CN111043257A - Self-adaptive automatic speed change assembly adopting multi-piece type large-torque friction clutch - Google Patents
Self-adaptive automatic speed change assembly adopting multi-piece type large-torque friction clutch Download PDFInfo
- Publication number
- CN111043257A CN111043257A CN201911226534.5A CN201911226534A CN111043257A CN 111043257 A CN111043257 A CN 111043257A CN 201911226534 A CN201911226534 A CN 201911226534A CN 111043257 A CN111043257 A CN 111043257A
- Authority
- CN
- China
- Prior art keywords
- plate
- friction
- friction plate
- sleeve
- clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000008859 change Effects 0.000 title abstract description 12
- 230000005540 biological transmission Effects 0.000 claims abstract description 81
- 230000007246 mechanism Effects 0.000 claims abstract description 29
- 238000003825 pressing Methods 0.000 claims description 43
- 229910052755 nonmetal Inorganic materials 0.000 claims description 26
- 230000009467 reduction Effects 0.000 claims description 18
- 230000003044 adaptive effect Effects 0.000 claims description 11
- 238000009434 installation Methods 0.000 abstract description 13
- 230000006872 improvement Effects 0.000 abstract description 3
- 238000000034 method Methods 0.000 description 12
- 238000000926 separation method Methods 0.000 description 7
- 230000002035 prolonged effect Effects 0.000 description 6
- 239000004677 Nylon Substances 0.000 description 5
- 238000006073 displacement reaction Methods 0.000 description 5
- 238000004519 manufacturing process Methods 0.000 description 5
- 229920001778 nylon Polymers 0.000 description 5
- 238000005096 rolling process Methods 0.000 description 5
- 238000005299 abrasion Methods 0.000 description 4
- 230000002457 bidirectional effect Effects 0.000 description 4
- 230000009194 climbing Effects 0.000 description 4
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 239000002184 metal Substances 0.000 description 4
- 230000007547 defect Effects 0.000 description 3
- 230000007774 longterm Effects 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 238000007668 thin rolling process Methods 0.000 description 3
- 229910000851 Alloy steel Inorganic materials 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 235000017166 Bambusa arundinacea Nutrition 0.000 description 1
- 235000017491 Bambusa tulda Nutrition 0.000 description 1
- 241001330002 Bambuseae Species 0.000 description 1
- 241001272720 Medialuna californiensis Species 0.000 description 1
- 235000015334 Phyllostachys viridis Nutrition 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 229910045601 alloy Inorganic materials 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 239000011425 bamboo Substances 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000006185 dispersion Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 230000036316 preload Effects 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Images
Classifications
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/22—Friction clutches with axially-movable clutching members
- F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
- F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/60—Clutching elements
- F16D13/64—Clutch-plates; Clutch-lamellae
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/70—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D41/00—Freewheels or freewheel clutches
- F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
- F16D41/064—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Mechanical Operated Clutches (AREA)
- One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
Abstract
The invention discloses a self-adaptive automatic speed change assembly adopting a multi-piece high-torque friction clutch, which comprises a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a main shaft for outputting power, wherein the low-speed gear transmission mechanism comprises an overrunning clutch sleeved on the main shaft through an inner core wheel sleeve and a countershaft transmission assembly for reducing speed between the friction clutch and the overrunning clutch, and the high-speed gear transmission mechanism comprises the friction clutch and an elastic element group for applying pretightening force to the friction clutch. By adopting the technical scheme, the self-adaptive automatic speed change assembly adopting the multi-piece type large-torque friction clutch has the advantages that the self-adaptive automatic speed change device can bear super-large load through the improvement of the installation modes of the friction clutch and the overrunning clutch, the wear resistance, the stability and the reliability are high, the service life is long, and the lightweight design requirement is met.
Description
Technical Field
The invention relates to the technical field of transmissions, in particular to a self-adaptive automatic speed change assembly adopting a multi-piece type large-torque friction clutch.
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 conventional friction clutch mainly includes a disc friction clutch including a driving friction disc and a driven friction disc, and has a disadvantage of poor wear resistance, a great decrease in sensitivity, stability, and reliability after a long-term use, and a short service life, and thus cannot be used as a large-torque power transmission device. Therefore, the conventional adaptive automatic transmission cannot bear an excessive load. In addition, the existing overrunning clutch is generally directly sleeved on a main shaft (metal to metal), and is easy to generate serious abrasion after long-term use, so that the stability is poor.
It is urgent to solve the above problems.
Disclosure of Invention
The invention provides a self-adaptive automatic speed change assembly adopting a multi-piece type large-torque friction clutch, which aims to solve the technical problems that the existing self-adaptive automatic speed change device is poor in wear resistance, cannot bear super-large load and is poor in stability when an overrunning clutch is installed on a main shaft due to the limitation of the friction clutch.
The technical scheme is as follows:
a self-adaptive automatic speed change assembly adopting a multi-piece type large-torque friction clutch is characterized by comprising a high-speed transmission mechanism, a low-speed transmission mechanism and a main shaft for outputting power;
the low-speed gear transmission mechanism comprises an overrunning clutch sleeved on a main shaft through an inner core wheel sleeve and an auxiliary shaft transmission assembly for reducing transmission between a friction clutch and the overrunning clutch, the inner core wheel sleeve consists of an integrally formed power output section and a clutch mounting section, the aperture of the power output section is smaller than that of the clutch mounting section and is rotatably sleeved on the main shaft, the corresponding end faces of the power output section and an inner sheet spiral raceway sleeve are in transmission fit through an end face cam pair, a non-metal bearing sleeve is sleeved at the end part of the main shaft, the clutch mounting section is rotatably sleeved on the non-metal bearing sleeve, the overrunning clutch is sleeved on the clutch mounting section and can drive the inner core wheel sleeve to rotate, one end of the clutch mounting section, far away from the power output section, is provided with an axial locking end cover, and the axial locking end cover is abutted to the non-metal bearing sleeve after being inserted into the clutch mounting section, so as to limit the non-metal bearing sleeve between the axial locking end cover and the clutch mounting section;
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 friction plate support piece arranged on an inner plate spiral raceway sleeve and a plurality of outer friction plates and inner friction plates which are alternately arranged between the friction plate support piece and the inner plate spiral raceway sleeve, each outer friction plate can axially slide along the friction plate support piece, and each inner friction plate can axially slide along the inner plate spiral raceway sleeve; the friction plate supporting piece can transmit power to the auxiliary shaft transmission assembly, the elastic element group can apply pretightening force to the inner spiral roller way sleeve to compress the outer friction plates and the inner friction plates, a spiral transmission pair is formed between the inner spiral roller way sleeve and the main shaft, the inner spiral roller way sleeve can slide along the axial direction of the main shaft, and therefore the elastic element group is compressed to release the outer friction plates and the inner friction plates.
Under the common cooperation of the overrunning clutch and the friction clutch, when the load borne by the main shaft is not large, the power input mechanism transmits power to the full-mechanical self-adaptive automatic transmission on the main shaft through the overrunning clutch, the friction clutch and the inner-plate spiral roller sleeve in sequence, so that the power can be transmitted efficiently, the motor is in a high-rotating-speed and high-efficiency working state, and the energy consumption is low; 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 power input mechanism, the inner-sheet spiral raceway sleeve axially displaces along the main shaft, and the friction clutch loses pretightening force, so that the friction clutch is disconnected and enters a low-speed gear, the power input mechanism transmits power to the main shaft through the auxiliary shaft transmission assembly, the overrunning clutch, the inner core wheel cam sleeve and the inner-sheet spiral raceway sleeve in sequence, and at the moment, the full-mechanical self-adaptive automatic transmission can be matched with the actual driving working condition and the motor working condition of the pure electric vehicle in a self-adaptive mode, so that the pure electric vehicle has strong climbing and heavy-load capacity, the motor is always positioned on a high-efficiency platform, the efficiency of the motor under the climbing and heavy-load conditions is greatly improved, and the energy consumption of the motor.
The structure more than adopting, through freewheel clutch's setting, can realize the one-way transmission of power, set up the friction structure in the friction clutch into a plurality of alternative arrangement's outer friction disc and interior friction disc again, make the moment of torsion dispersion that bears on each outer friction disc and interior friction disc, share wearing and tearing through each outer friction disc and interior friction disc, greatly reduced the smooth loss that rubs, overcome traditional disk friction clutch's defect, thereby the wearability of friction clutch has been improved by a wide margin, stability and reliability, life has been prolonged, can regard as big moment of torsion power transmission device. The axial displacement of the inner core wheel sleeve can be limited by utilizing the non-metal supporting sleeve, and the weight is far smaller than that of a metal piece, so that the reliable connection among all parts is ensured, the light-weight design requirement is met, and the stability of the dynamic balance of the whole mechanism can be ensured; the axial locking end cover can simultaneously lock the non-metal bearing sleeve and the inner core wheel sleeve, so that the non-metal bearing sleeve and the inner core wheel sleeve cannot generate axial displacement, and the installation reliability of the non-metal bearing sleeve and the inner core wheel sleeve is further improved. Through the improvement of the installation modes of the friction clutch and the overrunning clutch, the self-adaptive automatic speed changing device can bear super load, and has high wear resistance, stability and reliability.
Preferably, the method comprises the following steps: the inner-sheet spiral raceway sleeve comprises a friction plate pressing disc 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 shaft and forms a spiral transmission pair with the main shaft, and the friction plate pressing disc 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 friction plate supporting plate is parallel to the friction plate pressing plate, the outer plate spline sleeve is coaxially sleeved outside the output spiral roller path cylinder, 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 extends out 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 roller path cylinder.
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: a plurality of inner plate starting check rings are sleeved on the outer wall of the output spiral raceway cylinder, and each inner plate starting check ring is respectively positioned on one side of each inner friction plate close to the friction plate supporting disc;
when the output spiral roller path cylinder axially moves towards the direction far away from the friction plate supporting disc, each inner plate starting retainer ring can drive the adjacent inner friction plate to axially move towards the direction far away from the friction plate supporting disc, so that each outer friction plate and each inner friction plate are separated from each other; when the output spiral roller path cylinder moves axially towards the direction close to the friction plate supporting disc, the friction plate pressing disc can press each outer friction plate and each inner friction plate.
Structure more than adopting, through set up interior piece start-up retaining ring on the friction disc installation section of thick bamboo including, can drive each interior friction disc and adjacent outer friction disc separation initiatively, for current multi-plate friction clutch, response speed has not only been improved by a wide margin, corresponding time has been shortened, thereby can increase the quantity of friction disc by a wide margin, the quantity of unlimited increase friction disc even, make this friction clutch can be applied to big moment of torsion scene, and can guarantee the thorough separation of interior friction disc and outer friction disc, the condition of adhesion can not take place, long-term use, the wearing and tearing condition of each interior friction disc and outer friction disc is unanimous basically, greatly reduced the friction loss that slides, overcome the defect of traditional multi-plate friction clutch, friction clutch's life has been prolonged, thereby whole friction clutch's wearability has been improved by a wide margin, stability and reliability.
Preferably, the method comprises the following steps: the distance between the adjacent inner plate starting check rings is equal, the distance between the adjacent inner plate starting check rings is larger than that between the adjacent inner friction plates, and when the friction plate pressing plate presses each outer friction plate and each inner friction plate, the distance between each inner plate starting check ring and each adjacent inner friction plate is gradually reduced in an equal-difference array relation towards the direction close to the friction plate pressing plate. By adopting the structure, each inner friction plate and the corresponding outer friction plate can be dispersed more orderly and uniformly, and the response time is shortened.
Preferably, the method comprises the following steps: the outer wall of the output spiral roller path cylinder is sleeved with a plurality of inner disc springs, each inner disc spring is respectively positioned on one side of each inner friction plate close to the friction plate pressing disc, and two ends of each inner disc spring are respectively and elastically supported on the corresponding inner friction plate and the corresponding inner disc starting retaining ring. By adopting the structure, each inner disc spring is matched with each inner disc starting retainer ring, bidirectional acting force is applied to the inner friction plates, the inner friction plates are enabled to be actively separated from the outer friction plates on two sides, and the inner friction plates are ensured to be thoroughly separated from the outer friction plates.
Preferably, the method comprises the following steps: and a plurality of outer plate limiting check rings are arranged on the inner wall of the outer plate spline sleeve, and each outer plate limiting check ring is respectively positioned on one side of each outer friction plate close to the friction plate pressing disc. The distance between the adjacent outer plate limiting check rings is equal, and the distance between the adjacent outer plate limiting check rings is larger than the distance between the adjacent inner plate starting check rings. By adopting the structure, the outer friction plate is limited, the condition that the outer friction plate is bonded with the previous inner friction plate is avoided, and the inner friction plate is separated from the outer friction plate more thoroughly.
Preferably, the method comprises the following steps: the inner wall of the outer plate spline housing is sleeved with a plurality of outer plate disc springs, each outer plate disc spring is respectively positioned on one side of each outer friction plate close to the friction plate supporting disc, and two ends of each outer plate disc spring are respectively and elastically supported on the corresponding outer plate limiting retainer ring and the corresponding outer friction plate. By adopting the structure, each outer disc spring is matched with each outer disc limiting retainer ring, bidirectional acting force is applied to the outer friction plates, the outer friction plates are enabled to be actively separated from the inner friction plates on two sides, and the complete separation of each inner friction plate from each outer friction plate is ensured.
Preferably, the method comprises the following steps: the friction plate pressing disc is characterized in that a plurality of concentric annular roller paths are distributed on the surface of one side, close to the elastic element group, of the friction plate pressing disc, an end face bearing is arranged between the elastic element group and the friction plate pressing disc and comprises a bearing supporting disc and a plurality of bearing balls supported between the bearing supporting disc and the friction plate pressing disc, and the bearing balls can roll along the corresponding annular roller paths respectively. By adopting the structure, the friction plate pressing disc is 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: the auxiliary shaft transmission assembly comprises an auxiliary shaft arranged in parallel with the main shaft, a first-stage reduction driven gear capable of driving the auxiliary shaft to rotate and a second-stage driving gear driven by the auxiliary shaft are sleeved on the auxiliary shaft, a first-stage reduction driving gear driven by the friction clutch is sleeved on the friction clutch, the first-stage reduction driving gear is meshed with the first-stage reduction driven gear, input driven teeth arranged along the circumferential direction are arranged on the outer wall of the outer ring of the overrunning clutch, and the input driven teeth are meshed with the second-stage driving gear. 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 spiral transmission pair comprises an inner spiral raceway and an outer spiral raceway, wherein the inner spiral raceway is circumferentially distributed on the inner wall of the output spiral raceway cylinder, the outer spiral raceway is circumferentially distributed on the outer wall of the main shaft, and a plurality of balls which protrude outwards are embedded in each outer spiral raceway and can roll in the corresponding inner spiral raceway and the corresponding outer spiral raceway respectively. By adopting the structure, the structure is stable and reliable, and when the inner-sheet spiral raceway sleeve rotates relative to the main shaft, the inner-sheet spiral raceway sleeve can axially move relative to the main shaft, so that the friction clutch can be pressed or released, and the friction clutch is in a combined or separated state.
Compared with the prior art, the invention has the beneficial effects that:
the self-adaptive automatic speed change assembly adopting the multi-piece large-torque friction clutch adopts the technical scheme, the friction structure in the friction clutch is set into a plurality of outer friction plates and inner friction plates which are alternately arranged, the borne torque is dispersed on the outer friction plates and the inner friction plates, the wear is shared by the outer friction plates and the inner friction plates, the friction loss is greatly reduced, the defect of the traditional disc type friction clutch is overcome, the wear resistance, the integral stability and the reliability of the friction clutch are greatly improved, the service life is prolonged, and the self-adaptive automatic speed change assembly can be used as a large-torque power transmission device. The axial displacement of the inner core wheel sleeve can be limited by utilizing the non-metal supporting sleeve, and the weight is far smaller than that of a metal piece, so that the reliable connection among all parts is ensured, the light-weight design requirement is met, and the stability of the dynamic balance of the whole mechanism can be ensured; the axial locking end cover can simultaneously lock the non-metal bearing sleeve and the inner core wheel sleeve, so that the non-metal bearing sleeve and the inner core wheel sleeve cannot generate axial displacement, and the installation reliability of the non-metal bearing sleeve and the inner core wheel sleeve is further improved. Through the improvement of the installation modes of the friction clutch and the overrunning clutch, the self-adaptive automatic speed changing device can bear super load, and has high wear resistance and reliability.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the connection between the present invention and a power plant;
FIG. 3 is a schematic structural view of a high-speed gear transmission mechanism;
FIG. 4 is a schematic structural view of an overrunning clutch;
FIG. 5 is a schematic diagram of the engagement of the outer race, inner core and rolling elements of the overrunning clutch;
FIG. 6 is a schematic structural view of the cage;
FIG. 7 is a schematic structural view of an inner spiral raceway sleeve;
FIG. 8 is a schematic illustration of the mating relationship of the friction plate support disc and the outer plate spline housing;
FIG. 9 is a schematic structural view of an outer friction plate;
FIG. 10 is a schematic structural view of an inner friction plate.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1 to 4, an adaptive automatic transmission assembly using a multi-plate high-torque friction clutch includes 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 11 and an elastic element group 12 for applying pretightening force to the friction clutch 11, the friction clutch 11 is sleeved on the main shaft 1 through an inner-sheet spiral roller way sleeve 13, and a spiral transmission pair is formed between the inner-sheet spiral roller way sleeve 13 and the main shaft 1 so that the inner-sheet spiral roller way sleeve 13 can slide along the axial direction of the main shaft 1.
The low-speed gear transmission mechanism comprises an overrunning clutch 3 which is sleeved on a main shaft 1 through an inner core wheel sleeve 2 and an auxiliary shaft transmission assembly which performs speed reduction transmission between a friction clutch 11 and the overrunning clutch 3, wherein the inner core wheel sleeve 2 is in transmission fit with the corresponding end face of an inner sheet spiral roller way sleeve 13 through an end face cam pair.
When the resistance torque transmitted to the friction clutch 11 by the main shaft 1 is greater than or equal to the preset load limit of the friction clutch 11, the friction clutch 11 is in a separation state, and the friction clutch 11 transmits power to the main shaft 1 through a countershaft transmission assembly, the inner core wheel sleeve 2 and the inner sheet spiral roller sleeve 13 in sequence; when the resisting torque transmitted to the friction clutch 11 by the main shaft 1 is smaller than the preset load limit of the friction clutch 11, the friction clutch 11 is in a combined state, and the friction clutch 11 transmits power to the main shaft 1 through the inner-plate spiral roller sleeve 13.
Referring to fig. 1 to 4, the high-speed gear transmission mechanism includes a friction clutch 11 and an elastic element set 12 for applying a preload to the friction clutch 11, and an electric motor 14 can transmit power to the friction clutch 11 through a power input mechanism.
Referring to fig. 1, 3 and 7, the inner spiral raceway sleeve 13 includes an output spiral raceway barrel 13a and a friction plate pressing plate 13b which are integrally formed, wherein the output spiral raceway barrel 13a is in a cylindrical structure, the friction plate pressing plate 13b is in a disc structure, the friction plate pressing plate 13b is vertically and fixedly sleeved outside one end of the output spiral raceway barrel 13a, and a cam profile structure is processed on an end face of the output spiral raceway barrel 13a, which is far away from the friction plate pressing plate 13 b.
Referring to fig. 1 and 3, the output spiral raceway sleeve 13a is sleeved on the main shaft 1 and forms a spiral transmission pair with the main shaft 1, so that the inner spiral raceway sleeve 13 can slide along the axial direction of the main shaft 1, thereby compressing the elastic element group 12 to release each of the outer friction plates 11c and the inner friction plates 11 d. Specifically, the helical transmission pair includes inner helical raceways 13a3 circumferentially distributed on the inner wall of the output helical raceway barrel 13a and outer helical raceways 1a circumferentially distributed on the outer wall of the main shaft 1, a plurality of outwardly projecting balls 16 being embedded in each outer helical raceway 1a, and the respective balls 16 being capable of rolling in the corresponding inner helical raceway 13a3 and outer helical raceway 1a, respectively. When the inner-piece helical raceway sleeve 13 rotates relative to the main shaft 1, it can move axially relative to the main shaft 1, and thus can press or release the friction clutch 11, so that the friction clutch 11 is in an engaged or disengaged state.
Referring to fig. 1, 3 and 7, the friction plate hold-down disc 13b extends radially outwardly from the end of the output spiral race-tube 13a remote from the friction plate support. A plurality of concentric annular raceways 13b1 are distributed on the surface of one side of the friction plate pressing disc 13b close to the elastic element group 12, an end face bearing 15 is arranged between the elastic element group 12 and the friction plate pressing disc 13b, the end face bearing 15 comprises a bearing supporting disc 15b and a plurality of bearing balls 15a supported between the bearing supporting disc 15b and the friction plate pressing disc 13b, and each bearing ball 15a can roll along the corresponding annular raceway 13b 1. Through the structure, the friction plate pressing plate 13b 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. 1 and 3, the friction clutch 11 includes a friction plate support, and a plurality of outer friction plates 11c and inner friction plates 11d alternately arranged between the friction plate support and an inner plate spiral raceway sleeve 13, wherein the friction plate support includes a friction plate support plate 11a in a disc-shaped structure and an outer plate spline sleeve 11b in a cylindrical structure, the power input mechanism can transmit power to the outer plate spline sleeve 11b, the outer plate spline sleeve 11b drives the friction plate support plate 11a to rotate synchronously, the friction plate support plate 11a is parallel to the friction plate pressing plate 13b, the outer plate spline sleeve 11b is coaxially sleeved outside the output spiral raceway sleeve 13a, one end of the outer plate spline fits with an outer edge of the friction plate support plate 11a, and the other end extends out of the friction plate pressing plate 13 b. Each outer friction plate 11c is axially slidable along the inner wall of the outer plate spline housing 11b, and each inner friction plate 11d is axially slidable along the outer wall of the output spiral race barrel 13 a. Compared with the traditional disc type friction clutch, the friction clutch 11 in the present embodiment is used for a long time, the abrasion conditions of the inner friction plates 11d and the outer friction plates 11c are basically consistent, the sliding friction loss is reduced, the abrasion resistance, the stability and the reliability of the friction clutch 11 are improved, and the service life of the friction clutch 11 is prolonged.
Referring to fig. 3, 7 and 10, the inner edge of each inner friction plate 11d is provided with an inner internal spline 11d1, and the outer wall of the output spiral raceway cylinder 13a is provided with an inner external spline 13a1 adapted to the inner internal spline 11d1, that is, the output spiral raceway cylinder 13a and each inner friction plate 11d realize spline fit with the inner external spline 13a1 through the inner internal spline 11d1, so that each inner friction plate 11d can synchronously rotate with the output spiral raceway cylinder 13a and axially move along the output spiral raceway cylinder 13a to realize separation.
Similarly, referring to fig. 3, 8 and 9, an outer plate external spline 11c1 is provided on the outer edge of each outer friction plate 11c, and an outer plate internal spline 11b1 corresponding to each outer plate external spline 11c1 is provided on the inner wall of the outer plate spline housing 11 b. That is, the outer plate spline housing 11b and each outer friction plate 11c realize spline fit with the outer plate inner spline 11b1 through the outer plate outer spline 11c1, so that each outer friction plate 11c can synchronously rotate with the outer plate spline housing 11b, and can axially move along the outer plate spline housing 11b to realize separation.
Referring to fig. 1, 3 and 8, the inner edge of the friction plate support disc 11a has a power take-off 11a1 extending away from the friction plate hold-down disc 13b, the power take-off 11a1 being rotatably mounted on the inner hub 2. The power output sleeve 11a1 and the output spiral raceway barrel 13a are coaxially arranged, that is, the central axes of the power output sleeve 11a1, the output spiral raceway barrel 13a and the main shaft 1 are superposed. The friction plate support plate 11a extends radially outward from the end of the power output sleeve 11a1 adjacent to the friction plate pressing plate 13b and faces the friction plate pressing plate 13b, so that the outer friction plates 11c and the inner friction plates 11d are alternately arranged on the friction plate support plate 11a and the friction plate pressing plate 13 b. The outer edge of the friction plate support plate 11a is provided with a power input spline 11a3 that is spline-fitted to the outer plate inner spline 11b 1. Each outer friction plate 11c and the friction plate supporting plate 11a can share the outer plate inner spline 11b1 on the inner wall of the outer plate spline housing 11b, and design and processing difficulty and production cost are reduced.
Referring to fig. 3, the portion of the outer plate spline housing 11b remote from the friction plate support is supported on the outer edge of the friction plate hold-down plate 13b and is free to rotate relative to the friction plate hold-down plate 13b to maintain the structure stable and reliable.
Referring to fig. 1 to 3, the elastic element set 12 can apply a pre-tightening force to the inner plate spiral roller way sleeve 13 to press each of the outer friction plates 11c and the inner friction plates 11d, so that the friction clutch 11 is kept in a combined state. In this embodiment, the elastic element group 12 is preferably a disc spring, which is stable, reliable, and low in cost, and can continuously apply an axial thrust to the end bearing 15.
Referring to fig. 3 and 7, a plurality of inner plate starting retaining rings 11e are arranged on the inner wall of the output spiral raceway barrel 13a, and each inner plate starting retaining ring 11e is respectively positioned on one side of the adjacent inner friction plate 11d close to the friction plate supporting disk 11 a. By arranging the inner plate starting retainer ring 11e on the output spiral raceway barrel 13a, each inner friction plate 11d can be separated, so that all the inner friction plates 11d can be quickly and uniformly scattered in a separated state, and the outer friction plates 11c are driven to move at the same time, so that the inner friction plates 11d and the outer friction plates 11c are completely separated.
Furthermore, a plurality of inner disc springs 11h are sleeved on the outer wall of the output spiral raceway barrel 13a, each inner disc spring 11h is respectively positioned on one side of each inner friction plate 11d close to the friction plate pressing plate 13b, and two ends of each inner disc spring 11h are respectively and elastically supported on the corresponding inner friction plate 11d and the inner disc starting retaining ring 11 e. Through the design, each inner disc spring 11h is matched with each inner disc starting retainer ring 11e, bidirectional acting force is applied to the inner friction plate 11d, the inner friction plate 11d is promoted to be actively separated from the outer friction plates 11c on the two sides, and the inner friction plates 11d are guaranteed to be completely separated from the outer friction plates 11 c.
Further, the distance between the adjacent inner plate starting check rings 11e is equal, and the distance between the adjacent inner plate starting check rings 11e is greater than the distance between the adjacent inner friction plates 11d, specifically, the distance between the adjacent inner plate starting check rings 11e is only slightly greater than the distance between the adjacent inner friction plates 11d, and when the friction clutch is in a disconnected state, the inner friction plates 11d and the adjacent outer friction plates 11c can be uniformly distributed after being separated by the adjacent inner plate starting check rings 11 e. When the friction plate pressing plate 13b presses each outer friction plate 11c and each inner friction plate 11d, the distance between each inner plate starting check ring 11e and the adjacent inner friction plate 11d is gradually reduced in an arithmetic progression towards the direction close to the friction plate pressing plate 13 b. The outer wall of the output spiral raceway cylinder 13a is provided with an inner plate external spline 13a1, the inner plate external spline 13a1 is provided with a plurality of inner retainer mounting ring grooves 13a2 corresponding to the corresponding inner plate start retainers 11e, and each inner plate start retainer 11e is respectively embedded into the corresponding inner retainer mounting ring groove 13a 2.
Referring to fig. 3 and 8, a plurality of outer plate limit retaining rings 11f are arranged on the inner wall of the outer plate spline housing 11b, and each outer plate limit retaining ring 11f is respectively positioned on one side of each outer friction plate 11c close to the friction plate pressing disc 13 b. The distance between the adjacent outer plate limiting check rings 11f is equal, and the distance between the adjacent outer plate limiting check rings 11f is larger than the distance between the adjacent inner plate starting check rings 11 e. Through the design, the outer friction plate 11c is limited, the situation that the outer friction plate 11c is bonded with the previous-stage inner friction plate 11d is avoided, and the inner friction plate 11d is separated from the outer friction plate 11c more thoroughly. The spacing between the adjacent outer plate limiting retainer rings 11f is equal, so that the inner friction plates 11d and the corresponding outer friction plates 11c can be dispersed more orderly and uniformly, and the response time is shortened.
Furthermore, a plurality of outer disc springs 11g are sleeved on the inner wall of the outer disc spline housing 11b, each outer disc spring 11g is respectively positioned on one side of each outer friction plate 11c close to the friction plate supporting disc 11a, and two ends of each outer disc spring 11g are respectively and elastically supported on the corresponding outer disc limiting retainer ring 11f and the outer friction plate 11 c. Through the design, each outer disc spring 11g is matched with each outer limiting retainer ring 11f to apply bidirectional acting force to the outer friction plate 11c, so that the outer friction plate 11c is actively separated from the inner friction plates 11d on two sides, and the inner friction plates 11d are completely separated from the outer friction plates 11 c.
The inner wall of the outer plate spline housing 11b is provided with an outer plate internal spline 11b1, the outer edge of each outer friction plate 11c is provided with an outer plate external spline 11c1 in spline fit with the outer plate internal spline 11b1, the outer edge of the friction plate supporting disk 11a is provided with a power input spline 11a3, one end of the outer plate spline housing 11b, which is close to the friction plate supporting disk 11a, is in spline fit with the power input spline 11a3 through the outer plate internal spline 11b1, the outer plate internal spline 11b1 is provided with a plurality of outer retaining ring mounting ring grooves 11b2 which are matched with corresponding outer plate limiting retaining rings 11f, and each outer plate limiting retaining ring 11f is respectively embedded into the corresponding outer retaining ring mounting ring groove 11b 2.
Referring to fig. 4, the inner core wheel sleeve 2 is composed of a power output section 2a and a clutch mounting section 2b which are integrally formed, and both the power output section 2a and the clutch mounting section 2b are cylindrical structures. The outer diameter of the power output section 2a is smaller than that of the clutch mounting section 2b, the bore diameter is also smaller than that of the clutch mounting section 2b, the power output section 2a is rotatably sleeved on the main shaft 1, and specifically, the power output section 2a is rotatably sleeved on the main shaft 1 through a needle bearing 8. And, the power take-off section 2a is processed with the cam profile structure in the end face of one end far away from the clutch installation section 2b, thus can realize the transmission of power through the cooperation of the cam profile.
Referring to fig. 4, a non-metal support sleeve 4 is sleeved on an end portion of the main shaft 1, and the clutch mounting section 2b is rotatably sleeved on the non-metal support sleeve 4, preferably, the non-metal support sleeve 4 is made of nylon, has a self-lubricating effect, is good in wear resistance, low in cost and light in weight, and meets the requirement of light weight design. Specifically, the main shaft 1 is sleeved with a washer 6, one side surface of the washer 6 is abutted to one end surface of the nonmetal supporting sleeve 4 far away from the axial locking end cover 5, a first ball bearing 7 is arranged between the other side surface of the washer 6 and one end surface of the power output section 2a close to the clutch mounting section 2b, and the nonmetal supporting sleeve 4 is sleeved on the end portion of the main shaft 1 through a half-moon key 9. In addition, in order to ensure the installation reliability of the non-metal supporting sleeve 4 and the inner core wheel sleeve 2 and avoid axial displacement, one end of the clutch installation section 2b, which is far away from the power output section 2a, is provided with an axial locking end cover 5, and the axial locking end cover 5 is inserted into the clutch installation section 2b and then is abutted against the non-metal supporting sleeve 4 so as to limit the non-metal supporting sleeve 4 between the axial locking end cover 5 and the clutch installation section 2 b.
Referring to fig. 4, the axial locking end cap 5 includes a nylon sleeve limiting portion 5a adapted to a central hole of the power output section 2a and an annular flange 5b circumferentially disposed on an outer peripheral surface of the axial locking end cap 5, when the nylon sleeve limiting portion 5a is inserted into the central hole of the power output section 2a, an end surface of the nylon sleeve limiting portion 5a abuts against the non-metal support sleeve 4, and a side wall of the annular flange 5b near the nylon sleeve limiting portion 5a abuts against an end surface of the clutch mounting section 2b at an end far from the power output section 2a, so that axial positions of the non-metal support sleeve 4 and the inner hub 2 can be reliably locked.
Referring to fig. 4 and 5, the overrunning clutch 3 is sleeved on the clutch mounting section 2b and can drive the inner hub sleeve 2 to rotate. Specifically, the overrunning clutch 3 mainly includes an outer ring 3a and an inner core wheel 3b provided between the inner core wheel housing 2 and the outer ring 3a, and rolling bodies are provided between the outer ring 3a and the inner core wheel 3b, respectively.
The inner core wheel sleeve 2 is made of a high-strength anti-torsion material, the inner core wheel 3b is made of a compression-resistant wear-resistant material, specifically, the inner core wheel sleeve 2 is made of alloy steel, and the inner core wheel 3b is made of bearing steel or alloy steel or hard alloy. In this embodiment, the inner core wheel sleeve 2 is preferably made of 20CrMnTi, and has high torsion resistance, low cost and high cost performance, and the inner core wheel 3b is preferably made of GCr15, so that the inner core wheel sleeve has high wear resistance and compression resistance, low cost and high cost performance. The torsion resistance and the pressure resistance of the inner core wheel sleeve 2 are high, the reliability and the stability of transmission can be ensured, and the abrasion resistance and the pressure resistance of the inner core wheel 3b are high, so that the inner core wheel sleeve 2 and the inner core wheel 3b are made of two different materials, the production cost is effectively saved, and the service life of the heavy-load overrunning clutch is greatly prolonged.
Referring to fig. 4-6, the rolling elements distributed along the outer periphery of the inner core wheel 3b are composed of alternately arranged thick rolling elements 3c and thin rolling elements 3d, two opposite retainers 3e are disposed on the outer peripheral surface of each inner core wheel 3b, a ring of annular grooves 3e1 are formed on the inner wall of each retainer 3e, and both ends of each thin rolling element 3d are slidably inserted into the corresponding annular grooves 3e 1. By adopting the structure, each thin rolling body 3d can follow up, the overall stability and reliability are improved, and the service life is prolonged.
Referring to fig. 4, the outer wall of the outer ring 3a has input driven teeth 3a1 arranged along the circumferential direction. The outer wall of the inner core wheel sleeve 2 is in spline fit with the inner wall of the inner core wheel 3b, so that the inner core wheel 3b can drive the inner core wheel sleeve 2 to rotate. With the above configuration, power transmission can be reliably performed.
Referring to fig. 4, the gear ring supports 3f are disposed on two sides of the outer ring 3a, where the outer ring 3a is disposed on two sides of the outer ring 3a, and the gear ring supports 3f are respectively supported on the annular flange 5b through the second ball bearings 10, so that reliable installation of the outer ring 3a is ensured, and stability of the overrunning clutch 3 is improved.
Referring to fig. 5, the number of teeth of the internal spline of the inner core wheel 3b is twice that of the external teeth 3b 1. The installation and debugging are convenient.
The external tooth 3b1 includes top arc section 3b12 and is located respectively short side segment 3b11 and long side segment 3b13 of top arc section 3b12 both sides, short side segment 3b11 is inside sunken arc structure, long side segment 3b13 is outside convex arc structure, the camber of short side segment 3b11 is less than the camber of long side segment 3b 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 countershaft 21 disposed parallel to the main shaft 1, a first reduction driven gear 16 and a second reduction driving gear 17 are sleeved on the countershaft 21 and capable of driving the countershaft 21 to rotate, a first reduction driving gear 18 is sleeved on the friction clutch 11 and driven by the friction clutch, the first reduction driving gear 18 is engaged with the first reduction driven gear 16, an input driven tooth 3a1 is disposed on an outer wall of the outer ring 3a along a circumferential direction, and the input driven tooth 3a1 is engaged with the second reduction driving gear 17.
In this embodiment, the elastic element group 12 applies pressure through the end face bearings 15 to press the outer friction plates 11c and the inner friction plates 11d of the friction clutch 11, and at this time, the friction clutch 11 is in a combined state under the pressure of the elastic element group 12, and the power is in a high-speed power transmission path:
the motor 14 → the power input mechanism → the outer plate spline housing 11b → the friction plate support plate 11a → the outer friction plate 11c and the inner friction plate 11d → the inner plate helical raceway housing 13 → the main shaft 1 outputs power.
At this time, the overrunning clutch 3 is in the overrunning state, and the elastic element group 12 is not compressed. When the resisting moment transmitted to the friction clutch 11 by the main shaft 1 is greater than or equal to the preset load limit of the friction clutch 11, the inner plate spiral roller way sleeve 13 and the main shaft 1 have a rotation speed difference, the inner plate spiral roller way sleeve 13 moves towards the compression elastic element group 12 to compress the elastic element group 12, gaps occur between each outer friction plate 11c and each inner friction plate 11d of the friction clutch 11, namely, the outer friction plates are separated, and the power is transmitted through the following route instead, namely, a low-speed power transmission route:
the motor 14 → the power input mechanism → the outer plate spline housing 11b → the friction plate support disk 11a → the primary reduction drive gear 18 → the primary reduction driven gear 16 → the counter shaft 21 → the secondary drive gear 17 → the overrunning clutch 3 → the inner core wheel housing 2 → the inner plate helical raceway housing 13 → the main shaft 1 outputs power.
At this time, the overrunning clutch 3 is not overrunning, and the elastic element group 12 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 for a certain angle relative to the inner-piece spiral roller sleeve 13, under the action of a spiral transmission pair, the inner-piece spiral roller sleeve 13 compresses the elastic element group 12 through the end-face bearing 15, the outer friction plate 11c is separated from the inner friction plate 11d, namely, the friction clutch 11 is in a disconnected state and rotates at a low-speed gear speed; therefore, the low-speed starting is automatically realized, and the starting time is shortened. Meanwhile, the elastic element group 12 absorbs the kinetic resistance moment energy and stores potential energy for restoring the high-speed gear to transmit power.
After the start is successful, the running resistance is reduced, and when the component force is reduced to be smaller than the pressure generated by the elastic element group 12, the outer friction plates 11c and the inner friction plates 11d of the friction clutch 11 are restored to the close contact state by being pushed by the rapid release of the pressure generated by the elastic element group 12 due to the compression of the motion resistance, and 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.
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. An adopt big moment of torsion friction clutch's of multi-plate formula self-adaptation automatic speed changing assembly which characterized in that: the transmission mechanism comprises a high-speed transmission mechanism, a low-speed transmission mechanism and a main shaft (1) for outputting power;
the low-speed gear transmission mechanism comprises an overrunning clutch (3) sleeved on a main shaft (1) through an inner core wheel sleeve (2) and a countershaft transmission assembly in speed reduction transmission between a friction clutch (11) and the overrunning clutch (3), wherein the inner core wheel sleeve (2) consists of a power output section (2a) and a clutch mounting section (2b) which are integrally formed, the aperture of the power output section (2a) is smaller than that of the clutch mounting section (2b) and is rotatably sleeved on the main shaft (1), the power output section (2a) and the corresponding end surface of an inner plate spiral runner sleeve (13) are in transmission fit through an end cam pair, a non-metal bearing sleeve (4) is sleeved at the end part of the main shaft (1), the clutch mounting section (2b) is rotatably sleeved on the non-metal bearing sleeve (4), the overrunning clutch (3) is sleeved on the clutch mounting section (2b), the clutch mounting section (2b) is provided with an axial locking end cover (5) at one end far away from the power output section (2a), and the axial locking end cover (5) is inserted into the clutch mounting section (2b) and then abuts against the nonmetal supporting sleeve (4) so as to limit the nonmetal supporting sleeve (4) between the axial locking end cover (5) and the clutch mounting section (2 b);
the high-speed gear transmission mechanism comprises a friction clutch (11) and an elastic element group (12) for applying pretightening force to the friction clutch (11), the friction clutch (11) comprises a friction plate support piece arranged on an inner plate spiral roller way sleeve (13) and a plurality of outer friction plates (11c) and inner friction plates (11d) which are alternately arranged between the friction plate support piece and the inner plate spiral roller way sleeve (13), each outer friction plate (11c) can axially slide along the friction plate support piece, and each inner friction plate (11d) can axially slide along the inner plate spiral roller way sleeve (13); the friction plate supporting piece can transmit power to the auxiliary shaft transmission assembly, the elastic element group (12) can apply pretightening force to the inner plate spiral roller way sleeve (13) to press each outer friction plate (11c) and each inner friction plate (11d) tightly, a spiral transmission pair is formed between the inner plate spiral roller way sleeve (13) and the main shaft (1), the inner plate spiral roller way sleeve (13) can slide along the axial direction of the main shaft (1), and therefore the elastic element group (12) is compressed to release each outer friction plate (11c) and each inner friction plate (11 d).
2. The adaptive automatic transmission assembly employing a multi-plate high torque friction clutch according to claim 1 wherein: the inner-sheet spiral raceway sleeve (13) comprises a friction sheet pressing disc (13b) in a disc-shaped structure and an output spiral raceway barrel (13a) in a cylindrical structure, the output spiral raceway barrel (13a) is sleeved on the main shaft (1) and forms a spiral transmission pair with the main shaft (1), and the friction sheet pressing disc (13b) is fixedly sleeved at one end of the output spiral raceway barrel (13 a);
the friction plate support piece comprises a friction plate supporting plate (11a) with a disc-shaped structure and an outer plate spline sleeve (11b) with a cylindrical structure, the friction plate supporting plate (11a) is parallel to a friction plate pressing plate (13b), the outer plate spline sleeve (11b) is coaxially sleeved outside the output spiral raceway barrel (13a), one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting plate (11a), the other end of the outer plate spline sleeve extends out of the friction plate pressing plate (13b), the outer edge of each outer friction plate (11c) is in spline fit with the inner wall of the outer plate spline sleeve (11b), and the inner edge of each inner friction plate (11d) is in spline fit with the outer wall of the output spiral raceway barrel (13 a).
3. The adaptive automatic transmission assembly employing a multi-plate high torque friction clutch according to claim 2 wherein: a plurality of inner plate starting check rings (11e) are sleeved on the outer wall of the output spiral raceway barrel (13a), and each inner plate starting check ring (11e) is respectively positioned on one side of each inner friction plate (11d) close to the friction plate supporting plate (11 a);
when the output spiral raceway cylinder (13a) axially moves towards the direction far away from the friction plate supporting disc (11a), each inner plate starting check ring (11e) can drive the adjacent inner friction plate (11d) to axially move towards the direction far away from the friction plate supporting disc (11a), so that each outer friction plate (11c) and each inner friction plate (11d) are separated from each other; when the output spiral raceway cylinder (13a) is axially moved in a direction approaching the friction plate supporting disk (11a), the friction plate pressing disk (13b) can press each of the outer friction plate (11c) and the inner friction plate (11 d).
4. An adaptive automatic transmission assembly employing a multi-plate high torque friction clutch according to claim 3 wherein: the distance between the adjacent inner plate starting check rings (11e) is equal, the distance between the adjacent inner plate starting check rings (11e) is larger than the distance between the adjacent inner friction plates (11d), and when the friction plate pressing plate (13b) presses the outer friction plates (11c) and the inner friction plates (11d), the distance between each inner plate starting check ring (11e) and the adjacent inner friction plate (11d) is gradually reduced in an equal-difference array relation towards the direction close to the friction plate pressing plate (13 b).
5. An adaptive automatic transmission assembly employing a multi-plate high torque friction clutch according to claim 3 wherein: the outer wall of the output spiral raceway barrel (13a) is sleeved with a plurality of inner disc springs (11h), each inner disc spring (11h) is respectively positioned on one side of each inner friction plate (11d) close to the friction plate pressing plate (13b), and two ends of each inner disc spring (11h) are respectively and elastically supported on the corresponding inner friction plate (11d) and the inner disc starting check ring (11 e).
6. An adaptive automatic transmission assembly employing a multi-plate high torque friction clutch according to claim 3 wherein: the inner wall of the outer plate spline sleeve (11b) is provided with a plurality of outer plate limiting check rings (11f), and each outer plate limiting check ring (11f) is respectively positioned on one side of each outer friction plate (11c) close to the friction plate pressing disc (13 b). The distance between the adjacent outer plate limiting check rings (11f) is equal, and the distance between the adjacent outer plate limiting check rings (11f) is larger than the distance between the adjacent inner plate starting check rings (11 e).
7. The adaptive automatic transmission assembly employing a multi-plate high torque friction clutch according to claim 6 wherein: the inner wall of the outer plate spline sleeve (11b) is sleeved with a plurality of outer plate disc springs (11g), each outer plate disc spring (11g) is respectively positioned on one side of each outer friction plate (11c) close to the friction plate supporting disc (11a), and two ends of each outer plate disc spring (11g) are respectively and elastically supported on the corresponding outer plate limiting retainer ring (11f) and the outer friction plate (11 c).
8. The adaptive automatic transmission assembly employing a multi-plate high torque friction clutch according to claim 2 wherein: the friction plate pressing disc (13b) is provided with a plurality of concentric annular raceways (13b1) on the surface of one side close to the elastic element group (12), an end face bearing (15) is arranged between the elastic element group (12) and the friction plate pressing disc (13b), the end face bearing (15) comprises a bearing supporting disc (15b) and a plurality of bearing balls (15a) supported between the bearing supporting disc (15b) and the friction plate pressing disc (13b), and each bearing ball (15a) can roll along the corresponding annular raceway (13b 1).
9. The adaptive automatic transmission assembly employing a multi-plate high torque friction clutch according to claim 1 wherein: the auxiliary shaft transmission assembly comprises an auxiliary shaft (21) arranged in parallel with the main shaft (1), a first-stage speed reduction driven gear (16) capable of driving the auxiliary shaft (21) to rotate and a second-stage driving gear (17) driven by the auxiliary shaft (21) are sleeved on the auxiliary shaft (21), a first-stage speed reduction driving gear (18) driven by the friction clutch (11) is sleeved on the friction clutch (11), the first-stage speed reduction driving gear (18) is meshed with the first-stage speed reduction driven gear (16), input driven teeth (3a1) arranged along the circumferential direction are arranged on the outer wall of the outer ring (3a) of the overrunning clutch (3), and the input driven teeth (3a1) are meshed with the second-stage driving gear (17).
10. The adaptive automatic transmission assembly employing a multi-plate high torque friction clutch according to claim 1 wherein: the spiral transmission pair comprises inner spiral raceways (13a3) distributed on the inner wall of the output spiral raceway cylinder (13a) along the circumferential direction and outer spiral raceways (1a) distributed on the outer wall of the main shaft (1) along the circumferential direction, a plurality of outwards-protruding balls (16) are embedded in each outer spiral raceway (1a), and each ball (16) can roll in the corresponding inner spiral raceway (13a3) and the corresponding outer spiral raceway (1 a).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911226534.5A CN111043257B (en) | 2019-12-04 | 2019-12-04 | Self-adaptive automatic speed change assembly adopting multi-piece type large-torque friction clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911226534.5A CN111043257B (en) | 2019-12-04 | 2019-12-04 | Self-adaptive automatic speed change assembly adopting multi-piece type large-torque friction clutch |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111043257A true CN111043257A (en) | 2020-04-21 |
| CN111043257B CN111043257B (en) | 2022-03-18 |
Family
ID=70233576
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911226534.5A Active CN111043257B (en) | 2019-12-04 | 2019-12-04 | Self-adaptive automatic speed change assembly adopting multi-piece type large-torque friction clutch |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111043257B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113530994A (en) * | 2021-08-23 | 2021-10-22 | 厦门南超机械有限公司 | Friction seat type clutch |
Citations (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1216057A (en) * | 1968-11-04 | 1970-12-16 | Ford Motor Co | Overdrive gear system |
| US5234389A (en) * | 1992-03-23 | 1993-08-10 | Ford Motor Company | Releasable overrunning coupling power transmission mechanism acting in cooperation with a friction brake |
| US20040112700A1 (en) * | 2000-05-31 | 2004-06-17 | Mary-Jo Liston | Over-running clutch pulley with increased surface microhardness |
| CN1629508A (en) * | 2003-09-09 | 2005-06-22 | 王国斌 | Stepless tooth engagement control type high efficiency and high power clutch |
| CN101033780A (en) * | 2007-04-09 | 2007-09-12 | 山东省费县金轮机械厂 | Two-way overrunning clutch |
| CN201152326Y (en) * | 2007-07-03 | 2008-11-19 | 何建军 | Overrunning clutch and its assembly |
| US20090211868A1 (en) * | 2008-02-25 | 2009-08-27 | Yamaha Hatsudoki Kabushiki Kaisha | Motorcycle including centrifugal clutch |
| US20100108422A1 (en) * | 2008-10-30 | 2010-05-06 | Yamaha Hatsudoki Kabushiki Kaisha | Engine unit, and motorcycle equipped therewith |
| CN101863223A (en) * | 2009-04-14 | 2010-10-20 | 蔡旭阳 | Automatic gear-shifting power transmission mechanism of electric vehicle |
| CN102278383A (en) * | 2011-05-30 | 2011-12-14 | 姜成立 | Novel friction clutch and separating and combining device thereof |
| CN102510146A (en) * | 2011-11-07 | 2012-06-20 | 吴立华 | Rotor for permanent magnet synchronous motor |
| JP2013255329A (en) * | 2012-06-06 | 2013-12-19 | Ntn Corp | Method and device for controlling gear shift of electric vehicle |
| CN104019193A (en) * | 2014-06-17 | 2014-09-03 | 西南大学 | Torque return difference type two-gear automatic transmission and gear shifting control method |
| US20140338940A1 (en) * | 2013-05-14 | 2014-11-20 | Black & Decker Inc. | Clutch and hammer assemblies for power tool |
| US20150308556A1 (en) * | 2014-04-23 | 2015-10-29 | Zhejiang Yangtong Automobile Parts Co., Ltd. | Unidirectional Clutch Decoupling Device For Transferring Torque Between Belt Wheel And Shaft |
| CN105947102A (en) * | 2016-05-09 | 2016-09-21 | 黄山奔马集团有限公司 | Friction plate type self-adapting automatic separation driving assembly of inner rotor motor of electric motor cycle |
| CN106641022A (en) * | 2016-12-23 | 2017-05-10 | 陕西国力信息技术有限公司 | Friction plate type peripheral spiral surface pressing overrunning clutch |
| CN206503920U (en) * | 2016-12-23 | 2017-09-19 | 陕西国力信息技术有限公司 | A kind of power does not interrupt two gear speed change gears and multi-shifting speed variator |
| CN108131426A (en) * | 2017-11-17 | 2018-06-08 | 南京航空航天大学 | A kind of friction disk clutch formula two-stage self shifter, which becomes, turns round gear mechanism |
| RU2680878C1 (en) * | 2018-01-22 | 2019-02-28 | Александр Павлович Намёткин | Starter free-wheel clutch |
| CN109882590A (en) * | 2019-04-16 | 2019-06-14 | 西南大学 | Double mechanical shaft end output adaptive fluid drive main shaft assemblies of overdrive clutch |
| CN109990057A (en) * | 2019-04-10 | 2019-07-09 | 西南大学 | The self-adapting automatic gear shift device of mechanical double overdrive clutch main shaft output |
| CN109990069A (en) * | 2019-04-16 | 2019-07-09 | 西南大学 | Double overdrive clutch axle sleeves export taper sleeve type self-adapting automatic gear shift main shaft assembly |
| CN110043617A (en) * | 2019-04-17 | 2019-07-23 | 西南大学 | Double overdrive clutch axle sleeves of planetary gear train input export fluid drive main shaft assembly |
-
2019
- 2019-12-04 CN CN201911226534.5A patent/CN111043257B/en active Active
Patent Citations (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1216057A (en) * | 1968-11-04 | 1970-12-16 | Ford Motor Co | Overdrive gear system |
| US5234389A (en) * | 1992-03-23 | 1993-08-10 | Ford Motor Company | Releasable overrunning coupling power transmission mechanism acting in cooperation with a friction brake |
| US20040112700A1 (en) * | 2000-05-31 | 2004-06-17 | Mary-Jo Liston | Over-running clutch pulley with increased surface microhardness |
| CN1629508A (en) * | 2003-09-09 | 2005-06-22 | 王国斌 | Stepless tooth engagement control type high efficiency and high power clutch |
| CN101033780A (en) * | 2007-04-09 | 2007-09-12 | 山东省费县金轮机械厂 | Two-way overrunning clutch |
| CN201152326Y (en) * | 2007-07-03 | 2008-11-19 | 何建军 | Overrunning clutch and its assembly |
| US20090211868A1 (en) * | 2008-02-25 | 2009-08-27 | Yamaha Hatsudoki Kabushiki Kaisha | Motorcycle including centrifugal clutch |
| US20100108422A1 (en) * | 2008-10-30 | 2010-05-06 | Yamaha Hatsudoki Kabushiki Kaisha | Engine unit, and motorcycle equipped therewith |
| CN101863223A (en) * | 2009-04-14 | 2010-10-20 | 蔡旭阳 | Automatic gear-shifting power transmission mechanism of electric vehicle |
| CN102278383A (en) * | 2011-05-30 | 2011-12-14 | 姜成立 | Novel friction clutch and separating and combining device thereof |
| CN102510146A (en) * | 2011-11-07 | 2012-06-20 | 吴立华 | Rotor for permanent magnet synchronous motor |
| JP2013255329A (en) * | 2012-06-06 | 2013-12-19 | Ntn Corp | Method and device for controlling gear shift of electric vehicle |
| US20140338940A1 (en) * | 2013-05-14 | 2014-11-20 | Black & Decker Inc. | Clutch and hammer assemblies for power tool |
| US20150308556A1 (en) * | 2014-04-23 | 2015-10-29 | Zhejiang Yangtong Automobile Parts Co., Ltd. | Unidirectional Clutch Decoupling Device For Transferring Torque Between Belt Wheel And Shaft |
| CN104019193A (en) * | 2014-06-17 | 2014-09-03 | 西南大学 | Torque return difference type two-gear automatic transmission and gear shifting control method |
| CN105947102A (en) * | 2016-05-09 | 2016-09-21 | 黄山奔马集团有限公司 | Friction plate type self-adapting automatic separation driving assembly of inner rotor motor of electric motor cycle |
| CN106641022A (en) * | 2016-12-23 | 2017-05-10 | 陕西国力信息技术有限公司 | Friction plate type peripheral spiral surface pressing overrunning clutch |
| CN206503920U (en) * | 2016-12-23 | 2017-09-19 | 陕西国力信息技术有限公司 | A kind of power does not interrupt two gear speed change gears and multi-shifting speed variator |
| CN108131426A (en) * | 2017-11-17 | 2018-06-08 | 南京航空航天大学 | A kind of friction disk clutch formula two-stage self shifter, which becomes, turns round gear mechanism |
| RU2680878C1 (en) * | 2018-01-22 | 2019-02-28 | Александр Павлович Намёткин | Starter free-wheel clutch |
| CN109990057A (en) * | 2019-04-10 | 2019-07-09 | 西南大学 | The self-adapting automatic gear shift device of mechanical double overdrive clutch main shaft output |
| CN109882590A (en) * | 2019-04-16 | 2019-06-14 | 西南大学 | Double mechanical shaft end output adaptive fluid drive main shaft assemblies of overdrive clutch |
| CN109990069A (en) * | 2019-04-16 | 2019-07-09 | 西南大学 | Double overdrive clutch axle sleeves export taper sleeve type self-adapting automatic gear shift main shaft assembly |
| CN110043617A (en) * | 2019-04-17 | 2019-07-23 | 西南大学 | Double overdrive clutch axle sleeves of planetary gear train input export fluid drive main shaft assembly |
Non-Patent Citations (4)
| Title |
|---|
| RICHARD L. MERRELL: "Roller One-Way Clutches for Today"s Passenger Car Automatic Transmissions", 《SAE INTERNATIONAL》 * |
| 汤粤文: "自动变速器传动机构和档位分析", 《中国西部科技》 * |
| 薛矫智: "单向离合器对自动变速器性能影响", 《汽车工程师》 * |
| 黄金，任发豪: "油楔式超越离合器研究", 《重庆工学院学报》 * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113530994A (en) * | 2021-08-23 | 2021-10-22 | 厦门南超机械有限公司 | Friction seat type clutch |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111043257B (en) | 2022-03-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111075892B (en) | Intelligent self-adaptive automatic transmission | |
| CN110966362B (en) | Full-mechanical self-adaptive automatic transmission with reverse gear function | |
| CN111059244B (en) | Full mechanical type self-adaptive automatic transmission | |
| CN111089143B (en) | Intelligent super-load self-adaptive automatic speed change system with reverse gear | |
| CN111005992B (en) | Self-adaptive automatic speed change assembly applicable to severe working conditions | |
| CN110985614B (en) | Self-adaptive automatic speed change assembly with transmission sensing function | |
| CN111059172B (en) | Mechanical heavy-load self-adaptive automatic speed change assembly | |
| CN110939699B (en) | Mechanical self-adaptive automatic transmission adopting multi-piece type large-torque friction clutch | |
| CN111075893B (en) | Compact type super-large load self-adaptive automatic speed changing system | |
| CN111043257B (en) | Self-adaptive automatic speed change assembly adopting multi-piece type large-torque friction clutch | |
| CN111016643B (en) | Double-helix double-surpassing integrated intelligent self-adaptive electric drive precursor system | |
| CN111059242B (en) | Compact adaptive automatic transmission system with multi-plate friction clutch | |
| CN111059171B (en) | Double-overrunning self-adaptive automatic speed change system capable of bearing super-large load | |
| CN111016644B (en) | Compact adaptive automatic transmission system with multiple rows of overrunning clutches | |
| CN111005990B (en) | Compact self-adaptive automatic speed changing system | |
| CN111016627A (en) | Central-driven intelligent self-adaptive electric driving system | |
| CN111005991B (en) | Double-overrunning self-adaptive automatic speed changing system adopting multi-plate friction clutch | |
| CN112901729B (en) | Self-adaptive automatic speed change assembly adopting multi-row combined overrunning clutch | |
| CN112628371B (en) | Longitudinal driving self-adaptive automatic speed changing system | |
| CN112628374B (en) | Self-adaptive automatic speed changing system for longitudinal driving transmission sensing of electric automobile | |
| CN112895865B (en) | Double-helix double-overrunning integrated intelligent self-adaptive electric drive rear drive system | |
| CN111016645B (en) | Two surpassing integrated form wisdom self-adaptation electric drive rear-guard system of super large moment of torsion double helix | |
| CN111016647B (en) | Central driving type intelligent self-adaptive electric driving system with ultra-large load | |
| CN110985627B (en) | Mechanical double-overrunning self-adaptive automatic transmission adopting multi-row floating overrunning clutch | |
| CN112628372B (en) | Longitudinal driving self-adaptive taper clutch automatic speed changing system of electric automobile |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |