CN110017369B - Planetary gear train input double-overrunning clutch shaft sleeve output self-adaptive automatic transmission - Google Patents

Planetary gear train input double-overrunning clutch shaft sleeve output self-adaptive automatic transmission Download PDF

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Publication number
CN110017369B
CN110017369B CN201910309306.8A CN201910309306A CN110017369B CN 110017369 B CN110017369 B CN 110017369B CN 201910309306 A CN201910309306 A CN 201910309306A CN 110017369 B CN110017369 B CN 110017369B
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China
Prior art keywords
gear
transmission
overrunning clutch
speed
driving
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Expired - Fee Related
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CN201910309306.8A
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Chinese (zh)
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CN110017369A (en
Inventor
薛荣生
陈俊杰
邓天仪
谭志康
邱光印
王靖
邓云帆
梁品权
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Southwest University
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Southwest University
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F16H63/3043—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force comprising friction clutches or brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/32—Gear shift yokes, e.g. shift forks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/044—Smoothing ratio shift when a freewheel device is disengaged or bridged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F16H2063/305—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force using electromagnetic solenoids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F16H2063/3056—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force using cam or crank gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3076—Selector shaft assembly, e.g. supporting, assembly or manufacturing of selector or shift shafts; Special details thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3089—Spring assisted shift, e.g. springs for accumulating energy of shift movement and release it when clutch teeth are aligned

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a planetary gear train input double-overrunning clutch shaft sleeve output self-adaptive automatic transmission, which adopts planetary speed reduction input, wherein a speed change system comprises a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed change component; the reverse gear transmission mechanism is provided with a transmission ratio I for transmitting reverse gear power from the auxiliary shaft to the main shaft, the low-speed gear transmission mechanism is provided with a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft to the main shaft, and the transmission ratio I is larger than or equal to the transmission ratio II; the invention utilizes the reasonable matching of the two overrunning clutches, so that the whole structure is simple and compact, the reverse gear transmission and the low-speed and high-speed gear transmissions share a transmission line, and no interference occurs, the whole performance of the invention is ensured, the adaptability is stronger, the matching is smooth and natural, the manufacturing cost is reduced, the stability of the transmission is ensured, the planetary speed reduction input is adopted, the high-speed motor can be adopted as a power source, the whole efficiency is improved, and the invention is not only suitable for the field of electric vehicles, but also suitable for the field of other variable torque mechanical transmissions.

Description

Planetary gear train input double-overrunning clutch shaft sleeve output self-adaptive automatic transmission
Technical Field
The invention relates to a motor vehicle transmission, in particular to a planetary gear train input double-overrunning clutch shaft sleeve output self-adaptive automatic transmission.
Background
The mechanical transmission system generally has complex working conditions, needs to distribute torque to realize transmission of different loads and rotating speeds, and has complex and changeable driving environment by taking an electric vehicle as an example. In addition, the electric driving method generally adopted by the existing electric automobile is that a motor drives a fixed speed ratio, a high-efficiency reasonable interval is narrow and limited, and vicious circle is caused, so that the following problems are caused:
1. and the device can only work within the torque range of a certain working condition.
2. Under the condition of a fixed speed ratio, the rotating speed of the motor can only be increased to meet the road working condition, and the manufacturing cost of the motor is increased.
3. The motor generates heat, and the service efficiency and the service life are reduced;
4. if the requirement of the complex working condition of the electric automobile on the torque is to be met, the current and the rotating speed of the motor can only be continuously increased, the damage of heavy current discharge to the battery can only be considered, the peak power, the peak torque and the peak heavy current of the motor can only be utilized to drive the motor, and the discharge characteristic of a power battery pack is not followed completely;
5. the electric capacity of the power battery pack is rapidly reduced due to long duration of large-current discharge, the internal resistance of the battery cell is rapidly increased due to rapid temperature rise and temperature rise of the battery due to peak large-current discharge, the battery is subjected to great impact and irretrievable damage is caused, the electric storage capacity and the service life of the battery cell are sharply reduced, the number of charging cycles is rapidly reduced, and the problem of shorter and shorter endurance mileage is caused;
6. the energy recovery efficiency is low;
7. the high-speed motor acceleration and deceleration mechanism is essentially used for increasing power and torque, high-efficiency conversion cannot be realized, and the problems of rapid deterioration of the motor performance and low efficiency under rotation resistance can be caused under the working condition of low speed and heavy load; the battery, the controller, the electric appliance and the cable are damaged due to overload, especially the battery shortens the cycle life greatly and has poor economy;
however, the prior art has fatal defects and cannot overcome the defects of the driving method and the technical route which utilize the fixed speed ratio.
The existing automatic transmission adopts a solenoid valve and a servo motor, and realizes gear up and gear down through mechanical parts such as a synchronizer, a shifting fork, a gear ring and the like. The hydraulic control system has the advantages that the hydraulic control system is large in structural parts, power needs to be cut off, the speed of the motor instantly rises to the maximum, the driving power of the automobile disappears suddenly, the speed of the automobile drops under the action of driving resistance, the algorithm is complex, timely synchronous control is difficult to achieve, the cutting switching time is required to be short, the pause feeling is strong, the reliability is poor, and the like; there are problems of safety, comfort, reliability, etc.
In order to solve the above problems, the inventor of the present invention has invented a series of cam adaptive automatic transmission devices, which can detect driving torque-rotation speed and driving resistance-vehicle speed signals according to driving resistance, so that the output power of a motor or an engine is always in the best matching state with the vehicle driving condition, thereby realizing the balance control of the driving torque and the comprehensive driving resistance of the vehicle, the load of the cam adaptive automatic transmission device changes the transmission ratio along with the change of the driving force, the gear shifting and speed changing are automatically carried out along with the change of the driving resistance in a self-adaptive manner under the condition of not cutting off the driving force, and the motor or the engine always outputs torque at a high speed in a high efficiency region; the motor vehicle can run stably in mountainous areas, hills and heavy load conditions, and the safety is improved; the friction disc is adopted to form a separation and combination structure, so that the electric vehicle has the advantage of sensitive response, is small in axial size, and well solves the problems of the electric vehicle. Although the cam self-adaptive automatic speed changing device has the advantages that the cam self-adaptive automatic speed changing device is suitable for unidirectional power transmission of electric motorcycles and electric bicycles and is not suitable for speed changers of motor vehicles and mechanical devices needing bidirectional driving due to the adoption of a mechanical automatic speed changing structure, the overall size and the structural complexity of the speed changer can be increased if a traditional reverse gear mechanism is adopted, and the cam self-adaptive automatic speed changing device cannot be well fused with the cam self-adaptive automatic speed changing device.
Therefore, a reverse gear mechanism with strong adaptability is added to the cam self-adaptive automatic speed change device, the device can not only self-adaptively change gears automatically under the condition that the driving force is not cut off along with the change of the driving resistance, but also solve the problem that the road can run forward and reversely under complex conditions in a bidirectional driving working condition, has simple and compact arrangement, is smoothly and naturally matched with the cam self-adaptive automatic speed change mechanism, reduces the manufacturing cost and ensures the stability of transmission.
Disclosure of Invention
In view of the above, the present invention provides a planetary gear train input double overrunning clutch shaft sleeve output adaptive automatic transmission, and a reverse gear mechanism with strong adaptability is added, the device can not only self-adaptively perform gear shifting and speed changing under the condition of not cutting off driving force along with the change of driving resistance, but also solve the problem of high efficiency road forward and reverse driving under complex conditions under the condition of bidirectional driving, and has the advantages of simple and compact arrangement, smooth and natural matching with a cam adaptive automatic speed changing mechanism, reduction of manufacturing cost and guarantee of transmission stability.
The invention relates to a double-overrunning clutch shaft sleeve output self-adaptive automatic transmission input by a planetary gear train, which comprises a box body, a main shaft and a speed change system on the main shaft, wherein the speed change system comprises the planetary gear train, a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed change component;
the self-adaptive speed change assembly comprises a driven friction piece, a driving friction piece and a speed change elastic element;
the friction transmission mechanism comprises a main shaft, a main friction piece, a driven friction piece, a speed change elastic element, an axial cam pair and a driven friction piece, wherein the main friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are mutually matched, the driven friction piece is arranged on the main shaft in a way of axially sliding and circumferential transmission, the speed change elastic element applies pretightening force for enabling the driven friction piece and the main friction piece to be in fit transmission, the driven friction piece outputs power through the axial cam pair, and when the axial cam pair outputs the power, axial component force opposite to the pretightening force of the speed change elastic element; driving power is input to a first overrunning clutch through the planetary gear train so as to input power to the active friction piece;
the driving power is also input into the auxiliary shaft through the planetary gear train;
the low-speed gear transmission mechanism comprises a second overrunning clutch, and the auxiliary shaft transmits low-speed gear power to the main shaft through the second overrunning clutch;
the reverse gear transmission mechanism can transmit reverse gear power to the main shaft or disconnect the reverse gear power;
the reverse gear transmission mechanism is provided with a transmission ratio I for transmitting reverse gear power from the auxiliary shaft to the main shaft, the low-speed gear transmission mechanism is provided with a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft to the main shaft, and the transmission ratio I is larger than or equal to the transmission ratio II;
the planetary gear train comprises an outer gear ring, a planetary gear, a planet carrier and a sun gear, wherein the outer gear ring is fixed on the box body.
Further, the driving power is input by a sun gear and output by a planet carrier;
the axial cam pair is formed by matching a cam shaft sleeve with an end face cam and the end face cam arranged on a driven friction piece, the cam shaft sleeve is rotationally matched with the spindle in an externally sleeved mode, the driven friction piece is in transmission fit and can axially slide in an externally sleeved mode on the spindle, and the cam shaft sleeve is provided with a power output piece for outputting power in a transmission fit mode;
the first overrunning clutch inner ring is rotationally matched with the cam shaft sleeve in an external sleeved mode, the end portion of the first overrunning clutch inner ring extends to form an extension section which is in transmission fit with the driving friction piece, and the sun wheel is rotationally matched with the extension section of the first overrunning clutch inner ring in an external sleeved mode; the planet carrier is in transmission fit with the outer ring of the first overrunning clutch and inputs power to the auxiliary shaft at the same time.
Further, the driving power is input by a driving transition sleeve, the driving transition sleeve is in transmission connection with an outer ring of a first overrunning clutch, and an inner ring of the first overrunning clutch is in transmission connection with a driving friction piece; the driving transition sleeve also inputs power into the auxiliary shaft through the outer ring of the first overrunning clutch.
Further, the low-speed transmission mechanism also comprises a low-speed driven gear and a low-speed driving gear meshed with the low-speed driven gear, the inner ring of the second overrunning clutch is arranged on the main shaft in a transmission matching mode, the outer ring of the second overrunning clutch is arranged in a transmission matching mode or directly forms the low-speed driven gear, and the auxiliary shaft is provided with the low-speed driving gear in a transmission matching mode; the reverse gear transmission mechanism comprises a reverse gear driving gear and a reverse gear driven gear meshed with the reverse gear driving gear, the reverse gear driving gear can be arranged on the auxiliary shaft in an engaging or separating mode, and the reverse gear driven gear is arranged on the main shaft in a transmission matching mode; the transmission ratio I is larger than the transmission ratio II.
Furthermore, the reverse gear driving gear is arranged on the auxiliary shaft in a mode that the electromagnetic gear shifting mechanism can be connected or separated, and the electromagnetic gear shifting mechanism is simultaneously used for switching power to be input in a forward and reverse rotation mode.
Furthermore, the electromagnetic gear shifting mechanism comprises an electromagnetic gear shifter, an active swing arm, a gear shifting rotating shaft and a gear shifting fork, wherein the two electromagnetic gear shifters are respectively arranged on two sides of the active swing arm and used for driving the active swing arm to swing around the axis of the gear shifting rotating shaft and driving the gear shifting rotating shaft to rotate around the axis, and the gear shifting rotating shaft drives the gear shifting fork to swing around the axis and complete gear shifting; the electromagnetic gear shifting mechanism is also provided with a positioning mechanism, the positioning mechanism comprises a positioning marble with pretightening force arranged at the power end of the driving swing arm and a positioning base arranged on the box body, and a positioning pit correspondingly matched with the positioning marble is arranged on the positioning base; the electromagnetic gear shifting mechanism is further provided with a position sensing assembly for detecting whether gear shifting is in place or not.
Further, the variable speed elastic element is a variable speed disc spring, the variable speed disc spring is externally sleeved on the main shaft, one end of the variable speed disc spring is abutted to the driven friction piece through a plane bearing, the other end of the variable speed disc spring is abutted to the pretightening force adjusting assembly, the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction, the pretightening force adjusting assembly comprises an adjusting ring and an adjusting nut, the adjusting nut is arranged on the main shaft in a threaded fit mode, the adjusting ring can slide axially and is externally sleeved on the main shaft, two ends of the main shaft are abutted to the adjusting nut and the variable.
Further, the camshaft sleeve outputs power to the power output part through a second camshaft sleeve which is in rotating fit with the main shaft, and the camshaft sleeve and the second camshaft sleeve are in transmission fit through a second axial cam pair;
and the auxiliary shaft is in transmission fit with an intermediate driven gear in transmission fit with the intermediate driving gear.
Further, the power output part is a power output gear which is integrally formed or in transmission fit with the second camshaft sleeve, and a first radial bearing which is used for being supported on the transmission box body in a rotating fit manner is arranged on the outer circle of the second camshaft sleeve, close to the power output gear; the first end of the middle driving gear is in transmission fit with the outer ring of the first overrunning clutch, the second end of the middle driving gear forms a left journal, and a second radial bearing which is used for being supported on the transmission box body in a rotating fit mode is arranged on the excircle of the left journal; the inner ring of the second overrunning clutch extends leftwards and rightwards respectively to form an outer extending shaft section and an inner extending shaft section, and the outer circle of the outer extending shaft section and the outer circle of the inner extending shaft section are correspondingly provided with a third radial bearing and a fourth radial bearing which are rotatably supported on the transmission box body respectively; the reverse gear driven gear is in transmission fit with an outer circle of a shaft section extending from an inner ring of the second overrunning clutch to an inner end, and the fourth radial bearing is positioned on the right side of the reverse gear driven gear; and a fifth radial bearing which is used for being supported on the inner circle of the motor rotor in a rotating fit mode is arranged on the outer circle of the main shaft.
Furthermore, the right side of the middle driving gear is in running fit with the inner ring of the first overrunning clutch through a first plane bearing, the second radial bearing is arranged on a journal formed on the left side of the middle driving gear, and the left side of the middle driving gear is in running fit with the first radial bearing through a second plane bearing; and a third plane bearing is arranged on the left side of the power output gear and the inner extending shaft section of the inner ring of the second overrunning clutch.
Further, the driving power is input by a driving transition sleeve, the driving transition sleeve is in transmission connection with an outer ring of a first overrunning clutch, and an inner ring of the first overrunning clutch is in transmission connection with a driving friction piece; the driving transition sleeve also inputs power into the auxiliary shaft through the outer ring of the first overrunning clutch; and the transmission sleeve is fixedly connected with the outer ring of the first overrunning clutch, and the transmission sleeve is sleeved on a right journal formed at the first end of the middle driving gear in a tight fit manner and forms transmission fit.
The invention has the beneficial effects that: the double-overrunning clutch shaft sleeve output self-adaptive automatic transmission input by the planetary gear train has all the advantages of the existing cam self-adaptive automatic transmission, such as the capability of detecting a driving torque-rotating speed and a driving resistance-vehicle speed signal according to the driving resistance, so that the output power of a motor and the driving condition of a vehicle are always in the best matching state, the balance control of the driving torque of the vehicle and the comprehensive driving resistance is realized, and the self-adaptive automatic gear shifting and speed changing along with the change of the driving resistance are carried out under the condition of not cutting off the driving force; the motor vehicle can be used in mountainous areas, hills and heavy load conditions, so that the motor load changes smoothly, the motor vehicle runs stably, and the safety is improved;
the mechanical self-adaptive automatic transmission has the advantages that the reverse gear structure and the low-speed gear mechanism are reasonably set with the transmission ratio by utilizing the reasonable matching of the two overrunning clutches, so that the overall structure is simple and compact, the reverse gear transmission, the low-speed gear and the high-speed gear share a transmission route, and no interference occurs, the overall performance of the mechanical self-adaptive automatic transmission is ensured, the adaptability is strong, the mechanical self-adaptive automatic transmission is smoothly and naturally matched with the self-adaptive automatic speed change mechanism, the manufacturing cost is reduced, the transmission stability is ensured, the planetary speed reduction input is adopted, the high-speed motor can be used as a power source, the overall efficiency is improved, and the mechanical transmission is not only suitable for the field.
Drawings
The invention is further described below with reference to the figures and examples.
FIG. 1 is a schematic axial sectional view of the present invention;
FIG. 2 is a schematic diagram of an electromagnetic shift configuration;
FIG. 3 is a cross-sectional view of the electromagnetic shift structure;
FIG. 4 is a schematic structural view of the present invention employing a friction plate construction;
FIG. 5 is an enlarged view of the friction plate structure.
Detailed Description
Fig. 1 is a schematic axial section structure, fig. 2 is a schematic electromagnetic shift structure, and fig. 3 is a sectional electromagnetic shift structure, as shown in the drawings: the invention relates to a double-overrunning clutch shaft sleeve output self-adaptive automatic transmission input by a planetary gear train, which comprises a main shaft 1 and a speed change system on the main shaft 1, wherein the speed change system comprises the planetary gear train, a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed change component;
the self-adaptive speed change assembly comprises a driven friction piece 2, a driving friction piece 18 and a speed change elastic element 19;
the active friction piece 18 and the driven friction piece 2 form a friction transmission pair in a way that friction surfaces are matched with each other, the driven friction piece is arranged on the main shaft in a way of axially sliding circumferential transmission, as shown in the figure, the active friction piece 18 and the driven friction piece 2 are respectively a circular ring body axial inner taper sleeve and a circular ring body axial outer taper sleeve, an axial inner taper surface is sleeved on the circular ring body axial inner taper sleeve, the circular ring body axial outer taper sleeve is sleeved with an axial outer taper surface matched with the axial inner taper surface of the circular ring body axial inner taper sleeve, and friction joint transmission or separation is formed through the mutually matched taper surfaces, so that repeated description is omitted; the annular body axial outer taper sleeve is sleeved outside the main shaft and is provided with axial sliding grooves with the main shaft, balls for reducing friction force are embedded in the sliding grooves, and the annular body axial outer taper sleeve and the main shaft form axial slidable circumferential transmission fit through the sliding grooves and the balls; the sliding groove can also be a spiral groove (forming an axial cam groove), an axial cam pair can be formed after the ball is embedded, and the sliding groove can also compress the speed-changing elastic element 19 when large torque transmits power, so that the stability of transmission is ensured; of course, splines or thread pair matching (without balls) can be directly formed, and the purpose can also be achieved;
of course, the friction transmission pair may also adopt a friction plate structure as shown in fig. 4 and 5, as shown in fig. 4, the active friction member 18 'is integrally formed or transmission-matched with the inner ring of the first overrunning clutch, and the active friction member 18' is provided with an active friction plate group 18a ', the driven friction member is provided with a driven friction plate group matched with the active friction plate 18 a', the matching structure is similar to the existing friction plate type clutch, but the friction plate of the structure is detachably arranged, and can be disassembled and assembled according to the requirement of the whole structure to ensure the axial dimension;
the speed-changing elastic element 19 applies pretightening force for enabling the driven friction piece and the driving friction piece to be in fit transmission, the driven friction piece outputs power through the axial cam pair, and when the axial cam pair outputs the power, axial component force opposite to the pretightening force of the speed-changing elastic element is applied to the driven friction piece; the axial cam pair is an axial cam (including an end cam or a spiral cam) which is matched with each other, when the driven friction piece rotates, the axial cam pair generates two component forces in the axial direction and the circumferential direction, wherein the component force in the circumferential direction outputs power, and the axial component force acts on the driven friction piece and is applied to the speed change elastic element, that is, the rotation direction of the axial cam pair is related to the power output rotation direction; the driving power is input to a first overrunning clutch through the planetary gear train so as to input the power to the active friction piece, and the driving power can be realized through reasonable mechanical layout, and the details are not repeated.
The device also comprises a secondary shaft 12, and the driving power is also input into the secondary shaft 12 through a planetary gear train;
the low-speed gear transmission mechanism comprises a second overrunning clutch 6, the auxiliary shaft 12 transmits low-speed gear power to the main shaft 1 through the second overrunning clutch 6, and the main shaft 1 is in transmission fit with the annular body axial outer taper sleeve;
the reverse gear transmission mechanism can transmit reverse gear power to the main shaft or disconnect the reverse gear power; the reverse gear transmission mechanism can be disconnected from the transmission of the main shaft or the auxiliary shaft 12, and the aim of the invention can be achieved;
the reverse gear transmission mechanism has a transmission ratio I for transmitting reverse gear power from the auxiliary shaft 12 to the main shaft 1, the low-speed gear transmission mechanism has a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft 12 to the main shaft 1, and the transmission ratio I is larger than or equal to the transmission ratio II; when the reverse gear is driven, the rotating speed of the overrunning inner ring (the rotating direction is the same as the reverse gear) of the second overrunning clutch is slower than that of the outer ring (both the low-speed gear and the reverse gear are input by the auxiliary shaft), overrunning is formed, the reverse gear transmission mechanism smoothly drives, and otherwise, the second overrunning clutch is locked;
the planetary gear train includes an outer ring gear 32, a pinion 33, a carrier 34, and a sun gear 31, the outer ring gear being fixed to the case.
The axial cam pair is preferably of a cam structure with two-way output because the low-speed transmission mechanism and the reverse transmission mechanism have different transmission directions.
In the embodiment, the driving power is input into the first overrunning clutch 4 through a driving transition sleeve 3, the driving transition sleeve 3 is in transmission connection with an outer ring 4b of the first overrunning clutch 4, and an inner ring 4a of the first overrunning clutch 4 is in transmission connection with the driving friction piece; the driving transition sleeve also inputs power into the auxiliary shaft through the outer ring of the first overrunning clutch.
In the present embodiment, the driving power is input from the sun gear 31 and output from the carrier 34; the axial cam pair is formed by matching a cam shaft sleeve 22 with an end face cam and the end face cam of the driven friction piece 2, the cam shaft sleeve 22 is sleeved outside the spindle in a rotating fit mode, the driven friction piece 2 is sleeved outside the spindle 1 in a transmission fit and axially slidable mode, as shown in the figure, an inner ring 4a of the first overrunning clutch 4 is sleeved outside the cam shaft sleeve 22 in a rotating fit mode, the cam shaft sleeve 22 is provided with a power output piece 11 for outputting power in a transmission fit mode, and the power output piece 11 for outputting power is a power output gear and can be output to a differential mechanism and the like; the inner ring 4a of the first overrunning clutch 4 is rotationally matched with the cam shaft sleeve 22 and the end part of the inner ring is extended to form an extension section which is in transmission fit with the driving friction piece 18, and the sun wheel 31 is rotationally matched with the extension section of the inner ring 4a of the first overrunning clutch 4; the planet carrier 34 is in transmission fit with the outer ring 4b of the first overrunning clutch 4 and simultaneously inputs power to the auxiliary shaft 12, and the whole planetary structure is compact.
In this embodiment, the low-speed transmission mechanism further includes a low-speed driven gear and a low-speed driving gear 7 engaged with the low-speed driven gear, the inner ring 6a of the second overrunning clutch 6 is disposed on the main shaft 1 in a transmission fit manner, and the outer ring 6b is disposed in a transmission fit manner or directly forms the low-speed driven gear, which is not directly formed in this embodiment; the auxiliary shaft 12 is provided with a low-speed driving gear 7 in a transmission fit mode; the reverse gear transmission mechanism comprises a reverse gear driving gear 9 and a reverse gear driven gear 8 meshed with the reverse gear driving gear 9, the reverse gear driving gear can be arranged on the auxiliary shaft in an engaging or separating mode, and the reverse gear driven gear is arranged on the main shaft in a transmission matching mode; the transmission ratio I is larger than the transmission ratio II.
In this embodiment, the reverse driving gear 9 is disposed on the auxiliary shaft 12 in a manner that the electromagnetic shift mechanism 10 can be engaged or disengaged, the electromagnetic shift mechanism is simultaneously used for switching power to input in a forward and reverse rotation manner, and when the electromagnetic shift mechanism is switched to a reverse gear, a signal is directly sent to the motor control system to control the motor to rotate reversely, so as to realize the reverse gear; the method can be realized by adopting a common signal acquisition mechanism or a switch.
In this embodiment, the electromagnetic shift mechanism includes an electromagnetic shifter 102, a driving swing arm 101, a shift rotating shaft 105 and a shift fork 106, the two electromagnetic shifters are respectively arranged on two sides of the driving swing arm 101 and are used for driving the driving swing arm 101 to swing around an axis of the shift rotating shaft 105 and driving the shift rotating shaft 105 to rotate around the axis, the shift rotating shaft 105 drives the shift fork 106 to swing around the axis and drive an adapter (synchronizer) to complete shifting, shifting of the adapter (synchronizer) belongs to the prior art, and details are not repeated herein; the electromagnetic gear shifter is of a structure with a reciprocating push rod, when the electromagnetic gear shifter is powered on, the reciprocating push rod pushes out and pushes the driving swing arm to swing and then return, a return spring structure is generally adopted for returning, and the details are not repeated.
In this embodiment, the electromagnetic gear shift mechanism is further provided with a positioning mechanism 103, the positioning mechanism 103 comprises a positioning marble 103b with a pretightening force, which is arranged at the power end of the driving swing arm 101, and a positioning base 103c which is arranged on the box body, and the power end of the driving swing arm 101 refers to one end of the electromagnetic gear shift which is acted by the electromagnetic gear shift to swing; as shown in the figure, the power end of the driving swing arm is provided with a marble seat 103a, a columnar spring 103d is arranged in the marble seat, and the columnar spring acts on the positioning marble to enable the positioning marble to have outward pretightening force; the positioning base is provided with a positioning pit correspondingly matched with the positioning marble, the positioning marble slides on the surface of the positioning base in the swinging process, the positioning marble enters the pit under the action of pretightening force to form positioning when sliding to the positioning pit, the pit is of a smooth structure, and the positioning marble can remove the pit under certain thrust to finish a subsequent gear shifting procedure; the electromagnetic gear shifting mechanism is further provided with a position sensing assembly used for detecting whether gear shifting is in place or not, and the sensing assembly generally adopts a Hall element and magnetic steel corresponding to the Hall element.
In this embodiment, the speed-changing elastic element 19 is a speed-changing disc spring, the speed-changing disc spring is externally sleeved on the main shaft, one end of the speed-changing disc spring abuts against the driven friction member, and the other end of the speed-changing disc spring abuts against the pretightening force adjusting assembly, as shown in fig. 4, the speed-changing disc spring 19 is externally sleeved on the main shaft 1, and one end of the speed-changing disc spring abuts against the driven friction member 2 through a flat bearing 28, the flat bearing 28 is a flat rolling bearing with two rows of small balls along the radial direction, and the small ball is; the double rows of balls are adopted, so that the parameters of the balls can be reduced under the condition that the plane bearing bears the same load, the double rows of balls have the characteristics of stable rotation, high rotating speed of the same load and strong bearing capacity, and the axial installation size can be reduced; the pretightening force adjusting assembly comprises an adjusting ring 20 and an adjusting nut 17, the adjusting nut 17 is arranged on the main shaft 1 in a threaded fit manner, the adjusting ring 20 can slide axially and is sleeved on the main shaft 1, two ends of the adjusting ring are respectively abutted against the adjusting nut 17 and the variable speed disc spring, and the adjusting nut is further provided with a locking assembly 21 for axially locking the adjusting nut.
In the embodiment, the camshaft sleeve outputs power to the power output member 11 through the second camshaft sleeve 30 which is rotationally matched with the main shaft, and the camshaft sleeve 22 is in transmission fit with the second camshaft sleeve 30 through the second axial cam pair; a double-cam transmission structure is formed, stable transmission is facilitated, and a speed change disc spring is favorably locked during low-speed transmission, so that jerking is avoided;
a middle driving gear is sleeved outside the second camshaft in a transmission fit with the outer ring of the first overrunning clutch and in a rotating fit, a transmission sleeve 5 is fixedly connected with the outer ring of the first overrunning clutch, the transmission sleeve 5 is sleeved on a right shaft neck formed at the first end of the middle driving gear in a tight fit (generally in an interference fit or transition fit) to form a transmission fit, as shown in the figure, one end (right side) of the transmission sleeve 5 is fixedly connected with the outer ring of the overrunning clutch, the other end (left side) of the transmission sleeve is in transmission fit with an outer spline of the right shaft neck formed at the first end of the middle driving gear through an inner spline, and is also supported on the outer circle of the shaft neck to form mutual support, so that the stability; the auxiliary shaft 12 is provided with an intermediate driven gear 14 in driving engagement with an intermediate driving gear 15.
In this embodiment, the power output member 11 is a power output gear integrally formed or in transmission fit with the second camshaft sleeve 30 (or in transmission fit with the second camshaft sleeve 30 after being formed with a journal), and the outer circle of the second camshaft sleeve 30 is provided with a first radial bearing 23 for being supported on the transmission case in a rotating fit manner near the power output gear; the first end of the middle driving gear 15 is in transmission fit with the outer ring 4b of the first overrunning clutch 4, the second end of the middle driving gear forms a left shaft neck, and the excircle of the left shaft neck is provided with a second radial bearing 13 which is supported on the transmission box body in a rotating fit manner; the inner ring 6a of the second overrunning clutch 6 extends leftwards and rightwards respectively to form an outer extending shaft section and an inner extending shaft section, and the excircle of the outer extending shaft section and the excircle of the inner extending shaft section are correspondingly provided with a third radial bearing 29 and a fourth radial bearing 24 which are rotatably supported on a transmission box body respectively; the reverse gear driven gear 8 is in transmission fit with an outer circle of a shaft section extending from the inner ring 6a of the second overrunning clutch 6 to the inner end, and the fourth radial bearing is positioned on the right side of the reverse gear driven gear; the outer circle of the main shaft is provided with a fifth radial bearing 25 which is used for being supported in a rotating fit manner on the inner circle of the motor rotor, as shown in the figure, the inner ring of the fifth radial bearing 25 is sleeved on the main shaft through the adjusting ring 20, and the outer ring is supported on the inner circle of the motor rotor; in the structure, the cam shaft sleeve and the second cam shaft sleeve are sleeved on the main shaft in an externally sleeved mode to form a transmission and mutual supporting structure, so that larger torque can be transmitted without bending deformation, and the size of a component under the condition of the same bearing capacity can be greatly reduced; aiming at each transmission bearing (power connection input and output) part, corresponding radial bearings are respectively arranged and are supported on the box body, so that a main shaft and a transmission shaft sleeve can be arranged longer, and additional bending moment generated by torque is transmitted to the box body due to the support, so that larger torque can be transmitted by the radial bearings, the rotating speed (the same component size) under large torque can be greatly improved, and the large torque, high rotating speed and light weight indexes are realized.
In this embodiment, the right side of the intermediate driving gear 15 is rotationally matched with the inner ring 4a of the first overrunning clutch 4 through the first planar bearing 16, the second radial bearing 13 is arranged on a journal formed on the left side of the intermediate driving gear 15, and the left side of the intermediate driving gear 15 is rotationally matched with the first radial bearing 23 through the second planar bearing 26; a third plane bearing 27 is arranged on the left side of the power output gear and the inner extension shaft section of the inner ring 6a of the second overrunning clutch 6; in the structure, the plane bearings which rotate relatively are arranged among the segments on the basis of bearing and arranging the radial bearings according to the input and output node segments of power, so that the segments are not in interference connection, the whole main shaft and the shaft sleeve directly transmit the full-length input and output torque additional torque to the box body, and the super-strong bearing capacity is realized in the radial direction, so that the light weight and the high speed of the transmission are structurally guaranteed.
The left and right directions refer to the corresponding drawings, are irrelevant to the actual use state, and the real objects and the drawings need to be placed in the same directions when being compared.
The above embodiments are merely the best structures of the present invention, and do not limit the scope of the present invention; the scheme is adjusted on the connection mode, and the realization of the vision of the invention is not influenced.
The fast-gear power transmission route of the embodiment:
power → active friction element 18 → passive friction element 2 → axial cam pair → cam sleeve 22 (second axial cam pair and second circumferential cam sleeve) → propeller shaft → pto 11 outputting power;
at this time, the second overrunning clutch overruns, and the resistance transmission route is as follows: power take-off 11 → camshaft sleeve 22 → axial cam pair → driven friction element 2 → shift disc spring; the power output member 11 applies an axial force to the driven friction member 2 through the axial cam pair and compresses the speed changing disc spring, when the running resistance is increased to a certain degree, the axial force overcomes the speed changing disc spring to separate the driving friction member 18 and the driven friction member 2, and the power is transmitted through the following route, namely a low-gear power transmission route:
power → the outer race 4b of the first overrunning clutch → the counter shaft 12 → the low-speed drive gear → the outer race 6b of the second overrunning clutch → the inner race 6a of the second overrunning clutch → the main shaft 1 → the driven friction member 2 → the axial cam pair → the cam sleeve 22 → the transmission shaft power output member 11 outputs power.
The low-speed power transmission route also passes through the following routes: axial cam pair → driven friction piece 2 → compression speed change disc spring, prevent the low gear transmission in-process appear compressing the speed change disc spring to reciprocate to prevent the driving friction piece 18 and the driven friction piece 2 from laminating during the low gear transmission.
It can be seen from the above transmission path that, when the present invention is operated, the active friction member 18 and the driven friction member 8 are tightly attached under the action of the speed change disc spring to form an automatic speed change mechanism which maintains a certain pressure, and the pressure required by the engagement of the clutch can be adjusted by increasing the axial thickness of the speed change shaft sleeve to achieve the purpose of transmission, at this time, the power drives the active friction member 18, the driven friction member 2 and the cam shaft sleeve 22 to make the cam shaft sleeve 22 output power; the second overrunning clutch is in an overrunning state at the moment.
When the motor vehicle is started, the resistance is larger than the driving force, the resistance forces the cam shaft sleeve to rotate for a certain angle in the opposite direction, and the driven friction piece 2 compresses the speed change disc spring under the action of the axial cam pair; the driven friction piece 2 and the driving friction piece 18 are separated and synchronized, the second overrunning clutch is engaged, and the output power rotates at a low-gear speed; therefore, the low-speed starting is automatically realized, the starting time is shortened, and the starting force is reduced. Meanwhile, the speed change disc spring absorbs the motion resistance moment energy to transfer power to store potential energy for recovering the fast gear.
After the start is successful, the running resistance is reduced, when the component force is reduced to be smaller than the pressure generated by the speed change disc spring, the pressure of the speed change disc spring generated by the compression of the motion resistance is quickly released and pushed, the recovery of the close fit state of the driven friction piece 2 and the driving friction piece 18 is completed, and the low-speed gear overrunning clutch is in an overrunning state.
In the driving process, the automatic gear shifting principle is the same as the principle of automatic gear shifting along with the change of the motion resistance, gear shifting is realized under the condition of not cutting off the driving force, the whole locomotive runs stably, safety and low consumption are realized, a transmission route is simplified, and the transmission efficiency is improved.
A reverse gear transmission route:
power → the outer race 4b of the first overrunning clutch → the counter shaft 12 → the reverse drive gear → the reverse driven gear → the main shaft 1 → the driven friction member 2 → the axial cam pair → the cam sleeve 22 → the propeller shaft power output member 11 outputs the reverse power.
At this time, since the transmission ratio of the reverse gear is greater than the transmission ratio of the low gear, the second overrunning clutch overruns, and since the rotation is reversed, the first overrunning clutch overruns, and the reverse gear transmission is realized.
Finally, the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, which should be covered in the claims of the present invention.

Claims (10)

1. A double-overrunning clutch shaft sleeve output self-adaptive automatic transmission input by a planetary gear train is characterized in that: the transmission device comprises a box body, a main shaft and a speed change system on the main shaft, wherein the speed change system comprises a planetary gear train, a low-speed transmission mechanism, a reverse transmission mechanism and a self-adaptive speed change assembly;
the self-adaptive speed change assembly comprises a driven friction piece, a driving friction piece and a speed change elastic element;
the friction transmission mechanism comprises a main shaft, a main friction piece, a driven friction piece, a speed change elastic element, an axial cam pair and a driven friction piece, wherein the main friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are mutually matched, the driven friction piece is arranged on the main shaft in a way of axially sliding and circumferential transmission, the speed change elastic element applies pretightening force for enabling the driven friction piece and the main friction piece to be in fit transmission, the driven friction piece outputs power through the axial cam pair, and when the axial cam pair outputs the power, axial component force opposite to the pretightening force of the speed change elastic element; driving power is input to a first overrunning clutch through the planetary gear train so as to input power to the active friction piece;
the driving power is also input into the auxiliary shaft through the planetary gear train;
the low-speed gear transmission mechanism comprises a second overrunning clutch, and the auxiliary shaft transmits low-speed gear power to the main shaft through the second overrunning clutch;
the reverse gear transmission mechanism can transmit reverse gear power to the main shaft or disconnect the reverse gear power;
the reverse gear transmission mechanism is provided with a transmission ratio I for transmitting reverse gear power from the auxiliary shaft to the main shaft, the low-speed gear transmission mechanism is provided with a transmission ratio II for transmitting low-speed gear power from the auxiliary shaft to the main shaft, and the transmission ratio I is larger than or equal to the transmission ratio II;
the planetary gear train comprises an outer gear ring, a planetary gear, a planet carrier and a sun gear, wherein the outer gear ring is fixed on the box body.
2. The planetary gear train input double-overrunning clutch sleeve output self-adaptive automatic transmission according to claim 1, characterized in that: the driving power is input by the sun gear and output by the planet carrier;
the axial cam pair is formed by matching a cam shaft sleeve with an end face cam and the end face cam arranged on a driven friction piece, the cam shaft sleeve is rotationally matched with the spindle in an externally sleeved mode, the driven friction piece is in transmission fit and can axially slide in an externally sleeved mode on the spindle, and the cam shaft sleeve is provided with a power output piece for outputting power in a transmission fit mode;
the first overrunning clutch inner ring is rotationally matched with the cam shaft sleeve in an external sleeved mode, the end portion of the first overrunning clutch inner ring extends to form an extension section which is in transmission fit with the driving friction piece, and the sun wheel is rotationally matched with the extension section of the first overrunning clutch inner ring in an external sleeved mode; the planet carrier is in transmission fit with the outer ring of the first overrunning clutch and inputs power to the auxiliary shaft at the same time.
3. The planetary gear train input double-overrunning clutch sleeve output self-adaptive automatic transmission according to claim 2, characterized in that: the low-speed gear transmission mechanism also comprises a low-speed gear driven gear and a low-speed gear driving gear meshed with the low-speed gear driven gear, the inner ring of the second overrunning clutch is arranged on the main shaft in a transmission matching mode, the outer ring of the second overrunning clutch is arranged in a transmission matching mode or directly forms the low-speed gear driven gear, and the auxiliary shaft is provided with the low-speed gear driving gear in a transmission matching mode; the reverse gear transmission mechanism comprises a reverse gear driving gear and a reverse gear driven gear meshed with the reverse gear driving gear, the reverse gear driving gear can be arranged on the auxiliary shaft in an engaging or separating mode, and the reverse gear driven gear is arranged on the main shaft in a transmission matching mode; the transmission ratio I is larger than the transmission ratio II.
4. The planetary gear train input double-overrunning clutch sleeve output self-adaptive automatic transmission according to claim 3, characterized in that: the reverse gear driving gear is arranged on the auxiliary shaft in a mode that the electromagnetic gear shifting mechanism can be connected or separated, and the electromagnetic gear shifting mechanism is simultaneously used for switching power to input in a positive and negative rotation mode.
5. The planetary gear train input double-overrunning clutch sleeve output self-adaptive automatic transmission according to claim 4, characterized in that: the electromagnetic gear shifting mechanism comprises an electromagnetic gear shifter, two driving swing arms, a gear shifting rotating shaft and a gear shifting fork, wherein the two electromagnetic gear shifters are respectively arranged on two sides of each driving swing arm and used for driving the driving swing arms to swing around the axis of the gear shifting rotating shaft and driving the gear shifting rotating shaft to rotate around the axis, and the gear shifting rotating shaft drives the gear shifting fork to swing around the axis and complete gear shifting; the electromagnetic gear shifting mechanism is also provided with a positioning mechanism, the positioning mechanism comprises a positioning marble with pretightening force arranged at the power end of the driving swing arm and a positioning base arranged on the box body, and a positioning pit correspondingly matched with the positioning marble is arranged on the positioning base; the electromagnetic gear shifting mechanism is further provided with a position sensing assembly for detecting whether gear shifting is in place or not.
6. The planetary gear train input double-overrunning clutch sleeve output self-adaptive automatic transmission according to claim 1, characterized in that: the variable-speed elastic element is a variable-speed disc spring, the variable-speed disc spring is sleeved on the main shaft, one end of the variable-speed disc spring is abutted to the driven friction piece through a plane bearing, the other end of the variable-speed disc spring is abutted to the pretightening force adjusting assembly, the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction, the pretightening force adjusting assembly comprises an adjusting ring and an adjusting nut, the adjusting nut is arranged on the main shaft in a threaded fit mode, the adjusting ring can slide axially, the outer sleeve is sleeved on the main shaft, two ends of the outer sleeve are abutted.
7. The planetary gear train input double-overrunning clutch sleeve output self-adaptive automatic transmission according to claim 3, characterized in that: the cam shaft sleeve outputs power to the power output part through a second cam shaft sleeve which is in rotating fit with the main shaft, and the cam shaft sleeve and the second cam shaft sleeve are in transmission fit through a second axial cam pair;
the first overrunning clutch outer ring is in transmission fit with the first overrunning clutch outer ring and is sleeved outside the cam shaft sleeve or the second cam shaft sleeve in a rotation fit mode, and the auxiliary shaft is provided with an intermediate driven gear in transmission fit with the intermediate driving gear.
8. The planetary gear train input double-overrunning clutch sleeve output self-adaptive automatic transmission according to claim 7, characterized in that: the power output part is a power output gear which is integrally formed or in transmission fit with the second camshaft sleeve, and a first radial bearing which is used for being supported on the transmission box body in a rotating fit manner is arranged on the excircle of the second camshaft sleeve, close to the power output gear; the first end of the middle driving gear is in transmission fit with the outer ring of the first overrunning clutch, the second end of the middle driving gear forms a left journal, and a second radial bearing which is used for being supported on the transmission box body in a rotating fit mode is arranged on the excircle of the left journal; the inner ring of the second overrunning clutch extends leftwards and rightwards respectively to form an outer extending shaft section and an inner extending shaft section, and the outer circle of the outer extending shaft section and the outer circle of the inner extending shaft section are correspondingly provided with a third radial bearing and a fourth radial bearing which are rotatably supported on the transmission box body respectively; the reverse gear driven gear is in transmission fit with an outer circle of a shaft section extending from an inner ring of the second overrunning clutch to an inner end, and the fourth radial bearing is positioned on the right side of the reverse gear driven gear; and a fifth radial bearing which is used for being supported on the inner circle of the motor rotor in a rotating fit mode is arranged on the outer circle of the main shaft.
9. The planetary gear train input double-overrunning clutch sleeve output self-adaptive automatic transmission according to claim 8, characterized in that: the right side of the middle driving gear is in running fit with the inner ring of the first overrunning clutch through a first plane bearing, the second radial bearing is arranged on a journal formed on the left side of the middle driving gear, and the left side of the middle driving gear is in running fit with the first radial bearing through a second plane bearing; and a third plane bearing is arranged on the left side of the power output gear and the inner extending shaft section of the inner ring of the second overrunning clutch.
10. The planetary gear train input double-overrunning clutch sleeve output self-adaptive automatic transmission according to claim 9, wherein: the driving power is input by a driving transition sleeve, the driving transition sleeve is in transmission connection with an outer ring of a first overrunning clutch, and an inner ring of the first overrunning clutch is in transmission connection with a driving friction piece; the driving transition sleeve also inputs power into the auxiliary shaft through the outer ring of the first overrunning clutch; and the transmission sleeve is fixedly connected with the outer ring of the first overrunning clutch, and the transmission sleeve is sleeved on a right journal formed at the first end of the middle driving gear in a tight fit manner and forms transmission fit.
CN201910309306.8A 2019-04-17 2019-04-17 Planetary gear train input double-overrunning clutch shaft sleeve output self-adaptive automatic transmission Expired - Fee Related CN110017369B (en)

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