CN211599450U

CN211599450U - Dual-drive differential forward and reverse transmission and multi-stage speed change device

Info

Publication number: CN211599450U
Application number: CN201921903654.XU
Authority: CN
Inventors: 陈藕生
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-11-06
Filing date: 2019-11-06
Publication date: 2020-09-29
Anticipated expiration: 2029-11-06

Abstract

The embodiment of the utility model discloses a dual-drive differential forward and reverse transmission and multistage speed change device, which comprises a shell, a power mechanism, a first bevel gear and a second bevel gear which are respectively driven by the power mechanism, a positioning shaft which is fixedly arranged in the shell, a first differential gear and a second differential gear which are rotationally connected on the positioning shaft, and a planet gear which is arranged between the first differential gear and the second differential gear; one side of the first differential gear, which is far away from the planet gear, is meshed with the first bevel gear, and one side of the second differential gear, which is far away from the planet gear, is meshed with the second bevel gear; the planet gear comprises a power rotating ring on the outer side and three rolling bevel gears which are arranged on the inner side of the power rotating ring and are in rotating connection with the power rotating ring, wherein the rolling bevel gears are uniformly distributed along the inner circumferential surface of the power rotating ring. The reversing speed of the forward and reverse transmission device is improved, the reversing pause during braking starting is solved, and the accelerating speed after reversing is improved.

Description

Dual-drive differential forward and reverse transmission and multi-stage speed change device

Technical Field

The embodiment of the utility model provides a relate to drive arrangement technical field, concretely relates to positive reverse drive of dual drive differential and multistage speed change device.

Background

The existing positive and negative rotation transmission device: the motor is accelerated, decelerated and stopped to be accelerated, decelerated and stopped reversely in a circulating mode.

The disadvantages are that:

1. the reversal reaction of forward and reverse operation is slow.

2. The reversing pause is caused by the actions of braking and starting.

3. Because each commutation must be accelerated from slow speed gradually, the output torque of the motor is small, the frequent commutation is influenced by the inertia force, the impact of braking and starting on the transmission gear train is large, and the efficiency is low.

SUMMERY OF THE UTILITY MODEL

Therefore, the embodiment of the present invention provides a dual-drive differential forward and reverse transmission and multi-stage transmission device to solve the problem of slow reverse reaction of forward and reverse operation caused by the need of forward acceleration, deceleration, and stop of the motor in the prior forward and reverse transmission.

In order to achieve the above object, the embodiment of the present invention provides the following technical solutions:

a dual-drive differential forward and reverse transmission and multi-stage speed change device comprises a shell, a power mechanism, a first bevel gear and a second bevel gear which are respectively driven by the power mechanism, a positioning shaft fixedly arranged in the shell, a first differential gear and a second differential gear which are rotatably connected to the positioning shaft, and a planet gear arranged between the first differential gear and the second differential gear; one side of the first differential gear, which is far away from the planet gear, is meshed with the first bevel gear, and one side of the second differential gear, which is far away from the planet gear, is meshed with the second bevel gear; the planetary gear comprises a power rotating ring on the outer side and rolling bevel gears which are arranged on the inner side of the power rotating ring and are in rotating connection with the power rotating ring, the rolling bevel gears are three and are uniformly distributed along the inner peripheral surface of the power rotating ring, two sides of each rolling bevel gear are meshed with a first differential gear and a second differential gear respectively, the power rotating ring is connected to the shell in a rotating mode, and the power mechanism can drive the first bevel gear and the second bevel gear to rotate at different rotating speeds.

Furthermore, the power mechanism comprises a power part, a power shaft connected with the power part, a power gear fixedly arranged on the power shaft, a first driven shaft and a second driven shaft which are arranged on two sides of the power shaft, and a first driven gear and a second driven gear which are respectively meshed with two sides of the power gear, wherein a first flexible clutch is connected between the first driven gear and the first driven shaft, a second flexible clutch is connected between the second driven gear and the second driven shaft, a speed change gear assembly with at least two gears is connected between the first driven rod and the second driven rod, each speed change gear assembly can drive the first driven rod and the second driven rod to synchronously rotate, a clutch is arranged between the speed change gear assembly which drives the first driven rod and the second driven rod to positively rotate and the first driven rod, and a clutch is arranged between the speed change gear assembly which drives the first driven rod and the second driven rod to reversely rotate and the second driven rod, the first driven shaft and the second driven shaft are rotatably connected with the shell.

Furthermore, one side of the first driven gear, which is far away from the first flexible clutch, is coaxially connected with a first rigid clutch, and one side of the second driven gear, which is far away from the second flexible clutch, is coaxially connected with a second rigid clutch. One side of the first rigid clutch far away from the first driven gear is coaxially connected with a first brake, and one side of the second rigid clutch far away from the second driven gear is coaxially connected with a second brake.

Furthermore, a first bearing is connected between the first driven gear and the first rigid clutch and between the first driven gear and the second flexible clutch, and a second bearing is connected between the second driven gear and the second rigid clutch and between the second driven gear and the second flexible clutch.

Furthermore, a third bearing and a fourth bearing are coaxially and fixedly connected to the outer ring surface of the positioning shaft, the third bearing is fixedly connected with the inner side wall of the first differential gear, and the fourth bearing is fixedly connected with the inner side wall of the second differential gear.

Further, the outer peripheral surface of casing is the annular, the power swivel is located the outside of casing, be connected with the fifth bearing between the inside both sides of power swivel and the casing.

The clutch control unit comprises a first sensor, a second sensor, clutches connected with the speed change gear assemblies and a computer end electrically connected with the clutches, wherein the computer end is electrically connected with the first flexible clutch and the second flexible clutch; when the first sensor senses that the gear on the speed change gear assembly is synchronous with the first driven rod, the computer end controls the first flexible clutch to be disconnected and separated, and when the second sensor senses that the gear on the speed change gear assembly is synchronous with the second driven rod, the computer end controls the second flexible clutch to be disconnected and separated.

The embodiment of the utility model provides a have following advantage:

the first bevel gear and the second bevel gear are driven to rotate reversely through the power mechanism, the first bevel gear and the second bevel gear respectively drive the first differential gear and the second differential gear to rotate, the rotating directions of the first differential gear and the second differential gear are opposite, and then the first differential gear and the second differential gear drive the rolling bevel gear to rotate between the first differential gear and the second differential gear. When the speeds of the first differential gear and the second differential gear are the same, the rolling bevel gear rotates automatically; when the rotating speed of the second differential gear is higher than that of the first differential gear, the rolling bevel gear rotates and rotates in the forward direction along with the direction of the second differential gear, and the rolling bevel gear drives the power swivel to rotate in the forward direction; when the rotating speed of the first differential gear is greater than that of the second differential gear, the rolling bevel gear rotates and rotates in the reverse direction along with the direction of the first bevel gear, and the rolling bevel gear drives the power swivel to rotate in the reverse direction. The rotating speed of the power swivel depends on the difference between the speeds of the first differential gear and the second differential gear, the larger the difference is, the faster the rotating speed of the power swivel is, because the first differential gear and the second differential gear are always in a rotating state, when the power swivel rotates forwards and backwards, the rotating speed of the power swivel can be realized only by controlling the rotating speeds of the first differential gear and the second differential gear, and the first differential gear and the second differential gear do not need to rotate forwards and backwards, so the reaction speed of the forward and reverse operation of the whole transmission device is obviously improved, and the stall can not be generated during the reversing, and the influence of the output torque of the motor and the inertia caused by frequent reversing is obviously and greatly reduced. The rotating speed of the power swivel is controlled by the speed difference generated by the power part and each speed change gear assembly, and the power swivel can be effectively controlled to rotate at different gears.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It should be apparent that the drawings in the following description are merely exemplary, and that other embodiments can be derived from the drawings provided by those of ordinary skill in the art without inventive effort.

The structure, ratio, size and the like shown in the present specification are only used for matching with the content disclosed in the specification, so as to be known and read by people familiar with the technology, and are not used for limiting the limit conditions which can be implemented by the present invention, so that the present invention has no technical essential significance, and any structure modification, ratio relationship change or size adjustment should still fall within the scope which can be covered by the technical content disclosed by the present invention without affecting the efficacy and the achievable purpose of the present invention.

Fig. 1 is a schematic view of an overall structure of a dual-drive differential forward and reverse transmission and multi-stage transmission according to an embodiment of the present invention;

fig. 2 is a schematic view of a connection relationship between a planetary gear and a second differential gear of a dual-drive differential forward and reverse transmission and multi-stage transmission provided in an embodiment of the present invention;

fig. 3 is an expanded view of a rolling bevel gear, a first differential wheel and a second differential wheel of a dual-drive differential forward and reverse transmission and multi-stage transmission according to an embodiment of the present invention;

fig. 4 is a schematic view of the overall process of the clutch control unit of the dual-drive differential forward and reverse transmission and multi-stage transmission according to the embodiment of the present invention.

In the figure: 1. a housing; 11. a frame body; 2. a power mechanism; 21. a power shaft; 211. a power member; 22. a power gear; 23. a first driven shaft; 24. a second driven shaft; 25. a first driven gear; 251. a first flexible clutch; 252. a first positive clutch; 253. a first brake; 254. a first bearing; 26. a second driven gear; 261. a second flexible clutch; 262. a second positive clutch; 263. a second brake; 264. a second bearing; 27. a first speed change gear assembly; 271. a first gear; 272. a first gear clutch; 28. a second speed change gear assembly; 281. a second gear; 282. a second gear clutch; 29. an R-gear speed change gear assembly; 291. an R gear; 292. an R-gear clutch; 3. a first bevel gear; 4. a second bevel gear 5 and a positioning shaft; 6. a first differential wheel; 61. a third bearing; 7. a second differential wheel; 71. a fourth bearing; 8. a planet wheel; 81. a power swivel; 82. a rolling bevel gear; 83. a fifth bearing; 84. a sixth bearing; 9. a clutch control unit; 91. a first sensor; 92. a second sensor; 93. and a computer terminal.

Detailed Description

The present invention is described in terms of specific embodiments, and other advantages and benefits of the present invention will become apparent to those skilled in the art from the following disclosure. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

A dual-drive differential forward and reverse transmission and multi-stage speed change device is shown in figures 1 and 2 and comprises a shell 1, a power mechanism 2, a first bevel gear 3, a second bevel gear 4, a positioning shaft 5, a first differential gear 6, a second differential gear 7, a planet gear 8 and a clutch control unit 9. The whole body of the shell 1 is cylindrical, the power mechanism 2 is arranged on the outer side of the shell 1, the first bevel gear 3 and the second bevel gear 4 are both arranged in the shell 1, the axis direction of the positioning shaft 5 is perpendicular to the axis direction of the first bevel gear 3 and the second bevel gear 4, and two ends of the positioning shaft 5 are fixedly connected with two ends of the shell 1. The positioning shaft 5 is coaxially connected with a third bearing 61 and a fourth bearing 71, outer annular surfaces of the third bearing 61 and the fourth bearing 71 are respectively connected with a first differential gear 6 and a second differential gear 7, the first differential gear 6 and the second differential gear 7 are not in contact with the positioning shaft 5, two sides of the first differential gear 6 and the second differential gear 7 are both bevel gears, the planet gear 8 is arranged between the first differential gear 6 and the second differential gear 7, one side of the first differential gear 6, far away from the planet gear 8, is meshed with the first bevel gear 3, and one side of the second differential gear 7, far away from the planet gear 8, is meshed with the second bevel gear 4.

The planetary gear 8 comprises an annular power swivel 81 and at least three rolling bevel gears 82, which are described by way of example at present as three rolling bevel gears 82: the power swivel 81 is arranged on the outer side of the shell 1, fifth bearings 83 are connected between two sides of the inner side wall of the power swivel 81 and the shell 1, and when the power swivel 81 rotates on the shell 1, the fifth bearings 83 can reduce friction force generated when the power swivel 81 and the shell 1 rotate, and rotation efficiency of the power swivel 81 is improved.

The rotation shaft of the rolling bevel gear 82 is rotatably connected with the middle portion of the inner side wall of the power swivel 81, and a sixth bearing 84 is connected between the rotation shaft of the rolling bevel gear 82 and the power swivel 81 to improve the rotating efficiency of the rolling bevel gear 82. Both sides of the rolling bevel gear 82 are engaged with the first differential gear 6 and the second differential gear 7, respectively.

The power mechanism 2 comprises a power shaft 21, a power gear 22, a first driven shaft 23, a second driven shaft 24, a first driven gear 25, a second driven gear 26, a forward speed change gear assembly and a reverse speed change gear assembly. The side wall of the shell 1 is fixedly provided with a frame body 11, a power shaft 21 is rotatably connected to the frame body 11, one end of the power shaft 21 is connected with a power part 211, the power part 211 can be an engine, a motor and other mechanical rotation input, a power gear 22 is coaxially fixedly connected to the side wall of the power shaft 21 far away from one end of the power part 211, a first driven shaft 23 and a second driven shaft 24 are respectively and coaxially fixedly connected with a first bevel gear 3 and a second bevel gear 4, the first driven shaft 23 and the second driven shaft 24 are rotatably connected with the shell 1, and two sides of the power gear 22 are respectively meshed with a first driven gear 25 and a second driven gear 26. The first driven gear 25 is disposed coaxially with the first driven shaft 23 and a first flexible clutch 251 is connected between the first driven gear 25 and the first driven shaft 23, and the second driven gear 26 is disposed coaxially with the second driven shaft 24 and a second flexible clutch 261 is connected between the second driven gear 26 and the second driven shaft 24.

A first positive clutch 252 is coaxially connected to a side of the first driven gear 25 remote from the first flexible clutch 251, and a second positive clutch 262 is coaxially connected to a side of the second driven gear 26 remote from the second flexible clutch 261. A first brake 253 is coaxially connected to a side of the first positive clutch 252 remote from the first driven gear 25, and a second brake 263 is coaxially connected to a side of the second positive clutch 262 remote from the second driven gear 26. When each rigid clutch is kept in a locked state, the phenomenon that the rotating speed is unstable due to the friction plate slip of each corresponding flexible clutch so as to cause differential false reverse can be prevented, and even if the rotating speed of the slip of each flexible clutch is reduced, the rotation of each flexible clutch can be ensured to be always in the rotating direction of each differential gear engaged by each rigid clutch.

A first bearing 254 is connected between the first driven gear 25 and each of the first positive clutch 252 and the second flexible clutch 261, and a second bearing 264 is connected between the second driven gear 26 and each of the second positive clutch 262 and the second flexible clutch 261.

The forward speed-changing gear assemblies have a plurality of groups and respectively correspond to different gears, and the forward speed-changing gear assemblies are exemplified to have two groups, and the reverse speed-changing gear assemblies are provided with one group for realizing a reverse gear function. The two sets of forward speed change gear assemblies are a first speed change gear assembly 27 and a second speed change gear assembly 28, respectively, and the reverse speed change gear assembly is also called an R speed change gear assembly 29. First gear 271, second gear 281 and R gear 291 are respectively arranged between the R gear 29, first gear 27 and second gear 28 and the first driven shaft 23 and second driven shaft 24, and the three sets of gear assemblies have respective power.

A first-speed clutch 272 is connected between the first-speed gear 271 and the first driven shaft 23, a second-speed clutch 282 is connected between the second-speed gear 281 and the first driven shaft 23, and an R-speed clutch 292 is connected between the R-speed gear 291 and the second driven shaft 24.

As shown in fig. 4, the clutch control unit 9 includes a first sensor 91, a second sensor 92 and a computer end 93 electrically connected to the first sensor 91 and the second sensor 92, the computer end 93 is electrically connected to the first flexible clutch 251 and the second flexible clutch 261, the first sensor 91 is disposed on the clutch between each speed change gear assembly and the first driven shaft 23, and the second sensor 92 is disposed on the clutch between each speed change gear assembly and the second driven shaft 24; when the first sensor 91 senses that the gear on the speed change gear assembly is synchronous with the first driven shaft 23, the computer end 93 controls the first flexible clutch 251 to be disconnected and separated, and when the second sensor 92 senses that the gear on the speed change gear assembly is synchronous with the second driven shaft 24, the computer end 93 controls the second flexible clutch 261 to be disconnected and separated. And sensors are arranged on the power shaft 21, the driven shafts, the driven gears, the differential gears and the power swivel 81 and are connected to a computer end 93.

As shown in fig. 3, during movement, the power mechanism 2 drives the first bevel gear 3 and the second bevel gear 4 to rotate in opposite directions, the first bevel gear 3 and the second bevel gear 4 respectively drive the first differential gear 6 and the second differential gear 7 to rotate, the rotation directions of the first differential gear 6 and the second differential gear 7 are opposite, and then the first differential gear 6 and the second differential gear 7 drive the rolling bevel gear 82 to rotate between the two. When the speeds of the first differential gear 6 and the second differential gear 7 are the same, the rolling bevel gear 82 rotates; when the rotation rate of the second differential gear 7 is greater than that of the first differential gear 6, the rolling bevel gear 82 rotates and rotates in the forward direction along with the direction of the second bevel gear 4, and meanwhile the rolling bevel gear 82 drives the power swivel 81 to rotate in the forward direction; when the first differential gear 6 rotates at a rate higher than that of the second differential gear 7, the bevel gear 82 rotates while rotating in the reverse direction following the direction of the first bevel gear 3, and the bevel gear 82 drives the power swivel 81 to rotate in the reverse direction. The rotating speed of the power swivel 81 depends on the difference between the speeds of the first differential wheel 6 and the second differential wheel 7, the larger the difference is, the faster the rotating speed of the power swivel 81 is, because the first differential wheel 6 and the second differential wheel 7 are always in a rotating state, when the power swivel 81 rotates forward and backward, the rotating speed can be realized by only controlling the rotating speeds of the first differential wheel 6 and the second differential wheel 7, and the first differential wheel 6 and the second differential wheel 7 do not need to rotate forward and backward, so that the reaction speed of the forward and backward operation of the whole transmission device is obviously improved, and the pause can not be generated during the reversing, and the influence of the output torque of the motor and the inertia caused by frequent reversing is obviously and greatly reduced.

The specific motion process of each state of the transmission is as follows:

as shown in fig. 1, the transmission state when no power is input and stopped to stand-by: two friction plates of each clutch, two clutch plates and friction plates and clutch plates of each driven gear are in a separated state, after the power shaft 21 of the engine or the power shaft 21 of the power part 211 is input to rotate, the power shaft 21 drives the first driven gear 25 and the second driven gear 26 to idle, when the friction plates of the first flexible clutch 251 and the second flexible clutch 261 are simultaneously engaged with the friction plates of the first driven gear 25 and the second driven gear 26 at the same speed, the first driven shaft 23 and the second driven shaft 24 rotate at the same speed, and the first flexible clutch 251 and the second flexible clutch 261 are respectively and completely engaged with the first driven shaft 23 and the second driven shaft 24, the rotating speed of the first driven gear 25 and the second driven gear 26 is the same as that of the power gear 22, the first bevel gear 3 and the gear 4 drive the first differential gear 6 and the second differential gear 7 to rotate at the same speed and in opposite directions, the first differential gear 6 and the second differential gear 7 drive the rolling bevel gear 82 to rotate, and the power swivel 81 is kept static, does not rotate and is in a standby state.

The first flexible clutch 251 is kept closed and fixed, then the second flexible clutch 261 is switched to the second rigid clutch 262 to be connected with the second driven gear 26, at this time, the rotating speeds of the first differential gear 6 and the second differential gear 7 are kept the same, the power swivel 81 rotates on the spot, the power swivel 81 is still stationary, and when the rotating speed of the power shaft 21 is kept constant or the speed is increased or decreased, the power swivel 81 is still stationary and still in a standby state.

When it is desired to initiate a transmission motion process that accelerates to 1 speed:

the computer end 93 controls the friction plate of the first flexible clutch 251 to slowly separate from the first driven shaft 23, and starts the first brake 253, the first driven shaft 23 decelerates, the first differential gear 6 also decelerates, at this time, the second driven shaft 24 connected with the second rigid clutch 262 in a closed manner drives the second differential gear 7 to drive the rolling bevel gear 82 to drive the power rotating ring 81 to rotate while rotating, and rotates in the same direction from 0 speed to the rotating direction of the second differential gear 7 with a fast rotating speed according to the speed difference between the two differential gears, and when the first sensor 91 detects that the braking separation rotating speed of the first driven shaft 23 is reduced to be synchronous with the rotating speed of the gear of the first gear speed changing gear assembly 27, the first gear clutch 272 is controlled to move to be in rigid connection with the first gear. After the closing action of the first clutch 272 is completed, the first flexible clutch 251 is controlled to be disconnected, and the rotating speed of the power rotating ring 81 is accelerated and decelerated synchronously according to the input rotating speed of the power shaft 21 and the differential ratio of the 1 st gear.

When the power member 211 is accelerated to the set upper rotating speed limit of the power member 211 and the power member 211 is required to be decelerated, the transmission motion process of accelerating from 1 gear speed to 2 gear speed is as follows:

the first flexible clutch 251 is controlled to be engaged with the first driven gear 25, and the rotating speed of the first flexible clutch 251 is equal to the rotating speed of the first speed change gear assembly 27. After the rotation speeds are synchronized, the first gear 271 is controlled to be separated from the first clutch 272, the first flexible clutch 251 is controlled to be separated, the first brake 253 is started, the first driven shaft 23 is decelerated, the first differential gear 6 is also decelerated, the rotation speed of the power part 211 is controlled to be reduced, and the rotation speed reduction speed of the power part 211 is kept in a certain proportion to the reduction speed of the first differential gear 6. At the moment, the speed of the power rotating ring 81 during gear shifting can be kept not lower than the speed before gear shifting, the process identifies the speed of the power rotating ring 81 detected by a current sensor through a computer, the rotating speed of the power part 211 is controlled in a closed loop mode to further reduce, and even if the power part 211 reduces the speed during the gear shifting process, the power rotating ring 81 can be guaranteed to normally accelerate, also or reduce the speed. When the first flexible clutch 251 is gradually separated to brake the first driven shaft 23 to decelerate, the rotating speed is reduced to be synchronous with the rotating speed of the gear of the second gear speed change gear assembly 28, the second gear clutch 282 is controlled to act and be rigidly connected, and after the closing action of the second gear clutch 282 is finished, the first flexible clutch 251 is controlled to be separated and separated, and the rotating speed of the power rotating ring 81 is synchronously accelerated and decelerated according to the differential ratio of the input rotating speed of the power shaft 21 and the (2 nd).

When the rotating speed of the power member 211 is reduced to the set lower rotating speed limit of the power member 211 and the power member 211 is required to accelerate, the motion process of the transmission needing to be shifted from the 2-gear speed to the 1-gear speed is as follows:

the first flexible clutch 251 is controlled to be engaged with the first driven gear 25, the rotating speed of the first flexible clutch 251 is equal to the rotating speed of the gear of the second-speed gear assembly 28, after the rotating speeds are synchronized, the second-speed gear 281 is controlled to be disengaged from the second-speed clutch 282, at this time, the first flexible clutch 251 is further controlled to contact with the first driven gear 25 to accelerate, the first driven shaft 23 accelerates, the first differential gear 6 also accelerates, the rotating speed of the power member 211 is controlled to rise, the accelerating speed is kept in the same proportion as the accelerating speed of the first differential gear 6, and the speed of the power rotating ring 81 is ensured to be equal to or lower than the speed before gear shifting. The process also identifies the speed of the power swivel 81 detected by the current sensor through the computer terminal 93, the rotating speed of the power element 211 is controlled to be further accelerated in a closed loop mode, and even if the power element 211 is accelerated in the gear shifting process, the power swivel 81 can be ensured to be normally decelerated or accelerated.

When the first clutch further drives the first driven shaft 23 to accelerate and the rotating speed is increased to be synchronous with the gear rotating speed of the first gear speed changing gear assembly 27, the first gear clutch 272 is controlled to be in rigid connection in action, after the first gear clutch 272 is closed, the first flexible clutch 251 is controlled to be disconnected, and the rotating speed of the power rotating ring 81 is synchronously accelerated and decelerated according to the input rotating speed of the power shaft 21 and the differential speed ratio of the first gear.

Transmission state when entering reverse (R) gear standby:

when the engine power shaft 21 or the power member 211 power shaft 21 is input to rotate, the two friction plates of the transmission clutch, the two clutch plates and the friction plates and the clutch plates of the driven shaft gears are in a separated state, and the power shaft 21 is not input to rotate: the power shaft 21 drives the two first driven gears 25 and the second driven gears 26 to idle for standby, and when the first flexible clutch 251 and the second flexible clutch 261 are simultaneously engaged with the two driven shaft gears at the same speed, the two driven shafts rotate at the same speed. When the two flexible clutches are completely engaged with the respective driven shafts, the rotating speed of the power gear 22 is the same as that of the first driven gear 25 and the second driven gear 26, the first bevel gear 3 and the second bevel gear 4 drive the first differential gear 6 and the second differential gear 7 to rotate at the same speed in opposite directions, the first differential gear 6 and the second differential gear 7 drive the power swivel 81 to rotate, the power swivel 81 still keeps static and is in a standby state,

the second flexible clutch 261 is kept closed and fixed, then the first flexible clutch 251 is switched to the first rigid clutch 252 to be engaged with the first driven gear 25, at the moment, the rotating speeds of the two differential gears are still kept unchanged, the rolling bevel gear 82 rotates on the spot, the power rotating ring 81 is still stationary, the rotating speed of the power shaft 21 of the power piece 211 is unchanged, or when the speed is increased or reduced, the power rotating ring 81 is still stationary, and the power rotating ring is still in a standby state.

Transmission motion process of reverse gear (R gear):

the action of the clutch is just opposite to that of the first gear starting, the second flexible clutch 261 is controlled to be slowly separated, the second brake 263 is started, the second driven shaft 24 is decelerated, the second differential gear 7 is also decelerated, at the moment, the first driven shaft 23 connected with the first rigid clutch 252 in a closed mode drives the first differential gear 6 to drive the power swivel 81 to rotate while rotating, the power swivel 81 is driven to rotate, the first differential gear 6 with the high rotating speed rotates in the same direction from 0 speed according to the speed difference of the two differential gears, and therefore the reverse driving is achieved. When the second sensor 92 detects that the braking separation rotating speed of the second driven shaft 24 is reduced to be synchronous with the rotating speed of the gear of the R-gear speed-changing gear assembly 29, the R-gear clutch 292 is controlled to be in rigid connection, after the closing action of the R-gear clutch 292 is completed, the second flexible clutch 261 is controlled to be disconnected and separated, and the rotating speed of the power rotating ring 81 is synchronously accelerated and decelerated according to the input rotating speed of the power shaft 21 and the differential ratio of the reverse gear R.

The motion process of a speed changer of brake braking comprises the following steps:

when the brake is performed, the motor is controlled to decelerate, and one driven shaft with slow control speed is contacted with one driven gear to accelerate to the same speed as the other driven shaft, the motor speed is kept constant, and the transmission is in a standby state.

Therefore, the defects of high technical requirement and complex structure of AT., poor acceleration performance and low-speed torque of CVT, poor DCT reliability and the like are overcome, and the device has the characteristics of simple structure, convenience in control, economy, safety and reliability.

Although the invention has been described in detail with respect to the general description and the specific embodiments, it will be apparent to those skilled in the art that modifications and improvements can be made based on the invention. Therefore, such modifications and improvements are intended to be within the scope of the invention as claimed.

Claims

1. A dual-drive differential forward and reverse transmission and multi-stage speed change device is characterized by comprising a shell, a power mechanism, a first bevel gear and a second bevel gear which are respectively driven by the power mechanism, a positioning shaft fixedly arranged in the shell, a first differential gear and a second differential gear which are rotatably connected to the positioning shaft, and a planet gear arranged between the first differential gear and the second differential gear; one side of the first differential gear, which is far away from the planet gear, is meshed with the first bevel gear, and one side of the second differential gear, which is far away from the planet gear, is meshed with the second bevel gear; the planetary gear comprises a power rotating ring on the outer side and rolling bevel gears which are arranged on the inner side of the power rotating ring and are in rotating connection with the power rotating ring, the rolling bevel gears are three and are uniformly distributed along the inner peripheral surface of the power rotating ring, two sides of each rolling bevel gear are meshed with a first differential gear and a second differential gear respectively, the power rotating ring is connected to the shell in a rotating mode, and the power mechanism can drive the first bevel gear and the second bevel gear to rotate at different rotating speeds.

2. The dual-drive differential forward and reverse transmission and multi-stage transmission device according to claim 1, wherein the power mechanism comprises a power member, a power shaft connected to the power member, a power gear fixed to the power shaft, a first driven shaft and a second driven shaft disposed on both sides of the power shaft, and a first driven gear and a second driven gear respectively engaged with both sides of the power gear, wherein a first flexible clutch is connected between the first driven gear and the first driven shaft, a second flexible clutch is connected between the second driven gear and the second driven shaft, a speed change gear assembly of at least two gears is connected between the first driven shaft and the second driven shaft, each speed change gear assembly can drive the first driven shaft and the second driven shaft to synchronously rotate, and a clutch is disposed between the speed change gear assembly driving the first driven shaft and the second driven shaft to rotate in the forward direction and the first driven shaft, a clutch is arranged between the speed change gear assembly and the second driven shaft, the speed change gear assembly drives the first driven shaft and the second driven shaft to rotate in the opposite directions, and the first driven shaft and the second driven shaft are connected with the shell in a rotating mode.

3. A dual-drive differential forward and reverse transmission and multi-stage transmission device according to claim 2, wherein a first rigid clutch is coaxially connected to a side of the first driven gear away from the first flexible clutch, a second rigid clutch is coaxially connected to a side of the second driven gear away from the second flexible clutch, a first brake is coaxially connected to a side of the first rigid clutch away from the first driven gear, and a second brake is coaxially connected to a side of the second rigid clutch away from the second driven gear.

4. A dual drive differential positive and negative rotation transmission and multi-speed transmission device according to claim 3, wherein a first bearing is connected between said first driven gear and both said first rigid clutch and said second flexible clutch, and a second bearing is connected between said second driven gear and both said second rigid clutch and said second flexible clutch.

5. A dual-drive differential forward and reverse transmission and multi-stage transmission device as claimed in claim 1, wherein a third bearing and a fourth bearing are coaxially fixed on the outer annular surface of said positioning shaft, said third bearing is fixedly connected with the inner sidewall of the first differential wheel, and said fourth bearing is fixedly connected with the inner sidewall of the second differential wheel.

6. The dual-drive differential forward and reverse transmission and multi-stage transmission device according to claim 1, wherein the outer peripheral surface of the housing is annular, the power swivel is located outside the housing, and fifth bearings are connected between the two sides of the inside of the power swivel and the housing.

7. A dual drive differential forward and reverse drive and multi-speed transmission device according to claim 2, further comprising a clutch control unit, wherein said clutch control unit comprises a first sensor, a second sensor, a clutch connected to each speed change gear assembly and a computer terminal electrically connected to each clutch, said computer terminal is electrically connected to the first flexible clutch and the second flexible clutch, said first sensor is disposed on the clutch between the speed change gear assembly and the first driven shaft, said second sensor is disposed on the clutch between the speed change gear assembly and the second driven shaft; when the first sensor senses that the gear on the speed change gear assembly is synchronous with the first driven shaft, the computer end controls the first flexible clutch to be disconnected and separated, and when the second sensor senses that the gear on the speed change gear assembly is synchronous with the second driven shaft, the computer end controls the second flexible clutch to be disconnected and separated.