CN214838192U - Speed change mechanism for high-speed and low-speed two-gear transmission - Google Patents
Speed change mechanism for high-speed and low-speed two-gear transmission Download PDFInfo
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- CN214838192U CN214838192U CN202120317883.4U CN202120317883U CN214838192U CN 214838192 U CN214838192 U CN 214838192U CN 202120317883 U CN202120317883 U CN 202120317883U CN 214838192 U CN214838192 U CN 214838192U
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Abstract
The utility model discloses a speed change mechanism for high-speed and low-speed two-gear transmission, which comprises an input motor, an input shaft, a casing, a primary planetary gear train, a secondary planetary gear train, a spline shaft, a coupler and a load working machine; the primary planetary gear train comprises a primary planet carrier, a primary roller pin and retainer assembly, a primary inner gear ring, a primary sun gear and a primary planet gear, the secondary planetary gear train comprises a secondary planet gear, a secondary inner gear ring, a secondary roller pin and retainer assembly and a secondary planet carrier, and the primary planet gear and the secondary planet gear are connected into a whole to form a duplex planet gear shaft; an input end clutch is arranged between the first-stage inner gear ring and the casing, and an output end clutch is arranged between the shaft section of the second-stage inner gear ring and the spline shaft. The speed change mechanism is high in integration degree, can be applied to occasions with high power, large torque and high rotation speed, ensures the reliability and efficiency of transmission under the requirements of low quality and small volume, improves the stability of the gear shifting process and avoids the condition of power interruption.
Description
Technical Field
The utility model relates to a two grades of variable speed technical field of unpowered interrupt, concretely relates to contain freewheel clutch, friction clutch and planetary gear train's two grades of driven speed change mechanisms of high, low-speed.
Background
The mechanical transmission mechanism is used for changing the motion mode, direction or speed provided by power so as to meet the requirements of people under different environments. For example, in a common automobile variable-speed transmission system, a driver can change the gear of an automobile according to the driving requirement to meet the driving requirement; the speed of reduction boxes used in daily life can be adjusted to a range meeting the requirements so as to adapt to the working environment.
The variable speed transmission of the helicopter mainly has three ways, namely, the rotating speed of a piston engine is changed through a control system, so that the rotating speed output by a power shaft is changed; secondly, the output rotating speed of the power turbine is changed under the condition of not changing the working state of the core machine by adjusting the elevation angle or other geometric parameters of the power turbine of the engine; thirdly, a variable speed transmission unit is added in the transmission system. The first scheme is suitable for small-tonnage helicopters due to the low power density of the piston engine, and the application range is small; the second scheme has small elevation angle change amount of the power turbine and more output power reduction of the turbine engine when the rotating speed is changed, so that the output rotating speed range is not large, only 20% can be achieved in Europe and America at present, and only 15% of speed change capability is achieved at present in China; in the third scheme, the gear ratio of the speed reducer is changed by engaging and disengaging the friction clutch so as to realize the variable-speed output of the rotor shaft, which is the most cost-effective solution compared with the first scheme and the second scheme. Related studies have been conducted by several major helicopter manufacturers and aviation research institutes, NASA, west costa, bell.
At present, the variable-speed transmission systems on the domestic market are mostly suitable for automobiles, agricultural machinery, experimental devices, civil equipment and the like, the variable-speed transmission systems cannot meet the working conditions of ultrahigh power and large torque, and especially in some application scenes with requirements on the quality and the volume of the transmission systems, the reliability, the power density and the transmission efficiency of the variable-speed transmission boxes on the market are difficult to meet the requirements.
Patent CN 110410465 a proposes a two-speed planetary gearbox, which is used in the field of machine tool functional components, and the torque under the direct-coupled working condition is 1: 1, under the deceleration working condition, the planet gear is introduced to decelerate by combining the combiner and the clutch. The two-gear transmission ratio of the gear reduction box is more than 1: 2, the speed change range is 50/100 of the input speed at the maximum, and the transmission at a smaller transmission ratio cannot be realized. Meanwhile, in the speed change process, the combination and separation of the intermediate shafts are also carried out, so that the working process is not stable enough and is not suitable for the working environment with high power and large torque.
Patent CN 210034221U has proposed a two grades of gearboxes of double pinion planet formula electric motor car, belongs to electric automobile transmission technical field, utilizes the drive ratio of two grades of control of the combination of diaphragm spring clutch and controllable freewheel clutch to reach the variable speed purpose. The diaphragm spring clutch adopted by the clutch has low separation efficiency, easy abrasion and low maintainability under high power and high torque; the input shaft and the output shaft are connected by adopting a bearing, the vibration between the input and the output can be transmitted under the high-speed working condition, and the working reliability under the large torque and the high rotating speed can be reduced.
Patent CN 207648065U proposes a power shift tractor high-low gear and power reversing transmission assembly, which adopts a three-shaft arrangement, introduces three clutches to control the gears of the transmission system, although the structure is simple, there is no power interruption during the gear shift process, but its superiority is oriented to the scene of the tractor, it is not suitable in the helicopter, in the high power and light usage of the helicopter, the three rows of gears of the structure cause the structure redundancy, and the planetary gear transmission without power split can cause the structural strength deficiency, and the whole size is also larger.
How to design a variable speed transmission mechanism, so that the mechanism has a high integration degree, can be applied to the application scenes of high power, large torque and high rotating speed like a helicopter, and can meet the requirements of low mass and small volume to reach the expected reliability and transmission efficiency, which becomes a hotspot problem of research of technicians in the field.
SUMMERY OF THE UTILITY MODEL
In view of this, the utility model aims at providing a be used for two driven speed change mechanisms of high, low-speed makes its integration degree high, can be applied to the application scene of this kind of high-power, big torque, high rotational speed of similar helicopter, and can satisfy and reach reliability and transmission efficiency of expectation under the requirement of low quality, small volume, simultaneously, be favorable to improving the stationarity of the process of shifting and avoid the condition of power interruption.
The utility model discloses an above-mentioned problem is solved to following technical means:
a variator for a high and low speed two speed transmission, comprising: the device comprises an input motor, an input shaft, a casing, a primary planetary gear train, a secondary planetary gear train, a spline shaft, a coupler and a load working machine; the input motor is connected with the input shaft, the primary planetary gear train comprises a primary planet carrier, a primary roller pin and retainer assembly, a primary inner gear ring, a primary sun gear and a primary planet gear, the secondary planetary gear train comprises a secondary planet gear, a secondary inner gear ring, a secondary roller pin and retainer assembly and a secondary planet carrier, the primary planet gear and the secondary planet gear are connected into a whole through a shaft to form a duplex planet gear shaft, the duplex planet gear shaft is rotatably supported with the primary planet carrier through the primary roller pin and retainer assembly at the input end, and the duplex planet gear shaft is rotatably supported with the secondary planet carrier through the secondary roller pin and retainer assembly at the output end; an input end clutch is arranged between the primary inner gear ring and the casing, and an output end clutch is arranged between a shaft section of the secondary inner gear ring and the spline shaft; and the shaft end of the secondary planet carrier is connected with the load working machine through a coupler, and the spline shaft is fixedly connected with the casing.
Further, the primary planet carrier is rotatably assembled with the input shaft through the input end support bearing, and the shaft section of the primary annular gear is rotatably assembled with the input shaft through not only the input end first bearing assembly but also the input end second bearing assembly.
Further, the shaft section of the secondary planet carrier is rotatably assembled with the spline shaft through an output end bearing assembly, and the shaft section of the secondary planet carrier is also rotatably assembled with the secondary inner gear ring through an output end support bearing.
Further, the input end first bearing assembly comprises an input end left end first bearing and an input end right end first bearing which are distributed at two ends, and the input end second bearing assembly comprises an input end left end second bearing and an input end right end second bearing which are distributed at two ends.
Further, the output end bearing assembly comprises an output end left end bearing and an output end right end bearing.
Furthermore, the primary sun gear is arranged at one end of the input shaft, which is far away from the input motor, and is meshed with the primary planet gear which is meshed with the primary inner gear ring; and the secondary planetary gear is meshed with the secondary inner gear ring.
The utility model has the advantages that:
the method can realize stable use under the working conditions of high power, high rotating speed and high power; the radial size of the structure is small, and the structure is suitable for occasions with limited structure size; thirdly, by adopting a relatively advanced integration technology and a part integration design, the total mass of the mechanism can be reduced while the size is reduced, and the purpose of light weight is achieved; thirdly, as five planet wheels are adopted for shunting, the overall strength is high, and meanwhile, fewer parts which participate in meshing from input to output are provided, so that the power loss is low, and the transmission efficiency and the power density of the whole mechanism are high; in the gear shifting process of engaging or releasing the two clutches, the secondary planet carrier can continuously work, so that power interruption can not occur; and the variable-speed transmission mechanism has fewer parts and low structural redundancy, and can be used as a middle independent module to be connected with external input and output, so that the variable-speed transmission mechanism can be widely used in a plurality of high-low two-gear variable-speed transmission working conditions, and particularly has wide research prospects for the variable-speed transmission mechanism of a helicopter.
Drawings
The invention is further described with reference to the following figures and examples.
Fig. 1 is a schematic diagram showing the expanded structure of a speed change mechanism for high-speed and low-speed two-gear transmission according to the present invention;
fig. 2 is a schematic diagram of a simple basic type of a speed change mechanism for high and low speed two-gear transmission according to the present invention;
FIG. 3 is a schematic diagram of the engagement of the primary planetary gear train in the present invention;
FIG. 4 is a schematic diagram of the engagement of the two-stage planetary gear train in the present invention;
fig. 5 is a schematic structural view of the duplex planetary gear shaft of the present invention.
Detailed Description
The present invention will be described in further detail with reference to examples. The features and advantages of the present invention will become more apparent from the description. It is obvious that the described embodiments are only some of the embodiments of the present invention, and not all of them.
As shown in fig. 1 to 5, the speed change mechanism for high and low speed two-gear transmission of the present embodiment includes: the device comprises an input motor 1, an input shaft 2, a casing 3, a primary planetary gear train, a secondary planetary gear train, a spline shaft 23, a coupler 25 and a load working machine 26; the primary planetary gear train comprises a primary planet carrier 10, a primary roller pin and retainer assembly 11, a primary inner gear ring 12, a primary sun gear 13 and a primary planet gear 14, the primary planet carrier 10 is rotatably assembled with the input shaft 2 through an input end support bearing 9, the shaft section of the primary inner gear ring 12 is rotatably assembled with the input shaft through an input end first bearing assembly and is also rotatably assembled with the input shaft through an input end second bearing assembly, and an input end clutch 5 is arranged between the primary inner gear ring and the input shaft; the secondary planetary gear train comprises a secondary planet gear 15, a secondary inner gear ring 16, a secondary roller pin and retainer assembly 17 and a secondary planet carrier 18, an output end clutch is arranged between a shaft section of the secondary inner gear ring 16 and a spline shaft, a shaft section of the secondary planet carrier 18 is rotatably assembled with the spline shaft 23 through an output end bearing assembly, and a shaft section of the secondary planet carrier 18 is also rotatably assembled with the secondary inner gear ring 16 through an output end support bearing 19. The structure of the present shifting mechanism is described in further detail below:
as shown in fig. 1, the input motor 1 is directly coupled with the input shaft, and the input end support bearing 9 and the output end support bearing 19 are preferably deep groove ball bearings; the input end first bearing assembly is including distributing in the input left end first bearing 4 and the input right-hand member first bearing 7 at both ends, the input second bearing assembly is including distributing in the input left end second bearing 8 and the input right-hand member second bearing 6 at both ends, the input left end first bearing 4 is preferably deep groove ball bearing, the input right-hand member first bearing 7 is preferably no inner circle cylindrical roller bearing, the input left end second bearing 8 and the input right-hand member second bearing 6 are all preferably no outer lane cylindrical roller bearing, through adopting no inner circle cylindrical roller bearing and no outer lane cylindrical roller bearing, can be under the circumstances that the assurance bearing capacity is big, reduce radial dimension as far as possible. The primary sun gear 13 is installed at one end of the input shaft far away from the input motor.
As shown in fig. 1, the primary planetary gear train and the secondary planetary gear train are both arranged in the casing 3, the primary planetary gear train comprises three types of gear structures of a primary planetary gear 14, a primary inner gear ring 12 and a primary sun gear 13, the secondary planetary gear train comprises two types of gear structures of a secondary planetary gear 15 and a secondary inner gear ring 16, and the primary planetary gear train and the secondary planetary gear train are arranged in a center alignment manner; the number of the primary planet gears 14 is equal to that of the secondary planet gears 15, and the number of the primary planet gears can be 1-7, and is 5 here. The primary planet gears 14 and the secondary planet gears 15 are connected through shafts and are integrally processed into a duplex planet gear shaft as shown in fig. 5; the duplex planet gear shaft is rotatably supported with the first-stage planet carrier 10 at the input end through a first-stage roller pin and a retainer assembly 11; the duplicate planet shafts are rotatably supported at the output end by a secondary needle and cage assembly 17 and a secondary planet carrier 18. The form of power division by the 5 planet wheels reduces the stress of a single gear and increases the strength of the structure; meanwhile, the integration of the gear and the shaft can also increase the tooth root bending fatigue strength of the pinion; the use of the first stage needle and cage assembly 11 and the second stage needle and cage assembly 17 allows for a small mounting size, reduces the size of the two stage planet carrier, and facilitates a structurally light weight design.
As shown in fig. 1, 3 and 4, the primary sun gear 13 is meshed with the primary planet gears 14, and the primary planet gears 14 are meshed with the primary annular gear 12; the secondary planet gear 15 is meshed with a secondary inner gear ring 16; in the speed-changing transmission system, the duplex planetary gear shaft always keeps revolution, so that the condition that the power output is not interrupted can be ensured; meanwhile, the two-stage planetary gear train adopts the duplicate gear, and the power transmission path of the whole structure is short, so that the aims of high power density and high transmission efficiency can be fulfilled. During the whole speed change transmission process, the meshing relation cannot be changed, but the motion state can be changed along with high-low speed; the secondary ring gear 16 is fixed at high gear and the primary ring gear 12 is fixed at low gear.
As shown in fig. 1, the input end clutch 5 is installed between the left end first bearing 4 and the input end right end first bearing 7; the input clutch 5 is preferably an overrunning clutch without an inner ring, the outer ring of which is fixed circumferentially to the housing 3 by splines. The overrunning clutch without the inner ring reduces the mass of the overrunning clutch and the radial size of the casing, thereby facilitating the lightweight design of the speed change mechanism; the engagement and disengagement of the inner-ring-free overrunning clutch are realized by the relative movement of the primary annular gear 12 in the moving state and the fixed state, and no other control mechanism is needed for the engagement and disengagement.
The output end clutch is preferably a friction clutch, as shown in fig. 1, a friction plate 21 of the friction clutch is in spline connection with a shaft section part of the secondary annular gear 16, a dual plate 22 of the friction clutch is in spline connection with a spline shaft 23, and the spline shaft 23 is fixedly connected with the casing 3 by bolts; the friction clutch in the utility model has no special inner ring and outer ring, and adopts the integrated design as above to reduce the radial size and achieve the purpose of lightening; the engagement and disengagement of the friction plate 21 of the friction clutch and the counter plate 22 of the friction clutch are controlled by a hydraulic mechanism.
As shown in fig. 1, the shaft end of the secondary planet carrier 18 is coupled to the load working machine 26 through a coupling 25; the output end bearing assembly comprises an output end left end bearing 20 and an output end right end bearing 24, the output end left end bearing 20 and the output end right end bearing 24 are preferably cylindrical roller bearings without outer rings, are respectively installed at two ends of a shaft section of the secondary planet carrier 18 and are used for supporting the spline shaft 23; by adopting the cylindrical roller bearing without the outer ring, the radial size of the mechanism can be reduced, and meanwhile, the bearing capacity is higher.
The high-low gear implementation is as follows:
high-speed gear: the hydraulic mechanism is controlled in such a way that a friction plate 21 of the clutch and a counter plate 22 of the friction clutch are connected together, the secondary inner gear ring 16 is fixed with the spline shaft 23, the spline shaft 23 is fixedly connected with the casing 3 through bolts, the secondary inner gear ring 16 is fixed and does not move in the transmission process, the input end clutch 5 is in a disengaged state, and other gear structures normally rotate, so that high-speed transmission is realized.
Low-gear: under the control of the hydraulic mechanism, the friction plate 21 of the clutch and the dual plate 22 of the friction clutch are released, the secondary inner gear ring 16 rotates freely, the relative motion of the primary inner gear ring 12 caused by the change of the integral freedom degree and the rotation speed ratio can enable the input end clutch 5 to be engaged, so the primary inner gear ring 12 is fixed, and the other gear structures rotate normally, thereby realizing the transmission of low-speed gears.
Power transmission route of high-low speed gear:
high-speed gear: input motor 1 → input shaft 2 → primary sun gear 13 → double planetary gear shaft → secondary planet carrier 18 → load work machine; the double planetary gear shaft → the second-stage ring gear 16 → the friction plate 21 of the clutch → the counter plate 22 of the friction clutch → the casing 3.
Low-gear: input motor 1 → input shaft 2 → primary sun gear 13 → duplicate planetary gear shaft → primary ring gear 12 → input end clutch 5 → casing 3; double pinion shaft → secondary planet carrier 18 → load work machine 26.
In summary, the speed change mechanism for high-speed and low-speed two-gear transmission of the embodiment has high integration degree, can be applied to the application scenes of high power, large torque and high rotation speed like a helicopter, can meet the requirements of low mass and small volume for reaching the expected reliability and transmission efficiency, and is beneficial to improving the stability of the gear shift process and avoiding the condition of power interruption.
Finally, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the present invention can be modified or replaced by other means without departing from the spirit and scope of the present invention, which should be construed as limited only by the appended claims.
Claims (6)
1. A speed change mechanism for high-speed and low-speed two-gear transmission is characterized in that: the method comprises the following steps: the device comprises an input motor (1), an input shaft (2), a casing (3), a primary planetary gear train, a secondary planetary gear train, a spline shaft (23), a coupler (25) and a load working machine (26); the input motor is connected with an input shaft, the primary planetary gear train comprises a primary planetary gear (10), a primary roller pin and retainer assembly (11), a primary annular gear (12), a primary sun gear (13) and a primary planetary gear (14), the secondary planetary gear train comprises a secondary planetary gear (15), a secondary annular gear (16), a secondary roller pin and retainer assembly (17) and a secondary planetary gear (18), the primary planetary gear and the secondary planetary gear are connected into a whole through a shaft to form a duplex planetary gear shaft, the duplex planetary gear shaft is rotatably supported with the primary planetary gear through the primary roller pin and retainer assembly at the input end, and the duplex planetary gear shaft is rotatably supported with the secondary planetary gear through the secondary roller pin and retainer assembly at the output end; an input end clutch (5) is arranged between the primary inner gear ring and the casing, and an output end clutch is arranged between a shaft section of the secondary inner gear ring and the spline shaft; and the shaft end of the secondary planet carrier is connected with the load working machine through a coupler, and the spline shaft is fixedly connected with the casing.
2. The variator for a high-and low-speed two-speed transmission of claim 1, wherein: the primary planet carrier is rotatably assembled with the input shaft through an input end support bearing (9), and the shaft section of the primary annular gear is rotatably assembled with the casing through an input end first bearing assembly and is also rotatably assembled with the input shaft through an input end second bearing assembly.
3. The variator for a high-and low-speed two-speed transmission of claim 2, wherein: the shaft section of the secondary planet carrier is rotatably assembled with the spline shaft through an output end bearing assembly, and the shaft section of the secondary planet carrier is also rotatably assembled with the secondary inner gear ring through an output end support bearing (19).
4. The variator for a high-and low-speed two-speed transmission of claim 3, wherein: the input end first bearing assembly comprises an input end left end first bearing (4) and an input end right end first bearing (7) which are distributed at two ends, and the input end second bearing assembly comprises an input end left end second bearing (8) and an input end right end second bearing (6) which are distributed at two ends.
5. The variator for a high-and low-speed two-speed transmission of claim 4, wherein: the output end bearing assembly comprises an output end left end bearing (20) and an output end right end bearing (24).
6. The variator for a high-and low-speed two-speed transmission according to any of claims 1 to 5, wherein: the primary sun gear (13) is arranged at one end, far away from the input motor, of the input shaft (2), the primary sun gear (13) is meshed with the primary planet gear (14), and the primary planet gear (14) is meshed with the primary inner gear ring (12); the secondary planet gear (15) is meshed with a secondary inner gear ring (16).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120317883.4U CN214838192U (en) | 2021-02-04 | 2021-02-04 | Speed change mechanism for high-speed and low-speed two-gear transmission |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202120317883.4U CN214838192U (en) | 2021-02-04 | 2021-02-04 | Speed change mechanism for high-speed and low-speed two-gear transmission |
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| CN214838192U true CN214838192U (en) | 2021-11-23 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117704014A (en) * | 2024-02-06 | 2024-03-15 | 北京航空航天大学 | Power transmission device suitable for agricultural machinery |
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2021
- 2021-02-04 CN CN202120317883.4U patent/CN214838192U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117704014A (en) * | 2024-02-06 | 2024-03-15 | 北京航空航天大学 | Power transmission device suitable for agricultural machinery |
| CN117704014B (en) * | 2024-02-06 | 2024-04-19 | 北京航空航天大学 | Power transmission device suitable for agricultural machinery |
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