CN110985627B - Mechanical double-overrunning self-adaptive automatic transmission adopting multi-row floating overrunning clutch - Google Patents
Mechanical double-overrunning self-adaptive automatic transmission adopting multi-row floating overrunning clutch Download PDFInfo
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- CN110985627B CN110985627B CN201911226573.5A CN201911226573A CN110985627B CN 110985627 B CN110985627 B CN 110985627B CN 201911226573 A CN201911226573 A CN 201911226573A CN 110985627 B CN110985627 B CN 110985627B
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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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/12—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types
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Abstract
The invention discloses a mechanical double-overrunning self-adaptive automatic transmission adopting multi-row floating overrunning clutches, which comprises a power input mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a main shaft for outputting power. By adopting the technical scheme, the second overrunning clutch breaks through the bearing limit of the traditional overrunning clutch, the length of the inner core wheel and the rolling body is short, the stress is uniform, the reliability is high in the using process, the situation that the rolling body is broken is difficult to occur, and the heavy-load overrunning clutch which is extremely high in reliability and can bear an ultra-large load can be manufactured at low production cost. Through the improvement of the second overrunning clutch, the self-adaptive automatic speed changing device can bear super load, the reliability is improved, and the manufacturing cost is reduced.
Description
Technical Field
The invention relates to the technical field of mechanical transmissions, in particular to a mechanical double-overrunning self-adaptive automatic transmission adopting multi-row floating overrunning clutches.
Background
The existing electric vehicle is controlled according to experience completely by a driver under the condition that the driving resistance cannot be accurately known due to the limitation of a transmission structure of the existing electric vehicle in the driving process, so that the condition that the working state of a motor is not matched with the actual driving condition of the vehicle often inevitably occurs, and the motor is locked. Especially, when the vehicle is in low-speed heavy-load conditions such as starting, climbing, headwind and the like, the motor usually needs to work under the conditions of low efficiency, low rotating speed and high torque, the motor is easy to be damaged accidentally, the maintenance and replacement cost is increased, and meanwhile, the endurance mileage of the battery can be directly influenced. For vehicle types with high economic requirements, such as electric logistics vehicles, the traditional variable speed transmission structure obviously cannot well meet the use requirements.
In order to solve the problems, the inventor designs a series of cam self-adaptive automatic speed changing devices, drives the cam by using the driving resistance, achieves the purposes of automatically shifting gears and adaptively matching the vehicle speed to output torque according to the driving resistance, and has better application effect.
However, the traditional roller overrunning clutch has limited load bearing capacity, the load capacity can be increased only by increasing the sizes of the outer ring, the inner core wheel and the rolling body, but the inner core wheel and the rolling body cannot be infinitely extended, especially the thinnest roller, if the roller is too long, the problem of uneven stress is easy to occur, the roller is likely to break, the machining precision is difficult to guarantee, the condition of poor meshing is easy to occur, the production difficulty is huge, the yield is low, meanwhile, the requirement on materials is extremely high, and the production cost is high. Therefore, the existing self-adaptive automatic speed changing device can not bear overlarge load, the manufacturing cost is high, and the reliability is insufficient.
Disclosure of Invention
The invention provides a mechanical double-overrunning self-adaptive automatic transmission adopting a plurality of rows of floating overrunning clutches, which aims to solve the technical problem that the existing self-adaptive automatic transmission cannot bear overlarge load due to the limitation of the overrunning clutches.
The technical scheme is as follows:
the utility model provides an adopt two freewheel self-adaptation automatic gearbox of mechanical type of multirow freewheel clutch that floats which lies in, includes: the power output device comprises a power input mechanism, a high-speed transmission mechanism, a low-speed transmission mechanism and a main shaft for outputting power;
the high-speed gear transmission mechanism comprises a friction clutch and an elastic element group for applying pretightening force to the friction clutch, the friction clutch comprises a driving friction piece and a driven friction piece, the power input mechanism transmits power to the driving friction piece through a first overrunning clutch, and the driven friction piece is sleeved on the main shaft and forms a spiral transmission pair with the main shaft so as to enable the driven friction piece to axially slide along the main shaft;
the low-speed gear transmission mechanism comprises a second overrunning clutch, a countershaft transmission assembly and an inner core wheel cam sleeve which can be rotatably sleeved on the main shaft, the second overrunning clutch comprises a second outer ring and at least two second inner core wheels which are sleeved on the same inner core wheel cam sleeve side by side, outer teeth arranged on the periphery of each second inner core wheel are aligned one by one, second rolling bodies are respectively arranged between the second outer ring and each second inner core wheel, the rolling bodies on the periphery of the adjacent second inner core wheels are aligned one by one, the power input mechanism transmits power to the second outer ring through the countershaft transmission assembly, and the inner core wheel cam sleeve can transmit power to the main shaft through a driven friction piece.
Under the common cooperation of the first overrunning clutch, the friction clutch and the second overrunning clutch, when the load borne by the main shaft is not large, the power input mechanism transmits power to the main shaft through the first overrunning clutch, the active friction piece and the passive friction piece in sequence, the full-mechanical self-adaptive automatic transmission can efficiently transmit power, and the motor is in a high-rotating-speed and high-efficiency working state and has low energy consumption; when the pure electric vehicle is in low-speed and heavy-load conditions such as starting, climbing and headwind, the rotating speed of the main shaft is smaller than that of the driven friction piece, the driven friction piece is axially displaced along the main shaft, the driven friction piece is separated from the driven friction piece, the friction clutch is disconnected and enters a low gear, and the power input mechanism transmits power to the main shaft through the auxiliary shaft transmission assembly, the second overrunning clutch, the inner core wheel cam sleeve and the driven friction piece in sequence.
By adopting the structure, the second overrunning clutch is of a multi-row floating type overrunning clutch structure, the number of the inner core wheels and the corresponding rolling bodies can be freely selected according to actual needs, even infinitely increased, the load bearing capacity of the overrunning clutch is improved in multiples, and the bearing limit of the traditional overrunning clutch is broken through; because the length of inner core wheel and rolling element is shorter, the atress is even, and the reliability is high in the use, is difficult to the condition that the rolling element fracture takes place, simultaneously, to the precision requirement of production and processing low, easily make, the assembly is simple, and the material requirement is low, ordinary bearing steel can, low in manufacturing cost relatively to can produce the heavy load freewheel clutch that the reliability is high, can bear super large load with lower manufacturing cost. Through the improvement of the second overrunning clutch, the self-adaptive automatic speed changing device can bear super load, the reliability is improved, and the manufacturing cost is reduced.
Preferably, the method comprises the following steps: the inner core wheels which are arranged side by side are sleeved on the same inner core wheel cam sleeve, the inner core wheel cam sleeve is made of high-strength anti-torsion materials, and the inner core wheels are made of compression-resistant wear-resistant materials. By adopting the structure, the torsion resistance of the cam sleeve of the inner core wheel is high, the reliability and the stability of transmission can be ensured, the wear resistance and the pressure resistance of the inner core wheel are high, the wear speed can be delayed, and the reliable matching of the inner core wheel and the rolling body can be ensured, so that the cam sleeve of the inner core wheel and the inner core wheel are made of two different materials, the material characteristics can be fully utilized, the production cost is effectively saved, the service life of the overrunning clutch is greatly prolonged, and the performance of the overrunning clutch is improved.
Preferably, the method comprises the following steps: the cam sleeve of the inner core wheel is made of alloy steel, and the inner core wheel is made of bearing steel or alloy steel or hard alloy. By adopting the structure, the selection can be freely carried out according to specific requirements, and the adaptability is strong.
Preferably, the method comprises the following steps: the rolling bodies distributed along the periphery of each inner core wheel are composed of thick rolling bodies and thin rolling bodies which are alternately arranged, two opposite retainers are arranged on the peripheral surface of each inner core wheel, a circle of annular groove is formed in the inner wall of each retainer, and two ends of each thin rolling body are respectively inserted into the corresponding annular grooves in a sliding manner. By adopting the structure, the thick rolling bodies have a meshing effect, and the thin rolling bodies have a sequencing effect, so that each thin rolling body can realize follow-up, the reliability of the overrunning clutch is improved, and the service life is prolonged; meanwhile, the thick rolling bodies and the thin rolling bodies around each inner core wheel are independent of each other, follow up with each other, do not interfere with each other, are self-adaptive, and further improve the overall reliability.
Preferably, the method comprises the following steps: the outer tooth includes the top arc section and is located the short limit section and the long limit section of top arc section both sides respectively, the short limit section is inside sunken arc structure, the long limit section is outside convex arc structure, the camber of short limit section is less than the camber of long limit section. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Preferably, the method comprises the following steps: the outer wall of the inner core wheel cam sleeve is in spline fit with the inner wall of each inner core wheel, and the number of the inner spline teeth of each inner core wheel is twice that of the outer teeth. Structure more than adopting, the power transmission can be realized reliably in the spline cooperation, and the number of teeth twice is convenient for install and debug to solve the asynchronous problem of each interior core wheel.
Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises a first-stage driving gear movably sleeved on the inner core wheel cam sleeve, an intermediate shaft parallel to the main shaft, and a first-stage driven gear and a second-stage driving gear fixedly sleeved on the intermediate shaft, the first-stage driving gear can synchronously rotate under the driving of the power input mechanism and is meshed with the first-stage driven gear, and second-stage driven teeth meshed with the second-stage driving gear are arranged on the outer peripheral surface of the second outer ring. With the above structure, the power can be stably and reliably transmitted at a reduced speed, and the transmission efficiency is high.
Preferably, the method comprises the following steps: the driven friction piece comprises an inner friction cone sleeve and a friction piece cam sleeve fixed at one end of the inner friction cone sleeve close to the inner core wheel cam sleeve, the driven friction piece comprises an outer friction cone sleeve sleeved outside the inner friction cone sleeve and a power input sleeve sleeved outside the friction piece cam sleeve, the inner conical surface of the outer friction cone sleeve is in friction fit with the outer conical surface of the inner friction cone sleeve, the first overrunning clutch can transmit power to the power input sleeve, the cam profile of one end of the friction piece cam sleeve close to the inner core wheel cam sleeve is matched with the cam profile of one end of the inner core wheel cam sleeve, an end face cam pair transmission pair is formed, the inner hole wall of the inner friction cone sleeve and the outer peripheral surface of the main shaft form a spiral transmission pair, and the elastic element group applies pretightening force to one end of the inner friction cone sleeve, far away from the friction piece cam sleeve. By adopting the structure, when the transmission is performed at a low gear, the elastic element group can be compressed by using the end face cam pair transmission pair of the inner core wheel cam sleeve and the friction piece cam sleeve, so that the friction clutch is in a separation state, and the slow gear transmission is performed.
Preferably, the method comprises the following steps: the end face of the friction inner cone sleeve, which is close to one end face of the elastic element group, is distributed with a plurality of concentric annular roller paths, an end face bearing is arranged between the friction inner cone sleeve and the elastic element group, the end face bearing comprises a bearing supporting disk and a plurality of bearing balls supported between the bearing supporting disk and the friction inner cone sleeve, and each bearing ball can roll along the corresponding annular roller path. By adopting the structure, the end face of the friction inner taper sleeve close to one end of the elastic element group can be used as a supporting disc of the end face bearing, so that the manufacturing cost is saved, and the assembly space is saved.
Preferably, the method comprises the following steps: and a double-cam transmission sleeve is arranged between the inner core wheel cam sleeve and the friction piece cam sleeve, and the end surfaces of the two ends of the double-cam transmission sleeve are respectively in transmission fit with the corresponding end surfaces of the inner core wheel cam sleeve and the friction piece cam sleeve through end surface cam pairs. By adopting the structure, the return of the gears is delayed by the added double-cam transmission sleeve, and the gear shifting effect is better.
Compared with the prior art, the invention has the beneficial effects that:
according to the mechanical double-overrunning self-adaptive automatic transmission adopting the technical scheme, the second overrunning clutch breaks through the bearing limit of the traditional overrunning clutch, the length of the inner core wheel and the length of the rolling body are short, the stress is uniform, the reliability is high in the using process, the condition that the rolling body is difficult to break is avoided, and the heavy-load overrunning clutch which is high in reliability and can bear super-large load can be manufactured with low production cost. Through the improvement of the second overrunning clutch, the self-adaptive automatic speed changing device can bear super load, the reliability is improved, and the manufacturing cost is reduced.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the engagement of the second overrunning clutch with the inner core cam sleeve;
FIG. 3 is a cross-sectional view of the second overrunning clutch;
FIG. 4 is a schematic structural view of the cage;
FIG. 5 is a schematic structural view of the outer ring bracket;
FIG. 6 is a schematic illustration of a high gear transmission;
FIG. 7 is a schematic view of the structure of the active friction member;
fig. 8 is a structural schematic view of the driven friction member.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1, a mechanical double-overrunning self-adaptive automatic transmission adopting multiple rows of floating overrunning clutches comprises a power input mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a main shaft 1 for outputting power.
Referring to fig. 1 and 6, the power input mechanism includes a motor input flange 8, an input shaft transmission sleeve 9 and an input tooth support flange 10 which rotate synchronously, the first overrunning clutch 4 is arranged between the input shaft transmission sleeve 9 and the input tooth support flange 10 in a synchronous rotation mode, and the input tooth support flange 10 is used for transmitting power to the countershaft transmission assembly.
Specifically, the motor input flange 8 is fixedly sleeved on the motor shaft, so that the motor can drive the motor input flange 8 to rotate, and the input shaft transmission sleeve 9 and the input tooth support flange 10 are driven by the motor input flange 8 to synchronously rotate with the motor input flange.
Referring to fig. 1 and fig. 6 to 8, the high-speed gear transmission mechanism includes a friction clutch 2 and an elastic element set 3 for applying a pre-tightening force to the friction clutch 2, the friction clutch 2 includes a driving friction member 2a and a driven friction member 2b, the power input mechanism transmits power to the driving friction member 2a through a first overrunning clutch 4, and the driven friction member 2b is sleeved on the main shaft 1 and forms a screw transmission pair with the main shaft 1, so that the driven friction member 2b can slide axially along the main shaft 1.
Referring to fig. 6-8, the driven friction element 2b includes an inner friction cone 2b1 and a friction element cam sleeve 2b2 secured to an end of inner friction cone 2b1 adjacent inner cam sleeve 7. The friction inner taper sleeve 2b1 is of a taper cylinder structure, and the friction piece cam sleeve 2b2 is of a cylindrical structure. The driving friction piece 2a comprises a friction outer taper sleeve 2a1 sleeved outside the friction inner taper sleeve 2b1 and a power input sleeve 2a2 sleeved outside the friction piece cam sleeve 2b2, wherein the power input sleeve 2a2 is of a cylindrical structure, and the friction outer taper sleeve 2a1 is of a taper-tube structure. The inner conical surface of the friction outer conical sleeve 2a1 is in friction fit with the outer conical surface of the friction inner conical sleeve 2b1, and the first overrunning clutch 4 can transmit power to the power input sleeve 2a 2.
Referring to fig. 1 and 6, the ends of the friction piece cam sleeve 2b2 and the inner core wheel cam sleeve 7, which are close to each other, are respectively machined with cam profile structures, and an end face cam pair transmission pair is formed between the cam profile structures. Further, a double cam transmission sleeve 15 is arranged between the inner core wheel cam sleeve 7 and the friction piece cam sleeve 2b2, and cam profile structures which are matched with the cam profile structures on the end faces of the inner core wheel cam sleeve 7 and the friction piece cam sleeve 2b2 are respectively machined on the two end faces of the double cam transmission sleeve 15, so that the double cam transmission sleeve 15 is respectively in transmission fit with the corresponding end faces of the inner core wheel cam sleeve 7 and the friction piece cam sleeve 2b2 through an end face cam pair. The double-cam transmission sleeve 15 is additionally arranged, so that the gear shifting and the disengaging are facilitated.
The inner hole wall of the inner friction taper sleeve 2b1 and the outer peripheral surface of the main shaft 1 form a spiral transmission pair. Specifically, the screw transmission pair comprises an inner screw raceway 2b12 circumferentially distributed on the inner wall of the inner friction cone 2b1 and an outer screw raceway 1a circumferentially distributed on the outer wall of the main shaft 1, wherein a plurality of outwardly protruding balls 27 are embedded in each outer screw raceway 1a, and each ball 27 can roll in the corresponding inner screw raceway 2b12 and outer screw raceway 1a respectively. When the inner friction cone 2b1 rotates relative to the main shaft 1, it can move axially relative to the main shaft 1, so that the driven friction piece 2b is connected or disconnected with the driven friction piece 2a, i.e. the friction clutch 2 is in a connected or disconnected state.
Referring to fig. 1 and 8, the elastic element group 3 applies a pre-load force to an end of the inner friction cone 2b1 away from the cam sleeve 2b2 of the friction element. Specifically, a plurality of concentric annular raceways 2b11 are distributed on the end face of the inner friction cone 2b1 close to one end of the elastic element group 3, an end face bearing 21 is arranged between the inner friction cone 2b1 and the elastic element group 3, the end face bearing 21 comprises a bearing support plate 21b and a plurality of bearing balls 21a supported between the bearing support plate 21b and the inner friction cone 2b1, and each bearing ball 21a can roll along the corresponding annular raceway 2b 11. Through the structure, the end face of the friction inner taper sleeve 2b1 can be used as a bearing supporting disc on one side, so that the manufacturing cost is saved, and the assembly space is saved.
Referring to fig. 1 and 6, the power input mechanism can transmit power to the power input sleeve 2a2 through the first overrunning clutch 4, and specifically, the power input mechanism comprises a motor input flange 8, an input shaft transmission sleeve 9 and an input tooth support flange 10 which rotate synchronously. The first overrunning clutch 4 comprises a first outer ring 4c, a first inner core 4a and a plurality of first rolling elements 4b arranged between the first outer ring 4c and the first inner core 4 a. The first outer ring 4c is fixedly installed between the input shaft transmission sleeve 9 and the input tooth support flange 10, and specifically, the first outer ring 4c, the input shaft transmission sleeve 9 and the input tooth support flange 10 are fixed through a plurality of bolts. The first core wheel 4a is spline-fitted with the power input sleeve 2a 2.
Referring to fig. 6, the first rolling element 4b includes thick rollers and thin rollers alternately arranged around the first inner core wheel 4a along the circumferential direction, two opposite first holders 4d are respectively arranged on the outer circumferential surface of the first inner core wheel 4a, a circle of thin roller sliding grooves are respectively formed on the inner wall of each first holder 4d, and both ends of each thin roller are respectively slidably inserted into the corresponding thin roller sliding grooves. By adopting the structure, each thin roller can follow up, the stability and the reliability of the first overrunning clutch 4 are improved, and the service life is prolonged.
Referring to fig. 6, the elastic element group 3 can apply a pre-tightening force to the driven friction member 2b to keep the driving friction member 2a and the driven friction member 2b in a coupled state, i.e., the friction clutch 2 is kept in a coupled state. In this embodiment, the elastic element group 3 preferably adopts a disc spring, which is stable, reliable, low in cost, and capable of continuously applying an axial thrust to the end bearing 21.
Referring to fig. 1 and 6, a disc spring adjuster 22 and a round nut 23 for adjusting the preload of the elastic element group 3 are arranged on the main shaft 1, the disc spring adjuster 22 is axially movably mounted between the elastic element group 3 and the round nut 23, the round nut 23 is in threaded fit with the main shaft 1, that is, the main shaft 1 has a section of external thread 1b, the round nut 23 is in threaded fit with the section of external thread 1b, and by rotating the round nut 23, the elastic element group 3 can be pressed or released through the disc spring adjuster 22, so as to adjust the preload of the elastic element group 3 on the friction clutch 2.
Further, a main shaft end locking assembly 24 is arranged at one end, close to the motor input flange 8, of the main shaft 1, a gasket 25 is arranged in a gap between the main shaft end locking assembly 24 and the round nut 23, after the round nut 23 is rotated to enable the elastic element group 3 to apply a preset pretightening force to the friction clutch 2, a reliable support can be formed by only selecting the gasket 25 with a proper thickness, the pretightening force of the elastic element group 3 is convenient to adjust, in other words, the gasket 25 is arranged, the universality of the whole device is better, the pretightening force can be adjusted according to an actual application scene, only the gasket 25 with a corresponding thickness needs to be replaced, and other parts do not need to be replaced. The spindle end locking assembly 24 includes a half-moon key for positioning the washer 25, a ferrule for positioning the half-moon key, and a circlip for positioning the ferrule.
In this embodiment, a bearing collar 26 is provided between the motor input flange 8 and the input shaft transmission sleeve 9, and a deep groove ball bearing is provided between the bearing collar 26 and the disc spring adjuster 22 to reliably support the main shaft 1.
Referring to fig. 2 and 3, the low-speed transmission mechanism mainly includes an inner core wheel cam sleeve 7 and a second overrunning clutch 6, where the second overrunning clutch 6 includes a second outer ring 6a and at least two second inner core wheels 6c arranged between the inner core wheel cam sleeve 7 and the second outer ring 6a side by side, second rolling bodies are respectively arranged between the second outer ring 6a and each second inner core wheel 6c, it should be noted that outer teeth 6c1 on the periphery of each second inner core wheel 6c are directly opposite to each other, and rolling bodies on the periphery of adjacent second inner core wheels 6c are directly opposite to each other, so as to ensure synchronism of each second inner core wheel 6 c.
The inner core wheel cam sleeve 7 is made of a high-strength anti-torsion material, the inner core wheel 6c is made of a pressure-resistant wear-resistant material, specifically, the inner core wheel cam sleeve 7 is made of alloy steel, and the inner core wheel 6c is made of bearing steel or alloy steel or hard alloy. In this embodiment, the material of the inner core wheel cam sleeve 7 is preferably 20CrMnTi, and has strong torsion resistance, low cost and high cost performance, and the material of the inner core wheel 6c is preferably GCr15, and has good wear-resistant and pressure-resistant performance, low cost and high cost performance. The torsion resistance and the pressure resistance of the inner core wheel cam sleeve 7 are high, the reliability and the stability of transmission can be guaranteed, and the abrasion resistance and the pressure resistance of the inner core wheel 6c are high, so that the inner core wheel cam sleeve 7 and the inner core wheel 6c are made of two different materials, the production cost is effectively saved, and the service life of the multi-row floating combined type heavy-load overrunning clutch is greatly prolonged.
Referring to fig. 2 to 5, the rolling elements distributed along the outer periphery of each second core wheel 6c are composed of thick rolling elements 6d and thin rolling elements 6e which are alternately arranged, two opposite second retainers 6f are arranged on the outer peripheral surface of each second core wheel 6c, a ring of annular grooves 6f1 are formed on the inner wall of each second retainer 6f, and two ends of each thin rolling element 6e are slidably inserted into the corresponding annular grooves 6f 1. By adopting the structure, each thin rolling body 6e can follow up, the overall stability and reliability are improved, and the service life is prolonged.
The second outer ring 6a has input driven teeth 6b provided on the outer wall thereof in the circumferential direction. The outer wall of the inner core cam sleeve 7 is spline-fitted to the inner wall of each second inner core 6 c. With the above configuration, power transmission can be reliably performed.
The number of teeth of the internal splines of the second inner core wheel 6c is twice the number of teeth of the external teeth 6c 1. The installation and debugging are convenient, so that the problem that the inner rings are not synchronous is solved.
The external teeth 6c1 include top arc section 6c12 and short side section 6c11 and long side section 6c13 that are located top arc section 6c12 both sides respectively, short side section 6c11 is the arc structure of inside sunken, long side section 6c13 is the arc structure of outside protrusion, the camber of short side section 6c11 is less than the camber of long side section 6c 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Referring to fig. 1, the countershaft transmission assembly includes a first driving gear 11 movably sleeved on the inner sheave cam sleeve 7, an intermediate shaft 12 parallel to the main shaft 1, and a first driven gear 13 and a second driving gear 14 fixedly sleeved on the intermediate shaft 12, the first driving gear 11 can synchronously rotate under the driving of the power input mechanism and is meshed with the first driven gear 13, and a second driven gear 6b meshed with the second driving gear 14 is arranged on a second outer ring 6a of the second overrunning clutch 6.
In the present embodiment, the elastic element group 3 applies pressure via each end face bearing 21 to couple the driven friction member 2b and the driven friction member 2a of the friction clutch 2, and at this time, the friction clutch 2 is in a coupled state under the pressure of the elastic element group 3, and the power is in a high-speed power transmission path:
power → the motor input flange 8 → the input shaft transmission sleeve 9 → the first overrunning clutch 4 → the active friction member 2a → the driven friction member 2b → the main shaft 1 outputs power.
At this time, the first overrunning clutch 4 is not overrunning, the second overrunning clutch 6 is overrunning, and the elastic element group 3 is not compressed. Currently, the resistance transmission route: the main shaft 1 → the inner core wheel cam sleeve 7 → the double cam transmission sleeve 15 → the driven friction piece 2b → the end face bearing 21 → the elastic element group 3; when the resisting torque transmitted to the friction clutch 2 by the main shaft 1 is greater than or equal to the preset load limit of the friction clutch 2, the double-cam transmission sleeve 15 and the screw transmission pair jointly use the driven friction piece 2b to compress the elastic element group 3, so that the driven friction piece 2b and the driven friction piece 2a of the friction clutch 2 are separated, a gap is formed, and the power is transmitted through the following route instead, namely a low-speed power transmission route:
power → the motor input flange 8 → the input shaft transmission sleeve 9 → the input tooth support flange 10 → the primary driving gear 11 → the primary driven gear 13 → the intermediate shaft 12 → the secondary driving gear 14 → the second overrunning clutch 6 → the inner core cam sleeve 7 → the double cam transmission sleeve 15 → the driven friction member 2b → the main shaft 1 outputs power.
At this time, the first overrunning clutch 4 overruns, the second overrunning clutch 6 does not overrun, and the elastic element group 3 is compressed. As can be seen from the above transmission path, the present invention forms an automatic transmission mechanism that maintains a certain pressure during operation.
In the embodiment, taking an electric automobile as an example, when the whole automobile is started, the resistance is greater than the driving force, the resistance forces the main shaft 1 to rotate a certain angle relative to the driven friction piece 2b, under the action of the spiral transmission pair, the driven friction piece 2b compresses the elastic element group 3 through the end face bearing 21, the driven friction piece 2b is separated from the driven friction piece 2a, namely, the friction clutch 2 is in a disconnected state, and meanwhile, the power input mechanism transmits power to the main shaft 1 through the auxiliary shaft transmission assembly, the second overrunning clutch 6, the inner core wheel cam sleeve 7 and the inner driven friction piece 2b in sequence to rotate at a low gear speed; therefore, the low-speed starting is automatically realized, and the starting time is shortened. Meanwhile, the elastic element group 3 absorbs the energy of the movement resistance moment and stores potential energy for restoring the high-speed gear to transmit power.
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 elastic element group 3, the driven friction piece 2b and the driving friction piece 2a of the friction clutch 2 are restored to a close fit state under the pushing action of the rapid release of the pressure generated by the elastic element group 3 due to the compression of the motion resistance, the second overrunning clutch 6 is in an overrunning state, and the power input mechanism transmits the power to the main shaft 1 through the first overrunning clutch 4, the friction clutch 2 and the driven friction piece 2b in sequence and rotates at a high-speed gear speed.
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 power, the whole vehicle runs stably, safety and low consumption are realized, a transmission route is simplified, and the transmission efficiency is improved.
Finally, it should be noted that the above-mentioned description is only a preferred embodiment of the present invention, and those skilled in the art can make various similar representations without departing from the spirit and scope of the present invention.
Claims (5)
1. A mechanical double-overrunning self-adaptive automatic transmission adopting multi-row floating overrunning clutch is characterized in that: the power transmission device comprises a power input mechanism, a high-speed transmission mechanism, a low-speed transmission mechanism and a main shaft (1) for outputting power;
the high-speed gear transmission mechanism comprises a friction clutch (2) and an elastic element group (3) for applying pretightening force to the friction clutch (2), the friction clutch (2) comprises a driving friction piece (2a) and a driven friction piece (2b), the power input mechanism transmits power to the driving friction piece (2a) through a first overrunning clutch (4), the driven friction piece (2b) is sleeved on the main shaft (1) and forms a spiral transmission pair with the main shaft (1) so that the driven friction piece (2b) can slide along the axial direction of the main shaft (1);
the low-speed gear transmission mechanism comprises a second overrunning clutch (6), a countershaft transmission assembly and an inner core wheel cam sleeve (7) which can be sleeved on the main shaft (1) in a rotating way, the second overrunning clutch (6) comprises a second outer ring (6a) and at least two second inner core wheels (6c) which are sleeved on the same inner core wheel cam sleeve (7) side by side, outer teeth (6c1) arranged on the periphery of each second inner core wheel (6c) are opposite to each other one by one, second rolling bodies are respectively arranged between the second outer ring (6a) and each second inner core wheel (6c), the rolling bodies around the adjacent second inner core wheels (6c) are opposite to each other one by one, the power input mechanism transmits power to the second outer ring (6a) through the countershaft transmission assembly, the inner core wheel cam sleeve (7) can transmit power to the main shaft (1) through the driven friction piece (2 b);
the material of the inner core wheel cam sleeve (7) is 20CrMnTi, and the material of the second inner core wheel (6c) is GCr 15;
the rolling bodies distributed along the periphery of each inner core wheel (6c) are composed of thick rolling bodies (6d) and thin rolling bodies (6e) which are alternately arranged, two opposite retainers (6f) are arranged on the peripheral surface of each inner core wheel (6c), a circle of annular groove (6f1) is formed in the inner wall of each retainer (6f), and two ends of each thin rolling body (6e) are respectively inserted into the corresponding annular grooves (6f1) in a sliding manner;
outer ring supports (28) are respectively installed on two sides of the outer ring (6a), each outer ring support (28) is sleeved on the inner core wheel cam sleeve (7) through a corresponding installation bearing (29), each outer ring support (28) comprises a bearing supporting portion (28a), a retainer supporting portion (28b) and an outer ring connecting portion (28c) from inside to outside, the outer edge of each bearing supporting portion (28a) is bent inwards along the radial direction to form a bearing positioning portion (28d), a supporting bulge (28e) extending towards the direction close to the outer ring (6a) is arranged between each retainer supporting portion (28b) and each outer ring connecting portion (28c), and a bolt connecting hole (28f) is formed in each outer ring connecting portion (28 c);
the external teeth (6c1) comprise a top arc section (6c12), a short side section (6c11) and a long side section (6c13) which are respectively positioned at two sides of the top arc section (6c12), the short side section (6c11) is of an inwards concave arc structure, the long side section (6c13) is of an outwards convex arc structure, and the curvature of the short side section (6c11) is smaller than that of the long side section (6c 13);
the outer wall of the inner core wheel cam sleeve (7) is in spline fit with the inner wall of each inner core wheel (6c), and the number of teeth of the inner splines of the inner core wheels (6c) is twice that of the outer teeth (6c 1).
2. The mechanical dual-overrunning adaptive automatic transmission employing multiple rows of floating overrunning clutches of claim 1, wherein: the auxiliary shaft transmission assembly comprises a first-stage driving gear (11) movably sleeved on the inner core wheel cam sleeve (7), an intermediate shaft (12) parallel to the main shaft (1), and a first-stage driven gear (13) and a second-stage driving gear (14) fixedly sleeved on the intermediate shaft (12), wherein the first-stage driving gear (11) can synchronously rotate under the driving of a power input mechanism and is meshed with the first-stage driven gear (13), and a second-stage driven tooth (6b) meshed with the second-stage driving gear (14) is arranged on the outer peripheral surface of the second outer ring (6 a).
3. The mechanical dual-overrunning adaptive automatic transmission employing multiple rows of floating overrunning clutches of claim 1, wherein: the driven friction piece (2b) comprises an inner friction cone sleeve (2b1) and a friction piece cam sleeve (2b2) fixed at one end, close to the inner core wheel cam sleeve (7), of the inner friction cone sleeve (2b1), the driven friction piece (2a) comprises an outer friction cone sleeve (2a1) sleeved outside the inner friction cone sleeve (2b1) and a power input sleeve (2a2) sleeved outside the friction piece cam sleeve (2b2), an inner conical surface of the outer friction cone sleeve (2a1) is in friction fit with an outer conical surface of the inner friction cone sleeve (2b1), the first overrunning clutch (4) can transmit power to the power input sleeve (2a2), the cam sleeve (2b2) of the friction piece is in fit with a cam profile at one end, close to the inner core wheel cam sleeve (7), an end face cam pair transmission pair is formed, and a spiral transmission pair is formed by the inner wall of the inner friction cone sleeve (2b1) and the main shaft (1), the elastic element group (3) applies pretightening force to one end of the friction inner taper sleeve (2b1) far away from the friction piece cam sleeve (2b 2).
4. The mechanical dual-overrunning adaptive automatic transmission employing multiple rows of floating overrunning clutches of claim 3, wherein: the friction inner cone sleeve (2b1) is close to and distributes on elastic element group (3) one end terminal surface has a plurality of concentric annular raceways (2b11) friction inner cone sleeve (2b1) and elastic element group (3) between be provided with end face bearing (21), this end face bearing (21) include bearing supporting disk (21b) and a plurality of support at bearing supporting disk (21b) and friction inner cone sleeve (2b1) between bearing ball (21a), each bearing ball (21a) can be followed annular raceway (2b11) that corresponds respectively and roll.
5. The mechanical dual-overrunning adaptive automatic transmission employing multiple rows of floating overrunning clutches of claim 3, wherein: a double-cam transmission sleeve (15) is arranged between the inner core wheel cam sleeve (7) and the friction piece cam sleeve (2b2), and the end faces of the two ends of the double-cam transmission sleeve (15) are respectively in transmission fit with the corresponding end faces of the inner core wheel cam sleeve (7) and the friction piece cam sleeve (2b2) through end face cam pairs.
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| CN201911226573.5A CN110985627B (en) | 2019-12-04 | 2019-12-04 | Mechanical double-overrunning self-adaptive automatic transmission adopting multi-row floating overrunning clutch |
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