CN217135313U - Proportional control transmission efficiency device - Google Patents
Proportional control transmission efficiency device Download PDFInfo
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- CN217135313U CN217135313U CN202221069867.9U CN202221069867U CN217135313U CN 217135313 U CN217135313 U CN 217135313U CN 202221069867 U CN202221069867 U CN 202221069867U CN 217135313 U CN217135313 U CN 217135313U
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- bevel gear
- clutch plate
- differential mechanism
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Abstract
The utility model discloses a ratio control transmission efficiency device, belonging to the technical field of transmission devices, a spline shaft A, a shaft B and a shaft C are combined into a differential mechanism through a bevel gear and a gear carrier, an input shaft of a generator is connected with the shaft A through a shaft coupling, an internal spline sleeve is connected with a clutch plate A and sleeved on the shaft A, the clutch plate B is fixed with a differential mechanism shell, when the clutch plate A of a clutch is jointed with the clutch plate B, the shaft A is locked, the power transmission ratio of the output shaft B connecting flange and the bevel gear shaft C is 100 percent, the differential slipping, namely the differential transmission principle, is utilized during separation, the BC two shafts are flexibly connected, the shaft A is controlled by adjusting the resistance generated by the current of the generator, therefore, the degree of slipping of the shaft B and the shaft C is controlled, the torque transmission size and the transmission power ratio are controlled, and the lost mechanical energy is converted into electric energy.
Description
Technical Field
The utility model relates to a transmission especially relates to a torque control, transmission power proportional control and energy recuperation device, belongs to transmission technical field.
Background
The prior art designs that often use an internal combustion engine to drive the load have the following problems:
1. the heat combustion engine can not be stopped when the load stops for a short time, and energy waste exists.
2. When the load performs deceleration movement, the kinetic energy of the internal combustion engine and the load is wasted at the same time.
3. The heat combustion engine and the load are rigidly connected, so that impact load exists during driving, and the service life is shortened.
A proportional control transmission efficiency device is designed to solve the problems.
SUMMERY OF THE UTILITY MODEL
The main purpose of the utility model is to provide a ratio control transmission efficiency and power generation, a spline shaft A, a shaft B and a shaft C are combined into a differential mechanism through a bevel gear and a gear carrier, an input shaft of a power generator is connected with the shaft A through a shaft coupling, an internal spline sleeve is connected with a clutch plate A and sleeved on the shaft A, the clutch plate B is fixed with a differential mechanism shell, when the clutch plate A of a clutch is jointed with the clutch plate B, the shaft A is locked, the power transmission ratio of the output shaft B connecting flange and the bevel gear shaft C is 100 percent, the differential slipping is utilized during separation, namely the principle of differential transmission, the BC two shafts are flexibly connected, the shaft A is controlled by adjusting the resistance generated by the current of the generator, therefore, the degree of slipping of the shaft B and the shaft C is controlled, the torque transmission size and the transmission power ratio are controlled, and the lost mechanical energy is converted into electric energy.
The purpose of the utility model can be achieved by adopting the following technical scheme:
the utility model provides a ratio control transmission efficiency device, includes permanent magnet synchronous generator, the outside end bottom department of permanent magnet synchronous generator installs the differential mechanism shell, just permanent magnet synchronous generator's output runs through the differential mechanism shell and installs the coupling subassembly, and clutch assembly is installed to the output of this coupling subassembly, and the internally splined sleeve is installed to clutch assembly's output to install differential mechanism subassembly through the internally splined sleeve, an output of this differential mechanism subassembly runs through the differential mechanism shell and installs flange subassembly, another output of differential mechanism subassembly runs through differential mechanism shell below and installs bevel gear axle C.
Preferably, the coupling component comprises a coupler, the coupler is installed at the output end of the permanent magnet synchronous generator, and the clutch component is installed at the other end of the coupler.
Preferably, the clutch assembly comprises a clutch plate B and a clutch plate A, the clutch plate B is installed at the output end of the coupler, the clutch plate A is installed on the other side of the clutch plate B, and the inner spline sleeve is installed on the other side of the clutch plate A.
Preferably, the differential assembly comprises a bevel gear spline shaft A, a gear carrier and a bevel gear, the bevel gear spline shaft A is arranged at the other end of the inner spline housing, a plurality of groups of gear carriers are arranged on one side edge of the bevel gear spline shaft A, and the bevel gear is mounted on the inner side of the gear carrier through a bearing.
Preferably, the connecting flange assembly comprises an output shaft B connecting flange and a connecting rod, the connecting rod is mounted at one output end of the differential assembly, and the output shaft B connecting flange is mounted at the end part of the connecting rod.
Preferably, a bevel gear B is mounted on the top of the bevel gear shaft C, and the bevel gear B is meshed with the side edge of the bevel gear spline shaft A.
The utility model has the advantages of:
the utility model provides a pair of proportional control transmission efficiency device, integral key shaft A, axle B, axle C makes up into differential mechanism through bevel gear and carrier, the generator input shaft passes through the shaft coupling and is connected with axle A, the internal spline cover links to each other and overlaps on axle A with clutch plate A, clutch plate B is fixed with the differential mechanism shell, when clutch plate A and clutch plate B joint, then die axle A lock, it is 100% to go out axle B flange and bevel gear axle C power transmission proportion this moment, utilize differential mechanism to skid during the separation, also be differential transmission's principle exactly, BC diaxon becomes flexonics this moment, the resistance size that produces through the electric current of adjusting the generator controls axle A, thereby the degree that control axle B and axle C skidded, realize control moment of torsion transmission size and transmission power ratio, and turn into the electric energy with the mechanical energy of loss.
Drawings
Fig. 1 is a schematic view of the overall structure of a preferred embodiment of a ratio control transmission efficiency device according to the present invention;
fig. 2 is a front view of a preferred embodiment of a proportional control drive efficiency device according to the present invention.
In the figure: the differential comprises a generator 1, a differential housing 2, a bevel gear shaft C3, a bevel gear shaft B4, a bevel gear spline shaft A5, a gear carrier 6, a bevel gear 7, a coupler 8, a clutch plate B9, a clutch plate A10, and an internal spline sleeve 11.
Detailed Description
In order to make the technical solutions of the present invention clearer and clearer for those skilled in the art, the present invention will be described in further detail with reference to the following embodiments and the accompanying drawings, but the embodiments of the present invention are not limited thereto.
As shown in fig. 1-2, the proportional control transmission efficiency device provided by the present embodiment includes a permanent magnet synchronous generator 1, a differential housing 2 is installed at the bottom of the outer end of the permanent magnet synchronous generator 1, and a coupling assembly is installed at the output end of the permanent magnet synchronous generator 1 through the differential housing 2, a clutch assembly is installed at the output end of the coupling assembly, an internal spline housing 11 is installed at the output end of the clutch assembly, and a differential assembly is installed through the internal spline housing 11, a connecting flange assembly is installed at one output end of the differential assembly through the differential housing 2, and a bevel gear shaft C3 is installed at the other output end of the differential assembly through the lower side of the differential housing 2.
A spline shaft A, a shaft B and a shaft C are combined into a differential mechanism through a bevel gear and a gear carrier, an input shaft of a generator is connected with the shaft A through a coupler, an inner spline sleeve is connected with a clutch plate A and sleeved on the shaft A, the clutch plate B is fixed with a differential mechanism shell, when the clutch plate A is connected with the clutch plate B, the shaft A is locked, the power transmission proportion of a shaft B output connecting flange and a bevel gear shaft C is 100%, the differential mechanism is used for slipping during separation, namely the principle of differential transmission, the two shafts BC are flexibly connected, the shaft A is controlled by adjusting the resistance generated by the current of the generator, the slipping degree of the shaft B and the shaft C is controlled, the torque transmission size and the transmission power proportion are controlled, and the lost mechanical energy is converted into electric energy.
In this embodiment, the coupling assembly includes a coupling 8, the coupling 8 is installed at the output end of the permanent magnet synchronous generator 1, and a clutch assembly is installed at the other end of the coupling 8.
In this embodiment, the clutch assembly includes clutch plate B9 and clutch plate a10, clutch plate B9 is installed at the output end of coupling 8, clutch plate a10 is installed on the other side of clutch plate B9, and internal spline housing 11 is installed on the other side of clutch plate a 10.
In this embodiment, the differential assembly includes a bevel gear spline shaft a5, a carrier 6 and a bevel gear 7, the other end of the inner spline housing 11 is provided with a bevel gear spline shaft a5, and one side edge of the bevel gear spline shaft a5 is provided with a multi-group carrier 6, and the bevel gear 7 is mounted on the inner side of the carrier 6 through a bearing.
In this embodiment, the connecting flange assembly includes an output shaft B connecting flange 4 and a connecting rod, the connecting rod is mounted at one output end of the differential assembly, and the output shaft B connecting flange 4 is mounted at the end of the connecting rod.
In the present embodiment, a bevel gear B is mounted on the top of the bevel gear shaft C3, and intermeshes with the side edge of the bevel gear spline shaft a 5.
Above, only the further embodiments of the present invention are shown, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can replace or change the technical solution and the concept of the present invention within the protection scope of the present invention.
Claims (6)
1. A ratio control drive efficiency device characterized by: including generator (1), the flange of generator (1) is fixed (2) with the differential mechanism shell, just the output of generator (1) runs through differential mechanism shell (2) and installs the coupling subassembly, and clutch module is installed to the output of this coupling subassembly, and internally splined sleeve (11) are installed to clutch module's output to install differential mechanism subassembly through internally splined sleeve (11), a output of this differential mechanism subassembly runs through differential mechanism shell (2) and installs the flange subassembly, another output of differential mechanism subassembly runs through differential mechanism shell (2) below and installs bevel gear axle C (3).
2. A ratio control transmission efficiency device as defined in claim 1, wherein: the coupling component comprises a coupling (8), the coupling (8) is installed at the output end of the generator (1)1, and the clutch component is installed at the other end of the coupling (8).
3. The ratio control drive efficiency device of claim 2, wherein: the clutch assembly comprises a clutch plate B (9) and a clutch plate A (10), the clutch plate B (9) is installed at the output end of the coupler (8), the clutch plate A (10) is installed at the other side of the clutch plate B (9), and an inner spline sleeve (11) is installed at the other side of the clutch plate A (10).
4. A ratio control transmission efficiency device as defined in claim 3, wherein: the differential assembly comprises a bevel gear spline shaft A (5), a gear carrier (6) and a bevel gear (7), the other end of the inner spline housing (11) is provided with the bevel gear spline shaft A (5), a plurality of groups of gear carriers (6) are arranged on one side edge part of the bevel gear spline shaft A (5), and the bevel gear (7) is arranged on the inner side of the gear carrier (6) through a bearing.
5. A ratio control transmission efficiency device in accordance with claim 4 wherein: the connecting flange assembly comprises an output shaft B connecting flange (4) and a connecting rod, the connecting rod is installed at one output end of the differential assembly, and the output shaft B connecting flange (4) is installed at the end part of the connecting rod.
6. A ratio control transmission efficiency device as defined in claim 5, wherein: the top of the bevel gear shaft C (3) is provided with a bevel gear B, and the bevel gear B is meshed with the side edge of the bevel gear spline shaft A (5).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221069867.9U CN217135313U (en) | 2022-05-06 | 2022-05-06 | Proportional control transmission efficiency device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221069867.9U CN217135313U (en) | 2022-05-06 | 2022-05-06 | Proportional control transmission efficiency device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217135313U true CN217135313U (en) | 2022-08-05 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221069867.9U Active CN217135313U (en) | 2022-05-06 | 2022-05-06 | Proportional control transmission efficiency device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217135313U (en) |
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2022
- 2022-05-06 CN CN202221069867.9U patent/CN217135313U/en active Active
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