A hybrid transmission spline torque coupling

Abstract

The utility model discloses a kind of hybrid power gearbox spline transmission torque type clutches, specifically related to gearbox technical field, including shaft coupling, the outer wall center both sides of the shaft coupling are all threadedly connected with small limiting column, the outer wall of the side of the both ends of shaft coupling close to small limiting column is all threadedly connected with pinion, the outer wall of pinion is movably sleeved and is provided with transmission torque spline, the bottom center of shaft coupling is provided with connecting column, the both ends of connecting column are all fixedly connected with connecting gear;The outer wall of transmission torque spline is fixedly connected with outer gear teeth, the inner wall of transmission torque spline is fixedly connected with inner gear teeth, and the inner wall of transmission torque spline is engaged with the outer wall gear teeth of pinion by inner gear teeth;The inner wall of transmission torque spline is provided with annular groove, and the inside of annular groove is provided with multiple arc springs.The utility model has the advantages of small power loss, improve transmission torque efficiency, directly reduce the fuel consumption of whole car, facilitate lubrication to gear at starting, reduce the advantages such as starting friction loss.

Description

Technical Field

[0001] This utility model relates to the field of gearbox technology, specifically to a splined torque transmission clutch for a hybrid power gearbox. Background Technology

[0002] Hybrid vehicles, with their dual advantages of fuel economy and power performance, have become a core transitional product bridging traditional gasoline vehicles and pure electric vehicles. As the central hub for the transmission of power in the vehicle, the hybrid transmission needs to coordinate the work of multiple power sources such as the engine, drive motor, and generator. It must cut off the engine power in pure electric mode to avoid drag losses, achieve smooth power coupling in hybrid mode to ensure stable torque output, and respond quickly to dynamic power demands under conditions such as rapid acceleration and regenerative braking. The realization of this series of complex functions depends on the performance of the hybrid transmission clutch.

[0003] However, in actual use, traditional friction clutches rely on the friction between friction plates to transmit torque. Under long-term high-load conditions, the friction plates are prone to wear and high-temperature thermal degradation, which not only leads to a decrease in torque transmission efficiency, but also requires regular maintenance and replacement, increasing user costs. Moreover, the friction and wear are also greater when the transmission gears are meshing. With traditional external lubrication, the lubricant is usually located at the bottom during startup and needs a certain amount of time to achieve the overall lubrication effect. This can easily result in more severe wear during cold starts and insufficient lubrication. Utility Model Content

[0004] The purpose of this invention is to provide a spline torque transmission clutch for a hybrid power transmission, which solves the problems of easy wear of existing traditional friction plates, lack of lubrication in gear meshing during cold starts, and severe wear.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a hybrid power transmission spline torque transmission clutch, comprising a coupling, wherein small limiting posts are threadedly connected to both sides of the center of the outer wall of the coupling, and small gears are threadedly connected to the outer walls of both ends of the coupling near the small limiting posts, and a torque transmission spline is movably sleeved on the outer wall of the small gears; a connecting post is provided at the center of the bottom of the coupling, and connecting gears are fixedly connected to both ends of the connecting post. The outer wall of the transmission spline is fixedly connected with external teeth, and the inner wall of the transmission spline is fixedly connected with internal teeth. The inner wall of the transmission spline meshes with the outer teeth of the pinion through the internal teeth. The inside of the side wall of the transmission spline is provided with an annular groove, and multiple arc springs are provided inside the annular groove. One end of the arc spring is fixedly connected to a slider, and lubricating sponge strips are fixedly connected between the outer teeth of the outer wall of the transmission spline. The annular groove of the transmission spline has multiple external connection holes on its outer wall, which correspond to the positions of the lubricating sponge strip. The annular groove of the transmission spline has multiple internal connection holes on its inner wall.

[0006] Preferably, the outer wall of the pinion is meshed with the connecting gear, and a servo motor is provided on one side of the connecting column, and the servo motor meshes with the connecting gear through the gear.

[0007] Preferably, both ends of the coupling are threaded with large limit posts, and the large limit posts have multiple through holes.

[0008] Preferably, multiple blocking plates are fixedly connected inside the annular groove of the transmission spline, and the end of the arc spring away from the slider is fixedly connected to the blocking plate.

[0009] Preferably, the threads at both ends of the outer wall of the coupling are reversed, and a connecting spring is sleeved on the outer wall at the center of the coupling, with both ends of the connecting spring pressing against the side wall of the small limiting post.

[0010] Preferably, the slider is slidably connected to the inner wall of the annular groove of the transmission spline, the internal connecting hole is located at the interval between multiple internal teeth, a fixing ring is fixedly connected to one side of the transmission spline near the annular groove, and the annular groove of the transmission spline is filled with lubricant.

[0011] The technical effects and advantages provided by this utility model in the above technical solution are as follows: 1. The pinion rotates, causing it to move along the thread on the outside of the coupling towards the transmission spline. The teeth on the outer wall of the pinion mesh with the internal teeth on the inner wall of the transmission spline, causing both sets of transmission splines to rotate synchronously with the pinion. When the pinion moves close to the large limit post, it is blocked and cannot move further. Starting the coupling and connecting post to rotate synchronously allows the pinion to follow the coupling, and thus the transmission spline to rotate as well. The transmission spline's external teeth interact with the external connecting structure, achieving kinetic energy transfer without lateral friction. Energy transfer and separation are convenient, with power loss originating only from minute mechanical friction on the tooth surfaces. Torque transmission efficiency is significantly improved compared to traditional dry and wet clutches.

[0012] 2. The lubricant overflows along the external and internal connecting holes, allowing it to reach the gaps between the internal teeth of the pinion gear. This lubricates the outer teeth of the pinion gear and the internal teeth of the transmission spline, reducing friction. During use, the lubricant can also be transferred to the lubricating sponge strip through the external connecting hole for storage and lubrication of the external teeth. Furthermore, the lubricating sponge strip prevents excessive lubricant from being carried out of the transmission spline by centrifugal force during rotation, reducing losses. This ensures proper gear lubrication during initial startup, effectively reducing frictional losses at start-up. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings.

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a side view of the present invention; Figure 3 This is a schematic diagram of the external connection structure of the transmission spline of this utility model; Figure 4 This is a schematic diagram of the internal annular groove structure of the transmission twist spline of this utility model; Figure 5 This is a front view of the internal structure of the transmission spline of this utility model.

[0015] Explanation of reference numerals in the attached figures: 1. Coupling; 101. Connecting spring; 2. Small limit post; 3. Pinion; 4. Torque spline; 401. External gear; 402. Internal gear; 403. Retaining ring; 5. Large limit post; 501. Locking hole; 6. Connecting post; 601. Connecting gear; 7. Arc spring; 701. Slider; 702. Blocking plate; 8. Lubricating sponge strip; 801. External connecting hole; 802. Internal connecting hole. Detailed Implementation

[0016] To enable those skilled in the art to better understand the technical solution of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings.

[0017] This utility model provides, for example Figure 1-5The hybrid power transmission spline torque-transmitting clutch shown includes a coupling 1. Small limiting posts 2 are threaded to both sides of the center of the outer wall of the coupling 1. Small gears 3 are threaded to the outer walls of both ends of the coupling 1 near the small limiting posts 2. A torque-transmitting spline 4 is movably sleeved on the outer wall of the small gears 3. A connecting post 6 is located at the center of the bottom of the coupling 1, and connecting gears 601 are fixedly connected to both ends of the connecting post 6. External teeth 401 are fixedly connected to the outer wall of the torque-transmitting spline 4, and internal teeth 402 are fixedly connected to the inner wall of the torque-transmitting spline 4. The inner wall of the transmission spline 4 meshes with the outer wall teeth of the pinion 3 via internal teeth 402; an annular groove is provided inside the side wall of the transmission spline 4, and multiple arc springs 7 are provided inside the annular groove. One end of the arc spring 7 is fixedly connected to a slider 701. Lubricating sponge strips 8 are fixedly connected between the external teeth 401 on the outer wall of the transmission spline 4; multiple external connection holes 801 are provided on the outer wall of the annular groove of the transmission spline 4, and the positions of the external connection holes 801 correspond to the positions of the lubricating sponge strips 8; multiple internal connection holes 802 are provided on the inner wall of the annular groove of the transmission spline 4.

[0018] like Figure 2 , Figure 3 As shown, the outer wall of the pinion 3 meshes with the connecting gear 601. A servo motor is provided on one side of the connecting column 6, and the servo motor meshes with the connecting gear 601 through the gear. The connecting column 6 drives the pinion 3 to rotate through the connecting gear 601, which can easily make the rotation speed of the connecting column 6 less than the rotation speed of the coupling 1 or stop rotating, so that the rotation speed of the pinion 3 is less than that of the coupling 1, and thus relative rotation occurs between the coupling 1 and the pinion 3.

[0019] like Figure 1 , Figure 2 As shown, both ends of the coupling 1 are threaded with large limit posts 5. The large limit posts 5 have multiple through holes 501. The large limit posts 5 form a rigid blocking surface by engaging with the surrounding structure through the through holes 501 on their outer surface. When the pinion 3 moves to the side close to the large limit posts 5, it cannot move due to the blocking effect of the large limit posts 5. At the same time, the coupling 1 and the connecting post 6 are started to rotate synchronously, so that the pinion 3 can rotate with the coupling 1.

[0020] like Figure 4 , Figure 5As shown, multiple baffles 702 are fixedly connected inside the annular groove of the transmission spline 4. The end of the arc spring 7 away from the slider 701 is fixedly connected to the baffle 702. The slider 701 is slidably connected to the inner wall of the annular groove of the transmission spline 4. The internal connecting hole 802 is located at the interval between multiple internal teeth 402. A fixing ring 403 is fixedly connected to the side of the transmission spline 4 near the annular groove. The annular groove of the transmission spline 4 is filled with lubricating fluid. When the transmission spline 4 is driven to rotate, the slider 701 inside it will move backward under the action of inertia, which will compress the arc spring 7, thereby squeezing the lubricating fluid inside the annular groove. This will cause the lubricating fluid to overflow along the external connecting hole 801 and the internal connecting hole 802 respectively, so that the lubricating fluid overflows to the interval of the internal teeth 402 corresponding to the pinion 3, thereby achieving lubrication of the outer teeth of the pinion 3 and the internal teeth 402 of the transmission spline 4, and thus reducing friction.

[0021] like Figure 1 , Figure 2 As shown, the threads at both ends of the outer wall of the coupling 1 are reversed. A connecting spring 101 is sleeved on the outer wall at the center of the coupling 1. Both ends of the connecting spring 101 are pressed against the side wall of the small limit post 2. During use, the two ends of the connecting spring 101 are pressed against the small limit post 2, so that the small limit post blocks the pinion 3.

[0022] In use, the coupling 1 connects to the engine or motor in the hybrid transmission of the vehicle. As a basic component for power input, the large limit post 5 forms a rigid blocking surface by engaging with the surrounding structure through the locking hole 501 on its outer surface. When the clutch needs to engage and transmit torque, it can easily make the rotation speed of the connecting post 6 less than the rotation speed of the coupling 1 or stop rotating, thereby making the rotation speed of the pinion 3 less than that of the coupling 1. This results in relative rotation between the coupling 1 and the pinion 3. At the same time, due to the internal thread connection between the coupling 1 and the pinion 3, the pinion 3 rotates. The rotation of the pinion 3 moves along the external thread of the coupling 1 towards the transmission spline 4. The teeth on the outer wall of the pinion 3 mesh with the internal teeth 402 on the inner wall of the transmission spline 4, thereby driving the two sets of transmission splines 4 to rotate synchronously with the rotation of the pinion 3. When wheel 3 moves to the side near the large limit post 5, the pinion cannot move due to the obstruction of the large limit post 5. At the same time, the coupling 1 and the connecting post 6 rotate synchronously, which allows the pinion 3 to rotate with the coupling 1. This causes the transmission spline 4 to rotate with the coupling 1. The external teeth 401 of the transmission spline 4 rotate with the external connecting structure to achieve the transfer of kinetic energy. When disengagement is required, the connecting post 6 drives the pinion 3 to rotate at a speed greater than that of the coupling 1. This allows the pinion 3 to rotate additionally along the coupling 1, causing it to move in the opposite direction. This disengages the internal teeth 402 from the pinion 3, thus releasing the transfer of kinetic energy. There is no relative friction, and the transfer and separation of kinetic energy are relatively convenient. Its power loss comes only from the tiny mechanical friction of the tooth surface. The torque transmission efficiency can be improved, which is significantly better than traditional dry clutches and wet clutches, effectively reducing losses.

[0023] When the transmission spline 4 is driven to rotate, its internal slider 701 will lag behind due to inertia, which will compress the arc spring 7, thereby squeezing the lubricant inside the annular groove. This causes the lubricant to overflow along the external connection hole 801 and the internal connection hole 802, respectively, and thus overflow to the interval of the internal teeth 402 corresponding to the pinion 3. This lubricates the outer teeth of the pinion 3 and the internal teeth 402 of the transmission spline 4, thereby reducing friction. At the same time, during use, the lubricant can also be transported to the lubricating sponge strip 8 through the external connection hole 801 for storage and lubrication of the external teeth 401. Furthermore, the lubricating sponge strip 8 can prevent the lubricant in the annular groove from being thrown out of the transmission spline 4 due to centrifugal force when the transmission spline 4 rotates, reducing lubricant loss. This achieves gear lubrication during the initial start-up of the device and effectively reduces friction loss.

[0024] The foregoing description only illustrates certain exemplary embodiments of the present invention. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A splined torque-transmitting clutch for a hybrid power transmission, comprising a coupling (1), characterized in that: Both sides of the outer wall center of the coupling (1) are threaded with small limiting posts (2), and both ends of the coupling (1) are threaded with small gears (3) on the outer wall near the small limiting posts (2). The outer wall of the small gears (3) is movably sleeved with a transmission spline (4). A connecting post (6) is provided at the bottom center of the coupling (1), and both ends of the connecting post (6) are fixedly connected with connecting gears (601). The outer wall of the transmission spline (4) is fixedly connected with an external tooth (401), and the inner wall of the transmission spline (4) is fixedly connected with an internal tooth (402). The inner wall of the transmission spline (4) meshes with the outer tooth of the pinion (3) through the internal tooth (402). The inside of the side wall of the transmission spline (4) is provided with an annular groove, and multiple arc springs (7) are provided inside the annular groove. One end of the arc spring (7) is fixedly connected to a slider (701), and lubricating sponge strips (8) are fixedly connected between the outer teeth (401) of the outer wall of the transmission spline (4). The annular groove of the transmission spline (4) has multiple external connection holes (801) on its outer wall, which correspond to the position of the lubricating sponge strip (8). The annular groove of the transmission spline (4) has multiple internal connection holes (802) on its inner wall.

2. The splined torque-transmitting clutch of a hybrid power transmission according to claim 1, characterized in that: The outer wall of the pinion (3) meshes with the connecting gear (601), and a servo motor is provided on one side of the connecting column (6), and the servo motor meshes with the connecting gear (601) through the gear.

3. The splined torque-transmitting clutch for a hybrid power transmission according to claim 1, characterized in that: Both ends of the coupling (1) are threaded with large limit posts (5), and the large limit posts (5) have multiple through holes (501).

4. A splined torque-transmitting clutch for a hybrid power transmission according to claim 1, characterized in that: Multiple baffles (702) are fixedly connected inside the annular groove of the transmission spline (4), and the end of the arc spring (7) away from the slider (701) is fixedly connected to the baffle (702).

5. A splined torque-transmitting clutch for a hybrid power transmission according to claim 1, characterized in that: The threads at both ends of the outer wall of the coupling (1) are reversed. A connecting spring (101) is sleeved on the outer wall at the center of the coupling (1). Both ends of the connecting spring (101) are pressed against the side wall of the small limiting post (2).

6. A splined torque-transmitting clutch for a hybrid power transmission according to claim 1, characterized in that: The slider (701) is slidably connected to the inner wall of the annular groove of the transmission spline (4). The internal connection hole (802) is located at the interval between multiple internal teeth (402). A fixing ring (403) is fixedly connected to one side of the transmission spline (4) near the annular groove. The annular groove of the transmission spline (4) is filled with lubricating fluid.

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