Conical clutches and transmissions

Abstract

A cone clutch (50) and a transmission, the cone clutch (50) comprising: a middle cone ring (53), the inner and outer ring faces of which are both conical surfaces; an inner cone ring (52) arranged inside the middle cone ring (53), the outer ring face of the inner cone ring (52) being a conical surface matched with the inner ring face of the middle cone ring (53); and an outer ring (61) having a conical ring surface matched with the outer ring face of the middle cone ring (53), the outer ring (61) being axially movable relative to the inner cone ring (52) along the conical ring surface, the middle cone ring (53) and the outer ring (61) being respectively arranged to be connected with two members to be combined, the cone clutch (50) being configured to form a friction pair of close contact between the outer ring (61) and the middle cone ring (53) and between the middle cone ring (53) and the inner cone ring (52) when the outer ring (61) is subjected to a pushing force urging it to approach the middle cone ring (53), so as to combine the two members to be combined.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle transmission, and in particular to a cone clutch and a transmission. BACKGROUND

[0002] In recent years, electric vehicles have been rapidly developed due to less environmental pollution. At present, most electric vehicles are driven by electric motors through single-speed reducers. Since the vehicle speed changes in a large range, the electric motor is required to work in a large range, generally 0-14000 rpm. Limited by the existing manufacturing technology, the high-speed electric motor has a high cost, and the power of the electric motor and the battery is large, so the cost of the current electric vehicle is higher than that of the traditional fuel vehicle.

[0003] If a multi-gear transmission is used, a large reduction ratio is used at low speed to increase the output torque of the transmission, and a small reduction ratio is used at high speed to reduce the motor speed, which can increase the power acceleration of the vehicle and reduce the motor speed, thereby reducing the cost of the motor. However, for electric vehicle manufacturers, a multi-gear transmission is much more complex than a single-speed reducer. The commonly used multi-gear transmission needs a clutch, a brake or a synchronizer to shift gears, and these traditional transmission elements require a complex actuator to control. The commonly used clutch actuator is an electro-hydraulic proportional control hydraulic cylinder, an electric motor controlled drum yoke mechanism.

[0004] The electro-hydraulic proportional control hydraulic cylinder can accurately control the torque of the clutch or brake, so that the driving torque of the vehicle is not interrupted during gear shifting, and the gear shifting is smooth. However, this hydraulic actuator needs a hydraulic pump, a proportional pressure solenoid valve, a valve plate and a hydraulic cylinder to provide actuating force, and these components have high cost and high power consumption, which is more suitable for occasions where multiple clutches can share the oil pump. For electric vehicle transmissions with only one or two clutches or brakes, the cost and power consumption of the hydraulic pump cannot be shared, so this hydraulic actuator is not very suitable. The electric motor controlled drum yoke mechanism uses a control motor, a drum, a yoke and a synchronizer to realize, which has lower cost and power consumption than the hydraulic actuator, but it has power interruption during gear shifting and poor gear shifting smoothness. Therefore, how to reduce the cost and power consumption of the gear shifting mechanism of the electric vehicle transmission and ensure the gear shifting smoothness is a technical problem to be solved. SUMMARY

[0005] In view of the above problems, the present application is proposed to provide a cone clutch and a transmission which can overcome the above problems or at least partially solve the above problems.

[0006] One object of the first aspect of the present application is to provide a cone clutch which can reduce the control force of the clutch and enhance the torque capacity of the clutch.

[0007] One object of the second aspect of the present application is to provide a transmission comprising the above-mentioned cone clutch, which can reduce the requirement for the power source of the actuator.

[0008] Another object of the second aspect of the present application is to improve transmission efficiency and reduce manufacturing cost of the actuator.

[0009] In particular, according to the first aspect of the embodiments of the present application, a conical clutch is provided, comprising:

[0010] a middle cone ring, whose inner and outer ring faces are both conical faces;

[0011] an inner cone ring, which is arranged inside the middle cone ring, and whose outer ring face is a conical face matching the inner ring face of the middle cone ring; and

[0012] an outer ring, which has a conical ring face matching the outer ring face of the middle cone ring, and which is axially movable relative to the inner cone ring along the conical ring face, the middle cone ring and the outer ring being respectively arranged to connect with two members to be combined, and the conical clutch being configured to form a friction pair of close contact between the outer ring and the middle cone ring and between the middle cone ring and the inner cone ring when the outer ring is subjected to a pushing force urging it to approach the middle cone ring, so as to combine the two members to be combined.

[0013] Optionally, the conical clutch further comprises:

[0014] a reset spring, one end of which is fixedly arranged, and the other end of which is connected with the outer ring.

[0015] In particular, according to the second aspect of the embodiments of the present application, a transmission is further provided, comprising a rotating shaft, a target gear and the above-mentioned conical clutch, the target gear being arranged on the rotating shaft and being rotatable relative to the rotating shaft, and the conical clutch being used to combine or separate the rotating shaft and the target gear.

[0016] Optionally, the target gear is arranged at the rotating shaft through a support bearing.

[0017] Optionally, the transmission further comprises:

[0018] a gear coupling disc, which is fixedly connected with the target gear and is anti-rotationally connected with the middle cone ring;

[0019] the outer ring is arranged at the rotating shaft and the two are anti-rotationally connected.

[0020] Optionally, the side of the middle cone ring close to the gear coupling disc is provided with a latch extending along the axial direction thereof, and the gear coupling disc is provided with a first slot matched with the latch.

[0021] Optionally, the outer ring and the rotating shaft are connected through a spline.

[0022] Optionally, the conical clutch comprises a reset spring, and the transmission further comprises:

[0023] A retaining ring is sleeved on the rotating shaft and is in contact with the target gear on one side and abuts against the return spring on the other side.

[0024] Optionally, the transmission further comprises:

[0025] A clamping spring is sleeved on the rotating shaft and located on the side of the outer ring away from the return spring, for limiting the axial displacement of the outer ring.

[0026] Optionally, the transmission further comprises an actuator, the actuator comprising:

[0027] A motor, the output shaft of which is provided with a first gear;

[0028] A second gear, which is in mesh with the first gear;

[0029] A nut, the outer surface of which is sleeved with the second gear; and

[0030] A screw rod, which forms a screw pair with the inner wall of the nut, the screw rod being fixedly connected with the housing of the transmission, so that when the motor drives the second gear and the nut to rotate relative to the screw rod, the nut produces axial displacement to generate a thrust acting directly or indirectly on the outer ring.

[0031] Optionally, the transmission further comprises a first buffer assembly arranged between the nut of the actuator and the outer ring;

[0032] The first buffer assembly comprises a radial positioning ring, a first thrust bearing and a first spring diaphragm in sequence, the side of the radial positioning ring away from the first thrust bearing being in abutment with the nut for limiting the radial displacement of the first thrust bearing, and the side of the first spring diaphragm away from the first thrust bearing being in abutment with the outer ring of the cone clutch on the same side.

[0033] Optionally, the number of the cone clutch, the actuator and the first buffer assembly is the same and is multiple, and each cone clutch is arranged in correspondence with one actuator and one first buffer assembly.

[0034] Optionally, the number of the cone clutch is 2, the outer rings of the two cone clutches being located on the two sides of the nut respectively, and the motor being used to output positive and reverse rotation torque so that the two cone clutches share one actuator.

[0035] Optionally, the transmission further comprises:

[0036] A first buffer assembly and a second buffer assembly, which are located on the two axial sides of the nut respectively; and

[0037] A lock spring is arranged in an axial through hole of the nut, and two ends of the lock spring are respectively in abutment with the first buffering assembly and the second buffering assembly.

[0038] Optionally, the first buffering assembly comprises a radial positioning ring, a first thrust bearing and a first spring diaphragm in sequence, the radial positioning ring is in abutment with the nut on a side away from the first thrust bearing and is connected with one end of the lock spring, for limiting the radial displacement of the first thrust bearing, and the first spring diaphragm is in abutment with the outer ring of the cone clutch on a side away from the first thrust bearing.

[0039] Optionally, the second buffering assembly comprises a second thrust bearing, a washer, a transition ring, a third thrust bearing and a second spring diaphragm in sequence along the axial direction of the rotating shaft, the second thrust bearing is connected with the lock spring on an end face away from the washer, and the second spring diaphragm is in abutment with the outer ring of the cone clutch on a side away from the transition ring.

[0040] Optionally, a second slot is arranged at an end face of the nut away from the first buffering assembly, and the second slot also radially penetrates the outer ring surface of the nut.

[0041] The second thrust bearing and the washer are both arranged at the second slot and are matched with the bottom surface in the radial direction of the second slot.

[0042] Optionally, the transition ring is provided with a first boss and a second boss on two sides in the axial direction, the first boss is matched with the peripheral surface of the washer, for limiting the radial displacement of the transition ring, and the second boss is matched with the peripheral surface of the third thrust bearing, for limiting the radial displacement of the third thrust bearing.

[0043] Optionally, the screw rod comprises a plurality of connecting arms, each of the connecting arms is fixedly connected with the housing of the transmission.

[0044] Optionally, the plurality of connecting arms are uniformly arranged along the peripheral direction of the screw rod, and each of the connecting arms extends along the radial direction of the screw rod.

[0045] Optionally, the rotating shaft comprises a transmission input shaft and / or a transmission output shaft.

[0046] The present application constructs a clutch with two conical ring friction pairs by setting the middle conical ring, the inner conical ring and the outer ring. The clutch can be combined or separated by controlling the axial movement of the outer ring, so as to achieve the purpose of combining or separating the combined parts. The two sets of conical ring friction pairs can reduce the control force of the clutch and enhance the torque capacity of the clutch. The conical clutch of the embodiment is particularly suitable for the transmission with less gear and small or medium power.

[0047] Further, the transmission of the present application comprises an actuator which is driven by a gear pair and a screw pair. Since the gear pair, the screw pair and the conical friction pair can all amplify the driving force, a small motor can be used to control the combination of the conical clutch.

[0048] Further, since the screw pair between the nut and the screw rod has a self-locking function, the conical clutch can be locked in the combined position after being combined. At this time, the motor can be powered off, and no longer consume electric energy. That is, the actuator of the embodiment saves the power consumption compared with the existing hydraulic actuator, thereby improving the efficiency of the transmission.

[0049] Further, the power source of the actuator of the present application can only need a motor, thereby reducing the manufacturing cost of the actuator.

[0050] The above description is only a summary of the technical scheme of the present application. In order to more clearly understand the technical means of the present application, the content of the specification can be implemented, and in order to make the above and other purposes, characteristics and advantages of the present application more obvious and easy to understand, the specific embodiments of the present application are described below.

[0051] According to the detailed description of the specific embodiments of the present application in the following text combined with the drawings, those skilled in the art will more clearly understand the above and other purposes, advantages and characteristics of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0052] Some specific embodiments of the present application will be described in detail below with reference to the accompanying drawings in an exemplary and non-limiting manner. The same reference signs in the drawings indicate the same or similar components or parts. Those skilled in the art should understand that these drawings are not necessarily drawn to scale. In the drawings:

[0053] Figure 1 is a cross-sectional view of a conical clutch according to an embodiment of the present application;

[0054] Figure 2 is a cross-sectional view of a transmission according to an embodiment of the present application;

[0055] Figure 3 is Figure 2 is an enlarged view of part A;

[0056] Figure 4 is Figure 2 a sectional view at B-B in

[0057] Figure 5 is a schematic diagram of a transmission according to an embodiment of the present application;

[0058] Figure 6 is Figure 5 a schematic diagram of a radial arrangement of the transmission in

[0059] Figure 7 is a schematic diagram of a transmission according to another embodiment of the present application. DETAILED DESCRIPTION

[0060] Exemplary embodiments of the present disclosure will be described herein below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it is understood that the present disclosure can be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the present disclosure to those skilled in the art.

[0061] Figure 1 is a sectional view of a conical clutch 50 according to an embodiment of the present application. As shown in Figure 1 one embodiment, the conical clutch 50 includes a middle cone ring 53, an inner cone ring 52 and an outer ring 61. The inner and outer annular faces of the middle cone ring 53 are both conical surfaces. The inner cone ring 52 is disposed inside the middle cone ring 53, and the outer annular face of the inner cone ring 52 is a conical surface matching the inner annular face of the middle cone ring 53. The outer ring 61 has a conical annular face matching the outer annular face of the middle cone ring 53, and the outer ring 61 is axially movable relative to the inner cone ring 52 along the conical annular face. The middle cone ring 53 and the outer ring 61 are respectively used to connect with two members to be coupled, and the conical clutch 50 is configured to form a friction pair of close contact between the outer ring 61 and the middle cone ring 53 and between the middle cone ring 53 and the inner cone ring 52 when the outer ring 61 is subjected to a pushing force urging it to approach the middle cone ring 53, so as to couple the two members to be coupled. For example, the two members to be coupled are a shaft and a gear on the shaft,

[0062] The present embodiment constructs a clutch with a friction pair of two conical annular faces by disposing the middle cone ring 53, the inner cone ring 52 and the outer ring 61, and the coupling and separation of the conical clutch 50 can be controlled by controlling the axial movement of the outer ring 61, so as to achieve the purpose of coupling or separating the members to be coupled. The arrangement of the friction pair of two conical annular faces can reduce the control force of the clutch and enhance the torque capacity of the clutch. The conical clutch 50 of the present embodiment is particularly suitable for use in a transmission with fewer gears and small or medium power.

[0063] Furthermore, by appropriately selecting the cone angles of the middle cone ring 53, the inner cone ring 52, and the outer ring 61, the axial force of the clutch can be significantly amplified. For example, if the cone angle is α and the axial force of the clutch is Fa, then the normal force on the cone surface is Fn = Fa / tan(α). If the cone angle α is 7°, then Fn = 8.14 * Fa, which is equivalent to amplifying the axial force of the clutch by more than 8 times. For a cone ring with a radius of 60 mm, a 3 kN axial force can generate a frictional torque of 300 Nm.

[0064] like Figure 1 As shown, in one embodiment, the conical clutch 50 further includes a return spring 55, one end of which is fixedly disposed and the other end is connected to the outer ring 61. The arrangement of the return spring 55 enables the outer ring 61 to automatically return to its original state of not engaging the middle conical ring 53 after the force on the outer ring 61 that causes it to approach the middle conical ring 53 disappears.

[0065] The present invention also provides a transmission. Figure 2 This is a cross-sectional view of a transmission according to an embodiment of the present invention. Figure 2 As shown, in one embodiment, the transmission includes a rotating shaft, a target gear, and a conical clutch 50 as described in any of the above embodiments. The target gear is mounted on the rotating shaft and is rotatable relative to the rotating shaft. The conical clutch 50 is used to engage or disengage the rotating shaft and the target gear; that is, the rotating shaft and the target gear are the two components to be engaged as described above. The rotating shaft here can be any one or a combination of the transmission input shaft 2, intermediate shaft, and transmission output shaft 84, etc., in the transmission; any rotating shaft that requires a clutch can be used.

[0066] The transmission in this embodiment includes a clutch with two conical annular friction pairs. The engagement and disengagement of the conical clutch 50 can be controlled by controlling the axial movement of the outer ring 61, thereby achieving the purpose of engaging or disengaging the components to be engaged. The arrangement of two sets of conical annular friction pairs can reduce the control force of the clutch and enhance the torque capacity of the clutch.

[0067] In one embodiment, the target gear is mounted on the shaft via a support bearing 32, allowing the target gear to rotate relative to the shaft.

[0068] like Figure 2As shown, the transmission further comprises a gear coupling disc 51 fixedly connected with the target gear, the middle conical ring 53 is connected with the coupling disc 51 in a way that the relative rotation is prevented but the axial movement is allowed. The inner ring 52 is also connected with the outer ring 61 in a way that the relative rotation is prevented, and one end of the inner ring 52 abuts against the coupling disc 51 to prevent the axial movement of the inner ring 52 when the clutch is engaged. The outer ring 61 is sleeved on the rotating shaft and the two are connected in a way that the relative rotation is prevented, i.e. the conical clutch 50 is arranged between the rotating shaft and the target gear. In this way, the rotating shaft and the outer ring 61 rotate synchronously, and when the conical clutch 50 is engaged, the rotating shaft can drive the target gear to rotate synchronously through the conical clutch 50.

[0069] In one embodiment, the middle conical ring 53 is provided with a latch extending along the axial direction on the side close to the gear coupling disc 51, and the gear coupling disc 51 is provided with a first slot matched with the latch. The relative rotation between the middle conical ring 53 and the gear coupling disc 51 is prevented by the latch and the first slot.

[0070] In one embodiment, the outer ring 61 is connected with the rotating shaft through the spline 22, so that the relative rotation between the two is prevented, and at the same time, the outer ring 61 can move axially relative to the rotating shaft.

[0071] In a further embodiment, the conical clutch 50 comprises a return spring 55, and the transmission further comprises a retaining ring 56 sleeved on the rotating shaft. One side of the retaining ring 56 is in contact with the target gear, and the other side abuts against the return spring 55. The retaining ring 56 is used to limit the axial displacement of the target gear, and also provides an abutting surface for one end of the return spring 55. The conical clutch 50 can be automatically reset by the return spring 55.

[0072] In a further embodiment, as shown in Figure 2 The transmission further comprises a circlip 23 sleeved on the rotating shaft and located on the side of the outer ring 61 away from the return spring 55, which is used to limit the axial displacement of the outer ring 61.

[0073] Figure 3 is Figure 2 A partial enlarged view of position A in FIG. 2 and Figure 3As shown, in one embodiment, the transmission further comprises an actuator. The actuator comprises a motor 10, a second gear 62, a nut 63 and a screw rod 64. The output shaft of the motor 10 is provided with a first gear 101, which can be a gear sleeve on the output shaft of the motor 10, or a gear machined on the output shaft of the motor 10. The second gear 62 is engaged with the first gear 101. The outer surface of the nut 63 is sleeved with the second gear 62. The screw rod 64 forms a screw pair with the inner wall of the nut 63. The screw rod 64 is fixedly connected with the housing of the transmission, so that when the motor 10 drives the second gear 62 and the nut 63 to rotate relative to the screw rod 64, the nut 63 produces axial displacement to generate a thrust acting directly or indirectly on the outer ring 61. Optionally, the speed ratio of the first gear 101 and the second gear 62 is any value in 10-20, for example, the speed ratio is 10, 15 or 20. If the speed ratio of the first gear 101 and the second gear 62 is 15, the output torque of the motor 10 is 0.8 Nm, which is enough to generate an axial force of more than 3 kN to make the clutch engage.

[0074] When the motor 10 outputs torque, power is transmitted to the nut 63 through the gear pair. Since the screw rod 64 is fixed, at this time the nut 63 rotates relative to the screw rod 64 and produces axial displacement, thereby pushing the conical clutch 50 to engage or disengage. Of course, in other embodiments, the nut 63 can also be fixed, and the motor 10 drives the screw rod 64 through the gear pair, which can also output axial thrust.

[0075] The transmission of the embodiment further comprises an actuator, which transmits power through a gear pair and a screw pair. Since the gear pair, the screw pair and the conical friction pair can all amplify the driving force, a small motor 10 can be used to control the engagement of the conical clutch 50. For example, a screw pair can convert a driving torque of 10 Nm into an axial force of 2500 N, and a pair of simple gear reducers can amplify the output torque of the motor 10 by more than ten times. A small motor 10 of two hundred watts, after a simple gear reducer, a pair of screw pairs and two friction conical surfaces, can transmit a torque of 300 Nm, meeting the general electric vehicle driving power requirement, so that a motor 10 with a working torque of less than 1 Nm can drive a conical clutch 50 with a torque of 350 Nm.

[0076] Further, since the screw pair between the nut 63 and the screw rod 64 has self-locking function, after the conical clutch 50 engages, it can be locked at the engaged position, at this time the motor 10 can be powered off and no longer consume power. That is, the actuator in the embodiment saves power consumption compared with the existing hydraulic actuator, thereby improving the efficiency of the transmission.

[0077] Further, since the clutch of the conventional automobile transmission is generally multi-plate and wet type, the actuator thereof is an electro-hydraulic control hydraulic cylinder, which includes a hydraulic pump, a hydraulic cylinder, a proportional pressure solenoid valve and a valve plate. The power source of the actuator in the present embodiment only needs the motor 10, thus reducing the manufacturing cost of the actuator.

[0078] In some other embodiments, the screw pair composed of the nut 63 and the screw rod 64 in the actuator can be replaced by a ball screw (not shown in the figure), thereby reducing the frictional resistance and saving the control power.

[0079] In a further embodiment, the transmission further comprises a first buffer assembly arranged between the nut 63 and the outer ring 61 of the actuator. The first buffer assembly comprises a radial positioning ring 661, a first thrust bearing 331 and a first spring diaphragm 541 in sequence. The radial positioning ring 661 is in abutment with the nut 63 on the side away from the first thrust bearing 331, for limiting the radial displacement of the first thrust bearing 331, and the first spring diaphragm 541 is in abutment with the outer ring 61 of the conical clutch 50 on the side away from the first thrust bearing 331. The first spring diaphragm 541 is arranged between the first thrust bearing 331 and the outer ring 61, and functions to buffer the impact force of the nut 63, avoiding the impact of the clutch combination.

[0080] In an embodiment, the number of the conical clutches 50, the number of the actuators and the number of the first buffer assemblies are all multiple and the same, and each conical clutch 50 is arranged in correspondence with one actuator and one first buffer assembly. That is, one actuator only corresponds to drive one conical clutch, and a first buffer assembly is arranged between the two.

[0081] As shown in FIG. 1, Figure 2 In an embodiment, the number of the conical clutches is 2, and the outer rings 61 of the two conical clutches 50 are respectively located on the two sides of the nut 63, and the motor 10 is used to output forward and reverse torque, so that the two conical clutches 50 share one actuator.

[0082] In another embodiment, as shown in FIG. 2, Figure 3 The transmission further comprises a first buffer assembly, a second buffer assembly and a lock spring 65. The first buffer assembly and the second buffer assembly are respectively located on the two axial sides of the nut 63. The lock spring 65 is arranged in the axial through hole of the nut 63, and the two ends of the lock spring 65 are respectively in abutment with the first buffer assembly and the second buffer assembly.

[0083] In an embodiment, as shown in FIG. 3, Figure 3As shown, the first buffer assembly includes a radial positioning ring 661, a first thrust bearing 331 and a first spring diaphragm 541 abutting in sequence. The radial positioning ring 661 abuts the nut 63 on the side away from the first thrust bearing 331 and is connected to one end of the anti-loosening spring 65 at the same time, for limiting the radial displacement of the first thrust bearing 331. The first spring diaphragm 541 abuts the outer ring 61 of the cone clutch 50 on the side where it is located away from the first thrust bearing 331. In one embodiment, the radial positioning ring 661 is substantially in the shape of a "Z" letter, and the two planes in the radial direction thereof respectively lap the first thrust bearing 331 and the nut 63, so as to radially position the first thrust bearing 331.

[0084] In one embodiment, as shown in Figure 3 the second buffer assembly includes a second thrust bearing 332, a washer 662, a transition ring 67, a third thrust bearing 333 and a second spring diaphragm 542 abutting in sequence along the axial direction of the rotating shaft. The second thrust bearing 332 is connected to the anti-loosening spring 65 on the side end face away from the washer 662, and the second spring diaphragm 542 abuts the outer ring 61 of the cone clutch 50 on the side where it is located away from the transition ring 67.

[0085] The arrangement of the loosening spring makes there be a certain pre-tightening force between the components of the second buffer assembly at all times, so as to reduce the noise of gear shifting.

[0086] In a further embodiment, as shown in Figure 3 the nut 63 is provided with a second slotted hole 651 at the end face away from the first buffer assembly, and the second slotted hole 651 also radially penetrates the outer ring surface of the nut 63. The second thrust bearing 332 and the washer 662 are both sleeved at the second slotted hole 651 and are both matched with the bottom surface in the radial direction of the second slotted hole 651, so as to constrain the radial displacement of the second thrust bearing 332 and the washer 662.

[0087] As shown in Figure 3 In a further embodiment, the transition ring 67 is provided with a first boss 672 and a second boss 673 on the two sides in the axial direction thereof respectively, the first boss 672 is matched with the peripheral surface of the washer 662, so as to limit the radial displacement of the transition ring 67. The second boss 673 is matched with the peripheral surface of the third thrust bearing 333, so as to limit the radial displacement of the third thrust bearing 333.

[0088] In this embodiment, the radial displacement of the second thrust bearing 332, the washer 662, the transition ring 67 and the third thrust bearing 333 is sequentially constrained by taking the nut 63 as the basis for radial positioning. In other embodiments, other radial positioning modes can also be adopted, for example, radial positioning features are provided on the screw rod 64 and the transition ring 67, the transition ring 67 is radially positioned by the screw rod 64, and the transition ring 67 positions the second thrust bearing 332 and the third thrust bearing 333.

[0089] Figure 4 is Figure 2 is a sectional view at B-B in Figure 2 and Figure 4 In this embodiment, the screw rod 64 comprises a plurality of connecting arms 641, each of which is fixedly connected with the housing of the transmission.

[0090] In a further embodiment, the plurality of connecting arms 641 are evenly arranged along the circumference of the screw rod 64, and each of the connecting arms 641 extends along the radial direction of the screw rod 64. Correspondingly, the transition ring 67 needs to be provided with a plurality of radial through-slots 671 for the respective force arms to pass through.

[0091] It should be noted that, due to the need for assembly, the through-slots 671 should also penetrate through one axial side of the transition ring 67 for the axial assembly between the transition ring 67 and the screw rod 64. At this time, the axial one side end face of the transition ring 67 will have a plurality of slots, which can be covered by the gasket 662 arranged at the end face, facilitating the abutment of the thrust bearing (the second thrust bearing 332 in the embodiment) and making the force transmission more stable. Figure 2

[0092] Figure 5 is a schematic diagram of the transmission according to an embodiment of the present application. Figure 6 is Figure 5 is a schematic diagram of the radial arrangement of the transmission in Figure 7 is a schematic diagram of the transmission according to another embodiment of the present application. Referring to Figure 5 and Figure 7 It can be seen that, in the present application, the action of one conical clutch 50 can be controlled by one actuator alone (see Figure 7 ), or two adjacent conical clutches 50 can be provided with braking force by one actuator (see Figure 5 ). For example, in some embodiments, the number of conical clutches 50, actuators and first buffer assemblies is 2, and each conical clutch 50 is provided in correspondence with one actuator and one first buffer assembly, so as to realize the action of one conical clutch 50 controlled by one actuator alone. When two conical clutches 50 share one actuator, there will be a short (tens of milliseconds) power interruption during gear shifting, which is generally imperceptible to people. When one actuator controls one conical clutch 50 alone, no power interruption can be achieved, and the gear shifting is more smooth.

[0093] In one embodiment, the rotating shaft comprises the transmission input shaft 2 and / or the transmission output shaft 84. That is, the transmission input shaft 2 (see Figure 5 ​) or the transmission output shaft 84, or both the transmission input shaft 2 and the transmission output shaft 84 (see Figure 7 ) can be provided with the cone clutch 50, as required, for example, according to the space arrangement requirement, different shafts are respectively provided with the cone clutch 50. Of course, in some transmissions with intermediate shafts, the cone clutch 50 can also be provided on the intermediate shaft. The transmission input shaft 2 and the transmission output shaft 84 are provided with at least two groups of transmission gears, and the target gear is all the driving gears on the transmission input shaft 2 or all the driven gears on the transmission output shaft 84; or the target gear is at least one driving gear on the transmission input shaft 2 and the driven gear on the transmission output shaft 84 that does not mesh with the at least one driving gear.

[0094] In one embodiment, as shown in Figure 2 or Figure 5 , the transmission input shaft 2 is connected to the output shaft of the prime mover 1, for example, through the spline 12, and the two ends of the transmission input shaft 2 can be respectively supported on the front housing 41 and the rear housing 42 by the first bearing 31 and the second bearing 34. The transmission input shaft 2 and the transmission output shaft 84 are provided with two groups of transmission gears, and the transmission output shaft 84 is further provided with an output gear 83 connected to the differential 9. Specifically, the transmission input shaft 2 is provided with a first driving gear 7 and a second driving gear 5, and the transmission output shaft 84 is provided with a first driven gear 81 and a second driven gear 82 that mesh with the first driving gear 7 and the second driving gear 5, respectively. The first driving gear 7 and the first driven gear form a low-speed gear pair, and the second driving gear 5 and the second driven gear form a high-speed gear pair. A cone clutch 50 is connected in series between the first driving gear 7 and the transmission input shaft 2, and a cone clutch 50 is connected in series between the second driving gear 5 and the transmission input shaft 2, and through the opening and closing of the two cone clutches 50, the power of the transmission input shaft 2 is transmitted to the first driving gear 7 or the second driving gear 5. A common actuator is provided between the two cone clutches 50. The transmission output shaft 84 is further provided with an output gear 83, which (equivalent to the driving gear of the differential 9) meshes with the differential gear 91 of the differential 9, so as to transmit power to the wheels through the differential 9 and the half shaft. This two-gear transmission is particularly suitable for electric vehicles with not too much power.

[0095] When the motor 10 is working, the nut 63 is also in the middle of its stroke, and the outer rings 61 of the two sides of the cone clutch 50 are in the state of disengagement with the middle cone ring 53, and the whole transmission is in neutral. When the motor 10 outputs positive torque, the nut 63 moves left, and the nut 63 applies axial pressure to the outer ring 61 of the left cone clutch 50 through the radial positioning ring 661, the first thrust bearing 331 and the first spring diaphragm 541. Since the gear coupling disc 51 prevents the axial movement of the inner cone ring 52, the outer ring 61 pushes the middle cone ring 53 to press the inner cone ring 52, and the friction torque is generated at the inner ring surface and the outer ring surface of the middle cone ring 53, thereby combining the cone clutch 50, and the power of the transmission input shaft 2 is transmitted to the first driving gear 7 on the left side of the actuator, so that the transmission runs in the low speed gear. After the cone clutch 50 is combined, the control motor 10 is powered off, and the self-locking of the screw pair is realized. When the vehicle needs to switch to the high speed gear, the control motor 10 outputs reverse torque, the nut 63 first returns to the middle position, and the left side of the cone clutch 50 is disengaged under the action of its own return spring 55. Then continue to control the motor 10 to output reverse torque, so that the nut 63 moves right, combines the right side of the cone clutch 50, and transmits the power of the transmission input shaft 2 to the second driving gear 5, and then outputs.

[0096] At this point, those skilled in the art should recognize that although the exemplary embodiments of the present application have been shown and described in detail herein, many other variations and modifications can be determined or deduced directly from the disclosure of the present application in accordance with the principles of the present application without departing from the spirit and scope of the present application. Therefore, the scope of the present application should be understood and recognized as covering all these other variations or modifications.

Claims

1. A transmission, comprising: a cone clutch, the cone clutch comprising a middle cone ring, an inner cone ring and an outer ring, the inner and outer ring faces of the middle cone ring are both conical surfaces, the inner cone ring is arranged inside the middle cone ring, the outer ring face of the inner cone ring is a conical surface matched with the inner ring face of the middle cone ring, the outer ring has a conical ring face matched with the outer ring face of the middle cone ring, the outer ring is axially movable relative to the inner cone ring along the conical ring face, the middle cone ring and the outer ring are respectively used for connecting with two to-be-connected members, the cone clutch is configured to form a close-contact friction pair between the outer ring and the middle cone ring and between the middle cone ring and the inner cone ring when the outer ring is subjected to a pushing force urging the outer ring to approach the middle cone ring, so as to connect the two to-be-connected members; a rotating shaft and a target gear, the target gear is sleeved on the rotating shaft and is rotatable relative to the rotating shaft, the cone clutch is used for connecting or disconnecting the rotating shaft and the target gear; an actuator, the actuator comprising a motor, a second gear, a nut and a screw rod, a first gear is arranged on an output shaft of the motor, the second gear is engaged with the first gear, the outer surface of the nut is sleeved with the second gear, the screw rod forms a screw pair with the inner wall of the nut, the screw pair has a self-locking function, and the screw rod is fixedly connected with a housing of the transmission, so that when the motor drives the second gear and the nut to rotate relative to the screw rod, the nut is axially displaced to generate a pushing force directly or indirectly acting on the outer ring; wherein the number of the cone clutch is 2, the outer rings of the two cone clutches are respectively located on both sides of the nut, and the motor is used for outputting forward and reverse rotation torque, so that the two cone clutches share one actuator. 2.The transmission according to claim 1, further comprising: a reset spring, one end of which is fixedly arranged, and the other end of which is connected with the outer ring. 3.The transmission according to claim 1, wherein: the target gear is arranged at the rotating shaft through a supporting bearing. 4.The transmission according to claim 1, further comprising: a gear coupling disc, which is fixedly connected with the target gear and is preventatively rotationally connected with the middle cone ring; and the outer ring is sleeved on the rotating shaft and preventatively rotationally connected with the rotating shaft. 5.The transmission according to claim 4, wherein: the side of the middle cone ring close to the gear coupling disc is provided with a clamping tooth extending along the axial direction thereof, and the gear coupling disc is provided with a first slot matched with the clamping tooth. 6.The transmission according to claim 4, wherein: the outer ring is connected with the rotating shaft through a spline. The transmission further comprises: a check ring, which is sleeved on the rotating shaft, one side of which is in contact with the target gear, and the other side of which abuts against the reset spring. 8.The transmission according to claim 7, further comprising: a clamping spring, which is sleeved on the rotating shaft and located on the side of the outer ring away from the reset spring, and is used for limiting the axial displacement of the outer ring. ​ ​ ​ ​ ​ ​ ​ ​ 7. The transmission of claim 4, the cone clutch comprising a return spring, wherein, ​ ​ ​ ​ 9. The transmission of claim 1, further comprising a first buffer assembly disposed between the nut of the actuator and the outer ring. The first buffer assembly comprises a radial locating ring, a first thrust bearing and a first spring diaphragm abutting in sequence, the radial locating ring abutting the nut at a side away from the first thrust bearing for limiting radial displacement of the first thrust bearing, and the first spring diaphragm abutting the outer ring of the cone clutch at a side away from the first thrust bearing.

10. The transmission of claim 9, wherein The number of the cone clutch, the actuator and the first buffer assembly is multiple and identical, and each of the cone clutch is correspondingly disposed with one of the actuator and one of the first buffer assembly.

11. The transmission of claim 1, further comprising: a first buffer assembly and a second buffer assembly disposed at two axial sides of the nut, respectively; and a lock spring disposed in an axial through hole of the nut, two ends of the lock spring abutting the first buffer assembly and the second buffer assembly, respectively.

12. The transmission of claim 11, wherein The first buffer assembly comprises a radial locating ring, a first thrust bearing and a first spring diaphragm abutting in sequence, the radial locating ring abutting the nut at a side away from the first thrust bearing and connecting one end of the lock spring at the same time for limiting radial displacement of the first thrust bearing, and the first spring diaphragm abutting the outer ring of the cone clutch at a side away from the first thrust bearing.

13. The transmission of claim 11, wherein The second buffer assembly comprises a second thrust bearing, a washer, a transition ring, a third thrust bearing and a second spring diaphragm abutting in sequence along the axial direction of the rotating shaft, the second thrust bearing connecting the lock spring at an end face away from the washer, and the second spring diaphragm abutting the outer ring of the cone clutch at a side away from the transition ring.

14. The transmission of claim 13, wherein The nut is provided with a second slot at an end face away from the first buffer assembly, and the second slot also radially penetrates the outer ring face of the nut; The second thrust bearing and the washer are both sleeved at the second slot and both cooperate with the bottom face of the second slot in the radial direction.

15. The transmission of claim 14, wherein The transition ring is provided with a first boss and a second boss at two axial sides, respectively, the first boss cooperating with the peripheral face of the washer to limit radial displacement of the transition ring, and the second boss cooperating with the peripheral face of the third thrust bearing to limit radial displacement of the third thrust bearing.

16. The transmission of claim 1, wherein The screw rod comprises a plurality of connecting arms, each of the connecting arms is fixedly connected with the housing of the transmission.

17. The transmission of claim 16, wherein ​ The plurality of connecting arms are evenly arranged along the circumference of the screw rod, and each of the connecting arms extends along the radial direction of the screw rod.

18. The transmission of claim 1, wherein, The rotating shaft comprises a transmission input shaft and / or a transmission output shaft.

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