阅读说明：本技术 电动汽车纵向驱动传动传感自适应自动变速系统 (Self-adaptive automatic speed changing system for longitudinal driving transmission sensing of electric automobile ) 是由 薛荣生 张引航 陈俊杰 王靖 陈同浩 舒雷 谭志康 邓天仪 邓云帆 梁品权 颜昌 于 2020-12-16 设计创作，主要内容包括：本发明公开了一种电动汽车纵向驱动传动传感自适应自动变速系统,包括高速挡传动机构、低速挡传动机构、倒挡换挡机构、传感传动机构、同轴设置的输入轴、中间轴和输出轴以及与输入轴平行的副轴,倒挡换挡机构包括与中间轴形成螺旋传动副的中间传动套、外套在中间传动套的倒挡从动齿轮以及与副轴同轴转动的倒挡主动齿轮,中间传动套能够在换挡组件的作用下与内心轮套和倒挡从动齿轮其中之一结合。采用以上技术方案,不仅能够根据阻力情况自适应换挡,而且能够实时监测输出功率,进行主动换挡,挡位匹配性更好,挡位延迟更小,同时结构相对前代产品更为简单可靠,零部件更少,外形尺寸更小,更易于布置,能够大幅降低装配难度和生产制造成本。(The invention discloses a longitudinal driving transmission sensing self-adaptive automatic speed changing system of an electric automobile, which comprises a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a reverse gear shifting mechanism, a sensing transmission mechanism, an input shaft, an intermediate shaft, an output shaft and an auxiliary shaft parallel to the input shaft, wherein the reverse gear shifting mechanism comprises an intermediate transmission sleeve forming a spiral transmission pair with the intermediate shaft, a reverse gear driven gear sleeved on the intermediate transmission sleeve and a reverse gear driving gear rotating coaxially with the auxiliary shaft, and the intermediate transmission sleeve can be combined with one of an inner core wheel sleeve and the reverse gear driven gear under the action of a gear shifting assembly. Technical scheme more than adopting not only can shift according to the resistance condition self-adaptation, can real-time supervision output moreover, initiatively shifts, keeps off the position matching nature better, keeps off the position and postpones littleer, and the structure is more simple reliable than the former generation product simultaneously, and spare part is still less, and overall dimension is littleer, changes in arranging, can reduce the assembly degree of difficulty and manufacturing cost by a wide margin.)

1. The utility model provides an electric automobile longitudinal drive transmission sensing self-adaptation automatic speed changing system, includes high-speed gear drive mechanism, low-speed gear drive mechanism, reverse gear gearshift, sensing drive mechanism, coaxial setting's input shaft (1), jackshaft (2) and output shaft (3) and countershaft (4) parallel with input shaft (1), its characterized in that: the high-speed gear transmission mechanism comprises a friction clutch (5) and an elastic element group (6) for applying pretightening force to the friction clutch (5), an inner core wheel sleeve (8) is rotatably sleeved on the input shaft (1), the friction clutch (5) is sleeved on the input shaft (1) through an inner sheet spiral roller way sleeve (7), a spiral transmission pair is formed between the inner sheet spiral roller way sleeve (7) and the input shaft (1) and can axially slide along the input shaft (1), and the input shaft (1) can transmit power to the inner core wheel sleeve (8) through the inner sheet spiral roller way sleeve (7) and the friction clutch (5) in sequence;

the low-speed gear transmission mechanism comprises a countershaft transmission assembly with the countershaft (4) and an overrunning clutch (9) sleeved on the inner core wheel sleeve (8), and the inner sheet spiral roller sleeve (7) can transmit power to the inner core wheel sleeve (8) through the countershaft transmission assembly and the overrunning clutch (9) in sequence;

the reverse gear shifting mechanism comprises a middle transmission sleeve (10) forming a spiral transmission pair with the intermediate shaft (2), a reverse gear driven gear (11) sleeved on the middle transmission sleeve (10) and a reverse gear driving gear (12) rotating coaxially with the auxiliary shaft (4), the reverse gear driving gear (12) is meshed with the reverse gear driven gear (11), and the middle transmission sleeve (10) can be combined with one of the inner core wheel sleeve (8) and the reverse gear driven gear (11) under the action of a shifting assembly;

the intermediate shaft (2) transmits power to the output shaft (3) through a transmission sensing mechanism.

2. The electric vehicle longitudinal drive transmission sensing adaptive automatic transmission system according to claim 1, characterized in that: the subassembly of shifting is including can driving middle transmission cover (10) endwise slip's the combination cover of shifting (16) and being used for the drive to shift fork (17) of shifting of combination cover (16), the one end terminal surface that middle transmission cover (10) and interior heart wheel cover (8) are close to each other all is provided with the fender combination tooth (a) that advances of mutual adaptation, the one end terminal surface that combination cover (16) and reverse gear driven gear (11) are close to each other of shifting all is provided with reverse gear combination tooth (b) of mutual adaptation.

3. The electric vehicle longitudinal drive transmission sensing adaptive automatic transmission system according to claim 2, characterized in that: the tooth crest of the forward gear combination tooth (a) and/or the reverse gear combination tooth (b) is a bevel ratchet tooth structure.

4. The electric vehicle longitudinal drive transmission sensing adaptive automatic transmission system according to claim 1, characterized in that: the transmission sensing mechanism comprises a power transmission sleeve rotating synchronously with the intermediate shaft (2), a transmission sensing cam sleeve (18) forming a spiral transmission pair with the output shaft (3), a detection device for detecting real-time power and an elastic reset element (19) for driving the transmission sensing cam sleeve (18) to be close to the power transmission sleeve.

5. The electric vehicle longitudinal drive transmission sensing adaptive automatic transmission system according to claim 4, characterized in that: the detection device comprises a rotating speed detection permanent magnet (20) and a displacement detection permanent magnet (24) which are both arranged on the transmission sensing cam sleeve (18), and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the shell of the speed change system.

6. The electric vehicle longitudinal drive transmission sensing adaptive automatic transmission system according to claim 4, characterized in that: the power transmission kit comprises a middle shaft flange plate (21) which is sleeved on a middle shaft (2) in a synchronous rotating mode, an output shaft flange plate (22) and a middle cam sleeve (23) which are sleeved on an output shaft (3), wherein the output shaft flange plate (22) and the middle shaft flange plate (21) rotate synchronously, one end face of the middle cam sleeve (23) is combined with the output shaft flange plate (22), and the other end face of the middle cam sleeve is matched with a cam profile of a transmission sensing cam sleeve (18) to form an end face cam transmission pair.

7. The electric vehicle longitudinal drive transmission sensing adaptive automatic transmission system according to claim 1, characterized in that: the friction clutch (5) comprises a friction plate supporting piece which is rotatably sleeved on the input shaft (1) and a plurality of outer friction plates (5c) and inner friction plates (5d) which are alternately arranged between the friction plate supporting piece and the inner spiral raceway sleeve (7), each outer friction plate (5c) can axially slide along the friction plate supporting piece, and each inner friction plate (5d) can axially slide along the inner spiral raceway sleeve (7);

the elastic element group (6) can apply pretightening force to the inner spiral roller way sleeve (7) to press the outer friction plates (5c) and the inner friction plates (5d) tightly, and when the inner spiral roller way sleeve (7) slides along the axial direction of the input shaft (1) under the action of a spiral transmission pair, the elastic element group (6) can be compressed to release the outer friction plates (5c) and the inner friction plates (5 d).

8. The electric vehicle longitudinal drive transmission sensing adaptive automatic transmission system according to claim 7, characterized in that: the inner-sheet spiral raceway sleeve (7) comprises a friction plate pressing disc (7b) in a disc-shaped structure and an input spiral raceway barrel (7a) in a cylindrical structure, the input spiral raceway barrel (7a) is sleeved on the input shaft (1) and forms a spiral transmission pair with the input shaft (1), and the friction plate pressing disc (7b) is fixedly sleeved on the input spiral raceway barrel (7 a);

the friction plate support piece comprises a friction plate support plate (5a) which is rotatably sleeved on the input shaft (1) and an outer plate spline sleeve (5b) which is of a cylindrical structure, the outer plate spline sleeve (5b) is coaxially sleeved outside each outer friction plate (5c) and each inner friction plate (5d), one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate support plate (5a), and the other end of the outer plate spline sleeve is rotatably supported on the outer edge of a friction plate pressing plate (7 b);

the outer edge of each outer friction plate (5c) is in spline fit with the inner wall of the outer plate spline sleeve (5b), and the inner edge of each inner friction plate (5d) is in spline fit with the outer wall of the input spiral raceway barrel (7 a);

when the input spiral roller path cylinder (7a) moves axially towards the direction close to the friction plate supporting disk (5a), the friction plate pressing disk (7b) can press each outer friction plate (5c) and each inner friction plate (5 d); when the input spiral raceway cylinder (7a) is axially moved in a direction away from the friction plate supporting disc (5a), the outer friction plates (5c) and the inner friction plates (5d) can be separated from each other.

9. The electric vehicle longitudinal drive transmission sensing adaptive automatic transmission system according to claim 1, characterized in that: the auxiliary shaft transmission assembly comprises an elastic element driving ring (13) and a first-level speed reduction driving gear (14) which are sleeved on the inner-sheet spiral roller way sleeve (7) and a first-level speed reduction driven gear (15) which is sleeved on the auxiliary shaft (4) in a synchronous rotating mode, the first-level speed reduction driving gear (14) is meshed with the first-level speed reduction driven gear (15), the elastic element driving ring (13) and the inner-sheet spiral roller way sleeve (7) rotate synchronously, and the elastic element driving ring (13) is matched with one end cam profile close to the first-level speed reduction driving gear (14) to form an end face cam transmission pair; the auxiliary shaft (4) is provided with a speed reduction secondary driving tooth (4a), an outer ring (9a) of the overrunning clutch (9) is provided with a speed reduction secondary driven tooth (9b) meshed with the speed reduction secondary driving tooth (4a), and the reverse gear driving gear (12) is sleeved at one end of the auxiliary shaft (4) in a synchronous rotating mode.

10. The electric vehicle longitudinal drive transmission sensing adaptive automatic transmission system according to claim 9, characterized in that: the overrunning clutch (9) further comprises at least two inner core wheels (9c) which are sleeved on the same inner core wheel sleeve (8) side by side, outer teeth (9c1) arranged on the periphery of each inner core wheel (9c) are right opposite one by one, rolling bodies are respectively arranged between the outer ring (9a) and each inner core wheel (9c), and the rolling bodies around the adjacent inner core wheels (9c) are right opposite one by one.

Technical Field

The invention relates to the technical field of electric automobile transmission systems, in particular to a longitudinal driving transmission sensing self-adaptive automatic speed changing system for an electric automobile.

Background

The existing electric vehicle is controlled according to experience completely by a driver under the condition that the driving resistance cannot be accurately known due to the limitation of a transmission structure of the existing electric vehicle in the driving process, so that the condition that the working state of a motor is not matched with the actual driving condition of the vehicle often inevitably occurs, and the motor is locked. Especially, when the vehicle is in low-speed heavy-load conditions such as starting, climbing, headwind and the like, the motor usually needs to work under the conditions of low efficiency, low rotating speed and high torque, the motor is easy to be damaged accidentally, the maintenance and replacement cost is increased, and meanwhile, the endurance mileage of the battery can be directly influenced. For vehicle types with high economic requirements, such as electric logistics vehicles, the traditional variable speed transmission structure obviously cannot well meet the use requirements.

In order to solve the problems, the inventor designs a series of cam self-adaptive automatic speed changing systems, drives the cam by using the driving resistance, achieves the purposes of automatically shifting gears and adaptively matching the vehicle speed output torque according to the driving resistance, and has a good application effect.

However, in the practical application process, the inventor finds that the structure of the adaptive automatic speed changing and self-adapting automatic speed changing system is complex and the number of parts is large due to the fact that the transmission path and the gear shifting path of the existing scheme are complex, so that the assembly difficulty is high, and the cost is high. Moreover, the existing self-adaptive automatic speed change system can only perform self-adaptive gear shifting under the influence of resistance, and can not perform active gear shifting according to the real-time power condition, so that the conditions of gear mismatching, gear shifting delay and the like can occur under some special working conditions. It is urgent to solve the above problems.

Disclosure of Invention

In order to solve the technical problems, the invention provides a longitudinal driving transmission sensing self-adaptive automatic speed changing system for an electric automobile.

The technical scheme is as follows:

the utility model provides an electric automobile longitudinal drive transmission sensing self-adaptation automatic speed changing system, includes high-speed gear drive mechanism, low-speed gear drive mechanism, reverse gear gearshift, sensing drive mechanism, the coaxial input shaft that sets up, jackshaft and output shaft and the countershaft parallel with the input shaft, its main points lie in: the high-speed gear transmission mechanism comprises a friction clutch and an elastic element group for applying pretightening force to the friction clutch, an inner core wheel sleeve is rotatably sleeved on the input shaft, the friction clutch is sleeved on the input shaft through an inner sheet spiral raceway sleeve, a spiral transmission pair is formed between the inner sheet spiral raceway sleeve and the input shaft and can axially slide along the input shaft, and the input shaft can transmit power to the inner core wheel sleeve through the inner sheet spiral raceway sleeve and the friction clutch in sequence;

the low-speed gear transmission mechanism comprises a countershaft transmission assembly with the countershaft and an overrunning clutch sleeved on the inner core wheel sleeve, and the inner sheet spiral raceway sleeve can transmit power to the inner core wheel sleeve through the countershaft transmission assembly and the overrunning clutch in sequence;

the reverse gear shifting mechanism comprises a middle transmission sleeve forming a spiral transmission pair with the middle shaft, a reverse gear driven gear sleeved outside the middle transmission sleeve and a reverse gear driving gear rotating coaxially with the auxiliary shaft, the reverse gear driving gear is meshed with the reverse gear driven gear, and the middle transmission sleeve can be combined with one of the inner core wheel sleeve and the reverse gear driven gear under the action of the gear shifting assembly;

the intermediate shaft transmits power to the output shaft through the transmission sensing mechanism.

By adopting the structure, the actual driving working condition and the motor working condition of the pure electric vehicle can be matched in a self-adaptive manner according to the resistance condition, so that the electric vehicle has strong climbing and heavy-load capacity, meanwhile, the motor is always positioned on a high-efficiency platform, the efficiency of the motor under the climbing and heavy-load conditions is greatly improved, the energy consumption of the motor is reduced, the three-gear speed change function of reverse gear, forward high-speed gear and forward low-speed gear is realized, and particularly, the high-speed and low-speed gear shift speed change of the forward gear can be automatically carried out along with the driving resistance change in a self-adaptive manner under the condition of not cutting off the driving force; when the middle transmission sleeve is combined with the inner core wheel sleeve, if the real-time power measured by the sensing transmission mechanism is greater than a set power target, the power input by the input shaft is mainly transmitted to the intermediate shaft through the high-speed gear transmission mechanism, and if the real-time power measured by the sensing transmission mechanism is less than the set power target, the power input by the input shaft is mainly transmitted to the intermediate shaft through the low-speed gear transmission mechanism, so that active gear shifting can be performed according to the real-time power condition, the gear matching performance is better, and the gear shifting delay is smaller; when the intermediate transmission sleeve is combined with the reverse gear driven gear, the power input by the input shaft is mainly transmitted to the intermediate shaft through the low-speed transmission mechanism and the reverse gear shifting mechanism in sequence; in any transmission route, the intermediate shaft transmits power to the output shaft through the transmission sensing mechanism and outputs the power outwards; the whole system structure is simpler and more reliable than the prior products, has fewer parts and smaller overall dimension, is easier to arrange, and can greatly reduce the assembly difficulty and the production and manufacturing cost.

Preferably, the method comprises the following steps: the subassembly of shifting is including driving the middle transmission cover axial gliding combination cover of shifting and being used for the drive shift fork of shifting of combination cover of shifting, the preceding fender combination tooth that all is provided with mutual adaptation on the one end terminal surface that middle transmission cover and interior heart-piece cover are close to each other, the combination cover of shifting all is provided with the reverse fender combination tooth of mutual adaptation on the one end terminal surface that reverse gear driven gear is close to each other. By adopting the structure, the structure is simple and reliable, and the gear shifting operation is easy.

Preferably, the method comprises the following steps: the tooth top surfaces of the forward gear combination teeth and/or the reverse gear combination teeth are in a bevel ratchet structure. By adopting the structure, the gear shifting is easier.

Preferably, the method comprises the following steps: the transmission sensing mechanism comprises a power transmission sleeve synchronously rotating with the intermediate shaft, a transmission sensing cam sleeve forming a spiral transmission pair with the output shaft, a detection device for detecting real-time power and an elastic reset element for driving the transmission sensing cam sleeve to be close to the power transmission sleeve. By adopting the structure, the real-time power can be accurately monitored while transmission is carried out, and the device is simple and reliable.

Preferably, the method comprises the following steps: the detection device comprises a rotating speed detection permanent magnet and a displacement detection permanent magnet which are both arranged on the transmission sensing cam sleeve, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the shell of the speed change system. By adopting the structure, the real-time power can be obtained by detecting the rotating speed and the displacement of the transmission sensing cam sleeve, and the device has the advantages of strong anti-interference capability, low cost, simplicity and reliability.

Preferably, the method comprises the following steps: the power transmission kit comprises a middle shaft flange plate, an output shaft flange plate and a middle cam sleeve, wherein the middle shaft flange plate is sleeved on the middle shaft in a synchronous rotating mode, the output shaft flange plate and the middle shaft flange plate are sleeved on the output shaft in a sleeved mode, one end face of the middle cam sleeve is combined with the output shaft flange plate, and the other end face of the middle cam sleeve is matched with the cam profile of the transmission sensing cam sleeve to form an end face cam transmission pair. The structure is simple and reliable, the assembly is easy, and meanwhile, the end face cam transmission pair can reliably transmit power and enable the transmission sensing cam sleeve to generate axial displacement according to the resistance condition.

Preferably, the method comprises the following steps: the friction clutch comprises a friction plate supporting piece which is rotatably sleeved on the input shaft, and a plurality of outer friction plates and inner friction plates which are alternately arranged between the friction plate supporting piece and the inner spiral roller way sleeve, wherein each outer friction plate can axially slide along the friction plate supporting piece, and each inner friction plate can axially slide along the inner spiral roller way sleeve;

the elastic element set can apply pretightening force to the inner spiral raceway sleeve to compress the outer friction plates and the inner friction plates, and the inner spiral raceway sleeve can compress the elastic element set to release the outer friction plates and the inner friction plates when sliding along the axial direction of the input shaft under the action of the spiral transmission pair.

The friction structure in the friction clutch is set into a plurality of outer friction plates and inner friction plates which are alternately arranged, so that borne torque is dispersed on each outer friction plate and each inner friction plate, abrasion is shared by each outer friction plate and each inner friction plate, friction loss is greatly reduced, and the defect of the traditional disc type friction clutch is overcome, thereby greatly improving the abrasion resistance, stability and reliability of the friction clutch, prolonging the service life and being capable of being used as a large-torque power transmission device.

Preferably, the method comprises the following steps: the inner-sheet spiral raceway sleeve comprises a friction plate pressing disc in a disc-shaped structure and an input spiral raceway barrel in a cylindrical structure, the input spiral raceway barrel is sleeved on the input shaft, a spiral transmission pair is formed between the input spiral raceway barrel and the input shaft, and the friction plate pressing disc is fixedly sleeved on the input spiral raceway barrel;

the friction plate support comprises a friction plate supporting disc and an outer plate spline sleeve, wherein the friction plate supporting disc is rotatably sleeved on the input shaft, the outer plate spline sleeve is of a cylindrical structure, the outer plate spline sleeve is coaxially sleeved outside each outer friction plate and each inner friction plate, one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting disc, and the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing disc;

the outer edge of each outer friction plate is matched with the inner wall spline of the outer plate spline sleeve, and the inner edge of each inner friction plate is matched with the outer wall spline of the input spiral roller path cylinder;

when the input spiral roller path cylinder axially moves towards the direction close to the friction plate supporting disc, the friction plate pressing disc can press each outer friction plate and each inner friction plate; when the input spiral raceway barrel moves axially away from the friction plate support disc, the outer friction plates and the inner friction plates can be separated from each other.

By adopting the structure, the structure is simple and reliable, the stability is good, and the assembly is easy.

Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises an elastic element driving ring and a speed reduction primary driving gear which are sleeved on the inner sheet spiral roller way sleeve, and a speed reduction primary driven gear which is sleeved on the auxiliary shaft in a synchronous rotating manner, wherein the speed reduction primary driving gear is meshed with the speed reduction primary driven gear, the elastic element driving ring and the inner sheet spiral roller way sleeve rotate synchronously, and the elastic element driving ring is matched with one end cam profile surface close to the speed reduction primary driving gear to form an end surface cam transmission pair; the auxiliary shaft is provided with a speed reduction secondary driving tooth, the outer ring of the overrunning clutch is provided with a speed reduction secondary driven tooth meshed with the speed reduction secondary driving tooth, and the reverse gear driving gear is sleeved at one end of the auxiliary shaft in a synchronous rotating mode. With the above structure, the power can be stably and reliably transmitted at a reduced speed, and the transmission efficiency is high.

Preferably, the method comprises the following steps: the overrunning clutch further comprises at least two inner core wheels which are sleeved on the same inner core wheel sleeve side by side, outer teeth arranged on the periphery of each inner core wheel are aligned one by one, rolling bodies are arranged between the outer ring and each inner core wheel respectively, and the rolling bodies on the periphery of the adjacent inner core wheels are aligned one by one. By adopting the structure, the number of the inner core wheel and the corresponding rolling bodies can be freely selected according to actual needs, even infinitely increased, the load bearing capacity of the overrunning clutch is improved exponentially, and the bearing limit of the traditional overrunning clutch is broken through; because the length of inner core wheel and rolling element is shorter, the atress is even, and the reliability is high in the use, is difficult to the condition that the rolling element fracture takes place, simultaneously, to the precision requirement of production and processing low, easily make, the assembly is simple, and the material requirement is low, ordinary bearing steel can, low in manufacturing cost relatively to can produce the heavy load freewheel clutch that the reliability is high, can bear super large load with lower manufacturing cost.

Compared with the prior art, the invention has the beneficial effects that:

the electric automobile longitudinal driving transmission sensing self-adaptive automatic speed changing system adopting the technical scheme has the advantages of novel structure, ingenious design and easy realization, not only can self-adaptively match the actual driving working condition and the motor working condition of a pure electric vehicle according to the resistance condition, and enables the electric automobile to have strong climbing and heavy-load capacity and simultaneously to be always positioned on a high-efficiency platform, thereby greatly improving the efficiency of the motor under the climbing and heavy-load conditions, reducing the energy consumption of the motor, having three-gear speed changing functions of reverse gear, forward high-speed gear and forward low-speed gear, and particularly being capable of self-adaptively automatically carrying out high-speed and low-speed gear shifting speed changing of the forward gear along with the driving resistance change under the condition of not cutting off the driving force; and can real-time supervision output, shift gears initiatively, keep off the position matching better, keep off the position and postpone littleer, the structure is more simple reliable than the prior generation product simultaneously, spare part still less, and overall dimension is littleer, changes in arranging, can reduce the assembly degree of difficulty and manufacturing cost by a wide margin.

Drawings

FIG. 1 is a schematic view of the present invention in conjunction with a motor;

FIG. 2 is a schematic diagram of a first embodiment of the present invention;

FIG. 3 is a schematic view of a second embodiment of the present invention;

FIG. 4 is a schematic diagram of a matching relationship of a third part of the present invention;

FIG. 5 is a schematic view of the internal structure of the overrunning clutch;

fig. 6 is a developed view of the forward gear engaging teeth or the reverse gear engaging teeth.

Detailed Description

The present invention will be further described with reference to the following examples and the accompanying drawings.

As shown in fig. 1, an electric vehicle longitudinal driving transmission sensing self-adaptive automatic transmission system mainly includes a high-speed transmission mechanism, a low-speed transmission mechanism, a reverse gear shifting mechanism, a sensing transmission mechanism, an input shaft 1, an intermediate shaft 2, an output shaft 3 and a counter shaft 4 parallel to the input shaft 1, wherein the input shaft 1, the intermediate shaft 2 and the output shaft are coaxially arranged.

In order to stably and reliably reduce the speed of the power input, a power input driven gear 26 that rotates in synchronization with the input shaft 1 is fitted to one end of the input shaft 1, and a power input driving gear 25a that meshes with the power input driven gear 26 is provided on a motor shaft of the motor 25.

Referring to fig. 1-3, the high-speed gear transmission mechanism includes a friction clutch 5 and an elastic element set 6 for applying a pre-tightening force to the friction clutch 5, an inner core wheel sleeve 8 is rotatably sleeved on an input shaft 1, the friction clutch 5 is sleeved on the input shaft 1 through an inner sheet spiral roller sleeve 7, a spiral transmission pair is formed between the inner sheet spiral roller sleeve 7 and the input shaft 1 and can slide along the axial direction of the input shaft 1, and the input shaft 1 can transmit power to the inner core wheel sleeve 8 through the inner sheet spiral roller sleeve 7 and the friction clutch 5 in sequence.

The inner-plate spiral raceway sleeve 7 comprises a friction plate pressing plate 7b in a disc-shaped structure and an input spiral raceway barrel 7a in a cylindrical structure, the input spiral raceway barrel 7a is sleeved on the input shaft 1 and forms a spiral transmission pair with the input shaft 1, and the friction plate pressing plate 7b is fixedly sleeved on the input spiral raceway barrel 7 a.

The input spiral raceway sleeve 7a is sleeved on the input shaft 1 and forms a spiral transmission pair with the input shaft 1, so that the inner-plate spiral raceway sleeve 7 can slide along the axial direction of the input shaft 1, and the elastic element driving ring 13 is driven to compress the elastic element group 6, so that each outer friction plate 5c and each inner friction plate 5d are released. Specifically, the helical transmission pair includes inner helical raceways circumferentially distributed on the inner wall of the input helical raceway cylinder 7a and outer helical raceways circumferentially distributed on the outer wall of the input shaft 1, and a plurality of outwardly projecting balls are embedded in each of the outer helical raceways, and each of the balls is capable of rolling in the corresponding inner helical raceway and outer helical raceway, respectively. When the inner plate helical raceway sleeve rotates relative to the input shaft, it can move axially relative to the input shaft, and thereby can press or release the friction clutch 5 (i.e., each of the outer friction plates 5c and the inner friction plates 5d) to bring the friction clutch 5 into an engaged or disengaged state.

The friction clutch 5 includes a friction plate support member rotatably fitted around the input shaft 1, and a plurality of outer friction plates 5c and inner friction plates 5d alternately arranged between the friction plate support member and the inner helical raceway sleeve 7, each outer friction plate 5c being capable of axially sliding along the friction plate support member, and each inner friction plate 5d being capable of axially sliding along the inner helical raceway sleeve 7. The friction plate support comprises a friction plate support plate 5a and an outer plate spline sleeve 5b, wherein the friction plate support plate 5a is rotatably sleeved on the input shaft 1, the outer plate spline sleeve 5b is of a cylindrical structure, the outer plate spline sleeve 5b is coaxially sleeved outside each outer friction plate 5c and each inner friction plate 5d, one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate support plate 5a, and the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate.

Each outer friction plate 5c is axially slidable along the inner wall of the outer plate spline housing 5b, and each inner friction plate 5d is axially slidable along the outer wall of the input spiral raceway cylinder 7 a. Compared with the traditional disc type friction clutch, the friction clutch 5 in the embodiment is used for a long time, the abrasion conditions of the inner friction plates 5d and the outer friction plates 5c are basically consistent, the sliding friction loss is reduced, the abrasion resistance, the stability and the reliability of the friction clutch 5 are improved, and the service life of the friction clutch 5 is prolonged.

The inner edge of each inner friction plate 5d is provided with an inner plate inner spline, the outer wall of the input spiral raceway cylinder 7a is provided with an inner plate outer spline which is matched with the inner plate inner spline, namely, the input spiral raceway cylinder 7a and each inner friction plate 5d realize spline fit through the inner plate inner spline and the inner plate outer spline, so that each inner friction plate 5d can synchronously rotate with the input spiral raceway cylinder 7a and can axially move along the input spiral raceway cylinder 7a to realize separation.

Similarly, the outer edge of each outer friction plate 5c is provided with an outer plate external spline, and the inner wall of the outer plate spline housing 5b is provided with an outer plate internal spline which is matched with each outer plate external spline. The spline fit between the outer plate spline housing 5b and each outer friction plate 5c is realized through the outer plate outer spline and the outer plate inner spline, so that each outer friction plate 5c can synchronously rotate with the outer plate spline housing 5b and can axially move along the outer plate spline housing 5b to realize separation.

The elastic element group 6 can apply a pretightening force to the inner plate spiral roller way sleeve 7 to press each outer friction plate 5c and each inner friction plate 5d tightly, so that the friction clutch 5 keeps a combined state. In this embodiment, the elastic element group 6 preferably adopts a disc spring, which is stable and reliable and has low cost.

A plurality of inner plate starting check rings 5e are arranged on the inner wall of the input spiral raceway barrel 7a, and each inner plate starting check ring 5e is respectively positioned on one side of the adjacent inner friction plate 5d close to the friction plate supporting plate 5 a. By arranging the inner plate starting retainer ring 5e on the input spiral raceway cylinder 7a, each inner friction plate 5d can be separated, so that all the inner friction plates 5d can be quickly and uniformly dispersed in a separated state, and the outer friction plates 5c are driven to move at the same time, so that the inner friction plates 5d and the outer friction plates 5c are completely separated.

Further, the distance between the adjacent inner plate starting check rings 5e is equal, and the distance between the adjacent inner plate starting check rings 5e is larger than the distance between the adjacent inner friction plates 5d, specifically, the distance between the adjacent inner plate starting check rings 5e is only slightly larger than the distance between the adjacent inner friction plates 5d, and when the friction clutch is in a disconnected state, the inner friction plates 5d and the adjacent outer friction plates 5c can be uniformly distributed after being separated through the adjacent inner plate starting check rings 5 e. When the friction plate presser plate 5b presses each of the outer friction plates 5c and the inner friction plates 5d, the distance between each of the inner plate start-up collars 5e and the adjacent inner friction plate 5d gradually decreases in an arithmetic progression toward the friction plate presser plate 5 b. The outer wall of the input spiral roller path cylinder 7a is provided with an inner-piece external spline, the inner-piece external spline is provided with a plurality of inner check ring mounting ring grooves corresponding to the corresponding inner-piece starting check rings 5e, and each inner-piece starting check ring 5e is respectively embedded into the corresponding inner check ring mounting ring groove.

Referring to fig. 1-5, the low-speed transmission mechanism includes a countershaft transmission assembly having a countershaft 4 and an overrunning clutch 9 fitted around an inner hub 8, and an inner helical raceway sleeve 7 is capable of transmitting power to the inner hub 8 through the countershaft transmission assembly and the overrunning clutch 9 in sequence.

The auxiliary shaft transmission assembly comprises an elastic element driving ring 13 and a first-level speed reduction driving gear 14 which are sleeved on the inner-piece spiral roller way sleeve 7, and a first-level speed reduction driven gear 15 which is sleeved on the auxiliary shaft 4 in a synchronous rotating mode, the elastic element driving ring 13 and the inner-piece spiral roller way sleeve 7 rotate synchronously, the first-level speed reduction driving gear 14 is meshed with the first-level speed reduction driven gear 15, and the elastic element driving ring 13 is matched with one end cam profile close to the first-level speed reduction driving gear 14 to form an end face cam transmission pair; the auxiliary shaft 4 is provided with a speed reduction secondary driving tooth 4a, an outer ring 9a of the overrunning clutch 9 is provided with a speed reduction secondary driven tooth 9b meshed with the speed reduction secondary driving tooth 4a, and a reverse driving gear 12 is sleeved at one end of the auxiliary shaft 4 in a synchronous rotating manner.

The elastic element driving ring 13 comprises an elastic element sub-ring 13a used for being matched with the elastic element group 6 and a cam profile sub-ring 13b used for being matched with the cam profile of the speed reduction primary driving gear 14, and the elastic element sub-ring 13a and the cam profile sub-ring 13b are fixed through a plurality of bolts to achieve synchronous rotation. Through the design, the functions are realized, the assembly is convenient, and the device is stable and reliable.

The reverse driving gear 12 includes a counter shaft mounting sleeve 12a fitted on one end of the counter shaft 4 and a reverse driving gear 12b formed on the counter shaft mounting sleeve 12a, the reverse driving gear 12b is engaged with the reverse driven gear 11, and the counter shaft mounting sleeve 12a and the counter shaft 4 rotate synchronously.

The overrunning clutch 9 further comprises at least two inner core wheels 9c which are sleeved on the same inner core wheel sleeve 8 side by side, outer teeth 9c1 arranged on the periphery of each inner core wheel 9c are opposite one by one, rolling bodies are respectively arranged between the outer ring 9a and each inner core wheel 9c, and the rolling bodies around the adjacent inner core wheels 9c are opposite one by one, so that the synchronism of each inner core wheel 9c is ensured.

The inner core wheel sleeve 8 is made of a high-strength anti-torsion material, the inner core wheel 9c is made of a compression-resistant wear-resistant material, specifically, the inner core wheel sleeve 8 is made of alloy steel, and the inner core wheel 9c is made of bearing steel or alloy steel or hard alloy. In this embodiment, the inner core wheel sleeve 8 is preferably made of 20CrMnTi, and has high torsion resistance, low cost and high cost performance, and the inner core wheel 9c is preferably made of GCr15, so that the inner core wheel sleeve has high wear resistance and compression resistance, low cost and high cost performance. The torsion resistance and the pressure resistance of the inner core wheel sleeve 8 are high, the reliability and the stability of transmission can be guaranteed, and the abrasion resistance and the pressure resistance of the inner core wheel 9c are high, so that the inner core wheel sleeve 8 and the inner core wheel 9c are made of two different materials, the production cost is effectively saved, and the service life of the multi-row floating combined type heavy-load overrunning clutch is greatly prolonged.

The rolling bodies distributed along the periphery of each inner core wheel 9c are composed of thick rolling bodies 9d and thin rolling bodies 9e which are alternately arranged, two opposite retainers 9f are arranged on the peripheral surface of each inner core wheel 9c, a circle of annular groove 9f1 is formed in the inner wall of each retainer 9f, and two ends of each thin rolling body 9e are slidably inserted into the corresponding annular grooves 9f1 respectively. By adopting the structure, each thin rolling body 9e can follow up, the overall stability and reliability are improved, and the service life is prolonged.

The outer wall of the outer ring 9a is provided with two-stage speed reduction driven teeth 9b arranged along the circumferential direction. The outer wall of the inner core wheel housing 8 is spline-fitted to the inner wall of each inner core wheel 9 c. With the above configuration, power transmission can be reliably performed.

The inner core wheel 9c is provided on the outer periphery thereof with external teeth 9c1 corresponding to the thick rolling elements 9d, and the number of internal splines of the inner core wheel 9c is twice the number of internal teeth 9c 1. The installation and debugging are convenient, so that the problem that the inner rings are not synchronous is solved.

The external teeth 9c1 include a top arc section 9c12, and a short side section 9c11 and a long side section 9c13 respectively located at two sides of the top arc section 9c12, the short side section 9c11 is an inwardly concave arc structure, the long side section 9c13 is an outwardly convex arc structure, and the curvature of the short side section 9c11 is smaller than that of the long side section 9c 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.

Referring to fig. 1, 3 and 6, the reverse gear shift mechanism includes an intermediate transmission sleeve 10 forming a spiral transmission pair with the intermediate shaft 2, a reverse gear driven gear 11 sleeved on the intermediate transmission sleeve 10, and a reverse gear driving gear 12 coaxially rotating with the intermediate shaft 4, the intermediate transmission sleeve 10 can be combined with one of the inner core wheel sleeve 8 and the reverse gear driven gear 11 under the action of the shift assembly, wherein the structure of the spiral transmission pair formed between the intermediate transmission sleeve 10 and the intermediate shaft 2 is the same as the structure of the spiral transmission pair formed between the inner spiral raceway sleeve 7 and the input shaft 1.

The subassembly of shifting is including driving the combination cover 16 of shifting of middle transmission cover 10 endwise slip and being used for the drive to shift the shift fork 17 of shifting of combination cover 16, all is provided with the fender combination tooth a that advances of mutual adaptation on the one end terminal surface that middle transmission cover 10 and interior heart-piece sleeve 8 are close to each other, shifts and all is provided with the fender combination tooth b that reverses of mutual adaptation on the one end terminal surface that combination cover 16 and reverse gear driven gear 11 are close to each other.

Further, in order to make it easier to advance the gears, the tooth tops of the forward gear engaging teeth a and/or the reverse gear engaging teeth b are formed in a ratchet structure having a slope.

Referring to fig. 1 and 4, the power transmission kit includes an intermediate shaft flange 21 synchronously rotatably fitted on the intermediate shaft 2, and an output shaft flange 22 and an intermediate cam sleeve 23 both fitted on the output shaft 3, the output shaft flange 22 and the intermediate shaft flange 21 rotate synchronously, one end face of the intermediate cam sleeve 23 is combined with the output shaft flange 22, and the other end face is in profile fit with the cam of the transmission sensing cam sleeve 18 to form an end face cam transmission pair.

Referring to fig. 1 and 4, the intermediate shaft 2 transmits power to the output shaft 3 through a transmission sensing mechanism. The transmission sensing mechanism comprises a power transmission sleeve rotating synchronously with the intermediate shaft 2, a transmission sensing cam sleeve 18 forming a spiral transmission pair with the output shaft 3, a detection device for detecting real-time power and an elastic reset element 19 for driving the transmission sensing cam sleeve 18 to be close to the power transmission sleeve, wherein the structure of the spiral transmission pair formed between the transmission sensing cam sleeve 18 and the output shaft 3 is the same as that of the spiral transmission pair formed between the inner spiral raceway sleeve 7 and the input shaft 1.

The detection device comprises a rotating speed detection permanent magnet 20 and a displacement detection permanent magnet 24 which are both arranged on the transmission sensing cam sleeve 18, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the shell of the speed change system. Detection device can acquire accurate rotational speed and displacement information, can accurately learn the real-time power of output shaft 3 according to rotational speed and displacement information, when real-time power is less than the power target, can initiatively shift into the low-speed gear from the high-speed gear, when real-time power is greater than the power target, can initiatively shift into the high-speed gear from the low-speed gear.

In this embodiment, the shift fork 17 drives the shift coupling sleeve 16 to make the intermediate transmission sleeve 10 in a forward gear transmission state when the intermediate transmission sleeve is coupled with the forward gear coupling teeth a of the inner hub 8.

The elastic element group 6 applies pressure to the inner plate spiral raceway sleeve 7 to press each outer friction plate 5c and inner friction plate 5d of the friction clutch 5, at this time, the friction clutch 5 is in a combined state under the pressure of the elastic element group 6, and the power is in a high-speed gear power transmission route:

the motor 25 → the power input driven gear 26 → the input shaft 1 → the inner plate spiral raceway sleeve 7 → the friction clutch 5 → the inner core wheel sleeve 8 → the intermediate transmission sleeve 10 → the intermediate shaft 2 → the intermediate shaft flange 21 → the output shaft flange 22 → the intermediate cam sleeve 23 → the transmission sensing cam sleeve 18 → the output shaft 3 outputs power.

At this time, the elastic element group 6 is not compressed. When the resistance torque transmitted to the friction clutch 5 by the input shaft 1 is larger than or equal to the preset load limit of the friction clutch 5, the inner core wheel cam sleeve 7 compresses the elastic element group 6, a gap is formed between each outer friction plate 5c and each inner friction plate 5d of the friction clutch 5, namely, the outer friction plates and the inner friction plates are separated, and the power is transmitted through the following route instead, namely, a low-speed power transmission route:

the motor 25 → the power input driven gear 26 → the input shaft 1 → the inner piece helical raceway sleeve 7 → the elastic element drive ring 13 → the first reduction drive gear 14 → the first reduction driven gear 15 → the counter shaft 4 → the overrunning clutch 9 → the inner core sleeve 8 → the intermediate transmission sleeve 10 → the intermediate shaft 2 → the intermediate shaft flange 21 → the output shaft flange 22 → the intermediate cam sleeve 23 → the transmission sensing cam sleeve 18 → the output shaft 3 outputs power.

At this time, the elastic element group 6 is compressed. As can be seen from the above transmission path, the present invention forms an automatic transmission mechanism that maintains a certain pressure during operation.

The shift fork 17 drives the shift sleeve 16 to make the shift sleeve 16 and the reverse gear driven gear 11 in reverse gear transmission state when they are combined. Reverse gear power transmission route:

the motor 25 → the power input driven gear 26 → the input shaft 1 → the inner piece helical raceway sleeve 7 → the elastic element drive ring 13 → the first reduction drive gear 14 → the first reduction driven gear 15 → the counter shaft 4 → the reverse drive gear 12 → the reverse driven gear 11 → the shift coupling sleeve 16 → the intermediate transmission sleeve 10 → the intermediate shaft 2 → the intermediate shaft flange 21 → the output shaft flange 22 → the intermediate cam sleeve 23 → the transmission sensing cam sleeve 18 → the output shaft 3 outputs power.

In the embodiment, taking an electric automobile as an example, when the whole automobile is started, the resistance is greater than the driving force, the resistance forces the input shaft 1 to rotate for a certain angle relative to the inner-plate spiral roller way sleeve 7, the inner-plate spiral roller way sleeve 7 compresses the elastic element group 6 under the action of a spiral transmission pair, the outer friction plate 5c is separated from the inner friction plate 5d, namely the friction clutch 5 is in a disconnected state, and the power rotates at a low-gear speed; therefore, the low-speed starting is automatically realized, and the starting time is shortened. Meanwhile, the elastic element group 6 absorbs the motion resistance moment energy and stores potential energy for restoring the high-speed gear to transmit power.

After the start is successful, the running resistance is reduced, and when the component force is reduced to be smaller than the pressure generated by the elastic element group 6, the outer friction plates 5c and the inner friction plates 5d of the friction clutch 5 are restored to the close contact state by being pushed by the rapid release of the pressure generated by the elastic element group 6 due to the compression of the motion resistance, and the power is rotated at the high-speed gear speed.

In the driving process, the automatic gear shifting principle is the same as the principle of automatic gear shifting along with the change of the motion resistance, gear shifting is realized under the condition of not cutting off power, the whole vehicle runs stably, safety and low consumption are realized, a transmission route is simplified, and the transmission efficiency is improved.

Finally, it should be noted that the above-mentioned description is only a preferred embodiment of the present invention, and those skilled in the art can make various similar representations without departing from the spirit and scope of the present invention.