WO2023236231A1

WO2023236231A1 - Transmission having controllable multi-state overrunning clutch

Info

Publication number: WO2023236231A1
Application number: PCT/CN2022/098847
Authority: WO
Inventors: 刘建平
Original assignee: 刘建平
Priority date: 2022-06-10
Filing date: 2022-06-15
Publication date: 2023-12-14
Also published as: CN114992307A

Abstract

The present invention provides a transmission having a controllable multi-state overrunning clutch, comprising a shell, an actuator, a push disc, a gear shifting mechanism, a gear shifting rotating piece, a gear transmission mechanism, a baffle, an input shaft, and an output shaft, wherein the actuator, the push disc and the gear shifting mechanism are arranged in the shell, and the gear shifting mechanism comprises at least one controllable multi-state overrunning clutch. The present invention is reasonable in design, simple in structure and more powerful in function, the gear shifting efficiency can be greatly improved, a certain sliding friction function is achieved, the gear shifting process can be smoother, smooth gear shifting can be achieved without reducing or interrupting power in the dynamic gear shifting process, the energy consumption is low, the service life of the transmission can be prolonged, and the driving comfort can be improved.

Description

A transmission with a controllable multi-state overrunning clutch

Technical field

The invention relates to a transmission with a controllable multi-state overrunning clutch.

Background technique

In the field of automotive transmissions, dry clutches and multi-plate wet clutches are widely used.

technical problem

Existing planetary gear transmissions are generally equipped with a low-gear one-way overrunning clutch below the low-gear and reverse actuators. The combination of the actuator and the overrunning clutch can well control the combination and separation of the clutch during the shifting process. Avoid impact or frustration caused by premature or too late combination and separation, but to ensure effective braking under various working conditions, a higher friction coefficient, more friction plates, and higher braking force are required , so it consumes a lot of energy, is large in size, and has high cost. Under high friction, it also produces a lot of wear debris, contaminating the lubricating oil, which can easily cause transmission failure or affect the service life.

Technical solutions

The present invention improves the above problems, that is, the technical problem to be solved by the present invention is to provide a transmission with a controllable multi-state overrunning clutch, which has an ingenious structure and is easy to use.

The invention is composed of a housing, an actuator and a push plate arranged in the housing, a shifting mechanism including at least one controllable multi-state overrunning clutch, a shifting rotor, a gear transmission mechanism, a baffle, input shaft and output shaft.

Further, the gear shifting mechanism includes a first clutch and a second clutch, the first clutch is a controllable multi-state overrunning clutch, and the second clutch is a multi-plate wet clutch or a controllable multi-state overrunning clutch.

Further, the actuator, push plate, controllable overrunning clutch, shift plate and baffle of the transmission are arranged in order from left to right. The controllable overrunning clutch includes an outer ring, an inner ring, and is arranged on the outer ring and the inner ring. There are cages, rollers and limiting devices between them. The cage is provided with a plurality of roller holes on its peripheral side. The inner ring is provided with a plurality of grooves matching the roller holes on its outer periphery. Each corresponding The grooves and roller holes form roller spaces for receiving the rollers.

Further, the limiting device includes at least one limiting groove provided on the outer peripheral surface of the inner ring and a rotational groove provided inside the cage and corresponding to the limiting groove, and the space formed by the limiting groove and the rotational groove is inside A limiting block is provided, a connecting rod is provided between the limiting block and the push plate, and a return spring is provided between the limiting groove and the baffle.

Further, the rotation groove includes a front section of the rotation groove, a middle section of the rotation groove and a rear section of the rotation groove.

Further, the second clutch includes a clutch drum. A pressure plate is provided on the right side of the clutch drum. The outer periphery of the pressure plate is slidingly connected to the clutch drum through splines. Several compression springs are provided between the clutch drum and the pressure plate. Both ends of the compression springs are respectively in contact with the clutch. The drum and the pressure plate are equipped with a friction pair on the right side of the pressure plate. The friction pair includes an outer plate and an inner plate. The outer periphery of the friction pair is slidingly connected to the clutch drum through splines. A support plate is provided on the right side of the friction pair. The outer periphery of the support plate is It is slidingly connected to the clutch drum through splines, and a circlip is provided on the clutch drum on the right side of the support piece. The circlip limits the maximum rightward movement of the support piece.

Further, the gear transmission mechanism is a planetary gear structure. The planetary gear structure includes a sun gear, a ring gear and a planet carrier assembly. The planet carrier assembly includes a planet carrier, a planet wheel, a planet wheel axle and an intermediate position between the planet wheel and the planet wheel axle. The bearing, the ring gear is arranged on the outer periphery of the sun gear, and several planet gears are evenly distributed between the sun gear and the ring gear. Several planet gears are connected to the sun gear and the ring gear through gear meshing. The planet gears are connected to the planet gear shaft through bearings. Rotationally connected, both ends of the planet wheel shaft are fixedly connected to the planet carrier to form a planet row.

Further, the input shaft is fixedly connected or splined to the sun gear, the output shaft is fixedly connected or splined to the planet carrier, the ring gear is slidingly connected to the support piece through peripheral splines, and the input shaft is provided with a clutch hub on its outer periphery. The inner circumference of the clutch hub is fixedly connected to the input shaft or connected through splines, and the outer circumference of the clutch hub is slidingly connected to the inner plate of the friction pair of the second clutch through splines.

Furthermore, the rotation direction of the cage is connected to the rollers through an elastomer, and the elastomer is arranged in the elastomer groove 9 of the cage.

beneficial effects

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

For a traditional planetary gear transmission mechanism, if a traditional clutch is used, a one-way overrunning clutch, two multi-plate wet clutches and two actuators are required, and the braking torque of the braking ring gear is much greater than the combination of the ring gear and the sun gear. Generally speaking, the braking torque of the braking ring gear is more than 1.6 times greater than the torque of the ring gear and the sun gear. The present invention only requires one actuator, and the axial thrust of the actuator only needs to satisfy the requirements of the clutch. The drum can be pushed until it meets the reasonable clearance of the friction pair of the second clutch. That is, generally the thrust of the actuator of the present invention is about 0.5 times greater than the binding force of the second clutch. The first clutch only needs one shift plate. It can be seen from the above content of the invention that the change from the one-way overrunning clutch to the controllable multi-state clutch of the present invention requires few changes and very few additional parts. It only requires existing technical means and processes, and the increased cost is very small. , so the present invention has low cost, low actuation energy consumption and small size, but can reduce one set of clutches and actuators for the entire transmission assembly.

The invention has fewer friction pairs, lower energy consumption in the sliding process, less torque loss in the separated belt and row, and higher power transmission efficiency.

The invention has fewer friction pairs, less wear debris generated during the sliding friction process, lower pollution to lubricating oil, and is beneficial to improving the service life of the transmission.

The two clutches of the present invention are linked and interlocked, and have a fool-proof function. The two clutches will not be combined at the same time due to misoperation. If traditional technology is used, there will be misoperation to combine the two clutches at the same time, causing the vehicle to be severely frustrated or even appear. Other serious problems include unreasonable control of the slipping time of the two clutches by the two actuators, which can easily lead to the problem of burnt friction plates.

In the case of two actuators, in order to better control the two clutches, the shifting process requires more time, which has a certain impact on the smoothness of the shifting. The present invention has only one actuator, which can greatly improve the shifting time. , improve driving comfort.

The braking torque of the actuator of the present invention mainly relies on the inner and outer rings and rollers. The braking torque capacity of the inner and outer rings and rollers of the same volume is much greater than that of the traditional friction pair. The main function of the shift rotary plate is to control the rotation of the cage. , so the requirements for the driving force of the actuator, the friction coefficient and the number of the shift rotor plates are low, and accordingly the requirements for the force of the shift rotor plates are also low.

Description of the drawings

Figure 1 is a schematic structural diagram of an embodiment of the present invention;

Figure 2 is a partial enlargement of Figure 1;

Figure 3 is the second enlarged partial view of Figure 1;

Figure 4 is a schematic structural diagram of the inner ring and baffle according to the embodiment of the present invention;

Figure 5 is a schematic structural diagram of the cage and the shift rotary plate according to the embodiment of the present invention (the rotation groove is divided into two sections);

Figure 6 is a schematic diagram 2 of the structure of the cage and the shift rotary plate according to the embodiment of the present invention (the rotation groove is divided into two sections);

Figure 7 is a partial structural diagram of a controllable overrunning clutch according to an embodiment of the present invention;

Figure 8 is a schematic structural diagram of the roller hole and elastomer groove according to the embodiment of the present invention;

In the picture: 1-housing, 2-actuator, 3-push plate, 4-shift rotating piece, 5-baffle, 6-input shaft, 7-output shaft, 8-plane bearing, 9-controllable Overrunning clutch, 901-inner ring, 902-outer ring, 903-cage, 904-limit block, 905-connecting rod, 906-return spring, 907-roller, 908-groove, 909-limit groove , 910-roller hole, 911-rotating groove, 912-front section of rotating groove, 913-rear section of rotating groove, 914-elastomer groove, 915-middle section of rotating groove, 10-pressure plate, 11-clutch drum, 12-compression Spring, 13-outer plate, 14-inner plate, 15-circlip, 16-support plate, 17-clutch hub, 18-sun gear, 19-planet gear, 20-planet gear shaft, 21-planet carrier, 22-teeth lock up.

Embodiments of the invention

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

Embodiment: Referring to Figures 1-8, a transmission with a controllable multi-state overrunning clutch is provided, including a housing 1, an actuator 2 arranged in the housing, a push plate 3, and at least one controllable overrunning clutch. The shifting mechanism of the multi-state overrunning clutch includes the shifting rotary plate 4, the gear transmission mechanism, the baffle 5, the input shaft 6 and the output shaft 7.

In this embodiment, the shifting mechanism includes a first clutch and a second clutch, the first clutch is a controllable multi-state overrunning clutch, and the second clutch is a multi-plate wet clutch; optionally, the second clutch The clutch is a controllable multi-state overrunning clutch.

The above-mentioned first clutch and the second clutch share at least one component; or the first clutch and the second clutch are each provided with at least one component, and the two components are fixedly connected and interact through at least one of the components to ensure that the two clutches do not simultaneously The transmission is shifted by the combination and separation of the two clutches.

The above-mentioned shift rotary plate is fixedly connected or splined with the cage of the controllable multi-state overrunning clutch. The forward or reverse rotation of the shift rotary plate drives the cage to rotate forward or reverse, thereby controlling the forward direction of the controllable overrunning clutch. forward or reverse combination.

In this embodiment, the actuator, push plate, controllable overrunning clutch 9, shift plate and baffle of the transmission are arranged in order from left to right. The controllable overrunning clutch 9 includes an outer ring 902 and an inner ring 901 , the cage 903, the roller 907 and the limiting device are arranged in the cavity between the outer ring and the inner ring. The cage is provided with a plurality of roller holes 910 on the peripheral side, and the inner ring is provided with a plurality of roller holes 910 on the outer periphery. Grooves 908 that match the roller holes, and each corresponding groove and roller hole form a roller space for receiving the roller.

There is a roller in each roller hole. The above-mentioned groove is a V-shaped groove, that is, the inner ring is also a star wheel. Each V-shaped groove corresponds to a roller. The initial state of the roller is in the V-shaped groove. In the middle part of the inner bottom surface, the inclined surfaces on both sides of the V-shaped groove are arranged symmetrically from left to right; in addition, the inner bottom surface of the V-shaped groove can also be arc-shaped; the inclined surfaces on both sides of the above-mentioned groove can also be asymmetrical between left and right inclined surfaces. It adapts to the sliding time before combination and separation in different rotation directions. When only one-way combination is required, the V-shaped groove can be changed to a wedge-shaped slope.

Preferably, the rollers in the roller holes are always in contact with the inner ring, and the rollers are not in contact with the outer ring in the separated state.

The above-mentioned cage rotation direction is connected to the rollers through an elastomer, and the elastomer is arranged in the elastomer groove 914 of the cage; ensuring that each roller can be wedged tightly when the clutch is combined, and that each roller can be wedged tightly when returning to the initial position. can be at the bottom of the V-shaped groove.

The above-mentioned rollers can also be changed into balls and wedges, and the corresponding roller holes can also be changed into round holes and wedge-shaped holes.

The cage can adopt any structure in the prior art that is suitable for the present invention. Preferably, a cage with an elastomer provided at the circumferential contact point of the roller is used to ensure that each cylinder can be wedged tightly when the clutch is combined. When returning to the initial position, each roller can be at the bottom of the V-shaped groove.

In this embodiment, the limiting device includes at least one limiting groove 909 provided on the outer peripheral surface of the inner ring and a rotational groove 911 provided inside the cage and corresponding to the limiting groove. The limiting groove and the rotational groove form A limit block 904 is provided inside the space, a connecting rod 905 is provided between the limit block and the push plate, a return spring 906 is provided between the limit groove and the baffle; one end of the return spring contacts the limit block, and the other end touches the baffle.

Preferably, the radial cross section of the limiting groove is semicircular.

The above-mentioned limit block can be a cylinder, a ball, a round plate, a square plate, etc., preferably a ball. The radial size of the connecting rod is smaller than the radial size of the limit block to ensure that the connecting rod does not affect the rotation of the cage. One end of the connecting rod The limit block is abutted or fixedly connected, and the other end is abutted or connected to the push plate.

The above-mentioned rotation groove 911 includes a front section 912 of the rotation groove and a rear section 913 of the rotation groove; the rear section of the rotation groove is wider than the front section of the rotation groove; or the rotation groove can also include a front section of the rotation groove, a middle section of the rotation groove and a rear section of the rotation groove; the rear section of the rotation groove The width of the section is larger than the middle section of the rotating groove, and the width of the middle section of the rotating groove is larger than the front section of the rotating groove.

In the initial position, the cage is provided with a rotation groove corresponding to the limit groove. The rotation groove can be divided into two or three sections:

When divided into two sections, the size of the front section of the rotating groove in the forward direction (direction a) is larger, the cage can be reversed, the input forward override, and the input reverse combination are combined to achieve one-way override; the rear section has forward and reverse direction dimensions. Both are larger, the cage can rotate in both forward and reverse directions, the overrunning clutch can be combined in both forward and reverse directions, and being divided into two sections can reduce the difficulty of processing. It is applicable when the actuator does not exert axial pressure and the cage will not reverse. The concave groove slope can prevent the cage from turning left due to shaking or vibration.

When divided into three sections, the size of the front section of the rotation groove in the forward direction (a direction) and the reverse direction (b direction) is small. When the limit block is in the front section of the cage rotation groove, the cage will not rotate in both forward and reverse directions, and the cage will not rotate in both forward and reverse directions. The clutch can override in both directions; the size of the middle section of the rotation groove in the forward direction is larger, the cage can be reversed, and the forward rotation is limited. At this time, the forward rotation override is input, and the reverse rotation is combined; the size of the rear section of the rotation groove in both the forward and reverse directions is larger. It is large, the cage can rotate in both forward and reverse directions, and the overrunning clutch can be combined in both forward and reverse directions. In addition, in the initial state, the limit block is in the front section of the cage rotation groove, the cage cannot rotate in both forward and reverse directions, and the controllable multi-state overrunning clutch is in a two-way overrunning state.

Optionally, no return spring can be provided, and the connecting rod is fixedly connected to the push plate. The return of the push plate and the limit block relies on the spring between the clutch pressure plate and the clutch drum to push the clutch drum to move in the direction of the actuator and push the clutch drum. The oil film tension during relative rotation between the disc and clutch drum.

Optionally, an axial bump can be provided on the cage, and a centering spring can be provided in both forward and reverse rotation directions of the bump. The spring limits or pulls the cage back to center to achieve controllable overrunning clutch separation.

The controllable multi-state overrunning clutch has the multi-state function that both the input end and the output end can be combined in both forward and reverse directions, and can also be overridden in both forward and reverse directions. It can also achieve one-way overtaking and one-way combination during the gear shifting process.

Optional, the clutch of some gears may not have all the above functions.

In this embodiment, the pressure plate can be fixedly connected to the outer ring of the controllable multi-state overrunning clutch, and the inner ring of the controllable multi-state overrunning clutch is fixedly connected to the housing.

In this embodiment, the second clutch includes a clutch drum 11. A pressure plate 10 is provided on the right side of the clutch drum. The pressure plate is slidingly connected to the clutch drum through peripheral splines. Several compression springs 12 are provided between the clutch drum and the pressure plate. The compression springs Both ends are respectively in contact with the clutch drum and the pressure plate. A friction pair is provided on the right side of the pressure plate. The friction pair includes an outer plate 13 and an inner plate 14. The outer periphery of the outer plate 13 of the friction pair is slidingly connected to the clutch drum through splines. The friction pair is on the right side. A support piece 16 is provided on the side, and the outer periphery of the support piece is slidingly connected to the clutch drum through splines. A circlip 15 is provided on the clutch drum on the right side of the support piece, and the circlip limits the maximum rightward movement of the support piece.

Optionally, a support bearing can be provided on the inner circumference of the clutch drum to support the housing.

The gear transmission mechanism is a planetary gear structure. The planetary gear structure includes a sun gear 18, a ring gear 22 and a planet carrier assembly. The planet carrier assembly includes a planet carrier 21, a planet gear 19, a planet wheel axle and a planet wheel shaft located between the planet wheel and the planet. The bearing in the middle of the wheel shaft and the ring gear are arranged on the outer periphery of the sun gear. Several planet gears 19 are evenly distributed between the sun gear and the ring gear. Several planet gears are connected to the sun gear and the ring gear through gear meshing. The planet gears pass through The bearing is rotatably connected to the planet wheel shaft 20, and both ends of the planet wheel shaft are fixedly connected to the planet carrier to form a planet carrier assembly, thus forming a planet row.

Optionally, the planetary gear transmission mechanism is composed of the above two or more planetary rows according to conventional technical means, and one or more Simpson structures, CR-CR structures, and LaVina structures are formed.

Optionally, the planetary gear is a ring-gearless Ravina structure consisting of two sun gears and a planet carrier assembly containing two sets of planetary gears.

Optionally, the gear transmission mechanism is a parallel axis gear structure.

In this embodiment, the input shaft is fixedly connected or splined to the sun gear, the output shaft is fixedly connected or splined to the planet carrier, the ring gear is slidingly connected to the support piece through peripheral splines, and the input shaft is sleeved on the outer periphery. The clutch hub 17 has an inner periphery that is fixedly connected to the input shaft or connected through splines, and an outer periphery of the clutch hub is connected through splines to the inner plate of the friction pair of the second clutch.

Optionally, the input shaft is fixedly connected or splined to the ring gear, and the sun gear is splined and slidingly connected to the support piece through an adapter to obtain a smaller first gear speed ratio.

Optionally, the transmission is equipped with two linkage interlocking shifting mechanisms including a controllable multi-state overrunning clutch and a multi-plate wet clutch. The input shaft is not directly connected to the sun gear. Two clutch hubs are provided on the input shaft. Each clutch hub is slidingly connected with the two clutch inner plates, and the two clutch support plates are slidingly connected with the ring gear and the sun gear respectively. That is, the input shaft is connected to the sun gear and the ring gear through two clutches, and the two controllable The outer ring of the multi-state overrunning clutch is fixedly connected to the two controllable multi-state overrunning clutch pressure plates respectively, and the two inner rings of the two controllable multi-state overrunning clutch are fixedly connected to the housing respectively. Two actuators and corresponding components are provided at the same time to realize one planetary row with three gears.

Optionally, when the planetary gear structure is the other structures mentioned above, the support plate is always spline-slidingly connected to the planetary row member to be braked which is in a free state and rotates in reverse direction, and the inner plate of the clutch is always splined to other planetary row members participating in the clutch. Sliding connection.

In this embodiment, a push plate is provided on the left side of the clutch drum, and an actuator is provided on the left side of the push plate. The push plate is slidingly connected to the housing through splines; the actuator can be pneumatic, hydraulic, manual, electromagnetic, etc. The device that generates axial thrust on the push plate, preferably, the actuator is a pneumatic piston device.

In this embodiment, the shift rotor and the baffle are arranged on the right side of the pressure plate. The shift rotor is located between the baffle and the pressure plate. The baffle is fixedly connected to the right side of the inner ring. The right side of the pressure plate is connected to the shift rotor. The contact surface of the gear shift piece is processed according to the requirements of the shift piece and the pressure plate. The friction coefficient between the gear shift piece and the pressure plate is greater than the friction coefficient between the shift piece and the baffle, ensuring that the shift piece can rotate relative to the baffle.

Preferably, the contact surface between the shift plate and the baffle is processed into a smooth surface, a plane bearing is provided between the shift plate and the baffle, the contact surface between the push plate and the clutch drum is processed into a smooth surface, and a plane bearing is installed between the push plate and the clutch drum. 8.

Optionally, the contact surface between the push plate and the clutch drum is processed into a smooth surface with a small friction coefficient (one side can be equipped with an oil groove), and there is no need to install a plane bearing between them. The contact surface between the shift plate and the baffle is processed into a small relative friction coefficient. smooth surfaces (one of which can be equipped with an oil groove), and there is no plane bearing between them. Optionally, the push plate can be a shift rotary plate. Correspondingly, the contact surface between the outer ring and the push plate is processed according to the requirements of the shift rotary plate dual piece.

In this embodiment, when working:

In the initial state, the actuator does not exert axial thrust on the push plate. The push plate and the limit block are all in the leftmost position under the action of the return spring. The limit block is at the same time in the forward and reverse rotation of the front section of the cage rotation groove. Where the direction size is small, the cage is restricted from rotating, so that the first clutch is in a two-way overrunning state, and the second clutch is in a combined state under the action of the compression spring.

When neither the input shaft nor the output shaft rotates, the actuator applies axial force to the push plate and pushes the push plate to the designed rightmost position, because the pressure plate is blocked by the shift plate and the plane bearing. Blocked, the moving distance is very small, the clutch drum continues to move to the right under the action of the push plate to contact the pressure plate, and the clutch drum moves to the right to drive the circlip to move to the right, thus creating a gap between the friction pair of the second clutch, and the second clutch is in a disconnected state; At this time, the limit block is pushed to the wider rear section of the cage rotation groove, and the cage can rotate in both forward and reverse directions, that is, the first clutch can be combined in both forward and reverse directions.

Reverse: At this time, the ring gear is neither braked nor coupled, and is in a free state. If the input shaft is reversed, the sun gear will be driven to reverse. According to the law of planetary gear motion, the ring gear will rotate freely and the steering will be forward. Through the support The plate, clutch drum and pressure plate drive the shift plate to rotate forward, thereby driving the roller through the cage to move to the V-shaped groove in the forward direction. The narrow space between the inner ring and the outer ring is wedged tightly, so that the first clutch is in combination. state, and brakes the ring gear through the pressure plate, clutch drum, and support plate, and the power is output to the output shaft through the planet carrier, driving the vehicle to reverse. According to the movement rules of the planetary gear, the sun gear input, the ring gear brake, and the planet carrier output, then The maximum speed ratio is first gear, that is, the vehicle is reversing in first gear.

First gear forward: When the car is stopped after reversing, if the input shaft rotates forward, it will drive the sun gear to rotate forward. According to the law of planetary gear movement, the ring gear will rotate reversely at this time, and the gear shift will be driven through the support plate, clutch drum, and pressure plate. The rotating piece is reversed, thereby driving the rollers to leave the narrow space between the inner ring and the outer ring in the forward direction of the V-shaped groove, pass through the bottom of the V-shaped groove and then to the high point on the other side, that is, the inner ring and outer ring on the other side. The narrow place is wedged again, so that the first clutch continues to be in the combined state, and brakes the ring gear through the pressure plate, clutch drum, and support plate, so that the power is output to the output shaft through the planet carrier, and the vehicle moves forward at the first gear ratio. During this period, there is a short period of time in neutral, but the time is very short and does not affect normal driving. During this period, the gear shift plate is slippery, which is beneficial to alleviate the sudden forward movement of the vehicle when starting with a sudden large accelerator.

During the forward movement of first gear, a sudden drop in power input or other circumstances causes the ring gear to rotate forward briefly. When the ring gear rotates forward, the cage is driven to rotate forward through the support plate, clutch drum, pressure plate, and shift plate. , thus driving the roller to move to the height of the positive slope of the V-shaped groove, and re-wedge the small space between the inner ring and the outer ring. The first clutch recombines. When the input power and load return to normal, the first clutch When the original direction is restored and the gear is wedged, the transmission remains unchanged in first gear. During the above-mentioned cage rotation process, the re-wedge time is very short and does not affect the driving of the vehicle. During this period, the gear shift plate is slippery, which is beneficial to alleviate impact or frustration.

First gear feed: The transmission is used in new energy vehicles. When the first gear is fed, the vehicle's driving direction keeps moving forward, the output shaft still rotates forward, the input shaft also keeps rotating forward, and the first clutch remains engaged, that is, the ring gear is still driven Braking, according to the law of planetary gear motion, at this time, the sun is rotating forward, and the speed is rising relative to the output shaft. The power transmission route is from the wheel through the output shaft, planet carrier assembly, sun gear, and input shaft to the drive motor. To drive the motor to generate electricity.

Upgrading from first gear to second gear, when first gear is forward, the axial thrust of the actuator is removed. During the removal process, as the clutch drum is gradually reduced by the pressure of the push plate, the clutch drum is gradually reduced under the action of the compression spring. Move to the left, so that the support plate is gradually pressed toward the second clutch friction pair through the circlip, and then the friction pair is combined during the sliding process. Correspondingly, the friction pair drives the clutch drum to rotate forward during the sliding process, and the clutch drum rotates forward to drive the pressure plate to move forward. rotation, thus driving the outer ring of the controllable overrunning clutch to start to rotate forward, the wedged rollers are loosened, and the outer ring drives the cage to rotate forward through the gear shift piece. At this time, due to the retreat of the push plate, when the middle section of the sliding groove of the cage Aligned with the limit block, the limit block retreats to the middle of the cage rotation groove under the action of the return spring, restricting the cage from continuing to rotate forward and preventing the wedge from being wedged to form a new brake during continued rotation. The first The clutch is in the forward override state, and then the push plate retreats to the leftmost position of the design, and the limit block retreats to the front section of the cage rotation groove. The two-way rotation of the cage is restricted. The first clutch is in the two-way override state. At the same time, the second clutch Completely combined, the sun gear and the ring gear are synchronized through the second clutch. According to the law of planetary gear movement, the sun gear and the ring gear hold the planet carrier assembly to synchronize. The speed ratio is 1. At this time, it is the second gear. The power passes from the input shaft through the sun respectively. wheel, planet carrier assembly and second clutch, ring gear, planet carrier assembly, and finally the output shaft.

Second gear feed, the transmission is used in new energy vehicles. When the second gear feeds, the vehicle direction remains forward, the output shaft still rotates forward, the second clutch remains coupled, and the sun gear and ring gear still hold the planet carrier assembly synchronized , the sun gear is still rotating forward and at the same speed as the output shaft, and the feed power transmission route is opposite to the second gear drive transmission route.

From the second gear to the first gear, when the second gear is forward, the actuator exerts pressure on the push plate and gradually increases it. The push plate pushes the limit block away from the front section of the cage rotation groove through the connecting rod and into the middle section. At the same time, the clutch The drum is gradually increased by the pressure of the push plate, and the pressure of the clutch drum on the second clutch friction pair through the support plate is gradually reduced. When the combined torque of the second clutch is less than the rotational torque of the input shaft, the second clutch separates during the sliding process. During the slipping process of the second clutch, the force of the sun gear acting on the ring gear through the planet wheel gradually reduces the forward rotation speed of the ring gear. When the ring gear speed drops to 0 and starts to reverse, the ring gear passes through the support plate, The clutch drum and pressure plate drive the shift plate to rotate in the opposite direction, thereby driving the cage to rotate in the opposite direction. The cage brings the rollers to the height of the reverse slope of the V-shaped groove of the inner ring, so that the rollers move between the inner and outer rings. The narrow space is wedged tightly, the first clutch is combined, and the ring gear is braked. Then, the actuator continues to apply pressure to the push plate until the limit block is pushed to the rear section of the cage rotation groove, which can rotate in both directions. position, so that the ring gear brake is locked. At the same time, the clutch drum moves to the right to the designed limit position, the second clutch is completely disengaged, and the transmission is reduced to first gear.

It can be seen from the above shifting process that there is no need to interrupt the power or reduce the power during the shifting process, and the shifting can be smooth without shock or frustration.

Unless otherwise stated in any of the technical solutions disclosed above, if a numerical range is disclosed, then the disclosed numerical range is a preferred numerical range. Any person skilled in the art should understand that the preferred numerical range is only Among the many implementable values, the technical effect is more obvious or representative. Since there are too many numerical values to be exhaustive, the present invention only discloses some numerical values to illustrate the technical solution of the present invention. Furthermore, the numerical values listed above should not constitute a limitation on the scope of the invention.

If words such as "first" and "second" are used in this article to define components, those skilled in the art should know that the use of "first" and "second" is only for convenience in describing the components. Unless otherwise stated, the above words have no special meaning.

At the same time, if the above-mentioned invention discloses or relates to components or structural parts that are fixedly connected to each other, then, unless otherwise stated, fixed connection can be understood as: removably fixed connection (for example, using bolts or screws), or it can be It is understood as: non-detachable fixed connections (such as riveting, welding). Of course, the mutual fixed connections can also be replaced by an integrated structure (such as one-piece manufacturing using a casting process) (except for the obvious exception of the one-piece forming process).

In addition, unless otherwise stated, terms used to express positional relationships or shapes used in any of the technical solutions disclosed in the present invention include their meanings include states or shapes that are similar, similar or close to them.

Any component provided by the present invention can be assembled from multiple individual components, or it can be an individual component manufactured by an integrated forming process.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention and not to limit it; although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the present invention can still be modified Modifications to the specific embodiments of the invention or equivalent substitutions of some of the technical features without departing from the spirit of the technical solution of the present invention shall be covered by the scope of the technical solution claimed by the present invention.

Claims

A transmission with a controllable multi-state overrunning clutch, which is characterized in that it includes a housing, an actuator arranged in the housing, a push plate, and a shifting mechanism including at least one controllable multi-state overrunning clutch. disc, gear transmission, baffle, input shaft and output shaft.
A transmission with a controllable multi-state overrunning clutch according to claim 1, characterized in that the shifting mechanism includes a first clutch and a second clutch, and the first clutch is a controllable multi-state overrunning clutch. , the second clutch is a multi-plate wet clutch or a controllable multi-state overrunning clutch.
A transmission with a controllable multi-state overrunning clutch according to claim 2, characterized in that the actuator, push plate, controllable overrunning clutch, shift rotor plate and baffle of the transmission are arranged in order from left to right. The controllable overrunning clutch includes an outer ring, an inner ring, a cage arranged between the outer ring and the inner ring, rollers and a limiting device. The cage is provided with a plurality of roller holes on its peripheral side, and the The outer circumference of the inner ring is provided with a plurality of grooves that match the roller holes, and each corresponding groove and roller hole form a roller space to accommodate the rollers.
A transmission with a controllable multi-state overrunning clutch according to claim 3, characterized in that the limiting device includes at least one limiting groove provided on the outer peripheral surface of the inner ring and is provided inside the cage and connected with There is a rotation groove corresponding to the limit groove. A limit block is provided inside the space formed by the limit groove and the rotation groove. A connecting rod is provided between the limit block and the push plate. The limit groove and the baffle are connected to each other. There is a return spring between them.
The transmission with a controllable multi-state overrunning clutch according to claim 3, wherein the rotation groove includes a front section of the rotation groove, a middle section of the rotation groove and a rear section of the rotation groove.
A transmission with a controllable multi-state overrunning clutch according to claim 2, characterized in that the second clutch includes a clutch drum, a pressure plate is provided on the right side of the clutch drum, and the outer periphery of the pressure plate is slidingly connected to the clutch drum through splines. , several compression springs are arranged between the clutch drum and the pressure plate. The two ends of the compression spring are respectively in contact with the clutch drum and the pressure plate. A friction pair is provided on the right side of the pressure plate. The friction pair includes an outer plate and an inner plate. The outer periphery of the friction pair It is slidingly connected to the clutch drum through splines. There is a support piece on the right side of the friction pair. The outer periphery of the support piece is slidingly connected to the clutch drum through splines. There is a circlip on the clutch drum on the right side of the support piece. The circlip limits the maximum movement of the support piece to the right. Location.
A transmission with a controllable multi-state overrunning clutch according to claim 1, characterized in that the gear transmission mechanism is a planetary gear structure, and the planetary gear structure includes a sun gear, a ring gear and a planet carrier assembly, so The planet carrier assembly includes a planet carrier, a planet wheel, a planet wheel shaft and a bearing between the planet wheel and the planet wheel shaft. The ring gear is arranged on the outer periphery of the sun gear. Several planet wheels are evenly distributed between the sun gear and the ring gear. Several planet wheels The sun gear and ring gear are connected through gear meshing. The planet gear is rotationally connected to the planet gear shaft through bearings. Both ends of the planet gear shaft are fixedly connected to the planet carrier to form a planet row.
A transmission with a controllable multi-state overrunning clutch according to claim 7, characterized in that the input shaft is fixedly connected or splined to the sun gear, and the output shaft is fixedly connected or splined to the planet carrier, The ring gear is slidingly connected to the support plate through outer peripheral splines. The outer peripheral sleeve of the input shaft is equipped with a clutch hub. The inner periphery of the clutch hub is fixedly connected to the input shaft or connected through splines. The outer periphery of the clutch hub is connected to the friction pair of the second clutch through splines. Inner piece sliding connection.
A transmission with a controllable multi-state overrunning clutch according to claim 3 or 4, characterized in that the rotation direction of the cage is connected to the roller through an elastomer, and the elastomer is arranged in the elastomer groove of the cage. Inside.