Magneto-electric automatic transmission

Abstract

The present invention relates to a magnetic-electromechanical automatic transmission, which comprises a magnetic torque conversion and speed change device including a permanent magnet ring (5) located within a bracket (2) and driven by a power source output shaft through a coupling disc, and an induction coil (6) cooperating with the permanent magnet ring; a magnetic speed regulation and braking device composed of first and second speed regulation magnetic coils (3, 4) which are opposite poles to each other; a gearbox body, a gear transmission box (12) located within the gearbox body, with a passive shaft (21) and an output shaft (22) whose front end extends into the bracket and whose center line coincides with the center line of the induction coil and whose rear end extends outside the gearbox body; and a digital coding shift controller. The present invention has a simple structure, is energy-saving, has a low cost, a long service life, can achieve contactless and frictionless magnetic energy transmission, magnetic torque conversion and speed transmission, gear torque increase and speed reduction, and automatic gear shifting.

Description

.Technical Field

[0002] The present invention is related to the transmission of all sports machinery requiring speed change and torque change, such as automobiles, ships, locomotives, etc. Background Art

[0003] The transmissions in use today include manual (MT) and automatic (AT, AMT, DCT) transmissions. Comprehensively speaking, all the automatic transmissions in use are gear torque change. They are inseparable from the clutch (torque converter), gear torque change, clutch plate, and synchronizer shifting. The clutch plate is easy to wear, has poor reliability, short life, and consumes energy. Summary of the invention

[0004] The purpose of the present invention is to overcome the above shortcomings and provide a magnetomechanical automatic transmission with simple structure, energy saving, low cost, long service life, contactless and frictionless magnetic transmission of kinetic energy, magnetic and gear combination speed change, and automatic shifting.

[0005] The object of the present invention is achieved in this way:

[0006] The magneto-mechanical automatic transmission of the present invention comprises a magnetic torque-converting speed-changing device including a permanent magnet ring 5 located in a bracket 2 and driven by an output shaft of a power source through a coupling plate, an induction ring 6 matched with the permanent magnet ring, a magnetic speed-regulating brake device composed of first and second speed-regulating magnetic rings 3 and 4 with different polarities, a gear case, a driven shaft 21 and an output shaft 22 located in the gear case and extending into the bracket at the front end thereof, a center line coincident with the center line of the induction ring and extending out of the gear case at the rear end thereof, at least one gear transmission case 12 of a speed-changing gear set, and a digital coding shift controller; one end of a spline shaft 7 in the magnetic torque-converting speed-changing device is supported in a center hole of the coupling plate and the other end is fixedly connected to a driven shaft in the gear transmission case, a dial pull rod 11 installed in the center hole of the driven shaft is provided with a dial connecting rod 9 at the front end thereof extending into the bracket, a sliding sleeve 8 connected to the dial connecting rod and capable of sliding and rotating along the spline shaft, and the induction ring is fixed on the sliding sleeve, The other end of the dial pull rod extending out of the gear box body is connected to the first power push rod 33. The first power push rod is pushed and pulled by external force to complete the insertion and withdrawal of the induction coil 6 into the permanent magnet coil 5, thereby realizing magnetic torque with different coupling areas; the output shaft 22 of the gear box 12 is connected to the load transmission shaft, and the shift fork is transmission-connected with the corresponding power push rod. Each shift fork is provided with a starting position sensor, a midpoint position sensor, and an end position sensor, and the dial pull rod 11 is provided with a starting position sensor and an end position sensor; the power output shaft of the power source, the passive shaft 21, and the output shaft 22 are respectively provided with the first, second, and third speed sensors 35, 36, and 37, and the above sensors are respectively connected to the input end of the control chip in the digital coding shift controller, and the output end of the control chip in the digital coding shift controller is respectively connected to each power push rod, and the first permanent magnet coil is mounted on the induction coil and the second permanent magnet coil is mounted on the position of the bracket relative to the induction coil.

[0007] On the driven shaft and the output shaft of the above-mentioned gear transmission 12, there are paired meshing gear sets. Each gear set is divided into a driving gear and a driven gear. The driving gear is installed on the driven shaft 21 and the driven gear is installed on the output shaft 22. Each gear set of the gear transmission 12 is paired with a synchronizer installed on the output shaft and actuated by a fork.

[0008] On the driven shaft and the output shaft of the above-mentioned gear transmission 12, there are two sets of variable-speed gear sets. The driven shaft 21 is fixedly connected to the first and second gear sets 13 and 14. The first and second gear sets 13 and 14 have four gears with different gear ratios. The first and second double-sided synchronizers 19 and 20 are respectively installed on the first and second gear sets 13 and 14, which is equivalent to four single-sided synchronizers. The first and second double-sided synchronizers are installed on the output shaft 22 and actuated by the corresponding first fork 15 or second fork 16. The double-sided synchronizer has three positions: left, middle, and right, which are the left variable-speed gear position, neutral position, and right variable-speed gear position respectively. The first and second forks 15 and 16 are respectively installed on the first and second shift rods 17 and 18, and are respectively pushed by the second and third power push rods 24 and 29. The power push rods are pushed by an external power source, which can be pneumatic, hydraulic, or electric. The power push rods move the synchronizer left, middle, and right. When pushed to the left, it meshes with the left driven gear, so that the kinetic energy of the driven shaft 21 is variable-speed and variable-torque by the left variable-speed gear set, and then the torque and speed are transmitted to the output shaft 22 through the synchronizer. When pushed to the right, it meshes with the right driven gear, so that the kinetic energy of the driven shaft 21 is variable-speed and variable-torque by the right variable-speed gear set, and then the changed torque and speed are transmitted to the output shaft 22 through the synchronizer. When the fork is in the middle position, it is in the neutral gear position, so that the kinetic energy of the driven shaft cannot be transmitted to the output shaft.

[0009] The above-mentioned magnetic torque-variable and speed-variable device is composed of multiple groups of permanent magnet coils and induction coils. Multiple groups of spaced permanent magnet coils and induction coils are respectively connected in series on the output shaft of the power source and the driven shaft. The space is the neutral gear position where the permanent magnet coil and the induction coil do not fit together.

[0010] The above-mentioned digital coding shift controller collects the rotational speed information of the driving shaft, the driven shaft, and the output shaft, and commands the induction coil of the magnetic torque-variable and speed-variable device to adjust the speed, so as to achieve synchronous meshing of the rotational speed of the driven gear of a certain shift gear in the gear transmission 12 and the synchronizer on the output shaft 22 to realize shifting.

[0011] The above digital coding shift controller includes data acquisition and processing, real-time inlet ports 09, 10, and 11 for the rotational speeds of the driving shaft, driven shaft, and output shaft respectively, data collection and processing of the speed sensors 35, 36, and 37 corresponding to the first, second, and third speeds respectively, storage of data and instructions in the controller's memory, and a multi-functional shift center for speed regulation and shifting. The controller issues speed regulation instructions based on the real-time rotational speeds of the above-mentioned shafts. Through the first and second instruction ports C1 and C2 of the controller, the instructions correspond to regulating the speed of the induction coil 6 by the first power push rod 33, and the first power push rod 33 regulates the speed of the driven shaft 21 after it exits the permanent magnet ring 5 of the induction coil 6. When the speeds during shifting reflected by the second and third speed sensors 36 and 37 between the driven shaft 21 and the output shaft 22 are calculated by the digital coding shift controller, the digital coding shift controller issues instructions to withdraw the forward gear and, after speed regulation of the reverse gear, synchronize the rotational speed of the synchronizer installed on the output shaft with the rotational speed of the reverse gear driven gear to complete the shifting.

[0012] The present invention has the following advantages:

[0013] 1. The present invention combines three major advantages. It combines the torque increase and speed reduction in gear shifting, magnetic force stepless torque variation, and the advantages of current shifting technologies, especially coded automatic shifting technology, to form a new type of transmission. It has epoch-making significance in the history of automotive technology.

[0014] 2. Magnetic force has no contact, no friction, and no loss. Coded automatic shifting replaces the clutch disc and is not easily damaged. The application of these technologies makes this transmission more stable, has a long service life, and requires less maintenance.

[0015] 3. Energy saving. The efficiency of magnetic force torque variation is about 97%, while the efficiency of hydraulic torque variation is 85 - 92%.

[0016] 4. Less production investment. Compared with the current automatic transmission, with an output value of 12 billion and an investment of 10 billion, this transmission can produce products worth 10 billion with an investment of about 10 million. The reason is that the components of the present invention are few and the structure is simple.

[0017] 5. The unit cost should be less than that of the automatic transmission. The components are only 20 - 30% of those of the automatic transmission. The structure and assembly are simple.

[0018] 6. The magnetic force ring of the present invention does not require lubricant. It saves the fuel consumption and weight of the transmission. The magnetic force transmission can not only shift gears but also be the best torque converter and clutch. It abandons the hydraulic torque converter and clutch of gear shifting and has better performance than them.

[0019] 7. The present invention is applicable to various transportation machinery. Such as high-power locomotives, ships, armored vehicles, heavy trucks, and various automobiles, electric vehicles, etc. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic structural diagram of the present invention.

[0021] Figure 2 It is a schematic diagram of the positional relationship between the second speed sensor and the second speed sensor bracket.

[0022] Figure 3 It is a schematic diagram of the relative positions of the first shift fork and the first shift lever.

[0023] Figure 4 It is a schematic diagram of the relative positions of the second shift fork and the second shift lever.

[0024] Figure 5 It is the circuit schematic diagram of the present invention. Detailed implementation manners

[0025] See Figures 1 to 5The magneto-mechanical automatic transmission of this embodiment comprises a magnetic torque-converting transmission device including a permanent magnet ring 5 driven by the output shaft of the power source through a coupling plate 1 and an induction ring 6 matched with the permanent magnet ring, a magnetic speed regulating brake device composed of the first and second permanent magnet rings 3 and 4 with different polarities, a gear box body, a driven shaft 21 and an output shaft 22 located in the gear box body and extending into the bracket at the front end thereof, the driven shaft 21 and the output shaft 22 having a center line coincident with the center line of the induction ring and extending out of the gear box body at the rear end, and a digital coding shift controller. One end of the spline shaft 7 in the magnetic torque-converting transmission device is supported in the center hole of the coupling plate and the other end is fixedly connected to the driven shaft in the gear box. The front end of the dial pull rod 11 installed in the center hole of the driven shaft extending into the bracket is equipped with a dial connecting rod 9 and a sliding sleeve 8 connected to the dial connecting rod and capable of sliding and rotating along the spline shaft. The induction ring is fixed on the sliding sleeve. The other end of the dial pull rod extending out of the gear box body is connected to the first power push rod 33. The first power push rod is pushed and pulled by external force to complete the insertion and withdrawal of the induction coil 6 into and out of the permanent magnet coil 5, thereby realizing magnetic torques with different coupling areas. The output shaft 22 of the gear transmission 12 is connected to the load transmission shaft. The shift fork is connected to the second power push rod in transmission. Each shift fork is provided with a starting position sensor, a midpoint position sensor, and an end position sensor. The dial pull rod 11 is provided with a starting position sensor and an end position sensor. The power output shaft of the power source, the passive shaft 21, and the output shaft 22 are provided with the first, second, and third speed sensors 35, 36, and 37 respectively. The first permanent magnet coil 3 is installed at the rear end of the induction coil and the second permanent magnet coil 4 is installed at the position of the bracket relative to the induction coil. There are two sets of speed change gear sets on the passive shaft and the output shaft of the gear transmission 12. The driving gear of each gear set is installed on the passive shaft and the driven gear is installed on the output shaft. The passive shaft 21 is fixedly connected to the first and second gear sets 13 and 14. The first and second gear sets 13 and 14 have four gears with different gear ratios. The first and second gear sets 13 and 14 are respectively equipped with the first and second double-sided synchronizers 19 and 20, which are equivalent to four single-sided synchronizers. The first and second double-sided synchronizers are installed on the output shaft 22 and are moved by the corresponding first shift fork 15 or second shift fork 16. The double-sided synchronizer is divided into three positions: left, middle and right, which are the left speed gear, neutral gear and right speed gear respectively. The first and second shift forks 15 and 16 are respectively installed on the first and second shift rods 17 and 18, and are pushed by the second and third power push rods 24 and 29 respectively. The power push rod is driven by an external power source, which can be pneumatic, hydraulic, or electric. The power push rod moves the synchronizer to the left, center, or right. It is moved to the left to engage the left driven gear, so that the kinetic energy of the passive shaft 21 is changed into torque by the left speed gear group, and the torque and speed are transmitted to the output shaft 22 through the synchronizer. It is moved to the right to engage the right driven gear, so that the kinetic energy of the passive shaft 21 is changed into torque by the right speed gear group, and the changed torque and speed are transmitted to the output shaft 22 through the synchronizer. The shift fork is centered in the neutral position so that the kinetic energy of the passive shaft cannot be transmitted to the output shaft.

[0026] See alsoFigure 1 , Figure 2 , there is a first fork push rod fixing seat 32 sleeved on the first power push rod at the tail of the dial rod at the gearbox housing. The starting position sensor 38 of the induction coil and the ending position sensor 39 of the induction coil are installed on the first fork push rod fixing seat 32. The second fork push rod bracket 34 is installed on the first fork push rod fixing seat. The first speed sensor 35 is installed on the flywheel 1-1 installed on the coupling plate 1. The second speed sensor 36 is installed on the second speed sensor bracket 31 at the position where the gearbox housing extends out of the gearbox relative to the passive shaft. The third speed sensor 37 is installed at the position where the gearbox housing extends out of the gearbox relative to the output shaft, Figure 1 In which, the serial number 10 is the dial sleeve.

[0027] See Figure 3 , one end of the first lever 17 installed on the first fork extending out of the gearbox housing is connected to the second power push rod 24. The first lever fixing bracket 26 sleeved on the second power push rod is fixed on the gearbox housing. The second power push rod fixing seat 23 is installed on the gearbox housing and the first lever fixing bracket. The starting position sensor 40 of the first fork, the midpoint position sensor 41 of the first fork, and the ending position sensor 42 of the first fork are installed on the third speed sensor bracket 23.

[0028] See Figure 4 , one end of the second lever 18 installed on the second fork extending out of the gearbox housing is connected to the third power push rod 29. The second lever fixing bracket 30 sleeved on the third power push rod and fixed on the gearbox housing. The starting position sensor 43 of the second fork, the midpoint position sensor 44 of the second fork, and the ending position sensor 45 of the second fork are installed on the second fork sensor fixing bracket 27.

[0029] See Figure 5 , the above sensors are respectively connected to the input ends of the control chip in the digital coding shift controller, and the output ends of the control chip in the digital coding shift controller are respectively connected to each power push rod.

[0030] See Figures 1 to 5, the digital coding shift device includes: data acquisition and processing, real-time inlet ports 09, 10, and 11 for the rotational speeds of the driving shaft, driven shaft, and output shaft respectively, data collection and processing of the 1st, 2nd, and 3rd speed sensors 35, 36, and 37 respectively corresponding thereto, data and instruction storage in the controller's memory, a multi-functional shift center for speed regulation and shifting, the controller issues speed regulation instructions based on the real-time rotational speeds of the above-mentioned shafts, through the 1st and 2nd instruction ports C1 and C2 of the controller, the instructions correspond to the 1st power push rod 33 to adjust the speed of the induction coil 6, the instruction the 1st power push rod 33 to regulate the speed of the driven shaft 21 after the driven magnetic coil 6 exits the driving coil 5, when the speed regulation during shifting reflected by the 2nd and 3rd speed sensors 36 and 37 for the driven shaft 21 and the output shaft 22, after being calculated by the controller, the controller issues instructions, the instruction to withdraw the forward gear, and after speed regulation of the reverse gear, to synchronize the rotational speed of the synchronizer installed on the output shaft with the driven gear of the reverse gear, and the engagement is completed immediately. The control chip uses the control chip with the model number IAP15W4K8S4.

[0031] As Figure 5 shown, the controller collects the rotational speed information of the driving shaft, driven shaft, and output shaft, and instructs the induction coil of the magnetic torque-variable speed device to regulate the speed, so as to synchronize the rotational speed of the driven gear of a certain gearshift position in the gearbox 12 with the synchronizer of the output shaft 22, and realize gear shifting.

[0032] The magnetic torque-variable speed device can be composed of multiple groups of permanent magnetic coils and induction coils. Multiple groups of spaced permanent magnetic coils and induction coils are respectively connected in series on the output shaft of the power source and the driven shaft. The space is the neutral gear position where the permanent magnetic coil and the induction coil do not fit together.

[0033] Application example:

[0034] Example 1:

[0035] Automatic transmission, and high-life transmission has always been a difficult problem for heavy trucks. The present invention is implemented on heavy trucks as follows:

[0036] Heavy truck, parameters: the total vehicle mass is 8 tons, the load is 50 tons, the engine power is 350KW, the torque is 1200NM, a 12-speed manual transmission (gear ratios: (1) 12.1, (2) 9.41, (3) 7.31, (4) 5.71, (5) 4.46, (6) 3.48, (7) 2.71, (8) 2.11, (9) 1.64, (10) 1.28, (11) 1.00, (12) 0.78. The total torque is 1200x12.1 = 14400NM. The engine torque is equivalent to the 11th gear.

[0037] Modification plan: Install a 1200NM magnetic drive ring connected to the engine output drive shaft (cancel the clutch or torque converter). The gearbox retains 1 - 12 gear positions, and coding probes are added to the 1 - 12 gear shift groups. These probes are connected to a coding controller and are controlled by a shift fork under its command to change gears. When the shift lever enters the forward gear, the coding command engages the first gear, and the magnetic ring enters gradually with the throttle. After reaching the starting torque, the vehicle starts. After starting, the speed command coding controller changes gears. When accelerating, it automatically switches from low to high gears. When decelerating, it automatically switches from high to low gears. In this transmission, the magnetic drive replaces the clutch of the manual gear, using magnetic force to replace the friction of the clutch disc, and transferring the engine kinetic energy to the gears without contact. The magnetic drive not only replaces the clutch, but also installs an encoder probe on the driven ring, and the driven ring provides the required speed for coding gear shifting. It enables the driving and driven wheels of each gear group of the gear transmission to reach the same speed with a time delay, and automatically disengages or engages to change gears. This transmission uses coding to measure the speeds of the driving and driven gears, and uses magnetic deceleration to adjust the speed of the driven magnetic ring, control it, and make the synchronizer synchronize with the driven gear to shift into or out of gear. It no longer uses vulnerable friction discs and clutch discs, greatly improving the service life of the transmission. Such a transmission realizes automatic gear shifting for vehicles with large torque

[0038] Example 2:

[0039] Passenger cars. Refer to sedans, off-road vehicles, etc. Classified by displacement, the general torque distribution of a manual five-speed is as follows (see Table 1):

[0040] Table 1:

[0041]

[0042] . Note: The manual gear ratio is: 3.7 2.2 1.4 1.25 1

[0043] Based on the vehicle with the original gear shift positions, the structure of the present invention:

[0044] The maximum torque of the magnetic torque converter must be equivalent to the maximum torque of the engine. Being greater than the engine torque is likely to cause stalling, and being less than the engine torque means insufficient function. Different structures of this transmission are formed according to different engine torques:

[0045] 1. One set of five-speed torque magnetic rings + 4 sets (pieces) of gear shift groups.

[0046] This structural scheme is suitable for engines with a maximum torque of only five-speed torque.

[0047] For example, for a 1.0L engine, use an 80NM magnetic ring + 4 gears.

[0048] For a 1.5L engine, use a 190NM magnetic ring + 4 gears.

[0049] 230 NM magnetic coil for 1.7L + 4-speed gear.

[0050] 270 NM magnetic coil for 2.0L + 4-speed gear.

[0051] In this solution, the original manual 4-speed is actually retained, and the clutch and hydraulic torque converter are replaced with a magnetic torque converter. The manual gearshift is changed to coded automatic gearshift. The efficiency of magnetic torque conversion is about 97%, while that of hydraulic torque conversion is only 85 - 92%. Therefore, this solution improves the engine efficiency and realizes automatic transmission. Compared with the current automatic transmissions (AT, AMT, DCT), there are no multiple clutch plates and no complex oil circuits, etc. The invention has a longer service life and a simpler structure.

[0052] .2, Four-speed torque magnetic coil + 1st, 2nd, and 3rd gear transmission.

[0053] This structural solution is applicable when the maximum torque of the engine reaches the 4th gear torque.

[0054] 3, Three-speed torque magnetic coil + 1st gear.

[0055] This structural solution is applicable when the maximum torque of the engine reaches the 3rd gear torque.

[0056] . That is, according to the above table, taking the solution of three-speed torque magnetic coil + 1st gear as an example: When the engine torque of each level of vehicle reaches the 3rd gear torque, adopt the above solution 3 and add a gear ratio of 2.0 - 3.0 for starting and low-speed gears. The general structural ratio is as follows (see Table 2):

[0057] Table 2:

[0058]

[0059] Illustrated by the above table. For a vehicle with a displacement of 1.0L, the original vehicle parameters are that the torques of the 1st - 5th gears are: 300, 180, 120, 102, 80 NM respectively. After magnetic automatic transmission, the torques of each gear are as follows:

[0060] First gear: 2.5 x 120 = 300 NM.

[0061] Second gear: 2.5 x 72 = 180 NM.

[0062] Third gear: Magnetic coil torque 120 NM.

[0063] Fourth gear: 102 NM at 85% depth in the magnetic coil.

[0064] Fifth gear: 80 NM at 2 / 3 depth in the magnetic coil.

[0065] Such a magnetic transmission is compared with a manual gear transmission. For starting in the first gear and at low speeds, a set of gears with a ratio of 2.5 is used to increase torque to meet the requirement of reaching a torque of 300 Nm. In the second gear, a gear with a ratio of 2.5 and a magnetic coil are used to vary the torque to reach a torque of 180 Nm. For the third to fifth gears, gears are no longer used, and only the torque of the magnetic coils is utilized. The magnetic coils maintain a torque within 120 Nm (third gear). Thus, it can be seen that when comparing the magnetic drive automatic transmission with the corresponding manual transmission in a 1.0L mini car, it has complete and identical gears, sufficient torque for each gear, and realizes automatic stepless transmission.

[0066] The gear shift between the gear and the magnetic coil can be achieved by using coding technology. This is the most advanced gear shifting technology at present.

[0067] For vehicles with the same displacement, when the engine torque reaches the second and third gears, the following 2, 3 structures can be exemplified:

[0068] Vehicles with a displacement of 1.0L include: Changan Star 2 of the 2018 model (engine power 50KW, torque 100NM), Honda Fit, Mercedes-Benz max, etc.

[0069] For 1.5L, there are BMW 3 Series (1.5 tons, engine torque 270NM), Chery Exeed (1.5 tons, 145KW, 290NM), etc.

[0070] For 1.7L, there is Geely Xingyue (1.7 tons, 170kW, 355NM).

[0071] For 2.0L, there are Acura RDX (2.0 tons, 195KW, 380NM), Great Wall Haval H7, etc.

[0072] Generally, the maximum torque of the magnetic coil should be the same as the maximum torque of the engine. If it is greater than the engine torque, it is easy to stall. If it is less than the engine torque, gear torque increase is required, reducing the advantage of magnetic stepless transmission.

[0073] Example 3:

[0074] High-grade, luxury cars.

[0075] If the power has reached the power, torque, and torsion of the first gear of the vehicle, a magnetic coil transmission can be directly configured without additional gear torque increase. The vehicle can achieve magnetic stepless transmission throughout the whole journey and at full speed. It completely eliminates mechanical vibration, gear shifting jerks, and noises caused by unbalanced fuel supply during acceleration and deceleration. The ride is more comfortable. If the torque of the magnetic coil is too large, multiple sets of magnetic coils in series can be used to reduce the time for acceleration and deceleration (the time for acceleration and deceleration) and the temperature rise of the magnetic coil.

[0076] If the power torque of such a vehicle cannot reach the maximum torque, a starting gear can be added to the magnetic transmission to form: magnetic transmission + a gear transmission group with a gear ratio of 1.5 - 2.5. The gear shift between them adopts coding gear shifting technology.

[0077] Example 4:

[0078] Pure electric vehicle

[0079] Problems existing in the speed change of current pure electric vehicles:

[0080] 1. There is no soft connection. The motor and the transmission are directly connected (hard connection). Such a connection lacks overload protection for the moving machinery and is a very non-standard connection method.

[0081] 2. A single reducer is used both at home and abroad. The total reduction ratio is about 9.0 - 9.73.

[0082] Such a reduction structure causes:

[0083] 2.1. There is no idle speed. The motor starts and stops frequently, with a large overload current and high energy consumption.

[0084] 2.2. The reduction ratio of the reducer (about 2.2 - 2.37) runs through all speeds. When the engine speed is at medium and high speeds, the speed increases several times, and the energy consumption also increases several times (2.2 - 2.37).

[0085] 2.3. Seriously study the current pure electric vehicles. Only when the speed is 20 - 40 Km / h, the motor runs in the high-efficiency area. Among them, 70 - 90% of the driving speeds are not in the high-power area of the motor (see the motor efficiency diagram). The energy utilization rate is reduced.

[0086] 2.4. When the vehicle is in the medium and high-speed area, the engine is at several times the high speed. Long-term high speed, excessive energy consumption and overload current will accelerate the loss of power, battery and transmission components. Seriously affect the service life.

[0087] Due to the above reasons, it is necessary to install this transmission.

[0088] Solution:

[0089] 1. When the maximum torque of the motor reaches the maximum design torque of the vehicle, directly install a magnetic ring with the same torque, and there is no need to add a starting gear. Achieve full magnetic force stepless speed change.

[0090] 2. When the motor torque does not reach the maximum design torque of the vehicle, use a magnetic ring + a first-gear gear with a tooth ratio of 2.0 - 2.37 for torque increase and coded gear shifting.

[0091] . Installing the present invention can completely change the technical problems existing in the single-speed reducer (see Table 3).

[0092] (1) Use a magnetic force transmission to change the hard connection to a soft connection, and provide standard overload protection for the load and the motor.

[0093] (2) When the motor starts, the magnetic force transmission can make the motor run without load first. When adding load, the electric energy is only used for torque increase. The current is shunted (for speed and torque increase) for power supply, reducing the large starting current instantaneously and reducing energy consumption. At the same time, during intensive starts and stops, the motor does not need to start and stop frequently.

[0094] (3) At medium and high speeds, the permanent magnet transmission can get rid of the redundant reduction ratio, making the motor speed stable within 3700 revolutions per minute from 4000 - 10000 revolutions per minute at high speed, saving high-speed energy consumption.

[0095] 074. Table 3 Comparison table of magnetic force transmission and single-speed transmission:

[0096] Table 3:

[0097]

[0098] . Note: The above Rong refers to Roewe cars with a total reduction ratio of 9.1. Specifically for Tesla, the total reduction ratio is 9.73. 4.0 refers to the total reduction ratio at medium and high speeds of magnetic force transmission (differential ratio).

[0099] It can be seen from the above table that at a speed of 120 km / h, the motor speed of the magnetic force transmission is 3700 revolutions per minute, 4700 revolutions per minute less than that of Roewe and 5300 revolutions per minute less than that of Tesla. The rotational speeds are 44% and 41% respectively of those using a single-speed transmission, saving nearly 60% of energy consumption. From a speed of 40 Km to 100 Km, the motor speed of this transmission is 2.5 times lower than that of the single-speed transmission motor. Since power is proportional to speed, therefore, theoretically estimated initially, this transmission can save energy by more than 20 - 40% in the medium and high-speed range.

[0100] In summary, the application of magnetic force transmission in pure electric vehicles has obvious advantages such as standardization, safety, long device life, and energy conservation.

[0101] It should be noted that installing this transmission may increase the vehicle weight by 5% - 2.5%, but the energy conservation is > 20%. Weighing the two, we choose the beneficial one.

[0102] Example 5:

[0103] Hybrid vehicle.

[0104] A hybrid vehicle refers to a vehicle that is powered by at least two different power sources. Currently, Japanese-made hybrid vehicles are the best. The transmission mostly uses a CVT, that is, a mechanical continuously variable transmission. Its structural principle is that the inverted double-cone steel body and the steel belt have a sliding friction to change torque and speed. One of the double cones is connected to the power shaft (the driving body), and the other is connected to the transmission shaft (the driven body). Since it is conical, it has a large end and a small end. The steel belt is sleeved on the two inverted cones, and rotates by friction. The small end of the driving cone drives the large end of the driven cone to output a large torque at low speed. On the contrary, it outputs a low torque at high speed. The steel belt is supported by a tension wheel and tightly fitted with the double cone to form a frictional force, transmitting the power of the driving cone to the driven cone. The steel belt is pushed by a horizontal push wheel to move horizontally along the cone, changing the diameter ratio of the two cones, and changing the torque and speed to achieve speed change.

[0105] Using this transmission combination: magnetic coil combination + one or more sets of gear transmissions with a gear ratio of 1.5 - 3.0, coded gear shifting.

[0106] For example, the Geely Xingyue 1.5T plug-in hybrid vehicle has a total power torque of 415 NM, is equipped with a corresponding 415 NM magnetic coil + a gear transmission with a gear ratio of 1.7 - 2.0, and is equipped with coded gear shifting, which is an excellent electromagnetic transmission. Its advantages are as follows:

[0107] 1. The torque of the CVT is limited, while the torque range of this transmission is wider.

[0108] 2. Affected by large torque loads and slopes, the CVT is prone to slipping. This transmission is equipped with gears, which can avoid slipping on slopes, at low speeds, and under high torque.

[0109] 3. Long service life. The CVT relies on friction to transmit kinetic energy. With long-term, high-speed, and tight tension fitting, the friction loss of components is large, it is prone to fracture, and it is not repairable. This transmission has no tension friction loss and no fracture. Especially, the magnetic torque conversion has no contact, no friction, and stepless torque conversion, which changes the way of speed change transmission function, greatly increasing reliability and durability, reducing wear and fracture, and significantly improving the service life.

[0110] 4. When the torque of the hybrid vehicle reaches the maximum torque designed for the vehicle and the magnetic speed change torque is equal to the power torque, the vehicle realizes true full-road magnetic stepless speed change. Thus, the optimal energy consumption and emissions can be achieved, as well as the most comfortable driving experience.

[0111] Example 6:

[0112] High-power internal combustion engine speed change.

[0113] High-power internal combustion engines are generally used in ships and diesel locomotives. For example, the power of the internal combustion engine > 2000 kW. Currently, it is mainly manual gear shifting or imported AT automatic shifting.

[0114] In this regard, this transmission can use multiple combinations (series or parallel) to achieve the maximum torque of the internal engine magnetic ring + multiple sets of speed gears to form a high-power, high-torque combination transmission, and use coding shifting to achieve high-torque automatic shifting. Compared with manual, this transmission realizes automatic shifting. Compared with AT, this transmission uses coding technology to replace the clutch plate shifting. It solves the problem of high clutch plate loss in high-power transmissions. The replacement and maintenance of the transmission's wearing parts have been improved from more frequent replacement and maintenance to basically no wearing parts and no maintenance. It has greatly improved the use efficiency and reduced costs. It makes ocean and long-distance transportation without problems.

[0115] Example 7:

[0116] Electronic speed control automatic gear shifter (encoding gear shifter). This gear shifter consists of a photoelectric speed sensor, a microelectronic processor, a speed increase / deceleration device for the magnetic driven coil, a shift fork (disk), and a driving source (one of liquid, electric or gas). The gear shift is based on the speed of modern cars. The microelectronic processor stores the speed of each gear shift. For example, when a car is driving at a certain gear shift speed, the gear needs to be changed from the front gear to the rear gear. The microelectronic processor instructs the front gear to be disengaged, and determines the speed difference between the driven gear and the synchronizer from the rear gear photoelectric speed sensor, instructs the reducer and the driven magnetic coil to accelerate the propeller, and adjusts the synchronization of the driven gear and the synchronizer. When the two gears are close to synchronization within the designed gear differential range, the microelectronic processor instructs the driving source to shift the fork, instantly disengaging the front gear and engaging the rear gear. The gear shift is completed. The speed differential between the master and driven gears of the gear shifting gear without a synchronizer is 0.

[0117] Example 8:

[0118] In addition to being used in automobiles, wheel starters, locomotives and other traveling machinery, this transmission can also be used for starting and speed regulation of high-power, high-torque transmission machinery. For example, mines and petrochemical machinery with power > 200KW. Steel plants, power plant fans, oxygen generators, etc. with power > 1000KW. For example, the fan in a steel plant only needs a 1200KW motor when it is in normal operation, but it needs 2000KW when starting. It has to install a 2000kW motor or a large inverter room to meet the starting of the high-torque fan. With this transmission, you can use a 1200KW motor, install a combined magnetic transmission, a set of 1:1.7 speed-changing torque-increasing gear sets and coded automatic gear shifting. It saves 40% of the motor power or reduces the complex and large power-consuming inverter. For example, mining conveying machinery must meet the conveying change process of 300KW for starting, 180KW for normal operation, and load changes from 0 to the design load. By using this transmission, a 360NM magnetic transmission ring can be installed on a 180KW motor, and one or more sets of gears can be used for torque conversion and automatic gear shifting, thereby achieving the purpose of saving electricity and reducing excessive power sources.

[0119] This transmission uses contactless and frictionless magnetic force to transfer kinetic energy, magnetic force to change torque and speed, gears to increase torque and reduce speed, and coding shift technology. It combines the advantages of these three technologies to form an excellent transmission today. This transmission realizes automatic and stepless magnetic force transfer of kinetic energy. It uses magnetic force to replace the clutch and torque converter. It retains the advantage of gear torque increase in traditional transmission, and uses coding to remove a large number of vulnerable and consumable clutch plates, making the transmission more stable, reliable and long-lived.

[0120] The above embodiments are further explanations of the above content of the present invention, but this should not be construed as a limitation of the present invention. All technologies implemented based on the above content fall within the scope of the present invention.

Claims

1. Magnetic-electromechanical automatic transmission, characterized in that, A magnetic force torque and speed changing device including a permanent magnet ring (5) located within a bracket (2) and driven by a power source output shaft through a coupling disk, and an induction coil (6) cooperating with the permanent magnet ring; a magnetic force speed regulating and braking device composed of a first speed regulating magnetic coil (3) and a second speed regulating magnetic coil (4) which are opposite poles to each other; a gear box body, a driven shaft (21) with a center line coinciding with the center line of the induction coil and a rear end extending outside the gear box body and an output shaft (22) located within the gear box body and having a front end extending into the bracket, at least one set of speed changing gear sets and a gear gear box (12) with a reverse gear; a digital coding gear shifting controller; one end of a spline shaft (7) in the magnetic force torque and speed changing device is supported within the central hole of the coupling disk and the other end is fixedly connected to the driven shaft in the gear gear box, a dial rod (11) installed in the central hole of the driven shaft extends into the bracket and has a front end equipped with a dial connecting rod (9), a sliding sleeve (8) connected to the dial connecting rod and capable of sliding along the spline shaft and rotating, the induction coil is fixed on the sliding sleeve, the other end of the dial rod extending outside the gear box body is connected to a first power push rod (33), the first power push rod is pushed and pulled by an external force to complete the insertion and withdrawal of the induction coil (6) into and from the permanent magnet ring (5) so as to achieve magnetic torques with different coupling areas; the output shaft (22) of the gear gear box (12) is connected to a load transmission shaft, each shift fork is in transmission connection with a corresponding power push rod, each shift fork is provided with a starting position sensor, a midpoint position sensor, and an end position sensor, and the dial rod (11) is provided with a starting position sensor and an end position sensor;There are a first speed sensor (35), a second speed sensor (36), and a third speed sensor (37) respectively on the power output shaft of the power source, the driven shaft (21), and the output shaft (22). The above sensors are respectively connected to the input end of the control chip in the digital coding shift controller. The output end of the control chip in the digital coding shift controller is respectively connected to each power push rod. The first permanent magnet ring is installed on the induction coil, and the second permanent magnet ring is installed at the position of the bracket relative to the induction coil. There are paired meshing gear sets on the driven shaft and the output shaft of the gear transmission (12). Each gear set is divided into a driving gear and a driven gear. The driving gear is installed on the driven shaft (21), and the driven gear is installed on the output shaft (22). Each gear set of the gear transmission (12) is paired with a synchronizer installed on the output shaft and actuated by a fork. There are two sets of variable-speed gear sets on the driven shaft and the output shaft of the gear transmission (12). The driven shaft (21) is fixedly connected to the first gear set (13) and the second gear set (14). Each of the first and second gear sets has four gears with different gear ratios. The first and second gear sets are respectively equipped with a first double-sided synchronizer (19) and a second double-sided synchronizer (20), which are equivalent to four single-sided synchronizers. The first and second double-sided synchronizers are installed on the output shaft (22) and are actuated by the corresponding first fork (15) or second fork (16). The double-sided synchronizer has three positions: left, middle, and right, which are the left variable-speed gear position, neutral position, and right variable-speed gear position respectively. The first and second forks are respectively installed on the first shift lever (17) and the second shift lever (18) and are respectively pushed by the second power push rod (24) and the third power push rod (29). The power push rod is pushed by an external power source, and the external power source can be pneumatic, hydraulic, or electric. The power push rod moves the synchronizer left, middle, and right. When it is pushed to the left to engage the left driven gear, the kinetic energy of the driven shaft (21) is speeded up and twisted by the left variable-speed gear set, and then the torque and speed are transmitted to the output shaft (22) through the synchronizer. When it is pushed to the right to engage the right driven gear, the kinetic energy of the driven shaft (21) is speeded up and twisted by the right variable-speed gear set, and then the changed torque and speed are transmitted to the output shaft (22) through the synchronizer. When the fork is in the middle position, it is in the neutral gear position, and the kinetic energy of the driven shaft cannot be transmitted to the output shaft.; 2. The electromagnetic-mechanical automatic transmission according to claim 1, wherein The magnetic torque and speed changing device is composed of multiple groups of permanent magnet coils and induction coils. Multiple groups of spaced permanent magnet coils and induction coils are respectively connected in series on the output shaft of the power source and the driven shaft. The space is the neutral gear position where the permanent magnet coil and the induction coil are not sleeved.

3. The electromagnetic-mechanical automatic transmission according to claim 1, wherein, The digital coding gear shifting controller collects the rotational speed information of the driving shaft, the driven shaft, and the output shaft, and commands the induction coil of the magnetic torque and speed changing device to adjust the speed, so as to achieve synchronous meshing of the rotational speed of the driven gear at a certain gear shifting position in the gearbox (12) and the synchronizer on the output shaft (22), and realize gear shifting.

4. The electromagnetic-mechanical automatic transmission according to claim 1, characterized in that The digital coding gear shifting controller includes data acquisition and processing, data collection and processing of the first speed sensor (35), the second speed sensor (36), and the third speed sensor (37) corresponding to the real-time rotational speed data inlets of the driving shaft, the driven shaft, and the output shaft respectively, data storage in the controller memory and instruction storage, and a multi-functional gear shifting center for speed regulation and gear shifting execution. The controller issues a speed regulation instruction according to the rotational speed of each shaft in real time above, and through the first instruction port C1 and the second instruction port C2 of the controller, commands the first power push rod (33) to adjust the speed of the induction coil (6), and commands the first power push rod (33) to adjust the speed of the driven shaft (21) after the induction coil (6) exits the permanent magnet coil (5). When the speeds during gear shifting reflected by the second speed sensor (36) and the third speed sensor (37) for the driven shaft (21) and the output shaft (22) are calculated by the digital coding gear shifting controller, the digital coding gear shifting controller issues an instruction to command the front gear to exit, and after speed regulation of the rear gear, the rotational speed of the synchronizer installed on the output shaft is synchronized with the driven gear of the rear gear to complete gear shifting.

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