CN111043255B - High-load self-adaptive automatic speed change system with smooth gear shifting - Google Patents

High-load self-adaptive automatic speed change system with smooth gear shifting Download PDF

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Publication number
CN111043255B
CN111043255B CN201911226489.3A CN201911226489A CN111043255B CN 111043255 B CN111043255 B CN 111043255B CN 201911226489 A CN201911226489 A CN 201911226489A CN 111043255 B CN111043255 B CN 111043255B
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transmission
sleeve
gear
plate
shaft
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CN111043255A (en
Inventor
张引航
薛荣生
陈俊杰
王靖
陈同浩
谭志康
邓天仪
邓云帆
梁品权
颜昌权
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Southwest University
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Southwest University
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • 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

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)

Abstract

The invention discloses a large-load self-adaptive automatic speed changing system with smooth gear entering, which comprises a power input mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a transmission bridge for outputting power. By adopting the technical scheme, the reverse gear combination sleeve and the reverse gear shaft are matched through the balls and the rolling paths, so that the reverse gear combination sleeve can rotate for a certain angle relative to the reverse gear shaft and has a certain degree of freedom, the reverse gear combination sleeve is easy to combine with a reverse gear duplicate gear, the smoothness of gear shifting is greatly improved, the problems of easy clamping stagnation, difficult gear entering, easy damage and the like during gear entering and reversing are solved, and the ultrahigh torque can be borne; and through the improvement of the multi-plate friction clutch and the multi-row overrunning clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.

Description

Large-load self-adaptive automatic speed change system with smooth gear shifting
Technical Field
The invention relates to the technical field of transmissions, in particular to a large-load self-adaptive automatic speed changing system with smooth gear shifting.
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 and speed changing bridges, drives the cams by using the driving resistance, achieves the purposes of automatic gear shifting and self-adaptive matching of vehicle speed output torque according to the driving resistance, and has a good application effect.
However, since the reverse gear sleeve is in spline fit with the reverse gear shaft, the reverse gear sleeve can only slide axially relative to the reverse gear shaft, and the reverse gear sleeve and the reverse gear double gear are combined through a linear spline or an involute spline under the condition of high-speed rotation, so that the problems of clamping stagnation, difficulty in gear entering, easiness in damage and the like often occur during reverse gear entering. In addition, the conventional friction clutch mainly comprises a disc friction clutch including a driving friction disc and a driven friction disc, and has poor wear resistance, greatly reduced sensitivity, stability and reliability after long-term use, short service life and incapability of serving as a large-torque power transmission device. The traditional roller type overrunning clutch has limited load bearing capacity, the load capacity can be increased only by increasing the sizes of an outer ring, an inner core wheel and a rolling body, but the inner core wheel and the rolling body cannot be infinitely prolonged, particularly the thinnest roller, if the size is too long, the problem of uneven stress is easy to occur, the breakage is possible, the machining precision is difficult to guarantee, the situation 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. It is urgent to solve the above problems.
Disclosure of Invention
In order to solve the technical problems, the invention provides a large-load self-adaptive automatic speed changing system with smooth gear shifting.
The technical scheme is as follows:
a large-load self-adaptive automatic speed change system with smooth gear entering is characterized by comprising a power input mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a reverse gear transmission mechanism and a transmission bridge for outputting power;
the high-speed gear transmission mechanism comprises a multi-plate friction clutch and an elastic element group for applying pretightening force to the multi-plate friction clutch, the power input mechanism transmits power to the multi-plate friction clutch sequentially through a power transmission mechanism and a first overrunning clutch, the multi-plate friction clutch is sleeved on a transmission bridge through an inner plate spiral raceway sleeve, and a spiral transmission pair is formed between the inner plate spiral raceway sleeve and the transmission bridge so that the inner plate spiral raceway sleeve can slide axially along the transmission bridge;
the low-speed gear transmission mechanism comprises a multi-row overrunning clutch and a countershaft transmission assembly for speed reduction transmission between the power transmission mechanism and the multi-row overrunning clutch, the multi-row overrunning clutch is sleeved on a transmission bridge through an inner core wheel cam sleeve, and the corresponding end surfaces of the inner core wheel cam sleeve and the inner sheet spiral roller way sleeve are in transmission fit through an end surface cam pair so as to transmit power to the transmission bridge;
the reverse gear transmission mechanism comprises a reverse gear shaft and a reverse gear secondary driven gear fixedly sleeved on a central wheel cam sleeve, wherein the reverse gear shaft is sequentially provided with a reverse gear primary driven gear, a reverse gear combination sleeve and a reverse gear duplex gear meshed with the reverse gear secondary driven gear, the reverse gear primary driven gear is fixedly sleeved on the reverse gear shaft and can rotate under the driving of a power transmission mechanism, the reverse gear duplex gear is rotatably sleeved on the reverse gear shaft, a plurality of inner side strip-shaped rolling ways distributed along the circumferential direction are arranged on the periphery of the reverse gear shaft, each inner side strip-shaped rolling way extends along the axial direction of the reverse gear shaft, a plurality of outer side strip-shaped rolling ways which are in one-to-one correspondence with the inner side strip-shaped rolling ways and axially penetrate through are arranged on the hole wall of the reverse gear combination sleeve, a row of balls which protrude into the corresponding outer side strip-shaped rolling ways are arranged in each inner side strip-shaped rolling way, so that the reverse gear combination sleeve can slide along the axial direction of the reverse gear shaft, and when the reverse gear combination sleeve is combined with the reverse gear, the reverse gear shaft rotates synchronously with the reverse gear, and when the reverse gear duplex gear is separated from the reverse gear.
When the resistance torque transmitted to the multi-plate friction clutch by the main shaft is greater than or equal to the preset load limit of the multi-plate friction clutch, the multi-plate friction clutch is separated, and the power input mechanism transmits power to the main shaft through the auxiliary shaft transmission assembly, the multi-row overrunning clutch, the inner core wheel cam sleeve and the inner plate spiral roller sleeve in sequence; when the resisting torque transmitted to the multi-plate friction clutch by the main shaft is smaller than the preset load limit of the multi-plate friction clutch, the power input mechanism transmits power to the main shaft through the first overrunning clutch, the multi-plate friction clutch and the inner-plate spiral roller sleeve in sequence.
By adopting the structure, the reverse gear combination sleeve and the reverse gear shaft are matched through the balls and the rolling paths, so that the reverse gear combination sleeve can rotate for a certain angle relative to the reverse gear shaft and has a certain degree of freedom, the reverse gear combination sleeve is easy to combine with a reverse gear duplicate gear, the smoothness of gear shifting is greatly improved, the problems of easy clamping stagnation, difficult gear entering, easy damage and the like during gear entering and reversing are solved, and the ultrahigh torque can be borne; and through the improvement of the multi-plate friction clutch and the multi-row overrunning clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.
Preferably, the method comprises the following steps: the radius of the arc-shaped rolling way of the inner strip-shaped rolling way and the radius of the arc-shaped rolling way of the outer strip-shaped rolling way are both larger than the radius of the ball. Structure more than adopting, through the arc raceway radius with inboard bar raceway and the arc raceway radius design of outside bar raceway for being greater than the radius of ball, make the ball roll relatively freely in inboard bar raceway and outside bar raceway adaptively, greatly improved the smooth and easy degree of shifting, overcome appear the jamming easily when advancing to reverse the fender, be difficult to advance keep off, easily decrease scheduling problem, compromise structural strength simultaneously, can bear super large moment of torsion.
Preferably, the method comprises the following steps: the reverse gear duplicate gear is provided with a reverse gear secondary driving gear which is combined with external teeth and meshed with a reverse gear secondary driven gear, and the reverse gear combined sleeve is provided with combined internal teeth which can be meshed with the combined external teeth. By adopting the structure, the structure is simple and reliable, and the ultra-large torque can be borne.
Preferably, the method comprises the following steps: the transmission bridge comprises a main shaft, a main transmission sleeve, a first transmission shaft and a second transmission shaft, wherein the main transmission sleeve is rotatably sleeved on the main shaft, and the first transmission shaft and the second transmission shaft are respectively coaxially arranged at two ends of the main shaft. By adopting the structure, the main transmission sleeve can transmit power to the main shaft and the second transmission shaft through the differential mechanism, the main shaft transmits the power to the first transmission shaft through the middle transmission sleeve, and the first transmission shaft and the second transmission shaft can directly drive the left front wheel and the right front wheel of the vehicle to rotate, so that the cam can be driven by utilizing the driving resistance, the purposes of automatic gear shifting and self-adaptive matching of the vehicle speed and the output torque according to the driving resistance are achieved, the front-drive transmission mode can be realized, and the transmission efficiency is high.
Preferably, the method comprises the following steps: the power input mechanism comprises a motor, a transmission sensing mechanism and a motor transmission assembly, the transmission sensing mechanism is used for detecting that a transmission bridge bears resistance torque, the motor transmission assembly is used for transmitting motor output power to the transmission sensing mechanism, the transmission sensing mechanism comprises a power primary driven gear shaft driven by the motor transmission assembly, a power secondary driving gear used for transmitting power to the power transmission mechanism, a transmission sensing cam sleeve sleeved on the power primary driven gear shaft in an axially sliding mode and a displacement detection device used for detecting displacement of the transmission sensing cam sleeve, the transmission sensing cam sleeve can synchronously rotate under the driving of the power primary driven gear shaft, the power secondary driving gear is rotatably sleeved on the power primary driven gear shaft and is in transmission fit with the corresponding end face of the transmission sensing cam sleeve through an end face cam pair, the transmission sensing cam sleeve can be driven to be far away from the power secondary driving gear, and an elastic reset element is arranged between the transmission sensing cam sleeve and the power primary driven gear shaft, and the transmission sensing cam sleeve can be driven to be close to the power secondary driving gear. By adopting the structure, the end face cam pair is adopted between the power secondary driving gear and the transmission sensing cam sleeve for transmission matching, the power secondary driving gear can adaptively push the transmission sensing cam sleeve according to the resistance moment transmitted by the forward gear speed change system, when the resistance moment is increased, the transmission sensing cam sleeve compresses the elastic reset element, and when the resistance moment is decreased, the elastic reset element forces the transmission sensing cam sleeve to slide in the reverse direction, so that the displacement information of the transmission sensing cam sleeve can be detected by the displacement detection device to accurately invert the size of the resistance moment, therefore, the rotating speed and the torque of the motor can be adaptively adjusted, the motor is in a high-rotating-speed and high-efficiency working state, the energy consumption is low, and the stability, the reliability and the service life of the motor are improved.
Preferably, the method comprises the following steps: the multi-plate friction clutch comprises a friction plate supporting piece arranged on the inner-plate spiral raceway sleeve, and a plurality of outer friction plates and inner friction plates which are alternately arranged between the friction plate supporting piece and the inner-plate spiral raceway sleeve, wherein each outer friction plate can axially slide along the friction plate supporting piece, and each inner friction plate can axially slide along the inner-plate spiral raceway sleeve;
the power transmission mechanism can transmit power to the friction plate supporting piece through the first overrunning clutch, the elastic element group can apply pretightening force to the inner spiral roller way sleeve to compress each outer friction plate and each inner friction plate, a spiral transmission pair is formed between the inner spiral roller way sleeve and the main transmission sleeve, the inner spiral roller way sleeve can slide along the axial direction of the main transmission sleeve, and the elastic element group is compressed to release each outer friction plate and each inner friction plate.
The structure is adopted, the friction structure in the multi-plate friction clutch is set into a plurality of outer friction plates and inner friction plates which are alternately arranged, so that borne torque is dispersed on each outer friction plate and each inner friction plate, abrasion is shared by each outer friction plate and each inner friction plate, the friction loss is greatly reduced, and the defect of the traditional disc friction clutch is overcome, thereby greatly improving the abrasion resistance, stability and reliability of the multi-plate friction clutch, prolonging the service life and being capable of serving as a large-torque power transmission device.
Preferably, the method comprises the following steps: the inner-plate spiral raceway sleeve comprises a friction plate pressing plate in a disc-shaped structure and an output spiral raceway barrel in a cylindrical structure, the output spiral raceway barrel is sleeved on the main transmission sleeve and forms a spiral transmission pair with the main transmission sleeve, the cam profile of one end, close to the output spiral raceway barrel, of the inner core wheel cam sleeve is matched with the cam profile of one end of the output spiral raceway barrel to form an end face cam pair transmission pair, and the friction plate pressing plate is fixedly sleeved at one end of the output spiral raceway barrel;
the friction plate support piece comprises a friction plate supporting plate in a disc-shaped structure and an outer plate spline sleeve in a cylindrical structure, the power transmission mechanism can transmit power to the friction plate supporting plate, the friction plate supporting plate is parallel to a friction plate pressing plate, the outer plate spline sleeve is coaxially sleeved outside the output spiral raceway barrel, one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting plate, the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing plate, the outer edge of each outer friction plate is in spline fit with the inner wall of the outer plate spline sleeve, and the inner edge of each inner friction plate is in spline fit with the outer wall of the output spiral raceway barrel.
By adopting the structure, the whole structure and the matching are stable and reliable, when the transmission is performed at a low speed, 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 output spiral raceway cylinder, so that the friction clutch is in a separation state, and the slow speed transmission is performed, and the end face cam pair transmission matching is stable and reliable and is easy to process and manufacture.
Preferably, the method comprises the following steps: the multi-row 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, the power transmission mechanism can transmit power to the second outer ring through the auxiliary shaft transmission assembly, external teeth arranged on the periphery of each second inner core wheel are aligned to each other one by one, second rolling bodies are arranged between the second outer ring and each second inner core wheel respectively, and the rolling bodies around the adjacent second inner core wheels are aligned to each other one by one. By adopting the 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 multi-row overrunning clutch is improved exponentially, 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 multi-row overrunning clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.
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, wherein the first-stage driving gear can synchronously rotate under the driving of the power transmission mechanism and is meshed with the first-stage driven gear, and a second-stage driven gear meshed with the second-stage driving gear is arranged on 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: and a double-cam transmission sleeve is arranged between the inner core wheel cam sleeve and the inner sheet spiral roller way 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 inner sheet spiral roller way sleeve through an end surface cam pair. 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:
the large-load self-adaptive automatic speed change system with smooth gear entering has the advantages that the structure is novel, the design is ingenious, the reverse gear combination sleeve and the reverse gear shaft are matched through the balls and the rolling paths, the reverse gear combination sleeve can rotate for a certain angle relative to the reverse gear shaft, and has certain degree of freedom, so that the reverse gear combination sleeve is easier to combine with a reverse gear duplicate gear, the smoothness of gear shifting is greatly improved, the problems that the reverse gear is easy to block, difficult to enter and easy to damage and the like during gear entering and reversing are solved, and the large-torque can be borne; and through the improvement of the multi-plate friction clutch and the multi-row overrunning clutch, the self-adaptive automatic speed changing system 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 structural view of a low speed drive mechanism and a reverse drive mechanism;
FIG. 3 is a schematic structural view of a high-speed gear transmission mechanism;
FIG. 4 is a schematic diagram of the engagement of the inner plate helical raceway sleeve with the multi-plate friction clutch;
FIG. 5 is a schematic view of the construction of the outer plate connection member;
FIG. 6 is a schematic structural view of an inner spiral raceway sleeve;
FIG. 7 isbase:Sub>A cross-sectional view taken at A-A of FIG. 6;
FIG. 8 is a schematic structural view of an outer friction plate;
FIG. 9 is a schematic structural view of an inner friction plate;
FIG. 10 is a schematic view of a multi-row overrunning clutch;
FIG. 11 is a cross-sectional view of the multi-row overrunning clutch;
FIG. 12 is a schematic structural view of the cage;
FIG. 13 is a schematic structural view of a transmission sensing mechanism;
FIG. 14 is a schematic structural view of a drive sensing cam sleeve;
FIG. 15 is a schematic view of the connection teeth in expanded configuration;
FIG. 16 is a schematic view of the forward input double pinion;
FIG. 17 is a schematic illustration of the reverse gear transmission;
FIG. 18 is a schematic view showing the engagement relationship between the reverse gear coupling sleeve and the reverse shaft and the balls.
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 high-load adaptive automatic transmission system with smooth gear shifting is characterized in that: the device comprises a power input mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a reverse gear transmission mechanism, a transmission bridge 1 for outputting power and a transmission sensing mechanism for detecting the bearing resistance moment of the transmission bridge 1.
Referring to fig. 1, the power input mechanism includes a motor 28, a motor output shaft 27 driven by the motor 28, and a power input shaft 22 parallel to the motor output shaft 27, the motor output shaft 27 has a power output gear 27a, the power input shaft 22 is sleeved with a primary power driving gear 23 rotating synchronously with the motor output shaft, and the primary power driving gear 23 is engaged with the power output gear 27 a. The motor output shaft 27 and the motor shaft of the motor 28 rotate synchronously, and the primary power driving gear 23 is sleeved on the power input shaft 22 and can rotate synchronously under the driving of the power input shaft 22. Specifically, the primary power drive gear 23 is keyed to the power input shaft 22. The power input shaft 22 has a power primary driving tooth 22a.
Referring to fig. 1 and 13, the transmission sensing mechanism includes a primary power driven gear shaft 19 engaged with a primary power driving tooth 22a, a secondary power driving gear 20 for transmitting power to the forward gear shift system, a transmission sensing cam sleeve 16 axially slidably fitted over the primary power driven gear shaft 19, and a displacement detecting device 25 for detecting displacement of the transmission sensing cam sleeve 16, wherein the transmission sensing cam sleeve 16 is capable of rotating synchronously with the primary power driven gear shaft 19, the secondary power driving gear 20 is rotatably fitted over the primary power driven gear shaft 19 and is in transmission engagement with a corresponding end surface of the transmission sensing cam sleeve 16 through an end cam pair, so as to drive the transmission sensing cam sleeve 16 away from the secondary power driving gear 20, and an elastic restoring element 24 is disposed between the transmission sensing cam sleeve 16 and the primary power driven gear shaft 19, so as to drive the transmission sensing cam sleeve 16 close to the secondary power driving gear 20.
Referring to fig. 13 and 14, the primary power driven gear shaft 19 includes a transmission sensing mounting shaft portion 19a and a primary power driven gear portion 19b which are integrally formed, the transmission sensing mounting shaft portion 19a is parallel to the power input shaft 22, the primary power driven gear portion 19b is engaged with the primary power driving gear 22a, the secondary power driving gear 20 is rotatably mounted on the transmission sensing mounting shaft portion 19a, the transmission sensing cam sleeve 16 is axially slidably mounted on the transmission sensing mounting shaft portion 19a, and one end of the elastic reset element 24 abuts against the transmission sensing cam sleeve 16 and the other end abuts against the primary power driven gear portion 19 b. Furthermore, the elastic reset element 24 is a disc spring, which is stable and reliable and has a long service life.
Referring to fig. 13-16, a circle of mutually-matched connecting teeth are respectively formed on the corresponding end faces of the power secondary driving gear 20 and the transmission sensing cam sleeve 16 in transmission matching through the end face cam pair, and two side edges of the connecting teeth are inclined at 45 degrees. Through the design of 45 degrees, can 1 ground transmission torque, be convenient for the backstage inversion calculation, simplify the algorithm, the response time of gear motor rotational speed and torque adjustment. Moreover, in order to reduce abrasion, the sharp corner part of each connecting tooth is subjected to rounding treatment.
Referring to fig. 13, the displacement detecting device 25 includes a magnetic sensor 25b mounted on the transmission sensing cam sleeve 16 through a magnetic seal sleeve 25a, and a displacement sensor provided on the transmission case for detecting a displacement of the magnetic sensor 25 b. Wherein, displacement sensor installs on the box, and is more reliable and more stable. The magnetic induction element 25b is made of a magnetic material, and the magnetic sealing sleeve 25a is made of an aluminum alloy material.
Referring to fig. 1 to 3, the forward gear speed changing system includes a high gear transmission mechanism and a low gear transmission mechanism, the transmission axle 1 includes a main shaft 1a, a main transmission sleeve 1b rotatably sleeved on the main shaft 1a, and a first transmission shaft 1c and a second transmission shaft 1d coaxially disposed at two ends of the main shaft 1a, respectively, one end of the main transmission sleeve 1b transmits power to the main shaft 1a and the second transmission shaft 1d through a differential 1e, and one end of the main shaft 1a close to the first transmission shaft 1c drives the first transmission shaft 1c to synchronously rotate through an intermediate transmission sleeve 1 f. Specifically, one end of the main transmission sleeve 1b, which is far away from the intermediate transmission sleeve 1f, transmits power to the differential 1e through the transmission disc 1g, the differential 1e drives the main shaft 1a and the second transmission shaft 1d, and the main shaft 1a drives the first transmission shaft 1c to synchronously rotate with the first transmission shaft 1c through the intermediate transmission sleeve 1 f. So that the left and right front wheels of the vehicle can be rotated by the first and second transmission shafts 1c and 1 d.
Referring to fig. 1 to 3, the forward speed change system includes a high-speed transmission mechanism and a low-speed transmission mechanism, and the power input mechanism transmits power to the high-speed transmission mechanism and the low-speed transmission mechanism through the power transmission mechanism.
Referring to fig. 1 and 3, the power transmission mechanism includes a power input sleeve 8, an input transmission sleeve 9 and an input tooth support flange 10 which rotate synchronously, the first overrunning clutch 4 is arranged between the input transmission sleeve 9 and the input tooth support flange 10 in a synchronously rotating manner, and the input tooth support flange 10 is used for transmitting power to the countershaft transmission assembly and the reverse gear transmission mechanism.
Referring to fig. 1 and 3, the high-speed gear transmission mechanism includes a multi-plate friction clutch 2 and an elastic element set 3 for applying a pre-tightening force to the multi-plate friction clutch 2, the power input mechanism sequentially transmits power to the multi-plate friction clutch 2 through a power transmission mechanism and a first overrunning clutch 4, the multi-plate friction clutch 2 is sleeved on a main transmission sleeve 1b through an inner plate helical raceway sleeve 5, and a helical transmission pair is formed between the inner plate helical raceway sleeve 5 and the main transmission sleeve 1b, so that the inner plate helical raceway sleeve 5 can axially slide along the main transmission sleeve 1 b.
Referring to fig. 3, 4, 6 and 7, the output spiral raceway sleeve 5a is sleeved on the main transmission sleeve 1b and forms a spiral transmission pair with the main transmission sleeve 1b, so that the inner spiral raceway sleeve 5 can slide along the axial direction of the main transmission sleeve 1b, thereby compressing the elastic element group 3 to release each of the outer friction plates 2c and the inner friction plates 2d. Specifically, the helical transmission pair comprises inner helical raceways 5a3 circumferentially distributed on the inner wall of the output helical raceway 5a and outer helical raceways circumferentially distributed on the outer wall of the main transmission sleeve 1b, and a plurality of outwardly projecting balls are embedded in each outer helical raceway, and each ball can roll in the corresponding inner helical raceway 5a3 and outer helical raceway 1a, respectively. When the inner-plate spiral raceway sleeve 5 rotates relative to the main transmission sleeve 1b, the inner-plate spiral raceway sleeve can axially move relative to the main transmission sleeve 1b, so that the friction clutch 2 can be pressed or released, and the friction clutch 2 is in a combined or separated state.
The friction plate pressing disc 5b extends radially outward from the end of the output spiral raceway cylinder 5a remote from the friction plate support member. A plurality of concentric annular raceways 5b1 are distributed on the surface of one side of the friction plate pressing disc 5b close to the elastic element group 3, an end face bearing 21 is arranged between the elastic element group 3 and the friction plate pressing disc 5b, the end face bearing 21 comprises a bearing supporting disc 21b and a plurality of bearing balls 21a supported between the bearing supporting disc 21b and the friction plate pressing disc 5b, and each bearing ball 21a can roll along the corresponding annular raceway 5b 1. Through the structure, the friction plate pressing plate 5b can be used as a bearing supporting plate on one side, so that the manufacturing cost is saved, and the assembly space is saved.
Referring to fig. 3 to 9, the multiple-plate friction clutch 2 includes a friction plate supporter, and a plurality of outer friction plates 2c and inner friction plates 2d alternately arranged between the friction plate supporter and an inner plate spiral raceway sleeve 5, wherein the friction plate supporter includes a friction plate support plate 2a having a disc-shaped structure and an outer plate spline sleeve 2b having a cylindrical structure, the power transmission mechanism is capable of transmitting power to the friction plate support plate 2a, the friction plate support plate 2a is parallel to a friction plate pressing plate 5b, the outer plate spline sleeve 2b is coaxially fitted outside the output spiral raceway sleeve 5a, and one end thereof is spline-fitted to an outer edge of the friction plate support plate 2a and the other end thereof is rotatably supported on an outer edge of the friction plate pressing plate 5b. Each outer friction plate 2c is axially slidable along the inner wall of the outer plate spline housing 2b, and each inner friction plate 2d is axially slidable along the outer wall of the output spiral raceway barrel 5 a. Compared with the traditional disc type friction clutch, the multi-plate type friction clutch 2 in the present embodiment is used for a long time, the abrasion conditions of each inner friction plate 2d and each outer friction plate 2c are basically consistent, the sliding friction loss is reduced, the abrasion resistance, the stability and the reliability of the multi-plate type friction clutch 2 are improved, and the service life of the multi-plate type friction clutch 2 is prolonged.
The inner edge of each inner friction plate 2d is provided with an inner internal spline 2d1, the outer wall of the output spiral raceway cylinder 5a is provided with an inner plate external spline 5a1 matched with each inner internal spline 2d1, namely, the output spiral raceway cylinder 5a and each inner friction plate 2d realize spline fit with the inner plate external spline 5a1 through the inner internal spline 2d1, so that each inner friction plate 2d can synchronously rotate with the output spiral raceway cylinder 5a and can axially move along the output spiral raceway cylinder 5a, and separation is realized.
Outer plate external splines 2c1 are arranged on the outer edge of each outer friction plate 2c, and outer plate internal splines 2b1 matched with the outer plate external splines 2c1 are arranged on the inner wall of the outer plate spline housing 2 b. Namely, the outer plate spline housing 2b and each outer friction plate 2c realize spline fit with the outer plate inner spline 2b1 through the outer plate outer spline 2c1, so that each outer friction plate 2c can synchronously rotate with the outer plate spline housing 2b and can axially move along the outer plate spline housing 2b to realize separation.
The inner rim of the friction plate support disc 2a has a power input sleeve 2a1 extending away from the friction plate hold-down disc 5b. The power input sleeve 2a1 and the output spiral raceway barrel 5a are coaxially arranged, namely the central axes of the power input sleeve 2a1, the output spiral raceway barrel 5a and the main transmission sleeve 1b are superposed. The friction plate support plate 2a extends radially outward from one end of the power input sleeve 2a1 adjacent to the friction plate pressing plate 5b and faces the friction plate pressing plate 5b, so that the outer friction plates 2c and the inner friction plates 2d are alternately arranged on the friction plate support plate 2a and the friction plate pressing plate 5b. And, the outer fringe of the friction disc supporting disc 2a is provided with the power output spline 2a3 that is in spline fit with the outer disc inner spline 2b1. Each outer friction disc 2c and friction disc supporting disk 2a can share outer piece internal spline 2b1 on the outer piece spline housing 2b inner wall, have reduced design and processing degree of difficulty and manufacturing cost.
One end of the outer plate spline housing 2b, which is far away from the friction plate support, is supported on the outer edge of the friction plate pressing disc 5b and can freely rotate relative to the friction plate pressing disc 5b so as to keep the structure stable and reliable.
Referring to fig. 1 and 3, the power transmission mechanism can transmit power to the friction plate support member through the first overrunning clutch 4, and specifically, the first overrunning clutch 4 includes a first outer ring 4c, a first inner core 4a, and a plurality of first rolling elements 4b disposed between the first outer ring 4c and the first inner core 4 a. The first outer ring 4c is fixedly installed on the input transmission sleeve 9 and the input tooth support flange 10, and specifically, the first outer ring 4c, the input transmission sleeve 9 and the input tooth support flange 10 are fixed through a plurality of bolts. The first inner core wheel 4a is in spline fit with the friction plate support piece, and specifically, an inner core wheel inner spline in spline fit with the power input spline 2a2 is arranged on the inner wall of the first inner core wheel 4 a.
The first rolling element 4b comprises thick rollers and thin rollers which are alternately arranged around the first inner core wheel 4a along the circumferential direction, two opposite first holders 4d are arranged on the outer circumferential surface of the first inner core wheel 4a, a circle of thin roller sliding grooves are formed in the inner wall of each first holder 4d, and two ends of each thin roller are respectively inserted into the corresponding thin roller sliding grooves in a sliding manner. 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. 3, the elastic element set 3 can apply a pre-tightening force to the inner plate helical raceway sleeve 5 to press each of the outer friction plates 2c and the inner friction plates 2d, so that the multi-plate 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. 4, a plurality of inner plate start-up retaining rings 2e are disposed on the inner wall of the output spiral raceway barrel 5a, and each inner plate start-up retaining ring 2e is respectively located on one side of the adjacent inner friction plate 2d close to the friction plate supporting disc 2a. By arranging the inner plate starting retainer ring 2e on the output spiral raceway barrel 5a, each inner friction plate 2d can be separated, so that all the inner friction plates 2d can be quickly and uniformly dispersed in a separated state, and the outer friction plates 2c are driven to move simultaneously, so that the inner friction plates 2d and the outer friction plates 2c are completely separated.
Furthermore, a plurality of inner disc springs 2g are sleeved on the outer wall of the output spiral raceway barrel 5a, each inner disc spring 2g is respectively positioned on one side of each inner friction plate 2d close to the friction plate pressing plate 5b, and two ends of each inner disc spring 2g are respectively and elastically supported on the corresponding inner friction plate 2d and the inner disc starting retainer ring 2 e. Through the design, each inner disc spring 2g is matched with each inner disc starting retainer ring 2e, bidirectional acting force is applied to the inner friction plates 2d, the inner friction plates 2d are enabled to be actively separated from the outer friction plates 2c on the two sides, and the inner friction plates 2d are ensured to be completely separated from the outer friction plates 2 c.
Further, the distance between the adjacent inner plate starting check rings 2e is equal, and the distance between the adjacent inner plate starting check rings 2e is greater than the distance between the adjacent inner friction plates 2d, specifically, the distance between the adjacent inner plate starting check rings 2e is only slightly greater than the distance between the adjacent inner friction plates 2d, and when the friction clutch is in a disconnected state, the inner friction plates 2d and the adjacent outer friction plates 2c can be uniformly distributed after being separated through the adjacent inner plate starting check rings 2 e. When the friction plate pressing disc 5b presses each outer friction plate 2c and each inner friction plate 2d, the distance between each inner plate starting check ring 2e and the adjacent inner friction plate 2d is gradually reduced in an arithmetic progression towards the direction close to the friction plate pressing disc 5b. The outer wall of the output spiral raceway barrel 5a is provided with an inner-plate external spline 5a1, the inner-plate external spline 5a1 is provided with a plurality of inner retainer ring mounting ring grooves 5a2 which are matched with corresponding inner-plate starting retainer rings 2e, and each inner-plate starting retainer ring 2e is respectively embedded into the corresponding inner retainer ring mounting ring groove 5a 2.
Referring to fig. 4, a plurality of outer plate limit retaining rings 2f are arranged on the inner wall of the outer plate spline housing 2b, and each outer plate limit retaining ring 2f is respectively positioned on one side of each outer friction plate 2c close to the friction plate pressing disc 5b. The distance between the adjacent outer plate limiting check rings 2f is equal, and the distance between the adjacent outer plate limiting check rings 2f is larger than the distance between the adjacent inner plate starting check rings 2 e. Through the design, the outer friction plate 2c is limited, the situation that the outer friction plate 2c is bonded with the previous-stage inner friction plate 2d is avoided, and the inner friction plate 2d is separated from the outer friction plate 2c more thoroughly. The distance between every two adjacent outer plate limiting retainer rings 2f is equal, so that every inner friction plate 2d and the corresponding outer friction plate 2c can be scattered more orderly and uniformly, and the response time is shortened.
Furthermore, a plurality of outer disc springs 2h are sleeved on the inner wall of the outer spline housing 2b, each outer disc spring 2h is respectively located on one side of each outer friction disc 2c close to the friction disc supporting disc 2a, and two ends of each outer disc spring 2h are respectively and elastically supported on the corresponding outer disc limiting check ring 2f and the corresponding outer friction disc 2 c. Through the design, each outer disc spring 2h is matched with each outer disc limiting retainer ring 2f, bidirectional acting force is applied to the outer friction plate 2c, the outer friction plate 2c is enabled to be actively separated from the inner friction plates 2d on the two sides, and the inner friction plates 2d are guaranteed to be thoroughly separated from the outer friction plates 2 c.
Be provided with outer piece internal spline 2b1 on outer plate spline housing 2 b's the inner wall, each all be provided with in outer friction disc 2 c's the outer fringe with outer piece internal spline 2b1 spline fit's outer piece external spline 2c1, be provided with power take off spline 2a3 in friction disc supporting disk 2 a's the outer fringe, outer plate spline housing 2b is close to friction disc supporting disk 2 a's one end and passes through outer piece internal spline 2b1 and power take off spline 2a3 spline fit be provided with a plurality of outer fender circle mounting ring grooves that suit with corresponding outer piece limiting retainer ring 2f on the outer piece internal spline 2b1, each outer piece limiting retainer ring 2f imbeds respectively in the outer fender circle mounting ring groove that corresponds.
Referring to fig. 1 and 2, the low-speed transmission mechanism includes a multi-row overrunning clutch 6 and a countershaft transmission assembly for speed reduction transmission between the power transmission mechanism and the multi-row overrunning clutch 6, the multi-row overrunning clutch 6 is sleeved on the main transmission sleeve 1b through an inner core wheel cam sleeve 7, and the inner core wheel cam sleeve 7 is in transmission fit with the corresponding end surface of the inner sheet spiral raceway sleeve 5 through an end surface cam pair so as to transmit power to the main transmission sleeve 1 b.
The interior heart wheel cam cover 7 comprises the power take off sub-cover 7a and the separation and reunion installation sub-cover 7b of coaxial setting, power take off sub-cover 7a rotationally overlaps on main drive cover 1b, and power take off sub-cover 7a keeps away from the one end terminal surface of separation and reunion installation sub-cover 7b and the corresponding terminal surface of inner plate spiral raceway cover 5 and passes through the vice transmission cooperation of terminal surface cam, 6 suits of multirow formula freewheel clutch are on separation and reunion installation sub-cover 7b, the one end and the power take off sub-cover 7a fixed connection of separation and reunion installation sub-cover 7b, and the other end rotationally overlaps on main drive cover 1b through interior heart wheel installation cover.
A first needle bearing 31 is arranged between the inner core wheel mounting sleeve and the transmission sleeve 1m, a first end face bearing 32 is arranged between the main transmission sleeve 1b and the inner core wheel mounting sleeve, a second needle bearing 33 is arranged between the power output sub-sleeve 7a and the main transmission sleeve 1b, a second end face bearing 34 is arranged at one end of the power output sub-sleeve 7a close to the clutch mounting sub-sleeve 7b, an end face bearing mounting assembly 35 used for positioning the second end face bearing 34 is arranged on the main transmission sleeve 1b, and the second end face bearing 34 and the end face bearing mounting assembly 35 are positioned in a gap between the clutch mounting sub-sleeve 7b and the main transmission sleeve 1 b.
Referring to fig. 2, 10-12, the multi-row overrunning clutch 6 includes a second outer ring 6a and at least two second inner rollers 6c disposed between the inner roller cam sleeve 7 and the second outer ring 6a side by side, wherein second rolling elements are disposed between the second outer ring 6a and each second inner roller 6c, it should be noted that the outer teeth 6c1 of the outer periphery of each second inner roller 6c are directly opposite to each other, and the rolling elements of the adjacent second inner rollers 6c are directly opposite to each other, so as to ensure the synchronism of each second inner roller 6 c.
The cam sleeve 7 of the inner core wheel is made of a high-strength anti-torsion material, the second inner core wheel 6c is made of a pressure-resistant wear-resistant material, specifically, the cam sleeve 7 of the inner core wheel is made of alloy steel, and the second 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 second inner core wheel 6c is preferably GCr15, and has good wear resistance and compression resistance, low cost and high cost performance. The inner core wheel cam sleeve 7 is high in torsion resistance and pressure resistance, transmission reliability and stability can be guaranteed, and the second inner core wheel 6c is high in abrasion resistance and pressure resistance, so that the inner core wheel cam sleeve 7 and the second inner core wheel 6c are made of two different materials, 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. 10 to 12, 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 is formed on the inner wall of each second retainer 6f, and both 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.
Referring to fig. 2 and 10, the outer wall of the second outer ring 6a has input driven teeth 6b arranged along 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.
Referring to fig. 11, the number of teeth of the internal splines of the second inner gear 6c is twice that 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 tooth 6c1 includes top arc section 6c12 and is located short side section 6c11 and long side section 6c13 of top arc section 6c12 both sides respectively, short side section 6c11 is inside sunken arc structure, long side section 6c13 is outside convex arc structure, short side section 6c 11's camber is less than long side section 6c 13's camber. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Referring to fig. 10, one end of the cam sleeve 7 of the inner core wheel is in a cam profile structure, so that the cam pair can be matched with an adjacent component, and power transmission is realized.
Referring to fig. 1-3, a double-cam transmission sleeve 15 is disposed between the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5, and cam profile structures corresponding to the cam profile structures on the end surfaces of the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5 are respectively processed on the end surfaces of the double-cam transmission sleeve 15, so that the double-cam transmission sleeve 15 is respectively in transmission fit with the corresponding end surfaces of the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5 through an end surface cam pair. The double-cam transmission sleeve 15 is additionally arranged, so that the gear shifting and the disengaging are facilitated.
Referring to fig. 1 and 2, the countershaft transmission assembly includes a first driving gear 11 movably sleeved on the inner core wheel cam sleeve 7, an intermediate shaft 12 parallel to the main shaft 1a, 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 be driven by the power transmission mechanism to synchronously rotate 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 the second outer ring 6a of the multi-row overrunning clutch 6. It should be noted that the primary driving gear 11 is fixedly connected to the input gear support flange 10 by welding.
Referring to fig. 1 and 2, and fig. 17 and 18, the reverse gear transmission mechanism includes a reverse gear shaft 26 and a reverse gear secondary driven gear 18 fixedly sleeved on the inner core wheel cam sleeve 7, the reverse gear shaft 26 is sequentially provided with a reverse gear primary driven gear 17, a reverse gear coupling sleeve 29 and a reverse gear duplicate gear 30 engaged with the reverse gear secondary driven gear 18, the reverse gear primary driven gear 17 is fixedly sleeved on the reverse gear shaft 26 and can be driven by the power transmission mechanism to rotate, the reverse gear duplicate gear 30 is rotatably sleeved on the reverse gear shaft 26, the reverse gear shaft 26 is provided with a plurality of inner strip raceways 26a distributed along the circumferential direction on the periphery thereof, each inner strip raceway 26a extends along the axial direction of the reverse gear shaft 26, the hole wall of the reverse gear coupling sleeve 29 is provided with a plurality of outer strip raceways 29a which are in one-to-one correspondence with the inner strip raceways 26a and axially penetrate therethrough, and a row of balls 31 which protrude into the corresponding outer strip raceways 29a is provided in each inner strip raceway 26a so that the reverse gear sleeve 29a can slide along the reverse gear shaft coupling sleeve 29 and the reverse gear sleeve 30 to rotate synchronously with the reverse gear duplex gear shaft 26 when the reverse gear duplex gear sleeve 30 is combined with the reverse gear shaft 26 and the reverse gear sleeve 30. The radius of the arc-shaped rolling way of the inner strip-shaped rolling way 26a and the radius of the arc-shaped rolling way of the outer strip-shaped rolling way 29a are both larger than the radius of the ball 31, so that gear shifting clamping stagnation is further avoided, and the gear shifting reliability is improved.
The reverse double gear 30 has external coupling teeth 30a and reverse secondary driving teeth 30b that mesh with the reverse secondary driven gear 18, and the reverse coupling sleeve 29 has internal coupling teeth 29a that mesh with the external coupling teeth 30 a.
When the reverse gear shifting fork drives the reverse gear combination gear 29 to slide towards the direction close to the reverse gear primary driven gear 17, the combination internal gear 29a is separated from the combination external gear 30a, the reverse gear duplicate gear 30 does not rotate synchronously with the reverse gear shaft 26 any more, and the whole system is in forward gear transmission; when the reverse shift fork drives the reverse gear combination gear 29 to slide towards the direction close to the reverse gear duplex gear 30, the combination internal teeth 29a are combined with the combination external teeth 30a, the reverse gear duplex gear 30 rotates synchronously with the reverse gear shaft 26 and the reverse gear combination gear 29, and the whole system is in reverse transmission.
Forward rotation of the motor 28:
when the resisting torque transmitted to the multi-plate friction clutch 2 by the main transmission sleeve 1b is larger than or equal to the preset load limit of the multi-plate friction clutch 2, the multi-plate friction clutch 2 is separated, and the power transmission mechanism transmits power to the main transmission sleeve 1b through the auxiliary shaft transmission assembly, the multi-row overrunning clutch 6, the inner core wheel cam sleeve 7, the double-cam transmission sleeve 15 and the inner plate spiral roller sleeve 5 in sequence; when the resisting torque transmitted to the multi-plate friction clutch 2 by the main transmission sleeve 1b is smaller than the preset load limit of the multi-plate friction clutch 2, the power transmission mechanism transmits power to the main transmission sleeve 1b through the first overrunning clutch 4, the multi-plate friction clutch 2 and the inner-plate spiral roller sleeve 5 in sequence.
In this embodiment, the elastic element group 3 applies pressure through the end face bearings 21 to press the outer friction plates 2c and the inner friction plates 2d of the multi-plate friction clutch 2, and at this time, the multi-plate friction clutch 2 is in a combined state under the pressure of the elastic element group 3, and the power is in a high-speed power transmission path:
the motor 28 → the motor output shaft 27 → the primary power drive gear 23 → the power input shaft 22 → the primary power driven gear shaft 19 → the transmission sensing cam sleeve 16 → the secondary power drive gear 20 → the power input gear sleeve 8 → the input transmission sleeve 9 → the first overrunning clutch 4 → the multi-plate friction clutch 2 → the inner-plate helical raceway sleeve 5 → the main transmission sleeve 1b → the differential 1e → the main shaft 1a, the first transmission shaft 1c and the second transmission shaft 1d, and the power is output by the first transmission shaft 1c and the second transmission shaft 1 d.
At this time, the first overrunning clutch 4 is not overrunning, the multi-row overrunning clutch 6 is overrunning, and the elastic element group 3 is not compressed. Currently, the resistance transmission route: the main transmission sleeve 1b → the inner core wheel cam sleeve 7 → the double cam transmission sleeve 15 → the inner sheet spiral raceway sleeve 5 → the end face bearing 21 → the elastic element group 3; when the resisting moment transmitted to the multi-plate friction clutch 2 by the main transmission sleeve 1b is greater than or equal to the preset load limit of the multi-plate friction clutch 2, the double-cam transmission sleeve 15 and the spiral transmission pair jointly push the inner-plate spiral roller sleeve 5 to compress the elastic element group 3, and a gap appears between each outer friction plate 2c and each inner friction plate 2d of the multi-plate friction clutch 2, namely, the two outer cam transmission sleeve and the spiral transmission pair are separated, and the power is changed into a low-speed power transmission route through the following routes:
the motor 28 → the motor output shaft 27 → the primary power driving gear 23 → the power input shaft 22 → the primary power driven gear shaft 19 → the transmission sensing cam sleeve 16 → the secondary power driving gear 20 → the power input gear sleeve 8 → the input drive sleeve 9 → the input gear support flange 10 → the primary driving gear 11 → the primary driven gear 13 → the intermediate shaft 12 → the secondary driving gear 14 → the multi-row overrunning clutch 6 → the inner core cam sleeve 7 → the double cam drive sleeve 15 → the inner plate spiral track sleeve 5 → the main drive sleeve 1b → the differential 1e → the main shaft 1a, the first transmission shaft 1c and the second transmission shaft 1d output power from the first transmission shaft 1c and the second transmission shaft 1 d.
At this time, the first overrunning clutch 4 overruns, the multi-row 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 transmission sleeve 1b to rotate a certain angle relative to the inner sheet spiral roller sleeve 5, under the action of a spiral transmission pair, the inner sheet spiral roller sleeve 5 compresses the elastic element group 3 through the end face bearing 21, the outer friction sheet 2c is separated from the inner friction sheet 2d, namely the multi-sheet friction clutch 2 is in a disconnected state, and meanwhile, the power transmission mechanism transmits power to the main transmission sleeve 1b through the auxiliary shaft transmission assembly, the multi-row overrunning clutch 6, the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5 in sequence and rotates 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 less than the pressure generated by the elastic element group 3, under the push of the elastic element group 3 which is compressed by the motion resistance and the pressure of the elastic element group 3 is rapidly released, each outer friction plate 2c and each inner friction plate 2d of the multi-plate friction clutch 2 are restored to the close fit state, the multi-row overrunning clutch 6 is in the overrunning state, and the power transmission mechanism transmits the power to the main transmission sleeve 1b through the first overrunning clutch 4, the multi-plate friction clutch 2 and the inner plate spiral roller sleeve 5 in sequence to rotate at the 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.
The motor 28 rotates reversely:
the combination internal teeth 29a are combined with the combination external teeth 20a, the first overrunning clutch 4 and the multi-row type overrunning clutch 6 overrun, and the power input mechanism sequentially transfers power to the main shaft 1 through the reverse gear transmission mechanism, the inner core wheel cam sleeve 7 and the inner sheet spiral roller sleeve 5, specifically, a reverse gear power transfer route:
the motor 28 → the motor output shaft 27 → the first-stage power driving gear 23 → the power input shaft 22 → the first-stage power driven gear shaft 19 → the transmission sensing cam sleeve 16 → the second-stage power driving gear 20 → the power input gear sleeve 8 → the input drive sleeve 9 → the input gear support flange 10 → the first-stage power driving gear 11 → the first-stage reverse driven gear 17 → the reverse shaft 16 → the reverse combination gear 29 → the reverse duplicate gear 30 → the reverse second-stage reverse driven gear 18 → the inner core cam sleeve 7 → the double cam drive sleeve 15 → the inner core helical track sleeve 5 → the main drive sleeve 1b → the differential 1e → the main shaft 1a, the first transmission shaft 1c and the second transmission shaft 1d, and the power is output from the first transmission shaft 1c and the second transmission shaft 1 d.
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 (10)

1. A high-load self-adaptive automatic speed change system with smooth gear shifting is characterized in that: the transmission device comprises a power input mechanism, a high-speed transmission mechanism, a low-speed transmission mechanism, a reverse transmission mechanism and a transmission bridge (1) for outputting power;
the high-speed gear transmission mechanism comprises a multi-plate friction clutch (2) and an elastic element group (3) for applying pretightening force to the multi-plate friction clutch (2), the power input mechanism sequentially transmits power to the multi-plate friction clutch (2) through a power transmission mechanism and a first overrunning clutch (4), the multi-plate friction clutch (2) is sleeved on a transmission bridge (1) through an inner-plate spiral roller sleeve (5), and a spiral transmission pair is formed between the inner-plate spiral roller sleeve (5) and the transmission bridge (1) so that the inner-plate spiral roller sleeve (5) can axially slide along the transmission bridge (1);
the low-speed transmission mechanism comprises a multi-row overrunning clutch (6) and a countershaft transmission assembly for speed reduction transmission between the power transmission mechanism and the multi-row overrunning clutch (6), the multi-row overrunning clutch (6) is sleeved on the transmission bridge (1) through an inner core wheel cam sleeve (7), and the corresponding end surfaces of the inner core wheel cam sleeve (7) and the inner sheet spiral raceway sleeve (5) are in transmission fit through an end surface cam pair so as to transmit power to the transmission bridge (1);
the reverse gear transmission mechanism comprises a reverse gear shaft (26) and a reverse gear secondary driven gear (18) fixedly sleeved on an inner core wheel cam sleeve (7), a reverse gear primary driven gear (17), a reverse gear combination sleeve (29) and a reverse gear duplicate gear (30) meshed with the reverse gear secondary driven gear (18) are sequentially arranged on the reverse gear shaft (26), the reverse gear primary driven gear (17) is fixedly sleeved on the reverse gear shaft (26) and can rotate under the driving of a power transmission mechanism, the reverse gear duplicate gear (30) is rotatably sleeved on the reverse gear shaft (26), a plurality of inner side strip-shaped raceways (26 a) distributed along the circumferential direction are arranged on the periphery of the reverse gear shaft (26), each inner side strip-shaped raceway (26 a) extends along the axial direction of the reverse gear shaft (26), a plurality of outer side strip-shaped raceways (29 a) which correspond to the inner side strip-shaped raceways (26 a) one by one and penetrate through the axial direction are arranged on the hole wall of the reverse gear combination sleeve (29), a row of outer side strip-shaped raceways (29 a corresponding to the reverse gear raceway (26 a) is provided with the reverse gear duplex gear sleeve (29 a, and when the reverse gear duplex gear (29) is combined with the reverse gear sleeve (29), the reverse gear sleeve (29), the reverse gear duplex gear sleeve (30) and the reverse gear (26) can rotate along the reverse gear sleeve, when the reverse gear duplex gear (29), the reverse gear (29), the reverse gear duplicate gear (30) and the reverse gear shaft (26) rotate freely respectively.
2. The high load adaptive automatic transmission system with smooth gear shifting according to claim 1, characterized in that: the radius of the arc-shaped raceway of the inner strip-shaped raceway (26 a) and the radius of the arc-shaped raceway of the outer strip-shaped raceway (29 a) are both larger than the radius of the balls (31).
3. The high load adaptive automatic transmission system that is smooth to enter gears according to claim 1 or 2, characterized in that: the reverse dual gear (30) is provided with an external combination tooth (30 a) and a reverse secondary driving tooth (30 b) meshed with the reverse secondary driven gear (18), and the reverse combination sleeve (29) is provided with an internal combination tooth (29 a) meshed with the external combination tooth (30 a).
4. The high load adaptive automatic transmission system with smooth gear shifting according to claim 1, characterized in that: the transmission bridge (1) comprises a main shaft (1 a), a main transmission sleeve (1 b) which is rotatably sleeved on the main shaft (1 a) and a first transmission shaft (1 c) and a second transmission shaft (1 d) which are coaxially arranged at two ends of the main shaft (1 a) respectively, one end of the main transmission sleeve (1 b) transmits power to the main shaft (1 a) and the second transmission shaft (1 d) through a differential mechanism (1 e), one end, close to the first transmission shaft (1 c), of the main shaft (1 a) drives the first transmission shaft (1 c) to synchronously rotate through an intermediate transmission sleeve (1 f), a spiral transmission pair is formed between an inner spiral rolling sleeve (5) and the main transmission sleeve (1 b), a multi-row type overrunning clutch (6) is sleeved on the main transmission sleeve (1 b) through an inner core wheel cam sleeve (7), and a reverse shaft (26) is parallel to the main transmission sleeve (1 b).
5. The high load adaptive automatic transmission system with smooth gear shifting according to claim 1, characterized in that: the power input mechanism comprises a motor (28), a transmission sensing mechanism and a motor transmission assembly, the transmission sensing mechanism is used for detecting that a transmission bridge (1) bears resistance torque, the motor transmission assembly is used for transmitting power output by the motor (28) to the transmission sensing mechanism, the transmission sensing mechanism comprises a primary power driven gear shaft (19) driven by the motor transmission assembly, a secondary power driving gear (20) used for transmitting power to the power transmission mechanism, a transmission sensing cam sleeve (16) sleeved on the primary power driven gear shaft (19) in an axially sliding mode and a displacement detection device (25) used for detecting displacement of the transmission sensing cam sleeve (16), the transmission sensing cam sleeve (16) can synchronously rotate under the driving of the primary power driven gear shaft (19), the secondary power driving gear (20) is rotatably sleeved on the primary power driven gear shaft (19) and is in transmission fit with the corresponding end face of the transmission sensing cam sleeve (16) through an end face cam pair, the transmission sensing cam sleeve (16) can be driven to be far away from the secondary power driving gear (20), and an elastic reset sensing element (24) is arranged between the transmission sensing cam sleeve (16) and the primary power driven gear shaft (19) and the secondary power driving gear (16) is close to the secondary driving gear (20).
6. The high load adaptive automatic transmission system that downshifts smoothly according to claim 1, characterized in that: the multi-plate friction clutch (2) comprises a friction plate supporting piece arranged on the inner plate spiral roller way sleeve (5) and a plurality of outer friction plates (2 c) and inner friction plates (2 d) which are alternately arranged between the friction plate supporting piece and the inner plate spiral roller way sleeve (5), each outer friction plate (2 c) can axially slide along the friction plate supporting piece, and each inner friction plate (2 d) can axially slide along the inner plate spiral roller way sleeve (5);
the power transmission mechanism can transmit power to the friction plate supporting piece through the first overrunning clutch (4), the elastic element group (3) can apply pretightening force to the inner plate spiral roller way sleeve (5) to compress the outer friction plates (2 c) and the inner friction plates (2 d), a spiral transmission pair is formed between the inner plate spiral roller way sleeve (5) and the main transmission sleeve (1 b), so that the inner plate spiral roller way sleeve (5) can slide along the axial direction of the main transmission sleeve (1 b), and the elastic element group (3) is compressed to release the outer friction plates (2 c) and the inner friction plates (2 d).
7. The high load adaptive automatic transmission system with smooth gear shifting according to claim 6, characterized in that: the inner-sheet spiral raceway sleeve (5) comprises a friction plate pressing disc (5 b) in a disc-shaped structure and an output spiral raceway barrel (5 a) in a cylindrical structure, the output spiral raceway barrel (5 a) is sleeved on the main transmission sleeve (1 b) and forms a spiral transmission pair with the main transmission sleeve (1 b), the cam profile at one end, close to the output spiral raceway barrel (5 a), of the inner core wheel cam sleeve (7) is matched with the cam profile at one end, close to the output spiral raceway barrel (5 a), of the output spiral raceway barrel to form an end face cam pair transmission pair, and the friction plate pressing disc (5 b) is fixedly sleeved at one end of the output spiral raceway barrel (5 a);
the friction plate support piece comprises a friction plate supporting disc (2 a) of a disc-shaped structure and an outer plate spline sleeve (2 b) of a cylindrical structure, the power transmission mechanism can transmit power to the friction plate supporting disc (2 a), the friction plate supporting disc (2 a) is parallel to a friction plate pressing disc (5 b), the outer plate spline sleeve (2 b) is coaxially sleeved outside an output spiral raceway cylinder (5 a), one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting disc (2 a), the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing disc (5 b), the outer edge of each outer friction plate (2 c) is in spline fit with the inner wall of the outer plate spline sleeve (2 b), and the inner edge of each inner friction plate (2 d) is in spline fit with the outer wall of the output spiral raceway cylinder (5 a).
8. The high load adaptive automatic transmission system with smooth gear shifting according to claim 1, characterized in that: multirow formula freewheel clutch (6) include second outer lane (6 a) and two at least second inner core wheels (6 c) of suit side by side on same inner core wheel cam cover (7), power transmission mechanism can transmit power to second outer lane (6 a) through countershaft transmission subassembly, and external tooth (6 c 1) that set up on each second inner core wheel (6 c) periphery are just right one by one, be provided with the second rolling element between second outer lane (6 a) and each second inner core wheel (6 c) respectively, and the rolling element around adjacent second inner core wheel (6 c) is just right one by one.
9. The high load adaptive automatic transmission system with smooth gear shifting according to claim 8, characterized in that: 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 a), 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 the power transmission mechanism and is meshed with the first-stage driven gear (13), and a second-stage driven gear (6 b) meshed with the second-stage driving gear (14) is arranged on the second outer ring (6 a).
10. The high load adaptive automatic transmission system with smooth gear shifting according to claim 1, characterized in that: a double-cam transmission sleeve (15) is arranged between the inner core wheel cam sleeve (7) and the inner sheet spiral raceway sleeve (5), and the end surfaces of the two ends of the double-cam transmission sleeve (15) are respectively in transmission fit with the corresponding end surfaces of the inner core wheel cam sleeve (7) and the inner sheet spiral raceway sleeve (5) through end surface cam pairs.
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