Automatic speed change mechanism

Abstract

The invention provides an automatic speed change mechanism, and belongs to the technical field of speed change. The problem of large abrasion loss is solved. The outer cover and the high-speed power transmission assembly are fixedly connected to the output shaft in the axial direction, the friction blocks are distributed in the outer cover in the circumferential direction, the outer side walls of the friction blocks abut against the inner circumferential wall of the outer cover, the high-speed power transmission assembly is in circumferential linkage with the input shaft, and the outer cover and the output shaft are fixed in the circumferential direction. The output shaft is further fixedly connected with a wedging disc in the axial direction, the friction blocks are located on the peripheral side of the wedging disc, wedging structures capable of driving the friction blocks to be in linkage in the circumferential direction when the wedging disc rotates are arranged between the wedging disc and the friction blocks respectively, the wedging disc is located on one side of the high-speed power transmission assembly, and the high-speed power transmission assembly is provided with a matching part. The wedging disc is provided with an abutting part, and a flexible combining piece which is located on the movement track of the matching part when the matching part rotates along with the high-speed power transmission assembly and has elasticity is arranged between the matching part and the abutting part. The device has the advantages of small abrasion loss, long service life and the like.

Description

Technical Field

[0001] The present invention belongs to the technical field of variable speed and relates to an automatic transmission mechanism. Background Art

[0002] Existing electric tricycles or electric bicycles are equipped with an automatic transmission mechanism to enable automatic forward movement and an automatic speed change function that can automatically switch between low-speed and high-speed forward movement. Further, a buffer structure is provided in the automatic transmission mechanism to buffer the circumferential transmission force during the automatic speed change process, thereby eliminating rigid collisions and reducing noise.

[0003] For example, the automatic transmission disclosed in Patent Application No. 202120840186.7 includes an input shaft, an output shaft parallel to the input shaft, an outer cover in a linkage relationship with the output shaft, and a rotating member that can be linked with the input shaft when the input shaft speed increases. A reduction gear pair is provided between the input shaft and the output shaft and can be disengaged from the reduction gear pair when the output shaft speed increases. Part of the rotating member is located inside the outer cover, and friction blocks are provided between the two. When the rotating member rotates, it can drive the friction blocks to rotate. An elastic member is also provided inside the outer cover to act on the friction blocks to make them contact the inner peripheral wall of the outer cover to form a frictional force; among them, when the rotating member rotates, it specifically drives the friction blocks to rotate through the cooperation of roller two and the wedging groove or the movement of the matching block along the inclined plane and other such wedging structures. When moving forward in the first gear, the input shaft receives the driving force of the motor and rotates at a low speed. The input shaft drives the output shaft to rotate at a low speed through the reduction gear pair. At the same time, the output shaft drives the outer cover to rotate at a low speed, and the outer cover drives the friction blocks to rotate at a low speed under the action of the frictional force. When moving forward in the second gear, the input shaft receives the driving force of the motor and rotates at a high speed. The speed of the input shaft increases and directly drives the rotating member to rotate at a high speed. At this time, the rotating member drives the friction blocks to rotate, causing an instant increase in the turning of the friction blocks. The speed of the outer cover is less than the speed of the rotating member because it is the same as the output shaft speed (the speed of the output shaft is less than the speed of the input shaft due to the reduction gear pair). In this way, a speed difference will be formed between the friction blocks and the outer cover, so slipping will occur between the friction blocks and the outer cover. Then, the rotating member gradually drives the outer cover to rotate synchronously under the action of the frictional force between the friction blocks and the outer cover, and the outer cover transmits the power to the output shaft to achieve speed increase. Then, the output shaft disengages from the reduction gear pair due to the increase in speed.

[0004] The above automatic transmission achieves buffering through the slipping between the friction blocks and the outer cover. The number of slipping turns between the friction blocks and the outer cover is not restricted, which means the buffering stroke is not restricted, so it has a good buffering effect. However, it is found in actual use that when the rotating part starts to rotate, the wedging structure between the rotating part and the friction blocks can easily be fully wedged in place, causing the rotating part and the friction blocks to form a circumferential linkage. Moreover, under the action of the wedging structure, the rotating part will apply a certain thrust along its radial direction on the friction blocks. This results in that every time when switching from low speed to high speed, each friction block will generate a certain impact on the outer cover along the radial direction of the rotating part. At the same time, there may also be a situation where the matching angles between each friction block and the inner wall of the outer cover are not accurate enough. Thus, the combined effect of these factors increases the wear amount of the friction blocks. Summary of the Invention

[0005] The object of the present invention is to address the above problems existing in the prior art and propose an automatic transmission mechanism, which solves the problem of large wear amount.

[0006] The object of the present invention can be achieved by the following technical solutions:

[0007] An automatic transmission mechanism, comprising an input shaft, an output shaft, an outer cover and a high-speed power transmission assembly that are axially and fixedly connected to the output shaft, and a plurality of friction blocks that are circumferentially distributed inside the outer cover and whose outer side walls abut against the inner circumferential wall of the outer cover. The high-speed power transmission assembly is circumferentially linked with the input shaft, and the outer cover is circumferentially fixed to the output shaft. It is characterized in that a wedging disk is also axially and fixedly connected to the output shaft. Each friction block is located on the outer peripheral side of the wedging disk. A wedging structure is respectively provided between the wedging disk and each friction block, which can drive each friction block to perform circumferential linkage when the wedging disk rotates. The wedging disk is located on one side of the high-speed power transmission assembly. The high-speed power transmission assembly has a matching part, and the wedging disk has an abutting part. An elastic flexible coupling member is provided between the matching part and the abutting part and is located on the movement trajectory of the matching part when it rotates with the high-speed power transmission assembly.

[0008] When the vehicle switches from low speed to high speed forward, the input shaft receives the power of the motor and drives the high-speed power transmission component to rotate at high speed. Since the wedge disc axially fixed on one side of the high-speed power transmission component is also axially fixed on the output shaft, the high-speed power transmission component has a mating portion, the wedge disc has an abutting portion, and an elastic flexible coupling member is provided between the mating portion and the abutting portion on the movement trajectory of the mating portion when the high-speed power transmission component rotates. Each friction block is located on the outer peripheral side of the wedge disc, and a wedging structure is provided between the wedge disc and each friction block to drive each friction block to move circumferentially when the wedge disc rotates. Therefore, after the high-speed power transmission component starts to rotate, the following transmission process will occur: Due to the existence of the wedging structure, the wedge disc is subjected to a certain force. The existence of this force causes the high-speed power transmission component not to directly drive the wedge disc to rotate when it starts to rotate. Instead, the power receiving component will first compress the flexible coupling member through the mating portion and then drive the wedge disc to rotate. Then, the wedge disc will drive each friction block to rotate circumferentially through the action of the wedging structure. During this process, when the wedge disc and each friction block are wedged a little tighter, the flexible coupling member will be compressed a little more until the flexible coupling member is no longer compressed; when each friction block is driven by the wedge disc to rotate circumferentially, since the rotational speed of the outer cover is less than the rotational speed of the wedge disc (since the output shaft and the outer cover are circumferentially fixed, that is, the outer cover is still at the rotational speed when the vehicle is moving forward at low speed), a speed difference will be formed between each friction block and the outer cover, causing slippage between the friction block and the outer cover. After the slippage, the wedge disc starts to gradually drive the outer cover to rotate synchronously under the action of the friction force between each friction block and the outer cover, and the outer cover transmits the power to the output shaft to achieve speed increase. By means of the slippage between the outer cover and each friction block, the transmission force instantaneously increased due to the instantaneous speed increase of the motor output shaft is buffered, thereby avoiding rigid collision and reducing noise. Moreover, through the settings of the mating portion, the flexible coupling member and the abutting portion, a soft coupling method is realized among the high-speed power transmission component, the wedge disc and each friction block, making the combination between each friction block and the outer cover softer. Especially when the mating angle between each friction block and the inner wall of the outer cover is not so good, a certain amount of retraction can be achieved through the reverse compression of the elastic coupling member, reducing the wear between each friction block and the outer cover at the moment when the rotational speed of the high-speed power transmission component increases, and extending the service life.

[0009] In the above automatic transmission mechanism, an arc-shaped mating groove concentric with the output shaft is provided on the wedge disc, the mating portion is block-shaped and located in the mating groove, and the abutting portion is at the position of the end wall of the mating groove along the arc on the wedge disc.

[0010] The mating part is block-shaped and located in the mating groove, and the abutting part is the position of the groove wall at one end of the mating groove along the arc of the wedge disk. The mating groove can provide guidance for the mating part when the high-speed power transmission component rotates, and constrain the mating part, the flexible coupling part and the abutting part to the same plane, so that the flexible coupling part is stably compressed during the process of the mating part rotating with the high-speed power transmission component, so as to ensure that the high-speed power transmission component, the wedge disk and the friction blocks can be flexibly combined to reduce wear and extend service life.

[0011] In the above-mentioned automatic transmission mechanism, as another technical solution, the high-speed power transmission assembly is provided with an arc groove concentrically arranged with the output shaft, the abutment portion is block-shaped and located in the arc groove, and the mating portion is the position of the high-speed power transmission assembly at one end of the arc groove along the arc.

[0012] The abutting portion is block-shaped and located in the arc groove, and the matching portion is the position of the groove wall at one end of the arc groove along the arc of the high-speed power transmission component. This arrangement can constrain the matching portion, the flexible coupling and the abutting portion to the same plane, so that the flexible coupling is stably compressed during the rotation of the matching portion with the high-speed power transmission component, thereby ensuring that the high-speed power transmission component, the wedging disk and the friction blocks can be flexibly coupled to reduce wear and extend service life.

[0013] In the above-mentioned automatic transmission mechanism, the flexible coupling member is a spring, one end of the spring directly or indirectly abuts against the matching portion, and the other end of the spring directly or indirectly abuts against the abutting portion.

[0014] The flexible coupling part is a spring, one end of the spring directly or indirectly abuts against the mating part, and the other end of the spring directly or indirectly abuts against the abutting part, so that when the mating part moves with the rotation of the high-speed power transmission component, the spring will be compressed under the cooperation of the wedging structure, so that the high-speed power transmission component, the wedging disk and the friction blocks can be flexibly coupled to reduce wear.

[0015] In the above-mentioned automatic transmission mechanism, a guide pin with an outer diameter slightly smaller than the inner diameter of the spring is passed through the spring, the length of the guide pin is smaller than the length of the spring, one end of the guide pin extends out of the end of the spring away from the mating part, and the end of the guide pin has a head for the spring to abut against.

[0016] The guide pin can be used to constrain the direction in which the spring is compressed, ensuring that the direction in which the spring is compressed is the same each time the vehicle switches from low speed to high speed, reducing the excess loss of the spring caused by different compression directions, thereby ensuring that the high-speed power transmission components, the wedging plate and the friction blocks can be flexibly combined for a long time and effectively to reduce wear.

[0017] In the above-mentioned automatic transmission mechanism, as another technical solution, the flexible coupling member is in the shape of a strip block and is made of polyurethane material.

[0018] Polyurethane material is a good elastomeric material. The flexible coupling piece is set as a strip-shaped block made of polyurethane material, which can also be stably compressed by the mating part when the high-speed power transmission component rotates to enable flexible coupling between the high-speed power transmission component, the wedging plate and the friction blocks to reduce wear.

[0019] In the above-mentioned automatic transmission mechanism, the friction blocks are arc-shaped, and both ends of each friction block have clearances with corresponding ends of two adjacent friction blocks.

[0020] The friction block is arc-shaped, and both ends of each friction block and the corresponding ends of the two adjacent friction blocks have a clearance gap. The setting of the clearance gap makes the friction blocks not abut against each other. In this way, when the outer wall of the friction block and the inner wall of the outer cover do not fit well, the friction block can use the clearance gap to automatically adjust a certain posture, thereby ensuring effective contact between the outer wall of the friction block and the inner wall of the outer cover.

[0021] In the above-mentioned automatic transmission mechanism, a coupling block is protrudingly provided on the inner side wall of the friction block, a coupling recess is provided on the outer peripheral side of the wedging disk, the coupling block is located in the coupling recess, and the wedging structure includes a wedging surface 1 located on the coupling block and a wedging surface 2 located in the coupling recess and abutting against the wedging surface 1. The wedging surface 2 can move along the wedging surface 1 when the wedging disk rotates and press the friction block in the radial direction of the wedging disk.

[0022] In the above-mentioned automatic transmission mechanism, as another technical solution, a coupling block is protruding from the inner wall of the friction block, and the wedging structure includes a wedging groove provided on the inner side of the coupling block and a wedging roller provided in the wedging groove. When the high-speed power transmission component rotates, the wedging roller moves along the wedging groove and combines the high-speed power transmission component with the friction block.

[0023] The automatic transmission mechanism comprises an input shaft, an output shaft, an outer cover and a high-speed power transmission component axially fixed to the input shaft, and a plurality of friction blocks circumferentially distributed in the outer cover and whose outer wall abuts against the inner circumferential wall of the outer cover. The high-speed power transmission component is circumferentially linked with the input shaft, and the outer cover is circumferentially linked with the output shaft. The invention is characterized in that a wedging disk is also axially fixed to the input shaft, each friction block is located on the outer circumferential side of the wedging disk, and a wedging structure is respectively provided between the wedging disk and each friction block, which can drive each friction block to be linked circumferentially when the wedging disk rotates. The wedging disk is located on one side of the high-speed power transmission component, the high-speed power transmission component has a mating portion, the wedging disk has an abutting portion, and a flexible coupling member with elasticity is provided between the mating portion and the abutting portion, which is located on the motion trajectory of the mating portion when the high-speed power transmission component rotates.

[0024] When the vehicle switches from low speed to high speed forward, the input shaft receives the power of the motor and drives the high-speed power transmission component to rotate at high speed. Since the input shaft is also axially fixed with a wedge disc on one side of the high-speed power transmission component, the high-speed power transmission component has a mating part, the wedge disc has an abutting part, and a flexible coupling is provided between the mating part and the abutting part on the movement trajectory of the mating part when it rotates with the high-speed power transmission component. Each friction block is located on the outer peripheral side of the wedge disc, and a wedging structure is provided between the wedge disc and each friction block that can drive each friction block to move circumferentially when the wedge disc rotates. Therefore, after the high-speed power transmission component starts to rotate, the following transmission process will occur: Due to the existence of the wedging structure, the wedge disc is subjected to a certain force. The existence of this force causes the wedge disc not to be directly driven to rotate when the high-speed power transmission component starts to rotate. Instead, the power receiving component first compresses the flexible coupling through the mating part and then drives the wedge disc to rotate. Then, the wedge disc drives each friction block to rotate circumferentially through the action of the wedging structure. During this process, when the wedge disc and each friction block are wedged a little tighter, the flexible coupling will be compressed a little more until the flexible coupling is no longer compressed; when each friction block is driven by the wedge disc to rotate circumferentially, since the rotational speed of the outer cover is less than that of the wedge disc (since the output shaft and the outer cover are linked circumferentially, that is, the outer cover is still at the rotational speed when the vehicle is moving forward at low speed), a speed difference will be formed between each friction block and the outer cover, causing the friction block and the outer cover to slip. After the slip, the wedge disc begins to gradually drive the outer cover to rotate synchronously under the action of the friction force between each friction block and the outer cover, and the outer cover transmits the power to the output shaft to achieve speed increase. By slipping between the outer cover and each friction block, the transmission force instantaneously increased due to the instantaneous speed increase of the motor output shaft is buffered, thereby avoiding rigid collision to reduce noise. Moreover, through the settings of the mating part, the flexible coupling and the abutting part, a soft combination method is realized among the high-speed power transmission component, the wedge disc and each friction block, making the combination between each friction block and the outer cover softer. Especially when the mating angle between each friction block and the inner wall of the outer cover is not so good, a certain amount of retraction can be achieved through the reverse compression of the elastic coupling, reducing the wear between each friction block and the outer cover at the moment when the rotational speed of the high-speed power transmission component increases, and extending the service life.

[0025] Compared with the prior art, the present automatic transmission mechanism is provided with a wedge disc on one side of the high-speed power transmission component. The wedge disc is located inside each friction block, and a linkage cooperation is formed between the wedge disc and the high-speed power component through the mating part, the flexible coupling and the abutting part. Thus, a soft combination method is realized among the high-speed power transmission component, the wedge disc and each friction block, making the combination between each friction block and the outer cover softer, reducing the wear between each friction block and the outer cover at the moment when the rotational speed of the high-speed power transmission component increases, and extending the service life. Brief Description of the Drawings

[0026] Figure 1 is a schematic diagram of the automatic transmission mechanism in the first embodiment.

[0027] Figure 2 is a schematic diagram at the output shaft in the first embodiment.

[0028] Figure 3 is a sectional view at the output shaft in the first embodiment.

[0029] Figure 4 is Figure 3 a sectional view taken along the A-A direction in

[0030] Figure 5 is a schematic diagram of the cooperation between the wedging disc and each friction block.

[0031] Figure 6 is a schematic diagram of the structure of the friction block.

[0032] Figure 7 is an exploded view of the control member, the transmission member and the outer ring.

[0033] Figure 8 is a schematic diagram of the cooperation between the transmission member and the wedging disc.

[0034] Figure 9 is an exploded view of the transmission member and the wedging disc.

[0035] Figure 10 is an exploded view of the two driving blocks and the control member.

[0036] Figure 11 is a sectional view of the two driving blocks and the control member.

[0037] In the figure, 1, input shaft; 2, output shaft; 3, outer cover; 4, high-speed power transmission assembly; 5, friction block; 5a, connecting block; 5a1, first wedging surface; 6, low-speed input gear; 7, inner ring; 8, first roller; 9, wedging disc; 9a, abutting portion; 9b, mating groove; 9c, connecting notch; 9c1, second wedging surface; 10, mating portion; 11, flexible coupling; 12, disc; 12a, mounting hole; 13, acting spring; 14, high-speed input gear; 15, rotating member; 15a, bottom plate; 15b, outer ring; 16, transmission member; 17, driving block; 17a, clamping portion; 18, control member; 18a, plate body; 18b, convex block; 18c, mating head; 18c1, arc connecting surface; 18c2, abutting surface; 19, second roller; 20, magnetic block; 21, abutting block; 22, clearance; 23, low-speed output gear; 24, high-speed output gear; 25, external spline sleeve. Detailed Description of the Invention

[0038] The following are specific embodiments of the present invention. In combination with the accompanying drawings, the technical solutions of the present invention will be further described, but the present invention is not limited to these embodiments.

[0039] Embodiment 1

[0040] As Figures 1-9 shown, the automatic transmission mechanism includes an input shaft 1, an output shaft 2 parallel to the input shaft 1, an outer cover 3 and a high-speed power transmission component 4 both axially fixed on the output shaft 2, and a plurality of friction blocks 5 located inside the outer cover 3 and circumferentially distributed. The outer cover 3 is circumferentially fixed to the output shaft 2. Specifically, a low-speed input gear 6 and an inner ring 7 are also axially fixedly connected to the output shaft 2. The inner ring 7 is located inside the low-speed input gear 6 and is circumferentially fixed to the output shaft 2. A one-way circumferential transmission is achieved between the low-speed input gear 6 and the inner ring 7 through a plurality of rollers 8. The outer cover 3 is located on one side of the inner ring 7. A plurality of slots are provided on the side of the inner ring 7 close to the outer cover 3, and the outer cover 3 correspondingly has a plurality of insertion blocks. The outer cover 3 and the inner ring 7 are circumferentially fixed through the cooperation of the insertion blocks and the slots. The center of the outer cover 3 has a spline hole, and the output shaft 2 correspondingly has an external spline that cooperates with the spline hole to form circumferential fixation between the two. A wedging disc 9 is also axially fixed to the output shaft 2. Each friction block 5 is located on the outer peripheral side of the wedging disc 9, and a wedging structure that enables one-way circumferential linkage between the wedging disc 9 and each friction block 5 is respectively provided therebetween. The wedging disc 9 is located on one side of the high-speed power transmission component 4. The high-speed power transmission component 4 has a mating portion 10, and the wedging disc 9 has an abutting portion 9a. An elastic flexible coupling member 11 is provided between the mating portion 10 and the abutting portion 9a and is located on the movement track of the mating portion 10. A disc 12 is also axially fixed to the output shaft 2. The disc 12 is located on the other side of the wedging disc 9, and each friction block 5 is located on the outer peripheral side of the disc 12. A plurality of mounting holes 12a are provided on the disc 12 in the circumferential direction. Each mounting hole 12a is opened along the radial direction of the disc 12. A working spring 13 is provided in the mounting hole 12a, and the working spring 13 abuts against the friction block 5 to make it contact the inner peripheral wall of the outer cover 3.

[0041] Among them, as Figure 1 、 Figure 2 、 Figure 3 、 Figure 7 、 Figure 10 and Figure 11As shown, a high-speed input gear 14 is also axially fixed to the output shaft 2. The high-speed power transmission assembly 4 includes a rotating member 15 and a transmission member 16 located inside the rotating member 15 and capable of engaging and disengaging with it. In this embodiment, the rotating member 15 is circumferentially fixed to the high-speed input gear 14. The transmission member 16 is annular, and the engaging portion 10 is located on the transmission member 16. Further, the rotating member 15 includes a bottom plate 15a that is circumferentially fixed to the high-speed input gear 14 by concave-convex cooperation and an outer ring 15b fixed to the bottom plate 15a. The high-speed power transmission assembly 4 further includes two driving blocks 17 respectively hinged to the bottom plate 15a and a control member 18 axially fixed to the output shaft 2. A one-way circumferential transmission between the transmission member 16 and the outer ring 15b of the rotating member 15 is achieved through a number of second rollers 19. The control member 18 has an annular plate body 18a, a number of protrusions 18b circumferentially distributed on one side edge of the plate body 18a, and a fitting head 18c protruding from the center of the other side of the plate body 18a and having a through hole concentric with the central hole of the plate body 18a. The transmission member 16 abuts against the plate body 18a. The two driving blocks 17 are symmetrically distributed outside the fitting head 18c of the control member 18, and the two driving blocks 17 can swing when the rotating member 15 rotates and drive the fitting head 18c to rotate. Each protrusion 18b is located between the transmission member 16 and the outer ring 15b, and each second roller 19 is respectively located between two adjacent protrusions 18b. The rotation of the control member 18 can drive the movement of each second roller 19 to change its position to control the circumferential linkage or disengagement (i.e., engagement and disengagement) between the outer ring 15b and the transmission member 16. Two magnetic blocks 20 are also fixedly connected to the bottom plate 15a. The two magnetic blocks 20 are spaced from the two driving blocks 17. The two driving blocks 17 are both arc-shaped. One end of the driving block 17 is a clamping portion 17a, and the other end of the driving block 17 is adsorbed on the corresponding magnetic block 20. The hinge point of the driving block 17 and the bottom plate 15a is located near the clamping portion 17a. The length from the end of the driving block 17 adsorbed to the magnetic block 20 to the hinge point of the driving block 17 and the bottom plate 15a is greater than the length from the hinge point of the driving block 17 and the bottom plate 15a to the end of the clamping portion 17a. The outer side of the fitting head 18c has two arc-shaped connecting surfaces 18c1 with a radian of 180 degrees each. The radii of the two arc-shaped connecting surfaces 18c1 are the same. The center lines of the two arc-shaped connecting surfaces 18c1 are parallel to the center line of the through hole, and the center line of the through hole is located between the center lines of the two arc-shaped connecting surfaces 18c1. An abutting surface 18c2 is respectively connected between the adjacent ends of the two arc-shaped connecting surfaces 18c1.

[0042] Regarding how the two driving blocks 17 drive the control member 18 to rotate, the following is the explanation: Since the two driving blocks 17 are hinged to the bottom plate 15a of the rotating member 15, and the rotating member 15 is circumferentially fixed to the high-speed input gear 14. When the high-speed input gear 14 rotates at a high speed, the two driving blocks 17 will have a tendency to move outward from the rotating member 15. However, at the same time, the length from the end of the driving block 17 that is adsorbed to the magnet block 20 to the hinge point of the driving block 17 and the bottom plate 15a is greater than the length from the hinge point of the driving block 17 and the bottom plate 15a to the end of the clamping portion 17a (a longer length means a heavier weight). This will cause a state where the end of the driving block 17 that is adsorbed to the magnet block 20 swings outward and the clamping portion 17a moves inward. In this way, the clamping portions 17a of the two driving blocks 17 will simultaneously contact the outer sidewall of the mating head 18c of the control member 18, and in the subsequent high-speed rotation of the high-speed input gear 14, the clamping portions 17a of the two driving blocks 17 will respectively move along the two arc-shaped connecting surfaces 18c1 to abut against the two abutting surfaces 18c2 and push the control member 18 to rotate.

[0043] Further, as Figure 3 、 Figure 4 、 Figure 5 、 Figure 8 and Figure 9 shown, the wedging disc 9 is provided with a mating groove 9b that is arc-shaped and concentric with the output shaft 2. The mating portion 10 is block-shaped and protrudes from one side of the transmission member 16. The mating portion 10 is integrally fixed to the transmission member 16. The mating portion 10 is located in the mating groove 9b and can move along it. The abutting portion 9a is at the position of the end wall of the mating groove 9b along the arc of the wedging disc 9. The flexible coupling member 11 is a spring. One end of the spring abuts directly or indirectly against the mating portion 10, and the other end of the spring abuts directly or indirectly against the abutting portion 9a. In this embodiment, the number of springs is two. There is an abutting block 21 between the two springs. One end of one spring abuts against the mating portion 10 and the abutting block 21 respectively, and the two ends of the other spring abut against the abutting block 21 and the abutting portion 9a respectively. Further, the number of mating grooves 9b is two and they are symmetrically distributed with respect to the center of the wedging disc 9. The number of mating portions 10 is two, and flexible coupling members 11 are provided in both mating grooves 9b.

[0044] As Figure 4 、 Figure 5 and Figure 6As shown, a coupling block 5a protrudes from the inner side wall of the friction block 5 corresponding to the wedging disc 9 (i.e., not including the inner side wall of the friction block 5 corresponding to the disc 12). The outer peripheral side of the wedging disc 9 has a coupling notch 9c, and the coupling block 5a is located within the coupling notch 9c. The wedging structure includes a first wedging surface 5a1 on the coupling block 5a and a second wedging surface 9c1 located within the coupling notch 9c and abutted against the first wedging surface 5a1. The second wedging surface 9c1 can move along the first wedging surface 5a1 when the wedging disc 9 rotates and radially push the friction block 5 along the wedging disc 9. The friction block 5 is arc-shaped, and there are clearance spaces 22 between the two ends of each friction block 5 and the corresponding ends of the adjacent two friction blocks 5. The provision of the clearance spaces 22 enables the friction blocks 5 not to be in mutual abutment. In this way, when the machining accuracy of the outer side wall of the friction block 5 is not so high, the friction block 5 can utilize the clearance spaces 22 for automatic adjustment of a certain posture to ensure effective contact between the outer side wall of the friction block 5 and the inner peripheral wall of the outer cover 3.

[0045] As Figure 1 shown, a low-speed output gear 23 meshing with the low-speed input gear 6 and a high-speed output gear 24 meshing with the high-speed input gear 14 are fixedly connected to the input shaft 1. The outer diameter of the low-speed input gear 6 is greater than the outer diameter of the low-speed output gear 23, and the outer diameter of the high-speed input gear 14 is greater than the outer diameter of the high-speed output gear 24. The transmission ratio of the high-speed output gear 24 to the high-speed input gear 14 is greater than the transmission ratio of the low-speed output gear 23 to the low-speed input gear 6, approximately 2 - 2.5 times. An external spline sleeve 25 for connecting with a vehicle wheel hub is fixedly connected to the output shaft 2.

[0046] In the running state, power is output by the motor. The input shaft 1 receives the power of the motor and transmits it to the output shaft 2 for output. The vehicle has two states: low-speed forward and high-speed forward. Specifically, a driving gear can be fixed on the output shaft 2 of the motor, and then a driven gear meshing with the driving gear is fixed on the input shaft 1, so that the input shaft 1 can receive the power of the motor to rotate. When the vehicle needs to move forward at a low speed, the motor outputs a relatively low rotational speed and transmits it to the input shaft 1 to make it rotate at a low speed. The input shaft 1 drives the low-speed input gear 6 to rotate through the low-speed output gear 23 and drives the high-speed input gear 14 to rotate through the high-speed output gear 24. Although the rotational speed of the high-speed input gear 14 is greater than that of the low-speed input gear 6 due to the transmission ratio, because the output rotational speed of the motor is low, the rotational speed of the high-speed input gear 14 is not sufficient to make the two driving blocks 17 swing against the magnetic force of the magnetic block 20. In this way, the control member 18 will not be driven by the driving block 17 to control the movement of the second roller 19 to circumferentially combine the outer ring 15b of the rotating member 15 with the transmission member 16, that is, the rotating member 15 and the transmission member 16 are not combined together. At this time, power is transmitted from the low-speed input gear 6 to the inner ring 7 through the first roller 8, and then the inner ring 7 drives the outer cover 3 to rotate together, and the outer cover 3 transmits the power to the output shaft 2 to make it rotate.

[0047] When the vehicle needs to move forward at a high speed, the output rotational speed of the motor is controlled to increase so that the input shaft 1 rotates at a high speed. The rotational speed of the high-speed input gear 14 is also greater than that of the low-speed input gear 6 and the high-speed input gear 14 rotates at a relatively high rotational speed, making the two driving blocks 17 swing against the suction force of the magnetic block 20 and push the control member 18 to rotate. Through the rotation of the control member 18, the second rollers 19 are driven to the position where the outer ring 15b of the rotating member 15 and the transmission member 16 are circumferentially linked. The high-speed input gear 14 thus drives the transmission member 16 to rotate at a high speed. At the beginning when the vehicle switches to high-speed forward, the outer cover 3 still rotates at a low speed along with the output shaft 2. Since the wedge disk 9 is located on one side of the transmission member 16, the wedge disk 9 has an abutting portion 9a, a mating portion 10 is provided on the transmission member 16, and a flexible coupling member 11 located on the movement track of the mating portion 10 is provided between the mating portion 10 and the abutting portion 9a. Each friction block 5 is located on the outer peripheral side of the wedge disk 9, and a wedging structure capable of driving each friction block 5 to circumferentially move together when the wedge disk 9 rotates is provided between the wedge disk 9 and each friction block 5. Therefore, after the transmission member 16 starts to rotate, the following transmission process will occur: Due to the existence of the wedging structure, the wedge disk 9 is subjected to a certain acting force. The existence of this acting force makes it so that when the transmission member 16 starts to rotate, it will not directly drive the wedge disk 9 to rotate, but will first compress the flexible coupling member 11 by the transmission member 16 through the mating portion 10 and then drive the wedge disk 9 to rotate (in this embodiment, the mating portion 10 moves along the mating groove 9b in this state, and its movement direction is in Figure 4The wedge plate 9 then drives each friction block 5 to rotate in the circumferential direction through the cooperation of the wedging surface 1 5a1 and the wedging surface 2 9c1. In this process, the flexible joint 11 will be compressed a little more after the wedging plate 9 and each friction block 5 are wedged a little, until the flexible joint 11 is no longer compressed. When each friction block 5 is driven by the wedge plate 9 to rotate in the circumferential direction, since the rotation speed of the outer cover 3 is less than the rotation speed of the wedge plate 9, a speed difference will be formed between each friction block 5 and the outer cover 3, so that the friction block 5 and the outer cover 3 will slip. After the slip, the wedge plate 9 starts to gradually drive the outer cover 3 to rotate synchronously under the action of the friction force between each friction block 5 and the outer cover 3, and the outer cover 3 transmits the power to the output shaft 2 to increase the speed. At the same time, since the inner ring 7 and the outer cover 3 are fixed in the circumferential direction, it means that its rotation speed becomes greater than the low-speed input gear 6, so that the two are disengaged in the circumferential direction. The outer cover 3 and the friction blocks 5 are slipped to buffer the transmission force that is increased instantly due to the instantaneous speed increase of the transmission member 16, thereby avoiding rigid collision and reducing noise. Moreover, by setting the matching portion 10, the flexible coupling member 11 and the abutting portion 9a, a soft coupling method is achieved between the transmission member 16, the wedging disk 9 and the friction blocks 5, making the coupling between the friction blocks 5 and the outer cover 3 softer, reducing the wear between the friction blocks 5 and the outer cover 3 at the moment when the speed of the transmission member 16 increases, and extending the service life.

[0048] Embodiment 2

[0049] The structure and principle of this embodiment are basically the same as those of the first embodiment, except that: in this embodiment, a guide pin with an outer diameter slightly smaller than the inner diameter of the spring is passed through the spring, the length of the guide pin is smaller than the length of the spring, one end of the guide pin extends out of an end of the spring away from the mating portion 10, and the end of the guide pin has a head for the spring to abut against.

[0050] Embodiment 3

[0051] The structure and principle of this embodiment are basically the same as those of the first embodiment, except that: in this embodiment, an arc groove concentrically arranged with the output shaft 2 is provided on the high-speed power transmission component 4, the abutment portion 9a is block-shaped and located in the arc groove, and the matching portion 10 is the position of the groove wall of one end of the high-speed power transmission component 4 along the arc of the arc groove.

[0052] Embodiment 4

[0053] The structure and principle of this embodiment are basically the same as those of the first embodiment, except that in this embodiment, the flexible coupling member 11 is in the shape of a strip block and is made of polyurethane material.

[0054] Embodiment 5

[0055] The structure and principle of this embodiment are basically the same as those of Embodiment 1, except that: in this embodiment, a connecting block 5a protrudes from the inner side wall of the friction block 5, and the wedging structure includes a wedging groove provided inside the connecting block 5a and a wedging roller provided in the wedging groove. When the transmission member 16 of the high-speed power transmission assembly 4 rotates, the wedging roller moves along the wedging groove and causes the transmission member 16 and the friction block 5 to be circumferentially linked.

[0056] Embodiment Six

[0057] An automatic transmission mechanism includes an input shaft 1, an output shaft 2, an outer cover 3 and a high-speed power transmission assembly 4 that are axially fixed to the input shaft 1, and a plurality of friction blocks 5 that are circumferentially distributed inside the outer cover 3 and whose outer side walls abut against the inner circumferential wall of the outer cover 3. The high-speed power transmission assembly 4 is circumferentially linked with the input shaft 1, and the outer cover 3 is circumferentially linked with the output shaft 2. A wedging disc 9 is also axially fixed to the input shaft 1. Each friction block 5 is located on the outer circumferential side of the wedging disc 9. A wedging structure that can drive each friction block 5 to be circumferentially linked when the wedging disc 9 rotates is provided between the wedging disc 9 and each friction block 5. The wedging disc 9 is located on one side of the high-speed power transmission assembly 4. The high-speed power transmission assembly 4 has a mating portion 10, and the wedging disc 9 has an abutting portion 9a. An elastic flexible coupling member 11 is provided between the mating portion 10 and the abutting portion 9a and is located on the movement trajectory of the mating portion 10 when it rotates with the high-speed power transmission assembly 4. In this embodiment, the high-speed input gear 14 is circumferentially fixed to the output shaft 2, the outer cover 3 is circumferentially fixed to the high-speed output gear 24, and the specific structure of the high-speed power transmission assembly 4, the mating relationship between the rotating member 15 and the transmission member 16 in the high-speed power transmission assembly 4, the specific structure of the friction block 5, and the mating relationship between the transmission member 16 and the friction block 5 are all the same as those in Embodiment 1 and will not be elaborated here. The difference is that the bottom plate 15a of the rotating member 15 in the high-speed power transmission assembly 4 is directly fixedly connected to the input shaft 1.

[0058] In the running state, power is output by the motor. The input shaft 1 receives the power of the motor and transmits it to the output shaft 2 for output. The vehicle has two states: low-speed forward and high-speed forward. When the vehicle needs to move forward at low speed, the motor outputs a relatively low speed and transmits it to the input shaft 1 to make it rotate at a low speed. The input shaft 1 drives the low-speed input gear 6 to rotate through the low-speed output gear 23, and the low-speed input gear 6 transmits it to the inner ring 7 through the roller 8, and the inner ring 7 transmits it to the output shaft 2 to make it rotate. In this state, since the input shaft 1 rotates at a relatively low speed, it will not drive the transmission member 16 to rotate through the rotating member 15. At this time, the outer cover 3 rotates at a low speed under the meshing action of the high-speed output gear 24 and the high-speed input gear 14 (because the high-speed input gear 14 is fixed to the output shaft 2, and when the rotating member 15 and the transmission member 16 are not engaged, it is the output shaft 2 that drives the outer cover 3 to rotate in reverse).

[0059] When the vehicle needs to move forward at high speed, the output speed of the motor is controlled to increase, causing the input shaft 1 to rotate at high speed. Since the speed of the input shaft 1 increases, the rotating member 15 drives the transmission member 16 to rotate synchronously (for how the two can achieve transmission, refer to Embodiment 1). The transmission member 16 drives the wedge disk 9 to rotate, and the wedge disk 9 drives each friction block 5 to rotate at high speed (for how the power is transmitted here, refer to Embodiment 1). Since the speed of the outer cover 3 is less than that of the wedge disk 9 at this time, a speed difference is formed between each friction block 5 and the outer cover 3, causing the friction block 5 to slip relative to the outer cover 3. After the slipping, the wedge disk 9 begins to gradually drive the outer cover 3 to rotate synchronously under the action of the frictional force between each friction block 5 and the outer cover 3, and the outer cover 3 transmits the power to the output shaft 2 through the engagement of the high-speed input gear 14 and the high-speed output gear 24 to achieve speed increase. At the same time as the output shaft 2 increases in speed, the inner ring 7 also increases in speed because it is circumferentially fixed to the output shaft 2, and the speed of the inner ring 7 becomes greater than that of the low-speed input gear 6, causing the two to disengage circumferentially.

[0060] The specific embodiments described herein are merely illustrative of the spirit of the present invention. Those skilled in the art to which the present invention pertains can make various modifications or supplements to the described specific embodiments or use similar ways to substitute them, but will not deviate from the spirit of the present invention or exceed the scope defined by the appended claims.

Claims

1. An automatic transmission mechanism, comprising an input shaft (1), an output shaft (2), an outer cover (3) and a high-speed power transmission assembly (4) that are axially fixed to the output shaft (2), and a plurality of friction blocks (5) that are circumferentially distributed inside the outer cover (3) and whose outer side walls abut against the inner circumferential wall of the outer cover (3). The high-speed power transmission assembly (4) is circumferentially linked to the input shaft (1), and the outer cover (3) is circumferentially fixed to the output shaft (2). It is characterized in that, A wedge disc (9) is also axially and fixedly connected to the output shaft (2). Each friction block (5) is located on the outer peripheral side of the wedge disc (9). A wedging structure is provided between the wedge disc (9) and each friction block (5) which can drive each friction block (5) to move circumferentially in linkage when the wedge disc (9) rotates. The wedge disc (9) is located on one side of the high-speed power transmission assembly (4). The high-speed power transmission assembly (4) has a mating part (10), and the wedge disc (9) has an abutting part (9a). An elastic flexible coupling member (11) is provided between the mating part (10) and the abutting part (9a) and is located on the movement track of the mating part (10) when it rotates with the high-speed power transmission assembly (4).

2. The automatic transmission mechanism according to claim 1, characterized in that, The wedge disc (9) is provided with a mating groove (9b) which is arc-shaped and concentric with the output shaft (2). The mating part (10) is block-shaped and is located in the mating groove (9b). The abutting part (9a) is at the position of the end wall of the mating groove (9b) along the arc of the mating groove (9b).

3. The automatic transmission mechanism according to claim 1, characterized in that, The high-speed power transmission assembly (4) is provided with an arc-shaped groove which is concentric with the output shaft (2). The abutting part (9a) is block-shaped and is located in the arc-shaped groove. The mating part (10) is at the position of the end wall of the arc-shaped groove along the arc of the arc-shaped groove of the high-speed power transmission assembly (4).

4. The automatic transmission mechanism according to claim 2 or 3, characterized in that, The flexible coupling member (11) is a spring. One end of the spring abuts directly or indirectly against the mating part (10), and the other end of the spring abuts directly or indirectly against the abutting part (9a).

5. The automatic transmission mechanism according to claim 4, characterized in that, A guide pin with an outer diameter slightly smaller than the inner diameter of the spring is inserted into the spring. The length of the guide pin is smaller than the length of the spring. One end of the guide pin extends out of the end of the spring far from the mating part (10), and this end of the guide pin has a head for the spring to abut against.

6. The automatic transmission mechanism according to claim 2 or 3, characterized in that, The flexible coupling member (11) is a strip-shaped block and is made of polyurethane material.

7. The automatic transmission mechanism according to claim 1, characterized in that, The friction block (5) is arc-shaped. There are clearance spaces (22) at both ends of each friction block (5) and the corresponding ends of the adjacent two friction blocks (5).

8. The automatic transmission mechanism according to claim 7, characterized in that, A connecting block (5a) protrudes from the inner side wall of the friction block (5). The outer peripheral side of the wedge disc (9) has a connecting notch (9c). The connecting block (5a) is located in the connecting notch (9c). The wedging structure includes a first wedging surface (5a1) on the connecting block (5a) and a second wedging surface (9c1) located in the connecting notch (9c) and abutting against the first wedging surface (5a1). The second wedging surface (9c1) can move along the first wedging surface (5a1) when the wedge disc (9) rotates and press the friction block (5) radially along the wedge disc (9).

9. The automatic transmission mechanism according to claim 7, characterized in that, A connecting block (5a) protrudes from the inner side wall of the friction block (5). The wedging structure includes a wedging groove provided inside the connecting block (5a) and a wedging roller provided in the wedging groove. When the high-speed power transmission assembly (4) rotates, the wedging roller moves along the wedging groove and combines the high-speed power transmission assembly (4) with the friction block (5).

10. An automatic transmission mechanism, comprising an input shaft (1), an output shaft (2), an outer cover (3) and a high-speed power transmission component (4) both axially and fixedly connected to the input shaft (1), and a plurality of friction blocks (5) circumferentially distributed inside the outer cover (3) and with their outer side walls abutted against the inner circumferential wall of the outer cover (3). The high-speed power transmission component (4) is circumferentially linked with the input shaft (1), and the outer cover (3) is circumferentially linked with the output shaft (2). It is characterized in that, The input shaft (1) is also axially fixed with a wedging disk (9), each friction block (5) is located on the outer peripheral side of the wedging disk (9), and a wedging structure is provided between the wedging disk (9) and each friction block (5) so as to drive each friction block (5) to move in a circumferential direction when the wedging disk (9) rotates. The wedging disk (9) is located on one side of the high-speed power transmission component (4), the high-speed power transmission component (4) has a matching portion (10), the wedging disk (9) has a supporting portion (9a), and a flexible coupling member (11) with elasticity is provided between the matching portion (10) and the supporting portion (9a) and is located on the motion trajectory of the matching portion (10) when the high-speed power transmission component (4) rotates.

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