Dual-force quick-response adaptive transmission assembly and electric drive system

Abstract

The present invention discloses a dual-force fast-response adaptive speed change assembly and electric drive system, including a main shaft, an adaptive cam clutch mechanism and a reduction mechanism, which reduces one layer of transmission in the radial direction, simplifies the transmission path, and improves the response speed of gear shifting. The traction force and the driving resistance work together to realize the switching and maintenance of low-speed and high-speed gears, which can provide a higher driving torque in the constant torque area and a higher speed in the constant power area. It can also achieve low-speed high torque and high efficiency to meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving. What is more advantageous is that the optimal working time of the electric motor power can be optimized to improve the power output efficiency of the drive motor, greatly improve the economy, and enhance the continuous acceleration performance. The simple power transmission route without the need for additional other system components is conducive to lightweighting and reducing the volume, which can reduce the manufacturing and use costs, reduce the battery capacity, and reduce the weight of the entire vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of speed change systems, and in particular to a dual-force rapid-response adaptive speed change assembly and an electric drive system. Background Art

[0002] The operation of electric vehicles depends primarily on the electric drive system. This system, which deeply integrates mechanical and electric drive power components, is the core component of driving and provides all the necessary power for the electric vehicle. The electric drive system primarily consists of four parts: the drive motor, transmission, power converter, and controller. Its performance and efficiency directly impact the vehicle's power, economy, and comfort. The size and weight of the drive motor and transmission also affect the overall efficiency of the electric vehicle. The power converter and controller are crucial to the safe and reliable operation of electric vehicles.

[0003] While an electric drive system equipped only with a reduction transmission can ensure direct and smooth torque output from the electric motor, it cannot simultaneously achieve both the power and economy of a pure electric vehicle. This is because the drive motor cannot operate at a high-efficiency operating point under most operating conditions during driving, especially at the highest or lowest speeds and under low load conditions. Due to the large reduction transmission ratio, there is no room for improvement after the speed reaches the limit, causing the electric vehicle to cruise at a relatively high speed critical point. This speed is restricted, and efficiency generally drops below 60-70%. This results in significant power loss and low high-speed economy, resulting in poor vehicle power, economy, and comfort. This seriously wastes on-board electrical energy and reduces driving range. In addition, an electric drive system equipped only with a reduction transmission structure is not conducive to the use of a highly efficient and lightweight drive motor.

[0004] Compared with electric drive systems equipped with only a reduction gearbox, the one equipped with a gearbox has less power output loss, can provide higher drive torque in the constant torque range, and higher speed in the constant power range, and can also achieve high torque and high efficiency under low-speed and heavy-load conditions. Even better, the timing of the electric motor power burst can be selected to optimize and improve the power output efficiency of the drive motor, enhance sustained acceleration performance, and have a broader high-efficiency platform. It can fully meet the requirements of various complex working conditions such as vehicle acceleration, climbing, and high-speed driving, significantly improve power, economy, and comfort, and help reduce manufacturing and use costs, reduce battery capacity, lightweight and reduce volume, reduce vehicle weight, and many other advantages that are difficult to achieve with only a reduction gearbox.

[0005] As products are upgraded, users’ pursuit of performance, efficiency and range, as well as their sensitivity to weight and cost, decreases. Matching variable-speed transmissions should be the future development trend of electric motorcycle transmission systems.

[0006] There are multiple patent documents from 2013 to 2019. For example, the Chinese patent with publication number CN105151216A discloses the use of an intelligent balanced adaptive automatic transmission control system, referred to as AAT. The core working principle of the AAT transmission is: the end face cam pair is reversely driven by an external load to cause axial movement of the transmission components responsible for the high gear, thereby achieving the purpose of adaptive automatic shifting.

[0007] Another example is a Chinese patent application (Application Number: CN201310389721, Title: Multi-Cam Adaptive Multi-Speed ​​Automatic Transmission) that discloses various transmission systems that utilize tapered friction pairs combined with preload control. This system leverages the power output of the motor and the driving resistance properties to change the transmission path through a friction transmission component, an end cam clutch mechanism, and an overrunning clutch, adaptively selecting high or low speed gears based on load for gear shifting. The outer surface of the friction transmission component is designed to be conical, and the inner ring of the friction ring is constructed with a tapered hole structure that matches the conical surface. An elastic element at the right end of the friction transmission component pushes the friction transmission component into the tapered hole, achieving power engagement. The end cam at the left end of the friction transmission component, under load, pushes the friction transmission component out of the tapered hole, achieving power disengagement. In the end cam clutch mechanism described in this document, the components responsible for disengagement and engagement consist of the friction transmission component and the elastic element.

[0008] The transmission system of this structure breaks through the traditional electric vehicle transmission transmission structure, but there are still many technical problems:

[0009] 1. When the load transmitted by the friction pair transmission in the adaptive cam clutch mechanism is equal to or less than the transmission torque, after the friction pair transmission mechanism components are separated, the traction force and the driving resistance are converted from relative and mutual action through the transmission mechanism into a composite axial pressure in the same direction, pressing against the elastic element disc spring. After the elastic element disc spring is axially compressed, the elastic element characteristics will reverse the elastic force while increasing the elastic force and pushing back the moving component in the friction pair transmission mechanism. The friction pair will be adhered for a short time, making it difficult for the friction pair transmission mechanism to achieve rapid separation and engagement, which will accelerate the wear of the friction pair, resulting in uneven gear shifting and affecting the service life of the friction pair transmission mechanism. In particular, when the relative action of traction force and driving resistance on the friction transmission components increases to equal to or greater than the transmission torque limit, the reverse elastic push-back is more prominent. There is an engineering principle and structural problem of how to reduce the reverse rebound caused by the increase in elastic force after the elastic element is compressed;

[0010] 2. The friction pair transmission mechanism and the elastic element are arranged in a sequential manner, resulting in structural problems such as large space occupation, low power transmission, and low efficiency.

[0011] 3. Since the mechanism does not have a transfer mechanism, the structure is complex, which is not conducive to lightweighting and integration;

[0012] 4. The process of calibrating the clutch transmission torque and speed of the friction pair transmission mechanism and the motor's high-efficiency power target is complex and time-consuming;

[0013] 5. The friction transmission parts do not have the instantaneous repeated locking mechanism to adapt to the bumpy and washboard roads;

[0014] 6. The mechanism has engineering problems such as timely synchronous control of the controller. Summary of the Invention

[0015] In order to solve the above technical problems, the present invention provides a dual-force rapid response adaptive speed change assembly and an electric drive system.

[0016] The technical solution is as follows:

[0017] The first aspect of the present application relates to a dual-force rapid response adaptive speed change assembly, comprising a main shaft, an adaptive cam clutch mechanism and a reduction mechanism, wherein the adaptive cam clutch mechanism comprises a shaft sleeve which can be relatively rotatably mounted on the main shaft, a secondary driven gear which can be relatively rotatably mounted on the shaft sleeve in sequence along the axial direction, an intermediate transmission sleeve, an inner tapered sleeve, a small support ring of the inner tapered sleeve and a large support ring of the inner tapered sleeve, an end face cam sleeve which is synchronously rotatably mounted on the shaft sleeve, and an outer tapered sleeve which is frictionally mounted on the outside of the inner tapered sleeve, the end face cam sleeve is located at the end of the small support ring of the inner tapered sleeve away from the large support ring of the inner tapered sleeve, and the adjacent end faces of the end face cam sleeve and the small support ring of the inner tapered sleeve both form a first end face cam pair, and the end faces of the two ends of the intermediate transmission sleeve respectively form a second end face with the adjacent end faces of the secondary driven gear and the inner tapered sleeve. The cam pair, the intermediate transmission sleeve, the inner tapered sleeve and the small support ring of the inner tapered sleeve can all move axially along the shaft sleeve, the small support ring of the inner tapered sleeve has a radially extending first support disk, the large support ring of the inner tapered sleeve has a radially extending second support disk, the inner tapered sleeve surrounds the first support disk and the second support disk, the outer circumference of the first support disk is spline-matched with the inner circumference of the inner tapered sleeve, a first elastic element group is elastically supported between the inner tapered sleeve and the first support disk, a second elastic element group is elastically supported between the first support disk and the second support disk, a power input sleeve that can rotate relatively with the outer tapered sleeve is mounted on the intermediate transmission sleeve, the power input sleeve has a primary driving tooth, the main shaft is synchronously rotated with an end cover coaxially connected to the outer tapered sleeve, and a power output tooth is formed on the shaft sleeve;

[0018] The reduction mechanism includes a secondary shaft parallel to the main shaft, a secondary driving tooth formed on the secondary shaft, and an overrunning clutch sleeved on the secondary shaft, the secondary driving tooth meshes with the secondary driven gear, and the outer ring of the overrunning clutch has a primary driven tooth meshed with the primary driving tooth.

[0019] The second aspect of the present application relates to a dual-force rapid response adaptive electric drive system, comprising a motor and the above-mentioned dual-force rapid response adaptive speed change assembly, wherein one end of the main shaft close to the motor is coaxially fixedly connected to the outer end of the motor shaft of the motor.

[0020] The above dual-force rapid response adaptive transmission assembly and electric drive system have the following features:

[0021] Beneficial effects:

[0022] 1. In the case of insufficient or no information, the system can output power completely autonomously without human intervention, other mechanisms, or any external control. It can output reasonable torque and speed in a timely and synchronous adaptive manner in response to changes in load or resistance, and can complete the tasks of power supply, transmission, distribution, and output, achieving high efficiency and energy saving throughout the entire process. It has the advantages of adaptive mechanical speed change.

[0023] 2. It can provide high drive torque in the constant torque range and high speed in the constant power range, while also achieving high torque at low speed and high efficiency to meet the requirements of various complex operating conditions such as vehicle acceleration, climbing, and high-speed driving. Furthermore, it can optimize the optimal operating time of the electric motor power, improve the power output efficiency of the drive motor, significantly enhance economic efficiency, and enhance sustained acceleration performance. The simple power transmission route without the need for additional system components facilitates lightweighting and reducing volume, reducing manufacturing and operating costs, reducing battery capacity, and thus reducing vehicle weight.

[0024] 3. The deep integration of mechanical and electric drive power components is achieved, which can ensure that the drive motor basically operates in the high-efficiency range during driving, with low power consumption, unrestricted speed, high high-speed economy, good vehicle economy and comfort, and is conducive to the use of high-efficiency and lightweight drive motors.

[0025] 4. The elastic element is installed in the preset assembly space inside the clutch, which reduces the design length of the entire output shaft, thereby optimizing the structural bulk of the electric drive assembly and making the product structure more compact.

[0026] 5. Two groups of elastic elements are used, and the driving resistance is used to act on the end face cam pair, pushing the inner cone sleeve and the first group of elastic elements to directly press the second elastic element group through the small support ring of the inner cone sleeve, so that the inner cone sleeve and the outer cone sleeve are separated, and a step-by-step elastic preload is achieved. It not only buffers the repeated compression of the elastic parts caused by the unstable driving resistance on uneven roads, thereby reducing the possibility of repeated engagement and separation of the clutch, but is especially suitable for bumpy roads. It will not cause frequent gear shifting due to the rapid change of driving resistance in a short time, thus reducing the loss of the system caused by gear shifting and greatly improving the service life of the system. Moreover, when gear shifting is really needed, the first elastic element group can be used to press the second elastic element group. The thrust generated in advance by the second elastic element group, combined with the driving resistance, compresses the second elastic element group together, so that the inner and outer cone sleeves are disconnected to achieve a "gentle release" effect, which greatly reduces the gear shifting shock and the motor current will not increase sharply when shifting. Therefore, the two properties of motor output traction and driving resistance are fully utilized, and the friction pair transmission mechanism is calibrated and adjusted to adjust the transmission load limit. By abandoning multiple energy-consuming mechanisms, actuators, sensors and complex algorithms, the transmission mechanism is realized to achieve smooth and soft separation and combination, transmitting two different power outputs, and meeting the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving.

[0027] 6. The secondary driven gear, the intermediate transmission sleeve, the inner tapered sleeve, the end cam sleeve, the small support ring of the inner tapered sleeve and the large support ring of the inner tapered sleeve are coaxially mounted on the shaft sleeve in sequence. Compared with the Chinese invention patent application with application number CN202410653953.1, the present invention reduces one layer of transmission in the radial direction, which not only simplifies the transmission path and improves the transmission efficiency, but also reduces the radial size, making it easier to assemble and arrange.

[0028] 7. Compared with the Chinese invention patent application with application number CN202410653953.1, the present invention has a spline fit between the outer circumference of the first support plate and the inner circumference of the inner tapered sleeve, which not only makes the transmission of the resistance torque simpler, but also directly transmits it from the shaft sleeve to the small support ring of the inner tapered sleeve through the end cam sleeve, thereby improving the response speed of gear shifting, making the power matching more reasonable and improving the driving experience, and also makes the transmission of power simpler, directly transmitting it from the inner tapered sleeve to the small support ring of the inner tapered sleeve, and then from the small support ring of the inner tapered sleeve to the shaft sleeve through the end cam sleeve, thereby improving the response speed of power and reducing the damage of power transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a schematic diagram of the structure of the dual-force rapid response adaptive electric drive system;

[0030] Figure 2 It is a structural schematic diagram of a dual-force rapid response adaptive speed shift assembly;

[0031] Figure 3It is a structural diagram of the inner cone sleeve;

[0032] Figure 4 This is a schematic diagram of the structure of the torque calibration inner bearing support ring;

[0033] Figure 5 Schematic diagram of the structure of the end cover. DETAILED DESCRIPTION

[0034] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0035] Example 1:

[0036] like Figure 2-Figure 5 As shown, a dual-force rapid response adaptive speed change assembly mainly includes a main shaft 4, an adaptive cam clutch mechanism 5 and a reduction mechanism 2.

[0037] The adaptive cam clutch mechanism 5 primarily comprises a sleeve 1, a secondary driven gear 5i, an intermediate transmission sleeve 5h, an inner tapered sleeve 5b, an end cam sleeve 5g, a small inner tapered sleeve support ring 5d, a large inner tapered sleeve support ring 5e, and an outer tapered sleeve 5a. The sleeve 1 is relatively rotatably mounted on the main shaft 4, while the end cam sleeve 5g is synchronously rotatably mounted on the sleeve 1. The secondary driven gear 5i, the intermediate transmission sleeve 5h, the inner tapered sleeve 5b, the small inner tapered sleeve support ring 5d, and the large inner tapered sleeve support ring 5e are all relatively rotatably mounted on the sleeve 1. The secondary driven gear 5i, the intermediate transmission sleeve 5h, the inner tapered sleeve 5b, the end cam sleeve 5g, the small inner tapered sleeve support ring 5d, and the large inner tapered sleeve support ring 5e are sequentially arranged along the axial direction of the sleeve 1. The outer tapered sleeve 5a is frictionally mounted on the outer surface of the inner tapered sleeve 5b. The main shaft 4 is provided with an end cap 6 coaxially connected to the outer cone sleeve 5a, that is, the main shaft 4 drives the end cap 6 to rotate synchronously, and the end cap 6 drives the outer cone sleeve 5a to rotate synchronously. The shaft sleeve 1 is formed with a power output gear 1a for outputting power.

[0038] In the adaptive cam clutch mechanism 5, the intermediate transmission sleeve 5h, inner tapered sleeve 5b, and small inner tapered sleeve support ring 5d are all capable of axial movement along the shaft sleeve 1. In this embodiment, the end cap 6 is splined to the main shaft 4, and the end cam sleeve 5g is splined to the shaft sleeve 1, ensuring stability, reliability, and durability. It should be noted that the end cam sleeve 5g is fixed in position, and the position of the large inner tapered sleeve support ring 5e is also fixed after adjustment, resulting in a gap between the small inner tapered sleeve support ring 5d and the large inner tapered sleeve support ring 5e.

[0039] The small support ring 5d of the inner conical sleeve has a radially extending first support plate 5d1, while the large support ring 5e of the inner conical sleeve has a radially extending second support plate 5e1. The inner conical sleeve 5b surrounds the first and second support plates 5d1, with the outer circumference of the first support plate 5d1 being splined to the inner circumference of the inner conical sleeve 5b. A first elastic element group 5c1 is elastically supported between the inner conical sleeve 5b and the first support plate 5d1, while a second elastic element group 5c2 is elastically supported between the first and second support plates 5d1, 5e1. It should be noted that both the first and second elastic element groups 5c1, 5c2 preferably utilize disc spring groups for durability, stability, and reliability.

[0040] In addition, the end face cam sleeve 5g is located at the end of the small support ring 5d of the inner tapered sleeve away from the large support ring 5e of the inner tapered sleeve, and the adjacent end faces of the end face cam sleeve 5g and the small support ring 5d of the inner tapered sleeve constitute a first end face cam pair a. When power is transmitted between the end face cam sleeve 5g and the small support ring 5d of the inner tapered sleeve, the first end face cam pair a generates two components of force in the axial and circumferential directions. The circumferential component of force outputs power, and the axial component of force is opposite to the axial preload and has a tendency to overcome the axial preload. That is to say, the rotation direction of the first end face cam pair a is related to the power output rotation direction. Based on the above records, those skilled in the art can know what kind of rotation direction of the axial cam pair can exert what direction of axial component of force, on the premise of knowing the power output direction, and will not go into details here.

[0041] The end faces of both ends of the intermediate transmission sleeve 5h respectively form a second end face cam pair b with the adjacent end faces of the secondary driven gear 5i and the inner tapered sleeve 5b. Similar to the first end face cam pair a, when power is transmitted between the intermediate transmission sleeve 5h and the secondary driven gear 5i and the inner tapered sleeve 5b, the second end face cam pair b generates two components of force in the axial and circumferential directions. The circumferential component of force outputs power, and the axial component of force is opposite to the axial preload and has a tendency to overcome the axial preload. That is to say, the rotation direction of the second end face cam pair b is related to the power output rotation direction. Based on the above records, those skilled in the art can know what kind of rotation direction of the axial cam pair can exert what direction of axial component of force, on the premise of knowing the power output direction, and will not go into details here.

[0042] Meanwhile, a power input sleeve 5j is mounted on the intermediate transmission sleeve 5h, which is rotatably mounted thereon and rotates synchronously with the outer tapered sleeve 5a. This power input sleeve 5j has a primary driving tooth 5j1. The reduction mechanism 2 includes a countershaft 2a parallel to the main shaft 4, secondary driving teeth 2b formed on the countershaft 2a, and an overrunning clutch 2c mounted thereon. The secondary driving teeth 2b mesh with the secondary driven gear 5i. The outer ring of the overrunning clutch 2c has primary driven teeth 2c1 that mesh with the primary driving teeth 5j1. The diameter of the primary driving teeth 5j1 is smaller than that of the primary driven teeth 2c1, and the diameter of the secondary driving teeth 2b is smaller than that of the secondary driven gear 5i, achieving a two-stage reduction in speed and torque amplification.

[0043] Furthermore, a spline section is formed at one end of the secondary shaft 2a close to the overrunning clutch 2c, which cooperates with the inner ring spline of the overrunning clutch 2c. Through such a design, not only is the integration high, but the cooperation between the secondary shaft 2a and the inner ring of the overrunning clutch 2c is also stable and reliable.

[0044] In this embodiment, the stiffness coefficient of the second elastic element group 5c2 is greater than or equal to the stiffness coefficient of the first elastic element group 5c1, so that the inner cone sleeve 5b has a tendency to be combined with the outer cone sleeve 5a when it is not affected by the resistance torque and is displaced away from the intermediate transmission sleeve 5h, making the inner cone sleeve 5b and the outer cone sleeve 5a less likely to slip and better combined, and the first elastic element group 5c1 cooperates with the second elastic element group 5c2 to unload more force, and will not cause frequent gear shifting due to rapid changes in driving resistance in a short time, thereby reducing the loss of the system caused by gear shifting.

[0045] The inner tapered sleeve 5b has a disc spring mounting cavity 51 extending along its central axis. A support step surface 51c is formed at one end of the disc spring mounting cavity 51 close to the intermediate transmission sleeve 5h. The large support ring 5e of the inner tapered sleeve is located at the end of the disc spring mounting cavity 51 away from the intermediate transmission sleeve 5h. The small support ring 5d of the inner tapered sleeve is located in the middle of the disc spring mounting cavity 51. The two ends of the first elastic element group 5c1 are elastically supported on the support step surface 51c and the first support plate 5d1 respectively. The end of the inner tapered sleeve 5b close to the intermediate transmission sleeve 5h is integrally formed with a cam sleeve portion 51d which constitutes a second end face cam pair b with the intermediate transmission sleeve 5h. The cam sleeve portion 51d can be relatively rotatably mounted on the shaft sleeve 1 and can slide axially along the shaft sleeve 1. It is stable and reliable, has a reasonable structure, and is easy to assemble.

[0046] Furthermore, the center of the disc spring mounting cavity 51 has a first annular channel 51a that mates with the first support plate 5d1. This first annular channel 51a is cylindrical and has internal splines on its circumferential inner wall. A spline ring 5d2 extends axially along the outer edge of the first support plate 5d1. This spline ring 5d2 has external splines on its circumferential outer wall that mate with the internal splines on the first annular channel 51a. This design allows for a longer mating length between the spline ring 5d2 and the first annular channel 51a, improving the stability and reliability of the mating.

[0047] At the same time, the disc spring installation cavity 51 has a cylindrical second ringway 51b at the end away from the intermediate transmission sleeve 5h. The outer edge of the second support plate 5e1 is axially extended to form a support ring 5e2 that slidably engages with the second ringway 51b. The diameter of the first ringway 51a is smaller than that of the second ringway 51b. Therefore, the disc spring installation cavity 51 as a whole forms a multi-step annular step structure, with the radius gradually increasing away from the intermediate transmission sleeve 5h. During assembly of the electric drive assembly, the first support plate 5d1 of the small support ring 5d of the inner conical sleeve is clamped between the first elastic element group 5c1 and the second elastic element group 5c2. The small support ring 5d of the inner conical sleeve, along with the first and second elastic element groups 5c1 and 5c2, is then installed into the disc spring installation cavity 51. Finally, the large support ring 5e of the inner conical sleeve is installed from the open outer end. This not only improves installation convenience but also enhances assembly reliability.

[0048] Furthermore, the outer surface of the inner conical sleeve 5b is provided with an outer friction conical annular surface, while the inner conical sleeve 5a is provided with an inner friction conical annular surface that frictionally cooperates with the outer friction conical annular surface. A friction material layer is sintered on the outer friction conical annular surface, and oil channels are distributed through this friction material layer. The inner conical sleeve 5b is also provided with oil holes 5b1 extending through its wall thickness. Lubricating oil can enter the outer friction conical annular surface from the inner conical sleeve 5b through the oil holes 5b1. The lubricating oil is then distributed along the oil channels across the outer friction conical annular surface, cooling, reducing friction, and cleaning the conical annular surfaces. It also balances the air pressure between the outer and inner conical sleeves 5a, 5b.

[0049] In this embodiment, a preload adjustment assembly 7 for adjusting the preload of the first elastic element group 5c1 and the second elastic element group 5c2 is installed on the main shaft 4. The preload adjustment assembly 7 includes a torque calibration inner bearing support ring 7a and a torque calibration adjustment washer 7b that are both relatively rotatable and sleeved on the main shaft 4, a torque calibration nut 7c that is threadedly engaged with the main shaft 4, a shaft elastic retaining ring 7d that can be detachably mounted on the main shaft 4, and a plurality of torque calibration mandrels 7e that are axially movable and pass through the end cover 6. Each torque calibration mandrel 7e is parallel to the main shaft 4. , and are distributed circumferentially around the main shaft 4. The torque calibration inner bearing support ring 7a and the torque calibration adjustment washer 7b are respectively abutted against the inner and outer ends of each torque calibration push rod 7e. The end face of the torque calibration inner bearing support ring 7a away from each torque calibration push rod 7e is supported on the large supporting ring 5e of the inner tapered sleeve. The torque calibration nut 7c is abutted against the end face of the torque calibration adjustment washer 7b away from each torque calibration push rod 7e. The shaft elastic circlip 7d is abutted against the end face of the torque calibration nut 7c away from the torque calibration adjustment washer 7b to lock the torque calibration nut 7c.

[0050] Therefore, by rotating the torque calibration nut 7c, the degree of compression of the first elastic element group 5c1 and the second elastic element group 5c2 by the large support ring of the inner tapered sleeve can be controlled, and then the elastic force provided by the first elastic element group 5c1 and the second elastic element group 5c2 to the inner tapered sleeve 5b can be controlled, so that the thrust provided by the first elastic element group 5c1 and the second elastic element group 5c2 to the inner tapered sleeve 5b can be easily adjusted, thereby improving the design flexibility and practicality. After adjustment into place, the torque calibration nut 7c can be clamped with the shaft elastic retaining ring 7d.

[0051] In this embodiment, the end cam sleeve retaining ring 7f is fixedly mounted on the shaft sleeve 1, and the end of the end cam sleeve 5g away from the small support ring 5d of the inner tapered sleeve is supported on the end cam sleeve retaining ring 7f, and a gap is left between the end cam sleeve retaining ring 7f and the supporting step surface 51c, thereby avoiding interference between the inner tapered sleeve 5b and the small support ring 5d of the inner tapered sleeve.

[0052] Furthermore, the torque calibration inner bearing support ring 7a includes a disc-shaped support ring body 7a1 and a cylindrical support ring extension 7a2. The support ring body 7a1 is relatively rotatably mounted on the main shaft 4. The ends of each torque calibration push rod 7e, which are distal to the torque calibration adjustment washer 7b, are supported on the support ring body 7a1. The support ring extension 7a2 is integrally formed with the support ring body 7a1 and extends from the outer edge of the support ring body 7a1 toward the second support plate 5e1. The end of the support ring extension 7a2, which is distal to the support ring body 7a1, is supported on the second support plate 5e1. This design ensures the stability and reliability of the torque calibration inner bearing support ring 7a and each torque calibration push rod 7e, as well as the stability and reliability of the torque calibration inner bearing support ring 7a and the large support ring 5e of the inner tapered sleeve, resulting in a simple and reliable design.

[0053] The end cap 6 comprises a cylindrical splined sleeve 6a and an end cap body 6b integrally formed around the splined sleeve 6a. The splined sleeve 6a is splined to the main shaft 4. Torque calibration push rods 7e are evenly distributed along the circumference of the splined sleeve 6a. The end cap body 6b covers the end of the outer tapered sleeve 5a away from the power input sleeve 5j and is secured to the outer tapered sleeve 5a via multiple bolts. This provides not only stability and reliability but also eases assembly and ensures assembly precision. The splined sleeve 6a is provided with push rod holes 6a1 evenly distributed along the circumference. Each torque calibration push rod 7e is slidably inserted into a corresponding push rod hole 6a1.

[0054] Example 2:

[0055] See Figure 1-Figure 5 A dual-force rapid response adaptive electric drive system includes a motor 3 and a dual-force rapid response adaptive speed change assembly of Example 1. The end of the main shaft 4 close to the motor 3 is coaxially fixedly connected to the outer end of the motor shaft 3a of the motor 3. In this embodiment, the outer end surface of the motor shaft 3a is recessed to form a spline hole. The end of the main shaft 4 close to the motor 3 is adapted to the spline hole and is formed with an external spline adapted to the spline hole, that is, the end of the main shaft 4 is embedded in the spline hole and forms a spline fit with the spline hole; it should be noted that the outer end of the motor shaft 3a can also be connected to the main shaft 4 through a coupling.

[0056] The fast gear power transmission route of this embodiment is as follows:

[0057] Motor shaft 3a → main shaft 4 → end cover 6 → outer tapered sleeve 5a → inner tapered sleeve 5b → inner tapered sleeve small support ring 5d → end face cam sleeve 5g → shaft sleeve 1; in this embodiment, power is output by shaft sleeve 1.

[0058] At this time, the outer ring of the overrunning clutch 2c overtakes the inner ring, and the resistance transmission route is: shaft sleeve 1 → end face cam sleeve 5g → inner tapered sleeve small support ring 5d → second elastic element group 5c2; when the running resistance increases to a certain level, the resistance causes the axial force of the first end face cam pair a to overcome the second elastic element group 5c2, causing the first support plate 5d1 of the inner tapered sleeve small support ring 5d to move axially and compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, allowing the friction clutch to be "very easily" disengaged. The power is transmitted through the following route, namely the low-speed gear power transmission route:

[0059] Motor shaft 3a → main shaft 4 → end cover 6 → outer tapered sleeve 5a → power input sleeve 5j → overrunning clutch 2c → countershaft 2a → secondary driven gear 5i → intermediate transmission sleeve 5h → inner tapered sleeve 5b → inner tapered sleeve small support ring 5d → end face cam sleeve 5g → shaft sleeve 1; in this embodiment, power is output by shaft sleeve 1.

[0060] In the low-speed gear power transmission route, the axial force generated by the first end cam pair a continues to act on the second elastic element group 5c2, and at the same time, the axial force of the second end cam pair b acts on the inner tapered sleeve 5b, and the direction of the force is opposite to the axial preload force of the first elastic element group 5c1 (that is, in the direction of clutch disengagement). That is, in the slow-speed gear power transmission process, the slow-speed traction force and the running resistance (double force) work together to prevent the two groups of disc springs from being repeatedly compressed during the low-speed gear transmission process, thereby preventing the clutch from being repeatedly engaged during the slow-speed gear power transmission process.

[0061] As can be seen from the above transmission route, when the present invention is in operation, the clutch is tightly fitted under the action of the first elastic element group 5c1 and the second elastic element group 5c2, forming an automatic speed change mechanism that maintains a certain pressure to achieve the transmission purpose. At this time, the overrunning clutch 2c is in the overrunning state.

[0062] When the vehicle starts, the resistance is greater than the driving force, forcing the first end cam pair a to undergo axial displacement. This compresses the second elastic element group 5c2 through the first end cam pair a, releasing the first elastic element group 5c1 and disengaging the clutch (i.e., the inner cone sleeve 5b and the outer cone sleeve 5a separate). This automatically enables low-speed starting, shortening starting time and reducing starting force. Simultaneously, the second elastic element group 5c2 absorbs the energy of the motion resistance torque, storing potential energy for restoring power to the fast gear.

[0063] After successful startup, the driving resistance decreases. When the axial force component is reduced to less than the pressure generated by the second elastic element group 5c2, the pressure of the second elastic element group 5c2 generated by the compression of the motion resistance is released, and the first elastic element group 5c1 is compressed, pushing the inner cone sleeve 5b to combine with the outer cone sleeve 5a, completing the clutch recovery to a tightly fitting state, and the low-speed gear overtaking clutch is in the overtaking state.

[0064] During driving, the principle of automatic gear shifting follows the same principle as above as the change of motion resistance. Gear shifting can be achieved without cutting off the driving force, making the entire locomotive run smoothly, safely and with low consumption. The transmission route is also simplified, thereby improving transmission efficiency.

[0065] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention. Such changes fall within the scope of protection of the present invention.

Claims

1. A dual-force, rapid-response adaptive speed change assembly comprising a main shaft, an adaptive cam clutch mechanism, and a speed reduction mechanism, characterized in that: The adaptive cam clutch mechanism includes a sleeve that can be relatively rotatably mounted on the main shaft, a secondary driven gear that can be relatively rotatably mounted on the sleeve in sequence along the axial direction, an intermediate transmission sleeve, an inner tapered sleeve, a small support ring of the inner tapered sleeve and a large support ring of the inner tapered sleeve, an end face cam sleeve that is synchronously rotatable mounted on the sleeve, and an outer tapered sleeve that is frictionally mounted on the outside of the inner tapered sleeve, the end face cam sleeve is located at the end of the small support ring of the inner tapered sleeve away from the large support ring of the inner tapered sleeve, and the end face cam sleeve and the adjacent end faces of the small support ring of the inner tapered sleeve each form a first end face cam pair, and the end faces of the two ends of the intermediate transmission sleeve and the adjacent end faces of the secondary driven gear and the inner tapered sleeve each form a second end face cam pair, and the intermediate transmission sleeve, the inner tapered sleeve and the small support ring of the inner tapered sleeve can The cam is adapted to move along the axis of the shaft sleeve, wherein the small supporting ring of the inner cone sleeve has a first supporting disk extending radially, and the large supporting ring of the inner cone sleeve has a second supporting disk extending radially, the inner cone sleeve surrounds the first supporting disk and the second supporting disk, the outer circumference of the first supporting disk is spline-matched with the inner circumference of the inner cone sleeve, a first elastic element group is elastically supported between the inner cone sleeve and the first supporting disk, a second elastic element group is elastically supported between the first supporting disk and the second supporting disk, a power input sleeve which can rotate relatively with the outer cone sleeve is provided on the intermediate transmission sleeve, the power input sleeve has a primary driving tooth, an end cover which is coaxially fixed to the outer cone sleeve is provided on the main shaft in synchronous rotation, and a power output tooth is formed on the shaft sleeve; The reduction mechanism includes a secondary shaft parallel to the main shaft, a secondary driving tooth formed on the secondary shaft, and an overrunning clutch sleeved on the secondary shaft, the secondary driving tooth meshes with the secondary driven gear, and the outer ring of the overrunning clutch has a primary driven tooth meshed with the primary driving tooth.

2. The dual-force rapid response adaptive speed shift assembly according to claim 1, characterized in that: The stiffness coefficient of the second elastic element group is greater than or equal to the stiffness coefficient of the first elastic element group.

3. The dual-force rapid response adaptive transmission assembly according to claim 1, characterized in that: The main shaft is provided with a preload adjustment assembly for adjusting the preload force of the first elastic element group and the second elastic element group. The preload adjustment assembly includes a torque calibration inner bearing support ring and a torque calibration adjustment washer that are both rotatably mounted on the main shaft, a torque calibration nut that cooperates with the main shaft thread, a shaft elastic retaining ring that can be detachably mounted on the main shaft, and a plurality of torque calibration push rods that can axially move and pass through the end cover. Each torque calibration push rod is parallel to the main shaft and distributed circumferentially around the main shaft. The torque calibration inner bearing support ring and the torque calibration adjustment washer are respectively abutted against the inner and outer ends of each torque calibration push rod. The end face of the torque calibration inner bearing support ring away from each torque calibration push rod is supported on the large support ring of the inner tapered sleeve. The torque calibration nut abuts against the end face of the torque calibration adjustment washer away from each torque calibration push rod. The shaft elastic retaining ring abuts against the end face of the torque calibration nut away from the torque calibration adjustment washer to lock the torque calibration nut.

4. The dual-force rapid response adaptive transmission assembly according to claim 3, characterized in that: An end face cam sleeve retaining ring is fixedly sleeved on the shaft sleeve, and one end of the end face cam sleeve away from the small supporting ring of the inner tapered sleeve is supported on the end face cam sleeve retaining ring.

5. The dual-force rapid response adaptive transmission assembly according to claim 3, characterized in that: The torque calibration inner bearing support ring includes a support ring main body with a disc structure and a support ring extension with a cylindrical structure. The support ring main body can be relatively rotatably mounted on the main shaft. The end of each torque calibration push rod away from the torque calibration adjustment washer is supported on the support ring main body. The support ring extension is integrally formed with the support ring main body, and the support ring extension extends from the outer edge of the support ring main body toward the direction close to the second support disk. The end of the support ring extension away from the support ring main body is supported on the second support disk.

6. The dual-force rapid response adaptive transmission assembly according to claim 3, characterized in that: The end cover includes a spline sleeve with a cylindrical structure and an end cover body integrally formed around the spline sleeve. The spline sleeve cooperates with the main shaft spline, and each torque calibration push rod is evenly distributed along the circumference and passed through the spline sleeve. The end cover body covers the end of the outer cone sleeve away from the power input sleeve and is locked with the outer cone sleeve by multiple bolts.

7. The dual-force rapid response adaptive transmission assembly according to claim 1, characterized in that: The inner tapered sleeve has a disc spring mounting cavity extending along its central axis, and a support step surface is formed on one end of the disc spring mounting cavity close to the intermediate transmission sleeve. The large support ring of the inner tapered sleeve is located at the end of the disc spring mounting cavity away from the intermediate transmission sleeve, and the small support ring of the inner tapered sleeve is located in the middle of the disc spring mounting cavity. The two ends of the first elastic element group are elastically supported on the support step surface and the first support plate respectively. The end of the inner tapered sleeve close to the intermediate transmission sleeve is integrally formed with a cam sleeve portion which constitutes a second end face cam pair with the intermediate transmission sleeve. The cam sleeve portion can be relatively rotatably mounted on the shaft sleeve and can slide axially along the shaft sleeve.

8. The dual-force rapid response adaptive transmission assembly according to claim 7, characterized in that: The middle part of the disc spring mounting cavity has a first annular channel adapted to the first support plate. The first annular channel is a cylindrical structure, and the circumferential inner wall of the first annular channel has an internal spline. The outer edge of the first support plate extends axially to form a spline ring, and the circumferential outer wall of the spline ring has an external spline that forms a spline match with the internal spline on the first annular channel.

9. The dual-force rapid response adaptive transmission assembly according to claim 8, characterized in that: The disc spring installation cavity has a second cylindrical ring at one end away from the intermediate transmission sleeve. The outer edge of the second support plate extends axially to form a support ring that slides with the second ring. The diameter of the first ring is smaller than that of the second ring.

10. A dual-force rapid response adaptive electric drive system, characterized by: It comprises a motor and a dual-force rapid response adaptive speed change assembly according to any one of claims 1 to 9, wherein one end of the main shaft close to the motor is coaxially fixedly connected to the outer end of the motor shaft of the motor.

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