CN111075893A - Compact type super-large load self-adaptive automatic speed changing system - Google Patents
Compact type super-large load self-adaptive automatic speed changing system Download PDFInfo
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- CN111075893A CN111075893A CN201911226478.5A CN201911226478A CN111075893A CN 111075893 A CN111075893 A CN 111075893A CN 201911226478 A CN201911226478 A CN 201911226478A CN 111075893 A CN111075893 A CN 111075893A
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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
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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
- 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
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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
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/32—Gear shift yokes, e.g. shift forks
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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
- F16H2003/0811—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 using unsynchronised clutches
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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
- F16H2003/0818—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 comprising means for power-shifting
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Abstract
The invention discloses a compact super-load self-adaptive automatic speed change system which comprises a motor, a shared speed reduction mechanism, a forward gear speed change system and a transmission axle for outputting power. By adopting the technical scheme, 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 power output of the front-mounted front-wheel drive arrangement is realized, and the whole transmission axle has high transmission efficiency and simple, stable and reliable structure; in addition, the motor can directly transmit power to a forward gear speed change system and a reverse gear speed change system of the transmission through the matching of the shared speed reducing mechanism, so that the number of parts is reduced, the structure of the speed change system is simplified, the volume of the speed change system is reduced, the speed change system is more compact, and meanwhile, the assembly difficulty is reduced; meanwhile, through the improvement of the multi-row overrunning clutch and the multi-plate friction clutch, the self-adaptive automatic speed changing system can bear super load, the reliability is improved, and the manufacturing cost is reduced.
Description
Technical Field
The invention relates to the technical field of transmissions, in particular to a compact super-load self-adaptive automatic speed changing system.
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, the existing cam self-adaptive automatic speed changing devices are only suitable for a transmission mode of rear drive or front drive and rear drive, and the transmission efficiency is not ideal all the time. Therefore, the inventor hopes to adopt a front-drive transmission mode to improve the transmission efficiency. In addition, the existing motor usually transmits power to a forward gear speed changing system and a reverse gear speed changing system of the transmission through a forward gear speed reducing assembly and a reverse gear speed reducing assembly respectively, so that the problems of multiple parts, complex structure, difficulty in assembly, large size and the like are caused. The friction clutch of the existing cam self-adaptive automatic speed changing system mainly takes a disc type friction clutch comprising a driving friction disc and a driven friction disc as a main part, has poor wear resistance, greatly reduces the sensitivity, stability and reliability after being used for a long time, has the defect of short service life, and cannot be used 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 is arranged, if the traditional roller type overrunning clutch is too long, the problem of uneven stress is easily caused, the traditional roller type overrunning clutch can be broken, the processing precision is difficult to guarantee, the situation of poor meshing is easily caused, the production difficulty is huge, the yield is low, the requirement on materials is extremely high, and the production cost is high. Therefore, the existing self-adaptive automatic speed changing device can not bear overlarge load, the manufacturing cost is high, and the reliability is insufficient. It is urgent to solve the above problems.
Disclosure of Invention
In order to solve the technical problems, the invention provides a compact super-load self-adaptive automatic speed changing system.
The technical scheme is as follows:
a compact super-load self-adaptive automatic speed change system is characterized by comprising a motor, a shared speed reduction mechanism, a forward gear speed change system and a transmission axle for outputting power;
the transmission bridge comprises a main shaft, a first transmission shaft and a second transmission shaft which are coaxially arranged at two ends of the main shaft, wherein a forward gear transmission sleeve is rotatably sleeved on the main shaft, one end of the main shaft, which is close to the first transmission shaft, drives the first transmission shaft to synchronously rotate through an intermediate transmission sleeve, one end of the main shaft, which is close to the second transmission shaft, is connected with the second transmission shaft through a differential mechanism, a power transmission sleeve which can rotate relative to the forward gear transmission sleeve is arranged between the differential mechanism and the forward gear transmission sleeve, the power transmission sleeve can transmit power to the main shaft and the second transmission shaft through the differential mechanism, a reverse gear transmission gear which can rotate relative to the power transmission sleeve and a gear shifting fork sleeve which can axially slide along the reverse gear transmission gear are sleeved on the power transmission sleeve, and the gear shifting fork sleeve can be connected with the forward;
the shared speed reducing mechanism comprises a first-stage speed reducing gear shaft, a second-stage speed reducing gear shaft and a third-stage speed reducing gear shaft which are parallel to each other, the first-stage speed reducing gear shaft can rotate under the driving of a motor and is provided with a first-stage speed reducing driving tooth, a first-stage speed reducing driven gear meshed with the first-stage speed reducing driving tooth is fixedly sleeved on the second-stage speed reducing gear shaft and is provided with a second-stage speed reducing driving tooth, the third-stage speed reducing gear shaft is fixedly sleeved with a second-stage speed reducing driven gear meshed with the second-stage speed reducing driving tooth and a forward gear power gear used for transmitting power to a forward gear speed changing system, and is;
the forward gear speed change system comprises a high-speed gear transmission mechanism and a low-speed gear transmission mechanism, wherein 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, a forward gear power gear transmits power to the multi-plate friction clutch through a power input gear sleeve, the multi-plate friction clutch is sleeved on a forward gear transmission sleeve through an inner-plate spiral roller sleeve, and a spiral transmission pair is formed between the inner-plate spiral roller sleeve and the forward gear transmission sleeve so that the inner-plate spiral roller sleeve can axially slide along the forward gear transmission sleeve;
the low-speed gear transmission mechanism comprises a multi-row overrunning clutch and a countershaft transmission assembly for reducing transmission between the multi-plate friction clutch and the multi-row overrunning clutch, the multi-row overrunning clutch is sleeved on the forward gear transmission sleeve through an inner core wheel cam sleeve, and the corresponding end surfaces of the inner core wheel cam sleeve and the inner plate spiral roller sleeve are matched through end surface cam pair transmission so as to transmit power to the forward gear transmission sleeve.
By adopting the structure, 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 power output of the front-mounted front-wheel drive arrangement is realized, the transmission efficiency of the whole transmission axle is high, and the structure is simple, stable and reliable; and the motor can directly transmit power to a forward gear speed change system and a reverse gear speed change system of the transmission through the cooperation of the shared speed reducing mechanism, so that the number of parts is reduced, the structure of the speed change system is simplified, the size of the speed change system is reduced, the speed change system is more compact, and meanwhile, the assembly difficulty is reduced. Meanwhile, the friction loss is greatly reduced by using the multi-plate friction clutch, and the defects of the traditional disc type friction clutch are overcome, so that the wear resistance, the stability and the reliability of the friction clutch are greatly improved, the service life is prolonged, and the multi-plate friction clutch can be used as a large-torque power transmission device. The number of inner core wheels and corresponding rolling bodies of the multi-row floating type overrunning clutch can be freely selected according to actual needs, even infinitely increased, the load bearing capacity of the overrunning clutch is improved in a multiplied manner, 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 and the multi-plate friction 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 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 input gear sleeve transmits power to the friction plate supporting piece, 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 forward gear transmission sleeve, the inner spiral roller way sleeve can slide axially along the forward gear transmission sleeve, and therefore 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 arranged alternately, borne torque is dispersed on each outer friction plate and each inner friction plate, abrasion is shared through each outer friction plate and each inner friction plate, sliding friction loss is greatly reduced, and the defect of the traditional disc friction clutch is overcome, so that the abrasion resistance of the multi-plate friction clutch is greatly improved, the stability and the reliability of the whole friction clutch are improved, the service life is prolonged, and the multi-plate friction clutch can be used as a large-torque power transmission device.
Preferably, the method comprises the following steps: the inner-sheet 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 forward gear transmission sleeve and forms a spiral transmission pair with the forward gear 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.
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 multi-plate friction clutch 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 one by one, second rolling bodies are arranged between each second outer ring and each second inner core wheel respectively, and the rolling bodies around the adjacent second inner core wheels are aligned 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 an auxiliary shaft which is arranged in parallel with the forward gear transmission sleeve, an auxiliary shaft primary speed reduction driven gear which can drive the auxiliary shaft to rotate and an auxiliary shaft secondary driving gear which is driven by the auxiliary shaft are sleeved on the auxiliary shaft, an auxiliary shaft primary speed reduction driving gear which is driven by the multi-plate friction clutch is sleeved on the multi-plate friction clutch, the auxiliary shaft primary speed reduction driving gear is meshed with the auxiliary shaft primary speed reduction driven gear, input driven teeth which are arranged along the circumferential direction are arranged on the outer wall of the outer ring and meshed with the auxiliary shaft secondary driving gear, forward gear combination teeth are arranged on the auxiliary shaft primary speed reduction driven gear, a forward gear combination sleeve which can slide along the axial direction of the auxiliary shaft is sleeved on the auxiliary shaft, and the forward gear combination sleeve can be meshed with the forward gear combination. By adopting the structure, the speed reduction transmission of power can be stably and reliably carried out, the transmission efficiency is high, and the power can be disconnected and the reverse gear power output can be switched through the forward gear combination sleeve design.
Preferably, the method comprises the following steps: the periphery of the auxiliary shaft is provided with a plurality of roller inner side arc-shaped grooves distributed along the circumferential direction, the roller inner side arc-shaped grooves are internally provided with second rollers parallel to the axis of the auxiliary shaft, the hole wall of the advancing stopper combining sleeve is provided with a plurality of roller outer side arc-shaped grooves which are in one-to-one correspondence with the roller inner side arc-shaped grooves and axially penetrate through the roller inner side arc-shaped grooves, so that the advancing stopper combining sleeve can axially slide through the second rollers, and the inner radius of the roller inner side arc-shaped grooves and the inner radius of the roller outer side arc-shaped grooves are both larger than the radius of. The structure more than adopting, be connected through the roller between the fender combination cover that advances and the countershaft, make the fender combination cover that advances can rotate certain angle relative the countershaft, possess certain degree of freedom to make the fender combination cover that advances change in with the fender combination tooth that advances combine, greatly improved the smooth and easy degree of shifting, overcome easy the appearance jamming when advancing reverse gear, be difficult to advance the fender, easily damage scheduling problem, can bear super large moment of torsion simultaneously.
Preferably, the method comprises the following steps: the power transmission sleeve comprises a transmission sleeve main body part which is rotatably sleeved on the main shaft through a non-metal supporting sleeve and a differential mechanism mounting disc which synchronously rotates with the transmission sleeve main body part, the transmission sleeve main body part is of a cylindrical structure, the reverse gear transmission gear is rotatably sleeved on the transmission sleeve main body part, the differential mechanism mounting disc is formed by extending the main body part of the transmission sleeve close to one end of the differential mechanism outwards along the radial direction, and is fixedly connected with the differential mechanism through a plurality of bolts, a plurality of roller inner arc-shaped grooves distributed along the circumferential direction are arranged on the main body part of the transmission sleeve, the inner arc-shaped groove of the roller is provided with a first roller parallel to the axis of the power transmission sleeve, the hole wall of the gear shifting fork sleeve is provided with a plurality of outer arc-shaped grooves of the roller which are in one-to-one correspondence with the inner arc-shaped grooves of the roller and axially penetrate through the inner arc-shaped grooves of the roller, so that the shifting fork sleeve can axially slide through the first roller, and the radius in the groove of the arc-shaped groove in the roller and the radius in the groove of the arc-shaped groove outside the roller are both larger than the radius of the first roller. Structure more than adopting, shift and be connected through first roller between fork cover and the power transmission cover, make the fork cover of shifting rotate certain angle relative the transmission cover main part of power transmission cover, possess certain degree of freedom to make the fork cover of shifting change in with the fender transmission cover that advances and reverse gear drive gear combination, greatly improved the smooth and easy degree of shifting, overcome easy the appearance jamming when shifting, be difficult to into the fender, easily damaged scheduling problem, can bear super large moment of torsion simultaneously.
Preferably, the method comprises the following steps: the gear shifting fork sleeve is provided with a gear shifting fork sleeve, a gear shifting fork sleeve is arranged on the gear shifting fork sleeve, the gear shifting fork sleeve is provided with a gear shifting output tooth part, the gear shifting fork sleeve is provided with a gear shifting combination tooth which is capable of being meshed with the gear shifting output tooth part, and the gear shifting fork sleeve is provided with a gear shifting combination tooth which is capable of being meshed with the gear shifting output tooth part. With the above configuration, the power switching between the front and rear gears can be performed stably and reliably.
Preferably, the method comprises the following steps: the inner core wheel cam sleeve comprises a power output sub sleeve and a clutch installation sub sleeve which are coaxially arranged, the power output sub sleeve is rotatably sleeved on the forward gear transmission sleeve, one end face of the power output sub sleeve, far away from the clutch installation sub sleeve, is matched with the corresponding end face of the inner sheet spiral roller sleeve through end face cam pair transmission, the overrunning clutch is sleeved on the clutch installation sub sleeve, one end of the clutch installation sub sleeve is fixedly connected with the power output sub sleeve, and the other end of the clutch installation sub sleeve is rotatably sleeved on the forward gear transmission sleeve through the inner core wheel installation sleeve. By adopting the structure, the overrunning clutch can be reliably installed, the power of the overrunning clutch can be stably and reliably transmitted to the driven friction piece, and meanwhile, the lightweight design is convenient.
Preferably, the method comprises the following steps: a third needle bearing is arranged between the inner core wheel mounting sleeve and the transmission sleeve, a first end face bearing is arranged between the forward gear transmission sleeve and the inner core wheel mounting sleeve, a fourth needle bearing is arranged between the power output sub-sleeve and the forward gear transmission sleeve, a second end face bearing is arranged at one end of the power output sub-sleeve close to the clutch mounting sub-sleeve, an end face bearing mounting assembly used for positioning the second end face bearing is arranged on the forward gear transmission sleeve, and the second end face bearing and the end face bearing mounting assembly are positioned in a gap between the clutch mounting sub-sleeve and the forward gear transmission sleeve. By adopting the structure, the reliable installation of the inner core wheel cam sleeve and the overrunning clutch and the reliable matching of adjacent parts can be ensured, meanwhile, the mass and the volume of the inner core wheel cam sleeve can be reduced, and the lightweight design is realized.
Compared with the prior art, the invention has the beneficial effects that:
the compact type super-load self-adaptive automatic speed changing system adopting the technical scheme has the advantages that the structure is novel, the realization is easy, 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, the power output of the front-engine front-drive arrangement is realized, the transmission efficiency of the whole transmission axle is high, and the structure is simple, stable and reliable; in addition, the motor can directly transmit power to a forward gear speed change system and a reverse gear speed change system of the transmission through the matching of the shared speed reducing mechanism, so that the number of parts is reduced, the structure of the speed change system is simplified, the volume of the speed change system is reduced, the speed change system is more compact, and meanwhile, the assembly difficulty is reduced; meanwhile, through the improvement of the multi-row overrunning clutch and the multi-plate friction 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 view of the present invention;
FIG. 2 is a schematic view of a countershaft gearing assembly;
FIG. 3 is a schematic illustration of a low range transmission;
FIG. 4 is a schematic illustration of a forward drive path of the transaxle;
FIG. 5 is a schematic illustration of a reverse drive path of the transaxle;
FIG. 6 is a schematic diagram of the engagement of the inner plate helical raceway sleeve with the multi-plate friction clutch;
FIG. 7 is a schematic view of the construction of the outer plate connection member;
FIG. 8 is a schematic structural view of an inner spiral raceway sleeve;
FIG. 9 is a cross-sectional view taken at A-A of FIG. 8;
FIG. 10 is a schematic structural view of an outer friction plate;
FIG. 11 is a schematic structural view of an inner friction plate;
FIG. 12 is a schematic view of a multi-row overrunning clutch;
FIG. 13 is a cross-sectional view of the multi-row overrunning clutch;
fig. 14 is a schematic structural view of the cage.
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 compact super-load adaptive automatic transmission system mainly includes a motor 17, a common speed reduction mechanism, a forward gear transmission system, and a transmission axle 1 for outputting power.
Referring to fig. 4 and 5, the drive axle 1 includes a main shaft 1a, and a first drive shaft 1c and a second drive shaft 1d coaxially disposed at two ends of the main shaft 1a, a forward gear sleeve 1b rotatably sleeved on the main shaft 1a, one end of the main shaft 1a close to the first drive shaft 1c driving the first drive shaft 1c to rotate synchronously through an intermediate sleeve 1f, one end of the main shaft 1a close to the second drive shaft 1d connected to the second drive shaft 1d through a differential 1e, a power sleeve 1g capable of rotating relative to the forward gear sleeve 1b disposed between the differential 1e and the forward gear sleeve 1b, the power sleeve 1g capable of transmitting power to the main shaft 1a and the second drive shaft 1d through the differential 1e, a reverse gear drive gear 1h capable of rotating relative to the power sleeve 1g and a shift fork sleeve 1i capable of sliding axially along the power sleeve 1h sleeved on the power sleeve 1g, the shift fork sleeve 1i can connect the forward gear transmission sleeve 1b and the power transmission sleeve 1g or connect the reverse gear transmission gear 1h and the power transmission sleeve 1g to perform power switching.
The power transmission sleeve 1g comprises a transmission sleeve main body part 1g1 rotatably sleeved on the main shaft 1a through a non-metal supporting sleeve 1j and a differential mechanism mounting disc 1g2 synchronously rotating with the transmission sleeve main body part 1g1, the transmission sleeve main body part 1g1 is of a cylindrical structure, the reverse gear transmission gear 1h is rotatably sleeved on the transmission sleeve main body part 1g1, the differential mechanism mounting disc 1g2 is formed by radially and outwardly extending one end, close to the differential mechanism 1e, of the transmission sleeve main body part 1g1 and fixedly connected with the differential mechanism 1e through a plurality of bolts, a plurality of roller inner arc-shaped grooves 1g11 distributed along the circumferential direction are arranged on the transmission sleeve main body part 1g1, a first roller 1n parallel to the axis of the power transmission sleeve 1g is arranged in the roller inner arc-shaped groove 1g11, and a plurality of rollers corresponding to the roller inner arc-shaped grooves 1g11 one by one are arranged on the hole, And a roller outer arc groove 1i2 extending axially therethrough to enable the shift rail 1i to slide axially through the first roller 1n, the inner radius of the roller inner arc groove 1g11 and the inner radius of the roller outer arc groove 1i2 each being larger than the radius of the first roller 1 n. The nonmetal supporting sleeve 1j is made of nylon materials, 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.
The end part of the forward gear transmission sleeve 1b close to one end of the power transmission sleeve 1g is provided with a transmission sleeve supporting ring 1b2 extending outwards along the axial direction, the transmission sleeve supporting ring 1b2 is inserted into the transmission sleeve main body part 1g1, and a first needle bearing 1k is arranged between the transmission sleeve supporting ring and the transmission sleeve main body part 1g1, so that the stability and the reliability between adjacent parts are ensured.
The forward gear transmission sleeve 1b has a forward gear output tooth portion 1b1, the reverse gear transmission gear 1h has a reverse gear output tooth portion 1h1, the shift fork sleeve 1i has forward gear engaging teeth 1i1 capable of engaging with the forward gear output tooth portion 1b1 on the side close to the forward gear transmission sleeve 1b, and the shift fork sleeve 1i has reverse gear engaging teeth 1i2 capable of engaging with the reverse gear output tooth portion 1h1 on the side close to the reverse gear transmission gear 1h, so that the forward and reverse gear power switching can be performed stably and reliably.
The middle transmission sleeve 1f is in spline fit with the main shaft 1a and the first transmission shaft 1c, and a first end face bearing 1l is arranged between the end parts of the middle transmission sleeve 1f and the forward gear transmission sleeve 1b close to one end, so that reliable power transmission between the main shaft 1a and the first transmission shaft 1c is ensured, and mutual interference between the middle transmission sleeve 1f and the forward gear transmission sleeve 1b is ensured through the first end face bearing 1 l.
Further, in order to ensure reliable installation of the reverse transmission gear 1h, a second needle bearing 1m is provided between the reverse transmission gear 1h and the transmission sleeve main body portion 1g 1.
Referring to fig. 1, the common reduction mechanism includes a primary reduction gear shaft 18, a secondary reduction gear shaft 19, and a tertiary reduction gear shaft 20 that are parallel to each other, the primary reduction gear shaft 18 is rotatable by a motor 17 and has a primary reduction driving tooth 18a, the secondary reduction gear shaft 19 is fixedly sleeved with a primary reduction driven gear 22 engaged with the primary reduction driving tooth 18a and has a secondary reduction driving tooth 19a, and the tertiary reduction gear shaft 20 is fixedly sleeved with a secondary reduction driven gear 27 engaged with the secondary reduction driving tooth 19a and a forward gear power gear 23 for transmitting power to the forward gear transmission system, and has a reverse gear power tooth 20a engaged with the reverse gear transmission gear 1 h.
Referring to fig. 1, the forward gear speed change system includes a high-speed gear transmission mechanism and a low-speed gear transmission mechanism, the high-speed gear transmission mechanism includes a multi-plate friction clutch 2 and an elastic element group 3 for applying a pre-tightening force to the multi-plate friction clutch 2, the transmission sensing mechanism transmits power to the multi-plate friction clutch 2 through a power input gear sleeve 8, the multi-plate friction clutch 2 is sleeved on a forward gear transmission sleeve 1b through an inner-plate helical roller sleeve 5, and a helical transmission pair is formed between the inner-plate helical roller sleeve 5 and the forward gear transmission sleeve 1b, so that the inner-plate helical roller sleeve 5 can axially slide along the forward gear transmission sleeve 1 b. Specifically, the power input sleeve 8 meshes with the forward power gear 23.
Referring to fig. 1, 6, 8 and 9, the output spiral raceway sleeve 5a is sleeved on the forward gear transmission sleeve 1b, and forms a spiral transmission pair with the forward gear transmission sleeve 1b, so that the inner spiral raceway sleeve 5 can slide axially along the forward gear transmission sleeve 1b, thereby compressing the elastic element group 3 to release each of the outer friction plates 2c and the inner friction plates 2 d. Specifically, the helical transmission pair includes 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 forward drive sleeve 1b, and a plurality of outwardly projecting balls are embedded in each of the outer helical raceways, and each of the balls is capable of rolling in the corresponding inner helical raceway 5a3 and outer helical raceway 1a, respectively. When the inner-piece spiral raceway sleeve 5 rotates relative to the forward gear transmission sleeve 1b, the inner-piece spiral raceway sleeve can axially move relative to the forward gear 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 plate 5b extends radially outward from an end of the output spiral raceway barrel 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. 1, 4-11, the multi-plate friction clutch 2 includes a friction plate support, and a plurality of outer friction plates 2c and inner friction plates 2d alternately arranged between the friction plate support and the inner spiral raceway sleeve 5, wherein the friction plate support includes a friction plate support plate 2a having a disc-shaped structure and an outer spline sleeve 2b having a cylindrical structure, the friction plate support plate 2a is parallel to the friction plate pressing plate 5b, the outer spline sleeve 2b is coaxially sleeved outside the output spiral raceway sleeve 5a, 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 5 b. 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 cylinder 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 plate inner spline 2d1, the outer wall of the output spiral raceway barrel 5a is provided with an inner plate outer spline 5a1 matched with each inner plate inner spline 2d1, namely, the output spiral raceway barrel 5a and each inner friction plate 2d realize spline fit with the inner plate outer spline 5a1 through the inner plate inner spline 2d1, so that each inner friction plate 2d can synchronously rotate with the output spiral raceway barrel 5a and can axially move along the output spiral raceway barrel 5a, and separation is realized. The outer edge of each outer friction plate 2c is provided with an outer plate external spline 2c1, and the inner wall of the outer plate spline housing 2b is provided with an outer plate internal spline 2b1 matched with each outer plate external spline 2c 1. That is, 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 supporting disc 2a has a power input sleeve 2a1 extending away from the friction plate pressing disc 5 b. The power input sleeve 2a1 and the output spiral raceway cylinder 5a are coaxially arranged, that is, the central axes of the power input sleeve 2a1, the output spiral raceway cylinder 5a and the forward gear transmission sleeve 1b coincide. The friction plate supporting plate 2a is extended radially outwardly from the end of the power input sleeve 2a1 adjacent to the friction plate presser plate 5b and faces the friction plate presser plate 5b so that the outer friction plates 2c and the inner friction plates 2d are alternately arranged on the friction plate supporting plate 2a and the friction plate presser plate 5 b. Further, a power output spline 2a3 spline-fitted to the outer plate inner spline 2b1 is provided on the outer edge of the friction plate backup plate 2 a. Each outer friction plate 2c and friction plate supporting disc 2a can share the outer plate inner spline 2b1 on the inner wall of the outer plate spline housing 2b, and the design and processing difficulty and the production cost are reduced. The outer spline housing 2b is spline-fitted to the power input sleeve gear 8 via the outer spline 2b1, so that the power input sleeve gear 8 can transmit power to the outer spline housing 2 b. One end of the outer plate spline housing 2b, which is far away from the friction plate support piece, 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, the elastic element set 3 can apply a pre-tightening force to the inner plate spiral raceway sleeve 5 to press each of the outer friction plates 2c and the inner friction plates 2d tightly, so that the multi-plate friction clutch 2 is kept in a coupled state. In this embodiment, the elastic element group 3 is preferably a disc spring, which is stable, reliable, and low in cost, and can continuously apply an axial thrust to the end bearing 21.
Referring to fig. 6, a plurality of inner plate start-up retaining rings 2e are arranged on the inner wall of the output spiral raceway cylinder 5a, and each inner plate start-up retaining ring 2e is respectively positioned on one side of the adjacent inner friction plate 2d close to the friction plate support plate 2 a. 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 check 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 larger 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 larger 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 5 b. The outer wall of the output spiral raceway cylinder 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 corresponding to the corresponding inner plate start retainer rings 2e, and each inner plate start retainer ring 2e is respectively embedded into the corresponding inner retainer ring mounting ring groove 5a 2.
Referring to fig. 6, a plurality of outer plate limit retaining rings 2f are arranged on the inner wall of the outer plate spline sleeve 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 5 b. The spacing of the adjacent outer plate limiting check rings 2f is equal, and the spacing of the adjacent outer plate limiting check rings 2f is larger than the spacing of 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 spacing distance of each adjacent outer plate limiting retainer ring 2f is equal, so that each inner friction plate 2d and the corresponding outer friction plate 2c can be dispersed more orderly and uniformly, and the response time is shortened. Further, a plurality of outer disc springs 2h are sleeved on the inner wall of the outer disc spline sleeve 2b, each outer disc spring 2h is respectively positioned on one side of each outer friction plate 2c close to the friction plate supporting disc 2a, and two ends of each outer disc spring 2h are respectively and elastically supported on the corresponding outer disc limiting retainer ring 2f and the outer friction plate 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. The inner wall of the outer plate spline sleeve 2b is provided with an outer plate internal spline 2b1, the outer edge of each outer friction plate 2c is provided with an outer plate external spline 2c1 in spline fit with the outer plate internal spline 2b1, the outer edge of the friction plate supporting plate 2a is provided with a power output spline 2a3, one end of the outer plate spline sleeve 2b, close to the friction plate supporting plate 2a, is in spline fit with the power output spline 2a3 through the outer plate internal spline 2b1, the outer plate internal spline 2b1 is provided with a plurality of outer retaining ring mounting ring grooves corresponding to the corresponding outer plate limiting retaining rings 2f, and each outer plate limiting retaining ring 2f is respectively embedded into the corresponding outer retaining ring mounting ring groove.
Referring to fig. 1, the low-speed gear transmission mechanism includes a multi-row overrunning clutch 6 and a countershaft transmission assembly for speed reduction transmission between the multi-plate friction clutch 2 and the multi-row overrunning clutch 6, the multi-row overrunning clutch 6 is sleeved on the forward gear 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 plate spiral roller sleeve 5 through an end surface cam pair to transmit power to the forward gear transmission sleeve 1 b.
Referring to fig. 12 to 14, the overrunning clutch 6 of the multiple-row type includes an outer ring 6a and at least two inner core wheels 6c arranged side by side between the inner core wheel cam sleeve 7 and the outer ring 6a, and rolling bodies are respectively arranged between the outer ring 6a and each inner core wheel 6 c. Note that the outer teeth 6c1 on the outer periphery of each inner core 6c are aligned one by one, and the rolling elements around the adjacent inner core 6c are aligned one by one, thereby ensuring the synchronism of each inner core 6 c. The inner core wheel cam sleeve 7 comprises a power output sub sleeve 7a and a clutch installation sub sleeve 7b which are coaxially arranged, the power output sub sleeve 7a is rotatably sleeved on the forward gear transmission sleeve 1b, one end face, far away from the clutch installation sub sleeve 7b, of the power output sub sleeve 7a is in transmission fit with the corresponding end face of the inner sheet spiral raceway sleeve 5 through an end face cam pair, a multi-row overrunning clutch 6 is sleeved on the clutch installation sub sleeve 7b, one end of the clutch installation sub sleeve 7b is fixedly connected with the power output sub sleeve 7a, and the other end of the clutch installation sub sleeve 7b is rotatably sleeved on the forward gear transmission sleeve 1b through an inner core wheel installation sleeve 30. A third needle bearing 31 is arranged between the inner core wheel mounting sleeve 30 and the middle transmission sleeve 1f, a first end face bearing 1l is arranged between the forward gear transmission sleeve 1b and the inner core wheel mounting sleeve 30, a fourth needle bearing 33 is arranged between the power output sub-sleeve 7a and the forward gear 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 forward gear 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 forward gear transmission sleeve 1 b. The inner core wheel cam sleeve 7 is made of a high-strength anti-torsion material, the inner core wheel 6c is made of a pressure-resistant wear-resistant material, specifically, the inner core wheel cam sleeve 7 is made of alloy steel, and the inner core wheel 6c is made of bearing steel or alloy steel or hard alloy. In this embodiment, the material of the inner core wheel cam sleeve 7 is preferably 20CrMnTi, which has strong torsion resistance, low cost and high cost performance, and the material of the inner core wheel 6c is preferably GCr15, which has good wear resistance and compression resistance, low cost and high cost performance. The torsion resistance and the pressure resistance of the inner core wheel cam sleeve 7 are high, the reliability and the stability of transmission can be ensured, and the abrasion resistance and the pressure resistance of the inner core wheel 6c are high, so that the inner core wheel cam sleeve 7 and the inner core wheel 6c are made of two different materials, the production cost is effectively saved, and the service life of the heavy-load overrunning clutch is greatly prolonged.
The rolling bodies distributed along the periphery of each inner core wheel 6c are composed of thick rolling bodies 6d and thin rolling bodies 6e which are alternately arranged, two opposite retainers 6f are arranged on the peripheral surface of each inner core wheel 6c, a circle of annular groove 6f1 is formed in the inner wall of each retainer 6f, and two ends of each thin rolling body 6e are slidably inserted into the corresponding annular grooves 6f 1. By adopting the structure, each thin rolling body 6e can follow up, the overall stability and reliability are improved, and the service life is prolonged. The outer ring 6a has input driven teeth 6a1 on its outer wall, which are circumferentially disposed. The outer wall of the inner core cam sleeve 7 is spline-fitted to the inner wall of each inner core wheel 6 c. With the above configuration, power transmission can be reliably performed. The number of teeth of the internal spline of the inner core wheel 6c is twice as many as 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 teeth 6c1 comprise a top arc section 6c12, a short side section 6c11 and a long side section 6c13 which are respectively positioned at two sides of the top arc section 6c12, the short side section 6c11 is of an inwards concave arc structure, the long side section 6c13 is of an outwards convex arc structure, and the curvature of the short side section 6c11 is smaller than that of the long side section 6c 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Referring to fig. 1-3, the countershaft gearing assembly includes a countershaft 12 disposed parallel to the forward drive sleeve 1b, an auxiliary shaft primary reduction driven gear 13 capable of driving the auxiliary shaft 12 to rotate and an auxiliary shaft secondary driving gear 14 driven by the auxiliary shaft 12 are sleeved on the auxiliary shaft 12, the driving friction piece 2a is sleeved with a primary reduction driving gear 16 of an auxiliary shaft driven by the driving friction piece, the primary countershaft reduction drive gear 16 meshes with the primary countershaft reduction driven gear 13, the outer ring 6a has input driven teeth 6a1 on the outer wall thereof, the input driven teeth 6a1 mesh with a secondary countershaft driving gear 14, which has forward gear engaging teeth 13a on the primary reduction driven gear 13, a forward gear coupling sleeve 4 that is slidable in the axial direction thereof is fitted over the counter shaft 12, and the forward gear coupling sleeve 4 is engageable with the forward gear coupling teeth 13 a.
The outer periphery of the auxiliary shaft 12 is provided with a plurality of roller inner side arc-shaped grooves 12a distributed along the circumferential direction, the roller inner side arc-shaped grooves 12a are internally provided with second rollers 12b parallel to the axis of the auxiliary shaft 12, the hole wall of the forward gear combination sleeve 4 is provided with a plurality of roller outer side arc-shaped grooves 5a which are in one-to-one correspondence with the roller inner side arc-shaped grooves 12a and axially penetrate through the roller inner side arc-shaped grooves, so that the forward gear combination sleeve 4 can axially slide through the second rollers 12b, and the inner radius of the roller inner side arc-shaped grooves 12a and the inner radius of the roller outer side arc-shaped grooves 5a are both larger than the radius of the. The forward gear coupling sleeve 4 has forward gear drive teeth 4b corresponding to the forward gear coupling teeth 13 a. Specifically, in the forward gear, the forward gear drive teeth 4b are engaged with the forward gear engagement teeth 13 a; in reverse gear, the forward drive gear 4b is disengaged from the forward engaging gear 13 a.
First, forward gear (forward rotation of motor): the forward gear drive teeth 4b are engaged with the forward gear engaging teeth 13 a; the forward speed output gear portion 1b1 meshes with the forward speed engagement gear 1i 1.
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 17 → the first reduction gear shaft 18 → the first reduction driven gear 22 → the second reduction gear shaft 19 → the second reduction driven gear 27 → the third reduction gear shaft 20 → the forward gear power gear 23 → the power input sleeve 8 → the multiple disc friction clutch 2 → the inner disc spiral raceway sleeve 5 → the forward gear sleeve 1b → the shift sleeve 1i → the power sleeve 1g → the differential 1e → the main shaft 1a, the first drive shaft 1c and the second drive shaft 1d, and the power is output from the first drive shaft 1c and the second drive shaft 1 d.
At this time, the multi-row overrunning clutch 6 overruns, and the elastic element group 3 is not compressed. Currently, the resistance transmission route: the forward gear transmission sleeve 1b → the inner core wheel cam sleeve 7 → the inner sheet spiral raceway sleeve 5 → the end face bearing 21 → the elastic element group 3; when the resistance moment transmitted to the multi-plate friction clutch 2 by the forward gear transmission sleeve 1b is greater than or equal to the preset load limit of the multi-plate friction clutch 2, the inner core wheel cam sleeve 7 and the screw transmission pair jointly push the inner plate screw roller sleeve 5, the elastic element group 3 is compressed, gaps appear between each outer friction plate 2c and each inner friction plate 2d of the multi-plate friction clutch 2, namely, the separation is realized, and the power is changed into a power transmission route through the following route, namely, a low-speed gear power transmission route:
the motor 17 → the first reduction gear shaft 18 → the first reduction driven gear 22 → the second reduction gear shaft 19 → the second reduction driven gear 27 → the third reduction gear shaft 20 → the forward gear power gear 23 → the power input sleeve 8 → the multiple disc friction clutch 2 → the first reduction driving gear 16 → the first reduction driven gear 13 → the counter shaft 12 → the second driving gear 14 → the multiple row overrunning clutch 6 → the inner core cam sleeve 7 → the inner disc spiral track sleeve 5 → the forward gear sleeve 1b → the shift fork sleeve 1i → the power transmission sleeve 1g → 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.
At this time, the multi-row overrunning clutch 6 is not overrunning, 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 forward gear transmission sleeve 1b to rotate a certain angle relative to the inner plate spiral roller sleeve 5, under the action of a spiral transmission pair, the inner plate spiral roller sleeve 5 compresses the elastic element group 3 through the end face bearing 21, the outer friction plate 2c is separated from the inner friction plate 2d, namely the multi-plate friction clutch 2 is in a disconnected state, and meanwhile, the power transmission mechanism transmits power to the forward gear 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 plate 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 smaller than the pressure generated by the elastic element group 3, under the pushing 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 forward gear 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 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.
Second, reverse gear (motor reverse): the forward gear drive teeth 4b are separated from the forward gear engaging teeth 13 a; the reverse output gear 1h1 meshes with the reverse engagement gear 1i 2.
Reverse gear power transmission route: the motor 17 → the first reduction gear shaft 18 → the first reduction driven gear 22 → the second reduction gear shaft 19 → the second reduction driven gear 27 → the third reduction gear shaft 20 → the reverse drive gear 1h → the shift fork bush 1i → the power transmission bush 1g → the differential 1e → the main shaft 1a, the first drive shaft 1c and the second drive shaft 1d, and the first drive shaft 1c and the second drive shaft 1d output power.
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. The utility model provides a compact super large load self-adaptation automatic speed changing system which characterized in that: comprises a motor (17), a common speed reducing mechanism, a forward gear speed changing system and a transmission axle (1) for outputting power;
the transmission bridge (1) comprises a main shaft (1a), a first transmission shaft (1c) and a second transmission shaft (1d) which are coaxially arranged at two ends of the main shaft (1a), a forward gear transmission sleeve (1b) is rotatably sleeved on the main shaft (1a), 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 (1f), one end of the main shaft (1a) close to the second transmission shaft (1d) is connected with the second transmission shaft (1d) through a differential (1e), a power transmission sleeve (1g) which can rotate relative to the forward gear transmission sleeve (1b) is arranged between the differential (1e) and the forward gear transmission sleeve (1b), and the power transmission sleeve (1g) can transmit power to the main shaft (1a) and the second transmission shaft (1d) through the differential (1e), the power transmission sleeve (1g) is sleeved with a reverse gear transmission gear (1h) capable of rotating relative to the power transmission sleeve and a gear shifting fork sleeve (1i) capable of sliding along the axial direction of the power transmission sleeve, and the gear shifting fork sleeve (1i) can be connected with an advance gear transmission sleeve (1b) or the reverse gear transmission gear (1 h);
the shared speed reducing mechanism comprises a primary speed reducing gear shaft (18), a secondary speed reducing gear shaft (19) and a tertiary speed reducing gear shaft (20) which are parallel to each other, the primary speed reducing gear shaft (18) can be driven by a motor (17) to rotate and is provided with a primary speed reducing driving tooth (18a), a primary speed reducing driven gear (22) meshed with the primary speed reducing driving tooth (18a) is fixedly sleeved on the secondary speed reducing gear shaft (19) and is provided with a secondary speed reducing driving tooth (19a), the tertiary speed reducing gear shaft (20) is fixedly sleeved with a secondary speed reducing driven gear (27) meshed with the secondary speed reducing driving tooth (19a) and a forward gear power gear (23) used for transmitting power to a forward gear speed changing system, and is provided with a reverse gear power tooth (20a) meshed with a reverse gear (1 h);
the forward gear speed change system comprises a high-speed gear transmission mechanism and a low-speed gear transmission mechanism, wherein 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), a forward gear power gear (23) transmits power to the multi-plate friction clutch (2) through a power input gear sleeve (8), the multi-plate friction clutch (2) is sleeved on a forward gear transmission sleeve (1b) 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 forward gear transmission sleeve (1b) so that the inner-plate spiral roller sleeve (5) can axially slide along the forward gear transmission sleeve (1 b);
low-speed gear drive mechanism includes many rows of formula freewheel clutch (6) and at reduction gear's countershaft transmission subassembly between multiple sheet friction clutch (2) and multirow formula freewheel clutch (6), many rows of formula freewheel clutch (6) are through interior heart wheel cam cover (7) suit on advancing fender transmission cover (1b), the vice transmission cooperation of terminal surface cam is passed through to the corresponding terminal surface of interior heart wheel cam cover (7) and interior spiral roller way cover (5) to with power transmission on advancing fender transmission cover (1 b).
2. The compact extra-high load adaptive automatic transmission system 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 (2c) and inner friction plates (2d) which are alternately arranged between the friction plate supporting piece and the inner plate spiral roller way sleeve (5), each outer friction plate (2c) can axially slide along the friction plate supporting piece, and each inner friction plate (2d) can axially slide along the inner plate spiral roller way sleeve (5);
the power input gear sleeve (8) transmits power to the friction plate supporting piece, the elastic element group (3) can apply pretightening force to the inner spiral roller way sleeve (5) to compress the outer friction plates (2c) and the inner friction plates (2d), a spiral transmission pair is formed between the inner spiral roller way sleeve (5) and the forward gear transmission sleeve (1b), so that the inner spiral roller way sleeve (5) can axially slide along the forward gear transmission sleeve (1b), and the elastic element group (3) is compressed to release the outer friction plates (2c) and the inner friction plates (2 d).
3. The compact extra-high load adaptive automatic transmission system according to claim 2, characterized in that: the inner-plate spiral raceway sleeve (5) comprises a friction plate pressing disc (5b) in a disc-shaped structure and an output spiral raceway barrel (5a) in a cylindrical structure, the output spiral raceway barrel (5a) is sleeved on the forward gear transmission sleeve (1b) and forms a spiral transmission pair with the forward gear transmission sleeve (1b), the inner core wheel cam sleeve (7) is matched with a cam profile at one end, close to the output spiral raceway barrel (5a), of the output spiral raceway barrel to form an end face cam pair transmission pair, and the friction plate pressing disc (5b) 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 (2a) of a disc-shaped structure and an outer plate spline sleeve (2b) of a cylindrical structure, the power transmission mechanism can transmit power to the friction plate supporting disc (2a), the friction plate supporting disc (2a) is parallel to a friction plate pressing disc (5b), the outer plate spline sleeve (2b) is coaxially sleeved outside an output spiral raceway cylinder (5a), one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting disc (2a), the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing disc (5b), the outer edge of each outer friction plate (2c) is in spline fit with the inner wall of the outer plate spline sleeve (2b), and the inner edge of each inner friction plate (2d) is in spline fit with the outer wall of the output spiral raceway cylinder (5 a).
4. The compact extra-high load adaptive automatic transmission system according to claim 1, characterized in that: the multi-row overrunning clutch (6) comprises a second outer ring (6a) and at least two second inner core wheels (6c) which are sleeved on the same inner core wheel cam sleeve (7) side by side, the multi-plate friction clutch (2) can transmit power to the second outer ring (6a) through a countershaft transmission assembly, external teeth (6c1) arranged on the periphery of each second inner core wheel (6c) are right opposite one by one, second rolling bodies are respectively arranged between the second outer ring (6a) and each second inner core wheel (6c), and the rolling bodies around the adjacent second inner core wheels (6c) are right opposite one by one.
5. The compact extra-high load adaptive automatic transmission system according to claim 4, wherein: the auxiliary shaft transmission assembly comprises an auxiliary shaft (12) which is arranged in parallel with a forward gear transmission sleeve (1b), an auxiliary shaft primary speed reduction driven gear (13) which can drive the auxiliary shaft (12) to rotate and an auxiliary shaft secondary driving gear (14) which is driven by the auxiliary shaft (12) are sleeved on the auxiliary shaft (12), an auxiliary shaft primary speed reduction driving gear (16) which is driven by the multi-plate friction clutch (2) is sleeved on the multi-plate friction clutch (2), the auxiliary shaft primary speed reduction driving gear (16) is meshed with the auxiliary shaft primary speed reduction driven gear (13), input driven teeth (6a1) which are arranged along the circumferential direction are arranged on the outer wall of the outer ring (6a), the input driven teeth (6a1) are meshed with the auxiliary shaft secondary driving gear (14), forward gear combination teeth (13a) are arranged on the primary speed reduction driven gear (13), and a forward gear combination sleeve (4) which can slide along the axial direction of the auxiliary shaft (12) is sleeved, the forward gear coupling sleeve (4) can be meshed with the forward gear coupling teeth (13 a).
6. The compact extra-high load adaptive automatic transmission system according to claim 5, characterized in that: the outer periphery of the auxiliary shaft (12) is provided with a plurality of roller inner side arc-shaped grooves (12a) distributed along the circumferential direction, second rollers (12b) parallel to the axis of the auxiliary shaft (12) are arranged in the roller inner side arc-shaped grooves (12a), a plurality of roller outer side arc-shaped grooves (4a) which are in one-to-one correspondence with the roller inner side arc-shaped grooves (12a) and axially penetrate through the hole wall of the forward gear combination sleeve (4) are arranged, so that the forward gear combination sleeve (4) can axially slide through the second rollers (12b), and the inner radius of the roller inner side arc-shaped grooves (12a) and the inner radius of the roller outer side arc-shaped grooves (4a) are both larger than the radius of the second rollers (12 b).
7. The compact extra-high load adaptive automatic transmission system according to claim 1, characterized in that: the power transmission sleeve (1g) comprises a transmission sleeve main body part (1g1) rotatably sleeved on the main shaft (1a) through a non-metal supporting sleeve (1j) and a differential mechanism mounting disc (1g2) synchronously rotating with the transmission sleeve main body part (1g1), the transmission sleeve main body part (1g1) is of a cylindrical structure, a reverse gear transmission gear (1h) is rotatably sleeved on the transmission sleeve main body part (1g1), the differential mechanism mounting disc (1g2) is formed by radially and outwardly extending one end, close to the differential mechanism (1e), of the transmission sleeve main body part (1g1) and fixedly connected with the differential mechanism (1e) through a plurality of bolts, a plurality of roller inner arc-shaped grooves (1g11) distributed along the circumferential direction are formed in the transmission sleeve main body part (1g1), and first rollers (1n) parallel to the axis of the power transmission sleeve (1g) are arranged in the roller inner arc-shaped grooves (1g11), the hole wall of the gear shifting fork sleeve (1i) is provided with a plurality of outer roller arc-shaped grooves (1i2) which are in one-to-one correspondence with the inner roller arc-shaped grooves (1g11) and axially penetrate through the inner roller arc-shaped grooves, so that the gear shifting fork sleeve (1i) can axially slide through the first roller (1n), and the inner radius of the inner roller arc-shaped groove (1g11) and the inner radius of the outer roller arc-shaped groove (1i2) are both larger than the radius of the first roller (1 n).
8. The compact extra-high load adaptive automatic transmission system according to claim 1, characterized in that: the forward gear transmission sleeve (1b) is provided with a forward gear output tooth part (1b1), the reverse gear transmission gear (1h) is provided with a reverse gear output tooth part (1h1), one side of the gear shifting fork sleeve (1i) close to the forward gear transmission sleeve (1b) is provided with a forward gear combination tooth (1i1) capable of being meshed with the forward gear output tooth part (1b1), and one side of the gear shifting fork sleeve (1i) close to the reverse gear transmission gear (1h) is provided with a reverse gear combination tooth (1i2) capable of being meshed with the reverse gear output tooth part (1h 1).
9. The compact extra-high load adaptive automatic transmission system according to claim 1, characterized in that: the inner core wheel cam sleeve (7) comprises a power output sub sleeve (7a) and a clutch installation sub sleeve (7b) which are coaxially arranged, the power output sub sleeve (7a) is rotatably sleeved on the forward gear transmission sleeve (1b), one end face of the power output sub sleeve (7a), far away from the clutch installation sub sleeve (7b), is matched with the corresponding end face of the inner sheet spiral raceway sleeve (5) in a transmission mode through an end face cam pair, the overrunning clutch (6) is sleeved on the clutch installation sub sleeve (7b), one end of the clutch installation sub sleeve (7b) is fixedly connected with the power output sub sleeve (7a), and the other end of the clutch installation sub sleeve (7b) is rotatably sleeved on the forward gear transmission sleeve (1b) through the inner core wheel installation sleeve (30).
10. The compact extra-high load adaptive automatic transmission system according to claim 9, characterized in that: a third needle bearing (31) is arranged between the inner core wheel mounting sleeve (30) and the transmission sleeve (1d), a first end face bearing (1l) is arranged between the forward gear transmission sleeve (1b) and the inner core wheel mounting sleeve (30), a fourth needle bearing (33) is arranged between the power output sub-sleeve (7a) and the forward gear transmission sleeve (1b), a second end face bearing (34) is arranged at one end, close to the clutch mounting sub-sleeve (7b), of the power output sub-sleeve (7a), an end face bearing mounting assembly (35) used for positioning the second end face bearing (34) is arranged on the forward gear transmission sleeve (1b), and the second end face bearing (34) and the end face bearing mounting assembly (35) are located in a gap between the clutch mounting sub-sleeve (7b) and the forward gear transmission sleeve (1 b).
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911226478.5A CN111075893B (en) | 2019-12-04 | 2019-12-04 | Compact type super-large load self-adaptive automatic speed changing system |
| PCT/CN2020/134057 WO2021110157A1 (en) | 2019-12-04 | 2020-12-04 | Compact and ultra-large load adaptive automatic transmission system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911226478.5A CN111075893B (en) | 2019-12-04 | 2019-12-04 | Compact type super-large load self-adaptive automatic speed changing system |
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| CN111075893A true CN111075893A (en) | 2020-04-28 |
| CN111075893B CN111075893B (en) | 2021-05-04 |
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| WO (1) | WO2021110157A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112682489A (en) * | 2020-12-16 | 2021-04-20 | 西南大学 | Longitudinal driving self-adaptive synchronous automatic speed changing system of electric automobile |
| WO2021110157A1 (en) * | 2019-12-04 | 2021-06-10 | 西南大学 | Compact and ultra-large load adaptive automatic transmission system |
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Also Published As
| Publication number | Publication date |
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| WO2021110157A1 (en) | 2021-06-10 |
| CN111075893B (en) | 2021-05-04 |
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