Electromagnetic type two-gear speed changing and torque changing device

Abstract

The utility model relates to an electromagnetic type two-gear speed and torque changing device which comprises an input shaft, a clutch frame, a clutch first central gear, a clutch second central gear, a driven gear, a friction plate, a clutch pressure plate, a clutch electromagnetic coil, a brake electromagnetic coil, a gear ring, a planet wheel, a planet carrier, a sun wheel and an output shaft. According to the utility model, the spring pressure friction plate brake, the gear transmission, the normally-closed electromagnetic clutch, the direct-acting electromagnetic brake and the planet row are combined to form a two-gear variable-speed and variable-torque device, so that the variable-speed and variable-torque device is mainly used for improving the safety and the reliability and low in energy consumption; the safe, reliable and energy-saving electromagnetic type two-gear speed-changing and torque-changing device is provided for a pure electric automobile system.

Description

Technical Field

[0001] The utility model relates to the technical field of speed-changing torque-changing devices, in particular to an electromagnetic two-speed speed-changing torque-changing device. Background Art

[0002] At present, pure electric vehicles are driven by motors. Motors replace engines, which have many advantages such as no fuel consumption and emission problems. They are the main development direction of new energy today. However, there are still problems with motors as the driving machine of vehicles. Although they are driven by inverters, it is difficult to meet the working conditions of the vehicle with a single motor. For example, pure electric vehicles now often use the maximum power output of the motor when climbing or starting with full load. Because they are not output at rated power and rated torque, the efficiency of the motor decreases, the reactive power loss of the motor increases, and the invalid loss of battery power increases. For batteries of the same capacity, after the reactive power loss, the single cruising range of the vehicle is greatly reduced. The large current fluctuation caused by the increase in reactive power has an impact on the life of the motor and battery. Therefore, there are difficulties in the design and selection of motors for pure electric vehicles. The rated power of the motor is selected according to normal operating conditions. Normal operation is economical, but the above problems occur when climbing or starting with full load; if the rated power of the motor is selected according to the full load climbing or starting state, although the full load climbing or starting is solved, the normal working condition is that the big car pulls the small car, which is not economical. Similarly, the efficiency of the motor decreases, affecting the cruising range of the vehicle. Summary of the invention

[0003] The purpose of the utility model is to overcome the deficiencies of the prior art and provide an electromagnetic two-speed torque converter device to improve safety, reliability and low energy consumption, and to provide a safe, reliable and energy-saving electromagnetic two-speed torque converter device for pure electric vehicle systems.

[0004] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0005] An electromagnetic two-speed torque-changing device, comprising an input shaft, a clutch frame, a first clutch sun gear, a second clutch sun gear, a driven gear, a friction plate, a clutch pressure plate, a clutch electromagnetic coil, a brake electromagnetic coil, a gear ring, a planetary gear, a planetary frame, a sun gear and an output shaft;

[0006] The first central gear and the sun gear of the clutch are fixedly connected to the input shaft;

[0007] The second central gear of the clutch is connected and fixed to the planet carrier and the output shaft;

[0008] The clutch frame can rotate around the first clutch sun gear and the second clutch sun gear, the driven gear is rotatably connected to the clutch frame, and the driven gear is meshed with the first sun gear and the second sun gear at the same time, and the driven gear can rotate around the first sun gear and the second sun gear along with the clutch frame;

[0009] The friction plate is connected to the clutch frame;

[0010] The clutch pressure plate is connected between the friction plate and the clutch electromagnetic coil through a compression spring; when the clutch electromagnetic coil is not energized, the compression spring pushes the clutch pressure plate to press the friction plate; when the clutch electromagnetic coil is energized, the clutch electromagnetic coil attracts the pressure plate, and the clutch pressure plate is separated from the friction plate;

[0011] The sun gear meshes with the planet gears, the planet gears mesh with the ring gears, and the planet gears are rotatably connected to the planet carrier and rotate around the sun gear;

[0012] The brake electromagnetic coil is energized to attract the brake gear ring.

[0013] Furthermore, the number of teeth of the first central gear of the clutch and the number of teeth of the second central gear of the clutch are the same.

[0014] Furthermore, the friction plate is a multi-plate structure.

[0015] The utility model adopts the above technical solution, and has the following beneficial effects:

[0016] The utility model adopts spring-pressed friction plate braking, gear transmission, a normally closed electromagnetic clutch plus a direct-acting electromagnetic brake and a planetary gear combination to form a two-speed speed change torque conversion device, which is mainly for improving safety, reliability and low energy consumption, and provides a safe, reliable and energy-saving electromagnetic two-speed speed change torque conversion device for pure electric vehicle systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present invention is further described in detail below with reference to the accompanying drawings and specific implementations:

[0018] Figure 1 It is a schematic diagram of the utility model. DETAILED DESCRIPTION

[0019] like Figure 1 As shown, the utility model includes an input shaft 1, a clutch frame 2, a clutch first central gear 3 (number of teeth Z3), a clutch second central gear 4 (number of teeth Z4), a driven gear 5 (number of teeth Z5), a friction plate 6, a clutch pressure plate 8, a clutch electromagnetic coil 7, a brake electromagnetic coil 10, a ring gear 11 (number of teeth Z11), a planetary gear 12 (number of teeth Z12), a planetary frame 13, a sun gear 14 (number of teeth Z14) and an output shaft 15.

[0020] The clutch first sun gear 3 and the sun gear 14 are fixedly connected to the input shaft 11;

[0021] The second central gear 4 of the clutch is connected and fixed to the planet carrier 13 and the output shaft 15;

[0022] The clutch first sun gear 3 and the clutch second sun gear 4 have the same number of teeth (ie, Z3=Z4).

[0023] The clutch frame 2 can rotate around the clutch first sun gear 3 and the clutch second sun gear 4, the driven gear is rotatably connected to the clutch frame 2, and the driven gear 5 is meshed with the first sun gear and the second sun gear at the same time, and the driven gear can rotate around the first sun gear and the second sun gear along with the clutch frame 2;

[0024] The friction plate 6 is connected to the clutch frame 2, and the friction plate 6 is a multi-plate structure;

[0025] The clutch pressure plate 8 is connected between the friction plate 6 and the clutch electromagnetic coil 7 through the compression spring 9; when the clutch electromagnetic coil 7 is not energized, the compression spring 9 pushes the clutch pressure plate 8 to press the friction plate 6; when the clutch electromagnetic coil 7 is energized, the clutch electromagnetic coil 7 attracts the pressure plate, and the clutch pressure plate 8 is separated from the friction plate 6;

[0026] The sun gear 14 meshes with the planet gear 12, the planet gear 12 meshes with the ring gear 11, and the planet gear 12 is rotatably connected to the planet carrier 13 and rotates around the sun gear 14;

[0027] The brake electromagnetic coil 10 is energized to attract the brake gear ring 11.

[0028] When the clutch electromagnetic coil 7 and the brake electromagnetic coil 10 on the device are not energized or energized, the clutch first sun gear 3 or the sun gear 14 drive mechanism works, so that the power input by the input shaft 1 is converted into 3 gears with different speeds and torques and output by the output shaft 15. First gear: the clutch electromagnetic coil 7 and the brake electromagnetic coil 10 are not energized, and the output power of the output shaft 15 is 1:1 speed and 1:1 torque of the power of the input shaft 1; neutral gear: the clutch electromagnetic coil 7 is energized and the brake electromagnetic coil 10 is not energized, and the output power of the output shaft 15 is 0 speed and 0 torque of the power of the input shaft 1, that is, neutral gear; second gear: the clutch electromagnetic coil 7 is energized and the brake electromagnetic coil 10 is energized, and the output shaft 15 obtains a speed that is 11 / (1+Z11 / Z14) times the input shaft (that is, deceleration), and a torque that is 1((1+Z11 / Z14) times the input shaft (that is, torque increase); see the working principle for details.

[0029] The clutch used in the device is a normally closed electromagnetic clutch. When the clutch electromagnetic coil 7 of the clutch is not energized, it is in a locked state; when the clutch electromagnetic coil 7 is energized, the clutch is open. The brake used in the device is a normally open electromagnetic brake. When the brake electromagnetic coil 10 is not energized, the brake is in an open state; when the brake electromagnetic coil 10 is energized, the brake is in a braking state.

[0030] The working principle of this utility model:

[0031] 1. The clutch electromagnetic coil 7 and the brake electromagnetic coil 10 are not energized; the compression spring 9 presses the clutch pressure plate 8 to press the friction plate 6 to brake the clutch frame 2. Since the driven gear 5 engages the clutch first sun gear 3 and the clutch second sun gear 4 at the same time, the power drives the driven gear 5 through the clutch first sun gear 3 on the input shaft 1, and the driven gear 5 drives the clutch second sun gear 4. Since the clutch second sun gear 4 is connected to the planetary carrier 13 and the output shaft 15, the output shaft 15 obtains a 1:1 speed and torque power output of the input shaft 1.

[0032] The power transmission at this time is different from that of the previous electromagnetic clutch. The previous electromagnetic clutch used magnetic force to press the friction plate and used friction force to transmit power. The clutch used in this device uses the thrust of the compression spring to press the friction plate to brake the gear frame, and the power is transmitted by the gear. The power transmission is large, reliable and safe, and there is no safety hazard of sudden disappearance of magnetic force.

[0033] 2. The clutch electromagnetic coil 7 is energized, and the brake electromagnetic coil 10 is not energized; the clutch electromagnetic coil 7 attracts the clutch pressure plate 8, pushes the compression spring 9, opens the friction plate 6, and allows the clutch frame 2 to rotate freely; the brake electromagnetic coil 10 is not energized, the ring gear 11 is not braked, and the planetary carrier 13 rotates freely; at this time, although the power is transmitted to the clutch first sun gear 3 and the sun gear 14, since the clutch frame 2 and the planetary carrier 13 rotate freely, although the driven gear 5 is engaged with the clutch second sun gear 4, the driven gear 5 has no reaction force, so no power is transmitted to the clutch second sun gear 4, and similarly, the planetary gear 12 has no reaction force, and the planetary carrier 13 does not get power, so that the output shaft 15 does not get power output, that is, neutral.

[0034] 3. The clutch electromagnetic coil 7 is energized, and the brake electromagnetic coil 10 is energized; the clutch electromagnetic coil 7 is energized, and the clutch state is as above 2. The second central gear 4 of the clutch cannot receive power transmission; the brake electromagnetic coil 10 is energized to attract the ring gear 11, and brake the ring gear 11. At this time, the power passes through the sun gear 14 on the input shaft 1, and the sun gear 14 drives the planetary gear 12. Since the planetary gear 12 is meshed with the ring gear 11, the planetary gear 12 receives a reaction force, and the planetary gear 12 drives the planetary carrier 13 to rotate, so that the output shaft 15 obtains 1 / (1 / (1+Z11 / Z14)) deceleration and (1+Z11 / Z14) times torque power output.

[0035] In order to realize a single motor with unchanged rated power and electronically controlled traction system, the electromagnetic two-speed speed-changing torque-changing device of the utility model is used, so that the original motor can change the rated speed and torque output, that is, the single motor can have two different rated speeds and torque outputs with unchanged rated power; under normal circumstances, the 1:1 gear is used for operation, and the motor runs economically in a high-speed and low-torque state. When overloaded, the speed 1 / (1+Z11 / Z14) deceleration and (1+Z11 / Z14) times (torque increase) gear are used, and the motor runs in a low-speed and high-torque state; in these two cases, the motor is outputting at rated power, reducing reactive power consumption and reducing electric energy loss.

[0036] The motor plus this electromagnetic two-speed speed-changing torque device is suitable for new energy vehicles mainly driven by motors. The vehicle uses 1:1 gear for normal high-speed driving, and the motor runs economically at high speed and low torque; when starting at full load or climbing conditions, the low-speed and high-torque gear is used, and the motor can run at high torque without changing the rated power.

[0037] The existing new energy vehicles driven by motors use the maximum power of the motors for full-load starting or climbing. The use of maximum power output reduces the efficiency of the motors, increases the reactive power of the motors, increases the reactive power transmitted by the batteries to the motors, and increases the ineffective loss of battery power, which directly affects the vehicle's cruising range. The increase in reactive power causes large current fluctuations, which affects the life of the motors and batteries. The motor plus this electromagnetic two-speed speed-changing torque device not only solves the above problems, but also improves the climbing performance of the vehicle; increases the motor's braking power generation (the second-speed reverse drag motor is a speed increaser); improves the safety of vehicle use. When the vehicle is running at high speed, if the electromagnetic coil is suddenly damaged or there is a problem with the power supply, the power of the vehicle will not be disconnected because the device uses a normally closed electromagnetic clutch; and when the vehicle is running at high speed, the clutch electromagnetic coil and the brake electromagnetic coil do not need to be energized, reducing power loss.

[0038] The utility model has a simple and compact structure, and the electromagnetic control action is rapid and convenient for automatic control, thus providing a new safe, reliable and energy-saving electromagnetic speed and torque changing device for new energy pure electric vehicles.

[0039] The above describes the specific implementation of the present invention, but those skilled in the art should understand that this is only an example. Those skilled in the art can make various changes or modifications to this implementation without departing from the principle and essence of the present invention, but these changes and modifications are all within the scope of protection of the present invention.

Claims

1. Electromagnetic two-speed torque converter, characterized by: It includes an input shaft, a clutch frame, a clutch first sun gear, a clutch second sun gear, a driven gear, a friction plate, a clutch pressure plate, a clutch electromagnetic coil, a brake electromagnetic coil, a gear ring, a planetary gear, a planetary frame, a sun gear and an output shaft; The first central gear and the sun gear of the clutch are fixedly connected to the input shaft; The second central gear of the clutch is connected and fixed to the planet carrier and the output shaft; The clutch frame can rotate around the first clutch sun gear and the second clutch sun gear, the driven gear is rotatably connected to the clutch frame, and the driven gear is meshed with the first sun gear and the second sun gear at the same time, and the driven gear can rotate around the first sun gear and the second sun gear along with the clutch frame; The friction plate is connected to the clutch frame; The clutch pressure plate is connected between the friction plate and the clutch electromagnetic coil through a compression spring; when the clutch electromagnetic coil is not energized, the compression spring pushes the clutch pressure plate to press the friction plate; when the clutch electromagnetic coil is energized, the clutch electromagnetic coil attracts the pressure plate, and the clutch pressure plate is separated from the friction plate; The sun gear meshes with the planet gears, the planet gears mesh with the ring gears, and the planet gears are rotatably connected to the planet carrier and rotate around the sun gear; The brake electromagnetic coil is energized to attract the brake gear ring.

2. The electromagnetic two-speed torque converter according to claim 1, characterized in that: The clutch first sun gear and the clutch second sun gear have the same number of teeth.

3. The electromagnetic two-speed torque converter according to claim 1, characterized in that: The friction plate is a multi-plate structure.

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