An engine power transmission automatic torque conversion and auxiliary braking device and vehicle

Abstract

The utility model discloses an engine power transmission automatic variable torque and auxiliary braking device and vehicle, and automatic variable torque and auxiliary braking device utilize the input shaft of first planetary gear set and connect with engine, and the output shaft of second planetary gear set is used for output torque, and the coupling between first planetary gear set and second planetary gear set is carried out through coupling gear, when working, engine operation drives automatic variable torque and auxiliary braking device operation, and the rotation speed of cam is followed with engine rotation speed through first motor and worm, makes the torque of transmission to second planetary gear set interrupt, supplies transmission to shift, has high efficiency, energy loss low, service life higher characteristics, not only is suitable for replacing existing friction plate clutch, hydraulic torque converter, also is suitable for being used in manual shift vehicle, can enhance the starting, operating performance of vehicle.

Description

Technical Field

[0001] This utility model relates to the technical field of engine torque converters, and in particular to an automatic torque converter and auxiliary braking device for engine power transmission and a vehicle. Background Technology

[0002] Currently, the most widely used engine power transmission clutches on the market are friction plate type and hydraulic torque converter. Friction plate type clutches have a simple structure and high transmission efficiency, but they suffer from problems such as high friction coefficient, poor heat dissipation, performance degradation when overheated, easy damage, and dust generation. Hydraulic torque converters, while having good heat dissipation and able to withstand large torques, have a complex structure, greater energy loss, and relatively higher maintenance costs.

[0003] When heavy-duty trucks encounter long downhill sections, insufficient engine braking makes it difficult to control the vehicle's speed. Prolonged braking can also easily lead to brake overheating and failure. Current solutions simply involve cooling the brakes with water to ensure safe driving. In contrast, compared to the precise control of the engine, whether it's an automatic, continuously variable transmission (CVT), dual-clutch, or simulated automatic, the transmission relies on friction or friction plates for power transmission. Lacking precise point-to-point control and smooth connection, transmissions suffer from relatively high wear and tear, are prone to damage, have high maintenance costs, offer a poor driving experience, and are out of touch with the digital control era, failing to achieve their intended efficiency. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes an automatic torque converter and auxiliary braking device for engine power transmission, which has strong load capacity, low heat generation, and can realize torque conversion and auxiliary braking functions, effectively improving service life.

[0005] This utility model also proposes a vehicle having the above-mentioned automatic torque converter and auxiliary braking device.

[0006] According to a first aspect embodiment of the present invention, an automatic torque converter and auxiliary braking device for engine power transmission includes: The first planetary gear set, whose input shaft is used to connect to the engine; The second planetary gear set is coupled to the first planetary gear set via a coupling gear, and the output shaft of the second planetary gear set is used to output torque. The cam has an internal gear ring and an external gear ring arranged sequentially from the inside to the outside, and the internal gear ring meshes with the planetary teeth of the first planetary gear set; A first motor and a worm gear, the worm gear meshing with the external gear ring, the first motor driving the worm gear to rotate, thereby driving the cam to rotate.

[0007] The automatic torque converter and auxiliary braking device for engine power transmission according to the embodiments of this utility model has at least the following beneficial effects: The first planetary gear set is connected to the engine via its input shaft, while the second planetary gear set outputs torque via its output shaft. The first and second planetary gear sets are coupled via a coupling gear, meshing the internal gear ring of the cam with the planetary gears of the first planetary gear set. The worm gear meshes with the external gear ring of the cam. When the first motor drives the worm gear, it rotates the cam. During operation, the engine's operation drives the automatic torque converter and auxiliary braking system. The cam's speed, driven by the first motor and worm gear, follows the engine speed, interrupting the torque transmitted to the second planetary gear set for gear shifting. Because the cam follows the engine speed, the first motor's operating current is low. As the current gradually decreases until the first motor stops and the cam locks itself, the engine torque is output from the first planetary gear set, coupling gear, and second planetary gear set, increasing in value. This system features high efficiency, low energy loss, and long service life, enabling automatic torque conversion and auxiliary braking. It is suitable not only for replacing existing friction plate clutches and hydraulic torque converters but also for use in manual transmission vehicles, enhancing starting and handling performance.

[0008] According to some embodiments of the present invention, the cam is provided with a locking ring, the locking ring is disposed on the outer periphery of the internal gear ring, the locking ring is provided with a recess, and the first planetary gear set includes a planetary gear carrier, the edge of the planetary gear carrier is provided with a protrusion; It also includes a second motor, which drives the locking ring to slide along the axial direction of the internal gear ring on the outside of the internal gear ring, so that the recess engages or disengages from the protrusion; when the recess engages with the protrusion, the first planetary gear set locks with the internal gear ring and rotates synchronously with the cam.

[0009] According to some embodiments of this utility model, it further includes a first end cover, which is connected to one side of the cam and covers the first planetary gear set. The first end cover has a shaft hole for the input shaft to pass through. The first end cover has a U-shaped slide rail and a strip hole. The strip hole extends axially along the first end cover. The outer periphery of the locking ring is provided with rollers. The U-shaped slide rail is sleeved on the outside of the first end cover. The U-shaped slide rail has a mounting hole. The mounting hole corresponds to the strip hole and the roller. The roller passes through the strip hole and the mounting hole, so that the locking ring is connected to the U-shaped slide rail. The drive shaft of the second motor is connected to the U-shaped slide rail.

[0010] According to some embodiments of the present invention, the drive shaft of the second motor is a lead screw, and a lead screw nut is provided on the U-shaped slide rail. The lead screw is connected to the lead screw nut, and the second motor drives the U-shaped slide rail to move through the lead screw and the lead screw nut.

[0011] According to some embodiments of this utility model, it further includes a housing, in which the first planetary gear set, the second planetary gear set, the cam, the first motor, and the worm gear are all installed; the housing is provided with a first Hall sensor and a second Hall sensor, the input shaft of the first planetary gear set is provided with a first magnet, and the first end cover is provided with a second magnet; the first Hall sensor cooperates with the first magnet to detect the rotational speed of the input shaft; the second Hall sensor cooperates with the second magnet to detect the rotational speed of the cam.

[0012] According to some embodiments of the present invention, the inner peripheral wall of the locking ring is provided with a sliding groove, and the outer peripheral wall of the inner gear ring is provided with a slider. The slider slides in cooperation with the sliding groove to guide the locking ring to slide on the inner gear ring.

[0013] According to some embodiments of the present invention, the number of protrusions and recesses is at least two, the protrusions and recesses are evenly distributed along the circumference of the cam, and the protrusions and recesses are arranged in a one-to-one correspondence. The cross-sectional shape of the protrusions and recesses is fan-shaped.

[0014] According to some embodiments of the present invention, a second end cover is also included. The second end cover is connected to the housing and covers the second planetary gear set. The second end cover is provided with a gear ring that meshes with the planetary gears of the second planetary gear set.

[0015] According to some embodiments of the present invention, a third Hall sensor is provided on the housing, and a third magnet is provided on the output shaft of the second planetary gear set. The third Hall sensor cooperates with the third magnet to detect the rotational speed of the output shaft.

[0016] According to a second aspect of the present invention, a vehicle is applied to an engine power transmission automatic torque converter and auxiliary braking device as described in any one of the above-described embodiments.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] Figure 1 This is an exploded view of the automatic torque converter and auxiliary braking device according to an embodiment of the present invention; Figure 2This is an exploded structural diagram (another perspective) of an embodiment of the automatic torque converter and auxiliary braking device of the present invention. Figure 3 This is an exploded structural diagram of an automatic torque converter and auxiliary braking device according to an embodiment of the present invention (the housing is omitted). Figure 4 This is a schematic diagram of the assembly structure of the first planetary gear set, the cam, and the first end cover according to an embodiment of the present invention.

[0019] Figure label: First planetary gear set 10; planetary gear carrier 11; input shaft 12; protrusion 13; first magnet 14; Second planetary gear set 20; Output shaft 21; Third magnet 22; Coupled gear 30; Cam 40; Internal gear ring 41; External gear ring 42; Locking ring 43; Roller 44; Recess 45; Slide groove 46; Slider 47; First motor 50; worm gear 51; Second motor 60; Lead screw 61; First end cap 70; U-shaped slide rail 71; mounting hole 72; strip hole 73; nut 74; second magnet 75; Second end cap 80; Side panel 90; Housing 100; First Hall sensor 110; Second Hall sensor 120; Third Hall sensor 130. Detailed Implementation

[0020] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0021] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0022] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" and "second" are mentioned, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features.

[0023] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation, connection, and linkage" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0024] The automatic torque converter and auxiliary braking device for engine power transmission according to an embodiment of the present invention will now be described in conjunction with the accompanying drawings.

[0025] Reference Figure 1 and Figure 2 As shown, the engine power transmission automatic torque converter and auxiliary braking device of the embodiment includes a housing, a first planetary gear set 10, a second planetary gear set 20, and a cam 40. The first planetary gear set 10 has an input shaft 12, and the second planetary gear set 20 has an output shaft 21. The first planetary gear set 10 and the second planetary gear set 20 are connected by a coupling gear 30 for coupling torque. The input shaft 12 is connected to the engine (not shown in the figures), and the output shaft 21 is connected to the input shaft 12 of the transmission gear for outputting torque. The cam 40 has an internal gear ring 41 and an external gear ring 42, arranged sequentially from the inside to the outside. The internal gear ring 41 meshes with the planetary teeth of the first planetary gear set 10.

[0026] The automatic torque converter and auxiliary braking device also includes a first motor 50 and a worm gear 51. The worm gear 51 meshes with an external gear ring 42. When the first motor 50 drives the worm gear 51 to rotate, it can drive the cam 40 to rotate. The cam 40 can also be understood as a worm wheel, forming a worm gear transmission structure with the worm gear 51. The first planetary gear set 10, the second planetary gear set 20, the cam 40, the first motor 50, and the worm gear 51 are all installed inside the housing. Specifically, the housing includes a housing 100 and a side plate 90 connected to each other. The housing 100 is provided with a shaft hole for the input shaft 12 to pass through, and the side plate 90 is provided with a shaft hole for the output shaft 21 to pass through.

[0027] The first planetary gear set 10 and the second planetary gear set 20 respectively include planetary gears and planetary gear carriers. The planetary gears are mounted on the planetary gear carriers. The input shaft 12 is connected to the planetary gear carrier 11 of the first planetary gear set 10, and the output shaft 21 is connected to the planetary gear carrier of the second planetary gear set 20.

[0028] During operation, the engine drives the automatic torque converter and auxiliary braking device. The first motor 50 drives the worm gear 51 to rotate, thereby rapidly increasing the speed of the cam 40 to synchronize with the engine speed. That is, the cam 40 rotates synchronously with the engine, interrupting the torque transmitted to the second planetary gear set 20, which is used for gear shifting. Because the cam 40 follows the engine speed, the operating current of the first motor 50 is low. When the current gradually decreases until the first motor 50 stops and the cam 40 locks itself, the engine torque is output from the first planetary gear set 10, the coupling gear 30, and the second planetary gear set 20 from small to large. It has the characteristics of high efficiency, low energy loss, and long service life. It has an automatic torque conversion function and is not only suitable for replacing existing friction plate clutches and hydraulic torque converters, but also suitable for use in manual transmission vehicles, which can enhance the starting and handling performance of the vehicle.

[0029] In some embodiments, a locking ring 43 is provided on the cam 40, and an internal gear ring 41 protrudes along the axial direction of the cam 40 to form a flange. The locking ring 43 is sleeved on the outer periphery of the flange of the internal gear ring 41, and the locking ring 43 and the internal gear ring 41 can rotate relative to each other. A recess 45 is provided on the locking ring 43, and a protrusion 13 is provided on the edge of the planetary gear carrier 11 of the first planetary gear set 10. The protrusion 13 matches the recess 45. The protrusion 13 can be inserted into the recess 45 or removed from the recess 45, that is, the protrusion 13 and the recess 45 can be engaged or disengaged.

[0030] In this embodiment, the automatic torque converter and auxiliary braking device further includes a second motor 60, which can drive the locking ring 43 to slide along the axial direction of the internal gear ring 41, so that the recess 45 engages or disengages from the protrusion 13; when the recess 45 engages with the protrusion 13, the first planetary gear set 10 locks with the internal gear ring 41, and at this time the first planetary gear set 10 rotates synchronously with the cam 40; when the recess 45 disengages from the protrusion 13, the first planetary gear set 10 disengages from the internal gear ring 41.

[0031] In some embodiments, the automatic torque converter and auxiliary braking device further includes a first end cover 70, which is located inside the housing and connected to one side of the cam 40. The first end cover 70 covers the first planetary gear set 10, and the input shaft 12 can pass through the shaft hole of the first end cover 70.

[0032] The first end cover 70 is provided with a U-shaped slide rail 71 and a strip hole 73. The strip hole 73 extends along the axial direction of the first end cover 70. A roller 44 is provided on the outer periphery of the locking ring 43. The U-shaped slide rail 71 is sleeved on the outside of the first end cover 70. The U-shaped slide rail 71 is provided with a mounting hole 72, which corresponds to the strip hole 73 and the roller 44. The roller 44 passes through the strip hole 73 and the mounting hole 72, so that the locking ring 43 is connected to the U-shaped slide rail 71. The drive shaft of the second motor 60 is connected to the U-shaped slide rail 71.

[0033] The second motor 60 has a lead screw 61 as its drive shaft and a lead screw nut 74 on the U-shaped slide rail 71. The lead screw 61 is connected to the lead screw nut 74. When the second motor 60 drives the lead screw 61 to rotate, the lead screw nut 74 drives the U-shaped slide rail 71 to move along the length of the lead screw 61, thereby driving the locking ring 43 to move.

[0034] To improve the stability of the locking ring 43's movement, in this embodiment, the inner peripheral wall of the locking ring 43 is provided with a groove 46, and the outer peripheral wall of the internal gear ring 41 is provided with a slider 47. The slider 47 is located within the recess 45, and the slider 47 slides in conjunction with the groove 46 to guide the locking ring 43 to slide axially on the internal gear ring 41. When the second motor 60 drives the locking ring 43 to move, the locking ring 43 moves along the slider 47, which stabilizes the locking ring 43 and prevents it from shifting.

[0035] Reference Figure 3 and Figure 4 As shown, specifically, the rollers 44 and the locking ring 43 are detachably connected, and the locking ring 43 is provided with multiple rollers 44. During installation, unscrew the rollers 44 on the locking ring 43, align the slide groove 46 with the slider 47 of the internal gear ring 41, and push it into place, ensuring that the connecting hole of one roller 44 faces directly upward.

[0036] Reference Figure 2 As shown, the first planetary gear set 10 is aligned with the internal gear ring 41 and pushed into place. The first end cover 70 is aligned with the central shaft of the first planetary gear set 10 and pushed into the root. Then, the screw hole of the first end cover 70 is aligned with the corresponding screw hole on the cam 40 and tightened with bolts to fix the first end cover 70 and the cam 40.

[0037] In this embodiment, the U-shaped slide rail 71 is annular. The U-shaped slide rail 71 is installed on the first end cover 70 body, with the opening of the U-shaped slide rail 71 facing the outer wall of the first end cover 70, so that the mounting hole 72 on the U-shaped slide rail 71, the strip hole 73 on the first end cover 70, and the connecting hole on the locking ring 43 are aligned. Then, the first roller 44 is installed from here. After that, the relative angle between the U-shaped slide rail 71 and the first end cover 70 is rotated so that another mounting hole 72 on the U-shaped slide rail 71 is aligned with another square hole on the first end cover 70 and another connecting hole on the locking ring 43. The remaining three rollers 44 are installed in this way.

[0038] During operation, the U-shaped slide rail 71 does not rotate. The function of the U-shaped slide rail 71 is to push and pull the locking ring 43 back and forth on the internal gear ring 41 through the internal roller 44, so that the concave part 45 of the locking ring 43 is alternately engaged with the protrusion 13 on the planetary gear carrier 11 of the first planetary gear set 10. When the locking ring 43 is pulled to the inner plane of the planetary gear carrier 11, the concave part 45 is engaged with the protrusion 13, the first planetary gear set 10 and the internal gear ring 41 are locked, and the rotation speed is synchronized with that of the cam 40; when the locking ring 43 is pushed away from the planetary gear carrier 11, the first planetary gear set 10 and the internal gear ring 41 are separated.

[0039] In this embodiment, there are two protrusions 13 and two recesses 45. The two protrusions 13 and two recesses 45 are evenly distributed along the circumference of the cam 40, and the protrusions 13 and recesses 45 are arranged in a one-to-one correspondence. The cross-sectional shape of both the protrusions 13 and recesses 45 is fan-shaped, making the fit between the protrusions 13 and recesses 45 more stable and reliable. The specific number of protrusions 13 and recesses 45 can be set according to the actual application requirements.

[0040] It is understandable that the first planetary gear set 10 is aligned with the inner gear ring 41 in the middle of the first end cover 70 and pushed into place axially so that the first planetary gear set 10 meshes with the inner gear ring 41. The center of the second planetary gear set 20 with the coupling gear 30 is aligned with the center of the inner gear ring 41 and pushed into place axially until it is close to the inner gear ring 41.

[0041] After combining the first planetary gear set 10, the second planetary gear set 20, the coupling gear 30 and the cam 40, the input shaft 12 is aligned with the shaft hole of the housing 100 and pushed into place axially. The shaft hole of the side plate 90 is aligned with the output shaft 21. Then, the housing 100 and the side plate 90 are fastened together with bolts.

[0042] Understandably, when installing the first motor 50 and the worm gear 51, the central axis of the worm gear 51 is aligned with the shaft hole of the housing 100, the drive shaft of the first motor 50 is inserted into the central shaft hole of the worm gear 51, and then connected and fixed with bolts. In this embodiment, the second motor 60 is a lead screw motor. During installation, the lead screw 61 of the lead screw motor passes through the housing 100 and connects to the lead nut 74 on the U-shaped slide rail 71, enabling the lead screw motor to drive the U-shaped slide rail 71 to move. In this embodiment, the U-shaped slide rail 71 is provided with two lead nuts 74, which are symmetrically arranged on both sides of the U-shaped slide rail. By connecting the two lead screw motors to the two lead nuts 74 respectively, the U-shaped slide rail 71 can be driven to move stably.

[0043] It is understandable that the function of the second planetary gear set 20 is to restore the acceleration caused by the torque transformation of the first planetary gear set 10. In the overall gearbox structure design, the second planetary gear set 20 can be eliminated, and the torque is directly output by the coupling gear 30. In some embodiments, the lead screw motor, U-shaped slide rail 71, locking ring 43, and the protrusion 13 of the first planetary gear set 10 can be eliminated in non-load-bearing vehicles.

[0044] In some embodiments, a second end cover 80 is provided on the side plate 90, the second end cover 80 covers the second planetary gear set 20, and the second end cover 80 is provided with a gear ring that meshes with the planetary gears of the second planetary gear set 20.

[0045] In some embodiments, a first Hall sensor 110, a second Hall sensor 120, and a third Hall sensor 130 are provided on the housing. A first magnet 14 is provided on the input shaft 12 of the first planetary gear set 10, and a second magnet 75 is provided on the first end cover 70. The first Hall sensor 110 cooperates with the first magnet 14 to detect the rotational speed of the input shaft 12; the second Hall sensor 120 cooperates with the second magnet 75 to detect the rotational speed of the cam 40. A third magnet 22 is provided on the output shaft 21 of the second planetary gear set 20, and the third Hall sensor 130 cooperates with the third magnet 22 to detect the rotational speed of the output shaft 21.

[0046] The working principle of automatic torque converter and auxiliary braking device is explained below with specific examples.

[0047] The working principle of the automatic torque converter and auxiliary braking device in this embodiment is as follows: when the vehicle's CPU detects brake sensor activation, it partially starts; when it detects both brake and gear lever activation, it fully starts. Simultaneously, the first Hall sensor 110, the second Hall sensor 120, and the third Hall sensor 130 input the detected signals to the CPU. After processing by the CPU, the first motor 50 is started, rapidly increasing the speed of the cam 40 to synchronize with the engine speed. After data analysis and processing, the CPU outputs three control signals. One control signal controls the engine speed in real time through the accelerator, and the second control signal controls the speed of the cam 40 through the first motor 50, synchronizing the speeds of the first planetary gear set 10 and the cam 40. At this time, the first planetary gear set 10 does not transmit torque to the coupling gear 30, and similarly, the coupling gear 30 does not transmit torque to the second planetary gear set 20. However, at this time, the rotation of the first planetary gear set 10 and the cam 40 drives the oil to swirl, which drives the second planetary gear set 20 to rotate with a small torque. This weak torque rotates slowly during gear shifting to better achieve gear engagement. After completion, the CPU sends a start signal to gradually reduce the current of the first motor 50 and gradually slow down the speed. The first planetary gear set 10 transmits the torque to the coupling gear 30 and the second planetary gear set 20. The torque is output smoothly from small to large until the cam 40 stops rotating and locks, and the torque is fully output.

[0048] The automatic torque converter and auxiliary braking device works as follows: When a car encounters a long downhill section and needs to descend slowly, the driver can set a driving speed. The CPU receives the set signal and the speed difference signals from three Hall sensors, processes them, and sends one signal to the accelerator to control the engine speed, thereby controlling the speed of the first planetary gear set 10. The second signal drives the first motor 50 to synchronize the speeds of the first planetary gear set 10 and the cam 40. The third signal drives the lead screw motor, which pulls the locking ring 43 to contact the plane of the first planetary gear set 10 through the U-shaped slide rail 71, so that the sector-shaped protrusion 13 of the locking ring 43 interlocks with the sector-shaped protrusion 13 of the planetary gear carrier 11. At this time, the first planetary gear set 10, the cam 40, and the second planetary gear set 20 are all in a locked and synchronized state. The CPU controls the speed of the first motor 50 in real time according to the vehicle speed, assisting the engine in controlling the set vehicle speed. During the auxiliary braking process, if the CPU detects an abnormal signal, such as the accelerator pedal being used to accelerate the engine, or the braking causing the engine speed to approach or fall below idle speed, the CPU will terminate the auxiliary engine braking function.

[0049] When the automatic torque converter and auxiliary braking device is used in a manual transmission vehicle, it partially starts when the CPU detects the brake sensor's action, and fully starts when both the brake and gear lever actions are detected. At the same time, the three Hall sensors input the detected signal difference into the CPU. After processing by the CPU, the first motor 50 is started, rapidly increasing the speed of the cam 40 to synchronize with the engine speed. At this time, the second planetary gear set 20 is in a free state, and the engine torque and transmission are interrupted. The driver manually engages a gear. After sensing the signal, the CPU gradually controls the speed of the cam 40 from fast to slow through the first motor 50, so that the engine torque is transmitted from the first planetary gear set 10 to the transmission input shaft 12 connected to the second planetary gear set 20 through the coupling gear 30, completing the vehicle starting process. During subsequent gear shifting, the CPU will follow the engine speed in real time according to the vehicle speed, engine speed, and driver's actions, controlling the speed of the first motor 50 to synchronize the speeds of the first planetary gear set 10 and the second planetary gear set 20, so that the gear shifting is smooth, thereby achieving smooth vehicle driving.

[0050] Understandably, in order to solve the problem of insufficient engine braking of heavy-duty trucks on long downhill sections, the embodiment utilizes the characteristics of the worm gear 51, which has a large reduction ratio, strong load capacity, and low heat generation, to assist engine braking, thereby controlling the vehicle speed on long downhill sections and ensuring the driving safety of heavy-duty trucks when brakes fail on long downhill sections.

[0051] In some embodiments, to further improve the vehicle's handling performance and value, and enhance the driving perception and enjoyment of beginners, a voice reminder function can be added to the control system. During vehicle start-up and driving, the CPU sends voice signals in real time based on engine speed and vehicle speed to remind the driver to shift gears and downshift, thereby achieving smooth vehicle driving.

[0052] An embodiment of this utility model also proposes a vehicle that is applied to the engine power transmission automatic torque converter and auxiliary braking device included in the above embodiment.

[0053] Since the vehicle adopts all the technical solutions of the automatic torque converter and auxiliary braking device of the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0054] In the description of this specification, references to terms such as "an embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0055] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. An automatic torque converter and auxiliary braking device for engine power transmission, characterized in that, include: The first planetary gear set (10) has an input shaft (12) for connection to the engine; The second planetary gear set (20) is coupled to the first planetary gear set (10) via a coupling gear (30), and the output shaft (21) of the second planetary gear set (20) is used to output torque; The cam (40) is provided with an internal gear ring (41) and an external gear ring (42) arranged sequentially from the inside to the outside. The internal gear ring (41) meshes with the planetary teeth of the first planetary gear set (10). A first motor (50) and a worm gear (51) are connected, the worm gear (51) meshing with the external gear ring (42). The first motor (50) drives the worm gear (51) to rotate, thereby driving the cam (40) to rotate.

2. The automatic torque converter and auxiliary braking device for engine power transmission according to claim 1, characterized in that, The cam (40) is provided with a locking ring (43), which is located on the outer periphery of the internal gear ring (41). The locking ring (43) is provided with a recess (45). The first planetary gear set (10) includes a planetary gear carrier (11), and the edge of the planetary gear carrier (11) is provided with a protrusion (13). It also includes a second motor (60), which drives the locking ring (43) to slide along the axial direction of the internal gear ring (41) on the outside of the internal gear ring (41), so that the recess (45) engages or disengages from the protrusion (13); when the recess (45) engages with the protrusion (13), the first planetary gear set (10) locks with the internal gear ring (41) and rotates synchronously with the cam (40).

3. The automatic torque converter and auxiliary braking device for engine power transmission according to claim 2, characterized in that, It also includes a first end cap (70), which is connected to one side of the cam (40) and covers the first planetary gear set (10). The first end cap (70) has a shaft hole through which the input shaft (12) passes. The first end cap (70) is provided with a U-shaped slide rail (71) and a strip hole (73). The strip hole (73) extends axially along the first end cap (70). The outer periphery of the locking ring (43) is provided with rollers (44). The U-shaped slide rail (71) is sleeved on the outside of the first end cover (70). The U-shaped slide rail (71) is provided with a mounting hole (72). The mounting hole (72) corresponds to the strip hole (73) and the roller (44). The roller (44) passes through the strip hole (73) and the mounting hole (72) to connect the locking ring (43) to the U-shaped slide rail (71). The drive shaft of the second motor (60) is connected to the U-shaped slide rail (71).

4. The automatic torque converter and auxiliary braking device for engine power transmission according to claim 3, characterized in that, The drive shaft of the second motor (60) is a lead screw (61), and a lead screw nut (74) is provided on the U-shaped slide rail (71). The lead screw (61) is connected to the lead screw nut (74), and the second motor (60) drives the U-shaped slide rail (71) to move through the lead screw (61) and the lead screw nut (74).

5. The automatic torque converter and auxiliary braking device for engine power transmission according to claim 3, characterized in that, It also includes a housing, in which the first planetary gear set (10), the second planetary gear set (20), the cam (40), the first motor (50) and the worm gear (51) are all installed; the housing is provided with a first Hall sensor (110) and a second Hall sensor (120), the input shaft (12) of the first planetary gear set (10) is provided with a first magnet (14), and the first end cover (70) is provided with a second magnet (75). The first Hall sensor (110) cooperates with the first magnet (14) to detect the rotational speed of the input shaft (12); the second Hall sensor (120) cooperates with the second magnet (75) to detect the rotational speed of the cam (40).

6. The automatic torque converter and auxiliary braking device for engine power transmission according to claim 2, characterized in that, The inner peripheral wall of the locking ring (43) is provided with a groove (46), and the outer peripheral wall of the internal gear ring (41) is provided with a slider (47). The slider (47) slides in cooperation with the groove (46) to guide the locking ring (43) to slide on the internal gear ring (41).

7. The automatic torque converter and auxiliary braking device for engine power transmission according to claim 2, characterized in that, The number of the protrusion (13) and the recess (45) is at least two. The protrusion (13) and the recess (45) are evenly distributed along the circumference of the cam (40), and the protrusion (13) and the recess (45) are arranged in a one-to-one correspondence. The cross-sectional shape of the protrusion (13) and the recess (45) is fan-shaped.

8. The automatic torque converter and auxiliary braking device for engine power transmission according to claim 5, characterized in that, It also includes a second end cover (80), which is connected to the housing and covers the second planetary gear set (20). The second end cover (80) is provided with a gear ring that meshes with the planetary gears of the second planetary gear set (20).

9. The automatic torque converter and auxiliary braking device for engine power transmission according to claim 8, characterized in that, The housing is provided with a third Hall sensor (130), and the output shaft (21) of the second planetary gear set (20) is provided with a third magnet (22). The third Hall sensor (130) cooperates with the third magnet (22) to detect the rotational speed of the output shaft (21).

10. A vehicle, characterized in that, Includes the engine power transmission automatic torque converter and auxiliary braking device as described in any one of claims 1 to 9.

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