CN110185790B - Double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed-changing electric drive system - Google Patents

Double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed-changing electric drive system Download PDF

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Publication number
CN110185790B
CN110185790B CN201910304249.4A CN201910304249A CN110185790B CN 110185790 B CN110185790 B CN 110185790B CN 201910304249 A CN201910304249 A CN 201910304249A CN 110185790 B CN110185790 B CN 110185790B
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China
Prior art keywords
gear
transmission
speed
shaft
driving
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CN201910304249.4A
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Chinese (zh)
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CN110185790A (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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Priority to CN201910304249.4A priority Critical patent/CN110185790B/en
Publication of CN110185790A publication Critical patent/CN110185790A/en
Priority to PCT/CN2020/084069 priority patent/WO2020211696A1/en
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Publication of CN110185790B publication Critical patent/CN110185790B/en
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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 double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed changing electric drive system, which comprises a main shaft and a speed changing system on the main shaft, wherein the speed changing system comprises a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed changing assembly; 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 mechanical self-adaptive automatic transmission has the advantages that the reasonable matching of the two overrunning clutches is utilized, the transmission ratio of the reverse gear structure and the low-speed gear mechanism is reasonably set, the overall structure is simple and compact, the reverse gear transmission, the low-speed gear transmission and the high-speed gear transmission share a transmission route, the interference is avoided, 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, and the mechanical self-adaptive automatic transmission is not only suitable for the field of electric vehicles, but also suitable for.

Description

Double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed-changing electric drive system
Technical Field
The invention relates to a motor vehicle transmission, in particular to a double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed changing electric drive system.
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 transmission 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 transmission mechanism with strong adaptability is added to the cam self-adaptive automatic speed change device, the device can not only self-adaptively change gears and change speed 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 high-efficiency roads can run forward and reversely under complex conditions under the working condition of bidirectional driving, and the device is simple and compact in arrangement, 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 double overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed changing electric drive system, and a reverse gear transmission mechanism with strong adaptability is added, the device not only can self-adaptively change gears and change speed automatically under the condition of not cutting off driving force along with the change of driving resistance, but also can solve the problem of high efficiency road forward and reverse driving under complex conditions under the condition of bidirectional driving, and the device is simple and compact in arrangement, smoothly and naturally matched with a cam self-adaptive automatic speed changing mechanism, so that the manufacturing cost is reduced, and the stability of transmission is ensured.
The invention relates to a double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed-changing electric drive system,
the transmission comprises a main shaft, a speed change system on the main shaft and a power output shaft sleeve which is sleeved outside the main shaft in a rotating fit manner, wherein the speed change system comprises a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed change assembly;
the self-adaptive speed change assembly comprises a driving friction piece, a driven 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;
the driven friction piece is arranged on the main shaft in an axially slidable circumferential transmission mode, the 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 outputs power to the power output shaft sleeve through the axial cam pair, and when the power is output by the axial cam pair, axial component force opposite to the pretightening force of the speed-changing elastic element is applied to the annular body axial outer taper sleeve; the driving power is input to the active friction piece through a first overrunning clutch;
the driving power is also input into the auxiliary shaft;
the low-speed transmission mechanism comprises a second overrunning clutch, and the auxiliary shaft transmits low-speed power to the main shaft through the second overrunning clutch and transmits the low-speed power to the driven friction piece through the main shaft;
the reverse gear transmission mechanism can transmit reverse gear power to the main shaft and the main shaft transmits the reverse gear power to the driven friction piece or disconnects 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 power output assembly comprises a differential, and the power output shaft sleeve outputs power to the differential.
Further, the driving motor comprises a stator and a rotor, the rotor is of a hollow rotor structure, and the driven friction piece, the driving friction piece and the variable speed elastic element are positioned in the hollow rotor structure; the hollow rotor structure is provided with a front supporting part and a rear supporting part, the front supporting part is connected and supported on the outer ring of the first overrunning clutch in a transmission matching mode, the rear supporting part is supported on the box body in a rotating matching mode, and the hollow middle part of the hollow rotor structure is supported on the transmission main shaft in a rotating matching mode.
Furthermore, the axial cam pair is formed by matching a cam shaft sleeve with an end face cam and an end face cam arranged on an axial outer cone sleeve of the annular body, the cam shaft sleeve is sleeved outside the main shaft in a rotating matching mode, and the power output shaft sleeve is in transmission matching with the cam shaft sleeve or is integrally formed with the cam shaft sleeve and is provided with a power output part for outputting power to the differential mechanism.
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 manner that the electromagnetic gear shifting mechanism can be jointed or separated, and the electromagnetic gear shifting mechanism is simultaneously used for switching the driving motor to rotate forwards and reversely; 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 also 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.
Furthermore, the cam shaft sleeve is in transmission fit with the power output shaft sleeve 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 power output shaft in a rotating fit mode, a middle driving gear is sleeved on the auxiliary shaft, and a middle driven gear in transmission fit with the middle driving gear is arranged on the auxiliary shaft in a transmission fit mode.
Further, the power output part is a power output gear integrally formed with a power output shaft sleeve, and a first radial bearing used for being supported on the transmission box body in a rotating fit manner is arranged on the outer circle of the power output shaft sleeve and 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; the outer circle of the main shaft is provided with a fifth radial bearing which is used for being supported on the inner circle of the hollow rotor structure in a rotating fit mode; the rear supporting part of the hollow rotor structure is supported on the box body in a rotating fit mode through a sixth radial bearing; the power output assembly further comprises a power output speed reduction assembly, the power output speed reduction assembly comprises a first speed reduction gear meshed with the power output gear, a speed reduction shaft in transmission fit with the first speed reduction gear and a second speed reduction gear in transmission fit with the speed reduction shaft, and the second speed reduction gear is in meshing transmission with the power input gear of the differential mechanism.
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 mechanical shaft sleeve output self-adaptive automatic speed change electric drive system has all the advantages of the existing cam self-adaptive automatic speed change device, such as the capability of detecting a drive torque-rotating speed and a drive resistance-vehicle speed signal according to the drive resistance, so that the output power of a motor and the vehicle running condition are always in the best matching state, the balance control of the drive torque and the comprehensive drive resistance of the vehicle is realized, and the self-adaptive automatic gear change and speed change along with the change of the drive resistance are carried out under the condition of not cutting off the drive 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 transmission ratio of the reverse gear structure and the low-speed gear mechanism is reasonably set 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, and the mechanical self-adaptive automatic transmission is not only suitable for the field of electric vehicles, but also suitable.
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 transverse cross-sectional view of the drive motor;
FIG. 3 is a schematic diagram of an electromagnetic shift configuration;
FIG. 4 is a cross-sectional view of the electromagnetic shift structure;
FIG. 5 is a schematic view of the present invention employing a clutch plate structure;
FIG. 6 is an enlarged view of the clutch plate structure of FIG. 5.
Detailed Description
Fig. 1 is a schematic axial section structure, fig. 2 is a transverse section view of a driving motor, fig. 3 is a schematic electromagnetic shift structure, and fig. 4 is a sectional view of the electromagnetic shift structure, as shown in the figure: the invention relates to a double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed-changing electric drive system, which comprises a box body, a drive motor and a speed changer, wherein the speed changer comprises a main shaft 1, a speed-changing system on the main shaft 1 and a power output shaft sleeve which is sleeved outside the main shaft in a rotating fit manner, and the speed-changing system comprises a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed-changing assembly;
the adaptive transmission assembly comprises a driving friction piece, a driven friction piece and a transmission elastic element 19; the driving friction piece and the driven friction piece form a friction transmission pair in a way that friction surfaces are mutually matched;
in this embodiment, the driving friction member is a torus axial inner taper sleeve 18, and the driven friction member is a torus axial outer taper sleeve 2;
the inner conical sleeve 18 in the axial direction of the torus and the outer conical sleeve 2 in the axial direction of the torus form a friction transmission pair in a way that friction surfaces are matched with each other, the outer conical sleeve in the axial direction of the torus is arranged on the main shaft in a way that the outer conical sleeve in the axial direction of the torus can axially slide and transmit in the circumferential direction, as shown in the figure, the inner conical sleeve 18 in the axial direction of the torus is provided with an inner axial conical surface and externally sleeved on the outer conical sleeve 2 in the axial direction of the torus, the outer conical sleeve 2 in the axial direction of the torus is provided with an outer axial conical surface matched with the inner axial conical surface of the inner conical sleeve 18; 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. 5 and fig. 6, as shown in fig. 5, the driving friction member 18 'is integrally formed or transmission-matched with the inner ring of the first overrunning clutch, and the driving friction member 18' is provided with a driving friction plate set 18a ', the driven friction member 2' is provided with a driven friction plate set 2a 'matched with the driving friction plate 18 a', the matching structure is similar to that of the existing friction plate clutch, but the friction plates of the structure can be detachably arranged, and can be increased or decreased according to the needs of the whole structure, so as to ensure the axial dimension;
the variable-speed elastic element 19 applies a pre-tightening force for enabling the annular body axial outer taper sleeve and the annular body axial inner taper sleeve to be in fit transmission, the annular body axial outer taper sleeve outputs power to the power output shaft sleeve 30 through the axial cam pair, and when the axial cam pair outputs the power, an axial component force opposite to the pre-tightening force of the variable-speed elastic element is applied to the annular body axial outer taper sleeve; the axial cam pair is an axial cam (including an end cam or a spiral cam) which is matched with each other, when the annular body axial outer taper sleeve rotates, the axial cam by-product 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 annular body axial outer taper sleeve 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 the annular body axial inner taper sleeve through a first overrunning clutch 4, and the driving power can be realized through reasonable mechanical layout, and the description is omitted.
A countershaft 12 is further included, and the driving power is further input into the countershaft 12;
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 transmits the low-speed gear power to the annular body axial outer taper sleeve 2 through the main shaft, and the main shaft 1 is in transmission fit with the annular body axial outer taper sleeve 2;
the reverse gear transmission mechanism can transmit reverse gear power to the main shaft 1 and transmit the reverse gear power from the main shaft 1 to the annular body axial outer taper sleeve 2 or disconnect the reverse gear power; the reverse gear transmission mechanism can be disconnected from the transmission of the main shaft 1 and 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 second overrunning clutch 6 overruns the inner ring 6a (the rotating direction is the same as the reverse gear) and the rotating speed is slower than the outer ring 6b (both the low speed gear and the reverse gear are input by the auxiliary shaft), so that the overrunning is formed, the reverse gear transmission mechanism smoothly drives, and otherwise, the reverse gear transmission mechanism is locked.
The low-speed transmission mechanism and the reverse transmission mechanism have different transmission directions, so the axial cam pair is preferably of a cam structure with bidirectional output;
the power output assembly comprises a differential 31, and the power output shaft sleeve 30 outputs power to the differential 31 through an axial cam pair; the mode of outputting to the differential 31 can adopt a general mechanical transmission structure, and can transmit power through a series of mechanical transmission pairs in a long distance to form a front-drive and rear-drive structure, and the like, and can also directly transmit power for front drive or rear drive, which is not described herein again.
In this embodiment, the driving motor includes a stator 32 and a rotor 33, the rotor 33 is a hollow rotor structure, and the torus axial outer taper sleeve 2, the torus axial inner taper sleeve 18 and the variable speed elastic element 19 are located in the hollow rotor structure; the hollow rotor structure is provided with a front supporting part and a rear supporting part, the front supporting part is connected and supported on the outer ring of the first overrunning clutch in a transmission matching mode, the rear supporting part is supported on the box body in a rotating matching mode, and the hollow middle part of the hollow rotor structure is supported on the main shaft of the transmission in a rotating matching mode; the rotor of the motor is arranged into a hollow structure and is used for mounting partial components of the transmission, so that the structure of the motor and the structure of the transmission are deeply optimized, partial or all accommodation and high integration are formed, the cooperation is smooth and natural, no operation interference occurs, and the high-efficiency work of the motor under all working conditions and comprehensive road conditions is ensured; meanwhile, the structure that the whole rotor load is supported by the transmission box body and the main shaft is adopted, and the additional bending moment generated by the torque is transmitted to the box body, so that larger torque can be transmitted without bending deformation, the size of a component under the condition of the same bearing capacity can be greatly reduced, and the structure is suitable for the hollow structure of the motor rotor; the large torque, high rotating speed and light weight indexes are realized, and the transmission has better stability and low noise in a high-speed state; the structure ensures the compactness of the integral structure of the transmission, is beneficial to realizing the lightweight arrangement of the whole transmission, and creates conditions for the use of a high-speed motor; as shown in the drawings, in this embodiment, the rotor hollow structure is an axially through hollow structure.
In the embodiment, the driving power is input by a driving transition sleeve 3, the driving transition sleeve 3 is in transmission connection with an outer ring 4b of a first overrunning clutch 4, and an inner ring 4a of the first overrunning clutch 4 is in transmission connection with an axial inner taper sleeve of a torus; the driving transition sleeve also inputs power into the auxiliary shaft through the outer ring of the first overrunning clutch.
In this embodiment, the axial cam pair is formed by matching a cam shaft sleeve 22 with an end cam and an end cam of an annular body axial outer taper sleeve 2, the cam shaft sleeve 22 is rotationally matched and sleeved on the main shaft, the annular body axial outer taper sleeve 2 is in transmission fit and can slide axially and sleeved on the main shaft 1, the power output shaft sleeve 30 is in transmission fit with the cam shaft sleeve 22 or is formed integrally and is provided with a power output part 11 for outputting power; as shown in the figure, the inner ring 4a of the first overrunning clutch 4 is rotatably fitted and sleeved on the cam shaft sleeve 22, the cam shaft sleeve 22 is provided with a power output element 11 for outputting power in a transmission fit manner, the power output element 11 for outputting power in this embodiment is a power output gear, the power output gear is output to the differential 31 through a speed reduction assembly, the speed reduction assembly includes a first speed reduction gear 34 in speed reduction engagement with the power output gear, a speed reduction shaft in transmission fit with the first speed reduction gear, and a second speed reduction gear 35 in transmission fit with the speed reduction shaft, the second speed reduction gear is in transmission fit engagement with the power input gear of the differential 31, and the speed reduction shaft is supported in a transmission fit manner on the case body, which is not described herein again.
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 the driving motor to rotate forward and reverse, and in the process of switching the electromagnetic shift mechanism to reverse, a signal is directly sent to the motor control system to control the motor to rotate reversely, so as to realize reverse; the method can be realized by adopting a common signal acquisition mechanism or a switch.
In this embodiment, the electromagnetic shift mechanism includes two electromagnetic shift devices 101 and 102, an active swing arm 104, a shift rotating shaft 105 and a shift fork 106, where the two electromagnetic shift devices are respectively arranged on two sides of the active swing arm 104 for driving the active swing arm 104 to swing around an axis of the shift rotating shaft 105 and driving the shift rotating shaft to rotate around the axis, the shift rotating shaft 105 drives the shift fork to swing around the axis and drives the clutch (synchronizer) 17 to complete shifting, shifting of the clutch (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 a power end of an active swing arm 104, and a positioning base 103c which is arranged on the box body, and the power end of the active swing arm 104 refers to one end of the electromagnetic gear shifter 101, 102 which is acted to swing; as shown in the figure, the power end of the driving swing arm 104 is provided with a marble seat 103a, a columnar spring 103d is arranged in the marble seat, and the columnar spring 103d acts on the positioning marble 103b to enable the positioning marble to have an outward pretightening force; the positioning base 103c is provided with a positioning pit correspondingly matched with the positioning marble 103b, the positioning marble slides on the surface of the positioning base in the swinging process, and the positioning marble enters the pit under the action of a 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 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 annular body axially outer taper sleeve, and the other end of the speed-changing disc spring abuts against the pre-tightening force adjusting assembly, as shown in the figure, 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 annular body axially outer taper sleeve 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 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 this embodiment, the camshaft sleeve 22 is in transmission fit with the power output shaft sleeve 30 through a second axial cam pair, as shown in the figure, the camshaft sleeve 22 is in transmission fit with the power output shaft sleeve 30 of the main shaft through rotation to output power to the power output member 11, and the camshaft sleeve 22 is in transmission fit with the power output shaft sleeve 30 through the second axial cam pair to form a double-cam transmission structure, which is beneficial to stable transmission and is beneficial to locking a variable speed disc spring during low-speed transmission to avoid jerking;
the transmission sleeve 5 is in transmission fit with the outer ring of the first overrunning clutch and is sleeved outside the power output shaft in a rotating fit manner, a middle driving gear 15 is sleeved on the power output shaft, the transmission sleeve 5 is fixedly connected with the outer ring of the first overrunning clutch, the right shaft neck formed at the first end of the middle driving gear 15 is sleeved outside the transmission sleeve 5 in a tight fit manner (generally in interference fit or transition fit manner) to form 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 forms transmission fit with an external spline of the right shaft neck formed at the first end of the middle driving gear 15 through an internal spline, and simultaneously is supported on the excircle; 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 with the power output shaft sleeve 30 (or is in transmission fit with the power output shaft sleeve 30 after forming a shaft neck), and the outer circle of the power output shaft sleeve 30 is provided with a first radial bearing 23 which is 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 28 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 supported on the inner circle of the driving motor rotor in a rotating fit manner, 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; the rear supporting part of the hollow rotor structure is supported on the box body in a rotating fit mode through a sixth radial bearing 24; the power output assembly also comprises a power output speed reducing assembly, the power output speed reducing assembly comprises a first speed reducing gear meshed with the power output gear, a speed reducing shaft in transmission fit with the first speed reducing gear and a second speed reducing gear in transmission fit with the speed reducing shaft, and the second speed reducing gear is in meshing transmission with the power input gear of the differential; as shown in the figure, the bearing seat 33a protruding inward along the radial direction on the inner wall of the rotor hollow is supported on the main shaft through the fifth radial bearing 25, the bearing seat 33a is formed by inward protruding plate-shaped protrusions arranged in parallel along the circumferential direction on the inner wall of the rotor hollow, the plate-shaped protrusions support the bearing and have the effect of radiating fins, heat generated by the motor rotor can be effectively radiated into the cavity, and meanwhile, the overall strength of the hollow rotor is increased.
In this embodiment, as shown in fig. 2 (refer to fig. 5, i.e., a cross-sectional view of the motor in fig. 5), the rotor includes a hollow aluminum alloy rotor support body 33d and a rotor main body 33e sleeved on the aluminum alloy rotor support body 33d, an outer circle of the aluminum alloy rotor support body has a radial cross-section of a polygonal star structure, and an inner circle of the rotor main body has a polygonal star structure matched with an outer circle of the aluminum alloy rotor support body; the aluminum alloy supporting body is adopted and the polygonal star structure is adopted for matching, so that the volume occupied by the aluminum alloy in the rotor is increased, the overall weight of the motor is reduced, the lightweight structural arrangement of the motor is realized, and the structural cost is reduced; the polygonal star structure also ensures the matching strength in the circumferential direction between the supporting body and the main body, can greatly improve the rotating speed (same component size) under large torque, and realizes large torque, high rotating speed and lightweight index.
In this embodiment, a magnetic steel 33c of the motor is arranged in the rotor main body 33e, and the arrangement mode of the magnetic steel 33c is adapted to the polygon structure; the matching structure can also be understood as a matching mode (multi-angle star) of the rotor support and the rotor main body adapts to the arrangement mode of the magnetic steel, the matching structure adapts to the magnetic line environment of the magnetic steel as far as possible, structural conditions are created for saving electric energy, and energy conservation and consumption reduction are facilitated.
In the embodiment, the inner walls of the cavities of the rotors are parallel to form the stiffening ribs 33b along the longitudinal direction along the circumferential direction, and the stiffening ribs can effectively increase the strength of the body of the rotor and are further suitable for the light weight structure of the hollow rotor; in this embodiment, the stiffening ribs 33b are disposed on the aluminum alloy rotor support body 33d, so as to meet the requirements of the aluminum alloy material for the structure, ensure the strength of the support itself, and ensure that the lightweight structure has sufficient support and transmission strength.
In the structure, the cam shaft sleeve 22 and the power output shaft sleeve 30 are sleeved outside the main shaft 1 to form a transmission and mutual supporting 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) 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 positions corresponding to the drawings, are irrelevant to the actual use state, and the positions of the real objects and the drawings need to be consistent during comparison; the auxiliary shaft and the reduction shaft of the invention are supported on the box body through respective bearings, and are not described in detail herein.
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 → the annular body axial inner taper sleeve 18 → the annular body axial outer taper sleeve 2 → the axial cam pair → the cam sleeve 22 (the second axial cam pair and the second circumferential cam sleeve) → the power output part 11 of the transmission shaft outputs power;
at this time, the second overrunning clutch overruns, and the resistance transmission route is as follows: the power output part 11 → the cam shaft sleeve 22 → the axial cam pair → the annular body axial outer taper sleeve 2 → the speed changing disc spring; the power output part 11 applies axial force to the annular body axial outer taper sleeve 2 through the axial cam pair and compresses the speed change disc spring, when the driving resistance is increased to a certain degree, the axial force overcomes the speed change disc spring to separate the annular body axial inner taper sleeve 18 from the annular body axial outer taper sleeve 2, and power is transmitted through the following routes, namely a low-speed gear power transmission route:
power → the outer ring 18 of the first overrunning clutch → the auxiliary shaft 12 → the low-speed gear driving gear → the outer ring 6b of the second overrunning clutch → the inner ring 6a of the second overrunning clutch → the main shaft 1 → the annular body axial outer taper sleeve 2 → the axial cam pair → the cam shaft sleeve 22 → the transmission shaft power output part 11 for outputting power.
The low-speed power transmission route also passes through the following routes: axial cam pair → torus axial outer taper sleeve 2 → compression speed change disc spring, prevent that the reciprocal compression of compression speed change disc spring appears in the low-speed gear transmission in-process to prevent that torus axial inner taper sleeve 18 and torus axial outer taper sleeve 2 from laminating when the low-speed gear transmission.
The transmission route shows that when the clutch is in operation, the annular body axial inner taper sleeve 18 and the annular body axial outer taper sleeve 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, power drives the annular body axial inner taper sleeve 18, the annular body axial outer taper sleeve 2 and the cam shaft sleeve 22 to enable the cam shaft sleeve 22 to 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 annular body axially compresses the speed-changing disc spring by the axially outer conical sleeve 2 under the action of the axial cam pair; the annular body axial outer taper sleeve 2 and the annular body axial inner taper sleeve 18 are separated and synchronous, the second overrunning clutch is engaged, and the output power rotates at a low-speed 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 less 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 rapidly released and pushed, the annular body axial outer taper sleeve 2 and the annular body axial inner taper sleeve 18 are restored to the close fitting state, 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 first overrunning clutch outer ring 4b → the auxiliary shaft 12 → the reverse gear driving gear 9 → the reverse gear driven gear 8 → the main shaft 1 → the torus axial outer taper sleeve 2 → the axial cam pair → the cam sleeve 22 → the transmission shaft power output part 11 outputs reverse gear 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. The utility model provides a two freewheel separation and reunion mechanical type axle sleeve output self-adaptation automatic speed changing electric drive system which characterized in that: the transmission comprises a main shaft, a speed change system on the main shaft and a power output shaft sleeve which is sleeved outside the main shaft in a rotating fit manner, wherein the speed change system comprises a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a self-adaptive speed change assembly;
the self-adaptive speed change assembly comprises a driving friction piece, a driven 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;
the driven friction piece is arranged on the main shaft in an axially slidable circumferential transmission mode, the 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 outputs power to the power output shaft sleeve through the axial cam pair, and when the power is output by the 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 driving power is input to the active friction piece through a first overrunning clutch;
the driving power is also input into the auxiliary shaft;
the low-speed transmission mechanism comprises a second overrunning clutch, and the auxiliary shaft transmits low-speed power to the main shaft through the second overrunning clutch and transmits the low-speed power to the driven friction piece through the main shaft;
the reverse gear transmission mechanism can transmit reverse gear power to the main shaft and the main shaft transmits the reverse gear power to the driven friction piece or disconnects 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 power output assembly comprises a differential, and the power output shaft sleeve outputs power to the differential.
2. The dual overrunning clutch mechanical sleeve output adaptive automatic transmission electric drive system of claim 1, wherein: the driving motor comprises a stator and a rotor, the rotor is of a hollow rotor structure, and the driven friction piece, the driving friction piece and the variable speed elastic element are positioned in the hollow rotor structure; the hollow rotor structure is provided with a front supporting part and a rear supporting part, the front supporting part is connected and supported on the outer ring of the first overrunning clutch in a transmission matching mode, the rear supporting part is supported on the box body in a rotating matching mode, and the hollow middle part of the hollow rotor structure is supported on the transmission main shaft in a rotating matching mode.
3. The dual overrunning clutch mechanical sleeve output adaptive automatic transmission electric drive system of claim 1, wherein: the axial cam pair is formed by matching a cam shaft sleeve with an end face cam and the end face cam arranged on an axial outer cone sleeve of the annular body, the cam shaft sleeve is sleeved outside the main shaft in a rotating matching mode, and the power output shaft sleeve is in transmission matching with the cam shaft sleeve or is integrally formed and is provided with a power output part for outputting power to the differential mechanism.
4. The dual overrunning clutch mechanical sleeve output adaptive automatic transmission electric drive system of claim 3, wherein: 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.
5. The dual overrunning clutch mechanical sleeve output adaptive automatic transmission electric drive system according to claim 4, wherein: the reverse gear driving gear is arranged on the auxiliary shaft in a manner that the reverse gear driving gear can be jointed or separated through an electromagnetic gear shifting mechanism, and the electromagnetic gear shifting mechanism is simultaneously used for switching the forward and reverse rotation of the driving motor; 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 dual overrunning clutch mechanical sleeve output adaptive automatic transmission electric drive system of claim 1, wherein: 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 dual overrunning clutch mechanical sleeve output adaptive automatic transmission electric drive system according to claim 5, wherein:
the cam shaft sleeve is in transmission fit with the power output shaft sleeve 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 power output shaft in a rotating fit mode, a middle driving gear is sleeved on the auxiliary shaft, and a middle driven gear in transmission fit with the middle driving gear is arranged on the auxiliary shaft in a transmission fit mode.
8. The dual overrunning clutch mechanical sleeve output adaptive automatic transmission electric drive system of claim 7, wherein: the power output part is a power output gear integrally formed with a power output shaft sleeve, and a first radial bearing used for being supported on the transmission box body in a rotating fit manner is arranged on the outer circle of the power output shaft sleeve and 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; the outer circle of the main shaft is provided with a fifth radial bearing which is used for being supported on the inner circle of the hollow rotor structure in a rotating fit mode; the rear supporting part of the hollow rotor structure is supported on the box body in a rotating fit mode through a sixth radial bearing; the power output assembly further comprises a power output speed reduction assembly, the power output speed reduction assembly comprises a first speed reduction gear meshed with the power output gear, a speed reduction shaft in transmission fit with the first speed reduction gear and a second speed reduction gear in transmission fit with the speed reduction shaft, and the second speed reduction gear is in meshing transmission with the power input gear of the differential mechanism.
9. The dual overrunning clutch mechanical sleeve output adaptive automatic transmission electric drive system of claim 8, wherein: 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 dual overrunning clutch mechanical sleeve output adaptive automatic transmission electric drive system of 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.
CN201910304249.4A 2019-04-16 2019-04-16 Double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed-changing electric drive system Expired - Fee Related CN110185790B (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201910304249.4A CN110185790B (en) 2019-04-16 2019-04-16 Double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed-changing electric drive system
PCT/CN2020/084069 WO2020211696A1 (en) 2019-04-16 2020-04-09 Dual-overrunning clutch shaft sleeve output adaptive automatic transmission main shaft assembly, gearbox, and drive system

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Application Number Priority Date Filing Date Title
CN201910304249.4A CN110185790B (en) 2019-04-16 2019-04-16 Double-overrunning clutch mechanical shaft sleeve output self-adaptive automatic speed-changing electric drive system

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CN110185790A CN110185790A (en) 2019-08-30
CN110185790B true CN110185790B (en) 2021-02-02

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