnetic steel is compatible with the multi-pointed star structure;
  • the inner wall of the cavity of the rotor is juxtaposed in the circumferential direction to form longitudinal stiffening ribs, and the stiffening ribs are arranged on the aluminum alloy rotor support body.
  • the double overrunning clutch bushing output of the present invention has an adaptive automatic transmission main shaft assembly, a transmission and a drive system, which have all the advantages of the existing cam self-adaptive automatic transmission device, such as being able to detect the driving torque according to the driving resistance —Rotation speed and driving resistance—vehicle speed signal, so that the output power of the motor and the driving condition of the vehicle are always in the best matching state, realize the balance control of the driving torque of the vehicle and the comprehensive driving resistance, and adaptively change with the driving resistance without cutting off the driving force Automatic shifting and speed change; it can be used in mountainous, hilly and heavy load conditions, so that the motor load changes smoothly, the motor vehicle runs smoothly, and the safety is improved;
  • the reverse gear structure and the low gear mechanism are reasonably set to the transmission ratio, making the overall structure simple and compact.
  • the reverse gear transmission and the low gear and fast gear transmission share the transmission route without interference, ensuring the cost
  • the overall performance of the invented mechanical adaptive automatic transmission has strong adaptability, and it works smoothly and naturally with the adaptive automatic transmission mechanism, reduces manufacturing costs, and ensures the stability of transmission; the shaft sleeve is used to output power and the output position can be selected according to needs. It is not only suitable for the field of electric vehicles, but also for other variable torque mechanical transmission fields; at the same time, the output of the shaft sleeve can ensure a larger output torque.
  • Figure 1 is a schematic view of the axial cross-sectional structure of the present invention
  • Figure 2 is a schematic diagram of the electromagnetic shifting structure
  • Figure 3 is a sectional view of the electromagnetic shift structure
  • FIG. 4 is a schematic diagram of the structure of the clutch plate used in the present invention.
  • Figure 5 is an enlarged view of the clutch plate structure
  • Figure 6 is a diagram of the drive system of the present invention (taper sleeve structure);
  • Figure 7 is a cross-sectional view of the drive motor.
  • Fig. 1 is a schematic diagram of the axial cross-sectional structure of the present invention
  • Fig. 2 is a schematic diagram of the electromagnetic shift structure
  • Fig. 3 is a cross-sectional view of the electromagnetic shift structure, as shown in the figure:
  • the transmission system includes a main shaft 1, a transmission system on the main shaft 1, and a power output sleeve that is rotatably fitted on the main shaft.
  • the transmission system includes a low-speed power input, a reverse power input, and an adaptive transmission component.
  • the gear power input belongs to the low-speed transmission mechanism of the transmission, and the reverse power input belongs to the reverse transmission mechanism;
  • the adaptive transmission assembly includes a driving friction member, a driven friction member and a variable speed elastic element; the driving friction member and the driven friction member form a friction transmission pair in a manner in which friction surfaces cooperate with each other;
  • the active friction member is the toroidal axial inner cone sleeve 18, and the driven friction member is the toroidal axial outer cone sleeve 2;
  • the annular body axially inner cone sleeve 18 and the annular body axial outer cone sleeve 2 form a friction transmission pair in a manner that the friction surfaces cooperate with each other, and the annular body axially outer cone sleeve is driven in an axially slidable circumferential direction.
  • the method is set on the main shaft.
  • the torus axial inner cone sleeve 18 and the torus axial outer cone sleeve 2 are respectively the torus axial inner cone sleeve and the torus axial outer cone sleeve.
  • the axial inner cone sleeve of the ring body is provided with an axial inner cone surface and is sleeved on the axial outer cone sleeve of the torus body.
  • the axial outer cone sleeve of the torus body is provided with an axial inner cone that is aligned with the axial inner cone sleeve of the torus body.
  • the axially outer conical surfaces with matching surfaces form frictional engagement and transmission or separation through the mutually matched conical surfaces, which will not be repeated here; the axial outer conical sleeve of the annular body is sleeved on the main shaft and is provided with axial sliding grooves with the main shaft.
  • the sliding groove is embedded with balls to reduce friction, and the axially outer cone sleeve of the toroidal body and the main shaft form an axially slidable circumferential transmission match through the sliding groove and the balls;
  • the sliding groove can also be a spiral groove (forming a shaft To the cam groove), an axial cam pair can be formed after the ball is embedded, and it also has the compression of the variable speed elastic element 19 when the power is transmitted with large torque to ensure the smooth transmission; of course, it can also directly form a spline or thread pair ( It can also achieve the purpose without using balls);
  • the friction transmission pair can also adopt the friction plate structure as shown in Fig. 4 and Fig. 5.
  • the active friction member 18' is integrally formed with the inner ring of the first overrunning clutch or cooperates in transmission, and the active friction member 18
  • The'active friction plate group 18a' is provided on the driven friction member 2', and the driven friction plate group 2a' which is matched with the active friction plate 18a' is provided on the driven friction member 2'.
  • the matching structure is similar to the existing friction plate clutch, but the The structure friction plate can be detachably set, which can be increased or decreased according to the needs of the overall structure to ensure the axial size;
  • variable speed elastic element 19 exerts a pre-tightening force to make the torus axially outer cone sleeve and the toroidal axial inner cone sleeve fit for transmission, and the toroidal axial outer cone sleeve outputs the power to the power through the axial cam pair Output shaft sleeve 30.
  • the axial cam pair When the axial cam pair outputs power, it applies an axial component force opposite to the pre-tightening force of the variable speed elastic element to the outer cone sleeve of the toroidal body; the axial cam pair is the axial coordinated Cams (including end cams or spiral cams).
  • the axial cam pair When the annular body rotates in the axial outer cone sleeve, the axial cam pair produces two component forces in the axial and circumferential directions.
  • the circumferential component outputs power, and the axial component acts on
  • the annular body is axially outer tapered and applied to the variable speed elastic element, that is, the rotation direction of the axial cam pair is related to the power output rotation direction.
  • the transmission further includes a countershaft 12, and the driving power is also input to the countershaft 12;
  • the low-speed gear power input is a second overrunning clutch 6, and the second overrunning clutch 6 is arranged on the main shaft.
  • the low-speed gear power is transmitted to the main shaft 1 through the second overrunning clutch 6 and from the main shaft.
  • the main shaft 1 and the outer cone sleeve in the axial direction of the toroidal body are matched in transmission; of course, the low-speed gear power may include multiple low-speed gears, which will not be repeated here;
  • the reverse gear power input is arranged on the main shaft 1 to transmit the reverse gear power to the main shaft 1 and from the main shaft 1 to the outer cone sleeve of the annular body.
  • the reverse gear on the counter shaft The gear transmission mechanism can engage or disconnect the reverse gear power; generally, the gear structure is used to set up, and the reverse gear transmission mechanism can be disconnected from the main shaft or the counter shaft 12, both of which can achieve the purpose of the invention;
  • the reverse gear power input member inputs reverse gear power through a transmission ratio I and outputs reverse gear power to the main shaft
  • the low gear power input member inputs low-speed gear power through a transmission ratio II and outputs the low-speed gear power to
  • the transmission ratio I is greater than or equal to the transmission ratio II; as shown in the figure, when in use, the reverse gear transmission mechanism has a transmission ratio I that transmits reverse gear power from the countershaft 12 to the main shaft 1 through the reverse gear power input member, so
  • the low-speed gear transmission mechanism has a transmission ratio II that transmits the low-speed gear power from the countershaft 12 to the main shaft 1 through the low-speed gear power input.
  • the transmission ratio I is greater than or equal to the transmission ratio II; when the reverse gear is in transmission, the second overrunning clutch overrides
  • the rotation speed of the inner ring (the direction of rotation is the same as the reverse gear) is slower than that of the outer ring (both low-speed gear and reverse gear are powered by the countershaft), forming an overtaking, and the reverse gear transmission mechanism is smoothly transmitted, otherwise it will lock up.
  • the axial cam pair is preferably a bidirectional output cam structure.
  • the driving power is input by a driving transition sleeve 3, which is drivingly connected to the outer ring 4b of the first overrunning clutch 4, and the inner ring of the first overrunning clutch 4
  • the ring 4a is in transmission connection with the axial inner cone sleeve of the annular body; as shown in the figure, when the present invention is applied, the driving transition sleeve 3 also inputs power to the countershaft through the outer ring of the first overrunning clutch.
  • the axial cam pair is formed by a camshaft sleeve 22 with an end cam and an end cam with an outer cone sleeve 2 in the axial direction of the annular body, and the camshaft sleeve 22 is rotatably fitted on the main shaft.
  • the toroidal body axially matches the outer cone sleeve 2 and is axially slidable on the main shaft 1, the power output sleeve 30 and the camshaft sleeve 22 are driven or integrally formed and provided with power output Output member 11; as shown in the figure, the inner ring 4a of the first overrunning clutch 4 is rotatably fitted on the camshaft sleeve 22, and the camshaft sleeve 22 is provided with a power output member 11 for power output.
  • the output power output part 11 is a power output gear, which can be output to a differential when in use.
  • the low-speed transmission mechanism when the present invention is applied to a transmission, the low-speed transmission mechanism also includes a low-speed driven gear and a low-speed driving gear 7 meshing with the low-speed driven gear.
  • the inner ring of the second overrunning clutch 6 6a is provided in the main shaft 1 in transmission coordination, and the outer ring 6b is configured in transmission coordination or directly forms a low-speed driven gear, which is not directly formed in this embodiment;
  • a low-speed driving gear 7 is provided in a transmission coordination on the countershaft 12;
  • the reverse transmission includes a reverse drive gear 9 and a reverse driven gear 8 meshed with the reverse drive gear 9.
  • the reverse drive gear is arranged on the countershaft in an engaged or detachable manner, and the reverse driven gear is driven in cooperation with the main shaft. ;
  • the transmission ratio I is greater than the transmission ratio II.
  • the switch between low-speed gear and reverse gear can be completed by an electromagnetic shift mechanism.
  • the reverse drive gear 9 is arranged on the auxiliary gear in a manner that the electromagnetic shift mechanism 10 can be engaged or separated.
  • Shaft 12 the electromagnetic shift mechanism is used to switch the power source forward and reverse at the same time, and when the electromagnetic shift mechanism is switched to reverse gear, the signal is directly sent to the motor control system to control the motor to reverse to achieve reverse gear; It can be realized by using a general signal acquisition mechanism or switch.
  • the electromagnetic shift mechanism includes an electromagnetic shifter, an active swing arm, a shift shaft, and a shift fork
  • the electromagnetic shifter is two sets of electromagnetic shifters arranged on both sides of the active swing arm for driving
  • the active swing arm swings around the axis of the shift shaft and drives the shift shaft to rotate around the axis.
  • the shift shaft drives the shift fork to swing around the axis and drives the adapter (synchronizer) to complete the shift. (Synchronizer) Shifting belongs to the prior art, so I won’t repeat it here.
  • the electromagnetic shifter has a structure with a reciprocating push rod. When the power is turned on, the reciprocating push rod pushes out and pushes the active swing arm back to position immediately.
  • the electromagnetic shift mechanism is also provided with a positioning mechanism, the positioning mechanism includes a positioning pin with a pretension force arranged on the power end of the active swing arm and a positioning base arranged on the box body Base, the power end of the active swing arm refers to the end that is made to swing by the action of the electromagnetic shifter; as shown in the figure, the power end of the active swing arm is provided with a pin seat, and a cylindrical spring is installed in the pin seat, which acts on the positioning pin Make it have an outward pre-tightening force; the positioning base is provided with positioning pits corresponding to the positioning pin, the positioning pin slides on the surface of the positioning base during the swing process, and the pin is positioned when it slides to the positioning pit Under the action of pre-tensioning force, the pit is entered to form positioning.
  • the pit is a smooth structure. Positioning the pin under a certain thrust will remove the pit and complete the subsequent shift procedure; the electromagnetic shift mechanism is also provided for detection
  • the position sensing assembly of whether the gear shift is in place, the sensing assembly generally uses Hall elements and magnetic steel corresponding to the Hall elements.
  • variable speed elastic element 19 is a variable speed disc spring.
  • the variable speed disc spring is sheathed on the main shaft and one end abuts against the axial outer cone sleeve of the toroidal body, and the other end abuts the preload adjustment assembly, as shown in Figure 4
  • the variable speed disc spring 19 is sheathed on the main shaft 1, and one end of the torus axially outer cone sleeve 2 is resisted by a plane bearing 28.
  • the plane bearing 28 is a plane rolling bearing with double rows of small balls in the radial direction. Refers to the use of balls with the same load capacity in the prior art; the use of double-row balls can reduce the parameters of the balls under the condition that the plane bearing carries the same load.
  • the pre-tightening force adjustment assembly includes an adjustment ring 20 and an adjustment nut 17, the adjustment nut 17 is screwed on the main shaft 1, the adjustment ring 20 is axially slidably sleeved on the main shaft 1. Both ends are respectively against the adjusting nut 17 and the variable speed disc spring, and the adjusting nut is also provided with a locking assembly 21 for axially locking it.
  • the camshaft sleeve 22 and the power output sleeve 30 are matched by a second axial cam pair transmission.
  • the camshaft sleeve 22 is coupled to the power output sleeve of the main shaft by rotation.
  • 30 outputs power to the power output member 11, the cam shaft sleeve 22 and the power output shaft sleeve 30 cooperate with the second axial cam pair to form a double cam transmission structure, which is conducive to smooth transmission and is conducive to locking during low-speed transmission Variable speed disc spring to avoid sudden frustration;
  • one end (right side) of the transmission sleeve 5 is fixedly connected to the outer ring of the overrunning clutch, and the other end ( (Left side)
  • the outer spline of the right journal formed by the inner spline and the first end of the intermediate driving gear forms a transmission fit, and it is also supported on the outer circle of the journal to form mutual support to ensure the stability of the transmission structure;
  • the countershaft 12 is provided with an intermediate driven gear 14 in transmission cooperation with the intermediate driving gear 15.
  • the power output member 11 is a power output gear integrally formed with the power output shaft sleeve 30 (or a shaft journal is formed to cooperate with the power output shaft sleeve 30), and the outer circle of the power output shaft sleeve 30 is close to
  • the power output gear is provided with a first radial bearing 23 for rotating and supporting the transmission case; the first end of the intermediate driving gear 15 is in transmission cooperation with the outer ring 4b of the first overrunning clutch 4, and the second end forms a left journal and The outer circle of the left journal is provided with a second radial bearing 13 for rotatably supporting the transmission case; the inner ring 6a of the second overrunning clutch 6 extends to the left and right to form an outer extension shaft section and an inner extension shaft section, respectively , The outer circle of the outer extension shaft section and the outer circle of the inner extension shaft section are respectively provided with a third radial bearing 29 and a fourth radial bearing 24 for rotatably supporting the transmission case; the reverse driven gear 8 is in a transmission match
  • the maximum speed of the drive motor and the high-speed reducer is ⁇ 15000 rpm. It is used for high-efficiency and lightweight wheel hub electric wheels and other transmission mechanisms, which have greater advantages in energy saving and environmental protection, and are more suitable for pure electric vehicles with energy saving and environmental protection as the main goal use.
  • the right side of the intermediate driving gear 15 and the inner ring 4a of the first overrunning clutch 4 are rotationally matched through a first planar bearing 16, and the second radial bearing 13 is arranged on the left side of the intermediate driving gear 15 to form
  • the left side of the intermediate driving gear 15 and the first radial bearing 23 are rotationally matched through the second plane bearing 26;
  • the left side of the power output gear and the inner extension shaft section of the inner ring 6a of the second overrunning clutch 6 are provided with a third Planar bearing 27;
  • relatively rotating plane bearings are set between the sections, so that there is no interference between the sections, and the entire main shaft and
  • the shaft sleeve is directly transmitted to the box body over the full length of the input and output torque, and has a super bearing capacity in the radial direction, which provides a structural guarantee for the lightweight and high-speed transmission of the transmission.
  • the invention also discloses a transmission using the dual-over-clutch mechanical shaft end output self-adaptive automatic transmission main shaft assembly, including a box body, a countershaft and the double-over clutch mechanical shaft end output self-adaptive automatic transmission
  • the variable speed main shaft assembly, the driving power is also input to the counter shaft;
  • the countershaft transmits the low-speed gear power to the main shaft and from the main shaft to the driven friction member through the second overrunning clutch;
  • the countershaft can also transmit the reverse gear power to the main shaft and from the main shaft to the driven friction element or disconnect the reverse gear power through the reverse gear power input member.
  • an intermediate driving gear 15 is provided in the transmission matching with the outer ring of the first overrunning clutch and rotatingly matching with the transmission shaft sleeve. As shown in the figure, the transmission is completed by a transmission sleeve 5, and one end of the transmission sleeve 5 is fixedly connected.
  • the other end forms a transmission fit with the outer spline of the journal formed on the right side of the first power output driving gear through the inner spline, and is also supported on the outer circle of the journal to form mutual support to ensure transmission
  • the countershaft 12 is provided with an intermediate driven gear 14 for transmission and meshing with the intermediate driving gear 15
  • a low-speed driving gear 7 is provided for meshing with the low-speed driven gear
  • the inner ring of the clutch is matched with the main shaft for transmission, the outer ring 6a is matched with the transmission or directly forms a low-speed driven gear, and the low-speed driving gear is matched with the countershaft;
  • the reverse power input is a reverse driven
  • the gear 8 is provided with a reverse drive gear 9 in such a way that it can be engaged with or separated from the secondary shaft, and the reverse driven gear 8 is provided on the main shaft in driving cooperation.
  • the reverse driving gear 9 is arranged on the countershaft 12 in a manner that the electromagnetic shift mechanism 10 can be engaged or disengaged.
  • the electromagnetic shift mechanism is used to switch the power forward and reverse input at the same time.
  • the signal is directly sent to the motor control system to control the motor to reverse to achieve reverse gear; it can be achieved by using a general signal acquisition mechanism or switch.
  • the electromagnetic shift mechanism includes an electromagnetic shifter, an active swing arm, a shift shaft, and a shift fork
  • the electromagnetic shifter is two sets of electromagnetic shifters arranged on both sides of the active swing arm for driving
  • the active swing arm swings around the axis of the shift shaft and drives the shift shaft to rotate around the axis, and the shift shaft drives the shift fork to swing around the axis and complete shifting
  • the electromagnetic shifter has a reciprocating push rod When the power is turned on, the reciprocating push rod pushes out and pushes the active swing arm to swing and immediately returns to the position.
  • the return position generally adopts the return spring structure, which will not be repeated here.
  • the electromagnetic shift mechanism is also provided with a positioning mechanism, which includes a positioning pin with a pre-tightening force arranged at the power end of the active swing arm and a positioning base arranged on the box body.
  • the active swing arm power The end refers to the end of the electromagnetic shifter that makes it swing; as shown in the figure, the power end of the active swing arm is equipped with a pin seat, and a cylindrical spring is installed in the pin seat.
  • the cylindrical spring acts on the positioning pin to make it have an outward Pre-tightening force;
  • the positioning base is provided with positioning pits corresponding to the positioning pin, the positioning pin slides on the surface of the positioning base during the swing process, and the positioning pin is under the action of the pre-tightening force when it slides to the positioning pit Enter the pit to form a positioning.
  • the pit is a smooth structure. Positioning the marble under a certain thrust will remove the pit and complete the subsequent shifting procedure; the electromagnetic shifting mechanism is also provided for detecting whether the gear shift is in place
  • the position sensing component of the sensor component generally uses a Hall element and a magnetic steel corresponding to the Hall element.
  • the present invention also discloses a drive system using the transmission, including a drive motor and the transmission
  • the drive motor includes a stator 32 and a rotor 33, as shown in Figure 7, the The rotor is a hollow rotor structure, and the driven friction member 2, the driving friction member 18 and the variable speed elastic element 19 are located in the hollow rotor structure;
  • the hollow rotor structure is provided with a front support portion and a rear support portion, and the front support portion is in drive cooperation Connected and supported to the outer ring of the first overrunning clutch, the rear support part is rotatably supported on the box body, and the hollow center part of the hollow rotor structure is rotatably supported on the transmission main shaft;
  • the rotor of the motor is arranged in a hollow structure and is used to mount the transmission part
  • the components enable the deep optimization of the structure of the motor and the transmission, forming part or all of tolerance and high integration, smooth and natural coordination, and no operation interference, ensuring that the motor works efficiently under all working conditions and comprehensive road
  • the component size is adapted to the hollow structure of the motor rotor; it achieves high torque, high speed and light weight index, and also makes the transmission have better stability and low noise at high speed; this structure ensures the overall structure of the transmission itself
  • the compactness is conducive to the realization of the overall lightweight arrangement of the transmission, and creates conditions for the use of high-speed motors; as shown in the figure, in this embodiment, the rotor hollow structure is an axially through hollow structure.
  • the driving power is input by a driving transition sleeve, and the driving transition sleeve 3 is drivingly connected to the outer ring 4b of the first overrunning clutch 4, and the inner ring 4a of the first overrunning clutch 4 is driven by the active friction member. Connection; the drive transition sleeve will also input power through the first overrunning clutch outer ring;
  • the driving transition sleeve 3 is a part of the rotor 33 of the driving motor.
  • the hollow inner wall of the rotor protrudes radially inwardly on the bearing seat 33a, and the bearing seat 38a is located on the right side (right side of the tail end) of the variable speed elastic element 19, and is driven by the drive transition sleeve 3.
  • the circle is formed by ribs arranged side by side in the circumferential direction, and a longitudinal (axial axis) gap is formed between the ribs and the ribs, which has good shock absorption and lubrication effects, and also has a good heat dissipation function for the motor;
  • the driven friction member 2, the driving friction member 18 and the variable speed elastic element 19 are all located in the cavity formed by the inner circle of the driving transition sleeve (the driving transition sleeve at this time is the motor rotor); when in use, the motor rotor is sleeved on the drive
  • the transition sleeve 3 only needs to be connected for transmission, and the assembly is simple and convenient.
  • the motor rotor can also be directly formed by the drive transition sleeve 3; as shown in Figure 6, the rotor includes a hollow aluminum alloy rotor support 38b and is sheathed on the aluminum alloy rotor
  • the rotor body 38e of the support body, the radial cross section of the outer circle of the aluminum alloy rotor support body is a polygonal star structure, and the inner circle of the rotor body is a polygonal star structure that matches the outer circle of the aluminum alloy rotor support body; the aluminum alloy support body is adopted
  • the multi-pointed star structure is used to increase the volume occupied by the aluminum alloy in the rotor, thereby reducing the overall weight of the motor, realizing the lightweight structural arrangement of the motor, and reducing the structural cost; the multi-pointing star structure also ensures the support body and the main body
  • the matching strength in the circumferential direction can greatly increase the rotation speed under high torque (the same component size), achieving large torque, high rotation speed and light weight indicators.
  • the magnet 33c of the motor is arranged in the rotor main body 38e, and the arrangement of the magnet 33c is compatible with the multi-pointed star structure; it can also be understood as the matching mode of the rotor support and the rotor main body ( The multi-pointed star) adapts to the arrangement of the magnetic steel, and the matching structure adapts to the magnetic field line environment of the magnetic steel as much as possible, creates structural conditions for the saving of electric energy, and is beneficial to energy saving and consumption reduction.
  • the inner wall of the cavity of the rotor is juxtaposed in the circumferential direction to form stiffening ribs 33d along the longitudinal direction.
  • the stiffening ribs can effectively increase the strength of the rotor body and further adapt to the lightweight structure of the hollow rotor; in this embodiment, the stiffening
  • the rib 33d is arranged on the aluminum alloy rotor support body 33b, which meets the structural requirements of aluminum alloy materials, ensures the strength of the support itself, and ensures that the lightweight structure has sufficient support and transmission strength.
  • the power output part 11 of the power output in this embodiment is a power output gear.
  • the power output gear is output to the differential 31 through a reduction assembly.
  • the reduction assembly includes a first reduction gear 34 that meshes with the power output gear to reduce speed, and is in transmission with the first reduction gear.
  • the cooperating reduction shaft and transmission are arranged in the second reduction gear 35 of the reduction shaft.
  • the second reduction gear is in transmission meshing with the power input gear of the differential 31, and the reduction shaft is rotatably supported by the box body, which will not be repeated here. .
  • Ring body axial inner cone sleeve 18 Ring body axial outer cone sleeve 2 ⁇ Axial cam pair ⁇ Cam shaft sleeve 22 (second axial cam pair cam pair and second circumferential cam sleeve) ⁇ Transmission Shaft power output 11 outputs power;
  • the second overrunning clutch is overtaken, and the resistance transmission route: power output part 11 ⁇ cam sleeve 22 ⁇ axial cam pair ⁇ toroid axial outer cone sleeve 2 ⁇ shift disc spring; power output part 11 passes through the axial cam
  • the pair exerts an axial force on the outer cone sleeve 2 of the toroidal body and compresses the variable speed disc spring.
  • the driving resistance increases to a certain level, the axial force overcomes the variable speed disc spring, so that the axial inner cone sleeve 18 and The annular body axially separates the outer cone sleeve 2, and the power is transmitted through the following route, that is, the low-speed gear power transmission route:
  • the low-speed gear power transmission route also passes through the following routes: Axial cam pair ⁇ toroidal axial outer cone sleeve 2 ⁇ compressed variable-speed disc spring to prevent reciprocating compression of the compressed variable-speed disc spring during low-speed transmission, thereby preventing low-speed transmission
  • Axial cam pair ⁇ toroidal axial outer cone sleeve 2 ⁇ compressed variable-speed disc spring to prevent reciprocating compression of the compressed variable-speed disc spring during low-speed transmission, thereby preventing low-speed transmission
  • the toroidal axially inner cone sleeve 18 and the toroidal axial outer cone sleeve 8 closely fit under the action of the variable speed disc spring, forming an automatic holding a certain pressure.
  • Transmission mechanism, and the pressure required for clutch engagement can be adjusted by increasing the axial thickness of the transmission sleeve to achieve the transmission purpose.
  • the power drives the torus axially inner cone sleeve 18 and the torus axial outer cone sleeve 2 1.
  • the camshaft sleeve 22 enables the camshaft sleeve 22 to output power; at this time, the second overrunning clutch is in an overrunning state.
  • the resistance is greater than the driving force, and the resistance forces the camshaft sleeve to rotate a certain angle in the opposite direction.
  • the annular body axially outwards the cone sleeve 2 to compress the variable speed disc spring; the annular body axially outwards The cone sleeve 2 and the annular body axially inner cone sleeve 18 are separated and synchronized, the second overrunning clutch is engaged, and the output power rotates at a low gear speed; therefore, the low gear start is automatically realized, which shortens the starting time and reduces the starting power.
  • the variable speed disc spring absorbs the energy of the movement resistance torque, and stores potential energy to restore the transmission power of the fast gear.
  • the driving resistance is reduced.
  • the pressure of the variable speed disc spring generated by the compression of the movement resistance is quickly released and pushed to complete the axial outer cone sleeve 2 and the circle.
  • the inner cone sleeve 18 in the axial direction of the ring body returns to a tightly fitting state, and the low-speed gear overrunning clutch is in an overtaking state.
  • the principle of automatic shifting with the change of motion resistance is the same as above.
  • the shifting is realized without cutting off the driving force, so that the entire locomotive runs smoothly, with safety and low consumption, and the transmission route is simplified, which improves transmission efficiency.
  • the second overrunning clutch is overridden, and because the rotation is reversed, the first overrunning clutch is overridden to realize the reverse gear transmission.

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Abstract

一种双超越离合轴套输出自适应自动变速主轴总成、变速器及驱动系统，包括主轴（1）、主轴（1）上的变速系统和动力输出轴套，变速系统包括低速挡动力输入件、倒档动力输入件和自适应变速组件；倒挡动力输入件具有传动比Ⅰ，所述低速挡动力输入件具有传动比Ⅱ，传动比Ⅰ大于等于传动比Ⅱ；利用两个超越离合器的合理配合，将倒挡结构与低速挡机构合理设置传动比，使得整体结构简单紧凑，且不发生干涉，保证了整体性能和传动的稳定性，利用轴套输出动力，可根据需要选择输出部位，不但适用于电动车领域，而且适用于其它变扭矩机械传动领域；同时，轴套输出还能保证具有较大的输出扭矩。

Description

双超越离合轴套输出自适应自动变速主轴总成、变速器及驱动系统 技术领域
本发明涉及一种机动车变速器，特别涉及一种双超越离合轴套输出自适应自动变速主轴总成、变速器及驱动系统。
背景技术
机械传动系统一般使用工况复杂，需要分配扭矩实现不同负载和转速的传动，以电动车为例，行驶环境复杂多变。且现有的电动汽车普遍采用的电驱动方法是电机驱动定速比，高效率合理区间狭窄有限，造成恶性循环，由此产生下列问题：
1.只能满足在某一工况的转矩的范围内工作。
2.在定速比情况下为满足道路工况，只能提高电机的转速，增加电机制造成本。
3.电机发热，使用效率和寿命下降；
4.如要满足电动汽车复杂工况对转矩的要求，只能通过不断增大电机电流和转速，只能不顾及大电流放电对电池的危害，只能利用电机的峰值功率、峰值扭矩和峰值大电流来驱动电机，完全不遵循动力电池组的放电特性；
5.由于大电流放电持续时间长，动力电池组电容量急剧下降，峰值大电流放电使电池急剧升温、升温引起电芯内阻急剧增大，电池受到极大的冲击而又带来无法挽回的损害，蓄电容量和电芯寿命锐减，充电循环次数快速减少，会带来续航里程越来越短的问题；
6.能量回收效率低；
7.采用高速电机加减速机构本质是增功增矩，不能实现高效率转换，在低速重载工况下，会带来电机性能迅速恶化、阻转下效率低的问题；大电流供电和频繁大电流冲击，过载引起的电池、控制器、电器和线缆不挡损坏，尤其是大大电池缩短循环使命，经济性差；
但是，现有技术由以上利用定速比的驱动方法和技术路线存在致命缺陷而又无法克服。
现有的自动变速器为多属性控制，采用电磁阀和伺服电机,通过同步器、拨叉和齿环等机械零部件实现升挡和降挡。机抅组成零部件多，必须切断动力、这时电机速度瞬间升到最高，而汽车行驶动力突然消失，车速在行驶阻力作用下速降，算法复杂难以实现适时同步控制，且要求切断转换时间在短时间内，顿挫感强，可靠性差等；存在着安全性、舒适性、可靠性等问题。
为了解决以上问题，本申请发明人发明了一系列的凸轮自适应自动变速装置，能根据行驶阻力检测驱动扭矩—转速以及行驶阻力—车速信号，使电机或发动机输出功率与车辆行驶状况始终处于最佳匹配状态，实现车辆驱动力矩与综合行驶阻力的平衡控制，凸轮自适应自动变速装置负荷随行驶力变化改变传动比，在不切断驱动力的情况下自适应随行驶阻力变化自动进行换挡变速，使电机或发动机始终在高效率区高速输出扭矩；可以满足山区、丘陵和重负荷条件下机动车辆运行平稳，提高安全性；采用摩擦盘形成分离结合的结构，具有反应灵敏的优点，且轴向尺寸较小，很好的解决了电动车存在的上述问题。虽然具有上述优点，凸轮自适应自动变速装置由于采用机械式自动变速结构上,适宜电动摩托车和电动自行车的单向传递动力，不适宜需要双向驱动的机动车和机械装置的变速器，若采用传统倒挡机构，不但会增加变速器整体的体积以及结构的复杂程度，而且与凸轮自适应自动变速装置不能很好地融合。
因此，需要一种对上述凸轮自适应自动变速装置进行改进，增加适应能力较强的倒挡机构，装置不但能够自适应随行驶阻力变化不切断驱动力的情况下自动进行换挡变速，而且能解决双向驱动工况下，均能满足复杂条件下高效率道路正向和反向行驶的问题，且设置简单紧凑、与凸轮自适应自动变速机构配合顺畅自然，降低制造成本，保证传动的稳定性。
发明内容
有鉴于此，本发明的目的是提供一种双超越离合轴套输出自适应自动变速主轴总成、变速器及驱动系统，增加适应能力较强的倒挡传动机构，装置不但能够自适应随行驶阻力变化不切断驱动力的情况下自动进行换挡变速，而且能解决双向驱动工况下，均能满足复杂条件下高效率道路正向和反向行驶的问题，且设置简单紧凑、与凸轮自适应自动变速机构配合顺畅自然，降低制造成本，保证传动的稳定性。
本发明的双超越离合轴套输出自适应自动变速主轴总成，包括主轴、主轴上的变速系统和转动配合外套于主轴的动力输出轴套，所述变速系统包括低速挡动力输入件、倒档动力输入件和自适应变速组件；
自适应变速组件包括主动摩擦件、从动摩擦件和变速弹性元件；
所述主动摩擦件和从动摩擦件以摩擦面相互配合的方式形成摩擦传动副；
所述从动摩擦件以可轴向滑动圆周方向传动的方式设置于主轴，变速弹性元件施加使从动摩擦件与主动摩擦件贴合传动的预紧力，所述从动摩擦件通过轴向凸轮副将动力输出至动力输出轴套，所述轴向凸轮副将动力输出时，对圆环体轴向外锥套施加与变速弹性元件预紧力相反的轴向分力；驱动动力通过一第一超越离合器将动力输入至所述主动摩擦件；
所述低速挡动力输入件为主轴上设有的第二超越离合器，所述第二超越离合器用于将低速挡动力传递至主轴并由主轴传递至传递至从动摩擦件；
所述倒挡动力输入件设置在主轴上可将倒挡动力传递至主轴并由主轴传递至传递至从动摩擦件；
所述倒挡动力输入件通过传动比Ⅰ将倒档动力输入，并将倒档动力输出至主轴，所述低速挡动力输入件通过传动比Ⅱ将低速挡动力输入，并将低速挡动力输出至主轴，传动比Ⅰ大于等于传动比Ⅱ。
进一步，所述轴向凸轮副由带有端面凸轮的凸轮轴套和从动摩擦件带有的端面凸轮配合形成，所述凸轮轴套转动配合外套于主轴，所述动力输出轴套与凸轮轴套传动配合或者一体成型且设有将动力输出的动力输出件。
进一步，所述第二超越离合器的内圈传动配合设置于主轴，外圈传动配合设置或者直接形成用于输入低速挡动力的低速挡从动齿轮；所述倒挡动力输入件为倒挡从动齿轮；所述传动比Ⅰ大于传动比Ⅱ。
进一步，所述变速弹性元件为变速碟簧，所述变速碟簧外套于主轴并且一端通过平面轴承抵住从动摩擦件，另一端抵住预紧力调节组件，所述平面轴承为沿径向双排小滚珠的平面滚动轴承。
进一步，所述凸轮轴套与动力输出轴套之间通过第二轴向凸轮副传动配合。
进一步，所述预紧力调节组件包括调节环和调节螺母，所述调节螺母螺纹配合设置于主轴，调节环轴向可滑动的外套于主轴且两端分别抵住调节螺母和变速碟簧，所述调节螺母还设有将其轴向锁紧的锁紧组件。
进一步，与所述第一超越离合器外圈传动配合且转动配合外套于凸轮轴套或动力输出轴套设有中间主动齿轮，所述中间主动齿轮用于输出动力，形成倒挡或者低速挡动力。
进一步，所述动力输出件为与动力输出轴套一体成形的动力输出齿轮，所述动力输出轴套外圆靠近动力输出齿轮设有用于转动配合支撑于变速器箱体的第一径向轴承；所述中间主动齿轮第一端与第一超越离合器外圈传动配合，第二端形成左轴颈且该左轴颈外圆设有用于转动配合支撑于变速器箱体的第二径向轴承；所述第二超越离合器内圈分别向左、右延伸形成外延伸轴段和内延伸轴段，外延伸轴段外圆和内延伸轴段外圆分别对应设有用于转动支撑于变速器箱体的第三径向轴承和第四径向轴承；所述倒挡从动齿轮传动配合外套于第二超越离合器内圈向内端延伸延伸的轴段外圆，且所述第四径向轴承位于倒挡从动齿轮右侧；所述主轴外圆设有用于转动配合支撑于驱动电机转子内圆的第五径向轴承。
进一步，所述中间主动齿轮右侧与第一超越离合器内圈之间通过第一平面轴承转动配合，所述第二径向轴承设置于中间主动齿轮左侧形成的轴颈，中间主动齿轮左侧与第一径向轴承之间通过第二平面轴承转动配合；动力输出齿轮左侧与第二超越离合器内圈的内延伸轴段设置第三平面轴承。
进一步，所述驱动动力由一驱动过渡套输入，所述驱动过渡套传动连接第一超越离合器的外圈，所述第一超越离合器的内圈与主动摩擦件传动连接；与所述第一超越离合器外圈固定连接一传动套，所述传动套紧配合外套于中间主动齿轮第一端形成的右轴颈并形成传动配合。
本发明还公开了一种应用所述的双超越离合机械式轴端输出自适应自动变速主轴总成的变速器，包括箱体、副轴和所述的双超越离合机械式轴端输出自适应自动变速主轴总成，所述驱动动力还输入副轴；
所述副轴通过第二超越离合器将低速挡动力传递至主轴并由主轴传递至从动摩擦件；
所述副轴还通过倒挡动力输入件以可将倒挡动力传递至主轴并由主轴传递至从动摩擦件或者断开倒挡动力。
进一步，与所述第一超越离合器外圈传动配合且转动配合外套于传动轴套设有中间主动齿轮，所述副轴传动配合设置有与中间主动齿轮传动啮合的中间从动齿轮；与所述低速挡从动齿轮啮合设有低速挡主动齿轮，所述第二超越离合器的内圈传动配合设置于主轴，外圈传动配合设置或者直接形成低速挡从动齿轮，所述低速挡主动齿轮传动配合设置于副轴；所述倒挡动力输入件为倒挡从动齿轮，与所述副轴可接合或分离的方式设置有倒挡主动齿轮，倒挡从动齿轮传动配合设置于主轴。
进一步，所述倒挡主动齿轮通过电磁换挡机构可接合或分离的方式设置于副轴，所述电磁换挡机构同时用于切换动力源正反转；所述电磁换挡机构包括电磁换挡器、主动摆臂、换挡转轴和换挡拨叉，所述电磁换挡器为两个分列于主动摆臂两侧用于驱动主动摆臂绕换挡转轴的轴线摆动且带动换挡转轴绕所述轴线转动，所述换挡转轴带动换挡拨叉绕所述轴线摆动并完成换挡；
所述电磁换挡机构还设有定位机构，所述定位机构包括设置于主动摆臂动力端的具有预紧力的定位弹子和设置于箱体的定位基座，所述定位基座上设置与定位弹子对应配合的定位凹坑；所述电磁换挡机构还设有用于检测档位换挡是否到位的位置传感组件。
本发明还公开了一种应用所述的变速器的驱动系统，包括驱动电机，所述驱动电机包括定子和空心转子，包括定子和转子，所述转子为空心转子结构，所述从动摩擦件、主动摩擦 件和变速弹性元件位于空心转子结构内；所述空心转子结构设有前支撑部和后支撑部，所述前支撑部传动配合连接支撑于第一超越离合器外圈，后支撑部转动配合支撑于箱体，所述空心转子结构的空心中部转动配合支撑于主轴。
进一步，所述转子空心的内壁沿径向向内突出形成用于转动配合支撑于主轴的轴承座，轴承座由所述转子内圆沿圆周方向并列布置的肋板形成；所述转子包括空心的铝合金转子支撑体和外套于铝合金转子支撑体的转子主体，所述铝合金转子支撑体的外圆径向截面为多角星结构，转子主体的内圆为与铝合金转子支撑体外圆相配合的多角星结构；
所述转子主体内布置有电机的磁钢，所述磁钢的布置方式与所述多角星结构相适应；
所述转子的空腔内壁沿圆周方向并列形成沿纵向的加劲肋，加劲肋设置于铝合金转子支撑体。
本发明的有益效果是：本发明的双超越离合轴套输出自适应自动变速主轴总成、变速器及驱动系统，具有现有凸轮自适应自动变速装置的全部优点，如能根据行驶阻力检测驱动扭矩—转速以及行驶阻力—车速信号，使电机输出功率与车辆行驶状况始终处于最佳匹配状态，实现车辆驱动力矩与综合行驶阻力的平衡控制，在不切断驱动力的情况下自适应随行驶阻力变化自动进行换挡变速；可以满足山区、丘陵和重负荷条件下使用，使电机负荷变化平缓，机动车辆运行平稳，提高安全性；
利用两个超越离合器的合理配合，将倒挡结构与低速挡机构合理设置传动比，使得整体结构简单紧凑，倒挡传动与低速挡、快挡传动共用传动路线，且不发生干涉，保证了本发明的机械式自适应自动变速器的整体性能，适应能力较强，与自适应自动变速机构配合顺畅自然，降低制造成本，保证传动的稳定性；利用轴套输出动力，可根据需要选择输出部位，不但适用于电动车领域，而且适用于其它变扭矩机械传动领域；同时，轴套输出还能保证具有较大的输出扭矩。
附图说明
下面结合附图和实施例对本发明作进一步描述。
图1为本发明的轴向剖面结构示意图；
图2为电磁换挡结构示意图；
图3为电磁换挡结构剖视图；
图4为本发明采用离合片结构示意图；
图5为离合片结构放大图；
图6为本发明驱动系统图(锥套结构)；
图7为驱动电机的横向剖面图。
具体实施方式
图1为本发明的轴向剖面结构示意图，图2为电磁换挡结构示意图，图3为电磁换挡结构剖视图，如图所示：本发明的双超越离合轴套输出自适应自动变速主轴总成，包括主轴1、主轴1上的变速系统和转动配合外套于主轴的动力输出轴套，所述变速系统包括低速挡动力输入件、倒档动力输入件和自适应变速组件，使用时，低速挡动力输入件属于变速器的低速挡传动机构，倒档动力输入件属于倒档传动机构；
自适应变速组件包括主动摩擦件、从动摩擦件和变速弹性元件；所述主动摩擦件和从动摩擦件以摩擦面相互配合的方式形成摩擦传动副；
本实施例中，主动摩擦件为圆环体轴向内锥套18，从动摩擦件为圆环体轴向外锥套2；
圆环体轴向内锥套18和圆环体轴向外锥套2以摩擦面相互配合的方式形成摩擦传动副，所述圆环体轴向外锥套以可轴向滑动圆周方向传动的方式设置于主轴，如图所示，圆环体轴向内锥套18和圆环体轴向外锥套2分别为圆环体轴向内锥套和圆环体轴向外锥套，圆环体轴向内锥套设有轴向内锥面且外套于圆环体轴向外锥套，圆环体轴向外锥套设有与圆环体轴向内锥套的轴向内锥面相配合的轴向外锥面，通过相互配合的锥面形成摩擦接合传动或者分离，在此不再赘述；圆环体轴向外锥套外套于主轴且与主轴均设有轴向滑槽，滑槽内嵌有减小摩擦力的滚珠，圆环体轴向外锥套与主轴之间通过滑槽以及滚珠形成轴向可滑动的圆周方向传动配合；滑槽也可以是螺旋槽(形成轴向凸轮槽)，嵌入滚珠后还可形成轴向凸轮副，还具有在大扭矩传递动力时对变速弹性元件19的压缩，保证传动的平稳；当然，也可以直接形成花键或者螺纹副配合(不用滚珠)，也能实现目的；
当然，摩擦传动副也可以采用如图4、图5所示的摩擦片结构，如图4所示，主动摩擦件18’与第一超越离合器内圈一体成型或传动配合，且主动摩擦件18’上设有主动摩擦片组18a’，从动摩擦件2’上设有与主动摩擦片18a’相配合的从动摩擦片组2a’,配合结构与现有的摩擦片式离合器相类似，但本结构摩擦片可拆卸式设置，可根据整体结构需要拆装增加或者减少，以保证轴向尺寸；
变速弹性元件19施加使圆环体轴向外锥套与圆环体轴向内锥套贴合传动的预紧力，所述圆环体轴向外锥套通过轴向凸轮副将动力输出至动力输出轴套30，所述轴向凸轮副将动力输出时，对圆环体轴向外锥套施加与变速弹性元件预紧力相反的轴向分力；轴向凸轮副即为相互配合的轴向凸轮(包括端面凸轮或者螺旋凸轮)，圆环体轴向外锥套转动时，轴向凸轮副产生轴向和圆周方向两个分力，其中圆周方向分力输出动力，轴向分力作用于圆环体轴向外锥 套并施加于变速弹性元件，也就是说，轴向凸轮副的旋向与动力输出转动方向有关，本领域技术人员根据上述记载，在得知动力输出方向的前提下，能够得知轴向凸轮副何种旋向能够施加何种方向的轴向分力，在此不再赘述；驱动动力通过一第一超越离合器4将动力输入至所述圆环体轴向内锥套，通过合理的机械布局即可实现，在此不再赘述。
本发明应用于变速器时，如图所示，变速器还包括副轴12，所述驱动动力同时还输入副轴12；
所述低速挡动力输入件为第二超越离合器6，第二超越离合器6设置在主轴上，使用时，所述副轴12通过第二超越离合器6将低速挡动力传递至主轴1并由主轴传递至传递至圆环体轴向外锥套，主轴1与圆环体轴向外锥套传动配合；当然，低速挡动力可包括多个低速挡，在此不再赘述；
所述倒挡动力输入件设置在主轴1上可将倒挡动力传递至主轴1并由主轴1传递至传递至圆环体轴向外锥套，如图所示，副轴上的所述倒挡传动机构可接合或者断开倒挡动力；一般采用挂挡结构进行设置，可以断开倒挡传动机构与主轴的传动也可以断开与副轴12的传动，均能实现发明目的；
所述倒挡动力输入件通过传动比Ⅰ将倒档动力输入，并将倒档动力输出至主轴，所述低速挡动力输入件通过传动比Ⅱ将低速挡动力输入，并将低速挡动力输出至主轴，传动比Ⅰ大于等于传动比Ⅱ；如图所示，使用时，所述倒挡传动机构具有将倒挡动力从副轴12通过倒挡动力输入件传递至主轴1的传动比Ⅰ，所述低速挡传动机构具有将低速挡动力从副轴12通过低速挡动力输入件传递至主轴1的传动比Ⅱ，传动比Ⅰ大于等于传动比Ⅱ；则在倒挡传动时，第二超越离合器超越内圈(转动方向与倒挡相同)转速慢于外圈(低速挡与倒挡均由副轴输入动力)，形成超越，倒挡传动机构顺利传动，否则会锁死。
由于低速挡传动机构和倒挡传动机构传动方向不同，因此，轴向凸轮副优选为双向输出的凸轮结构。
本实施例中，本发明在使用时，所述驱动动力由一驱动过渡套3输入，所述驱动过渡套3传动连接第一超越离合器4的外圈4b，所述第一超越离合器4的内圈4a与圆环体轴向内锥套传动连接；如图所示，应用本发明时，所述驱动过渡套3还将动力通过第一超越离合器外圈输入副轴。
本实施例中，所述轴向凸轮副由带有端面凸轮的凸轮轴套22和圆环体轴向外锥套2带有的端面凸轮配合形成，所述凸轮轴套22转动配合外套于主轴，所述圆环体轴向外锥套2传动配合且轴向可滑动的外套于主轴1，所述动力输出轴套30与凸轮轴套22传动配合或者一体 成型且设有将动力输出的动力输出件11；如图所示，所述第一超越离合器4的内圈4a转动配合外套于凸轮轴套22，凸轮轴套22传动配合设有将动力输出的动力输出件11，本实施例动力输出的动力输出件11为动力输出齿轮，使用时，可输出至差速器等。
如图所示，本发明应用于变速器时，所述低速挡传动机构还包括低速挡从动齿轮和与低速挡从动齿轮啮合的低速挡主动齿轮7，所述第二超越离合器6的内圈6a传动配合设置于主轴1，外圈6b传动配合设置或者直接形成低速挡从动齿轮，本实施例未直接形成；所述副轴12上传动配合设置低速挡主动齿轮7；所述倒挡传动机构包括倒挡主动齿轮9和与倒挡主动齿轮9啮合的倒挡从动齿轮8，所述倒挡主动齿轮可接合或分离的方式设置于副轴，倒挡从动齿轮传动配合设置于主轴；所述传动比Ⅰ大于传动比Ⅱ。
本发明在使用时，可通过电磁换挡机构完成低速挡与倒挡之间的切换，如图所示，所述倒挡主动齿轮9通过电磁换挡机构10可接合或分离的方式设置于副轴12，所述电磁换挡机构同时用于切换动力源正反转，在电磁换挡机构切换换成倒挡过程中，将信号直接发送至电机控制系统，控制电机反转，实现倒挡；采用一般的信号采集机构或者开关即可实现。
本实施例中，所述电磁换挡机构包括电磁换挡器、主动摆臂、换挡转轴和换挡拨叉，所述电磁换挡器为两个分列于主动摆臂两侧用于驱动主动摆臂绕换挡转轴的轴线摆动且带动换挡转轴绕所述轴线转动，所述换挡转轴带动换挡拨叉绕所述轴线摆动并驱动接合器(同步器)完成换挡，接合器(同步器)换挡属于现有技术，在此不再赘述；电磁换挡器为具有往复推杆的结构，通电时往复推杆推出并推动主动摆臂摆动后立即回位，回位一般采用回位弹簧结构，在此不再赘述；所述电磁换挡机构还设有定位机构，所述定位机构包括设置于主动摆臂动力端的具有预紧力的定位弹子和设置于箱体的定位基座，主动摆臂动力端指的是电磁换挡器作用使其摆动的一端；如图所示，主动摆臂动力端设有一弹子座，弹子座内安装一柱状弹簧，柱状弹簧作用于定位弹子使其具有向外的预紧力；所述定位基座上设置与定位弹子对应配合的定位凹坑，在摆动过程中定位弹子在定位基座表面滑动，当滑动至定位凹坑处时定位弹子在预紧力作用下进入凹坑形成定位，当然，凹坑为平滑结构，在一定的推力下定位弹子会移除凹坑，完成后续换挡程序；所述电磁换挡机构还设有用于检测档位换挡是否到位的位置传感组件，传感组件一般采用霍尔元件以及与霍尔元件对应的磁钢。
本实施例中，所述变速弹性元件19为变速碟簧，所述变速碟簧外套于主轴并且一端抵住圆环体轴向外锥套，另一端抵住预紧力调节组件，如图4所示，所述变速碟簧19外套于主轴1并且一端通过平面轴承28抵住圆环体轴向外锥套2，所述平面轴承28为沿径向双排小滚珠的平面滚动轴承，小滚珠指的使用较现有技术中承载能力相同的滚珠小；采用双排滚珠，在 平面轴承承载相同载荷的条件下，可减小滚珠的参数，具有转动平稳、相同载荷转速高、承载能力强的特点，并且可减小轴向安装尺寸；所述预紧力调节组件包括调节环20和调节螺母17，所述调节螺母17螺纹配合设置于主轴1，调节环20轴向可滑动的外套于主轴1且两端分别抵住调节螺母17和变速碟簧，所述调节螺母还设有将其轴向锁紧的锁紧组件21。
本实施例中，所述凸轮轴套22与动力输出轴套30之间通过第二轴向凸轮副传动配合，如图所示，所述凸轮轴套22通过转动配合于主轴的动力输出轴套30将动力输出至动力输出件11，所述凸轮轴套22与动力输出轴套30通过第二轴向凸轮副传动配合，形成双凸轮传动结构，利于平稳传动且在低速挡传动时利于锁紧变速碟簧，避免发生顿挫；
与所述第一超越离合器外圈传动配合且转动配合外套于动力输出轴套设有中间主动齿轮，与所述第一超越离合器外圈固定连接一传动套5，所述传动套5紧配合(一般采用过盈或者过渡配合)外套于中间主动齿轮第一端形成的右轴颈并形成传动配合，如图所示，传动套5一端(右侧)固定连接于超越离合器外圈，另一端(左侧)通过内花键与中间主动齿轮第一端形成的右轴颈的外花键形成传动配合，同时还支撑于该轴颈外圆，形成互相的支撑，保证传动结构的稳定性；所述副轴12传动配合设置有与中间主动齿轮15传动配合的中间从动齿轮14。
本实施例中，所述动力输出件11为与动力输出轴套30一体成形的动力输出齿轮(或者形成轴颈后与动力输出轴套30传动配合)，所述动力输出轴套30外圆靠近动力输出齿轮设有用于转动配合支撑于变速器箱体的第一径向轴承23；所述中间主动齿轮15第一端与第一超越离合器4外圈4b传动配合，第二端形成左轴颈且该左轴颈外圆设有用于转动配合支撑于变速器箱体的第二径向轴承13；所述第二超越离合器6内圈6a分别向左、右延伸形成外延伸轴段和内延伸轴段，外延伸轴段外圆和内延伸轴段外圆分别对应设有用于转动支撑于变速器箱体的第三径向轴承29和第四径向轴承24；所述倒挡从动齿轮8传动配合外套于第二超越离合器6内圈6a向内端延伸延伸的轴段外圆，且所述第四径向轴承位于倒挡从动齿轮右侧；所述主轴外圆设有用于转动配合支撑于驱动电机转子内圆的第五径向轴承25，如图所示，第五径向轴承25的内圈通过所述调节环20套在主轴，外圈支撑于电机转子内圆；该结构中，凸轮轴套和动力输出轴套外套于主轴，形成传动且互相支撑的结构，能够传递较大的扭矩且不会发生弯曲变形，可大大减小相同承载能力条件下的构件尺寸；针对各个传动承载(动力交接输入和输出)部件，分别设置相应的径向轴承，且径向轴承均支撑于箱体，使得主轴和传动的轴套能够较长的设置，并且由于具有支撑而将扭矩所产生的附加弯矩传递给箱体，使得自身传递较大扭矩，并可大大提高在大扭矩下的转速(相同构件尺寸)，实现了大扭矩、高 转速和轻量化指标，相对于现有技术，用于驱动电机及高速减速器的最高转速≥15000转/分，用于高效轻量化轮毂电动轮等变速机构对于节能环保具有较大的优势，更能适应于以节能环保为主要目标的纯电动车使用。
本实施例中，所述中间主动齿轮15右侧与第一超越离合器4内圈4a之间通过第一平面轴承16转动配合，所述第二径向轴承13设置于中间主动齿轮15左侧形成的轴颈，中间主动齿轮15左侧与第一径向轴承23之间通过第二平面轴承26转动配合；动力输出齿轮左侧与第二超越离合器6内圈6a的内延伸轴段设置第三平面轴承27；该结构中，根据动力的输入输出节点分段承载设置径向轴承的基础上在各个分段之间设置相对转动的平面轴承，使得各个分段之间无干扰衔接，整个主轴和轴套在全长输入输出扭矩附加力矩直接传递至箱体，在径向上具有超强的承载能力，为变速器的轻量化和高速化提供了结构上的保障。
上述的左右方位指的是与附图相对应，与实际使用状态无关，对比时需将实物与附图摆放方位一致。
本发明还公开了一种应用所述的双超越离合机械式轴端输出自适应自动变速主轴总成的变速器，包括箱体、副轴和所述的双超越离合机械式轴端输出自适应自动变速主轴总成，所述驱动动力还输入副轴；
所述副轴通过第二超越离合器将低速挡动力传递至主轴并由主轴传递至从动摩擦件；
所述副轴还通过倒挡动力输入件以可将倒挡动力传递至主轴并由主轴传递至从动摩擦件或者断开倒挡动力。
本实施例中，与所述第一超越离合器外圈传动配合且转动配合外套于传动轴套设有中间主动齿轮15，如图所示，通过一传动套5完成传动，传动套5一端固定连接与超越离合器外圈，另一端通过内花键与第一动力输出主动齿轮右侧形成的轴颈的外花键形成传动配合，同时还支撑于该轴颈外圆，形成互相的支撑，保证传动结构的稳定性；所述副轴12传动配合设置有与中间主动齿轮15传动啮合的中间从动齿轮14；与所述低速挡从动齿轮啮合设有低速挡主动齿轮7，所述第二超越离合器的内圈传动配合设置于主轴，外圈6a传动配合设置或者直接形成低速挡从动齿轮，所述低速挡主动齿轮传动配合设置于副轴；所述倒挡动力输入件为倒挡从动齿轮8，与所述副轴可接合或分离的方式设置有倒挡主动齿轮9，倒挡从动齿轮8传动配合设置于主轴。
本实施例中，所述倒挡主动齿轮9通过电磁换挡机构10可接合或分离的方式设置于副轴12，所述与电磁换挡机构同时用于切换动力正反转输入，在电磁换挡机构切换换成倒挡过程中，将信号直接发送至电机控制系统，控制电机反转，实现倒挡；采用一般的信号采集机构 或者开关即可实现。
本实施例中，所述电磁换挡机构包括电磁换挡器、主动摆臂、换挡转轴和换挡拨叉，所述电磁换挡器为两个分列于主动摆臂两侧用于驱动主动摆臂绕换挡转轴的轴线摆动且带动换挡转轴绕所述轴线转动，所述换挡转轴带动换挡拨叉绕所述轴线摆动并完成换挡；电磁换挡器为具有往复推杆的结构，通电时往复推杆推出并推动主动摆臂摆动后立即回位，回位一般采用回位弹簧结构，在此不再赘述。
本实施例中，所述电磁换挡机构还设有定位机构，所述定位机构包括设置于主动摆臂动力端的具有预紧力的定位弹子和设置于箱体的定位基座，主动摆臂动力端指的是电磁换挡器作用使其摆动的一端；如图所示，主动摆臂动力端设有一弹子座，弹子座内安装一柱状弹簧，柱状弹簧作用于定位弹子使其具有向外的预紧力；所述定位基座上设置与定位弹子对应配合的定位凹坑，在摆动过程中定位弹子在定位基座表面滑动，当滑动至定位凹坑处时定位弹子在预紧力作用下进入凹坑形成定位，当然，凹坑为平滑结构，在一定的推力下定位弹子会移除凹坑，完成后续换挡程序；所述电磁换挡机构还设有用于检测档位换挡是否到位的位置传感组件，传感组件一般采用霍尔元件以及与霍尔元件对应的磁钢。
如图6所示，本发明还公开了一种应用所述的变速器的驱动系统，包括驱动电机和所述的变速器，所述驱动电机包括定子32和转子33，如图7所示，所述转子为空心转子结构，所述从动摩擦件2、主动摩擦件18和变速弹性元件19位于空心转子结构内；所述空心转子结构设有前支撑部和后支撑部，所述前支撑部传动配合连接支撑于第一超越离合器外圈，后支撑部转动配合支撑于箱体，所述空心转子结构的空心中部转动配合支撑于变速器主轴；电机的转子设置成空心结构，且用于安装变速器的部分部件，使得电机与变速器的结构进行深度优化，形成部分或者全部的包容及高度的集成，配合顺畅自然，且不发生运行干涉，保证了电机在全工况和综合路况下高效率工作；同时，采用转子负载整体由变速器箱体以及主轴支撑的结构，将扭矩所产生的附加弯矩传递给箱体，能够传递较大的扭矩且不会发生弯曲变形，可大大减小相同承载能力条件下的构件尺寸，适应了电机转子的空心结构；实现了大扭矩、高转速和轻量化指标，还使得变速器在高速状态下具有较好的平稳性以及低噪声；该结构保证了变速器本身的整体结构的紧凑性，利于实现变速器整体的轻量化布置，为高速电机的使用创造了条件；如图所示，本实施例中，所述转子空心结构为轴向贯通的空心结构。
本实施例中，所述驱动动力由一驱动过渡套输入，所述驱动过渡套3传动连接第一超越离合器4的外圈4b，所述第一超越离合器4的内圈4a与主动摩擦件传动连接；所述驱动过渡套还将动力通过第一超越离合器外圈输入副轴；
本实施例中，驱动过渡套3为驱动电机转子33的一部分。
本实施例中，所述转子空心的内壁沿径向向内突出的轴承座33a，轴承座38a位于由位于变速弹性元件19的右侧(尾端右侧)，由所述驱动过渡套3内圆沿圆周方向并列布置的肋板形成，肋板与肋板之间形成纵向(主轴轴向)空隙，具有较好的减震效果、润滑效果，对于电机来说，还具有良好的散热功能；所述从动摩擦件2、主动摩擦件18和变速弹性元件19均位于驱动过渡套(此时的驱动过渡套即为电机转子)内圆形成的空腔内；使用时，将电机转子外套于驱动过渡套3传动连接即可，装配简单方便，当然，电机转子也可以直接由驱动过渡套3形成；如图6所示，所述转子包括空心的铝合金转子支撑体38b和外套于铝合金转子支撑体的转子主体38e，所述铝合金转子支撑体的外圆径向截面为多角星结构，转子主体的内圆为与铝合金转子支撑体外圆相配合的多角星结构；采用铝合金支撑体且采用多角星结构配合，增加了铝合金在转子中所占的体积，从而减轻电机整体重量，实现了电机的轻量化结构布置，同时降低了结构成本；多角星结构还保证了支撑体与主体之间的圆周方向的配合强度，并可大大提高在大扭矩下的转速(相同构件尺寸)，实现了大扭矩、高转速和轻量化指标，相对于现有技术，在达到转速≥15000转/分的条件下更节能，用于高效轻量化轮毂电动轮等变速机构对于节能环保具有较大的优势，更能适应于以节能环保为主要目标的纯电动车使用。
本实施例中，所述转子主体38e内布置有电机的磁钢33c，所述磁钢33c的布置方式与所述多角星结构相适应；亦可以理解为转子支撑件与转子主体的配合方式(多角星)适应了磁钢的布置方式，该配合结构尽可能的适应了磁钢的磁力线环境，为电能的节约创造了结构上的条件，利于节能降耗。
本实施例中，所述转子的空腔内壁沿圆周方向并列形成沿纵向的加劲肋33d，加劲肋能够有效增加转子的本体强度，进一步适应于空心转子的轻量化结构；本实施例中，加劲肋33d设置于铝合金转子支撑体33b，符合铝合金材料对结构的要求，保证了支撑本身的强度，并保证了轻量化结构具有足够的支撑和传动强度。
本实施例动力输出的动力输出件11为动力输出齿轮，动力输出齿轮通过减速组件输出至差速器31，减速组件包括与动力输出齿轮减速啮合的第一减速齿轮34、与第一减速齿轮传动配合的减速轴和传动配合设置于减速轴的第二减速齿轮35，所述第二减速齿轮与差速器31的动力输入齿轮传动啮合，减速轴转动配合支撑于箱体，在此不再赘述。
以上实施例只是本发明的最佳结构，并不是对本发明保护范围的限定；在连接方式上有所调整的方案，而不影响本发发明目的的实现。
本实施例使用时的快挡动力传递路线：
动力→圆环体轴向内锥套18→圆环体轴向外锥套2→轴向凸轮副→凸轮轴套22(第二轴向凸轮副凸轮副和第二周向凸轮套)→传动轴动力输出件11输出动力；
此时第二超越离合器超越，且阻力传递路线：动力输出件11→凸轮轴套22→轴向凸轮副→圆环体轴向外锥套2→变速碟簧；动力输出件11通过轴向凸轮副对圆环体轴向外锥套2施加轴向力并压缩变速碟簧，当行驶阻力加大到一定时，该轴向力克服变速碟簧，使圆环体轴向内锥套18和圆环体轴向外锥套2分离，动力通过下述路线传递，即低速挡动力传递路线：
动力→圆环体轴向内锥套18→副轴12→低速挡主动齿轮→第二超越离合器的外圈6b→第二超越离合器的内圈6a→主轴1→圆环体轴向外锥套2→轴向凸轮副→凸轮轴套22→传动轴动力输出件11输出动力。
低速挡动力传递路线同时还经过下列路线：轴向凸轮副→圆环体轴向外锥套2→压缩变速碟簧，防止低速挡传动过程中出现压缩变速碟簧往复压缩，从而防止低速挡传动时圆环体轴向内锥套18和圆环体轴向外锥套2贴合。
有上述传递路线可以看出，本发明在运行时，圆环体轴向内锥套18与圆环体轴向外锥套8在变速碟簧作用下紧密贴合，形成一个保持一定压力的自动变速机构，并且可以通过增加变速轴套的轴向厚度来调整离合器啮合所需压力，达到传动目的，此时，动力带动圆环体轴向内锥套18、圆环体轴向外锥套2、凸轮轴套22，使凸轮轴套22输出动力；此时第二超越离合器处于超越状态。
机动车启动时阻力大于驱动力，阻力迫使凸轮轴套向相反方向转动一定角度，在轴向凸轮副的作用下，圆环体轴向外锥套2压缩变速碟簧；圆环体轴向外锥套2和圆环体轴向内锥套18分离，同步，第二超越离合器啮合，输出动力以低速挡速度转动；因此，自动实现了低速挡起动，缩短了起动时间，减少了起动力。与此同时，变速碟簧吸收运动阻力矩能量，为恢复快挡挡位传递动力蓄备势能。
启动成功后，行驶阻力减少，当分力减少到小于变速碟簧所产生的压力时，因被运动阻力压缩而产生变速碟簧压力迅速释放推动下，完成圆环体轴向外锥套2和圆环体轴向内锥套18恢复紧密贴合状态，低速挡超越离合器处于超越状态。
行驶过程中，随着运动阻力的变化自动换挡原理同上，在不需要切断驱动力的情况下实现变挡，使整个机车运行平稳，安全低耗，而且传递路线简单化，提高传动效率。
倒挡传动路线：
动力→圆环体轴向内锥套18→副轴12→倒挡主动齿轮→倒挡从动齿轮→主轴1→圆环体 轴向外锥套2→轴向凸轮副→凸轮轴套22→传动轴动力输出件11输出倒挡动力。
此时，由于倒挡的传动比大于低速挡传动比，则第二超越离合器超越，且由于转动反向，第一超越离合器超越，实现倒挡传动。
最后说明的是，以上实施例仅用以说明本发明的技术方案而非限制，尽管参照较佳实施例对本发明进行了详细说明，本领域的普通技术人员应当理解，可以对本发明的技术方案进行修改或者等同替换，而不脱离本发明技术方案的精神和范围，其均应涵盖在本发明的权利要求范围当中。

Claims (15)

  1. 一种双超越离合轴套输出自适应自动变速主轴总成，其特征在于：包括主轴、主轴上的变速系统和转动配合外套于主轴的动力输出轴套，所述变速系统包括低速挡动力输入件、倒档动力输入件和自适应变速组件；
    自适应变速组件包括主动摩擦件、从动摩擦件和变速弹性元件；
    所述主动摩擦件和从动摩擦件以摩擦面相互配合的方式形成摩擦传动副；
    所述从动摩擦件以可轴向滑动圆周方向传动的方式设置于主轴，变速弹性元件施加使从动摩擦件与主动摩擦件贴合传动的预紧力，所述从动摩擦件通过轴向凸轮副将动力输出至动力输出轴套，所述轴向凸轮副将动力输出时，对圆环体轴向外锥套施加与变速弹性元件预紧力相反的轴向分力；驱动动力通过一第一超越离合器将动力输入至所述主动摩擦件；
    所述低速挡动力输入件为主轴上设有的第二超越离合器，所述第二超越离合器用于将低速挡动力传递至主轴并由主轴传递至传递至从动摩擦件；
    所述倒挡动力输入件设置在主轴上可将倒挡动力传递至主轴并由主轴传递至传递至从动摩擦件；
    所述倒挡动力输入件通过传动比Ⅰ将倒档动力输入，并将倒档动力输出至主轴，所述低速挡动力输入件通过传动比Ⅱ将低速挡动力输入，并将低速挡动力输出至主轴，传动比Ⅰ大于等于传动比Ⅱ。
  2. 根据权利要求1所述的双超越离合轴套输出自适应自动变速主轴总成，其特征在于：所述轴向凸轮副由带有端面凸轮的凸轮轴套和从动摩擦件带有的端面凸轮配合形成，所述凸轮轴套转动配合外套于主轴，所述动力输出轴套与凸轮轴套传动配合或者一体成型且设有将动力输出的动力输出件。
  3. 根据权利要求2所述的双超越离合轴套输出自适应自动变速主轴总成，其特征在于：所述第二超越离合器的内圈传动配合设置于主轴，外圈传动配合设置或者直接形成用于输入低速挡动力的低速挡从动齿轮；所述倒挡动力输入件为倒挡从动齿轮；所述传动比Ⅰ大于传动比Ⅱ。
  4. 根据权利要求3所述的双超越离合轴套输出自适应自动变速主轴总成，其特征在于：所述变速弹性元件为变速碟簧，所述变速碟簧外套于主轴并且一端通过平面轴承抵住从动摩擦件，另一端抵住预紧力调节组件，所述平面轴承为沿径向双排小滚珠的平面滚动轴承。
  5. 根据权利要求3所述的双超越离合轴套输出自适应自动变速主轴总成，其特征在于： 所述凸轮轴套与动力输出轴套之间通过第二轴向凸轮副传动配合。
  6. 根据权利要求1所述的双超越离合轴套输出自适应自动变速主轴总成，其特征在于：所述预紧力调节组件包括调节环和调节螺母，所述调节螺母螺纹配合设置于主轴，调节环轴向可滑动的外套于主轴且两端分别抵住调节螺母和变速碟簧，所述调节螺母还设有将其轴向锁紧的锁紧组件。
  7. 根据权利要求5所述的双超越离合轴套输出自适应自动变速主轴总成，其特征在于：与所述第一超越离合器外圈传动配合且转动配合外套于凸轮轴套或动力输出轴套设有中间主动齿轮，所述中间主动齿轮用于输出动力，形成倒挡或者低速挡动力。
  8. 根据权利要求7所述的双超越离合轴套输出自适应自动变速主轴总成，其特征在于：所述动力输出件为与动力输出轴套一体成形的动力输出齿轮，所述动力输出轴套外圆靠近动力输出齿轮设有用于转动配合支撑于变速器箱体的第一径向轴承；所述中间主动齿轮第一端与第一超越离合器外圈传动配合，第二端形成左轴颈且该左轴颈外圆设有用于转动配合支撑于变速器箱体的第二径向轴承；所述第二超越离合器内圈分别向左、右延伸形成外延伸轴段和内延伸轴段，外延伸轴段外圆和内延伸轴段外圆分别对应设有用于转动支撑于变速器箱体的第三径向轴承和第四径向轴承；所述倒挡从动齿轮传动配合外套于第二超越离合器内圈向内端延伸延伸的轴段外圆，且所述第四径向轴承位于倒挡从动齿轮右侧；所述主轴外圆设有用于转动配合支撑于驱动电机转子内圆的第五径向轴承。
  9. 根据权利要求8所述的双超越离合轴套输出自适应自动变速主轴总成，其特征在于：所述中间主动齿轮右侧与第一超越离合器内圈之间通过第一平面轴承转动配合，所述第二径向轴承设置于中间主动齿轮左侧形成的轴颈，中间主动齿轮左侧与第一径向轴承之间通过第二平面轴承转动配合；动力输出齿轮左侧与第二超越离合器内圈的内延伸轴段设置第三平面轴承。
  10. 根据权利要求9所述的双超越离合轴套输出自适应自动变速主轴总成，其特征在于：所述驱动动力由一驱动过渡套输入，所述驱动过渡套传动连接第一超越离合器的外圈，所述第一超越离合器的内圈与主动摩擦件传动连接；与所述第一超越离合器外圈固定连接一传动套，所述传动套紧配合外套于中间主动齿轮第一端形成的右轴颈并形成传动配合。
  11. 一种应用权利要求1-10任一权利要求所述的双超越离合机械式轴端输出自适应自动变速主轴总成的变速器，其特征在于：包括箱体、副轴和所述的双超越离合机械式轴端输出自适应自动变速主轴总成，所述驱动动力还输入副轴；
    所述副轴通过第二超越离合器将低速挡动力传递至主轴并由主轴传递至从动摩擦件；
    所述副轴还通过倒挡动力输入件以可将倒挡动力传递至主轴并由主轴传递至从动摩擦件或者断开倒挡动力。
  12. 根据权利要求11所述的变速器，其特征在于：与所述第一超越离合器外圈传动配合且转动配合外套于传动轴套设有中间主动齿轮，所述副轴传动配合设置有与中间主动齿轮传动啮合的中间从动齿轮；与所述低速挡从动齿轮啮合设有低速挡主动齿轮，所述第二超越离合器的内圈传动配合设置于主轴，外圈传动配合设置或者直接形成低速挡从动齿轮，所述低速挡主动齿轮传动配合设置于副轴；所述倒挡动力输入件为倒挡从动齿轮，与所述副轴可接合或分离的方式设置有倒挡主动齿轮，倒挡从动齿轮传动配合设置于主轴。
  13. 根据权利要求12所述的变速器，其特征在于：所述倒挡主动齿轮通过电磁换挡机构可接合或分离的方式设置于副轴，所述电磁换挡机构同时用于切换动力源正反转；所述电磁换挡机构包括电磁换挡器、主动摆臂、换挡转轴和换挡拨叉，所述电磁换挡器为两个分列于主动摆臂两侧用于驱动主动摆臂绕换挡转轴的轴线摆动且带动换挡转轴绕所述轴线转动，所述换挡转轴带动换挡拨叉绕所述轴线摆动并完成换挡；
    所述电磁换挡机构还设有定位机构，所述定位机构包括设置于主动摆臂动力端的具有预紧力的定位弹子和设置于箱体的定位基座，所述定位基座上设置与定位弹子对应配合的定位凹坑；所述电磁换挡机构还设有用于检测档位换挡是否到位的位置传感组件。
  14. 一种应用权利要求11-13的任一权利要求所述的变速器的驱动系统，其特征在于：包括驱动电机和所述变速器，所述驱动电机包括定子和空心转子，包括定子和转子，所述驱动过渡套与转子形成一体转子为空心转子结构，所述从动摩擦件、主动摩擦件和变速弹性元件位于空心转子结构内；所述空心转子结构设有前支撑部和后支撑部，所述前支撑部传动配合连接支撑于第一超越离合器外圈，后支撑部转动配合支撑于箱体，所述空心转子结构的空心中部转动配合支撑于主轴。
  15. 根据权利要求14所述的驱动系统，其特征在于：所述转子空心的内壁沿径向向内突出形成用于转动配合支撑于主轴的轴承座，轴承座由所述转子内圆沿圆周方向并列布置的肋板形成；所述转子包括空心的铝合金转子支撑体和外套于铝合金转子支撑体的转子主体，所述铝合金转子支撑体的外圆径向截面为多角星结构，转子主体的内圆为与铝合金转子支撑体外圆相配合的多角星结构；
    所述转子主体内布置有电机的磁钢，所述磁钢的布置方式与所述多角星结构相适应；
    所述转子的空腔内壁沿圆周方向并列形成沿纵向的加劲肋，加劲肋设置于铝合金转子支撑体。
PCT/CN2020/084069 2019-04-16 2020-04-09 双超越离合轴套输出自适应自动变速主轴总成、变速器及驱动系统 WO2020211696A1 (zh)

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