Mechanical manual gear shifting multi-disc clutch type two-gear transmission

Abstract

The utility model discloses a mechanical manual gear shifting multi-disc clutch type two-gear transmission which comprises a manual gear shifting system, and the manual gear shifting system comprises a second clutch disc pressing assembly, a second elastic element and at least one gear shifting structure distributed on the periphery of an input shaft in the circumferential direction. By the adoption of the multi-disc clutch type two-gear transmission, a manual gear shifting system is of a pure mechanical structure, and only by synchronously controlling rotation of all the cams, the first multi-disc clutch can be in a combined state and the second multi-disc clutch can be in a disconnected state through cam profile changes of the cams, or the first multi-disc clutch and the second multi-disc clutch can be in a disconnected state. When the first multi-plate clutch is in a disconnected state, the second multi-plate clutch is in a combined state, switching of high-speed and low-speed gear shifting is achieved, the reliability is extremely high, and the situation that the first multi-plate clutch and the second multi-plate clutch are both in the disconnected state is avoided; therefore, the situation that power transmission between the input shaft and the output shaft is suddenly interrupted can be avoided, and potential safety hazards are eliminated.

Description

Technical Field

[0001] The utility model relates to the technical field of speed change systems, in particular to a mechanical manual shift multi-plate clutch two-speed transmission. Background Art

[0002] With the rapid advancement of electric drive technology, more and more equipment's powertrains are adopting electric motors. To improve the drive motor's power output efficiency, enhance sustained acceleration performance, and provide a broader, high-efficiency platform to fully meet the diverse and complex operating conditions of vehicle acceleration, climbing, and high-speed driving, more and more electric drive systems are adding transmissions.

[0003] Among them, multi-plate clutch two-speed transmissions are widely used due to their low cost, compact structure, and stable and reliable performance. For example, see Chinese invention patent application publication number CN112238745A and Chinese invention patent application number CN2024117483012 filed by the present applicant. Currently, multi-plate clutch two-speed transmissions generally use hydraulic control to achieve high- and low-speed shifting. If the hydraulic system fails, both the first and second multi-plate clutches will be disconnected, abruptly interrupting power transmission between the input and output shafts and posing a safety hazard.

[0004] Solving the above problems has become a top priority. Utility Model Content

[0005] In order to solve the technical problem that the existing multi-plate clutch two-speed transmission has a potential safety hazard of causing power interruption due to the use of hydraulic control, the utility model provides a mechanical manual shift multi-plate clutch two-speed transmission.

[0006] The technical solution is as follows:

[0007] The first aspect of the present application relates to a mechanical manual shift multi-plate clutch type two-speed transmission, comprising a housing and an input shaft and an output shaft coaxially arranged in the housing, the input shaft having a sun gear rotating synchronously therewith at one end close to the output shaft, the output shaft having a planet carrier rotating synchronously therewith at one end close to the input shaft, the planet carrier rotatably mounted on at least three planet gears circumferentially distributed around the sun gear, each planet gear being meshed with the sun gear, the housing having an internal gear ring meshed with each planet gear at the same time via a first multi-plate clutch, the input shaft being clutched and connected to the planet carrier via a second multi-plate clutch, and further comprising a manual shifting system, the manual shifting system comprising a second clutch plate pressing assembly axially movably mounted on the input shaft, a second elastic element for driving the second clutch plate pressing assembly away from the second multi-plate clutch, and at least one set of shifting structures circumferentially distributed around the input shaft;

[0008] The shifting structure includes a lever, a cam, a compression spring, a first elastic element and a first clutch plate clamping assembly adapted to the first multi-plate clutch. The middle part of the lever and the outer end of the compression spring are both rotatably mounted on the housing. The inner end of the lever and the middle part of the compression spring are simultaneously supported on the same position of the cam surface of the cam, and the cam is located on the side of the lever and the compression spring away from the second multi-plate clutch. The inner end of the compression spring is elastically supported on the side of the second clutch plate clamping assembly away from the second multi-plate clutch. The first elastic element is located on the side of the lever away from the first multi-plate clutch and is elastically supported between the outer end of the lever and the housing. The first clutch plate clamping assembly is installed on the side of the lever close to the first multi-plate clutch and is located between the support point of the first elastic element and the rotation point of the lever.

[0009] The multi-plate clutch two-speed transmission adopts the above-mentioned mechanical manual shifting. The manual shifting system is a purely mechanical structure. As long as the rotation of each cam is controlled synchronously, the cam profile of the cam can be changed to make the first multi-plate clutch in the engaged state while the second multi-plate clutch is in the disengaged state, or the first multi-plate clutch in the disengaged state while the second multi-plate clutch is in the engaged state, thereby realizing high-speed and low-speed shifting. The reliability is extremely high, and the first multi-plate clutch and the second multi-plate clutch will not be in the disengaged state. Therefore, the sudden interruption of power transmission between the input shaft and the output shaft can be avoided, eliminating safety hazards.

[0010] In some embodiments, the second multi-plate clutch includes a second outer plate mounting seat fixedly mounted on the planetary carrier, a plurality of second inner friction plates axially movably mounted on the outer circumference of the input shaft, a plurality of second outer friction plates axially movably mounted on the inner circumference of the second outer plate mounting seat, and a clutch plate fixing seat fixedly sleeved on the input shaft, the second clutch plate clamping assembly includes a pressure ring and a thrust ball bearing both axially movably sleeved on the input shaft, each second inner friction plate and each second outer friction plate are alternately arranged between the pressure ring and the clutch plate fixing seat, the second elastic element is elastically supported between the input shaft and the side of the pressure ring close to the clutch plate fixing seat, and the thrust ball bearing is supported between the side of the pressure ring away from the clutch plate fixing seat and the inner end of each compression spring plate.

[0011] In some embodiments, an elastic washer is provided between the thrust ball bearing and the inner end of each compression spring.

[0012] In some embodiments, the first multi-plate clutch includes a first outer plate mounting seat surrounding the outer periphery of the inner gear ring, a plurality of first inner friction plates that can be axially movably mounted on the outer periphery of the inner gear ring, and a plurality of first outer friction plates that can be axially movably mounted on the inner periphery of the first outer plate mounting seat. The first outer plate mounting seat is fixedly mounted in a housing, and the housing has a fixed clamping surface. The first clutch plate clamping assembly includes a pressure rod and a pressure head. The end of the pressure rod away from the first multi-plate clutch is fixedly connected to the lever, and the pressure head is mounted on the end of the pressure rod close to the first multi-plate clutch. The first inner friction plates and the first outer friction plates are alternately arranged between the fixed clamping surface and the pressure heads.

[0013] In some embodiments, the pressing head is made of elastic material.

[0014] In some embodiments, the cam includes a high-speed gear mating surface with a planar structure and a low-speed gear mating surface with an arc structure. The high-speed gear mating surface and the low-speed gear mating surface together constitute an annular structure. The distances between each position of the low-speed gear mating surface and the rotation axis of the cam are equal. The high-speed gear mating surface is perpendicular to the normal of the cam, and the minimum distance between the high-speed gear mating surface and the rotation axis of the cam is smaller than the distance between the low-speed gear mating surface and the rotation axis of the cam. The junction between the high-speed gear mating surface and the low-speed gear mating surface is an arc transition.

[0015] In some embodiments, the position where the lever contacts the cam is a lever action surface with a planar structure.

[0016] In some embodiments, a differential is further included, and a power output tooth is integrally formed on the output shaft, and the power output tooth is engaged with a differential power input gear of the differential. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the structure of a mechanical manual shift multi-plate clutch type two-speed transmission in low gear;

[0018] Figure 2 This is a schematic diagram of the structure of a mechanical manual shift multi-plate clutch two-speed transmission in high gear;

[0019] Figure 3 Schematic diagram of the cam structure. DETAILED DESCRIPTION

[0020] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0021] like Figure 1-Figure 3As shown, a mechanical manual shift multi-plate clutch two-speed transmission mainly includes a case 1, an input shaft 2 and an output shaft 3; wherein the input shaft 2 is used for power input, usually connected to the motor shaft of the drive motor, or can be directly the motor shaft of the drive motor; the output shaft 3 is used for power output, which can directly drive the wheels or transmit power to the transmission mechanism. In this embodiment, the transmission mechanism is a differential 20, and a power output tooth 3a is integrally formed on the output shaft 3, which meshes with the differential power input gear 20a of the differential 20.

[0022] Specifically, the input shaft 2 and output shaft 3 are coaxially mounted within the housing 1 and are both rotatable relative to the housing 1. The input shaft 2 has a sun gear 2a at its end, near the output shaft 3, which rotates synchronously with it. This sun gear 2a can be independent and fixedly mounted on the input shaft 2, or it can be integrally formed with the input shaft 2. The output shaft 3 has a planetary carrier 4 at its end, near the input shaft 2, which rotates synchronously with it. This planetary carrier 4 rotatably mounts at least three planetary gears 5, distributed circumferentially around the sun gear 2a. Each planetary gear 5 meshes with the sun gear 2a. The housing 1 is clutched with an internal gear 7, which simultaneously meshes with each of the planetary gears 5, via a first multi-plate clutch 6. The input shaft 2 is clutched with the planetary carrier 4 via a second multi-plate clutch 8. The mechanical, manually shifted, multi-plate clutch-type two-speed transmission also includes a manual shift system for controlling the engagement and disengagement of the first multi-plate clutch 6 and the second multi-plate clutch 8. Thus, a two-speed reduction gear mechanism based on a planetary gear train is formed.

[0023] When the input shaft 2 rotates forward, the first multi-plate clutch 6 is in the engaged state, and the second multi-plate clutch 8 is in the disengaged state, the gear is in the low-speed forward gear, and the ring gear 7 is locked. When the input shaft 2 rotates, each planetary gear 5 rotates while also revolving along the sun gear 2a. The revolution of each planetary gear 5 drives the planetary carrier 4 to rotate at the same speed, and the planetary carrier 4 drives the output shaft 3 to rotate synchronously with it. Since the revolution speed of each planetary gear 5 is less than the rotation speed of the input shaft 2, a reduction transmission is achieved.

[0024] When the input shaft 2 rotates forward, the first multi-plate clutch 6 is in the disengaged state, and the second multi-plate clutch 8 is in the engaged state, it is in the high-speed forward gear, and the ring gear 7 is not locked. When the input shaft 2 rotates, the second multi-plate clutch 8 drives the planetary carrier 4 to rotate synchronously with it, and the planetary carrier 4 drives the output shaft 3 to rotate synchronously with it. Therefore, the rotation speed of the input shaft 2 and the output shaft 3 is the same, realizing high-speed direct drive.

[0025] When in reverse gear, the input shaft 2 rotates in reverse, the first multi-plate clutch 6 is in the engaged state, and the second multi-plate clutch 8 is in the disengaged state. Except that the rotation directions of the components are opposite, the transmission path is exactly the same as the low-speed forward gear.

[0026] See Figure 1-Figure 3 The manual shifting system includes a second clutch plate clamping assembly 13 that can be axially moved on the input shaft 2, a second elastic element 14 for driving the second clutch plate clamping assembly 13 away from the second multi-plate clutch 8, and at least one set of shifting structures distributed circumferentially around the input shaft 2.

[0027] Specifically, the shifting structure includes a lever 9, a cam 10, a compression spring 11, a first elastic element 15 and a first clutch plate clamping assembly 12 adapted to the first multi-plate clutch 6. The middle part of the lever 9 and the outer end of the compression spring 11 can be rotatably mounted on the housing 1. The inner end of the lever 9 and the middle part of the compression spring 11 are simultaneously supported on the same position of the cam surface of the cam 10, and the cam 10 is located on the side of the lever 9 and the compression spring 11 away from the second multi-plate clutch 8. The inner end of the compression spring 11 is elastically supported on the side of the second clutch plate clamping assembly 13 away from the second multi-plate clutch 8. The first elastic element 15 is located on the side of the lever 9 away from the first multi-plate clutch 6, and is elastically supported between the outer end of the lever 9 and the housing 1. The first clutch plate clamping assembly 12 is installed on the side of the lever 9 close to the first multi-plate clutch 6, and is located between the support point of the first elastic element 15 and the rotation point of the lever 9.

[0028] It should be noted that the shifting structure can be a single set or multiple sets, as long as it can reliably control the engagement and disengagement of the first multi-plate clutch 6. In particular, when the shifting structure comprises multiple sets, the cams 10 must not only rotate synchronously, but also maintain the same position of the cam profiles of the cams 10. That is, each cam 10 controls the corresponding first clutch plate pressing assembly 12 to synchronously press the clutch plates of the first multi-plate clutch 6 to maintain the first multi-plate clutch 6 in an engaged state, or each cam 10 controls the corresponding first clutch plate pressing assembly 12 to synchronously release the clutch plates of the first multi-plate clutch 6 to maintain the first multi-plate clutch 6 in a disengaged state.

[0029] Therefore, when the cams 10 rotate synchronously and the cam surface of the cam 10 causes the end of the lever 9 close to the cam 10 to rotate slightly toward the direction close to the cam 10, the first clutch plate clamping assembly 12 presses all the clutch plates of the first multi-plate clutch 6, and the first multi-plate clutch 6 is in a connected state. At the same time, the second clutch plate clamping assembly 13 releases all the clutch plates of the second multi-plate clutch 8, and the second multi-plate clutch 8 is in a disconnected state. At this time, the input shaft 2 rotates forward, and the mechanical manual shift multi-plate clutch two-speed transmission is in a high-speed forward gear.

[0030] When the cams 10 rotate synchronously and the cam surface of the cam 10 causes the end of the lever 9 close to the cam 10 to rotate slightly toward away from the cam 10, the first clutch plate clamping assembly 12 releases all clutch plates of the first multi-plate clutch 6, and the first multi-plate clutch 6 is in a disconnected state. At the same time, the second clutch plate clamping assembly 13 presses all clutch plates of the second multi-plate clutch 8, and the second multi-plate clutch 8 is in a connected state. At this time, if the input shaft 2 rotates forward, the mechanical manually shifted multi-plate clutch type two-speed transmission is in a high-speed forward gear. If the input shaft 2 rotates reversely, the mechanical manually shifted multi-plate clutch type two-speed transmission is in a reverse gear.

[0031] See Figure 1 and Figure 2 The first multi-plate clutch 6 includes a first outer plate mounting seat 6a surrounding the outer ring gear 7, a plurality of first inner friction plates 6b axially movably mounted on the outer circumference of the inner ring gear 7, and a plurality of first outer friction plates 6c axially movably mounted on the inner circumference of the first outer plate mounting seat 6a. The first outer plate mounting seat 6a is fixedly mounted in the housing 1, which has a fixed clamping surface 1c. Furthermore, the first clutch plate pressing assembly 12 includes a pressure rod 12a and a pressure head 12b. The end of the pressure rod 12a away from the first multi-plate clutch 6 is fixedly connected to the lever 9. The pressure head 12b is mounted on the end of the pressure rod 12a closer to the first multi-plate clutch 6. The first inner friction plates 6b and the first outer friction plates 6c are alternately arranged between the fixed clamping surface 1c and the pressure heads 12b.

[0032] Therefore, when the cam surface of the cam 10 causes the end of the lever 9 close to the cam 10 to rotate slightly toward the cam 10, each pressure head 12b synchronously moves toward the direction close to each first inner friction plate 6b and each first outer friction plate 6c, and finally presses each first inner friction plate 6b and each first outer friction plate 6c.

[0033] Furthermore, the pressure head 12b is made of elastic material, thereby playing a role of buffering and shock absorption, and improving service life. In this embodiment, the pressure head 12b is made of elastic rubber or silicone material, which is low in cost and durable.

[0034] See Figure 1 and Figure 2The second multi-plate clutch 8 includes a second outer plate mounting seat 8a fixedly mounted on the planetary carrier 4, a plurality of second inner friction plates 8b axially movably mounted on the outer circumference of the input shaft 2, a plurality of second outer friction plates 8c axially movably mounted on the inner circumference of the second outer plate mounting seat 8a, and a clutch plate fixing seat 8d fixedly sleeved on the input shaft 2. The second clutch plate clamping assembly 13 includes a pressure ring 13a and a thrust ball bearing 13b both of which are axially movably sleeved on the input shaft 2. The second inner friction plates 8b and the second outer friction plates 8c are alternately arranged between the pressure ring 13a and the clutch plate fixing seat 8d. The second elastic element 14 is elastically supported between the input shaft 2 and the side of the pressure ring 13a close to the clutch plate fixing seat 8d. The thrust ball bearing 13b is supported between the side of the pressure ring 13a away from the clutch plate fixing seat 8d and the inner end of each compression spring plate 11.

[0035] Furthermore, an elastic washer 16 is provided between the thrust ball bearing 13b and the inner end of each compression spring 11, which can provide a good buffering effect and reduce the friction loss between the thrust ball bearing 13b and each compression spring 11. In this embodiment, the washer 16 is made of elastic rubber or silicone material, which is low in cost and durable.

[0036] Furthermore, the inner edge of the first inner friction plate 6b is splined to the outer circumference of the inner ring gear 7, and the outer edge of the first outer friction plate 6c is splined to the inner circumference of the first outer plate mounting seat 6a. Similarly, the inner edge of the second inner friction plate 8b is splined to the outer circumference of the input shaft 2, and the outer edge of the second outer friction plate 8c is splined to the inner circumference of the second outer plate mounting seat 8a. This structure allows the first inner friction plate 6b, the first outer friction plate 6c, the second inner friction plate 8b, and the second outer friction plate 8c to rotate synchronously with the counterpart and move axially along the counterpart, while also facilitating easy assembly and ensuring stability and reliability.

[0037] See Figure 3 The cam 10 includes a high-speed gear mating surface 10a with a planar structure and a low-speed gear mating surface 10b with an arcuate structure. The high-speed gear mating surface 10a and the low-speed gear mating surface 10b together form an annular structure. The spacing between each position of the low-speed gear mating surface 10b and the rotation axis of the cam 10 is equal. The high-speed gear mating surface 10a is perpendicular to the normal of the cam 10. In addition, the minimum spacing between the high-speed gear mating surface 10a and the rotation axis of the cam 10 is smaller than the spacing between the low-speed gear mating surface 10b and the rotation axis of the cam 10. That is, when the inner end of the lever 9 and the middle part of the compression spring 11 are simultaneously supported on the low-speed gear mating surface 10b, the gear is in the low-speed forward gear or reverse gear. When the inner end of the lever 9 and the middle part of the compression spring 11 are simultaneously supported on the high-speed gear mating surface 10a, the gear is in the high-speed forward gear. Thus, the switching between high and low speed gears is achieved by changing the cam profile.

[0038] Furthermore, the junction between the high-speed gear mating surface 10a and the low-speed gear mating surface 10b is an arc transition, which ensures the smoothness of gear shifting.

[0039] Correspondingly, the position where the lever 9 contacts the cam 10 is the lever action surface 9a having a planar structure, which ensures the reliability of the cooperation with the high-speed gear cooperation surface 10a.

[0040] In this embodiment, the first elastic element 15 and the second elastic element 14 both adopt return compression springs, which are simple and reliable. Accordingly, a positioning structure for positioning the return compression spring is provided on the box body 1 and the input shaft 2, thereby ensuring the reliable installation of the first elastic element 15 and the second elastic element 14.

[0041] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention. Such changes fall within the scope of protection of the present invention.

Claims

1. A mechanical, manually shifted, multi-plate clutch-type, two-speed transmission, comprising a housing, an input shaft, and an output shaft coaxially disposed within the housing, the input shaft having a sun gear disposed at one end proximate the output shaft, which rotates synchronously therewith, and the output shaft having a planet carrier disposed at one end proximate the input shaft, which rotates synchronously therewith, the planet carrier having at least three planet gears rotatably mounted on the planet carrier and distributed circumferentially around the sun gear, each planet gear meshing with the sun gear, the housing having an internal gear meshing with each of the planet gears, which is clutch-connected to the housing via a first multi-plate clutch, the input shaft being clutch-connected to the planet carrier via a second multi-plate clutch, and characterized in that: The manual shifting system includes a second clutch plate pressing assembly axially movably mounted on the input shaft, a second elastic element for driving the second clutch plate pressing assembly away from the second multi-plate clutch, and at least one shifting structure circumferentially distributed around the input shaft. The shifting structure includes a lever, a cam, a compression spring, a first elastic element and a first clutch plate clamping assembly adapted to the first multi-plate clutch. The middle part of the lever and the outer end of the compression spring are both rotatably mounted on the housing. The inner end of the lever and the middle part of the compression spring are simultaneously supported on the same position of the cam surface of the cam, and the cam is located on the side of the lever and the compression spring away from the second multi-plate clutch. The inner end of the compression spring is elastically supported on the side of the second clutch plate clamping assembly away from the second multi-plate clutch. The first elastic element is located on the side of the lever away from the first multi-plate clutch and is elastically supported between the outer end of the lever and the housing. The first clutch plate clamping assembly is installed on the side of the lever close to the first multi-plate clutch and is located between the support point of the first elastic element and the rotation point of the lever.

2. The mechanical manual shift multi-plate clutch two-speed transmission according to claim 1, characterized in that: The second multi-plate clutch includes a second outer plate mounting seat fixedly mounted on the planetary carrier, a plurality of second inner friction plates axially movably mounted on the outer circumference of the input shaft, a plurality of second outer friction plates axially movably mounted on the inner circumference of the second outer plate mounting seat, and a clutch plate fixing seat fixedly sleeved on the input shaft. The second clutch plate clamping assembly includes a pressure ring and a thrust ball bearing both axially movably sleeved on the input shaft. Each second inner friction plate and each second outer friction plate are alternately arranged between the pressure ring and the clutch plate fixing seat. The second elastic element is elastically supported between the input shaft and the side of the pressure ring close to the clutch plate fixing seat. The thrust ball bearing is supported between the side of the pressure ring away from the clutch plate fixing seat and the inner end of each compression spring plate.

3. The mechanical manual shift multi-plate clutch two-speed transmission according to claim 2, characterized in that: An elastic washer is provided between the thrust ball bearing and the inner end of each compression spring sheet.

4. The mechanical manual shift multi-plate clutch two-speed transmission according to claim 1, characterized in that: The first multi-plate clutch includes a first outer plate mounting seat surrounding the outer periphery of the inner gear ring, a plurality of first inner friction plates that are axially movably mounted on the outer periphery of the inner gear ring, and a plurality of first outer friction plates that are axially movably mounted on the inner periphery of the first outer plate mounting seat. The first outer plate mounting seat is fixedly mounted in a housing, and the housing has a fixed clamping surface. The first clutch plate clamping assembly includes a pressure rod and a pressure head. The end of the pressure rod away from the first multi-plate clutch is fixedly connected to the lever, and the pressure head is mounted on the end of the pressure rod close to the first multi-plate clutch. The first inner friction plates and the first outer friction plates are alternately arranged between the fixed clamping surface and the pressure heads.

5. The mechanical manual shift multi-plate clutch type two-speed transmission according to claim 4, characterized in that: The pressure head is made of elastic material.

6. The mechanical manual shift multi-plate clutch two-speed transmission according to claim 1, characterized in that: The cam includes a high-speed gear mating surface with a planar structure and a low-speed gear mating surface with an arc surface structure. The high-speed gear mating surface and the low-speed gear mating surface together constitute an annular structure. The distances between each position of the low-speed gear mating surface and the rotation axis of the cam are equal. The high-speed gear mating surface is perpendicular to the normal of the cam, and the minimum distance between the high-speed gear mating surface and the rotation axis of the cam is smaller than the distance between the low-speed gear mating surface and the rotation axis of the cam. The junction between the high-speed gear mating surface and the low-speed gear mating surface is an arc transition.

7. The mechanical manual shift multi-plate clutch two-speed transmission according to claim 6, characterized in that: The position where the lever contacts the cam is a lever action surface with a planar structure.

8. The mechanical manual shift multi-plate clutch two-speed transmission according to claim 1, characterized in that: A differential is also included, and a power output tooth is integrally formed on the output shaft, and the power output tooth is engaged with a differential power input gear of the differential.

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