Brake device of transmission gear shifting mechanism

Abstract

The utility model relates to the field of clutches, in particular to a transmission gear shifting mechanism braking device which comprises a shell, a braking block and a circular-ring-shaped braking disc, the braking block and the circular-ring-shaped braking disc are oppositely arranged in the shell, a first inclined face is arranged on the axial side of the right section of the braking block, and a first blocking face is arranged on the radial side of the right section of the braking block. The opposite surfaces of the brake disc and the brake block are respectively provided with a second inclined surface and a second blocking surface, the second inclined surface corresponds to the first inclined surface, and the second blocking surface corresponds to the first blocking surface; the inclination of the first inclined face and the second inclined face meets the requirement that when the two inclined faces are attached, the brake block and the brake disc cannot rotate relatively under the condition that the actuator is locked, and the brake block and the brake disc can rotate relatively under the condition that the actuator is not locked. The brake device can greatly reduce the size and the cost of the transmission while achieving the brake and one-way functions.

Description

Technical Field

[0001] This utility model relates to the field of clutches, and more particularly to a braking device for a transmission shifting mechanism. Background Technology

[0002] In the field of traditional automotive planetary gear transmissions, the braking unit of the planetary gear transmission shift actuator commonly uses a multi-plate wet brake and a one-way overrunning clutch simultaneously, or a band brake and a one-way overrunning clutch simultaneously. The application of the one-way overrunning clutch effectively eliminates downshift shock, shortens shift time, and reduces energy loss. However, the use of two units increases cost and the size of the transmission; the pressure required to clamp the friction pairs is relatively large, generally around 5000N or higher. If the pressure is too low, slippage is likely, power cannot be effectively transmitted, and the friction plates are prone to burning. To ensure clamping force, the size, cost, and energy loss of the shift power source device are inevitably increased. Traditional fixed-shaft transmission dual-clutch shift mechanisms, when using multiple friction plates, also suffer from the above-mentioned problems in addition to reducing the one-way overrunning clutch.

[0003] With the development of new energy vehicles, braking units for shift actuators developed based on the characteristics of electric drive have also been developed, such as the prior patent: application number 202010174847.7, entitled "Moving Wedge Block Shift Mechanism," which greatly reduces the pressure required to clamp the shift elements, making the clutch less prone to burning discs. While ensuring power transmission, it can reduce costs, size, and energy loss. However, there is still room for further improvement in terms of structure, cost, and reliability. Utility Model Content

[0004] The purpose of this invention is to provide a braking device for a transmission shift mechanism that can significantly reduce the size and cost of the transmission while achieving braking and one-way functions.

[0005] The technical solution of this utility model is as follows: a braking device for a transmission shifting mechanism, comprising a housing, a brake block and a circular brake disc disposed opposite to each other within the housing, wherein the axial side of the right section of the brake block is provided with a first inclined surface, and the radial side of the right section of the brake block is provided with a first blocking surface; the opposing surfaces of the brake disc and the brake block are respectively provided with a second inclined surface and a second blocking surface, wherein the second inclined surface corresponds to the first inclined surface, and the second blocking surface corresponds to the first blocking surface; the inclination of the first inclined surface and the second inclined surface is such that when the two inclined surfaces are in contact, they will not rotate relative to each other when the actuator is locked, and the brake block and the brake disc can rotate relative to each other when the actuator is not locked.

[0006] Furthermore, the number of the second inclined surface and the second blocking surface of the brake disc is equal to or an integer multiple of the number of the first inclined surface and the first blocking surface of the brake block.

[0007] Furthermore, the inner ring of the brake disc is provided with a friction pad mating structure, and a first friction pad is provided on the left side of the inner ring of the brake disc, or an end face bearing is provided on the left side of the inner ring of the brake disc.

[0008] Furthermore, from left to right, the housing contains an actuator, a push plate, a second friction plate, and a baffle. The inner circumference of the push plate is slidably connected to the outer circumference of the baffle via a spline. The baffle is located inside the second friction plate and is fixedly connected to the housing. A return spring device is provided between the baffle and the actuator. A normally closed clutch is provided on the right side of the baffle. The normally closed clutch includes a clutch drum and a clutch hub. A pressure plate is provided between the clutch drum and the clutch hub. A top plate is provided on the right side of the clutch drum.

[0009] Furthermore, the pressure plate is axially slidably connected to the clutch drum and is rotatably connected. Several first elastic bodies are provided between the left side of the clutch drum and the pressure plate. A friction pair is provided on the right side of the pressure plate. A support plate is provided on the right side of the friction pair. The outer periphery of the support plate is slidably connected to the clutch drum through a spline. A retaining spring is provided on the clutch drum on the right side of the support plate to limit the maximum rightward movement of the support plate.

[0010] Furthermore, one or more brake block movable holes are provided on the right end face of the clutch drum, and when two or more brake block movable holes are provided, they are evenly distributed along the circumference of the right end face of the clutch drum; a second elastic body is provided at the left end of each brake block movable hole; a blocking groove for the outer periphery of the retaining spring to extend into the middle section of the brake block is provided, and a third blocking surface is provided at the left end of the blocking groove; the diameter of the brake block movable hole is larger than the diameter of the left and middle sections of the brake block, and also larger than the diameter of the second elastic body; the diameter of the right section of the brake block is larger than the diameter of the brake block movable hole, so that the right section of the brake block will not be fitted into the brake block movable hole.

[0011] Furthermore, the right side of the top plate is provided with brake block working holes that correspond one-to-one with the brake blocks and are used for the brake blocks to pass through, and the right section of the brake block is sleeved in the brake block working hole.

[0012] Furthermore, the left inner circumference of the top plate is provided with a plurality of axial spline-shaped elongated protrusions, and the right side of the clutch drum is provided with a plurality of axially recessed first grooves corresponding to the elongated protrusions, the elongated protrusions passing through the first grooves; the outer circumference of the pressure plate is provided with a plurality of radial toothed protrusions corresponding to the first grooves, the radial toothed protrusions passing through the first grooves to form a connection for axial sliding and rotational transmission, and the right side of the radial toothed protrusions abuts against the left side of the elongated protrusions.

[0013] Furthermore, it also includes an input shaft, an output shaft, and a gear transmission mechanism, wherein the gear transmission mechanism is a planetary gear mechanism or a fixed-shaft gear mechanism.

[0014] Furthermore, when the gear transmission mechanism is a planetary gear mechanism, the planetary gear mechanism includes a sun gear, a ring gear, and a planet carrier assembly; the planet carrier assembly includes a planet carrier, planet gears, planet gear shafts, and bearings between the planet gears and the planet gear shafts; the ring gear is disposed on the outer periphery of the sun gear, and several planet gears are evenly distributed between the sun gear and the ring gear, and the several planet gears are connected to the sun gear and the ring gear by gear meshing; the planet gears are rotatably connected to the planet gear shafts through bearings, and both ends of the planet gear shafts are fixedly connected to the planet carrier.

[0015] Compared with the prior art, the present invention has the following advantages:

[0016] 1. The brake blocks and brake discs of this braking device have a simple structure, readily available materials, and fewer processing steps. Furthermore, several brake blocks, an elastomer, and a single brake disc can replace a one-way overrunning clutch and multiple sets of friction plates. While achieving braking and one-way functions, it can significantly reduce the size and cost of the transmission.

[0017] 2. This braking device has a large braking force and is flexible in application. The braking capacity can be increased by slightly increasing the size of the brake pads, or increasing the number of brake pads (without increasing the size of the transmission), or by correspondingly increasing the number of blocking surfaces and inclined surfaces of the brake disc. It can be applied to transmissions of various specifications, which is conducive to increasing batch production and further reducing manufacturing costs.

[0018] 3. The braking device has a significantly reduced number of friction pads, resulting in less energy loss during the oil churning process and reducing the risk of overheating of the transmission. At the same time, fewer friction pads also reduce the amount of wear debris generated during the sliding process, which helps to keep the lubricating oil in the transmission clean and reduces malfunctions caused by lubricating oil contamination. In addition, fewer friction pads reduce the inertia during the shifting process, which is more conducive to improving shifting speed and smoothness. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of this utility model;

[0020] Figure 2 For the present utility model Figure 1 Enlarged view of area A;

[0021] Figure 3 This is a schematic diagram of the structure of the brake block of this utility model. Figure 1 ;

[0022] Figure 4 This is a schematic diagram of the structure of the brake block of this utility model. Figure 2 ;

[0023] Figure 5 This is a schematic diagram of the brake disc of this utility model;

[0024] Figure 6 This is a schematic diagram of the clutch drum of this utility model;

[0025] Figure 7 This is a schematic diagram of the pressure plate of this utility model;

[0026] Figure 8 This is a schematic diagram of the top plate of this utility model;

[0027] In the diagram: 1-Housing; 2-Brake block; 201-First inclined surface; 202-First blocking surface; 203-Elastomer contact surface; 204-Blocking groove; 205-Third blocking surface; 3-Brake disc; 301-Second inclined surface; 302-Second blocking surface; 303-Spline; 4-First friction plate; 5-Actuator; 6-Push plate; 7-Second friction plate; 8-Baffle; 9-Return spring device; 10-Clutch drum; 1001-Brake block movable hole; 1002-First groove; 1003-Spline mating with the outer plate. 1004-Groove 11-Clutch Hub 12-Pressure Plate 1201-Radial Toothed Protrusion 13-First Elastic Body 14-Friction Pair 15-Snap Ring 16-Second Elastic Body 17-Top Plate 1701-Brake Block Working Hole 1702-Elongated Protrusion 1703-Spline 18-Input Shaft 19-Output Shaft 20-Sun Gear 21-Ring Gear 22-Planet Gear 23-Bearing 24-Planet Gear Shaft 25-Normally Closed Clutch 26-Brake 27-Support Plate 28-Planet Carrier. Detailed Implementation

[0028] To make the above-mentioned features and advantages of this utility model more easily understood, specific embodiments are described below in conjunction with the accompanying drawings, but this utility model is not limited thereto.

[0029] refer to Figures 1 to 8

[0030] A braking device for a transmission shift mechanism includes a housing 1 and a brake block 2 and a brake disc 3 disposed opposite to each other within the housing. The brake block has a first inclined surface 201 on the axial side of its right segment and a first blocking surface 202 on the radial side of its right segment. The brake block has an elastic contact surface 203 on its left end face. The brake disc and the brake block have a second inclined surface 301 and a second blocking surface 302 respectively on their opposite surfaces. The second inclined surface corresponds to the first inclined surface, and the second blocking surface corresponds to the first blocking surface. The inclination of the first inclined surface and the second inclined surface is such that when the two inclined surfaces are in contact, they will not rotate relative to each other when the actuator is locked (the pressure applied by the actuator reaches the design value). When the actuator is not locked, the brake block and the brake disc can rotate relative to each other.

[0031] In this embodiment, the brake block is cylindrical or cuboid in shape; preferably, the brake block is cylindrical. The right, middle, and left sections of the brake block have equal or unequal diameters; preferably, the brake block has unequal diameters, and the diameter of the right section is larger than the diameters of the middle and left sections.

[0032] In this embodiment, the brake disc is annular, and the number of the second inclined surface and the second blocking surface of the brake disc is equal to or an integer multiple of the number of the first inclined surface and the first blocking surface of the brake block. The outer periphery of the brake disc is fixedly connected to the housing via splines 303, or the brake disc is integrated with the housing.

[0033] In this embodiment, the two sides of the second inclined surface of the brake disc are flared, which helps to guide the first blocking surface of the brake block and the second blocking surface of the brake disc to block each other when the brake block reverses.

[0034] In this embodiment, the inner ring of the brake disc is provided with a friction plate mating structure, and a first friction plate 4 is provided on the left side of the inner ring of the brake disc, with a spline on the inner circumference of the first friction plate; or the second friction plate is not provided on the left side of the inner ring of the brake disc, but an end face bearing is provided on the left side of the inner ring of the brake disc.

[0035] In this embodiment, the actuator 5, push plate 6, second friction plate 7 and baffle 8 are arranged sequentially from left to right inside the housing. The right end face of the outer ring of the push plate is opposite to the second friction plate. The inner circumference of the push plate is slidably connected to the outer circumference of the baffle via a spline. The baffle is located inside the second friction plate and is fixedly connected to the housing. A return spring device 9 is provided on the baffle, which passes through the tray and abuts against the actuator. A normally closed clutch 25 is provided on the right side of the baffle. The normally closed clutch includes a clutch drum 10 and a clutch hub 11. A pressure plate 12 is provided between the clutch drum and the clutch hub. A top plate 17 is provided on the right side of the clutch drum.

[0036] In this embodiment, the pressure plate and the clutch drum are axially slidably connected and rotate in the same direction. A plurality of first elastic bodies 13 are provided between the left side of the clutch drum and the pressure plate. A friction pair 14 is provided on the right side of the pressure plate. A support plate 27 is provided on the right side of the friction pair. The outer periphery of the support plate is slidably connected to the clutch drum through a spline. A retaining spring 15 is provided on the clutch drum on the right side of the support plate. The retaining spring restricts the support plate from moving to the maximum right position.

[0037] In this embodiment, the first elastic body is a compression spring, and a plurality of compression springs are evenly distributed along the circumference. The two ends of the compression springs abut against the left side of the clutch drum and the pressure plate, respectively. A groove 1004 for positioning one end of the compression spring is provided on the right side of the left section of the clutch drum, and an axial blind hole for the compression spring to extend into is provided on the left side of the pressure plate.

[0038] In this embodiment, the friction pair includes a plurality of outer plates and inner plates, which are arranged alternately. The outer periphery of the outer plates is axially slidably connected to the clutch drum via splines, and the inner periphery of the inner plates is axially slidably connected to the normally closed clutch hub via splines.

[0039] In this embodiment, one or more brake block movable holes 1001 are provided on the right end face of the clutch drum. When two or more brake block movable holes are provided, they are evenly distributed along the circumference of the right end face of the clutch drum. The left end of the inner cavity of each brake block movable hole abuts against a second elastic body 16, and a brake block is provided at the right end of each second elastic body. The right end of the second elastic body abuts against the elastic body contact surface at the left end of the brake block. Specifically, the second elastic body can be a compression spring.

[0040] In this embodiment, the brake block has a blocking groove 204 in its middle section and a third blocking surface 205 at its left end. The brake block is fitted onto the outer periphery of the retaining spring through the blocking groove. In the initial state, the second elastic body applies a rightward elastic force to the brake block. The third blocking surface in the middle section of the brake block is blocked by the retaining spring, which restricts the brake block from moving further to the right. This ensures that the left end and middle section of the brake block remain within the brake block's movable hole, and the brake block will not slip out of the clutch drum.

[0041] In this embodiment, the diameter of the brake block movable hole is larger than the diameter of the left and middle sections of the brake block, and also larger than the diameter of the second elastic body; the diameter of the right section of the brake block is larger than the diameter of the brake block movable hole, so that the right section of the brake block will not be fitted into the brake block movable hole.

[0042] In this embodiment, the right side of the top plate is provided with brake block working holes 1701, which correspond one-to-one with the brake blocks and are used for the passage of the brake blocks. The right section of the brake block is fitted into the brake block working hole. The fitting clearance between the brake block working hole and the right section of the brake block is smaller than the clearance between the left and middle sections of the brake block and the brake block movable hole, thereby ensuring that when the brake block is engaged, the braking force will not affect the radial force on the middle and left sections of the brake block.

[0043] In this embodiment, the top plate has a plurality of axially splined elongated protrusions 1702 on the inner circumference of the left side, and the clutch drum has a plurality of axially recessed first grooves 1002 corresponding to the elongated protrusions on the right side. The elongated protrusions pass into the first grooves, thereby forming a linkage between the top plate and the normally closed clutch that is axially sliding and rotates in a transmission direction.

[0044] In this embodiment, the outer periphery of the pressure plate is provided with a plurality of radial toothed protrusions 1201 corresponding to the first groove. The radial toothed protrusions pass through the first groove, thereby forming a connecting link between the pressure plate and the clutch drum that slides axially and drives rotation. The right side of the radial toothed protrusion abuts against the left side of the elongated protrusion.

[0045] In this embodiment, the transmission shift mechanism braking device further includes an input shaft 18, an output shaft 19, and a gear transmission mechanism, wherein the gear transmission mechanism is a planetary gear mechanism or a fixed shaft gear mechanism.

[0046] In this embodiment, when the gear transmission mechanism is a planetary gear mechanism, the planetary gear mechanism includes a sun gear 20, a ring gear 21, and a planet carrier assembly; the planet carrier assembly includes a planet carrier 28, planet gears 22, a planet gear shaft 23, and a bearing 23 between the planet gears and the planet gear shaft; the ring gear is disposed on the outer periphery of the sun gear, and several planet gears are evenly distributed between the sun gear and the ring gear, and several planet gears are connected to the sun gear and the ring gear by gear meshing; the planet gears are rotatably connected to the planet gear shaft through the bearing, and both ends of the planet gear shaft are fixedly connected to the planet carrier, thereby forming a planetary gear set.

[0047] In this embodiment, the normally closed clutch hub is integrated on the planetary carrier. The sun gear is fixedly connected to the input shaft or splined. The outer periphery of the gear ring is provided with an external spline and is slidably connected to the spline 1703 on the inner side of the right section of the top plate. The output shaft is fixedly connected to the planetary carrier. Both the input shaft and the output shaft are rotatably connected to the housing and are provided with sealing rings.

[0048] In this embodiment, the spline on the inner circumference of the first friction plate slides in conjunction with the external spline on the outer shaft of the gear ring.

[0049] If the terms "first" and "second" are used in the above description to define the components, those skilled in the art should know that the use of "first" and "second" is only for the convenience of distinguishing the components in the description. Unless otherwise stated, the above terms have no special meaning.

[0050] If this utility model discloses or relates to mutually fixedly connected parts or structural components, then unless otherwise stated, a fixed connection can be understood as: a detachable fixed connection (e.g., using bolts or screws) or a non-detachable fixed connection (e.g., riveting or welding). Of course, mutually fixed connections can also be replaced by an integral structure (e.g., manufactured using a casting process) (except where it is obviously impossible to use an integral forming process).

[0051] In addition, unless otherwise stated, the terms used to indicate positional relationships or shapes in any of the technical solutions disclosed in this utility model above include states or shapes that are similar to, close to, or approximate with them.

[0052] Any component provided by this utility model can be assembled from multiple individual components, or it can be a single component manufactured by a one-piece molding process.

[0053] The above description is only a preferred embodiment of the present utility model. All equivalent changes and modifications made within the scope of the patent application of the present utility model shall be covered by the present utility model.

Claims

1. A braking device for a transmission shift mechanism, comprising a housing, brake blocks disposed opposite each other within the housing, and a circular brake disc, characterized in that, The right section of the brake block has a first inclined surface on its axial side and a first blocking surface on its radial side. The brake disc and the brake block have a second inclined surface and a second blocking surface on their opposite sides, respectively. The second inclined surface corresponds to the first inclined surface, and the second blocking surface corresponds to the first blocking surface. The inclination of the first inclined surface and the second inclined surface is such that when the two inclined surfaces are in contact, they will not rotate relative to each other when the actuator is locked, and the brake block and the brake disc can rotate relative to each other when the actuator is not locked.

2. The braking device for a transmission shifting mechanism according to claim 1, characterized in that, The number of the second inclined surface and the second blocking surface of the brake disc is equal to or an integer multiple of the number of the first inclined surface and the first blocking surface of the brake block.

3. The braking device for a transmission shifting mechanism according to claim 1, characterized in that, The inner ring of the brake disc is provided with a friction plate mating structure, and a first friction plate is provided on the left side of the inner ring of the brake disc, or an end face bearing is provided on the left side of the inner ring of the brake disc.

4. A braking device for a transmission shifting mechanism according to claim 1, 2, or 3, characterized in that, An actuator, a push plate, a second friction plate, and a baffle are arranged sequentially from left to right inside the housing. The inner circumference of the push plate is slidably connected to the outer circumference of the baffle via a spline. The baffle is located inside the second friction plate and is fixedly connected to the housing. A return spring device is provided between the baffle and the actuator. A normally closed clutch is provided on the right side of the baffle. The normally closed clutch includes a clutch drum and a clutch hub. A pressure plate is provided between the clutch drum and the clutch hub. A top plate is provided on the right side of the clutch drum.

5. A braking device for a transmission shifting mechanism according to claim 4, characterized in that, The pressure plate is axially slidably connected to the clutch drum and is also rotatably connected. Several first elastic bodies are provided between the left side of the clutch drum and the pressure plate. A friction pair is provided on the right side of the pressure plate. A support plate is provided on the right side of the friction pair. The outer periphery of the support plate is slidably connected to the clutch drum through a spline. A retaining spring is provided on the clutch drum on the right side of the support plate to limit the maximum rightward movement of the support plate.

6. A braking device for a transmission shifting mechanism according to claim 5, characterized in that, One or more brake block movable holes are provided on the right end face of the clutch drum. When two or more brake block movable holes are provided, they are evenly distributed along the circumference of the right end face of the clutch drum. A second elastic body is provided at the left end of each brake block movable hole. A blocking groove for the outer periphery of the retaining spring to extend into the middle section of the brake block is provided. A third blocking surface is provided at the left end of the blocking groove. The diameter of the brake block movable hole is larger than the diameter of the left and middle sections of the brake block, and also larger than the diameter of the second elastic body. The diameter of the right section of the brake block is larger than the diameter of the brake block movable hole, so that the right section of the brake block will not be fitted into the brake block movable hole.

7. A braking device for a transmission shift mechanism according to claim 4, characterized in that, The right side of the top plate is provided with brake block working holes that correspond one-to-one with the brake blocks and are used for the brake blocks to pass through. The right section of the brake block is fitted into the brake block working hole.

8. A braking device for a transmission shifting mechanism according to claim 4, characterized in that, The top plate has multiple axially splined elongated protrusions on its left inner circumference. The clutch drum has multiple axially recessed first grooves corresponding to the elongated protrusions on its right side, and the elongated protrusions pass through the first grooves. The pressure plate has multiple radially toothed protrusions corresponding to the first grooves on its outer circumference. The radially toothed protrusions pass through the first grooves to form a connection for axial sliding and rotational transmission. The right side of the radially toothed protrusions abuts against the left side of the elongated protrusions.

9. A braking device for a transmission shifting mechanism according to claim 1, 2, 3, 5, 6, 7 or 8, characterized in that, It also includes an input shaft, an output shaft, and a gear transmission mechanism, wherein the gear transmission mechanism is a planetary gear mechanism or a fixed-shaft gear mechanism.

10. A braking device for a transmission shifting mechanism according to claim 9, characterized in that, When the gear transmission mechanism is a planetary gear mechanism, the planetary gear mechanism includes a sun gear, a ring gear, and a planet carrier assembly; the planet carrier assembly includes a planet carrier, planet gears, planet gear shafts, and bearings between the planet gears and the planet gear shafts; the ring gear is located on the outer periphery of the sun gear, and several planet gears are evenly distributed between the sun gear and the ring gear, and the planet gears are connected to the sun gear and the ring gear by gear meshing; the planet gears are rotatably connected to the planet gear shafts through bearings, and both ends of the planet gear shafts are fixedly connected to the planet carrier.

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