WO2021110157A1 - Compact and ultra-large load adaptive automatic transmission system - Google Patents

Abstract

A compact and ultra-large load adaptive automatic transmission system, comprising a motor (17), a common deceleration mechanism, a forward gear transmission system, and a transmission bridge (1) for outputting the power. A transmission shaft (1c) and a second transmission shaft (1d) can directly drive left and right front wheels of a vehicle to rotate to realize the power output of the front-engine, front-wheel-drive layout. The whole transmission bridge (1) has high transmission efficiency, and is simple, stable, and reliable in structure. Moreover, the motor (17) can directly transfer the power to the front gear transmission system and a reverse gear transmission system of a transmission by means of the common deceleration mechanism, which reduces the number of parts, simplifies the structure of the transmission system, reduces the volume of the transmission system, makes the transmission system more compact, and reduces the assembling difficulty. At the same time, by making improvements on a multi-row overrunning clutch (6) and a multi-plate friction clutch (2), the adaptive automatic transmission system can bear ultra-large load, which improves the reliability and reduces manufacturing costs.

Description

Compact and ultra-large load adaptive automatic transmission system Technical field

The invention relates to the technical field of transmissions, in particular to a compact super-large load adaptive automatic transmission system.

Background technique

Due to the limitation of the transmission structure of the existing electric vehicles, during the driving process, the driver is completely manipulated based on experience without accurately knowing the driving resistance. Therefore, it is often inevitable that the working state of the motor and the vehicle will appear. The actual driving conditions do not match, causing the motor to stall. Especially when the vehicle is under low-speed and heavy-load conditions such as starting, climbing, headwind, etc., the motor often needs to work under low efficiency, low speed, and high torque. It is easy to cause accidental damage to the motor, increase maintenance and replacement costs, and also It directly affects the battery's cruising range. For vehicles with higher economic requirements, such as electric logistics vehicles, the traditional variable speed transmission structure obviously cannot meet their requirements.

In order to solve the above problems, the inventors of this case designed a series of cam adaptive automatic transmission devices and transaxles, which use driving resistance to drive the cam to achieve automatic gear shifting and adaptive matching of vehicle speed output torque according to driving resistance. The effect of the application.

However, the existing cam adaptive automatic transmission devices are only suitable for rear-rear drive or front-rear drive transmission modes, and the transmission efficiency is always not ideal. Therefore, the inventor team of this case hopes to adopt a front-drive transmission mode to improve transmission efficiency. In addition, the current motor usually transmits power to the forward gear shifting system and the reverse gear shifting system of the transmission through the forward gear reduction assembly and the reverse gear reduction assembly respectively, resulting in numerous parts, complex structures, difficult assembly, and large size. The friction clutch of the existing cam adaptive automatic transmission system is mainly composed of a disc friction clutch including an active friction disc and a driven friction disc. Its wear resistance is not good, and the sensitivity, stability and reliability will be greatly improved after long-term use. Decrease, there is the defect of short service life, and it cannot be used as a high-torque power transmission device. The traditional roller overrunning clutch has limited load carrying capacity. To increase the load capacity, the only way to increase the load capacity is to increase the size of the outer ring, inner wheel and rolling elements, but the inner wheel and rolling elements cannot be extended indefinitely, especially the thinnest rollers. If it is too long, not only will it be prone to uneven forces and may cause breakage, but also the processing accuracy is difficult to guarantee, and it is prone to poor meshing, resulting in great difficulty in production, low yield, and extremely high requirements for materials. The cost remains high. Therefore, the existing self-adaptive automatic transmission device cannot bear the super-large load, the manufacturing cost remains high, and the reliability is insufficient. Solving the above problems has become a top priority.

Summary of the invention

In order to solve the above technical problems, the present invention provides a compact ultra-large load adaptive automatic transmission system.

The technical scheme is as follows:

A compact and ultra-large load adaptive automatic transmission system, its main points are that it includes a motor, a common reduction mechanism, a forward gear transmission system, and a transmission bridge for outputting power;

The transmission bridge includes a main shaft and a first transmission shaft and a second transmission shaft coaxially arranged at both ends of the main shaft. A forward gear transmission sleeve is rotatably sleeved on the main shaft, and the main shaft passes through an end close to the first transmission shaft. The intermediate transmission sleeve drives the first transmission shaft to rotate synchronously. The end of the main shaft close to the second transmission shaft is connected to the second transmission shaft through a differential. A power transmission sleeve that rotates the transmission sleeve, the power transmission sleeve can transmit power to the main shaft and the second transmission shaft through a differential, and a reverse transmission gear that can rotate relative to the power transmission sleeve and a reverse transmission gear that can rotate relative to it are sleeved on the power transmission sleeve. The shift fork sleeve that slides in the axial direction can be connected with the forward gear transmission sleeve or the reverse transmission gear;

The shared reduction mechanism includes a first-stage reduction gear shaft, a second-stage reduction gear shaft, and a third-stage reduction gear shaft that are parallel to each other. The first-stage reduction gear shaft can be driven by a motor and has a first-stage reduction driving tooth. The second-stage reduction gear shaft is fixedly sleeved with a first-stage reduction driven gear that meshes with the first-stage reduction driving tooth, and has a second-stage reduction driving tooth, and the third-stage reduction gear shaft is fixedly sleeved with a second-stage reduction driving tooth The meshing two-stage reduction driven gear and the forward gear power gear used to transmit power to the forward gear transmission system, and have reverse gear power teeth that mesh with the reverse gear transmission gear;

The forward gear transmission system includes a high-speed gear transmission mechanism and a low-speed gear transmission mechanism. The high-speed gear transmission mechanism includes a multi-plate friction clutch and an elastic element group for applying a pretension force to the multi-plate friction clutch. The transmission power gear transmits power to the multi-plate friction clutch through the power input gear sleeve. The multi-plate friction clutch is sleeved on the forward gear transmission sleeve through the inner plate spiral raceway sleeve. The inner plate spiral raceway sleeve is connected to the forward gear transmission sleeve. A spiral transmission pair is formed between the gear transmission sleeves, so that the inner spiral raceway sleeve can slide axially along the forward gear transmission sleeve;

The low-speed gear transmission mechanism includes a multi-row overrunning clutch and a countershaft transmission assembly for decelerating transmission between the multi-plate friction clutch and the multi-row overrunning clutch. The multi-row overrunning clutch is sleeved in the forward direction through the inner wheel cam sleeve. On the gear transmission sleeve, the corresponding end surfaces of the inner core wheel cam sleeve and the inner spiral raceway sleeve are matched through the end surface cam pair transmission to transmit power to the forward gear transmission sleeve.

With the above structure, the first transmission shaft and the second transmission shaft can directly drive the left and right front wheels of the vehicle to realize the power output of the front front drive arrangement. The transmission efficiency of the entire transmission bridge is high, the structure is simple, stable and reliable; and the motors are shared The reduction mechanism can directly transmit power to the forward and reverse transmission systems of the transmission, reducing the number of parts, simplifying the structure of the transmission system, reducing the volume of the transmission system, making the transmission system more compact, and at the same time , Reduce the difficulty of assembly. At the same time, the use of multi-disc friction clutches greatly reduces the friction loss and overcomes the defects of traditional disc friction clutches, thereby greatly improving the wear resistance, stability and reliability of the friction clutches, prolonging the service life, and being able to be used as high-torque power Transmission device. The number of inner wheels and corresponding rolling elements of the multi-row floating overrunning clutch can be freely selected according to actual needs, or even increased indefinitely, which doubles the load bearing capacity of the overrunning clutch and breaks through the load-bearing limit of the traditional overrunning clutch; The length of the wheels and rolling elements is short, the force is uniform, the reliability is high during use, and it is difficult to break the rolling elements. At the same time, it has low requirements for production and processing accuracy, easy to manufacture, simple assembly, low material requirements, and ordinary Bearing steel is sufficient, and the manufacturing cost is relatively low, so that a heavy-duty overrunning clutch with extremely high reliability and capable of withstanding a large load can be manufactured at a low production cost. Through the improvement of the multi-row overrunning clutch and the multi-plate friction clutch, the adaptive automatic transmission system can withstand a large load, which improves the reliability and reduces the manufacturing cost.

Preferably, the multi-plate friction clutch includes a friction plate support member arranged on the inner plate spiral raceway sleeve, and a plurality of outer friction plates and internal friction plates alternately arranged between the friction plate support member and the inner plate spiral raceway sleeve. Each outer friction plate can slide axially along the friction plate support, and each inner friction plate can slide axially along the inner plate spiral raceway sleeve;

The power input gear sleeve transmits power to the friction plate support, and the elastic element group can apply a pre-tightening force to the inner plate spiral raceway sleeve to compress the outer and inner friction plates. The inner plate spiral A spiral transmission pair is formed between the raceway sleeve and the forward gear transmission sleeve, so that the inner spiral raceway sleeve can slide axially along the forward gear transmission sleeve, thereby compressing the elastic element group to release the outer and inner friction plates.

With the above structure, the friction structure in the multi-plate friction clutch is set as a number of alternately arranged outer and inner friction plates, so that the torsion is dispersed on the outer and inner friction plates, through the outer and inner friction plates. The friction plate shares the wear and tear, greatly reduces the sliding friction loss, overcomes the defects of the traditional disc friction clutch, thereby greatly improving the wear resistance of the multi-disc friction clutch, the overall stability and reliability, and prolongs the service life. High torque power transmission device.

Preferably, the inner plate spiral raceway sleeve includes a friction plate pressing plate in a disc-shaped structure and an output spiral raceway barrel in a cylindrical structure, and the output spiral raceway barrel is sleeved on the forward gear transmission sleeve , And form a spiral transmission pair with the forward gear transmission sleeve. The inner cam sleeve and the output spiral raceway cylinder are close to each other with the cam profile at one end to form an end-face cam pair transmission pair. The friction plate is firmly pressed against the disc. Sleeve at one end of the output spiral raceway barrel;

The friction plate support includes a friction plate support disc having a disc-shaped structure and an outer plate spline sleeve having a cylindrical structure. The power transmission mechanism can transmit power to the friction plate support disc. The friction plate support disc Parallel to the friction plate pressing plate, the outer plate spline sleeve is coaxially sleeved on the outside of the output spiral raceway cylinder, one end of which is spline-fitted with the outer edge of the friction plate support plate, and the other end is rotatably supported on the friction plate On the outer edge of the compression plate, the outer edge of each outer friction plate is matched with the inner wall spline of the outer plate spline sleeve, and the inner edge of each inner friction plate is matched with the outer wall spline of the output spiral raceway cylinder.

With the above structure, the overall structure and coordination are stable and reliable. When in low-speed transmission, the inner cam sleeve and the end surface cam pair transmission pair of the output spiral raceway can be used to compress the elastic element group, so that the friction clutch is in a separated state, thereby entering Slow gear transmission, and the matching of end-face cam pair transmission is stable and reliable, which is easy to process and manufacture.

Preferably, the multi-row overrunning clutch includes a second outer ring and at least two second inner wheels sleeved side by side on the same inner wheel cam sleeve, and the multi-plate friction clutch can transmit power through a countershaft transmission assembly For the second outer ring, the outer teeth provided on the outer circumference of each second inner wheel are aligned one by one, and second rolling bodies are respectively arranged between the second outer ring and each second inner wheel, adjacent to the second inner wheel The surrounding rolling elements are facing one by one. With the above structure, the number of inner wheels and corresponding rolling elements can be freely selected according to actual needs, or even increased indefinitely, which doubles the load bearing capacity of the multi-row overrunning clutch and breaks through the load-bearing limit of the traditional overrunning clutch; The length of the wheels and rolling elements is short, the force is uniform, the reliability is high during use, and it is difficult to break the rolling elements. At the same time, it has low requirements for production and processing accuracy, easy to manufacture, simple assembly, low material requirements, and ordinary Bearing steel is sufficient, and the manufacturing cost is relatively low, so that a heavy-duty overrunning clutch with extremely high reliability and capable of withstanding a large load can be manufactured at a low production cost. Through the improvement of the multi-row overrunning clutch, the adaptive automatic transmission system can withstand a large load, which improves the reliability and reduces the manufacturing cost.

Preferably, the countershaft transmission assembly includes a countershaft arranged in parallel with the forward gear transmission sleeve, and a countershaft primary reduction driven gear capable of driving the countershaft to rotate and a countershaft driven by the countershaft are sleeved on the countershaft. A two-stage driving gear, on the multi-plate friction clutch is sleeved a secondary shaft primary reduction drive gear driven by it, the secondary shaft primary reduction drive gear meshes with the secondary shaft primary reduction driven gear, and the outer The outer wall of the ring has input driven teeth arranged in the circumferential direction. The input driven teeth mesh with the secondary driving gear of the secondary shaft. The primary reduction driven gear of the secondary shaft has forward gear coupling teeth. A forward gear coupling sleeve capable of sliding along its axial direction is sleeved on the shaft, and the forward gear coupling sleeve can mesh with the forward gear coupling teeth. With the above structure, the power can be decelerated and transmitted stably and reliably, and the transmission efficiency is high. Through the design of the forward gear combination sleeve, the power can be disconnected and switched to the reverse gear power output.

Preferably, the outer circumference of the secondary shaft is provided with a plurality of roller inner arc grooves distributed in the circumferential direction, the roller inner arc groove has a second roller parallel to the axis of the secondary shaft, and the forward gear coupling sleeve The wall of the hole is provided with a number of arc-shaped grooves on the outer side of the roller that correspond to the arc-shaped grooves on the inner side of the roller and penetrate axially so that the forward gear coupling sleeve can slide axially through the second roller, and the inner side of the roller The inner radius of the arc groove and the inner radius of the outer arc groove of the roller are both larger than the radius of the second roller. With the above structure, the forward gear coupling sleeve and the counter shaft are connected by rollers, so that the forward gear coupling sleeve can rotate at a certain angle relative to the counter shaft, and has a certain degree of freedom, so that the forward gear coupling sleeve is easier to combine with the forward gear. The combination greatly improves the smoothness of shifting, overcomes problems such as jamming, difficulty in shifting, and fragility when entering reverse gear, while being able to withstand super torque.

Preferably, the power transmission sleeve includes a transmission sleeve main body rotatably sleeved on the main shaft through a non-metal supporting sleeve, and a differential mounting disc that rotates synchronously with the main transmission sleeve, and the transmission sleeve main body is cylindrical Structure, the reverse gear transmission gear is rotatably sleeved on the main body of the transmission sleeve, and the differential mounting plate is formed by extending the main body of the transmission sleeve near the end of the differential and extending radially outward, and passing through the differential A plurality of bolts are fixedly connected, the main part of the transmission sleeve is provided with a plurality of roller inner arc grooves distributed in the circumferential direction, and the inner roller arc groove has a first roller parallel to the axis of the power transmission sleeve. The hole wall of the shift fork sleeve is provided with a number of roller outer arc grooves that correspond to the inner arc grooves of the roller one-to-one and penetrate axially so that the shift fork sleeve can slide axially through the first roller. The inner radius of the inner arc groove of the roller and the inner radius of the outer arc groove of the roller are both larger than the radius of the first roller. With the above structure, the shift fork sleeve and the power transmission sleeve are connected by the first roller, so that the shift fork sleeve can rotate a certain angle relative to the main body of the power transmission sleeve, and has a certain degree of freedom, so that The shift fork sleeve is easier to combine with the forward gear transmission sleeve and the reverse gear transmission gear, which greatly improves the smoothness of shifting and overcomes the problems of jamming, difficulty in shifting, and fragility when shifting. Withstand large torque.

Preferably, the forward gear transmission sleeve has a forward gear output tooth portion, the reverse gear transmission gear has a reverse gear output tooth portion, and the shift fork sleeve has a side close to the forward gear transmission sleeve that can interact with the forward gear. The forward gear coupling teeth meshed with the output gears, and the shift fork sleeve is provided with reverse gear coupling teeth that can mesh with the reverse gear output gears on one side close to the reverse gear transmission gear. With the above structure, the front and rear gear power can be switched stably and reliably.

Preferably, the inner cam sleeve includes a coaxially arranged power output sub-cover and a clutch mounting sub-cover, the power output sub-cover is rotatably sleeved on the forward gear transmission cover, and the power output sub-cover is mounted away from the clutch One end surface of the sub sleeve is matched with the corresponding end surface of the inner plate spiral raceway sleeve through the end cam pair transmission, the overrunning clutch is sleeved on the clutch mounting sub sleeve, and one end of the clutch installation sub sleeve is fixedly connected with the power output sub sleeve, The other end is rotatably sleeved on the forward gear transmission sleeve through the inner wheel installation sleeve. With the above structure, the overrunning clutch can be installed reliably, and the power of the overrunning clutch can be stably and reliably transmitted to the driven friction member, and the lightweight design can be facilitated.

Preferably, a third needle roller bearing is provided between the inner wheel mounting sleeve and the transmission sleeve, a first end bearing is provided between the forward gear transmission sleeve and the inner wheel mounting sleeve, and the power output sub-sleeve is connected to the forward gear. A fourth needle roller bearing is provided between the gear transmission sleeves, a second end bearing is provided on the end of the power output sub-sleeve close to the clutch mounting sub-sleeve, and the forward gear transmission sleeve is provided with a second end bearing for positioning The end bearing mounting assembly, the second end bearing and the end bearing mounting assembly are located in the gap between the clutch mounting sub-sleeve and the forward gear transmission sleeve. The adoption of the above structure can not only ensure the reliable installation of the inner wheel cam sleeve and the overrunning clutch and the reliable cooperation of adjacent components, but also reduce the mass and volume of the inner wheel cam sleeve and realize the lightweight design.

Compared with the prior art, the present invention has the following beneficial effects:

The compact ultra-large load adaptive automatic transmission system adopting the above technical solutions has a novel structure and is easy to implement. The first drive shaft and the second drive shaft can directly drive the left and right front wheels of the vehicle to achieve the power output of the front and front drive arrangement, and the entire transmission The axle transmission efficiency is high, the structure is simple, stable, and reliable; and the motor can directly transmit power to the forward gear transmission system and the reverse gear transmission system of the transmission through the cooperation of the shared reduction mechanism, which reduces the number of parts and simplifies the transmission system. The structure reduces the volume of the transmission system, makes the transmission system more compact, and reduces the difficulty of assembly. At the same time, through the improvement of the multi-row overrunning clutch and the multi-plate friction clutch, the adaptive automatic transmission system can withstand large loads. Improve reliability and reduce manufacturing costs.

Description of the drawings

Figure 1 is a schematic diagram of the present invention;

Figure 2 is a schematic diagram of the countershaft transmission assembly;

Figure 3 is a schematic structural diagram of a low-speed gear transmission mechanism;

Figure 4 is a schematic diagram of the forward gear transmission route of the transmission axle;

Figure 5 is a schematic diagram of the reverse gear transmission route of the transmission bridge;

Figure 6 is a schematic diagram of the cooperation between the inner plate spiral raceway sleeve and the multi-plate friction clutch;

Figure 7 is a schematic view of the structure of the outer plate connector;

Figure 8 is a schematic diagram of the structure of the inner spiral raceway sleeve;

Figure 9 is a cross-sectional view at A-A in Figure 8;

Figure 10 is a schematic diagram of the structure of the external friction plate;

Figure 11 is a schematic diagram of the structure of the inner friction plate;

Figure 12 is a schematic diagram of the structure of a multi-row overrunning clutch;

Figure 13 is a cross-sectional view of a multi-row overrunning clutch;

Figure 14 is a schematic diagram of the structure of the cage.

Detailed ways

The present invention will be further described below in conjunction with the embodiments and the drawings.

As shown in Fig. 1, a compact and ultra-large load adaptive automatic transmission system mainly includes a motor 17, a common deceleration mechanism, a forward gear transmission system, and a transmission axle 1 for outputting power.

4 and 5, the transmission bridge 1 includes a main shaft 1a and a first transmission shaft 1c and a second transmission shaft 1d coaxially arranged at both ends of the main shaft 1a, on the main shaft 1a rotatably sleeved with forward Gear transmission sleeve 1b, the end of the main shaft 1a close to the first transmission shaft 1c drives the first transmission shaft 1c to rotate synchronously through the intermediate transmission sleeve 1f, and the end of the main shaft 1a close to the second transmission shaft 1d passes through the differential 1e and the second transmission shaft 1d. The transmission shaft 1d is connected, and a power transmission sleeve 1g capable of rotating relative to the forward transmission sleeve 1b is provided between the differential 1e and the forward transmission sleeve 1b, and the power transmission sleeve 1g can transmit power through the differential 1e For the main shaft 1a and the second transmission shaft 1d, a reverse transmission gear 1h that can rotate relative to the power transmission sleeve 1g and a shift fork sleeve 1i that can slide in the axial direction are sleeved on the power transmission sleeve 1g. The sleeve 1i can connect the forward gear transmission sleeve 1b and the power transmission sleeve 1g or the reverse transmission gear 1h and the power transmission sleeve 1g for power switching.

The power transmission sleeve 1g includes a transmission sleeve main body portion 1g1 rotatably sleeved on the main shaft 1a through a non-metallic supporting sleeve 1j, and a differential mounting disc 1g2 that rotates synchronously with the transmission sleeve main body portion 1g1. The transmission sleeve main body portion 1g1 is a cylindrical structure, the reverse transmission gear 1h is rotatably sleeved on the main body 1g1 of the transmission sleeve, and the differential mounting plate 1g2 is radially outward from the main body 1g1 of the transmission sleeve close to the end of the differential 1e It is formed by extension and is fixedly connected with the differential 1e through a number of bolts. The main part 1g1 of the transmission sleeve has a number of roller inner arc grooves 1g11 distributed in the circumferential direction. The roller inner arc grooves 1g11 have power The first roller 1n whose axis is parallel to the transmission sleeve 1g, the hole wall of the shift fork sleeve 1i is provided with a number of roller outer arc grooves 1i2 which correspond to the roller inner arc grooves 1g11 one-to-one and penetrate axially , So that the shift fork sleeve 1i can slide axially through the first roller 1n, and the inner radius of the inner arc groove 1g11 of the roller and the inner radius of the outer arc groove 1i2 of the roller are both larger than that of the first roller The radius of the column 1n. Wherein, the non-metal supporting sleeve 1j is made of nylon material, which has a self-lubricating effect, good wear resistance, low cost and light weight, and meets the requirements of lightweight design.

The end of the forward gear transmission sleeve 1b close to one end of the power transmission sleeve 1g has a transmission sleeve support ring 1b2 extending outward in the axial direction. The transmission sleeve support ring 1b2 is inserted into the transmission sleeve main body 1g1 and is connected to the transmission sleeve main body 1g1. The first needle roller bearing 1k is arranged between 1g1 to ensure the stability and reliability between adjacent components.

The forward gear transmission sleeve 1b has a forward gear output tooth portion 1b1, the reverse gear transmission gear 1h has a reverse gear output tooth portion 1h1, and the shift fork sleeve 1i has a side close to the forward gear transmission sleeve 1b. The forward gear coupling tooth 1i1 meshed with the forward gear output tooth portion 1b1. The shift fork sleeve 1i has a reverse gear coupling tooth 1i2 that can mesh with the reverse gear output tooth portion 1h1 on the side close to the reverse gear transmission gear 1h, which can be stable and reliable The front and rear gears are switched on the ground.

The intermediate transmission sleeve 1f is spline-fitted with the main shaft 1a and the first transmission shaft 1c, and a first end bearing 11 is provided between the ends of the intermediate transmission sleeve 1f and the forward gear transmission sleeve 1b close to one end of each other, which ensures The reliable power transmission between the main shaft 1a and the first transmission shaft 1c, and the first end bearing 11 ensures that the intermediate transmission sleeve 1f and the forward gear transmission sleeve 1b do not interfere with each other.

Further, in order to ensure the reliable installation of the reverse transmission gear 1h, a second needle roller bearing 1m is provided between the reverse transmission gear 1h and the transmission sleeve main body 1g1.

Referring to FIG. 1, the common reduction mechanism includes a first reduction gear shaft 18, a second reduction gear shaft 19, and a third reduction gear shaft 20 that are parallel to each other. The first reduction gear shaft 18 can be driven by a motor 17 It rotates and has a primary deceleration driving tooth 18a, and the secondary deceleration gear shaft 19 is fixedly sleeved with a primary deceleration driven gear 22 meshing with the primary deceleration driving tooth 18a, and has a secondary deceleration driving tooth 19a, so The three-stage reduction gear shaft 20 is fixedly sleeved with a two-stage reduction driven gear 27 that meshes with the two-stage reduction driving tooth 19a and a forward gear power gear 23 for transmitting power to the forward gear transmission system, and has a reverse transmission The gear 1h meshes with the reverse gear power tooth 20a.

Referring to Figure 1, the forward gear transmission system includes a high-speed transmission mechanism and a low-speed transmission mechanism. The high-speed transmission mechanism includes a multi-plate friction clutch 2 and an elastic element for pre-tensioning the multi-plate friction clutch 2 Group 3, the transmission sensing mechanism transmits the power to the multi-plate friction clutch 2 through the power input gear sleeve 8. The multi-plate friction clutch 2 is sleeved on the forward gear transmission sleeve 1b through the inner plate spiral raceway sleeve 5, and the inner plate spiral A spiral transmission pair is formed between the raceway sleeve 5 and the forward gear transmission sleeve 1b, so that the inner spiral raceway sleeve 5 can slide axially along the forward gear transmission sleeve 1b. Specifically, the power input gear sleeve 8 meshes with the forward power gear 23.

Please refer to Figure 1, Figure 6, Figure 8 and Figure 9, the output spiral raceway cylinder 5a is sleeved on the forward gear transmission sleeve 1b, and forms a spiral transmission pair between the forward gear transmission sleeve 1b and the inner spiral raceway sleeve 5 can slide axially along the forward gear transmission sleeve 1b, thereby compressing the elastic element group 3 to release the outer friction plates 2c and the inner friction plates 2d. Specifically, the screw drive pair includes an inner spiral raceway 5a3 distributed on the inner wall of the output spiral raceway barrel 5a in the circumferential direction and an outer spiral raceway distributed on the outer wall of the forward gear transmission sleeve 1b in the circumferential direction. A number of balls protruding outward are embedded in the spiral raceways, and each ball can roll in the corresponding inner spiral raceway 5a3 and the outer spiral raceway 1a. When the inner plate spiral raceway sleeve 5 rotates relative to the forward gear transmission sleeve 1b, it can move axially relative to the forward gear transmission sleeve 1b, so that the friction clutch 2 can be compressed or released, and the friction clutch 2 can be in an engaged or disengaged state.

The friction plate pressing plate 5b extends radially outward from one end of the output spiral raceway cylinder 5a away from the friction plate support. A number of concentric annular raceways 5b1 are distributed on the side surface of the friction plate pressing plate 5b close to the elastic element group 3, and an end bearing 21 is arranged between the elastic element group 3 and the friction plate pressing plate 5b. The end bearing 21 includes The bearing support disc 21b and a plurality of bearing balls 21a supported between the bearing support disc 21b and the friction plate pressing disc 5b, each of the bearing balls 21a can respectively roll along the corresponding annular raceway 5b1. Through the above structure, the friction plate pressing plate 5b can be used as a bearing support plate on one side, thereby saving manufacturing cost and assembly space.

Please refer to Figure 1 and Figure 4 to Figure 11. The multi-plate friction clutch 2 includes a friction plate support and a plurality of outer friction plates 2c and inner friction plates alternately arranged between the friction plate support and the inner plate spiral raceway sleeve 5. 2d, wherein the friction lining support includes a friction lining support disk 2a in a disc-shaped structure and an outer spline sleeve 2b in a cylindrical structure. The friction lining support disk 2a is parallel to the friction lining pressing disk 5b, and the outer spline The sleeve 2b is coaxially sleeved on the outside of the output spiral raceway cylinder 5a, one end of which is spline-fitted with the outer edge of the friction plate support plate 2a, and the other end is rotatably supported on the outer edge of the friction plate pressing plate 5b. Each outer friction plate 2c can axially slide along the inner wall of the outer plate spline sleeve 2b, and each inner friction plate 2d can axially slide along the outer wall of the output spiral raceway barrel 5a. Compared with the traditional disc friction clutch, the multi-disc friction clutch 2 in the present case has been used for a long time, and the wear conditions of the inner friction plates 2d and the outer friction plates 2c are basically the same, which reduces the sliding friction loss and improves the multi-disc friction The wear resistance, stability and reliability of the clutch 2 extend the service life of the multi-disc friction clutch 2.

Each inner friction plate 2d is provided with an inner plate inner spline 2d1 on the inner edge, and an inner plate outer spline 5a1 corresponding to each inner plate inner spline 2d1 is provided on the outer wall of the output spiral raceway tube 5a, namely The output spiral raceway barrel 5a and each inner friction plate 2d realize spline fit through the inner plate inner spline 2d1 and the inner plate outer spline 5a1, so that each inner friction plate 2d can rotate synchronously with the output spiral raceway barrel 5a, and It can move axially along the output spiral raceway barrel 5a to achieve separation. The outer edge of each outer friction sheet 2c is provided with outer sheet outer splines 2c1, and the inner wall of the outer sheet spline sleeve 2b is provided with outer sheet inner splines 2b1 corresponding to the outer sheet outer splines 2c1. That is to say, the outer spline sleeve 2b and the outer friction plates 2c realize the spline fit through the outer spline 2c1 and the outer inner spline 2b1, so that the outer friction plates 2c can rotate synchronously with the outer spline sleeve 2b, and can Move axially along the outer spline sleeve 2b to achieve separation.

The inner edge of the friction lining support disk 2a has a power input sleeve 2a1 extending away from the friction lining pressing disk 5b. The power input sleeve 2a1 and the output spiral raceway barrel 5a are coaxially arranged, that is, the center axes of the power input sleeve 2a1, the output spiral raceway barrel 5a and the forward gear transmission sleeve 1b coincide. The automatic force input sleeve 2a1 of the friction plate support plate 2a extends radially outwards at one end close to the friction plate pressing plate 5b, and is directly opposite to the friction plate pressing plate 5b, so that the outer friction plates 2c and the inner friction plates 2d Alternately arranged in the friction plate support plate 2a and the friction plate pressing plate 5b. In addition, a power output spline 2a3 is provided on the outer edge of the friction plate support plate 2a to be spline-fitted with the outer plate inner spline 2b1. Each outer friction plate 2c and the friction plate support disk 2a can share the outer inner spline 2b1 on the inner wall of the outer spline sleeve 2b, which reduces the design and processing difficulty and production cost. In addition, the outer spline sleeve 2b is spline-fitted with the power input gear sleeve 8 through the outer inner spline 2b1, so that the power input gear sleeve 8 can transmit power to the outer spline sleeve 2b. The end of the outer plate spline sleeve 2b away from the friction plate support is supported on the outer edge of the friction plate pressing plate 5b, and can rotate freely relative to the friction plate pressing plate 5b to maintain a stable and reliable structure.

Referring to FIG. 1, the elastic element group 3 can apply a pre-tightening force to the inner plate spiral raceway sleeve 5 to compress the outer friction plates 2c and the inner friction plates 2d to keep the multi-plate friction clutch 2 in a combined state. In this embodiment, the elastic element group 3 preferably adopts a disc spring, which is stable, reliable, and low in cost, and can continuously apply an axial thrust to the end bearing 21.

Referring to FIG. 6, a plurality of inner plate activation retaining rings 2e are provided on the inner wall of the output spiral raceway barrel 5a, and each inner plate activation retaining ring 2e is respectively located on the side of the adjacent inner friction plate 2d close to the friction plate support disk 2a. By setting the inner disc activation ring 2e on the output spiral raceway barrel 5a, the inner friction discs 2d can be separated, so as to ensure that in the separated state, all the inner friction discs 2d can be dispersed quickly and evenly, and at the same time The outer friction plate 2c is driven to move, and the inner friction plate 2d and the outer friction plate 2c are completely separated. Further, a number of inner disc springs 2g are sleeved on the outer wall of the output spiral raceway cylinder 5a, and each inner disc spring 2g is respectively located on the side of each inner friction plate 2d close to the friction disc pressing disc 5b, and each inner disc spring The two ends of the spring 2g are respectively elastically supported on the corresponding inner friction plate 2d and the inner plate activation retaining ring 2e. Through such a design, each inner disc spring 2g and each inner disc activation ring 2e cooperate with each other to exert a bidirectional force on the inner friction plate 2d to promote the active separation of the inner friction plate 2d and the outer friction plates 2c on both sides, ensuring Each inner friction plate 2d is completely separated from each outer friction plate 2c. Further, the distance between adjacent inner plate activation retaining rings 2e is equal, and the distance between adjacent inner plate activation retaining rings 2e is greater than the distance between adjacent inner friction plates 2d, specifically, the distance between adjacent inner plate activation retaining rings 2e It is only slightly larger than the distance between the adjacent inner friction plates 2d. When the friction clutch is in a disconnected state, the adjacent inner plates activate the retaining ring 2e to ensure that the inner friction plates 2d are evenly distributed after being separated from the adjacent outer friction plates 2c. When the friction plate pressing plate 5b presses each outer friction plate 2c and the inner friction plate 2d, the distance between each inner plate activation ring 2e and the adjacent inner friction plate 2d is equal to the direction close to the friction plate pressing plate 5b. The difference sequence relationship gradually decreases. The outer wall of the output spiral raceway cylinder 5a is provided with an inner plate outer spline 5a1, and a number of inner ring mounting ring grooves 5a2 corresponding to the corresponding inner plate starting ring 2e are provided on the inner plate outer spline 5a1, and each inner plate The starting retaining ring 2e is respectively embedded in the corresponding inner retaining ring mounting ring groove 5a2.

Referring to FIG. 6, a plurality of outer stopper rings 2f are provided on the inner wall of the outer spline sleeve 2b, and each outer stopper ring 2f is located on the side of each outer friction plate 2c close to the friction plate pressing disc 5b. The distance between adjacent outer plate limiting retaining rings 2f is equal, and the distance between adjacent outer plate limiting retaining rings 2f is greater than the distance between adjacent inner plate starting retaining rings 2e. Through such a design, the outer friction plate 2c is restricted to avoid adhesion between the outer friction plate 2c and the previous-stage inner friction plate 2d, and the inner friction plate 2d and the outer friction plate 2c are separated more completely. The distances between the adjacent outer plate limiting retaining rings 2f are equal, so that the inner friction plates 2d and the corresponding outer friction plates 2c can be dispersed more orderly and uniformly, and the response time is shortened. Further, a plurality of outer disc springs 2h are sleeved on the inner wall of the outer spline sleeve 2b, and each outer disc spring 2h is located on the side of each outer friction disc 2c close to the friction disc support disc 2a, and the outer disc spring 2h The two ends are respectively elastically supported on the corresponding outer plate limiting retaining ring 2f and outer friction plate 2c. Through this design, each outer disc spring 2h and each outer limit stop ring 2f cooperate with each other, exert a bidirectional force on the outer friction plate 2c, and promote the active separation of the outer friction plate 2c and the inner friction plates 2d on both sides, ensuring Each inner friction plate 2d is completely separated from each outer friction plate 2c. The inner wall of the outer spline sleeve 2b is provided with an outer inner spline 2b1, and the outer edge of each outer friction plate 2c is provided with an outer outer spline 2c1 that is matched with the outer inner spline 2b1, and the friction plate supports The outer edge of the disc 2a is provided with a power output spline 2a3, and one end of the outer plate spline sleeve 2b close to the friction plate support plate 2a is matched with the power output spline 2a3 through the outer plate inner spline 2b1, and the outer plate inner spline 2b1 A number of outer retaining ring mounting ring grooves adapted to the corresponding outer piece limiting retaining ring 2f are provided, and each outer piece limiting retaining ring 2f is respectively embedded in the corresponding outer retaining ring mounting ring groove.

Please refer to Figure 1. The low-speed transmission mechanism includes a multi-row overrunning clutch 6 and a countershaft transmission assembly that reduces transmission between the multi-plate friction clutch 2 and the multi-row overrunning clutch 6. The multi-row overrunning clutch 6 passes through the inner wheel The cam sleeve 7 is sleeved on the forward gear transmission sleeve 1b, and the corresponding end surfaces of the inner core wheel cam sleeve 7 and the inner spiral raceway sleeve 5 are matched by an end face cam pair to transmit power to the forward gear transmission sleeve 1b.

Please refer to Figures 12-14, the multi-row overrunning clutch 6 includes an outer ring 6a and at least two inner wheels 6c arranged side by side between the inner cam sleeve 7 and the outer ring 6a, between the outer ring 6a and each inner ring 6c Rolling bodies are respectively provided in between. It should be pointed out that the outer teeth 6c1 on the outer circumference of each inner wheel 6c are directly opposite one by one, and the rolling bodies around the adjacent inner wheels 6c are directly opposite one by one, so as to ensure the synchronization of each inner wheel 6c. The inner cam sleeve 7 includes a coaxially arranged power output sub-sleeve 7a and a clutch mounting sub-sleeve 7b, the power output sub-sleeve 7a is rotatably sleeved on the forward gear transmission sleeve 1b, and the power output sub-sleeve 7a is away from the clutch installation One end surface of the sleeve 7b is matched with the corresponding end surface of the inner spiral raceway sleeve 5 through an end-face cam pair transmission, the multi-row overrunning clutch 6 is sleeved on the clutch mounting sub-sleeve 7b, and one end of the clutch mounting sub-sleeve 7b is connected to the power output sub-sleeve 7a is fixedly connected, and the other end is rotatably sleeved on the forward gear transmission sleeve 1b through the inner wheel mounting sleeve 30. A third needle bearing 31 is provided between the inner wheel mounting sleeve 30 and the intermediate transmission sleeve 1f, a first end bearing 11 is provided between the forward gear transmission sleeve 1b and the inner wheel mounting sleeve 30, and the power output sub-sleeve 7a is connected to the forward gear. A fourth needle roller bearing 33 is provided between the transmission sleeves 1b, a second end bearing 34 is provided at one end of the power output sub-sleeve 7a close to the clutch mounting sub-sleeve 7b, and the forward gear transmission sleeve 1b is provided with a second end bearing for positioning 34, the end bearing mounting assembly 35, the second end bearing 34 and the end bearing mounting assembly 35 are located in the gap between the clutch mounting subcase 7b and the forward gear transmission sleeve 1b. The inner wheel cam sleeve 7 is made of high-strength torsion resistant material, and the inner wheel 6c is made of compressive and wear-resistant material. Specifically, the inner wheel cam sleeve 7 is made of alloy steel, and the inner wheel 6c is made of bearing steel or Alloy steel or hard alloy. In this embodiment, the material of the inner wheel cam sleeve 7 is preferably 20CrMnTi, which has strong torsion resistance, low cost and high cost performance. The material of the inner wheel 6c is preferably GCr15, which has good wear resistance and compression resistance, low cost, and high cost performance. . The inner wheel cam sleeve 7 has high torsion and compression resistance, which can ensure the reliability and stability of transmission. The inner wheel 6c has strong abrasion resistance and compression resistance. Therefore, the inner wheel cam sleeve 7 and the inner wheel 6c are made of two different materials. Manufacturing not only effectively saves production costs, but also greatly extends the service life of the heavy-duty overrunning clutch.

The rolling elements distributed along the outer circumference of each inner wheel 6c are composed of alternately arranged thick rolling elements 6d and thin rolling elements 6e. On the outer circumference of each inner wheel 6c, two opposite cages 6f are provided. A ring of annular grooves 6f1 are provided on the inner wall of 6f, and both ends of each thin rolling body 6e can be slidably inserted into the corresponding annular grooves 6f1. With the above structure, each thin rolling element 6e can follow-up, which improves the overall stability and reliability, and increases the service life. The outer wall of the outer ring 6a has input driven teeth 6a1 arranged in the circumferential direction. The outer wall of the inner wheel cam sleeve 7 is spline-fitted with the inner wall of each inner wheel 6c. With the above structure, power transmission can be reliably performed. The number of teeth of the inner spline of the inner wheel 6c is twice the number of teeth of the outer teeth 6c1. It is easy to install and debug to solve the problem of non-synchronization of each inner ring. The outer tooth 6c1 includes a top arc section 6c12 and a short side section 6c11 and a long side section 6c13 located on both sides of the top arc section 6c12. The short side section 6c11 is an inwardly concave arc structure, and the long side section 6c13 is outwardly convex. The curvature of the short side section 6c11 is smaller than the curvature of the long side section 6c13. With the above structure, the stability and reliability of the one-way transmission function can be ensured.

Please refer to Figures 1 to 3, the countershaft transmission assembly includes a countershaft 12 arranged in parallel with the forward gear transmission sleeve 1b, on which a countershaft one-stage decelerating follower capable of driving the countershaft 12 to rotate is sleeved The gear 13 and the secondary secondary driving gear 14 of the secondary shaft driven by the secondary shaft 12, the primary friction member 2a is sleeved with the primary reduction driving gear 16 of the secondary shaft driven by it, and the primary reduction driving gear 16 of the secondary shaft is sleeved on the driving friction member 2a. The secondary shaft primary reduction driven gear 13 meshes, the outer wall of the outer ring 6a has an input driven tooth 6a1 arranged in the circumferential direction, and the input driven tooth 6a1 meshes with the secondary secondary driving gear 14 of the secondary shaft. The first-stage reduction driven gear 13 of the shaft has forward gear coupling teeth 13a, and a forward gear coupling sleeve 4 that can slide along its axial direction is sleeved on the counter shaft 12, and the forward gear coupling sleeve 4 can be coupled with the forward gear teeth. 13a is engaged.

The outer circumference of the secondary shaft 12 is provided with a plurality of roller inner arc grooves 12a distributed in the circumferential direction, and the roller inner arc groove 12a has a second roller 12b parallel to the axis of the secondary shaft 12, and the forward gear The hole wall of the coupling sleeve 4 is provided with a number of roller outer arc grooves 5a which correspond to the roller inner arc grooves 12a and penetrate axially so that the forward gear coupling sleeve 4 can pass through the second roller 12b axially. Sliding, the inner radius of the arc groove 12a on the inner side of the roller and the inner radius of the arc groove 5a on the outer side of the roller are both larger than the radius of the second roller 12b. The forward gear coupling sleeve 4 has forward gear active teeth 4b that are compatible with the forward gear coupling teeth 13a. Specifically, in the forward gear, the forward gear driving teeth 4b mesh with the forward gear coupling teeth 13a; in the reverse gear, the forward gear driving teeth 4b are separated from the forward gear coupling teeth 13a.

1. Forward gear (forward rotation of the motor): the forward gear driving tooth 4b meshes with the forward gear coupling tooth 13a; the forward gear output tooth portion 1b1 meshes with the forward gear coupling tooth 1i1.

In this embodiment, the elastic element group 3 applies pressure through each end bearing 21 to compress the outer friction plates 2c and the inner friction plates 2d of the multi-plate friction clutch 2. At this time, the multi-plate friction clutch 2 is in the elastic element group 3. In the combined state under the pressure of, the power is in the high gear power transmission route:

Motor 17→first-stage reduction gear shaft 18→first-stage reduction driven gear 22→second-stage reduction gear shaft 19→second-stage reduction driven gear 27→third-stage reduction gear shaft 20→forward gear power gear 23→power input gear sleeve 8→Multi-plate friction clutch 2→Inner plate spiral raceway sleeve 5→Forward gear transmission sleeve 1b→Shift fork sleeve 1i→Power transmission sleeve 1g→Differential 1e→Main shaft 1a, first transmission shaft 1c and second The two transmission shafts 1d output power from the first transmission shaft 1c and the second transmission shaft 1d.

At this time, the multi-row overrunning clutch 6 is overrun, and the elastic element group 3 is not compressed. Current resistance transmission route: forward gear transmission sleeve 1b→inner cam sleeve 7→inner spiral raceway sleeve 5→end bearing 21→elastic element group 3; the current forward gear transmission sleeve 1b is transmitted to the multi-plate friction clutch 2 When the resistance torque is greater than or equal to the preset load limit of the multi-plate friction clutch 2, the inner cam sleeve 7 and the screw transmission pair jointly push the inner plate spiral raceway sleeve 5, the compression elastic element group 3, and each of the multi-plate friction clutch 2 There is a gap between the outer friction plate 2c and the inner friction plate 2d, that is, separation, and the power is changed to be transmitted through the following route, that is, the low-speed gear power transmission route:

Motor 17→first-stage reduction gear shaft 18→first-stage reduction driven gear 22→second-stage reduction gear shaft 19→second-stage reduction driven gear 27→third-stage reduction gear shaft 20→forward gear power gear 23→power input gear sleeve 8→Multi-plate friction clutch 2→First reduction driving gear 16→First reduction driven gear 13→Counter shaft 12→Second driving gear 14→Multi-row overrunning clutch 6→Inner wheel cam sleeve 7→Inner spiral Raceway sleeve 5→forward gear transmission sleeve 1b→shift fork sleeve 1i→power transmission sleeve 1g→differential 1e→main shaft 1a, first transmission shaft 1c and second transmission shaft 1d, composed of first transmission shaft 1c and The second transmission shaft 1d outputs power.

At this time, the multi-row overrunning clutch 6 is not overridden, and the elastic element group 3 is compressed. It can be seen from the above transmission route that the present invention forms an automatic transmission mechanism that maintains a certain pressure during operation.

In this embodiment, an electric vehicle is taken as an example. The resistance of the whole vehicle is greater than the driving force when starting. The resistance forces the forward gear transmission sleeve 1b to rotate a certain angle relative to the inner plate spiral raceway sleeve 5. Under the action of the spiral transmission pair, the inner plate spirally rolls. The sleeve 5 compresses the elastic element group 3 through the end bearing 21, the outer friction plate 2c and the inner friction plate 2d are separated, that is, the multi-disc friction clutch 2 is in a disconnected state, and at the same time, the power transmission mechanism sequentially passes through the countershaft transmission assembly and multiple rows The overrunning clutch 6, the inner cam sleeve 7 and the inner spiral raceway sleeve 5 transmit power to the forward gear transmission sleeve 1b and rotate at a low gear speed; therefore, the low gear starting is automatically realized and the starting time is shortened. At the same time, the elastic element group 3 absorbs the energy of the movement resistance torque, and reserves the potential energy for restoring the high-speed gear transmission power.

After a successful start, the driving resistance is reduced. When the component force is reduced to less than the pressure generated by the elastic element group 3, the pressure of the elastic element group 3 is compressed by the movement resistance and pushed by the rapid release of the pressure of the multi-plate friction clutch 2. The friction plate 2c and the inner friction plate 2d return to a close contact state, the multi-row overrunning clutch 6 is in the overrunning state, and the power transmission mechanism sequentially passes through the first overrunning clutch 4, the multi-plate friction clutch 2 and the inner plate spiral raceway sleeve 5. The power is transmitted to the forward gear transmission sleeve 1b and rotates at a high gear speed. During the driving process, the principle of automatic shifting with the change of motion resistance is the same as above. The shifting is realized without cutting off the power, so that the whole vehicle runs smoothly, is safe and low-consumption, and the transmission route is simplified, and the transmission efficiency is improved.

2. Reverse gear (motor reverse rotation): the forward gear driving tooth 4b is separated from the forward gear coupling tooth 13a; the reverse gear output tooth portion 1h1 meshes with the reverse gear coupling tooth 1i2.

Reverse power transmission route: motor 17→first reduction gear shaft 18→first reduction driven gear 22→second reduction gear shaft 19→second reduction driven gear 27→third reduction gear shaft 20→reverse transmission gear 1h→shift fork sleeve 1i→power transmission sleeve 1g→differential 1e→main shaft 1a, first transmission shaft 1c and second transmission shaft 1d, and power is output by the first transmission shaft 1c and the second transmission shaft 1d.

Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the enlightenment of the present invention, those skilled in the art can make a variety of similar methods without violating the purpose and claims of the present invention. It means that all such transformations fall within the protection scope of the present invention.

Claims (10)

1. A compact and ultra-large load adaptive automatic transmission system, which is characterized in that it includes a motor (17), a common reduction mechanism, a forward gear transmission system, and a transmission bridge (1) for outputting power;

   The transmission bridge (1) includes a main shaft (1a) and a first transmission shaft (1c) and a second transmission shaft (1d) which are coaxially arranged at both ends of the main shaft (1a), and are rotatable on the main shaft (1a) The ground is sleeved with a forward gear transmission sleeve (1b), and one end of the main shaft (1a) close to the first transmission shaft (1c) drives the first transmission shaft (1c) to rotate synchronously through the intermediate transmission sleeve (1f), the main shaft (1a) The end close to the second transmission shaft (1d) is connected to the second transmission shaft (1d) through a differential (1e), and a set capable of opposing each other is provided between the differential (1e) and the forward gear transmission sleeve (1b) The power transmission sleeve (1g) of the forward gear transmission sleeve (1b) rotates, and the power transmission sleeve (1g) can transmit power to the main shaft (1a) and the second transmission shaft (1d) through the differential (1e). The power transmission sleeve (1g) is sleeved with a reverse transmission gear (1h) that can rotate relative to it and a shift fork sleeve (1i) that can slide along its axial direction, and the shift fork sleeve (1i) can interact with Forward transmission sleeve (1b) or reverse transmission gear (1h) connection;

   The common reduction mechanism includes a first-stage reduction gear shaft (18), a second-stage reduction gear shaft (19), and a third-stage reduction gear shaft (20) that are parallel to each other. The first-stage reduction gear shaft (18) can be connected to the motor ( 17) is driven to rotate, and has a primary reduction driving gear (18a), and the secondary reduction gear shaft (19) is fixedly sleeved with a primary reduction driven gear (18a) meshing with the primary reduction driving tooth (18a) 22), and has a two-stage reduction drive tooth (19a), the three-stage reduction gear shaft (20) is fixedly sleeved with a two-stage reduction driven gear (27) meshing with the two-stage reduction drive tooth (19a) and for The power is transmitted to the forward power gear (23) of the forward gear transmission system, and has reverse power teeth (20a) meshing with the reverse transmission gear (1h);

   The forward gear transmission system includes a high-speed gear transmission mechanism and a low-speed gear transmission mechanism. The high-speed gear transmission mechanism includes a multi-plate friction clutch (2) and elasticity for applying a pretension force to the multi-plate friction clutch (2). The component group (3), the forward gear (23) transmits power to the multi-plate friction clutch (2) through the power input gear sleeve (8), and the multi-plate friction clutch (2) passes through the inner plate screw The raceway sleeve (5) is sleeved on the forward gear transmission sleeve (1b), and a spiral transmission pair is formed between the inner plate spiral raceway sleeve (5) and the forward gear transmission sleeve (1b), so that the inner plate spiral raceway The sleeve (5) can slide axially along the forward gear transmission sleeve (1b);

   The low-speed gear transmission mechanism includes a multi-row overrunning clutch (6) and a countershaft transmission assembly for decelerating transmission between the multi-plate friction clutch (2) and the multi-row overrunning clutch (6). The clutch (6) is sleeved on the forward gear transmission sleeve (1b) through the inner gear cam sleeve (7), and the corresponding end faces of the inner gear cam sleeve (7) and the inner spiral raceway sleeve (5) are driven by the end face cam pair Cooperate to transmit power to the forward gear transmission sleeve (1b).
2. The compact ultra-large load adaptive automatic transmission system according to claim 1, characterized in that: the multi-plate friction clutch (2) includes a friction plate support set on the inner plate spiral raceway sleeve (5) and A number of outer friction plates (2c) and inner friction plates (2d) alternately arranged between the friction plate support and the inner plate spiral raceway sleeve (5), each outer friction plate (2c) can be along the axial direction of the friction plate support Sliding, each inner friction plate (2d) can slide axially along the inner plate spiral raceway sleeve (5);

   The power input gear sleeve (8) transmits power to the friction plate support, and the elastic element group (3) can apply a pre-tightening force to the inner plate spiral raceway sleeve (5) to compress the outer friction plates ( 2c) and the inner friction plate (2d), the spiral drive pair is formed between the inner spiral raceway sleeve (5) and the forward gear transmission sleeve (1b), so that the inner spiral raceway sleeve (5) can move along the forward gear The transmission sleeve (1b) slides axially, thereby compressing the elastic element group (3) to release the outer friction plates (2c) and the inner friction plates (2d).
3. The compact ultra-large load adaptive automatic transmission system according to claim 2, characterized in that: the inner spiral raceway sleeve (5) includes a friction plate pressure plate (5b) in a disc-shaped structure and a circular The output spiral raceway barrel (5a) with a cylindrical structure, the output spiral raceway barrel (5a) is sleeved on the forward gear transmission sleeve (1b) and forms a spiral transmission pair with the forward gear transmission sleeve (1b), The inner cam sleeve (7) and the output spiral raceway cylinder (5a) are close to each other with the cam profile at one end to form an end cam pair transmission pair, and the friction plate pressing plate (5b) is fixedly sleeved on the output spiral roller One end of the tube (5a);

   The friction plate support includes a friction plate support plate (2a) having a disc-shaped structure and an outer spline sleeve (2b) having a cylindrical structure. The power transmission mechanism can transmit power to the friction plate support plate ( 2a), the friction plate support plate (2a) is parallel to the friction plate pressing plate (5b), and the outer plate spline sleeve (2b) is coaxially sleeved on the outside of the output spiral raceway cylinder (5a), one end of which is Cooperate with the outer edge of the friction plate support plate (2a), the other end is rotatably supported on the outer edge of the friction plate pressing plate (5b), and the outer edge of each outer friction plate (2c) is connected with the outer plate spline The inner wall of the sleeve (2b) is spline-fitted, and the inner edge of each inner friction plate (2d) is spline-fitted with the outer wall of the output spiral raceway cylinder (5a).
4. The compact ultra-large load adaptive automatic transmission system according to claim 1, characterized in that: the multi-row overrunning clutch (6) includes a second outer ring (6a) and at least two cams set side by side on the same inner wheel The second inner wheel (6c) on the sleeve (7), the multi-disc friction clutch (2) can transmit power to the second outer ring (6a) through the countershaft transmission assembly, and each second inner wheel (6c) The outer teeth (6c1) arranged on the outer circumference are aligned one by one, and second rolling bodies are respectively arranged between the second outer ring (6a) and each second inner wheel (6c), adjacent to the second inner wheel (6c). ) The surrounding rolling elements are facing one by one.
5. The compact ultra-large load adaptive automatic transmission system according to claim 4, characterized in that: the countershaft transmission assembly includes a countershaft (12) arranged in parallel with the forward gear transmission sleeve (1b), and the countershaft ( 12) There is a secondary shaft primary reduction driven gear (13) that can drive the secondary shaft (12) to rotate, and a secondary secondary driving gear (14) driven by the secondary shaft (12). In the multi-piece type The friction clutch (2) is fitted with a secondary shaft primary reduction driving gear (16) driven by it, and the secondary shaft primary reduction driving gear (16) meshes with the secondary reduction driven gear (13). The outer wall of the outer ring (6a) has an input driven tooth (6a1) arranged in the circumferential direction. The input driven tooth (6a1) meshes with the secondary driving gear (14) of the counter shaft, and the counter shaft reduces the speed from The movable gear (13) has forward gear coupling teeth (13a), and a forward gear coupling sleeve (4) that can slide along its axial direction is sleeved on the counter shaft (12). The forward gear coupling sleeve (4) can It meshes with the forward gear coupling tooth (13a).
6. The compact ultra-large load adaptive automatic transmission system according to claim 5, characterized in that: the outer circumference of the countershaft (12) is provided with a plurality of roller inner arc grooves (12a) distributed in the circumferential direction, and the roller The arc groove (12a) on the inner side of the column has a second roller (12b) parallel to the axis of the secondary shaft (12), and the hole wall of the forward gear coupling sleeve (4) has several arc grooves (12b) on the inner side of the roller. 12a) The outer arc grooves (4a) of the rollers that correspond to each other and penetrate axially so that the forward gear coupling sleeve (4) can slide axially through the second roller (12b), and the inner arc of the roller The inner radius of the groove (12a) and the inner radius of the arc-shaped groove (4a) on the outer side of the roller are both larger than the radius of the second roller (12b).
7. The compact ultra-large load adaptive automatic transmission system according to claim 1, characterized in that: the power transmission sleeve (1g) includes a transmission rotatably sleeved on the main shaft (1a) through a non-metallic support sleeve (1j) The sleeve main body (1g1) and the differential mounting disc (1g2) that rotates synchronously with the transmission sleeve main body (1g1), the transmission sleeve main body (1g1) has a cylindrical structure, and the reverse transmission gear (1h) It is rotatably sleeved on the main body (1g1) of the transmission sleeve, and the differential mounting disc (1g2) is formed by extending the main body (1g1) of the transmission sleeve (1g1) near the end of the differential (1e) in the radial direction outwards, and is connected with The differential (1e) is fixedly connected by a number of bolts, and the main part of the transmission sleeve (1g1) has a number of roller inner arc grooves (1g11) distributed in the circumferential direction, and the roller inner arc groove (1g11) is It has a first roller (1n) parallel to the axis of the power transmission sleeve (1g), and the hole wall of the shift fork sleeve (1i) has a number of arc grooves (1g11) in the roller corresponding to each other, and The outer arc groove (1i2) of the roller penetrates axially, so that the shift fork sleeve (1i) can slide axially through the first roller (1n), and the groove of the inner arc groove (1g11) of the roller Both the inner radius and the inner radius of the roller outer arc groove (1i2) are larger than the radius of the first roller (1n).
8. The compact ultra-large load adaptive automatic transmission system according to claim 1, characterized in that: the forward gear transmission sleeve (1b) has a forward gear output tooth portion (1b1), and the reverse gear transmission gear (1h) There is a reverse gear output tooth portion (1h1) on the upper part, and the shift fork sleeve (1i) has a forward gear coupling tooth (1i1) that can mesh with the forward gear output tooth part (1b1) on the side close to the forward gear transmission sleeve (1b) ), the shift fork sleeve (1i) is provided with a reverse gear coupling tooth (1i2) capable of meshing with the reverse gear output tooth portion (1h1) on the side close to the reverse transmission gear (1h).
9. The compact ultra-large load adaptive automatic transmission system according to claim 1, characterized in that: the inner cam sleeve (7) includes a coaxially arranged power output sub-sleeve (7a) and a clutch mounting sub-sleeve (7b) The power output sub-sleeve (7a) is rotatably sleeved on the forward gear transmission sleeve (1b), and the power output sub-sleeve (7a) is away from the end surface of the clutch mounting sub-sleeve (7b) and the inner spiral raceway The corresponding end surface of the sleeve (5) is matched by the end-face cam pair transmission, the overrunning clutch (6) is sleeved on the clutch mounting sub-sleeve (7b), and one end of the clutch mounting sub-sleeve (7b) is connected to the power output sub-sleeve (7a). ) Is fixedly connected, and the other end is rotatably sleeved on the forward gear transmission sleeve (1b) through the inner wheel installation sleeve (30).
10. The compact ultra-large load adaptive automatic transmission system according to claim 9, characterized in that: a third needle roller bearing (31) is provided between the inner wheel mounting sleeve (30) and the transmission sleeve (1d), so A first end bearing (11) is provided between the forward gear transmission sleeve (1b) and the inner wheel mounting sleeve (30), and a first end bearing (11) is provided between the power output sub-sleeve (7a) and the forward gear transmission sleeve (1b). Four needle roller bearings (33), the power output sub-sleeve (7a) is provided with a second end bearing (34) at one end close to the clutch mounting sub-sleeve (7b), and is provided on the forward gear transmission sleeve (1b). The end bearing mounting assembly (35) for positioning the second end bearing (34), the second end bearing (34) and the end bearing mounting assembly (35) are located in the clutch mounting sub-sleeve (7b) and the forward gear transmission sleeve (1b) ) In the gap between.

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