CN110017370B - Mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly for planetary system output - Google Patents

Mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly for planetary system output Download PDF

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Publication number
CN110017370B
CN110017370B CN201910314879.XA CN201910314879A CN110017370B CN 110017370 B CN110017370 B CN 110017370B CN 201910314879 A CN201910314879 A CN 201910314879A CN 110017370 B CN110017370 B CN 110017370B
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China
Prior art keywords
transmission
power
main shaft
gear
overrunning clutch
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CN201910314879.XA
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Chinese (zh)
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CN110017370A (en
Inventor
陈俊杰
薛荣生
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 mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly for planetary system output, which adopts a planetary system to output power, 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 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 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, no interference occurs, the whole performance is ensured, the adaptability is strong, the invention is smoothly and naturally matched with the self-adaptive automatic speed change mechanism, the output torque can be improved by adopting the planetary speed reduction output, the high-speed motor can be used 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

Mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly for planetary system output
Technical Field
The invention relates to a motor vehicle transmission, in particular to a mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly for planetary system output.
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 mechanical double overrunning clutch self-adaptive automatic transmission main shaft assembly with planetary system output, and a reverse gear mechanism with strong adaptability is added, the device can not only self-adaptively shift gears without cutting off the driving force along with the change of the driving resistance, but also solve the problem of high efficiency road forward and backward driving under complex conditions under the condition of bidirectional driving, and the device has simple and compact arrangement, is smoothly and naturally matched with a cam self-adaptive automatic transmission mechanism, reduces the manufacturing cost, and ensures the stability of transmission.
The invention discloses a mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly with planetary system output, which comprises a main shaft, a planetary gear system and a speed change system on the main shaft, wherein the speed change system comprises a low-speed power input part, a reverse power input part 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 driving friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are mutually matched, a speed-changing elastic element applies pretightening force for enabling the driven friction piece and the driving friction piece to be in fit transmission, the driven friction piece is in transmission fit with the main shaft through a first axial cam pair, and when the first axial cam pair outputs power through the main shaft, the first axial cam pair applies axial component force opposite to the pretightening force of the speed-changing elastic element to the driven friction piece; driving power is input to a first overrunning clutch so as to input power to the active friction piece; the main shaft outputs power through a planetary gear train;
the low-speed power input part is a second overrunning clutch arranged on the main shaft, and the second overrunning clutch is used for transmitting low-speed power to the driven friction part and transmitting the low-speed power to the main shaft through the driven friction part;
the reverse gear power input piece can transmit reverse gear power to the driven friction piece and output the reverse gear power by the main shaft;
the reverse gear power input part inputs power through a transmission ratio I and outputs the power to the driven friction piece, the low-speed gear power input part inputs low-speed gear power through a transmission ratio II and outputs the power to the driven friction piece, 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, and when the planetary gear train is used, the outer gear ring is fixed on the transmission box body.
Further, the second overrunning clutch and the reverse gear power input part transmit power to the driven friction piece through the second axial cam pair.
Further, the main shaft inputs power to the sun gear and outputs the power by the planet carrier; the second axial cam pair is formed by matching a cam shaft sleeve with an end face cam and the end face cam arranged on the driven friction piece, the cam shaft sleeve is sleeved on the main shaft in a rotating matching mode, and the driven friction piece is sleeved on the main shaft through the first axial cam pair in a transmission matching mode;
the inner ring of the first overrunning clutch is rotationally matched with the cam shaft sleeve in a sleeved mode and is in transmission fit with the driving friction piece; the driving power is input into the outer ring of the first overrunning clutch and is output simultaneously through the outer ring of the first overrunning clutch to form reverse gear power or low-speed gear power;
the sun gear is in coaxial transmission fit with the main shaft, and a power output shaft is arranged in transmission fit with the planet carrier and is coaxial with the main shaft.
Further, an outer ring of the second overrunning clutch is arranged in a transmission matching mode or directly forms a low-speed driven gear for receiving low-speed power; the reverse gear power input part is a reverse gear driven gear which is used for inputting reverse gear power and can be jointed or separated, and the reverse gear driven gear and the inner ring of the second overrunning clutch are in transmission fit with the cam shaft sleeve and are arranged on the main shaft in a rotating fit manner; the transmission ratio I is larger than the transmission ratio II.
Furthermore, an intermediate driving gear which is in transmission fit with the outer ring of the first overrunning clutch and is sleeved outside the cam shaft sleeve or the second cam shaft sleeve in a rotating fit manner is used for outputting low-speed power or reverse power.
Furthermore, the speed-changing elastic element is a speed-changing disc spring, the speed-changing disc spring is sleeved outside the main shaft, one end of the speed-changing disc spring abuts against the driven friction piece through a plane bearing, and the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction.
Furthermore, a transmission sleeve is arranged in transmission fit with an outer ring of the first overrunning clutch, the transmission sleeve is used for being in transmission fit with a motor rotor to input power, axially extends to form a shaft neck in a rotating fit mode and is supported on the box body, and the driving friction piece, the driven friction piece and the speed change disc spring are all located in a cavity between the transmission sleeve and the main shaft.
Furthermore, the inner ring of the second overrunning clutch and the reverse gear power input part transmit power to the second axial cam pair through a third axial cam pair so as to transmit the power to the driven friction part, and the third axial cam pair is formed by matching an end face cam of a second cam shaft sleeve which is rotationally matched and sleeved on the main shaft with an end face cam of one end of the cam shaft sleeve, which faces away from the driven friction part.
Furthermore, the inner ring of the second overrunning clutch extends towards the axial outer end to form a shaft sleeve which is sleeved on the main shaft in a transmission fit manner, when the second overrunning clutch is used, the shaft sleeve is supported on the transmission box body in a rotation fit manner, and the other end of the shaft sleeve is in transmission fit with the second cam shaft sleeve;
the axial one end of outer lane of first freewheel clutch is with middle driving gear transmission cooperation, other end fixed connection in transmission cover, and during the use, the power take off end of main shaft passes and the normal running fit supports in the derailleur box.
Further, when the clutch is used, the outer circle of the shaft sleeve of the second overrunning clutch is supported on the transmission box body in a rotating fit mode through the first rolling bearing; the second cam shaft sleeve is supported on a transmission box body in a rotating fit mode through a second rolling bearing, the second rolling bearing is located between the reverse gear driven gear and the middle driving gear, the middle driving gear axially extends to form a shaft neck, the shaft neck is further supported on the box body in a rotating fit mode through a fifth rolling bearing, and the middle driving gear is in rotating fit with the second rolling bearing through a first plane bearing; the inner circle of the transmission sleeve is supported on the main shaft in a rotating fit manner through a fourth rolling bearing; the power output shaft is integrally formed with a transmission wheel disc, the planet carrier is fixedly connected with the transmission wheel disc in the circumferential direction, the transmission wheel disc is axially sunken to form a shaft seat, and a main shaft coaxially penetrates through the sun gear in a transmission fit mode and is supported on the shaft seat in a rotating fit mode.
The invention has the beneficial effects that: the mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly with planetary system output has all the advantages of the existing cam self-adaptive automatic speed change device, 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 speed change along with the change of the driving resistance is 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 reverse gear structure and the low-speed gear mechanism are reasonably set with a transmission ratio by utilizing the reasonable matching of the two overrunning clutches, so that the whole 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 whole 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, and the mechanical self-adaptive automatic transmission is not only suitable for the field of electric vehicles, but also suitable for the field of other variable torque mechanical transmissions; the planetary speed reduction output is adopted, the output torque can be improved, a high-speed motor can be used as a power source, the overall efficiency is improved, and the planetary speed reduction output power machine is not only suitable for the field of electric vehicles, but also suitable for the field of other variable torque mechanical transmission.
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 discloses a mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly with planetary system output, which comprises a box body 20, a planetary gear system, a main shaft 1 and a speed change system on the main shaft 1, wherein the speed change system comprises a low-speed power input part, a reverse power input part 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 driving friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are matched with each other, as shown in fig. 1, the driving friction piece 18 and the driven friction piece 2 are respectively a ring body axial inner taper sleeve and a ring body axial outer taper sleeve, the ring body axial inner taper sleeve is provided with an axial inner conical surface and sleeved on the ring body axial outer taper sleeve, the ring body axial outer taper sleeve is provided with an axial outer conical surface matched with the axial inner conical surface of the ring body axial inner taper sleeve, friction joint transmission or separation is formed through the mutually matched conical surfaces, and the description is omitted;
of course, the friction transmission pair may also adopt a friction plate structure as shown in fig. 4 and 5, the active friction member 18 'is integrally formed with or in transmission fit 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 which is matched with the active friction plate 18 a', the fit structure is similar to that of 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, so as 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 is in transmission fit with the main shaft 1 through a first axial cam pair, and when power is output through the main shaft by the first axial cam pair, axial component force opposite to the pretightening force of the speed-changing elastic element is applied to the driven friction piece; the first axial cam pair 27 is an axial cam (including an end cam or a spiral cam) that is engaged with each other, and when the driven friction member rotates, the first axial cam pair 27 generates two component forces in the axial direction and the circumferential direction, where the circumferential component force outputs power, and the axial component force acts on the driven friction member and is applied to the speed change elastic element, that is, the turning direction of the first axial cam pair is related to the power output rotating direction, and according to the above description, a person skilled in the art can know which turning direction of the first axial cam pair 27 can apply the axial component force in which direction on the premise of knowing the power output direction, and details thereof are omitted; (ii) a As shown in the figure, the driven friction piece 2 is sleeved on the main shaft 1 in a transmission fit manner through the first axial cam pair 27, and therefore, the first axial cam pair 27 is a spiral cam and is not described again; driving power is input to a first overrunning clutch so as to input power to the active friction piece; the main shaft outputs power through the planetary gear train, and the power output can be realized through reasonable mechanical layout, and is not described in detail herein.
The low-speed power input part is a second overrunning clutch 6 arranged on the main shaft, and the second overrunning clutch 6 is used for transmitting low-speed power to the driven friction piece 2 and transmitting the low-speed power to the main shaft 1 through the driven friction piece 2;
the reverse gear power input piece can transmit reverse gear power to the driven friction piece and output the reverse gear power by the main shaft;
the reverse gear power input part inputs power through a transmission ratio I and outputs the power to the driven friction piece, the low-speed gear power input part inputs low-speed gear power through a transmission ratio II and outputs the power to the driven friction piece, and the transmission ratio I is larger than or equal to the transmission ratio II;
as shown in the drawing, when the present invention is applied to a transmission, the transmission further includes a counter shaft 12, and the driving power is also input to the counter shaft 12 through a planetary gear train;
the second overrunning clutch is a component of the low-speed transmission mechanism, and the auxiliary shaft transmits low-speed power to the driven friction piece through the second overrunning clutch;
the reverse power input member is a component of a reverse mechanism provided in such a manner that the reverse power can be transmitted to the driven friction member 2 or the reverse power can be disconnected; the reverse gear mechanism is generally arranged by adopting a gear engaging structure, the transmission between the reverse gear mechanism and the driven friction piece can be disconnected, and the transmission between the reverse gear mechanism and the auxiliary shaft 12 can also be disconnected, so that the aim of the invention can be fulfilled;
the reverse gear 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 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 second overrunning clutch is used for 6 overrunning, the rotating speed of the inner ring 6a (the rotating direction is the same as that of the reverse gear) is slower than that of the outer ring 6b (both the low speed gear and the reverse gear are input by the auxiliary shaft), overrunning is formed, the reverse gear mechanism is driven smoothly, and otherwise, the reverse gear mechanism is locked.
The planetary gear train includes an outer ring gear 31 fixed to the case 20, a pinion 30, a carrier 32, and a sun gear 29.
The axial cam pair is preferably of a cam structure with two-way output because the low-speed transmission mechanism and the reverse gear mechanism have different transmission directions.
In the present embodiment, the second overrunning clutch 6 and the reverse power input member both transmit power to the driven friction member 2 through the second axial cam pair 26, which is preferably a cam structure with two-way output as shown in the figure because the low-speed transmission mechanism and the reverse transmission mechanism have different transmission directions.
In the present embodiment, the main shaft 1 inputs power to the sun gear 29 and outputs the power from the carrier 32; the second axial cam pair 26 is formed by matching a cam shaft sleeve 16 with an end face cam and the end face cam of the driven friction piece 2, the cam shaft sleeve 16 is sleeved on the main shaft 1 in a rotating fit mode, and the driven friction piece 2 is sleeved on the main shaft 1 in a transmission fit mode through a first axial cam pair 27; the inner ring 4a of the first overrunning clutch 4 is rotationally matched with the cam shaft sleeve 22 in an externally sleeved mode, the end portion of the inner ring is extended to form an extension section which is in transmission fit with the driving friction piece 18, the input piece (transmission sleeve 3) of driving power is in transmission fit with the outer ring 4b of the first overrunning clutch 4, and power output is used for forming reverse gear power or low-speed gear power at the same time, namely the driving power is divided into two paths, namely one path of driving power is transmitted to the outer ring 4b so as to be transmitted to the driving friction piece, the other path of driving power is transmitted to form the low-speed gear power or the reverse gear power, wherein the reverse gear power and the low-speed gear power can be mutually switched instead of simultaneously; as shown in the figure, when in use, the transmission sleeve 3 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 structure is compact.
As shown in the figure, when in use, the transmission sleeve 3 is used for being in transmission fit (or integrated with) with a rotor of the motor and being in transmission fit with an outer ring of a first overrunning clutch, and an inner ring 4a of the first overrunning clutch 4 is in transmission connection with a driving friction piece 18; the driving power is also input into the auxiliary shaft 12 through the outer ring of the first overrunning clutch, that is, the driving power is input in two paths, and the mode of inputting the auxiliary shaft 12 can adopt any existing mechanical transmission structure, such as gears, chains, even direct-connected transmission and the like, and is not described herein again.
The inner ring 4a of the first overrunning clutch 4 is sleeved on the cam shaft sleeve in a rotating fit manner, 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, as shown in the figure, the inner ring 4a of the first overrunning clutch 4 is provided with an intermediate transition sleeve in transmission fit, the intermediate transition sleeve is sleeved on the extension section through a spline (with interference), and rigid transmission is formed to input power into the driving friction piece 18; the driving power is input into the outer ring 4b of the first overrunning clutch 4 and is simultaneously input into the auxiliary shaft 12 through the outer ring of the first overrunning clutch;
the sun gear 29 is in coaxial transmission fit with the main shaft 1, and is provided with a power output shaft 34 in transmission fit with the planet carrier 32, and the power output shaft 34 is coaxial with the main shaft 1; as shown in the figure, the power output shaft 34 is integrally formed with a transmission wheel disc 36, the planet carrier 32 is fixedly connected with the transmission wheel disc 36 in the circumferential direction, the transmission wheel disc 36 is axially recessed to form a shaft seat (forming a shaft seat coaxial with the main shaft and used for rotatably supporting the main shaft), the main shaft 1 coaxially penetrates through the sun gear 29 in a transmission fit manner and is rotatably supported on the shaft seat in a transmission fit manner, so that the main shaft and the power output shaft form a mutually supported whole body, and the integral transmission is good; as shown, the power output shaft 34 is rotatably supported by the transmission case 22 through a seventh bearing 35, and the main shaft is rotatably supported by the transmission case 22 through a third bearing.
When the low-speed transmission mechanism is used 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 outer ring 6b of the second overrunning clutch 6 is arranged in a transmission matching manner or directly forms the low-speed driven gear, and the low-speed driving gear 7 is arranged on the auxiliary shaft 12 in a transmission matching manner; the reverse gear 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 9 can be arranged on the auxiliary shaft in an engaging (transmission) or separating (rotation) mode, the reverse gear driven gear 8 and an inner ring 6a of the second overrunning clutch 6 are in transmission fit with the cam shaft sleeve 16 and are arranged on the main shaft 1 in a rotating fit mode, and in the embodiment, the inner ring 6a of the second overrunning clutch 6 is integrally formed with the cam shaft sleeve 16; as shown in the drawings, the reverse gear driving gear 9 is disposed on the auxiliary shaft 12 in a rotationally engaged manner (needle bearing), and the engagement or disengagement of the auxiliary shaft is formed by a coupling member slidably and drivingly disposed on the auxiliary shaft, which belongs to a conventional engagement structure and is not described herein again; the transmission ratio I is larger than the transmission ratio II so as to ensure the smoothness of transmission and avoid the occurrence of locking.
When the reverse gear shifting mechanism is used in the embodiment, the reverse gear driving gear 9 is arranged on the auxiliary shaft 12 in a manner that the electromagnetic shifting mechanism 10 can be engaged or disengaged, the reverse gear driving gear and the electromagnetic shifting mechanism are simultaneously used for switching power to input in a forward and reverse rotation mode, and in the process that the electromagnetic shifting mechanism is switched to the reverse gear, a signal is directly sent to a 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.
The electromagnetic gear shifting mechanism comprises a driving swing arm 104, a gear shifting rotating shaft 105, a gear shifting fork 106 and two electromagnetic gear shifters (an electromagnetic gear shifter 101 and an electromagnetic gear shifter 102), wherein the two electromagnetic gear shifters are used for driving the driving swing arm to swing around the axis of the gear shifting rotating shaft and driving the gear shifting rotating shaft to rotate around the gear shifting axis, and the gear shifting rotating shaft drives the gear shifting fork to swing around the axis and complete gear shifting; as shown in the drawings, in this embodiment, the electromagnetic shifters 101 and 102 are arranged in parallel and respectively used for driving (or releasing) two ends of the driving swing arm, so that the driving swing arm 104 can swing around a central line, the shift shaft is in line with the central line, and is connected to the driving swing arm 104 to drive the driving swing arm to swing around the axis of the shift rotating shaft and drive the shift rotating shaft to rotate around the axis, the shift rotating shaft 105 drives the shift fork 106 to swing around the axis and drive the clutch (synchronizer) 17 to complete shifting, shifting of the clutch (synchronizer) belongs to the prior art, and is not described herein again; of course, the two electromagnetic gear shifters (the electromagnetic gear shifter 101 and the electromagnetic gear shifter 102) may be of an opposite structure, and the driving swing arm is driven to swing back and forth from two sides, so that the purpose of the invention can be achieved, and further description is omitted; 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.
The electromagnetic gear shifting mechanism is further provided with a positioning mechanism 103, the positioning mechanism 103 comprises a positioning marble 103b with pretightening force and a positioning base 103c, the positioning marble 103b is arranged on the driving swing arm or on a positioning component 107 which is connected with the driving swing arm in a follow-up manner, the positioning base 103c is arranged on the transmission box body, and a positioning pit which can be matched with the positioning marble 103b and corresponds to the reverse gear mechanism in position of engaging or disengaging is arranged on the positioning base 103 c; as shown in the figure, in the present embodiment, the positioning pin tumbler is disposed on the positioning component 107, the positioning component 107 is provided with a positioning hole 103a for disposing the positioning pin tumbler 103b, and a positioning spring 103d for applying a pre-tightening force to the positioning pin tumbler 103b to be outwardly positioned and matched with the positioning pit is disposed in the positioning hole; the positioning marble slides on the surface of the positioning base in the swinging process, and enters the pit under the action of pretightening force to form positioning when sliding to the positioning pit; 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 is a speed-changing disc spring 19, 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 double rows of small balls along the radial direction, and the small ball is smaller than the ball with the same bearing capacity in the prior art; 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 transmission sleeve 3 is arranged in transmission fit with an outer ring of the first overrunning clutch, when the transmission sleeve is used, the transmission sleeve 3 is used for being in transmission fit with a motor rotor or being directly integrated with the motor rotor into a whole to input power when the transmission sleeve is used, the transmission sleeve extends axially to form a shaft neck which is supported on a box body in a rotating fit manner through a sixth rolling bearing 24, and the driving friction piece 18, the driven friction piece 2 and the speed change disc spring 19 are all positioned in a cavity between the transmission sleeve and the main shaft; the structure is compact, the integration is strong, and the arrangement of the electric vehicle is convenient; and the support cooperation through driving sleeve 3 for derailleur overall structure rigidity is stronger.
In this embodiment, the intermediate driving gear 15 is disposed in transmission fit with the outer ring 4b of the first overrunning clutch 4, as shown in the figure, the intermediate driving gear 15 forms a stepped shaft with a reduced neck, the outer ring 4b of the first overrunning clutch 4 is fixedly connected with a stepped shaft sleeve with a reduced neck, and the stepped shaft sleeve is sleeved on the stepped shaft to form transmission fit and has radial constraint capability, so as to ensure transmission and a certain supporting effect; the auxiliary shaft 12 is provided with an intermediate driven gear 14 in transmission fit with an intermediate driving gear 15;
in this embodiment, the second overrunning clutch 6 and the reverse gear mechanism both transmit power to the second axial cam pair 26 through a third axial cam pair 26 ', so as to transmit the power to the driven friction member 2, where the third axial cam pair 26' is formed by an end cam of a second cam shaft sleeve 25 rotationally fitted and sleeved on the main shaft and an end cam of one end of the cam shaft sleeve 16 facing away from the driven friction member 2; the end facing away from the driven friction member 2 refers to the distal end compared to the driven friction member 2, such as the left end of the figure;
an intermediate driving gear 15 is in transmission fit with the outer ring 4b of the first overrunning clutch 4 and is sleeved outside the cam shaft sleeve in a rotation fit manner or the second cam shaft sleeve, and as shown in the figure, the intermediate driving gear 15 is arranged on the second cam shaft sleeve 25 in a rotation fit manner through a needle bearing 5; the auxiliary shaft 12 is provided with an intermediate driven gear 14 in transmission fit with the intermediate driving gear 5;
the inner ring 6b of the second overrunning clutch 6 extends towards the axial outer end to form a shaft sleeve which is sleeved on the main shaft 1 in a transmission fit manner, the outward direction refers to the outer side (the left end in the drawing) of the transmission, the shaft sleeve is supported on a transmission box body in a rotation fit manner, and the other end (the right end) of the shaft sleeve is in transmission fit with the second cam shaft sleeve 25;
one axial end of an outer ring 4b of the first overrunning clutch 4 is in transmission fit with the middle driving gear 5, the other end of the outer ring is fixedly connected to the transmission sleeve 3 (in transmission), and a power output end of the main shaft 1 penetrates through and is supported on the transmission box body 20 in a rotating fit mode.
In this embodiment, the outer circle of the sleeve of the inner ring 6b of the second overrunning clutch 6 is supported on the transmission case 20 by the first rolling bearing 22 in a rotating fit manner; the second cam shaft sleeve 25 is supported on the transmission case 20 in a rotating fit manner through a second rolling bearing 21, the second rolling bearing 21 is located between the reverse gear driven gear 8 and the intermediate driving gear 5, the intermediate driving gear 5 axially extends to form a shaft neck, the shaft neck is further supported on the case 20 in a rotating fit manner through a fifth rolling bearing 11, and the intermediate driving gear 5 and the second rolling bearing 21 are in a rotating fit manner through a first plane bearing 13 (plane rolling bearing); the inner circle of the transmission sleeve 3 is supported on the main shaft 1 through a fourth rolling bearing 23 in a rotating fit mode.
The power output end of the main shaft 1 penetrates through and is supported on the transmission box body 20 through a third rolling bearing 33 in a rotating matching mode, the power output shaft 34 is supported on the transmission box body through a seventh rolling bearing 35 in a rotating matching mode, is respectively arranged on two sides of the planetary gear train with the main shaft and is coaxially arranged, and the transmission sleeve is supported on the main shaft 1 through a fourth rolling bearing 23 in a rotating matching mode; as shown in the figure, each rolling bearing is supported on a support rib or an end cover formed on the box body, and details are not repeated herein; the formed supporting ribs also have a reinforcing effect on the box body.
In the structure of the embodiment, the power output and input section on the main shaft or/and the cam shaft sleeve is/are correspondingly and rotatably supported on the transmission box body, and in the structure, the cam shaft sleeve is sleeved on the main shaft to form a transmission and mutual support structure, so that larger torque can be transmitted without bending deformation, and the sizes of components under the condition of the same bearing capacity can be greatly reduced; aiming at each transmission bearing (power connection input and output section) part, the transmission bearing (power connection input and output section) parts are respectively supported in a transmission 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 is transmitted per se, the rotating speed (the same component size) under large torque can be greatly improved, the indexes of large torque, high rotating speed and light weight are realized, the radial bearing and the shaft sleeve and the main shaft are mutually supported, the transmission has better stability and low noise under a high-speed state, compared with the prior art, the highest rotating speed for driving a motor and a high-speed reducer is more than or equal to 15000 r/min, the speed change mechanisms for efficient light-weight hub electric wheels and the like have greater advantages for energy conservation and environmental protection, and can be more suitable for pure electric vehicles taking, of course, the invention is not only suitable for the field of electric vehicles, but also suitable for the field of other variable torque mechanical transmission.
In the present invention, the left and right sides are based on the left and right sides of the attached drawings, and the recorded transmission connection includes all transmission connection structures in the prior art, including splines, flat keys, bolt fixing connection, and the like, and is not described herein again.
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 → driven friction element 2 → first axial cam pair → main shaft 1 → planetary gear train → power take-off shaft → output power;
at this time, the second overrunning clutch overruns, and the resistance transmission route is as follows: planetary gear train → main shaft 1 → first axial cam pair → driven friction element 2 → speed changing disc spring; when the running resistance is increased to a certain value, the axial force overcomes the speed change disc spring to separate the active friction piece 18 from the driven friction piece 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 4 → the counter shaft 12 → the low-speed drive gear → the outer race 6b of the second overrunning clutch 6 → the inner race 6a of the second overrunning clutch → the second axial cam pair 26' → the driven friction member 2 → the first axial cam pair 26 → the driven friction member 2 → the axial cam pair 27 → the main shaft → the planetary gear train → the power take-off shaft → output power; .
The low-speed power transmission route also passes through the following routes: the first axial cam pair 26 → the driven friction piece 2 → the compression speed change disc spring, which prevents the compression speed change disc spring from reciprocating compression during the low-speed gear transmission, thereby preventing the driving friction piece 18 and the driven friction piece 2 from being attached during the low-speed gear transmission.
The transmission route shows that when the transmission mechanism operates, the active friction piece 18 and the driven friction piece 8 are tightly attached under the action of the speed change disc spring to form an automatic speed change mechanism keeping a certain pressure, the pressure required by clutch engagement can be adjusted by increasing the axial thickness of the speed change shaft sleeve to achieve the transmission purpose, and at the moment, the power drives the active friction piece 18, the driven friction piece 2 and the main shaft 1 to enable the main shaft 1 to output power through the planetary gear train; 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 a certain angle in the opposite direction, and the driven friction piece 2 compresses the speed change disc spring under the action of the first 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 4 → the counter shaft 12 → the reverse drive gear → the reverse driven gear → the second axial cam pair 26' → the first axial cam pair 26 → the driven friction member 2 → the axial cam pair 27 → the main shaft 1 → the planetary gear train → the power output shaft 34 outputs the reverse power.
At the moment, the transmission ratio of the reverse gear is larger than that of the low-speed gear and is reverse, the second overrunning clutch overruns, and the first overrunning clutch overruns to realize reverse gear transmission because the rotation is reverse and the rotating speed of the outer ring is higher than that of the inner ring; of course, both the low-speed transmission and the reverse transmission are downshifted transmissions, which are not described in detail herein.
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 mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly for planetary system output is characterized in that: the speed change system comprises a main shaft, a planetary gear train and a speed change system on the main shaft, wherein the speed change system comprises a low-speed power input part, a reverse power input part 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 driving friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are mutually matched, a speed-changing elastic element applies pretightening force for enabling the driven friction piece and the driving friction piece to be in fit transmission, the driven friction piece is in transmission fit with the main shaft through a first axial cam pair, and when the first axial cam pair outputs power through the main shaft, the first axial cam pair applies axial component force opposite to the pretightening force of the speed-changing elastic element to the driven friction piece; driving power is input to a first overrunning clutch so as to input power to the active friction piece; the main shaft outputs power through a planetary gear train;
the low-speed power input part is a second overrunning clutch arranged on the main shaft, and the second overrunning clutch is used for transmitting low-speed power to the driven friction part and transmitting the low-speed power to the main shaft through the driven friction part;
the reverse gear power input piece can transmit reverse gear power to the driven friction piece and output the reverse gear power by the main shaft;
the reverse gear power input part inputs power through a transmission ratio I and outputs the power to the driven friction piece, the low-speed gear power input part inputs low-speed gear power through a transmission ratio II and outputs the power to the driven friction piece, 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, and when the planetary gear train is used, the outer gear ring is fixed on the transmission box body.
2. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 1, wherein: and the second overrunning clutch and the reverse gear power input part transmit power to the driven friction piece through the second axial cam pair.
3. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 2, wherein: the main shaft inputs power to the sun gear and outputs the power by the planet carrier; the second axial cam pair is formed by matching a cam shaft sleeve with an end face cam and the end face cam arranged on the driven friction piece, the cam shaft sleeve is sleeved on the main shaft in a rotating matching mode, and the driven friction piece is sleeved on the main shaft through the first axial cam pair in a transmission matching mode;
the inner ring of the first overrunning clutch is rotationally matched with the cam shaft sleeve in a sleeved mode and is in transmission fit with the driving friction piece; the driving power is input into the outer ring of the first overrunning clutch and is output simultaneously through the outer ring of the first overrunning clutch to form reverse gear power or low-speed gear power;
the sun gear is in coaxial transmission fit with the main shaft, and a power output shaft is arranged in transmission fit with the planet carrier and is coaxial with the main shaft.
4. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 3, wherein: the outer ring of the second overrunning clutch is arranged in a transmission matching mode or directly forms a low-speed driven gear for receiving low-speed power; the reverse gear power input part is a reverse gear driven gear which is used for inputting reverse gear power and can be jointed or separated, and the reverse gear driven gear and the inner ring of the second overrunning clutch are in transmission fit with the cam shaft sleeve and are arranged on the main shaft in a rotating fit manner; the transmission ratio I is larger than the transmission ratio II.
5. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 4, wherein: and the middle driving gear is in transmission fit with the outer ring of the first overrunning clutch and is sleeved outside the cam shaft sleeve or the second cam shaft sleeve in a rotating fit manner, and the middle driving gear is used for outputting low-speed power or reverse power.
6. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 5, wherein: the speed change elastic element is a speed change disc spring, the speed change disc spring is sleeved outside the main shaft, one end of the speed change disc spring abuts against the driven friction piece through a plane bearing, and the plane bearing is a plane rolling bearing with double rows of small balls along the radial direction.
7. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 6, wherein: and a transmission sleeve is arranged in transmission fit with an outer ring of the first overrunning clutch, is used for inputting power in transmission fit with the motor rotor, axially extends to form a shaft neck in rotation fit with the box body, and is supported in the box body, and the driving friction piece, the driven friction piece and the speed change disc spring are all positioned in a cavity between the transmission sleeve and the main shaft.
8. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 3, wherein: the inner ring of the second overrunning clutch and the reverse gear power input part transmit power to the second axial cam pair through a third axial cam pair so as to transmit the power to the driven friction part, and the third axial cam pair is formed by matching an end face cam of a second cam shaft sleeve which is rotationally matched and sleeved outside the main shaft with an end face cam of one end of the cam shaft sleeve, which is back to the driven friction part.
9. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 2, wherein: the inner ring of the second overrunning clutch extends towards the axial outer end to form a shaft sleeve which is sleeved outside the main shaft in a transmission fit manner, when the second overrunning clutch is used, the shaft sleeve is supported on the transmission box body in a rotation fit manner, and the other end of the shaft sleeve is in transmission fit with the second cam shaft sleeve;
the axial one end of outer lane of first freewheel clutch is with middle driving gear transmission cooperation, other end fixed connection in transmission cover, and during the use, the power take off end of main shaft passes and the normal running fit supports in the derailleur box.
10. The planetary output mechanical double overrunning clutch adaptive automatic transmission main shaft assembly according to claim 7, wherein: when the transmission is used, the outer circle of the shaft sleeve of the second overrunning clutch is supported on the transmission box body in a rotating fit mode through the first rolling bearing; the second cam shaft sleeve is supported on a transmission box body in a rotating fit mode through a second rolling bearing, the second rolling bearing is located between the reverse gear driven gear and the middle driving gear, the middle driving gear axially extends to form a shaft neck, the shaft neck is further supported on the box body in a rotating fit mode through a fifth rolling bearing, and the middle driving gear is in rotating fit with the second rolling bearing through a first plane bearing; the inner circle of the transmission sleeve is supported on the main shaft in a rotating fit manner through a fourth rolling bearing; the power output shaft is integrally formed with a transmission wheel disc, the planet carrier is fixedly connected with the transmission wheel disc in the circumferential direction, the transmission wheel disc is axially sunken to form a shaft seat, and a main shaft coaxially penetrates through the sun gear in a transmission fit mode and is supported on the shaft seat in a rotating fit mode.
CN201910314879.XA 2019-04-18 2019-04-18 Mechanical double-overrunning clutch self-adaptive automatic speed change main shaft assembly for planetary system output Expired - Fee Related CN110017370B (en)

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