Speed change module based on conical surface friction structure and multi-gear speed change device

Abstract

The invention discloses a variable speed module based on a conical surface friction structure and a multi-gear variable speed device. A transmission unit of the variable speed module comprises a plurality of sets of planetary gear mechanisms, and the planetary gear mechanisms are sequentially arranged and integrated together in the rotation axis direction of a sun gear; each set of planetary gear mechanism at least comprises a clutch or a brake, and a friction pair of the clutch or the brake adopts a conical surface; in the planetary gear mechanism, a limiting check ring is fixed on a gear ring or a sun gear meshed with a planetary gear; a limiting conical surface is arranged on one of the two sides of the planet wheel and the faces, facing the planet wheel, of the limiting check rings, a limiting convex surface is correspondingly arranged on the other one of the two sides of the planet wheel and the faces, facing the planet wheel, of the limiting check rings, the limiting convex surface or the limiting conical surface is a rotation surface, and the planet wheel makes contact with the limiting conical surface and the limiting convex surface corresponding to the limiting check rings on the two sides in the radial middle position. The planetary gear mechanism has the advantages that the transmission efficiency of the planetary gear mechanism is improved, the number of required friction elements is small, and space layout is wide.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of transmission, and relates to a transmission module based on a conical friction structure and a multi-gear transmission device. BACKGROUND

[0002] I. Clutch or brake on automatic transmission

[0003] At present, the clutch or brake on the automatic transmission of an automobile is a multi-plate wet clutch or brake. To distinguish the clutch from the brake, the following is specially stated: the clutch between rotating parts is called a clutch, and the clutch between a moving rotating part and a stationary transmission housing is called a brake, i.e., the connection between a moving part and a stationary part is called a brake. These clutches or brakes are all flat friction plates and flat steel plates, which have the following disadvantages: 1. A large number of friction plates are required; 2. The friction plates cannot be axially positioned, and the lubricating oil is adhered without a gap in a free state, resulting in a large drag loss of the clutch or brake, thereby reducing the transmission efficiency of the transmission; and 3. The axial size of the clutch or brake is large.

[0004] II. Planetary gear mechanism of automatic transmission

[0005] At present, three-gear planetary gear transmissions have gradually formed two basic types, i.e., Simpson planetary mechanisms and Ravigneaux planetary mechanisms, through years of development and practice. The Allison AT-540 hydro-mechanical transmission is a four-gear or more planetary transmission scheme. In addition, representative multi-gear planetary transmissions include the General Motors 4T65E automatic transmission, the Volkswagen AG4 (Type 89) automatic transmission, and the Chrysler A-604 automatic transmission.

[0006] The common features of the above planetary gear transmissions are as follows: The gear positions of the planetary gear transmission are combined by engaging different combination elements such as clutches or brakes, and one or two clutches must be involved in work in all gear positions. For a three-gear transmission, the total number of clutches is two, and the total number of brakes is two; for a four-gear transmission, the total number of clutches is three, and the total number of brakes is two or four, such as the four brakes of the General Motors 4T65E automatic transmission.

[0007] Wherein the clutch Cx is engaged after the oil cylinder, the piston and the driving part and the driven part of the friction element rotate synchronously, x is 1, 2, 3, the design of the clutch needs to consider: (1) the rotating seal between the clutch oil cylinder and the hydraulic oil circuit, (2) the friction element consumes a large amount of friction work and wears seriously during the engagement of the clutch, (3) the centrifugal pressure of the hydraulic oil during rotation hinders the separation of the friction plate. Especially worth noting is the problem of rotating seal, which inevitably leaks. The leaked oil returns to the oil sump. In order to keep the oil pressure stable, the hydraulic system pump must continuously supplement the pressure oil. In order to keep the oil level of the oil sump constant, the oil suction port of the hydraulic system pump must be arranged at a certain position of the low point of the oil sump. The hydraulic system including the oil pump cannot be independently arranged away from the transmission body. Therefore, as long as the hydraulic oil cylinder has rotating seal, the oil pump and the hydraulic system for providing pressure oil to the transmission executing element cannot be independently arranged away from the transmission body, which increases the complexity of the structure of the planetary gear transmission body, increases the design difficulty and manufacturing cost. This is not conducive to the occasion when the structure of the transmission is compact.

[0008] And the brake By is engaged after the oil cylinder, the piston and the driving part and the driven part of the friction element remain relatively stationary relative to the outer shell, y is 1, 2, 3, 4, F, R or 1 / 2, without considering the problem of rotating seal of the clutch oil cylinder, the friction element consumes a small amount of friction work and the friction element wears lightly during the engagement process, without considering the problem of centrifugal pressure of the hydraulic oil during rotation. SUMMARY

[0009] In order to solve the above technical problems existing in the prior art, the present application provides a variable speed module based on a conical friction structure and a multi-gear transmission device, and the specific technical scheme is as follows: A variable speed module based on a conical friction structure, comprising a torque input end, a transmission unit and a torque output end, the torque of the torque input end being transmitted to the torque output end through the transmission unit, the transmission unit comprising N sets of planetary gear mechanisms, N≥2, the N sets of planetary gear mechanisms being arranged in sequence along the rotation axis direction of the sun gear and integrated together; Each set of planetary gear mechanism contains at least one clutch or brake, and the friction pair of the clutch or brake adopts a conical surface; In the planetary gear mechanism, a limiting block ring is fixed on the gear ring or the sun gear meshing with the planetary gear; one of the two sides of the planetary gear and the side of the limiting block ring facing the planetary gear is provided with a limiting conical surface, and the other is provided with a limiting convex surface, the limiting convex surface or the limiting conical surface is a surface of revolution, and the planetary gear is in contact with the limiting conical surface and the limiting convex surface corresponding to the two limiting block rings in the middle part in the radial direction.

[0010] Preferably, the clutch or brake comprises at least M friction elements, M being an odd number greater than or equal to 3, which are divided into two types: outer force transmission friction elements and inner force transmission friction elements, the difference between the two being one; In the clutch or brake, the outer force transmission friction elements or the inner force transmission friction elements, which are in the majority, are located at the outermost axial position, and at least one of the radial sections of the friction elements is in the shape of an L, referred to as an L component, the horizontal hook portion of the L component is provided with a single friction cone, and the end of the vertical long handle portion of the L component is provided with a force transmission structure, and the L component is located at the outermost axial position of the rotation axis; the few friction elements have double friction cones, and the double friction cones are in contact with the adjacent friction cones, are arranged in sequence along the direction of the rotation axis, and the outer force transmission friction elements and the inner force transmission friction elements are arranged alternately, that is, one inner force transmission friction element is arranged between every two outer force transmission friction elements, or one outer force transmission friction element is arranged between every two inner force transmission friction elements.

[0011] Preferably, in the clutch or brake, the force transmission structure of the outer force transmission friction element or the inner force transmission friction element is connected with an associated element, the associated element has a limiting structure, the outer force transmission friction element or the inner force transmission friction element rotates synchronously in the circumferential direction, is limited by the limiting structure of the associated element in the axial direction, and moves a limited distance.

[0012] Preferably, the inner force transmission friction element or the outer force transmission friction element located at the middle position in the axial direction is provided with an axial positioning device, the axial positioning device comprises a plurality of circumferentially distributed cylindrical holes, the opening direction of the cylindrical holes is towards the side with the force transmission structure, a positioning spring and a positioning steel ball are contained in each cylindrical hole, the positioning steel ball is pressed into the cylindrical hole against the spring force after being subjected to an external force, and after the external force is removed, the positioning steel ball is ejected out of the hole under the action of the spring force and is contained in the positioning groove of the associated element.

[0013] Preferably, the number of outer force transmission friction elements is 3, and the number of inner force transmission friction elements is 2; or the number of outer force transmission friction elements is 2, and the number of inner force transmission friction elements is 3; the outer force transmission friction element or the inner force transmission friction element arranged between the two friction elements has a plurality of force transmission claws at the end; and the friction element with the L component has a plurality of force transmission hole grooves on the vertical long handle portion, and the force transmission claws are inserted into the force transmission hole grooves.

[0014] Preferably, a plurality of friction element separation springs are arranged in compression between the two friction elements with single friction cones located at the outermost axial position.

[0015] Preferably, each set of planetary gear mechanism further comprises a planet carrier, and N sets of planet carriers are integrated to form a composite planet carrier, which comprises a planet carrier body and a planet carrier output shaft, and the planet carrier body and the planet carrier output shaft are connected by bolts, and the planet carrier body is provided with N layers of spaces for accommodating planet gears.

[0016] Preferably, a through hole is arranged in the center of the shaft body of the planet carrier output shaft.

[0017] Preferably, the transmission unit further comprises a plurality of wet clutches, which are arranged and connected between the composite planet carrier and the torque input end.

[0018] A multi-gear transmission device comprises the two or more transmission modules based on the conical friction structure, and the torque output end of a front one of the two or more transmission modules is connected with the torque input end of a rear one of the two or more transmission modules.

[0019] Compared with the prior art, the sun gear, the planet gears and the ring gears of the planetary gear mechanism are limited by the limiting surfaces arranged thereon, the planetary gear mechanism is simplified, the axial force generated by the helical gears is offset internally, and is not transmitted to other parts, and the transmission efficiency of the planetary gear mechanism is improved. The advantages of the conical clutch or brake are as follows: 1. the number of friction elements required is small; 2. the number of friction pairs is reduced, the friction elements can be axially positioned, there is a certain gap between the friction elements, the drag loss of the clutch or brake is reduced, and the transmission efficiency of the transmission is improved; and 3. the axial size of the clutch or brake is reduced, and space is left for arranging other parts. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1a is a structural schematic view of a two-speed transmission module with two sets of planetary gear mechanisms according to an embodiment of the present application, wherein the sun gears in the two sets of mechanisms are integrated and synchronously rotate; Figure 1b is another structural schematic view of a two-speed transmission module with two sets of planetary gear mechanisms according to an embodiment of the present application, wherein the ring gears in the two sets of mechanisms are integrated and synchronously rotate; Figure 2a is a structural schematic view of a three-speed transmission module with two sets of planetary gear mechanisms according to an embodiment of the present application, wherein a clutch C is arranged between the two integrated sun gears and the planet carrier; Figure 2b is another structural schematic view of a three-speed transmission module with two sets of planetary gear mechanisms according to an embodiment of the present application, wherein a clutch C is arranged between the two integrated ring gears and the planet carrier; Figure 3 is a structural schematic view of a three-speed transmission module with two sets of planetary gear mechanisms according to an embodiment of the present application, wherein a clutch C is arranged between the two integrated sun gears and the planet carrier; Figure 1b andFigure 1a Schematic diagram of four-gear combined transmission device composed of variable speed module Figure 4 is composed of Figure 2b and Figure 2a Schematic diagram of nine-gear combined transmission device composed of variable speed module Figure 5 is a schematic diagram of the composite planet carrier structure of the two sets of planet mechanisms suitable for the embodiment of the present application integrated together Figure 6 is Figure 5 the right view Figure 7 is Figure 6 the A-A cross-sectional view of Figure 8 is Figure 6 the B-B cross-sectional view of

[0021] Figures 9 to 14 is a schematic diagram of one structure of the conical clutch or brake of the embodiment Figures 15 to 20 are schematic diagrams of one structure of the conical clutch or brake with axial positioning device based on the structure of Figures 9 to 14 Figure 21a is a schematic diagram of the friction pair positive pressure analysis of the planar clutch or brake of the embodiment Figure 21b is a schematic diagram of the friction pair positive pressure analysis of the conical clutch or brake of the embodiment DETAILED DESCRIPTION

[0022] In order to make the purpose, technical scheme and technical effect of the present application clearer, the present application is further described in detail below in combination with the drawings and embodiments of the present application.

[0023] First embodiment As Figure 1a ​The illustrated variable speed module integrated with two sets of planetary gear mechanisms, wherein the first set of planetary gear mechanisms comprises a first sun gear 11, at least one first planetary gear 12, a first ring gear 13, and a plurality of first planetary gears 12 which are uniformly distributed in the circumferential direction; a first limiting block ring 111 and a second limiting block ring 112 with limiting conical surfaces are fixed on the first sun gear 11, a first limiting convex surface 121 and a second limiting convex surface 122 are provided on the two side surfaces of the first planetary gear 12, and a third limiting block ring 131 and a fourth limiting block ring 132 with limiting conical surfaces are fixed on the first ring gear 13; the middle part of the first limiting convex surface 121 is in contact with the middle part of the limiting conical surface on the first limiting block ring 111 and the third limiting block ring 131, respectively, and the middle part of the second limiting convex surface 122 is in contact with the middle part of the limiting conical surface on the second limiting block ring 112 and the fourth limiting block ring 132, respectively. The second set of planetary gear mechanisms comprises a second sun gear 21, at least one second planetary gear 22, a second ring gear 23, and a plurality of second planetary gears 22 which are uniformly distributed in the circumferential direction; a fifth limiting block ring 211 and a sixth limiting block ring 212 with limiting conical surfaces are fixed on the second sun gear 21, a third limiting convex surface 221 and a fourth limiting convex surface 222 are provided on the two side surfaces of the second planetary gear 22, and a seventh limiting block ring 231 and an eighth limiting block ring 232 with limiting conical surfaces are fixed on the second ring gear 23; the middle part of the third limiting convex surface 221 is in contact with the middle part of the limiting conical surface on the fifth limiting block ring 211 and the seventh limiting block ring 231, respectively, and the middle part of the fourth limiting convex surface 222 is in contact with the middle part of the limiting conical surface on the sixth limiting block ring 212 and the eighth limiting block ring 232, respectively. The planet carriers of the two sets of planetary gear mechanisms are integrated into a composite planet carrier 3, or in other words, the two sets of planetary gear mechanisms share a composite planet carrier 3; the number of first planetary gears 12 and second planetary gears 22 can be equal or not equal, and the respective planetary gear shafts can or can not share the same axis; the first sun gear 11 and the second sun gear 21 are integrated with the input shaft Ip and rotate synchronously; the conical brake B1 is arranged between the first ring gear 13 and the transmission housing 4, and when the conical brake B1 is in the engaged state, the first ring gear 13 and the transmission housing 4 remain relatively stationary; the conical brake B2 is arranged between the second ring gear 23 and the transmission housing 4, and when the conical brake B2 is engaged, the second ring gear 23 and the transmission housing 4 remain relatively stationary. When the conical brake B1 is in the engaged state and the conical brake B2 is in the disengaged state, the power passes through the input shaft Ip→ the first sun gear 11→ the first planetary gear 12→ the composite planet carrier 3→ the output end Op of the composite planet carrier 3, realizing a transmission ratio i1; when the conical brake B2 is in the engaged state and the conical brake B1 is in the disengaged state, the power passes through the input shaft Ip→ the second sun gear 21→ the second planetary gear 22→ the composite planet carrier 3→ the output end Op of the composite planet carrier 3, realizing a transmission ratio i2. There are a total of 2 transmission ratios.The engagement of the coupling elements in each gear position of this embodiment is shown in Table 1 below.

[0024] Table 1:

[0025] Note: • - indicates the engagement state.

[0026] Second embodiment: As Figure 1bThe illustrated variable speed module integrated by two sets of planetary gear mechanisms, wherein the first set of planetary gear mechanisms comprises a first sun gear 11, at least one first planetary gear 12, a first ring gear 13, and a plurality of first planetary gears 12 which are uniformly distributed in the circumferential direction; the first sun gear 11 is fixed with a first limiting baffle 111 and a second limiting baffle 112 with limiting conical surfaces, and the first planetary gear 12 is provided with a first limiting convex surface 121 and a second limiting convex surface 122 on the two side surfaces; the first ring gear 13 is fixed with a third limiting baffle 131 and a fourth limiting baffle 132 with limiting conical surfaces; the middle part of the first limiting convex surface 121 is in contact with the middle part of the limiting conical surface on the first limiting baffle 111 and the third limiting baffle 131, respectively; and the middle part of the second limiting convex surface 122 is in contact with the middle part of the limiting conical surface on the second limiting baffle 112 and the fourth limiting baffle 132, respectively. The second set of planetary gear mechanisms comprises a second sun gear 21, at least one second planetary gear 22, a second ring gear 23, and a plurality of second planetary gears 22 which are uniformly distributed in the circumferential direction; the second sun gear 21 is fixed with a fifth limiting baffle 211 and a sixth limiting baffle 212 with limiting conical surfaces, and the second planetary gear 22 is provided with a third limiting convex surface 221 and a fourth limiting convex surface 222 on the two side surfaces; the second ring gear 23 is fixed with a seventh limiting baffle 231 and an eighth limiting baffle 232 with limiting conical surfaces; the middle part of the third limiting convex surface 221 is in contact with the middle part of the limiting conical surface on the fifth limiting baffle 211 and the seventh limiting baffle 231, respectively; and the middle part of the fourth limiting convex surface 222 is in contact with the middle part of the limiting conical surface on the sixth limiting baffle 212 and the eighth limiting baffle 232, respectively. The planet carriers of the two sets of planetary gear mechanisms are integrated into a composite planet carrier 3, or in other words, the two sets of planetary gear mechanisms share a composite planet carrier 3; the number of first planetary gears 12 and second planetary gears 22 can be equal or not equal, and the respective planetary gear shafts can share an axis or not share an axis; the first ring gear 13 and the second ring gear 23 are integrated with the input shaft Ip and rotate synchronously; the conical surface brake B1 is arranged between the extended shaft of the first sun gear 11 and the transmission housing 4, and when the conical surface brake B1 is in the engaged state, the first sun gear 11 and the transmission housing 4 remain relatively stationary; the conical surface brake B2 is arranged between the second sun gear 21 and the transmission housing 4, and when the conical surface brake B2 is in the engaged state, the second sun gear 21 and the transmission housing 4 remain relatively stationary. When the conical surface brake B1 is in the engaged state and the conical surface brake B2 is in the disengaged state, the power passes through the input shaft Ip→ the first ring gear 13→ the first planetary gear 12→ the composite planet carrier 3→ the output end Op of the composite planet carrier 3, realizing a transmission ratio i1; when the brake B2 is in the engaged state and the conical surface brake B1 is in the disengaged state, the power passes through the input shaft Ip→ the second ring gear 23→ the second planetary gear 22→ the composite planet carrier 3→ the output end Op of the composite planet carrier 3, realizing a transmission ratio i2. There are a total of 2 transmission ratios.The engagement of the coupling elements in each gear position of this embodiment is shown in Table 2 below.

[0027] Table 2:

[0028] Third embodiment: Figure 2a The module structure is as shown in Figure 1a On the basis of the module structure, a clutch C is arranged between the power input end Ip integrated by the first sun gear 11 and the second sun gear 21 and the compound planetary carrier 3. When the clutch C is in the engaged state and the conical brake B1 and the conical brake B2 are in the separated state, the power is transmitted from the input shaft Ip to the output end Op of the compound planetary carrier 3, and the transmission ratio is 1. On the basis of the original two transmission ratios i1 and i2, one more is added, and the total number of transmission ratios is three. The engagement of the coupling elements in each gear position of this embodiment is shown in Table 3 below.

[0029] Table 3:

[0030] Fourth embodiment: Figure 2b The module structure is as shown in Figure 1b On the basis of the module structure, a clutch C is arranged between the power input end Ip integrated by the first ring gear 13 and the second ring gear 23 and the compound planetary carrier 3. When the clutch C is in the engaged state and the conical brake B1 and the conical brake B2 are in the separated state, the power is transmitted from the input shaft Ip to the output end Op of the compound planetary carrier 3, and the transmission ratio is 1. On the basis of the original two transmission ratios i1 and i2, one more is added, and the total number of transmission ratios is three. The engagement of the coupling elements in each gear position of this embodiment is shown in Table 4 below.

[0031] Table 4:

[0032] The application also provides a speed change device, and the K speed change modules are arranged in series to form a combined transmission system, the output end of a previous speed change module is connected to the input end of a subsequent module, and the speed ratios generated by each speed change module are respectively denoted as N1, N2, …, N K , and the total number of speed ratios of the entire combined transmission system is N1*N2*…*N K . For a speed changer with the same number of speed ratios, the speed change device of the application has smaller volume, lighter weight, and lower cost. Specific examples are as follows.

[0033] Fifth embodiment: As shown in Figure 3 , a four-gear combined speed change device is selected Figure 1bThe transmission module shown is selected as the first transmission module. Figure 1a The transmission module shown is the second transmission module. The power output terminal Op1 of the first transmission module is connected to the power input terminal Ip2 of the second transmission module. The first transmission module can achieve two gear ratios, and the second transmission module can achieve two gear ratios. The total number of gear ratios that the entire combined transmission device can achieve is 2*2=4. The engagement of the connecting elements in each gear position in this embodiment is shown in Table 5 below.

[0034] Table 5:

[0035] Sixth embodiment: like Figure 4 As shown, a 9-speed combination transmission is selected. Figure 2b The transmission module shown is selected as the first transmission module. Figure 2a The transmission module shown is the second transmission module. The power output terminal Op1 of the first transmission module is connected to the power input terminal Ip2 of the second transmission module. The first transmission module can achieve 3 gear ratios, and the second transmission module can achieve 3 gear ratios, for a total of 3*3=9 gear ratios in the combined transmission device. Therefore, using the transmission module or transmission device of this invention can significantly shorten the axial dimension of multi-gear transmissions. Moreover, the structure is simpler and the weight is lighter. The engagement of the connecting elements in each gear position in this embodiment is shown in Table 6 below.

[0036] Table 6:

[0037] In fact, each gear shift module can be used in reverse, and a gear shift device composed of multiple gear shift modules can also be used in reverse.

[0038] like Figures 5 to 8 As shown, a composite planetary carrier 3 is suitable for integrating two planetary mechanisms. It includes two parts: the planetary carrier body 1 and the planetary carrier output shaft 2 or output shaft tube. The planetary carrier body 1 and the planetary carrier output shaft 2 are connected by bolts. The planetary carrier body 1 is provided with planetary gear shaft holes 101 and spaces for accommodating planetary gears. The number of these holes is the same as the number of planetary gears. Identical planetary gears are installed on the same layer of the planetary carrier body 1. Different types of planetary gear shaft holes 101 can be arranged coaxially or staggered, depending on actual needs. In this embodiment, they are staggered.

[0039] like Figures 9 to 20 The image shows an embodiment of a conical clutch or brake.

[0040] like Figure 9The shown conical clutch or brake comprises at least three friction elements, which are divided into two types: outer force transmission friction elements and inner force transmission friction elements I1. The outer force transmission friction elements are friction elements with outer force transmission structures, such as external splines, which transmit force to the outer associated part RCO, and the outer associated part RCO is provided with a first axial limiting structure RCO1 and a second axial limiting structure RCO2. The inner force transmission friction elements I1 are friction elements with inner force transmission structures, such as internal splines, which transmit force to the inner associated part RCI.

[0041] The radial section of at least one of the outer force transmission friction elements or the inner force transmission friction elements is L-shaped, referred to as an L-shaped member, the horizontal hook part of the L-shaped member is provided with a single friction cone O21, and the end of the vertical long handle part of the L-shaped member, i.e. the outer edge or the inner edge of the L-shaped member, is provided with a force transmission structure O22. The L-shaped member is located at the outermost side in the axial direction of the rotation axis, and the other friction elements are arranged in sequence along the direction of the rotation axis. The friction cone of the inner force transmission friction element I1 is in contact with the single friction cone O21, and the friction cone of the first friction element O1 is in contact with the friction cone of the inner force transmission friction element I1. In this way, the inner force transmission friction element I1 is clamped between the two outer force transmission friction elements, and the inner force transmission friction element I1 located at the middle part is provided with two friction cones, which are in contact with the two cones of the two outer force transmission friction elements, respectively. The outer force transmission structure O12 of the first friction element O1 and the outer force transmission structure O22 of the second friction element O2 can ensure that the two outer force transmission friction elements rotate synchronously in the circumferential direction, are limited in the axial direction by the first axial limiting structure RCO1 and the second axial limiting structure RCO2, and can move within a set gap.

[0042] Under the action of the axial compression force, the outer force transmission friction elements and the inner force transmission friction elements in each set of conical clutch or brake are tightly in contact with each other, and the friction force is generated between the conical friction pairs. The torque is transmitted by the friction force, and then the force or torque is transmitted to the associated parts through the force transmission structures of the outer force transmission friction elements and the inner force transmission friction elements. After the axial compression force is removed, the outer force transmission friction elements and the inner force transmission friction elements are automatically adjusted in the axial direction by the spring, the conical friction pairs are automatically unlocked, the outer force transmission friction elements and the inner force transmission friction elements can rotate relative to each other, and the torque is not transmitted.

[0043] As shown in Figure 21b When the first friction element 01 and the second friction element 02 clamp the inner force transmission friction element I1 under the action of the force F, the normal force N is generated on the surface of the conical friction pair. Assuming that the cone angle of the friction cone is α = 8°, then N = F / sin8 = 7.2 F. In comparison, Figure 15The shown flat friction element structure, when under the action of force F, generates a normal pressure of F on the friction pair surface. Therefore, under the same conditions, 7 friction pairs as shown in Figure 21a are needed to achieve the torque transmission effect of 1 friction pair as shown in Figure 21b . Therefore, the cone clutch or brake is adopted, so that the number of friction pairs is reduced. And as shown in Figures 15 to 20 , the axial positioning device on the friction element located in the middle of the axial direction leaves a certain gap between the friction pairs, so that when the cone clutch or brake is not transmitting torque and idling, the drag loss of the friction pairs is greatly reduced, almost 0, and the axial size is reduced, which is beneficial to save space. If the friction coefficient between the friction pairs is less than tan 8° ≈ 0.14, after the action force F is removed, the friction pairs are automatically unlocked and no longer transmit torque. In order to separate the friction elements or the oil cylinder piston acting on the friction elements, a plurality of separation springs S2 are added between the two outermost friction elements, so as to separate the friction pairs after the action force F is removed, so as to reduce the drag loss of the clutch or brake.

[0044] Figure 10 The embodiment shown is similar to the embodiment shown in Figure 9 , except that the first inner force transmission friction element I1 and the second inner force transmission friction element I2 are located on the outside of the clutch or brake, and the two inner force transmission friction elements transmit force to the inner connecting member RCI, and the inner connecting member RCI is provided with a first axial limiting structure RCI1 and a second axial limiting structure RCI2, and the outer force transmission friction element O1 is located in the middle, and a plurality of separation springs S2 are arranged between the first inner force transmission friction element I1 and the second inner force transmission friction element I2; the force transmission structure O12 of the outer force transmission friction element O1 and the cone surface I21 of the first inner force transmission friction element I1 are respectively the force transmission structures of the first inner force transmission friction element I1 and the second inner force transmission friction element I2.

[0045] Figure 11 The embodiment shown is similar to the embodiment shown in Figure 9 , except that the number of outer force transmission friction elements and inner force transmission friction elements is increased by 1.

[0046] Figure 12 The embodiment shown is similar to the embodiment shown in Figure 10 , except that the number of outer force transmission friction elements and inner force transmission friction elements is increased by 1.

[0047] Figure 13 , Figure 14 The embodiments shown in Figure 11 , Figure 12 are variants of the embodiments shown in

[0048] As shown in Figure 13As shown, the number of outer force transmission friction elements is 3, which are the first outer force transmission friction element O1, the second outer force transmission friction element O2 and the third outer force transmission friction element O3; the number of inner force transmission friction elements is 2, which are the first inner force transmission friction element I1 and the second inner force transmission friction element I2, the second outer force transmission friction element O2 is provided with a plurality of force transmission claws O23, the first outer force transmission friction element O1 is provided with the same number of hole grooves O13 as the force transmission claws O23, the force transmission claws O23 are inserted into the hole grooves O13, so that sufficient space is left between the first outer force transmission friction element O1 and the third outer force transmission friction element O3 to arrange the friction element separation spring S2, O12 and O32 are the force transmission structures of the first outer force transmission friction element O1 and the third outer force transmission friction element O3 respectively, I12 and I22 are the force transmission structures of the first inner force transmission friction element I1 and the second inner force transmission friction element I2 respectively.

[0049] As shown in the embodiment shown in Figure 14 As shown, the number of outer force transmission friction elements is 2, which are the first outer force transmission friction element O1 and the second outer force transmission friction element O2. The number of inner force transmission friction elements is 3, which are the first inner force transmission friction element I1, the second inner force transmission friction element I2 and the third inner force transmission friction element I3, the second inner force transmission friction element I2 is provided with a plurality of claws I23, the first inner force transmission friction element I1 is provided with the same number of hole grooves I13 as the claws I23, the claws I23 are inserted into the hole grooves I13, so that sufficient space is left between the first inner force transmission friction element I1 and the third inner force transmission friction element I3 to arrange the separation spring S2, I12 and I32 are the force transmission structures of the first inner force transmission friction element I1 and the third inner force transmission friction element I3 respectively, O12 and O22 are the force transmission structures of the first outer force transmission friction element O1 and the second outer force transmission friction element O2 respectively.

[0050] Figures 15 to 20 As shown in the embodiment shown in Figures 9 to 14 The axial positioning device is added on the basis of the embodiment shown in

[0051] As shown in the embodiment shown in Figure 15The shown embodiment is explained as follows: A large number of first outer force transmission friction elements O1 and second outer force transmission friction elements O2 are located at the outermost axial position, and their axial position is limited by the first limiting structure RCO1 and the second limiting structure RCO2 of the associated member RCO, and can move within a certain gap. In the non-force transmission state, the first outer force transmission friction elements O1 and the second outer force transmission friction elements O2 are in a separated state under the action of the spring S2, and respectively contact the first limiting structure RCO1 and the second limiting structure RCO2. In the circumferential direction, the friction torque is transmitted to the outer associated member RCO through the force transmission structure O12 of the first outer force transmission friction element O1 and the force transmission structure O22 of the second outer force transmission friction element O2. A small number of inner force transmission friction elements I1 are clamped between the first outer force transmission friction element O1 and the second outer force transmission friction element O2, and are provided with an axial positioning device in the non-force transmission state, which includes a plurality of circumferentially distributed cylindrical holes P1, the opening direction of the cylindrical hole is towards the side with the force transmission structure, and each hole contains a positioning spring S1 and a positioning steel ball T. The positioning steel ball T can be pressed into the cylindrical hole P1 by overcoming the spring force S1 under the action of an external force, and after the external force is removed, the positioning steel ball T can be ejected out of the hole under the action of the spring force and contained in the positioning groove of the inner associated member RCI. In this way, the axial position of the inner force transmission friction element I1 in the non-force transmission state can be positioned. When the friction element needs to transmit force, the friction elements are pressed tightly in the axial direction under the action of the axial pressing force, and the cylindrical hole P1 drives the positioning steel ball T to move axially, and the inner associated member RCI with the positioning groove does not move axially, and the edge of the positioning groove lifts the positioning steel ball T slightly away from the bottom of the positioning groove along the axis direction of the cylindrical hole P1, but the entire positioning steel ball T does not completely leave the positioning groove. When the axial pressing force of the friction element is removed, the positioning steel ball T is pressed into the positioning groove of the inner associated member RCI under the action of the positioning spring S1, and drives the inner force transmission friction element I1 to return to the position in the free state. In this way, a certain gap is maintained between the first outer force transmission friction element O1, the second outer force transmission friction element O2 and the inner force transmission friction element I1, which reduces the drag loss caused by the relative movement between the friction pairs; and the torque or force in the circumferential direction is transmitted to the inner associated member RCI by the force transmission structure I12 of the inner force transmission friction element I1.

[0052] Figure 16 Similar to the axial positioning device of Figure 15 , the difference is that the axial positioning device is located on the first outer force transmission friction element O1.

[0053] Figure 19 The shown embodiment is similar to Figure 15Compared to the embodiment shown, the number of both external force transmission friction elements and internal force transmission friction elements is increased by one. The axial positioning device is set on the first internal force transmission friction element I1 and the second internal force transmission friction element I2, and they are staggered to effectively reduce the axial dimension.

[0054] Figure 20 The illustrated embodiments and Figure 16 Compared to the embodiment shown, the number of both external force transmission friction elements and internal force transmission friction elements is increased by one. The axial positioning device is set on the first external force transmission friction element O1 and the second external force transmission friction element O2, and they are staggered to effectively reduce the axial dimension.

[0055] In summary, the transmission module of the present invention provides a possibility for completely eliminating the clutch. (Continuing with further reference...) Figure 1a and Figure 1b Since N types of planetary gears can be arranged, N conical brakes can be arranged. The engagement of different brakes among the N conical brakes produces N speed ratios. Furthermore, if necessary, a clutch can be added to the aforementioned transmission module. (Continue to refer to...) Figure 2a and Figure 2b This is called an extended transmission module. When the clutch is engaged, the transmission module's speed ratio is 1, so the total number of speed ratios in the module is N+1. Therefore, only one clutch and two brakes are needed to achieve three gears. The advantages of completely eliminating the clutch are: without a clutch, there is no need for a rotary seal, and the hydraulic system supplying hydraulic oil to the transmission actuators can be independently arranged from the transmission body. Supplying hydraulic oil to the brakes only requires a single hydraulic hose connected to this independently arranged hydraulic system. This simplifies the transmission body structure, reduces the overall size of the transmission, and also reduces the design complexity and manufacturing cost of the transmission.

[0056] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention in any way. Although the implementation process of the present invention has been described in detail above, those skilled in the art can still modify the technical solutions described in the foregoing examples or make equivalent substitutions for some of the technical features. All modifications and equivalent substitutions made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A variable speed module based on conical friction structure, comprising a torque input end, a transmission unit and a torque output end, the torque of the torque input end being transmitted to the torque output end via the transmission unit, characterized in that: the transmission unit comprises N sets of planetary gear mechanisms, N≥2, the N sets of planetary gear mechanisms being arranged in sequence along the rotation axis direction of the sun gear and integrated together; each set of planetary gear mechanism contains at least one clutch or brake, and the friction pair of the clutch or brake adopts a conical surface; in the planetary gear mechanism, a limiting block ring is fixed on the gear ring or the sun gear meshing with the planet wheel; one of the planet wheel two sides and the side of the limiting block ring facing the planet wheel is provided with a limiting conical surface, and the other is provided with a limiting convex surface, the limiting convex surface or the limiting conical surface is a surface of revolution, and the planet wheel is in contact with the limiting conical surface and the limiting convex surface corresponding to the limiting block ring on both sides at the middle part in the radial direction. The clutch or brake comprises at least M friction elements, M is an odd number greater than or equal to 3, the friction elements are divided into two types: outer force transmission friction elements and inner force transmission friction elements, and the number difference between the two is 1; In the clutch or brake, the outer force transmission friction elements or the inner force transmission friction elements with more quantity are located at the outermost side in the axial direction, and at least one has an L-shaped radial section, which is called an L component, the single friction cone surface is arranged on the transverse hook part of the L component, the end of the vertical long handle part of the L component is provided with a force transmission structure, and the L component is located at the outermost side in the axial direction of the rotation axis; the friction elements with less quantity have double friction cone surfaces, the double friction cone surfaces are in contact with the adjacent friction cone surfaces, are arranged in sequence along the rotation axis direction, and the outer force transmission friction elements and the inner force transmission friction elements are arranged alternately, that is, one inner force transmission friction element is arranged between every two outer force transmission friction elements, or one outer force transmission friction element is arranged between every two inner force transmission friction elements. In the clutch or brake, the force transmission structure of the outer force transmission friction element or the inner force transmission friction element is connected with its associated part, the associated part has a limiting structure, the outer force transmission friction element or the inner force transmission friction element rotates synchronously in the circumferential direction and moves limitedly in the axial direction under the limitation of the limiting structure of the associated part.

2. The cone-friction-structure-based shifting module of claim 1, wherein: The inner force transmission friction element or the outer force transmission friction element located at the middle part in the axial direction is provided with an axial positioning device, the axial positioning device comprises a plurality of circumferentially distributed cylindrical holes, the opening direction of the cylindrical hole is toward the side with the force transmission structure, a positioning spring and a positioning steel ball are contained in each cylindrical hole, the positioning steel ball is pressed into the cylindrical hole by overcoming the spring force after being subjected to an external force, and the positioning steel ball is ejected outward from the hole and contained in the positioning groove of the associated part under the action of the spring force after the external force is removed. The number of outer force transmission friction elements is 3, and the number of inner force transmission friction elements is 2; or the number of outer force transmission friction elements is 2, and the number of inner force transmission friction elements is 3.

3. The cone-friction-structure-based shift module according to claim 2, characterized in that: ​ 4. The cone-friction based variable speed module of claim 2, wherein: ​ 5. The variable speed module based on the taper friction structure according to claim 2, characterized in that: ​ The outer force transmission friction element or the inner force transmission friction element sandwiched between two friction elements is provided with several force transmission claws at the end thereof, and the friction element with L-shaped member is provided with several force transmission holes on the vertical long handle part, and the force transmission claws are inserted into the force transmission holes.

6. The cone-friction- based variable speed module of claim 2, wherein: Several friction element separation springs are arranged between the two friction elements with single friction cone located at the outermost side in the axial direction.

7. The cone-friction- based variable speed module of claim 2, wherein: Each set of planetary gear mechanism further contains a planet carrier, and the planet carriers of N sets of planetary gear mechanism are integrated to form a composite planet carrier, which comprises a planet carrier body and a planet carrier output shaft, and the planet carrier body and the planet carrier output shaft are connected by bolts, and the planet carrier body is provided with N layers of space for accommodating planet gears.

8. The variable speed module based on the taper friction structure according to claim 7, characterized in that: A through hole is arranged in the center of the shaft body of the planet carrier output shaft.

9. The cone-friction- based variable speed module of claim 7, wherein: The transmission unit further comprises a plurality of wet clutches, which are connected between the composite planet carrier and the torque input end.

10. A multi-speed transmission device characterized by comprising: The transmission unit further comprises a plurality of wet clutches, which are connected between the composite planet carrier and the torque input end.

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