CN115949707A

CN115949707A - Double-speed-ratio speed reducer with power separation function and control method

Info

Publication number: CN115949707A
Application number: CN202211612176.3A
Authority: CN
Inventors: 尹海峰; 聂守成; 米长宝
Original assignee: AVIC Jincheng Nanjing Engineering Institute of Aircraft Systems
Current assignee: AVIC Jincheng Nanjing Engineering Institute of Aircraft Systems
Priority date: 2022-12-14
Filing date: 2022-12-14
Publication date: 2023-04-11

Abstract

The invention belongs to the technical field of speed reducers, and provides a double-speed-ratio speed reducer with a power separation function and a control method, wherein the power input of the speed reducer is connected with a first planetary assembly, the first planetary assembly has two states of locking and unlocking under the control of a first clutch assembly, the first planetary assembly and a parallel shaft assembly are in meshing transmission and lose the speed reduction function in the locking state, and the first planetary assembly and the parallel shaft assembly are not in meshing transmission and have the speed reduction function in the unlocking state; the output of the second planetary assembly is connected with a separation and engagement assembly, the separation and engagement assembly can move up and down relative to the output of the second planetary assembly, the up and down movement of the separation and engagement assembly is controlled by a ball screw assembly, and the separation and engagement assembly completes power separation or power connection with external output through up and down movement; one end of the parallel shaft assembly is provided with a brake, and the other end of the parallel shaft assembly is detachably connected with the ball screw assembly through a second clutch assembly.

Description

Double-speed-ratio speed reducer with power separation function and control method

Technical Field

The invention belongs to the technical field of speed reducers, relates to a double-speed-ratio speed reducer, and particularly relates to a double-speed-ratio speed reducer with a power separation function and a control method.

Background

The main engine provides ground sliding power in the airplane ground sliding process, so that the defects of low efficiency, high oil consumption, row amplification and the like exist, ground service personnel are required to connect and disconnect the tractor and the airplane when the tractor pulls the airplane, and airplane scheduling time is wasted. By means of an airborne power supply, the electric actuator is adopted to drive airplane wheels to rotate, the ground of the airplane is pushed to green sliding, a main engine can be prevented from being used during sliding, fuel consumption is reduced, ground scheduling time is saved, and therefore economic benefits are improved.

The airplane wheel has different speed requirements in the ground sliding process, and an electric actuator is required to provide different speed reduction ratios. In addition, in the working scene of takeoff and running of the airplane, the rotation speed of the airplane wheel is high, the power of the airplane is sourced from the main engine, and the power of the electric actuator needs to be cut off.

Disclosure of Invention

In order to solve the problems, the invention provides a double-speed-ratio speed reducer with a power separation function and a control method, which can provide two speed reduction ratios according to requirements, have the power separation function and meet the driving requirements of an electric actuator of an airplane ground green taxi system.

The invention is realized by the following technical scheme:

a double-speed-ratio speed reducer with a power separation function comprises a shell assembly, a first clutch assembly, a first planet assembly, a second planet assembly, a separation meshing assembly, a brake, a parallel shaft assembly, a second clutch assembly and a ball screw assembly; the shell assembly provides installation space and supporting points for other assemblies; the power input is connected with a first planetary assembly, the first planetary assembly has two states of locking and unlocking under the control of a first clutch assembly, the first planetary assembly and the parallel shaft assembly are in meshing transmission and lose the speed reducing function in the locking state, and the first planetary assembly and the parallel shaft assembly are not in meshing transmission and have the speed reducing function in the unlocking state; the output of the first planetary assembly is connected with the input of the second planetary assembly, the output of the second planetary assembly is connected with the separation and engagement assembly, the separation and engagement assembly can move up and down relative to the output of the second planetary assembly, the up and down movement of the separation and engagement assembly is controlled by the ball screw assembly, and the separation and engagement assembly completes power separation or power connection with the external output through up and down movement; one end of the parallel shaft component is provided with a brake, and the other end of the parallel shaft component is detachably connected with the ball screw component through a second clutch component.

Furthermore, the separation and engagement assembly is of a seesaw structure, one end of the separation and engagement assembly is connected with the output of the second planetary assembly in a vertically movable mode, the other end of the separation and engagement assembly is connected with a lead screw nut of the ball screw assembly, and the middle of the separation and engagement assembly is rotatably connected with the shell assembly through a pin shaft.

Furthermore, the first planetary assembly comprises an inner gear ring, an outer gear ring and a first planet carrier, and an input shaft is used as power input and is connected with the centers of the inner gear ring, the outer gear ring and the first planet carrier; the first planet carrier, the planet wheel arranged in the first planet carrier and the input shaft form an NGW planetary reducer structure; the outer sides of the inner gear ring and the outer gear ring are provided with outer teeth, the inner sides of the inner gear ring and the outer gear ring are provided with inner teeth, the outer teeth of the inner gear ring and the outer gear ring are meshed with the parallel shaft assembly, and the inner teeth of the inner gear ring and the outer gear ring are meshed with the outer sides of the planet gears of the first planet carrier.

Furthermore, when the first planetary assembly is in a locked state, the first clutch assembly enables the inner gear ring, the outer gear ring and the input shaft to rotate together, and meanwhile the brake unlocks the rotation of the parallel shaft assembly; when the first planetary assembly is in an unlocked state, the first clutch assembly disengages the rotary connection between the inner gear ring and the outer gear ring and the input shaft, and the brake locks the rotation of the parallel shaft assembly.

Further, the second planetary assembly is an NW differential reducer structure.

A control method of a double-speed-ratio speed reducer with a power separation function uses the double-speed-ratio speed reducer with the power separation function, comprises an active power separation control method, and specifically comprises the following steps:

the first clutch assembly controls the first planetary assembly to be in a locked state, the brake is unlocked, and the second clutch assembly controls the output of the parallel shaft assembly to be connected with the ball screw assembly; at the moment, the first planetary assembly rotates actively under power input, the first planetary assembly drives the parallel shaft assembly to rotate, so that the ball screw assembly is driven to rotate, the screw nut of the ball screw assembly moves downwards, the separation meshing assembly is driven to move in a linkage mode, the separation meshing assembly moves upwards, the output teeth and the power teeth are disengaged from a meshing state, and active power separation is completed.

A control method of a double-speed-ratio speed reducer with a power separation function comprises a passive power separation control method, and specifically comprises the following steps:

the first clutch assembly controls the first planetary assembly to be in a locked state, the brake is unlocked, and the second clutch assembly controls the output of the parallel shaft assembly to be connected with the ball screw assembly; at the moment, the power gear which is externally output rotates under the driving of external power, the second planetary assembly is reversely driven to rotate, so that the first planetary assembly is reversely driven to rotate, the parallel shaft assembly is driven to rotate by the first planetary assembly, the ball screw assembly is driven to rotate, the screw nut of the ball screw assembly moves downwards, the separation and meshing assembly is driven to move in a linkage manner, the separation and meshing assembly moves upwards, the output teeth and the power teeth are separated from a meshing state, and passive power separation is completed.

A control method of a double-speed-ratio speed reducer with a power separation function uses the double-speed-ratio speed reducer with the power separation function, and comprises a power reconstruction control method, and specifically comprises the following steps:

the first clutch assembly controls the first planetary assembly to be in a locked state, the brake is unlocked, and the second clutch assembly controls the output of the parallel shaft assembly to be connected with the ball screw assembly; the power input is switched reversely, at the moment, the first planetary assembly rotates under the power input actively, the first planetary assembly drives the parallel shaft assembly to rotate, so that the ball screw assembly is driven to rotate, the screw nut of the ball screw assembly moves upwards, the separation meshing assembly moves in a linkage manner, the separation meshing assembly moves downwards, the output teeth and the power teeth are separated from a meshing state, and active power reconstruction is completed.

A control method of a double-speed-ratio speed reducer with a power separation function comprises a high-rotation-speed output control method and a low-rotation-speed high-torque control method, and specifically comprises the following steps:

the first clutch assembly controls the first planetary assembly to be in a locked state, the brake is unlocked, and the second clutch assembly controls the output of the parallel shaft assembly to be disconnected with the ball screw assembly; at the moment, the first planetary assembly actively rotates under the action of power input and has the same rotating speed as the rotating shaft, so that the first planetary assembly loses the speed reduction function, the output of the first planetary assembly is connected with the second planetary assembly, and the output end of the first planetary assembly is connected with the output end after the speed reduction of the second planetary assembly;

the first clutch assembly controls the first planetary assembly to be in an unlocking state, and the brake is locked; at the moment, the first planetary assembly actively rotates under the action of power input, the first planetary assembly has a speed reduction function, the output end of the first planetary assembly is connected with the second planetary assembly, and the second planetary assembly is connected with the output end after being subjected to secondary speed reduction.

The invention has the beneficial effects that:

1. the invention provides a double-speed-ratio speed reducer with a power separation function, which can drive an airplane to slide on the ground by means of motor power under the condition of not using a main engine, and provides two speed reduction ratios according to working requirements so as to meet the rotating speed requirements of different airplane wheels.

2. The invention can realize active power separation by means of motor power under the condition that the power of the wheel of the cutting machine is needed.

3. The power separation device can complete power separation in a passive power separation mode under other conditions needing power separation, and the working state of the second clutch assembly can be switched if the passive power separation is not needed, so that the power separation device is convenient and reliable, and has a wide application range.

Drawings

In order to clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced, and it is obvious that the drawings in the description are only some embodiments of the present invention.

FIG. 1 is a cross-sectional view of a dual speed ratio reducer with power splitting according to an embodiment of the present invention;

FIG. 2 is a schematic structural view of a disengaging and engaging assembly in accordance with an embodiment of the present invention;

fig. 3 is a schematic structural diagram of the working principle of the embodiment of the invention.

Wherein, 1-a housing component, 2-a first clutch component, 201-an input shaft, 202-a first clutch driving disk, 203-a first bearing, 204-a first clutch driven disk, 205-a first coupling bracket, 3-a first planet component, 301-a second bearing, 302-a third bearing, 303-an inner and outer gear ring, 304-a first thrust bearing, 305-a first planet carrier, 4-a second planet component, 401-a second planet carrier, 402-a duplex planet wheel, 403-a second thrust bearing, 404-a fourth bearing, 5-a separation meshing component, 501-a screw cap, 502-a guide sleeve, 503-a spring, 504-a spring seat, 505-a clutch gear, 506-a fifth bearing, 507-a shifting fork, 5071-a guide head, 508-output gear, 509-pin shaft, 6-brake, 7-parallel shaft component, 701-brake gear shaft, 702-sixth bearing, 703-seventh bearing, 704-eighth bearing, 705-parallel gear shaft, 706-ninth bearing, 8-second clutch component, 801-second clutch driving disk, 802-second clutch driven disk, 803-tenth bearing, 804-second coupling frame, 805-inner spline coupling frame, 9-ball screw component, 901-wear-resistant retainer, 902-eleventh bearing, 903-ball screw shaft, 904-screw nut, 905-linear displacement sensor, 906-pin, 907-guide rod, 908-connecting rod, 909-twelfth bearing.

Detailed Description

This section is an example of the present invention and is provided to explain and illustrate the technical solutions of the present invention. The embodiments of the invention and the features of the embodiments can be combined with each other without conflict.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate directions or positional relationships to give the drawings the orientation or positional relationships, and are used for convenience of description and simplicity of description, but do not indicate or imply that the device or case being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first," "second," etc. may explicitly or implicitly include more than one of the feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected" and "connected" should be interpreted broadly, and may be, for example, a fixed connection, a detachable connection or an integrated connection; the connection can be mechanical connection or point connection; either directly or indirectly through an intermediary profile, or both elements may be interconnected. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.

A double-speed-ratio speed reducer with a power separation function comprises a shell assembly 1, a first clutch assembly 2, a first planetary assembly 3, a second planetary assembly 4, a separation meshing assembly 5, a brake 6, a parallel shaft assembly 7, a second clutch assembly 8 and a ball screw assembly 9; the shell component 1 provides installation space and supporting points for other components; the power input is connected with a first planetary assembly 3, the first planetary assembly 3 has two states of locking and unlocking under the control of a first clutch assembly 2, the first planetary assembly 3 and a parallel shaft assembly 7 are in meshing transmission and lose the speed reducing function in the locking state, and the first planetary assembly 3 and the parallel shaft assembly 7 are not in meshing transmission and have the speed reducing function in the unlocking state; the output of the first planetary assembly 3 is connected with the input of the second planetary assembly 4, the output of the second planetary assembly 4 is connected with a separation and engagement assembly 5, the separation and engagement assembly 5 can move up and down relative to the output of the second planetary assembly 4, the up and down movement of the separation and engagement assembly 5 is controlled by a ball screw assembly 9, and the separation and engagement assembly 5 completes power separation or power connection with the external output through up and down movement; the parallel shaft assembly 7 is provided with a brake 6 at one end and detachably connected to a ball screw assembly 9 at the other end via a second clutch assembly 8.

The separation and engagement assembly 5 is of a seesaw structure, one end of the separation and engagement assembly 5 is connected with the output of the second planetary assembly 4 in a way of moving up and down, the other end of the separation and engagement assembly 5 is connected with a screw nut 904 of a ball screw assembly 9, and the middle part of the separation and engagement assembly 5 is rotationally connected with the shell assembly 1 through a pin shaft 509.

The first planetary assembly 3 comprises an inner gear ring 303, an outer gear ring 303 and a first planet carrier 305, and an input shaft 201 is used as a power input to connect the centers of the inner gear ring 303, the outer gear ring 303 and the first planet carrier 305; the first planet carrier 305 and the planet wheels arranged therein and the input shaft 201 form an NGW planetary reducer structure; the outer sides of the inner and outer ring gears 303 are provided with outer teeth, the inner sides are provided with inner teeth, the outer teeth of the inner and outer ring gears 306 are engaged with the parallel shaft assembly 7, and the inner teeth of the inner and outer ring gears 306 are engaged with the outer sides of the planet gears of the first planet carrier 305.

When the first planetary assembly 3 is in a locked state, the first clutch assembly 2 enables the inner and outer gear rings 306 to rotate with the input shaft 201, and meanwhile the brake 6 unlocks the parallel shaft assembly 7 to rotate; when the first planetary assembly 3 is in the unlocked state, the first clutch assembly 2 disengages the inner and outer ring gears 306 from the rotational connection of the input shaft 201, while the brake 6 locks the rotation of the parallel shaft assembly 7.

The second planetary assembly is an NW differential reduction gear structure.

A control method of a double-speed-ratio speed reducer with a power separation function comprises an active power separation control method, and specifically comprises the following steps:

A control method of a double-speed-ratio speed reducer with a power separation function uses the double-speed-ratio speed reducer with the power separation function, comprises a power reconfiguration control method, and specifically comprises the following steps:

the first clutch assembly controls the first planetary assembly to be in an unlocking state, and the brake is locked; at the moment, the first planetary assembly rotates actively under the action of power input, the first planetary assembly has a speed reduction function, the output of the first planetary assembly is connected with the second planetary assembly, and the second planetary assembly is connected with the output end after the second speed reduction.

The following is another embodiment of the present invention.

As shown in fig. 1, the present embodiment provides a dual speed reduction gear with a power split function, which includes a housing assembly 1, and a first clutch assembly 2, a first planetary assembly 3, a second planetary assembly 4, a split engagement assembly 5, a brake 6, a parallel shaft assembly 7, a second clutch assembly 8, and a ball screw assembly 9 provided in the housing assembly 1.

The shell component is composed of multiple sections of shells, the shells are connected through screws and used for supporting other components, a second bearing seat, a fourth bearing seat, a fifth bearing seat, a sixth bearing seat, a seventh bearing seat, an eighth bearing seat, a ninth bearing seat, an eleventh bearing seat and a twelfth bearing seat are arranged in the shell component, and a second planet inner gear ring is arranged between the second bearing seat and the fourth bearing seat.

First clutch pack 2 installs in housing assembly 1 through second bearing 301, first clutch pack 2 includes input shaft 201, be provided with first clutch driving plate 202 on the input shaft 201, first clutch driven plate 204 links firmly with first yoke 205, first yoke 205 is inside to be provided with first bearing frame, install on input shaft 201 through first bearing 203, first yoke 205 outside is provided with first external splines, first external splines with set up in the first internal spline cooperation of the inside one end of inside and outside ring gear 303, the inside third bearing frame that is provided with of inside and outside ring gear, install on input shaft 201 through third bearing 302.

Specifically, the first clutch is energized, the first clutch driving plate 202 and the first clutch driven plate 204 are attracted, and the power of the input shaft 201 is transmitted to the inner and outer ring gears 303 through the first coupling frame 205.

Further, the inner and outer ring gears 303 are mounted in the housing assembly through a second bearing 301 disposed outside, the other end outside the inner and outer ring gears 303 is provided with first external teeth which are matched with third external teeth disposed outside the parallel gear shaft 705, and the other end inside the inner and outer ring gears 303 is provided with a first planetary ring gear.

In this example, the first planetary assembly 3 further comprises a first planet carrier 305, and two sets of planet gears are arranged on the first planet carrier 305, namely an outer set of planet gears and an inner set of planet gears, the outer set of planet gears and the inner set of planet gears are matched, the outer set of planet gears are meshed with a first planet inner gear ring of the inner and outer gear rings 303, and the inner set of planet gears are matched with a first planet input outer gear arranged outside the input shaft 201.

Preferably, the first clutch driving disc 202, the first bearing 203, the third bearing 302 and the first planet input external teeth are arranged outside the input shaft 201, the number of teeth and the modulus of the first planet input external teeth are limited, in order to break through the limitation of installation constraints, a sleeve structure of an internal spline external gear is arranged outside the input shaft 201, a circle of external splines are arranged outside the input shaft 201 and matched with the internal splines inside the sleeve structure, and the first planet input external teeth are arranged outside the sleeve, so that the input shaft 201 and a transmission mechanism thereof are more compact. Specifically, a first thrust bearing 304 is provided between an end surface of the sleeve structure and an end surface of the first carrier 305.

Further, a first cylindrical boss is arranged at the center of the other end of the first planet carrier 305, a second thrust bearing is arranged between the end face of the first cylindrical boss and the end face of the second planet carrier 401, and second planet input external teeth are arranged outside the first cylindrical boss. A duplex planetary gear 402 is arranged on the second planetary carrier 401, one pair of the duplex planetary gear 402 is matched with a second planetary inner gear ring arranged in the shell component 1, and the other pair of the duplex planetary gear 402 is matched with second planetary input outer teeth. A second cylindrical boss is arranged at the center of the other end of the second planet carrier 401 and is mounted in the housing assembly through a fourth bearing 404 and a fifth bearing 506; the second external spline is arranged outside the second cylindrical boss.

Further, the separation and engagement assembly 5 comprises a clutch gear 505 and an output gear 508, wherein the clutch gear 505 is internally provided with a second internal spline and is matched with a second external spline of the second planet carrier 401; a second external tooth is provided outside the clutch gear 505, and the second external tooth is engaged with the output gear 508; the end face of the clutch gear 505 is provided with an annular protrusion, and the outer cylindrical surface of the end of the annular protrusion is provided with an external thread.

More specifically, the disengaging and engaging assembly 5 further comprises a screw cap 501, a guide sleeve 502, a spring 503 and a spring seat 504, wherein an internal thread is arranged inside the screw cap 501, and the internal thread is matched with an external thread of the clutch gear 505, so that the guide sleeve 502, the spring 503 and the spring seat 504 are fixed on the end face of the clutch gear 505 provided with an annular protrusion; the guide sleeve 502 and the spring seat 504 are both of an annular structure, a first spring guide protrusion is arranged on the end surface of the guide sleeve 502, a second spring guide protrusion is arranged on the end surface of the spring seat 504, and the spring 503 is installed between the first spring guide protrusion of the guide sleeve 502 and the second spring guide protrusion of the spring seat 504.

Further, an annular groove is provided outside the guide sleeve 502. The disengaging and engaging assembly 5 further comprises a shifting fork 507, two ends of the shifting fork 507 are provided with arc-shaped openings, guide heads 5071 are arranged in the arc-shaped openings, and the guide heads 5071 in the arc-shaped openings at one end of the shifting fork 507 are arranged in annular grooves of the guide sleeve 502; a pin shaft hole is formed in the middle of the shifting fork 507, a pin shaft 509 is arranged in the pin shaft hole, and the shifting fork 507 is installed in the shell component 1 through the pin shaft 509.

Specifically, the parallel shaft assembly 7 includes a parallel gear shaft 705 and a brake gear shaft 701, the parallel gear shaft 705 is mounted in the housing assembly 1 through a seventh bearing 703 and an eighth bearing 704, and the brake gear shaft 701 is mounted in the housing assembly 1 through a sixth bearing 702 and a ninth bearing 706; the fourth external teeth are provided on the outside of the brake gear shaft 701, and the third external teeth of the parallel gear shaft 705 are simultaneously engaged with the first external teeth of the inner and outer ring gears 303 and the fourth external teeth of the brake gear shaft 701.

Further, the brake 6 includes a stator and a rotor, the stator is fixedly connected with the housing assembly 1, and the rotor is fixedly connected with the brake gear shaft 701. A second clutch is arranged in the second clutch assembly 8, the second clutch includes a second clutch driving disc 801 and a second clutch driven disc 802, the second clutch driving disc 801 is fixedly connected with the brake gear shaft 701, the second clutch driven disc 802 is fixedly connected with a second coupling frame 804, and the second coupling frame 804 is mounted on the brake gear shaft 701 through a tenth bearing 803 arranged in the second clutch driving disc 801. A third external spline is arranged outside the second shaft coupling frame 804 and is matched with a third internal spline arranged inside the internal spline shaft coupling frame 805, a fourth internal spline is also arranged inside the internal spline shaft coupling frame 805 and is matched with a fourth external spline outside the ball screw shaft 903.

Further, a wear-resistant retainer 901 is arranged between the ball screw shaft 903 and the inner spline shaft coupling frame 805; the ball screw shaft 903 is mounted in the housing assembly 1 through an eleventh bearing 902 and a twelfth bearing 909; a ball guide rail is arranged outside the ball screw shaft 903, and a screw nut 904 is arranged on the ball guide rail; the lead screw nut 904 is fixedly connected with a guide rod 907, a semi-annular groove is arranged outside the guide rod 907, and the semi-annular groove is matched with a guide head 5071 in an arc-shaped opening at the other end of the shifting fork 507.

Preferably, the ball screw assembly 9 includes a linear displacement sensor 905, the linear displacement sensor 905 is installed in the housing assembly 1, an output shaft of the linear displacement sensor 905 is installed in a pin hole of a connecting rod 908 through a pin 906, and the connecting rod 908 is fixedly connected with a guide rod 907.

In this embodiment, the double speed ratio and the power separation function of the speed reducer are realized by the states of the first clutch, the brake 6, and the second clutch.

The large reduction ratio function: the first clutch is de-energized and the brake 6 is energized. The brake 6 is energized, the brake gear shaft 701 is braked, the parallel gear shaft 705 is braked, and the inner and outer ring gears 303 are braked. Power is input from the input shaft 201, the first planetary assembly becomes an NGW planetary reducer with sun gear input, fixed gear ring and planet carrier output, then the speed reduction and torque increase are realized through the second planetary assembly, the second planet carrier transmits the power to the clutch gear 505 through the spline, the output gear 508 is further driven, and the function of large reduction ratio is realized.

The small reduction ratio function: the first clutch is energized, the brake 6 is de-energized, and the second clutch is de-energized. When the brake 6 is powered off, the brake gear shaft 701 and the parallel gear shaft 705 can rotate freely, so that the inner and outer gear rings 303 can rotate freely. The second clutch is de-energized and power cannot be transmitted from the brake gear shaft 701 to the ball screw assembly 9. The first clutch is electrified, the driving disc 202 of the first clutch and the driven disc 204 of the first clutch are attracted, the power of the input shaft 201 is transmitted to the inner gear ring 303 and the outer gear ring 303 through the first coupling frame 205, namely the input shaft 201 and the inner gear ring 303 have the same rotating speed, the first planetary assembly loses the speed reduction function, the power of the input shaft 201 directly reduces the speed and increases the torque through the second planetary assembly, the second planetary frame transmits the power to the clutch gear 505 through a spline, the output gear 508 is further driven, and the function of small speed reduction ratio is achieved.

The power split function includes power split and power reconfiguration.

(1) Power separation

Power separation can be achieved in two ways: active separation and passive separation.

(1) Active separation

The active separation is divided into two stages: a transition phase and a separation phase.

A. Transition phase

The transition phase refers to a process in which the clutch gear 505 and the output gear 508 are in a critical state from full engagement to engagement disengagement. In the stage, the first clutch is powered off, the brake 6 is powered off, and the second clutch is powered on. The output gear 508 is braked by an external mechanism, and the rotation of the clutch gear 505, the second carrier 401, the double planetary gear 402, and the first carrier 305 is braked. The power is input from the input shaft 201, the first planetary assembly becomes an NGW planetary reducer with sun gear input, planet carrier fixed and gear ring output, the power of the inner gear ring 303 and the outer gear ring 303 is transmitted to the brake gear shaft 701 through the parallel gear shaft 705, the second clutch is electrified, the second clutch driving disc 801 and the second clutch driven disc 802 are attracted, the power of the brake gear shaft 701 is transmitted to the ball screw shaft 903 through the second coupling frame 804 and the inner spline coupling frame 805, so that the screw nut 904 obtains translational power to push the guide rod 907 to translate along the ball screw shaft 903, the guide rod 907 drives one end of the shifting fork 507 to swing around the pin shaft 509 through the guide head 5071, the other end of the shifting fork 507 pushes the guide sleeve 502 to drive the clutch gear 505 to be gradually disengaged from the output gear 508 along the axial direction by taking the spline tooth surface outside the second planet carrier 401 as a guide rail.

B. Separation stage

The disengagement stage refers to a process in which the clutch gear 505 and the output gear 508 are in a state from engagement disengagement criticality to complete disengagement. In the stage, the first clutch is electrified, the brake 6 is not electrified, and the second clutch is electrified. The clutch gear 505 is disengaged from the output gear 508, and the second planet carrier 401, the double planet gears 402, and the first planet carrier 305 are all free to rotate. The first clutch is electrified, the first clutch driving disc 202 and the first clutch driven disc 204 are attracted, the power of the input shaft 201 is transmitted to the inner gear ring 303 and the outer gear ring 303 through the first coupling frame 205 and then transmitted to the brake gear shaft 701 through the parallel gear shaft 705, the second clutch is electrified, the second clutch driving disc 801 and the second clutch driven disc 802 are attracted, the power of the brake gear shaft 701 is transmitted to the ball screw shaft 903 through the second coupling frame 804 and the inner spline coupling frame 805, the shifting fork 507 is driven through the screw nut 904, the guide rod 907 and the guide head 5071, and the guide sleeve 502 is pushed to drive the clutch gear 505 and the output gear 508 to be completely disengaged.

(2) Passive separation

The passive separation means that the input shaft 201 has no power input, and the clutch gear 505 is disengaged from the output gear 508 under the drive of the output gear 508. In the process, the first clutch is electrified, the brake 6 is not electrified, and the second clutch is electrified. Power is input by the output gear 508, and drives the clutch gear 505, the second planet carrier 401, the double planet wheel 402 and the first planet carrier 305 to rotate. The first clutch is electrified, the first clutch driving disc 202 and the first clutch driven disc 204 are attracted, the power of the first planet carrier 305 is transmitted to the brake gear shaft 701 through the inner gear ring 303, the outer gear ring 303 and the parallel gear shaft 705, the second clutch is electrified, the second clutch driving disc 801 and the second clutch driven disc 802 are attracted, the power of the brake gear shaft 701 is transmitted to the ball screw shaft 903 through the second coupling frame 804 and the inner spline coupling frame 805, the shifting fork 507 is driven through the screw nut 904, the guide rod 907 and the guide head 5071, and the guide sleeve 502 is further pushed to drive the clutch gear 505 to be disengaged from the output gear 508.

(2) Power reconstitution

The power reconfiguration is divided into a tooth-to-tooth meshing stage and an engagement entering stage.

A. Tooth-to-tooth meshing stage

The tooth meshing stage is the reverse process of the disengagement stage, and refers to a process in which the clutch gear 505 and the output gear 508 are in a critical state from complete disengagement to meshing disengagement, in the process, the first clutch is powered on, the brake 6 is powered off, the second clutch is powered on, and only the power input direction of the input shaft 201 in the disengagement stage needs to be changed.

The clutch gear 505 is not engaged with the output gear 508, and the second planet carrier 401, the double planet 402, and the first planet carrier 305 are all free to rotate. The first clutch is electrified, the first clutch driving disc 202 and the first clutch driven disc 204 are attracted, the power of the input shaft 201 is transmitted to the inner gear ring 303 and the outer gear ring 303 through the first coupling frame 205 and then transmitted to the brake gear shaft 701 through the parallel gear shaft 705, the second clutch is electrified, the second clutch driving disc 801 and the second clutch driven disc 802 are attracted, the power of the brake gear shaft 701 is transmitted to the ball screw shaft 903 through the second coupling frame 804 and the inner spline coupling frame 805, the shifting fork 507 is driven through the screw nut 904, the guide rod 907 and the guide head 5071, the guide sleeve 502 is pushed to drive the clutch gear 505 to translate along the spline tooth surface outside the second planet carrier 401, the spring 503 is compressed, and axial force required for tooth alignment is generated. When the clutch gear 505 and the output gear 508 are not meshed, the power of the input shaft 201 drives the clutch gear 505 to rotate through the first planet carrier 305, the duplex planet gears 402 and the second planet carrier 401, and then the power is aligned with the output gear 508.

B. Entering the engagement stage

The engagement stage is the reverse process of the transition stage, which means that the clutch gear 505 and the output gear 508 are in the process from the engagement and disengagement critical state to complete engagement, in the process, the first clutch is powered off, the brake 6 is powered off, the second clutch is powered on, and only the power input direction of the input shaft 201 in the transition stage needs to be changed.

In this stage, the output gear 508 is braked by an external mechanism, and the rotation of the clutch gear 505, the second carrier 401, the double planetary gear 402, and the first carrier 305 is braked. The power is input from the input shaft 201, the first planetary assembly becomes an NGW planetary reducer with sun gear input, planet carrier fixed and gear ring output, the power of the inner gear ring 303 and the outer gear ring 303 is transmitted to the brake gear shaft 701 through the parallel gear shaft 705, the second clutch is electrified, the second clutch driving disc 801 and the second clutch driven disc 802 are attracted, the power of the brake gear shaft 701 is transmitted to the ball screw shaft 903 through the second coupling frame 804 and the inner spline coupling frame 805, so that the screw nut 904 obtains translational power to push the guide rod 907 to translate along the ball screw shaft 903, the guide rod 907 drives one end of the shifting fork 507 to swing around the pin shaft 509 through the guide head 5071, the other end of the shifting fork 507 pushes the guide sleeve 502 to drive the clutch gear 505 to gradually enter into engagement with the output gear 508 along the axial direction by taking the spline tooth surface outside the second planet carrier 401 as a guide rail.

It should be noted that, in both the power split and the power reconfiguration, the state of the first clutch needs to be switched, and the switching condition is determined according to the position feedback signal of the linear displacement sensor 905 and the input torque of the power from the input shaft 201.

Under the structure, the double-speed-ratio speed reducer with the power separation function can realize output of two speed reduction ratios only by single power input, and has the functions of active power separation, passive power separation and power reconstruction.

The foregoing is considered as illustrative of the preferred embodiments of the invention and the technical principles employed. It will be readily understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and other equivalent embodiments can be included without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A double-speed-ratio speed reducer with a power separation function is characterized by comprising a shell assembly (1), a first clutch assembly (2), a first planet assembly (3), a second planet assembly (4), a separation meshing assembly (5), a brake (6), a parallel shaft assembly (7), a second clutch assembly (8) and a ball screw assembly (9); the shell component (1) provides installation space and supporting points for other components; the power input is connected with a first planetary assembly (3), the first planetary assembly (3) has a locking state and an unlocking state under the control of the first clutch assembly (2), in the locking state, the first planetary assembly (3) is in meshing transmission with the parallel shaft assembly (7) and loses the speed reducing function, and in the unlocking state, the first planetary assembly (3) is not in meshing transmission with the parallel shaft assembly (7) and has the speed reducing function; the output of the first planetary assembly (3) is connected with the input of the second planetary assembly (4), the output of the second planetary assembly (4) is connected with a separation meshing assembly (5), the separation meshing assembly (5) can move up and down relative to the output of the second planetary assembly (4), the up and down movement of the separation meshing assembly (5) is controlled by a ball screw assembly (9), and the separation meshing assembly (5) completes power separation or power connection with external output through up and down movement; one end of the parallel shaft component (7) is provided with a brake (6), and the other end of the parallel shaft component is detachably connected with a ball screw component (9) through a second clutch component (8).

2. The double-speed-ratio speed reducer with the power separation function is characterized in that the separation meshing component (5) is of a seesaw structure, one end of the separation meshing component (5) is connected with the output of the second planetary component (4) in a vertically movable mode, the other end of the separation meshing component (5) is connected with a lead screw nut (904) of a ball screw component (9), and the middle of the separation meshing component (5) is rotatably connected with the shell component (1) through a pin shaft (509).

3. The double-speed-ratio speed reducer with the power separating function is characterized in that the first planetary assembly (3) comprises an inner gear ring, an outer gear ring (303) and a first planet carrier (305), and an input shaft (201) is used as a power input to connect the centers of the inner gear ring, the outer gear ring (303) and the first planet carrier (305); the first planet carrier (305) and the planet wheels arranged in the first planet carrier and the input shaft (201) form an NGW planetary reducer structure; the outer side of the inner gear ring and the outer gear ring (303) is provided with external teeth, the inner side of the inner gear ring and the outer gear ring (306) is provided with internal teeth, the external teeth of the inner gear ring and the outer gear ring (306) are meshed with the parallel shaft assembly (7), and the internal teeth of the inner gear ring and the outer gear ring (306) are meshed with the outer side of a planet gear of the first planet carrier (305).

4. The double-speed-ratio speed reducer with the power separating function is characterized in that when the first planetary assembly (3) is in a locked state, the first clutch assembly (2) enables the inner gear ring (306) and the outer gear ring (306) to rotate together with the input shaft (201), and meanwhile the brake (6) unlocks the parallel shaft assembly (7) from rotating; when the first planetary assembly (3) is in an unlocking state, the first clutch assembly (2) is disconnected from the rotating connection of the inner gear ring (306) and the outer gear ring (306) with the input shaft (201), and meanwhile the brake (6) locks the rotating of the parallel shaft assembly (7).

5. The power split dual speed reduction gear according to claim 1, wherein the second planetary assembly is an NW differential reduction gear structure.

6. A control method of a double-speed-ratio speed reducer with a power separation function, which uses the double-speed-ratio speed reducer with the power separation function as claimed in any one of claims 1 to 5, is characterized by comprising an active power separation control method, and specifically comprises the following steps:

7. A control method of a double-speed-ratio speed reducer with a power separation function, which uses the double-speed-ratio speed reducer with the power separation function as claimed in any one of claims 1 to 5, is characterized by comprising a passive power separation control method, and specifically comprises the following steps:

the first clutch assembly controls the first planetary assembly to be in a locked state, the brake is unlocked, and the second clutch assembly controls the output of the parallel shaft assembly to be connected with the ball screw assembly; at the moment, the power gear which outputs externally rotates under the driving of external power, the second planetary assembly is driven to rotate reversely, so that the first planetary assembly is driven to rotate reversely, the parallel shaft assembly is driven to rotate by the first planetary assembly, the ball screw assembly is driven to rotate, the screw nut of the ball screw assembly moves downwards, the separation meshing assembly is driven to move in a linkage mode, the separation meshing assembly moves upwards, the output teeth and the power teeth are separated from a meshing state, and passive power separation is completed.

8. A control method of a double-speed-ratio speed reducer with a power separation function, which uses the double-speed-ratio speed reducer with the power separation function as claimed in any one of claims 1 to 5, is characterized by comprising a power reconstruction control method, and specifically comprises the following steps:

9. A control method of a double-speed-ratio speed reducer with a power separation function, which uses the double-speed-ratio speed reducer with the power separation function as claimed in any one of claims 1 to 5, is characterized by comprising a high-rotation-speed output control method and a low-rotation-speed high-torque control method, and specifically comprises the following steps:

the first clutch assembly controls the first planetary assembly to be in a locked state, the brake is unlocked, and the second clutch assembly controls the output of the parallel shaft assembly to be disconnected with the ball screw assembly; at the moment, the first planetary assembly actively rotates under the power input and has the same rotating speed as the rotating shaft, so that the first planetary assembly loses the speed reduction function, the output of the first planetary assembly is connected with the second planetary assembly, and the output end of the first planetary assembly is connected with the output end after the speed reduction of the second planetary assembly;