WO2011160590A1

WO2011160590A1 - Gear-type coupler

Info

Publication number: WO2011160590A1
Application number: PCT/CN2011/076173
Authority: WO
Inventors: 孟良吉
Original assignee: Meng Liangji
Priority date: 2010-06-24
Filing date: 2011-06-23
Publication date: 2011-12-29
Also published as: CN102297249A; CN102297249B

Abstract

A gear-type coupler is disclosed. The coupler comprises a first-grade and a second- grade epicyclic gear trains connected with each other. After the power is input from the carrier, the first-grade epicyclic gear train transmits the power to one of the carrier and the center wheel of the second-epicyclic gear train through its two center wheels, respectively, and the other center wheel of the second-grade epicyclic gear train outputs the power. One of the first-grade and the second-grade epicyclic gear trains is a single-pinion epicyclic gear train, while the other is a double-pinion epicyclic gear train. The coupler has better efficiency and processing performance than a hydrodynamic coupling and a torque converter. The twisting damping work angle of the coupler is bigger than that of a main damping spring or a double-mass fly wheel in typical clutch. In normal operating conditions, since all of the planetary wheels revolve only around the center wheel but not around its own axis, there is not an angular velocity difference between the inner center wheel and the outer center wheel, and thereby the coupler works as a rigid body. Thus, the epicyclic gear train is not a typical epicyclic gear train, and has better efficiency than the typical epicyclic gear train.

Description

Gear type coupler

The invention belongs to the field of mechanical manufacturing. The present invention generally relates to a mechanism comprised of two epicyclic gear trains that can exhibit flexible transmission characteristics when transmitting design torque. For example, when applied to automotive technology, when the output is over-speeded due to the vehicle's downhill speed, it exhibits the function of the overrunning clutch that is disconnected from the input end; or, conversely, when the throttle is insufficient to drive, the output is gradually stopped. Overload protection with rotation and input running by itself. Specifically, it can be referred to as a gear coupler. Background technique

As far as road vehicle technology is concerned, there are two main options for gearboxes, namely automatic gearboxes and manual gearboxes. Among them, the manual transmission has great application in vehicle technology due to its advantages such as efficiency and cost. In the power transmission path between the manual transmission and the engine, a clutch is provided for connecting the power transmission route when combined or cutting off the power transmission route when separating. The clutch is fully integrated with the previous sliding process and can be used to ensure that the vehicle starts slowly. Slip can also be used to protect the parts on the power transmission path from overload. Since the engine ignition work is a discontinuous pulse type and there is vibration in the circumferential direction, the clutch driven disc is provided with a damping spring in the circumferential direction to isolate the vibration transmission to the transmission to avoid causing bumps between the gears in the transmission. The noise of the abnormal sound and the speed of the car. However, the working angle of the damping spring is limited. When a larger damping working angle is required, a double mass flywheel is used to isolate the vibration.

These techniques are of a general knowledge to those of ordinary skill in the art, and therefore, the detailed description of the components involved in the above discussion is not repeated in this specification.

The process and proper control between the separation and combination of the clutches need to be specifically mastered, causing driving fatigue during frequent operation in urban conditions, and the driven plate itself is a consumable part, etc., indicating that the clutch scheme has an objective deficiency. Summary of the invention

The present invention is directed to the above deficiencies of existing clutches, using two different types of epicyclic gear trains, They are butted together to form a flexible geared coupler that can replace the clutch. Since the working angle of the isolated vibration is theoretically unrestricted, it is also superior to the dual mass flywheel technology. In addition, it can also be used in an automatic transmission instead of a torque converter.

The present invention relates to a gear type coupler comprising a butted first stage epicyclic gear train and a second stage revolving train wheel train. After the first-stage epicyclic gear train inputs power from the cage, the two center wheels respectively transmit power to one of the cage and the center wheel of the second-stage epicyclic gear train, and the other center wheel of the second-stage epicyclic gear train Output power. One of the first and second stage epicyclic gear trains is a single planetary gear epicyclic gear train and the other is a dual planetary gear epicyclic gear train.

In the normal technical solution, since the planetary gears do not rotate independently due to the simple revolution, the inner center wheel and the outer ring gear have no angular velocity difference, and the entire structure is realized as a rigid body. The epicyclic gear train no longer appears as a normal epicyclic gear train. This technical feature helps to avoid the efficiency of the epicyclic gear train.

Preferably, when the first stage epicyclic gear train is a single planetary gear epicyclic gear train and the second stage revolving train wheel is a double planetary gear epicyclic gear train, the output end of the first stage epicyclic gear train rotates in the same direction, second The two inputs of the stage epicyclic gear train are the cage and the inner center wheel. Relatively speaking, such a structure is relatively simple.

Alternatively, when the first stage epicyclic gear train is a double planetary gear epicyclic gear train and the second stage revolving train wheel is a single planetary gear epicyclic gear train, the two input ends of the second stage revolving train wheel are reversely rotated, the first stage The inner center wheel output of the epicyclic gear train has a one-way turning mechanism so that it can only rotate in the opposite direction relative to its cage. Such a structure can ensure that its output can meet the requirements of the second-stage epicyclic gear train.

When the axial dimension needs to be further reduced, the first-stage epicyclic gear can be evenly placed outside the other stage in the radial direction, and the axial dimension is further reduced, so that the overall structure is similar to that of the conventional clutches of the prior art. DRAWINGS

First of all, the drawings of the present invention are schematic diagrams, all of which omits all bearings, keys and keyways, lubrication methods, bodies, seals, oil drains, etc., which applicants consider to be irrelevant to the description of the technical solution. Detailed structural details; In addition to Figure 3, in order to clearly show the meshing relationship between the gears, all the gears are simplified to the outside with the front view of the gears, and the other drawings use the side view of the thickness direction of the gears, the spokes of each gear. The plate is simplified to a line segment, and the gear teeth are simplified to a short line segment at both ends of the web (the oblique short line segment represents the bevel gear); when the gear is idle on the shaft, the line segment is worn on behalf of the shaft It is represented by two parallel short line segments.

Figure 1 is a schematic view showing the structure of a conventional single planetary gear epicyclic gear train;

2 is a modified structure commonly used in a conventional planetary gear train; FIG. 3 is a schematic structural view of a double planetary gear epicyclic gear train used in the present invention;

Figure 4 is a schematic view showing the overall configuration of the present invention;

Fig. 5 is a schematic view showing another overall configuration of the present invention. detailed description

In order to further illustrate the structure, effects, and advantages of a gear type coupler of the present invention, the following detailed description will be made in detail with reference to the accompanying drawings.

Firstly, the two functions of the distribution and synthesis of the epicyclic gear train and the variant of the epicyclic gear train are introduced: as shown in Fig. 1, where 11 is the input gear (and its shaft), 12 is the cage gear, and the web is kept as The frame is equipped with planet gears 14 and 16, 13 and 15 as two center wheels (and their shafts). This is a typical symmetrical turnaround train.

In the first case, when the moving torque is transmitted to the planetary gears 14 and 16 via the input gear 11 and the cage gear 12, the two central wheels 13 and 15 are transmitted according to the rule of equal torque, and it is seen that the train has the function of distributing power. . Used as a differential in a car, the two center wheels 13 and 15 are connected to the left and right drive wheels, respectively. At this time, the present invention is also referred to as an allocation section.

In the second case, when the two dynamic moments are respectively transmitted from the input gear 11 and the center wheel 15, as long as the resistance torque on the center wheel 13 is matched with a simple size and direction relationship (the rotation of the cage gear 12 and the center wheel 15) The direction must be reversed) and the dynamic torque will be output from the center wheel 13. It can be seen that this train has the function of synthesizing power, and the present invention is also referred to as a synthetic section. (The center wheels 13 and 15 are completely symmetrical structures, which can be reversed when stated, and will not be explained in the subsequent description of such equal status.)

In either case, the intrinsic torque and speed relationship of the symmetrical toroidal train is: half of the torque on the cage gear 12 = torque on the center wheel 13 or 15;

The rotation speed of the cage gear 12 is twice the sum of the rotation speeds of the center wheels 13 and 15.

As shown in Fig. 2, wherein the parts 21/23 are inner/outer center wheels (external teeth, inner teeth, respectively), the parts 26, 22 are their axes, respectively, and the parts 24, 29 are the same planets repeatedly arranged. gear, The part 25 is a cage gear and the parts 28, 27 are input gears and their shafts. This is a modified structure of the epicyclic gear train shown in Fig. 1. This deformed structure facilitates the compact series connection of more than one epicyclic gear train and is widely used in existing automatic transmissions. Since the two center wheels are no longer the same, the aforementioned intrinsic torque and speed relationship will change due to the change in the number of teeth.

The above describes the distribution, synthesis function of the epicyclic gear train, and the variant structure of the epicyclic gear train. In contrast to another epicyclic gear train described below, the present invention refers to such an epicyclic gear train as a single planetary gear epicyclic gear train. Another dual planetary gear epicyclic gear train named by the present invention and its function will be described below.

As shown in Figure 3, 31 is the inner center gear; 35 is the outer sun gear (in the form of a ring gear); 32/34 and 36/37 are two identical outer/inner planetary gear sets, each of which passes The respective shafts are mounted on a cage 33 (the two cages 33 are identical parts of the same cage in the actual configuration), and more outer/inner planetary gear sets may be provided depending on size and needs. This is another complete epicyclic gear train. Compared with the single planetary gear epicyclic gear train shown in Figure 2, it is characterized in that each planetary gear of the single planetary gear epicyclic gear train is connected to the inner and outer center wheel. The outer/inner planetary gears are replaced by two sets of double planetary gear sets. The present invention is referred to as a double planetary gear epicyclic gear train.

The operation characteristics of this double planetary gear epicyclic gear train are: When the outer sun gear 35 is fixed, the inner sun gear 31 is rotated, and the entire retainer 33 is reversely rotated with respect to the inner sun gear 31. Therefore, when the two outer and inner center wheels that rotate in the same direction of the single planetary gear train are respectively input to the cage 33 and the inner sun gear 31 of the double planetary gear train, the same ratio and magnitude of the co-rotation torque are input. This wheel train exhibits a synthetic function, and the power can be combined to the output of the outer sun gear 35. The relationship between the speed and torque vector of the cage of this train and the internal and external sun gear is:

Where Z is the number of teeth, R is the rotational speed, T is the torque, subscript a/b is the outer/inner central gear, and e is the cage.

The overall structure of the gear type coupler of the present invention is as shown in FIG. With the web holder 42 as the boundary, the right half is the first-stage epicyclic gear train responsible for inputting power and distribution. The single planetary gear epicyclic train structure shown in Fig. 2 is used. The names and serial numbers of the parts are the same, but the cancellation is only cancelled. The shaft 22/26 of the two center wheels is replaced by a through shaft 41; the left half is a second stage turning train that is responsible for the combined power and output. The double planetary gear epicyclic gear train shown in Fig. 3, except that the retainer 33 is replaced by a web of the outer center wheel 23, is referred to as a web holder 42, and the shaft 43 of each of the planetary gears is fixedly coupled thereto.

In practice, the input shaft 27 and the input gear 28 are often omitted, and the cage gear 25 is correspondingly only a disc that connects the engine flywheel, or may be directly the flywheel itself. Power From the flywheel input to the entire cage of the first-stage single planetary gear epicyclic gear train, the planetary gears 24 and 29 revolutions are caused to rotate the inner center wheel 21 and the outer center wheel 23 in the same direction and obtain power distribution according to the gear ratio. The inner center wheel 21 and the inner center gear 31 of the second stage double planetary gear epicyclic gear train are directly fixedly connected by the through shaft 41, and the web of the outer center wheel 23 is directly used as the cage of the second stage double planetary gear epicyclic gear train. That is, the web holder 42 directly drives all of the planetary gears 32, 34, 36, 37 on the revolution, so that the power is finally output from the outer sun gear 35.

The above is the gear type coupler of the present invention.

According to the derivation of the kinematic law, in fact, the aforementioned first-stage and second-stage epicyclic gear trains are the same if they are adjusted. Assuming that the first and second stage epicyclic gears of the aforementioned Fig. 4 are reversed, as shown in Fig. 5, the part names following the reference numerals of Fig. 4 are also used, and the unused ones are no longer described by words. The annotation adds an input cage 51, a new through shaft 52 (considering the gear on which the fixed connection is changed), a new web cage 53 (considering a web that is already another gear). The power from the flywheel to the input cage 51 drives the two planetary gear sets 32/34 and 36/37 revolutions, so that the inner center wheel 31 is reversed, the outer center wheel 35 rotates in the same direction, and the power distribution is obtained according to the gear ratio, through the through shaft 52. The web holder 53 of the outer center wheel 35 drives the inner center wheel 21 and the planetary gears 24, 29, so that the power is finally output from the outer sun gear 23.

It should be noted that because the other operating characteristics of the double planetary gear epicyclic gear train are: When the dynamic torque on the cage is relatively large relative to the resistance torque of the two center wheels (the specific values are also related to the internal friction force, the inertial mass, the acceleration, etc.) Related, this application does not make a theoretical calculation.) The inner/outer center wheel runs in the same direction with the cage. When this is not in accordance with the description in Figure 1, the single planetary gear epicyclic gear train as the composite joint is opposite to the input center wheel. Requirements. Therefore, the premise of this configuration is that a one-way rotation mechanism is provided at the support portion of the through shaft 51 to restrict its rotation in the same direction as the input holder 51. When the center wheel 31 and the fixed connection 21 cannot rotate in the same direction as the holder 51, the outer sun gear 35 is driven by the holder 51 at a slightly lower rotational speed, and the outer center wheel 23 is rotated by the web holder 53. The center wheel 23 carries the load directly, that is, the outer sun gear 35 directly carries the load, then The inner sun gears 31 and 21 are reversely rotated, and the power is combined to the output of the outer center wheel 23. The one-way rotating mechanism has a common mechanism such as a freewheel clutch and a ratchet mechanism, and will not be described in detail by means of the drawings.

When the gear type coupler of the present invention needs to further reduce the axial dimension, even the first-stage epicyclic gear train can be sleeved outside the other stage in the radial direction, and those skilled in the art can easily derive from FIG. 4 and FIG. It is not illustrated and described herein with reference to the drawings.

Finally, it is pointed out again that the two epicyclic gear trains involved in the present invention have their inherent kinematic relationship and torque relationship. The gear ratios of each stage need to be determined according to the design target; however, the theoretical matching relationship cannot be achieved in the synthesis section. Overload protection. Therefore, in all the drawings of the application documents, the size of each gear is merely a schematic indication, and there is no drawing derivation relationship other than common sense.

Claims

Rights request

A gear coupler comprising:

a first-stage epicyclic gear train and a second-stage epicyclic gear train, the first-stage revolving trains respectively input the power from the cage, and respectively pass the two center wheels to the cage of the second-stage epicyclic gear train and One of the center wheels transmits power, and the other center wheel of the second stage epicyclic gear train outputs power, characterized in that

One of the first and second stage epicyclic gear trains is a single planetary gear epicyclic gear train and the other is a dual planetary gear epicyclic gear train.

2. The geared coupler of claim 1 wherein

When the first stage epicyclic gear train is a single planetary gear epicyclic gear train and the second stage epicyclic gear train is a double planetary gear epicyclic gear train, the output ends of the first stage epicyclic gear train rotate in the same direction. The two inputs of the second stage epicyclic gear train are the cage and the inner center wheel.

3. The geared coupler of claim 1 wherein

When the first stage epicyclic gear train is a double planetary gear epicyclic gear train and the second stage epicyclic gear train is a single planetary gear epicyclic gear train, the two input ends of the second stage epicyclic gear train rotate in opposite directions The inner center wheel output end of the first stage epicyclic gear train has a one-way rotation mechanism so as to be reversely rotated relative to its holder.