Compact dual-force front-mounted human-controlled reversing tapered clutch adaptive transmission assembly

Abstract

This invention discloses a compact dual-force front-mounted human-controlled reversing tapered clutch adaptive transmission assembly, comprising a main shaft, an adaptive cam clutch mechanism, a front-mounted human-controlled reversing mechanism, and a reduction mechanism. It not only achieves reverse gear functionality but also boasts an extremely simplified structure, high integration, and excellent sealing, realizing a fully sealed front-mounted inertial reversing mechanism and adaptive cam clutch mechanism. It possesses the advantages of adaptive mechanical transmission, utilizing the combined action of traction force and driving resistance to achieve and maintain low-speed and high-speed gear switching. It can provide high drive torque in the constant torque region and high speed in the constant power region, achieving low-speed, high-torque, and high-efficiency operation to meet the requirements of various complex operating conditions such as vehicle acceleration, hill climbing, and high-speed driving. Furthermore, it allows for the selection and optimization of the electric motor's optimal operating timing, improving the drive motor's power output efficiency, significantly enhancing fuel economy, and improving sustained acceleration performance.

Description

Technical Field

[0001] This invention relates to the field of transmission mechanism technology, specifically to a compact dual-force front-mounted human-controlled reversing tapered clutch adaptive transmission assembly. Background Technology

[0002] The operation of electric vehicles primarily depends on the electric drive system. This system, which deeply integrates mechanical and electric power components, is the core component for driving and provides all the necessary power. The electric drive system mainly consists of four parts: the drive motor, the transmission, the power converter, and the controller. Its performance and efficiency directly affect the electric 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 for the safe and reliable operation of the electric vehicle.

[0003] While an electric drive system with only a reduction gear transmission allows for a direct and smooth torque output from the electric motor, it cannot simultaneously achieve the power and fuel economy of a pure electric vehicle. This is because the drive motor often operates at its highest efficiency point during driving, especially at maximum or minimum speeds and under low load conditions. Due to the large reduction gear ratio, there is no room for further speed increases after reaching the speed limit, causing the electric vehicle to operate at a relatively high critical speed during cruising. Speed ​​is constrained, and efficiency typically drops below 60-70%, resulting in significant power loss, poor high-speed fuel economy, and poor vehicle performance, fuel economy, and comfort. This also severely wastes onboard electrical energy and reduces driving range. Furthermore, an electric drive system with only a reduction gear transmission structure is not conducive to the use of high-efficiency, lightweight drive motors.

[0004] Compared to a gearbox-only electric drive system, an electric drive system equipped with a gearbox experiences less power output loss. It provides higher drive torque in the constant torque range and higher speed in the constant power range, achieving high torque and high efficiency under low-speed, heavy-load conditions. Furthermore, it allows for selection of the electric motor's power delivery timing, optimizing the drive motor's power output efficiency, enhancing sustained acceleration performance, and providing a broader high-efficiency platform. This fully meets the requirements of various complex operating conditions such as vehicle acceleration, hill climbing, and high-speed driving, significantly improving power, economy, and comfort. It also helps reduce manufacturing and operating costs, decrease battery capacity, reduce weight and size, and reduce overall vehicle weight—advantages that are difficult to achieve with a gearbox-only system.

[0005] As products are upgraded and replaced, users are less concerned about performance, efficiency, and range, and less sensitive to weight and cost. Matching variable-speed transmissions should be the future development trend of electric motorcycle transmission systems.

[0006] From 2013 to 2019, there were multiple patent documents. For example, Chinese patent with publication number CN105151216A disclosed a smart balance adaptive automatic transmission control system, abbreviated as AAT. The core working principle of the AAT transmission is: by reverse driving the end face cam pair through external load, the transmission component responsible for high gears is moved axially, thereby achieving the purpose of adaptive automatic shifting.

[0007] For example, Chinese Patent (Application No.: CN201310389721, Title: Multi-Cam Adaptive Multi-Gear Automatic Transmission) discloses various transmission systems that employ conical friction pairs combined with preload control. This system utilizes the power output of the motor and the resistance properties of the driving path, through a friction transmission component, an end-face cam clutch mechanism, and an overrunning clutch to change the transmission route, adaptively selecting high or low gears based on the load. The outer surface of the friction transmission component is designed as a conical shape, and the inner ring of the friction ring is constructed with a conical hole structure matching the conical surface. An elastic element at the right end of the friction transmission component pushes the component into the conical hole, achieving power engagement. The end-face cam at the left end of the friction transmission component, under load, pushes the component away from the conical hole, achieving power disengagement. In the end-face cam clutch mechanism described in this document, the parts responsible for performing engagement and disengagement consist of the friction transmission component and the elastic element.

[0008] This transmission system breaks through the traditional transmission structure of electric vehicles, but it still has many technical problems:

[0009] 1. In adaptive cam clutch mechanisms, when the load transmitted by the friction pair transmission is equal to or less than the transmitted torque, after the friction pair transmission components separate, the traction force and driving resistance, which were initially relative and interacting, are converted into a combined axial pressure in the same direction via the transmission mechanism. This pressure presses against the elastic element disc spring. After the disc spring is axially compressed, its elastic properties cause a reverse elastic force increase, simultaneously pushing back the moving components in the friction pair transmission mechanism. This results in a short-term sticking of the friction pair, making it difficult for the friction pair transmission mechanism to achieve rapid separation and engagement. This accelerates friction pair wear, leading to uneven shifting and affecting the service life of the friction pair transmission mechanism. This reverse elastic pushback is particularly pronounced when the relative interaction of traction force and driving resistance increases to equal or greater than the transmitted torque limit. Therefore, there are engineering and structural problems regarding how to reduce the reverse springback caused by the increased elastic force after the elastic element is compressed.

[0010] 2. The sequential layout of the friction pair transmission mechanism and elastic element has structural problems such as occupying a large space, transmitting small power, and low efficiency;

[0011] 3. Because the mechanism lacks a transfer mechanism, its structure is complex, which hinders its lightweight and integration.

[0012] 4. The process of calibrating the clutch transmission torque and speed of the friction pair transmission mechanism and the high-efficiency power of the motor is complex and takes too long to unload the target;

[0013] 5. The friction transmission components lack a mechanism for instantaneous and repeated locking to adapt to bumpy or washboard roads;

[0014] 6. The mechanism presents engineering challenges such as real-time synchronization control by the controller;

[0015] 7. Problems with low integration and poor sealing between the adaptive cam clutch mechanism and the reversing control mechanism. Summary of the Invention

[0016] To address the above technical problems, this invention provides a compact dual-force front-mounted human-controlled reversing tapered clutch adaptive transmission assembly.

[0017] The technical solution is as follows:

[0018] The first aspect of this application relates to a compact dual-force front-mounted human-controlled reversing tapered clutch adaptive transmission assembly, comprising a main shaft, an adaptive cam clutch mechanism, a front-mounted human-controlled reversing mechanism, and a reduction mechanism. The adaptive cam clutch mechanism includes a double-end face cam sleeve, an inner cone sleeve small support ring, and an inner cone sleeve large support ring, all rotatably mounted axially on the main shaft; an inner cone sleeve rotatably mounted on the double-end face cam sleeve; and an outer cone sleeve frictionally fitted outside the inner cone sleeve. A radially protruding end face cam boss is formed on the main shaft at the end of the double-end face cam sleeve furthest from the inner cone sleeve small support ring. The adjacent end faces of the end face cam boss, the double-end face cam sleeve, the inner cone sleeve small support ring, and the inner cone sleeve large support ring all constitute a first end face cam pair. A secondary driven gear that rotates synchronously with the end face cam boss and an intermediate transmission sleeve that rotates relative to it are mounted on the end face cam boss. The two end faces of the intermediate transmission sleeve respectively form a second end face cam pair with the adjacent end faces of the secondary driven gear and the inner cone sleeve. The intermediate transmission sleeve, the inner cone sleeve, the double end face cam sleeve and the small support ring of the inner cone sleeve can all move along the main shaft axial direction. The small support ring of the inner cone sleeve has a radially extending first support plate and the large support ring of the inner cone sleeve has a radially extending second support plate. The inner cone sleeve surrounds the first support plate and the second support plate. The outer peripheral surface of the first support plate is splined with the inner peripheral surface of the inner cone sleeve. A first elastic element group is elastically supported between the inner cone sleeve and the first support plate. A second elastic element group is elastically supported between the first support plate and the second support plate. A power input sleeve that rotates synchronously with the outer cone sleeve is rotatably mounted on the intermediate transmission sleeve. The power input sleeve has a first-stage driving tooth. A power output gear is rotatably mounted on the main shaft.

[0019] The reduction mechanism includes a secondary shaft parallel to the main shaft, a secondary drive gear formed on the secondary shaft, and a fast / slow overrunning clutch fitted on the secondary shaft. The secondary drive gear meshes with a secondary driven gear, and the outer ring of the fast / slow overrunning clutch has a primary driven gear that meshes with the primary drive gear.

[0020] The front-mounted human-controlled reversing mechanism includes a forward gear engagement sleeve coaxially fixedly mounted on the outer cone sleeve at the end away from the intermediate transmission sleeve, and a reverse gear engagement sleeve synchronously rotatably mounted on the inner cone sleeve's large support ring. The forward gear engagement sleeve is coaxially disposed on the outside of the reverse gear engagement sleeve. A shift fork sleeve capable of axially sliding between the reverse gear engagement sleeve and the forward gear engagement sleeve is fitted on the reverse gear engagement sleeve. The shift fork sleeve can engage with one of the forward gear engagement sleeve and the reverse gear engagement sleeve through axial sliding. When the shift fork sleeve engages with the forward gear engagement sleeve, it separates from the reverse gear engagement sleeve. When the shift fork sleeve engages with the reverse gear engagement sleeve, it separates from the forward gear engagement sleeve.

[0021] The above-mentioned compact dual-force front-mounted human-controlled reversing tapered clutch adaptive transmission assembly has the following beneficial effects:

[0022] 1. Even with insufficient or no information, without human intervention, additional mechanisms, or external control, the system can autonomously output reasonable torque and speed in real time and synchronously with changes in load / resistance during the power output process. The system completes the tasks of power delivery, transmission, distribution, and output, achieving the requirements of high efficiency and energy saving throughout the entire process, and has the advantages of adaptive mechanical speed change.

[0023] 2. It can provide high drive torque in the constant torque region and high speed in the constant power region, and can also achieve low-speed high torque and high efficiency to meet the requirements of various complex operating conditions such as vehicle acceleration, climbing, and high-speed driving. Even better, it allows for the selection and optimization of the electric motor's optimal operating timing, improving the drive motor's power output efficiency, significantly improving economy, enhancing continuous acceleration performance, and the simple power transmission route without the need for additional system components, which is conducive to lightweighting and size reduction, reducing manufacturing and operating costs, reducing battery capacity, and thus reducing the overall vehicle weight.

[0024] 3. It achieves deep integration of mechanical and electric drive power components, which can ensure that the drive motor works in the high-efficiency range during driving, with low power consumption, no speed restriction, 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 pre-set assembly space inside the clutch, which reduces the design length of the entire output shaft, thereby optimizing the structural bulkiness of the electric drive assembly and making the product structure more compact.

[0026] 5. Employing two sets of elastic elements, the system utilizes the driving resistance acting on the end face cam pair to push the inner cone sleeve and the first set of elastic elements directly through the inner cone sleeve's small support ring to compress the second set of elastic elements, causing the inner cone sleeve to separate from the outer cone sleeve. This achieves a stepped, progressive elastic preload, which not only buffers the repeated compression of the elastic elements caused by unstable driving resistance on uneven road surfaces, thus reducing the possibility of repeated clutch engagement and disengagement, but is also particularly suitable for bumpy road sections. It prevents frequent gear shifts due to rapid changes in driving resistance in a short period, reducing system wear caused by gear shifting and significantly improving system lifespan. Furthermore, when a gear shift is truly necessary, the first set of elastic elements can be used to... The thrust generated by the two elastic element groups, combined with the driving resistance, compresses the second elastic element group, enabling the inner and outer cone sleeves to disconnect easily, significantly reducing shifting shock and preventing a sharp increase in motor current during shifting. Therefore, by fully utilizing the dual attributes of motor output traction force and driving resistance, and employing a friction pair transmission mechanism calibration and adjustment scheme for the transmission load limit, the transmission mechanism achieves smooth and gentle separation and engagement by eliminating numerous energy-consuming mechanisms, actuators, sensors, and complex algorithms. This allows for the transmission of two different power outputs, meeting the requirements of various complex operating conditions such as vehicle acceleration, hill climbing, and high-speed driving.

[0027] 6. Compared with the Chinese invention patent application with application number CN202410653953.1, the present invention, due to the spline fit between the outer peripheral surface of the first support plate and the inner peripheral surface of the inner cone sleeve, not only makes the transmission of resistance torque simpler, but also improves the shift response speed, makes the power matching more reasonable, and improves the driving experience, because the outer peripheral surface of the first support plate is splined with the inner peripheral surface of the inner cone sleeve. The power is directly transmitted from the inner cone sleeve to the inner cone sleeve small support ring, and then from the inner cone sleeve small support ring to the main shaft through the double-end face cam sleeve. This improves the power response speed and reduces the damage of power transmission.

[0028] 7. Compared with the Chinese invention patent application with application number CN202410653953.1, the end face cam boss (equivalent to the end face cam sleeve in application number CN202410653953.1) is integrally formed on the spindle, which not only has high structural strength and good reliability, but also improves the convenience of assembly.

[0029] 8. The front-mounted human-controlled reversing mechanism is integrated at the front end of the adaptive cam clutch mechanism. It not only has a high degree of integration but also good sealing performance, achieving full sealing of the front-mounted human-controlled reversing mechanism and the adaptive cam clutch mechanism, thereby improving the stability, reliability and service life of operation.

[0030] 9. Not only can it realize the reverse gear function, but its structure is also extremely simple, which hardly affects the size of the entire electric drive system. Moreover, it is achieved through the forward and reverse rotation control of the motor shaft and the single shift fork control. The structure is simple and reliable. At the same time, the power transmission path in reverse gear is extremely simple, with little power transmission loss and extremely high transmission efficiency. Attached Figure Description

[0031] Figure 1 A schematic diagram of the compact dual-force front-mounted human-controlled reversing tapered clutch adaptive transmission assembly in forward gear;

[0032] Figure 2 A schematic diagram of the compact dual-force front-mounted human-controlled reverse tapered clutch adaptive transmission assembly in reverse gear;

[0033] Figure 3 A schematic diagram of the main shaft;

[0034] Figure 4 This is a schematic diagram of the inner conical sleeve.

[0035] Figure 5 This is a schematic diagram of the outer conical sleeve. Detailed Implementation

[0036] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0037] like Figures 1-5 As shown, a compact dual-force front-mounted human-controlled reversing tapered clutch adaptive transmission assembly mainly includes a main shaft 4, an adaptive cam clutch mechanism 5, a front-mounted human-controlled reversing mechanism 8, and a reduction mechanism 2.

[0038] The adaptive cam clutch mechanism 5 mainly includes a double-end face cam sleeve 5f, an inner conical sleeve small support ring 5d, an inner conical sleeve large support ring 5e, an inner conical sleeve 5b, and an outer conical sleeve 5a. The double-end face cam sleeve 5f, the inner conical sleeve small support ring 5d, and the inner conical sleeve large support ring 5e are all rotatably mounted on the main shaft 4 along the axial direction. The inner conical sleeve 5b is rotatably mounted on the double-end face cam sleeve 5f, and the outer conical sleeve 5a is frictionally fitted over the inner conical sleeve 5b.

[0039] In the adaptive cam clutch mechanism 5, a cam boss 4a is formed on the main shaft 4, extending radially. It is located at the end of the double-end cam sleeve 5f away from the inner cone sleeve small support ring 5d. The cam boss 4a is fitted with a secondary driven gear 5i that rotates synchronously with it and an intermediate transmission sleeve 5h that can rotate relative to it. The intermediate transmission sleeve 5h, inner cone sleeve 5b, double-end cam sleeve 5f and inner cone sleeve small support ring 5d can all move axially along the main shaft 4. It should be noted that the position of the inner cone sleeve large support ring 5e is also fixed after adjustment. This not only ensures that the reverse gear engagement sleeve 8c can transmit power to the inner cone sleeve small support ring 5d through the inner cone sleeve large support ring 5e when in reverse gear, but also makes the movement of the inner cone sleeve small support ring 5d more stable and reliable when in forward high gear and low gear.

[0040] The inner conical sleeve small support ring 5d has a radially extending first support plate 5d1, and the inner conical sleeve large support ring 5e has a radially extending second support plate 5e1. The inner conical sleeve 5b surrounds the first support plate 5d1 and the second support plate 5e1. The outer circumferential surface of the first support plate 5d1 is splinedly engaged with the inner circumferential surface 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, and a second elastic element group 5c2 is elastically supported between the first support plate 5d1 and the second support plate 5e1. It should be noted that both the first elastic element group 5c1 and the second elastic element group 5c2 are preferably disc spring assemblies, which are durable, stable, and reliable.

[0041] Furthermore, the adjacent end faces of the end face cam boss 4a, the double end face cam sleeve 5f, the inner conical sleeve small support ring 5d, and the inner conical sleeve large support ring 5e all constitute the first end face cam pair a. That is, one end face of the double end face cam sleeve 5f and the adjacent end face of the end face cam boss 4a constitute the first end face cam pair a, the other end face of the double end face cam sleeve 5f and the adjacent end face of the inner conical sleeve small support ring 5d constitute the first end face cam pair a, and at the same time, the adjacent end faces of the inner conical sleeve small support ring 5d and the inner conical sleeve large support ring 5e also constitute the first end face cam pair a. When power is transmitted between the end face cam boss 4a, the double end face cam sleeve 5f, the inner cone sleeve small support ring 5d, and the inner cone sleeve large support ring 5e, the first end face cam pair a generates two components: axial and circumferential. The circumferential component outputs power, while the axial component is opposite to the axial preload and tends to overcome the axial preload. In other words, the rotation direction of the first end face cam pair a is related to the direction of power output rotation. Based on the above description, those skilled in the art, knowing the direction of power output, can determine which rotation direction of the axial cam pair can apply which axial component force, which will not be elaborated further here.

[0042] The two end faces of the intermediate transmission sleeve 5h and the adjacent end faces of the secondary driven gear 5i and the inner cone sleeve 5b respectively form a second end face cam pair b, which is the same as the first end face cam pair a. When the intermediate transmission sleeve 5h transmits power between the secondary driven gear 5i and the inner cone sleeve 5b, the second end face cam pair b generates two components in the axial and circumferential directions. The circumferential component outputs power, while the axial component is opposite to the axial preload and has the tendency to overcome the axial preload. In other words, the rotation direction of the second end face cam pair b is related to the direction of power output rotation. Based on the above description, those skilled in the art can know which rotation direction of the axial cam pair can apply which axial component force, given the direction of power output. This will not be elaborated further here.

[0043] Meanwhile, a power input sleeve 5j that rotates synchronously with the outer cone sleeve 5a is mounted on the intermediate transmission sleeve 5h. The power input sleeve 5j has a first-stage active gear 5j1, and a power output gear 1 is mounted synchronously on the main shaft 4. The outer cone sleeve 5a is used to input power.

[0044] The reduction mechanism 2 includes a secondary shaft 2a parallel to the main shaft 4, a secondary drive gear 2b formed on the secondary shaft 2a, and a fast / slow overrunning clutch 2c mounted on the secondary shaft 2a. The secondary drive gear 2b meshes with the secondary driven gear 5i, and the outer ring of the fast / slow overrunning clutch 2c has a primary driven gear 2c1 that meshes with the primary drive gear 5j1. The diameter of the primary drive gear 5j1 is smaller than the diameter of the primary driven gear 2c1, and the diameter of the secondary drive gear 2b is smaller than the diameter of the secondary driven gear 5i, thus achieving two-stage speed reduction and torque increase.

[0045] Furthermore, the end of the countershaft 2a near the fast / slow overrunning clutch 2c has a spline segment that engages with the inner ring spline of the fast / slow overrunning clutch 2c. This design not only achieves high integration but also ensures stable and reliable engagement between the countershaft 2a and the inner ring of the fast / slow overrunning clutch 2c.

[0046] 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. This not only makes the inner cone sleeve 5b tend to engage with the outer cone sleeve 5a when it is displaced away from the intermediate transmission sleeve 5h without being affected by the resistance torque, making it less likely for the inner cone sleeve 5b and the outer cone sleeve 5a to slip and engage better, but also allows the first elastic element group 5c1 to unload more force in conjunction with the second elastic element group 5c2, preventing frequent gear shifting due to rapid changes in driving resistance in a short time, and reducing the system's losses caused by gear shifting.

[0047] The inner tapered sleeve 5b has a disc spring mounting cavity 51 that runs through its central axis. The disc spring mounting cavity 51 near the intermediate transmission sleeve 5h has a supporting step surface 51c. The large inner tapered sleeve ring 5e is located at the end of the disc spring mounting cavity 51 away from the intermediate transmission sleeve 5h, and the small inner tapered sleeve ring 5d 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 supporting step surface 51c and the first support plate 5d1, respectively. The inner tapered sleeve 5b near the intermediate transmission sleeve 5h has an integrally formed cam sleeve portion 51d that forms a second end face cam pair b with the intermediate transmission sleeve 5h. The cam sleeve portion 51d can be rotatably fitted onto the double end face cam sleeve 5f and can slide along the axial direction of the double end face cam sleeve 5f. It is stable, reliable, has a reasonable structure, and is easy to assemble.

[0048] Furthermore, the disc spring mounting cavity 51 has a first annular channel 51a in its middle portion that matches the first support plate 5d1. This first annular channel 51a has a cylindrical structure, and its circumferential inner wall has an internal spline. A spline ring 5d2 extends axially from the outer edge of the first support plate 5d1, and its circumferential outer wall has an external spline that engages with the internal spline on the first annular channel 51a. This design allows for a longer engagement length between the spline ring 5d2 and the first annular channel 51a, improving the stability and reliability of the engagement.

[0049] Meanwhile, the disc spring mounting cavity 51, at the end furthest from the intermediate transmission sleeve 5h, has a second annular channel 51b with a cylindrical structure. The outer edge of the inner conical sleeve large support ring 5e slides in fit with the second annular channel 51b, and the diameter of the first annular channel 51a is smaller than the diameter of the second annular channel 51b. Therefore, the disc spring mounting cavity 51 as a whole has a multi-stage annular stepped structure with the radius gradually increasing in the direction away from the intermediate transmission sleeve 5h. During the assembly of the electric drive assembly, after the first support plate 5d1 of the inner conical sleeve small support ring 5d is inserted between the first elastic element group 5c1 and the second elastic element group 5c2, the inner conical sleeve small support ring 5d, together with the first elastic element group 5c1 and the second elastic element group 5c2, is installed into the disc spring mounting cavity 51 as a whole. Finally, the inner conical sleeve large support ring 5e is installed from the outer open end. This not only improves the convenience of installation but also enhances the reliability of assembly.

[0050] Furthermore, the outer surface of the inner conical sleeve 5b is provided with an outer friction conical annular surface, and the inner surface of the outer conical sleeve 5a is provided with an inner friction conical annular surface that frictionally engages with the outer friction conical annular surface. A friction material layer is sintered on the outer friction conical annular surface, and oil passages are distributed on this friction material layer. Oil holes 5b1 are distributed on the inner conical sleeve 5b, penetrating along its wall thickness direction. Lubricating oil can enter the outer friction conical annular surface from the inner conical sleeve 5b through the oil holes 5b1, and then the lubricating oil is distributed on the outer friction conical annular surface along the oil passages, which can cool, reduce friction, and clean the conical annular surface, and can also balance the air pressure of the outer conical sleeve 5a and the inner conical sleeve 5b.

[0051] Furthermore, the outer tapered sleeve 5a has a connecting sleeve portion 5a1 at the end near the power input sleeve 5j that is adapted to the power input sleeve 5j. This connecting sleeve portion 5a1 is fixedly fitted onto the end of the power input sleeve 5j away from the secondary driven gear 5i by welding, which is simple, reliable, and easy to assemble. At the same time, a thrust ball bearing 5k is supported between the secondary driven gear 5i and the power input sleeve 5j, which can eliminate the mutual influence between the secondary driven gear 5i and the power input sleeve 5j, allowing them to rotate freely, and improving the reliability of the assembly of the secondary driven gear 5i and the power input sleeve 5j.

[0052] The front-mounted human-controlled reversing mechanism 8 includes a forward gear engagement sleeve 8b coaxially fixedly mounted on the outer cone sleeve 5a at the end away from the intermediate transmission sleeve 5h, and a reverse gear engagement sleeve 8c synchronously rotatably mounted on the inner cone sleeve large support ring 5e. The forward gear engagement sleeve 8b is coaxially disposed on the outside of the reverse gear engagement sleeve 8c. A shift fork sleeve 8d is fitted on the reverse gear engagement sleeve 8c and can slide axially between the reverse gear engagement sleeve 8c and the forward gear engagement sleeve 8b. The shift fork sleeve 8d can engage with one of the forward gear engagement sleeve 8b and the reverse gear engagement sleeve 8c by axial sliding.

[0053] When the shift fork sleeve 8d engages with the forward gear engagement sleeve 8b, it disengages from the reverse gear engagement sleeve 8c. At this time, the shift fork sleeve 8d transmits power to the forward gear engagement sleeve 8b. Similarly, when the shift fork sleeve 8d engages with the reverse gear engagement sleeve 8c, it disengages from the forward gear engagement sleeve 8b.

[0054] Specifically, the inner circumferential surface of the forward gear engagement sleeve 8b has a ring of forward gear passive engagement keys 8b11, and the outer circumferential surface of the reverse gear engagement sleeve 8c has a ring of reverse gear passive engagement keys 8c1 that are axially offset from the forward gear passive engagement keys 8b11. The outer and inner circumferential surfaces of the inner end of the shift fork sleeve 8d are respectively provided with forward gear active engagement keys 8d1 that match the forward gear passive engagement keys 8b11 and reverse gear active engagement keys 8c1 that match the reverse gear passive engagement keys 8d1. d2; When the forward passive engagement key 8b11 is engaged with the forward active engagement key 8d1, the reverse passive engagement key 8c1 is disengaged from the reverse active engagement key 8d2, and the shift fork sleeve 8d can drive the forward engagement sleeve 8b to rotate synchronously with it; when the reverse passive engagement key 8c1 is engaged with the reverse active engagement key 8d2, the forward passive engagement key 8b11 is disengaged from the forward active engagement key 8d1, and the shift fork sleeve 8d can drive the reverse engagement sleeve 8c to rotate synchronously with it. The above-mentioned key-connected engagement is simple and reliable, ensuring operational stability and reliability.

[0055] An intermediate support plate 8e is provided between the outer tapered sleeve 5a and the forward gear engagement sleeve 8b. A deep groove ball bearing 8f is supported between the inner edge of the intermediate support plate 8e and the outer peripheral surface of the reverse gear engagement sleeve 8c. The outer tapered sleeve 5a has multiple threaded holes 5a2 parallel to the main shaft 4 at the end away from the intermediate transmission sleeve 5h. The intermediate support plate 8e has first bolt through holes 8e1 corresponding to each threaded hole 5a2. The outer edge of the forward gear engagement sleeve 8b has second bolt through holes 8b21 corresponding to each first bolt through hole 8e1. The two ends of each first bolt through hole 8e1 are connected to the corresponding first bolt through hole 8e1 and second bolt through hole 8b21 respectively. Each locking bolt 6 passes through the corresponding second bolt through hole 8b21 and first bolt through hole 8e1 in sequence and is then tightened in the threaded hole 5a2. The flange-like installation method ensures the reliability and sealing performance of the installation of the outer tapered sleeve 5a, the intermediate support plate 8e, and the forward gear coupling sleeve 8b; at the same time, the deep groove ball bearing 8f ensures the reliable installation of the reverse gear coupling sleeve 8c.

[0056] The forward gear coupling sleeve 8b has a cylindrical coupling sleeve body 8b1 and a connecting disc portion 8b2 extending radially outward from the inner end of the coupling sleeve body 8b1. The forward gear passive coupling key 8b11 is formed on the inner circumferential surface of the forward gear coupling sleeve 8b, and each second bolt through hole 8b21 is formed on the outer edge of the connecting disc portion 8b2. The above structural design is reasonable, simple, and reliable, ensuring the structural strength of the forward gear coupling sleeve 8b.

[0057] A shift fork connecting groove 8d3 is provided on the outer peripheral surface of the outer end of the shift fork sleeve 8d. A sliding limiting boss 8d4 adapted to the reverse gear engaging sleeve 8c is provided on the outer peripheral surface of the outer end of the shift fork sleeve 8d. When the reverse gear passive engaging key 8c1 and the reverse gear active engaging key 8d2 are engaged, the outer end surface of the reverse gear engaging sleeve 8c is supported on the sliding limiting boss 8d4, thereby reliably limiting the sliding of the shift fork sleeve 8d.

[0058] The reverse gear engagement sleeve 8c has multiple protruding engagement teeth 8c2 on its inner circumferential surface. The end of the inner conical sleeve large support ring 5e away from the inner conical sleeve small support ring 5d has an axially extending component mounting sleeve. The end of this component mounting sleeve away from the inner conical sleeve small support ring 5d has engagement grooves 5e2 that are respectively adapted to the corresponding engagement teeth 8c2. The reverse gear engagement sleeve 8c is fitted onto the component mounting sleeve, with each engagement tooth 8c2 inserted into its corresponding engagement groove 5e2. This not only facilitates the assembly of the reverse gear engagement sleeve 8c but also ensures the stability and reliability of the fit between the reverse gear engagement sleeve 8c and the inner conical sleeve large support ring 5e.

[0059] The spindle 4 is equipped with a preload adjustment assembly 7 for adjusting the preload of the first elastic element group 5c1 and the second elastic element group 5c2. The preload adjustment assembly 7 includes a torque calibration sleeve 7a splinedly fitted on the spindle 4, a torque calibration nut 7b threadedly fitted on the spindle 4, and a shaft elastic retaining ring 7c detachably mounted on the spindle 4.

[0060] The inner end of the torque calibration sleeve 7a has insert teeth 7a1 that are adapted to each engagement groove 5e2. After each insert tooth 7a1 is inserted into the corresponding engagement groove 5e2, the engagement tooth 8c2 is locked at the bottom of the engagement groove 5e2, thereby further ensuring the reliable installation of the reverse gear engagement sleeve 8c.

[0061] Meanwhile, a nut washer 7d is supported between the torque calibration sleeve 7a and the torque calibration nut 7b. The torque calibration sleeve 7a can slide along the spindle 4 axis. The shaft elastic retaining ring 7c abuts against the end face of the torque calibration nut 7b away from the nut washer 7d to lock the torque calibration nut 7b.

[0062] Therefore, by rotating the torque calibration nut 7b, the compression degree of the inner cone sleeve large support ring 5e on the first elastic element group 5c1 and the second elastic element group 5c2 can be controlled, thereby controlling the magnitude of the elastic force provided by the first elastic element group 5c1 and the second elastic element group 5c2 to the inner cone sleeve 5b. This makes the thrust provided by the first elastic element group 5c1 and the second elastic element group 5c2 to the inner cone sleeve 5b easy to adjust, improving design flexibility and practicality. After adjustment, the torque calibration nut 7b can be secured with the shaft elastic retaining ring 7c.

[0063] In this embodiment, the two ends of the spindle 4 are respectively reduced in diameter to form an external spline section 4b and an external thread section 4c. The power output gear 1 is splinedly fitted on the external spline section 4b, and the torque calibration nut 7b is threadedly fitted on the external thread section 4c. The end face cam boss 4a is adjacent to the external spline section 4b. The spindle 4 is ingeniously designed, integrating multiple mating structures, and is easy to assemble.

[0064] The power transmission route for the fast gear in this embodiment (shift fork sleeve 8d rotating forward):

[0065] Shift fork sleeve 8d → forward gear engagement sleeve 8b → intermediate support plate 8e → outer cone sleeve 5a → inner cone sleeve 5b → inner cone sleeve small support ring 5d → double end face cam sleeve 5f → main shaft 4 → power output gear 1; in this embodiment, the power output gear 1 outputs power.

[0066] At this point, the outer ring of the fast / slow gear overrunning clutch 2c overruns the inner ring, and the resistance transmission route is: power output gear 1 → main shaft 4 → double-end face cam sleeve 5f → inner cone sleeve small support ring 5d → second elastic element group 5c2; when the driving 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 cone sleeve small support ring 5d to move axially and compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, so that the friction clutch can be separated "very easily", and the power is transmitted through the following route, namely the low gear power transmission route (shift fork sleeve 8d):

[0067] Shift fork sleeve 8d → forward gear engagement sleeve 8b → intermediate support plate 8e → outer cone sleeve 5a → power input sleeve 5j → fast / slow gear overrunning clutch 2c → countershaft 2a → secondary driven gear 5i → intermediate transmission sleeve 5h → inner cone sleeve 5b → inner cone sleeve small support ring 5d → double-end face cam sleeve 5f → main shaft 4 → power output gear 1; In this embodiment, the power output gear 1 outputs power.

[0068] In the low-speed power transmission route, the axial force generated by the first end face cam pair a continues to act on the second elastic element group 5c2, while the axial force of the second end face cam pair b acts on the inner cone sleeve 5b, and the direction of the force is opposite to the axial preload of the first elastic element group 5c1 (i.e., towards the direction of clutch disengagement). That is, in the slow-speed power transmission process, the slow-speed traction force and driving resistance (dual forces) work together to prevent the repeated compression of the two disc springs during the low-speed transmission process, thereby preventing the clutch from repeatedly engaging during the slow-speed power transmission process.

[0069] As can be seen from the above transmission route, when the present invention is running, the clutch is tightly engaged under the action of the first elastic element group 5c1 and the second elastic element group 5c2 to form an automatic transmission mechanism that maintains a certain pressure, thereby achieving the purpose of transmission. At this time, the fast and slow gear overrunning clutch 2c is in the overrunning state.

[0070] When a vehicle starts, the resistance is greater than the driving force. This resistance forces the first end face cam pair a to produce axial displacement. The first end face cam pair a compresses the second elastic element group 5c2, 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 the starting time and reducing the starting force. At the same time, the second elastic element group 5c2 absorbs the energy of the motion resistance torque, storing potential energy for restoring power transmission in high gear.

[0071] After successful startup, the driving resistance decreases. When the axial force decreases to less than the pressure generated by the second elastic element group 5c2, the pressure of the second elastic element group 5c2 is released due to compression by the motion resistance. Under the push, the first elastic element group 5c1 is compressed, pushing the inner cone sleeve 5b to engage with the outer cone sleeve 5a, thus completing the clutch to return to a tight engagement state. The fast and slow gear overrunning clutch 2c is in an overrunning state.

[0072] During operation, the automatic gear shifting principle is the same as above, which achieves gear shifting without cutting off the driving force, making the entire locomotive run smoothly, safely and with low energy consumption, and also simplifying the transmission route and improving transmission efficiency.

[0073] Reverse gear power transmission route (shift fork sleeve 8d reverse):

[0074] Shift fork sleeve 8d → reverse gear engagement sleeve 8c → inner cone sleeve large support ring 5e → inner cone sleeve small support ring 5d → double end face cam sleeve 5f → main shaft 4 → power output gear 1; In this embodiment, the power output gear 1 outputs power, and the power transmission path in reverse gear is extremely simple, with little power transmission loss and extremely high transmission efficiency.

[0075] Finally, it should be noted that the above description is merely a preferred embodiment of the present invention. Those skilled in the art, under the guidance of the present invention, can make various similar representations without departing from the spirit and claims of the present invention, and such modifications all fall within the protection scope of the present invention.

Claims

1. A compact front-mounted, human-controlled reversing tapered clutch adaptive transmission assembly, comprising a main shaft, an adaptive cam clutch mechanism, a front-mounted, human-controlled reversing mechanism, and a reduction mechanism, characterized in that: The adaptive cam clutch mechanism includes a double-end face cam sleeve, an inner conical sleeve small support ring, and an inner conical sleeve large support ring, all rotatably mounted axially on a main shaft; an inner conical sleeve rotatably mounted on the double-end face cam sleeve; and an outer conical sleeve frictionally fitted outside the inner conical sleeve. A radially protruding end face cam boss is formed on the main shaft at the end of the double-end face cam sleeve furthest from the inner conical sleeve small support ring. The adjacent end faces of the end face cam boss, the double-end face cam sleeve, the inner conical sleeve small support ring, and the inner conical sleeve large support ring all constitute a first end face cam pair. A secondary driven gear that rotates synchronously with the end face cam boss and an intermediate transmission sleeve that rotates relative to it are mounted on the end face cam boss. The two end faces of the intermediate transmission sleeve are respectively flush with the adjacent end faces of the secondary driven gear and the inner conical sleeve. The second end face cam pair is formed. The intermediate transmission sleeve, inner cone sleeve, double end face cam sleeve and inner cone sleeve small support ring can all move along the main shaft axial direction. The inner cone sleeve small support ring has a radially extending first support plate and the inner cone sleeve large support ring has a radially extending second support plate. The inner cone sleeve surrounds the first support plate and the second support plate. The outer peripheral surface of the first support plate is splined with the inner peripheral surface of the inner cone sleeve. A first elastic element group is elastically supported between the inner cone sleeve and the first support plate. A second elastic element group is elastically supported between the first support plate and the second support plate. A power input sleeve that rotates synchronously with the outer cone sleeve is rotatably mounted on the intermediate transmission sleeve. The power input sleeve has a first-stage drive gear. A power output gear is synchronously mounted on the main shaft. The reduction mechanism includes a secondary shaft parallel to the main shaft, a secondary drive gear formed on the secondary shaft, and a fast / slow overrunning clutch fitted on the secondary shaft. The secondary drive gear meshes with a secondary driven gear, and the outer ring of the fast / slow overrunning clutch has a primary driven gear that meshes with the primary drive gear. The front-mounted human-controlled reversing mechanism includes a forward gear engagement sleeve coaxially fixedly mounted on the outer cone sleeve at the end away from the intermediate transmission sleeve, and a reverse gear engagement sleeve synchronously rotatably mounted on the inner cone sleeve's large support ring. The forward gear engagement sleeve is coaxially disposed on the outside of the reverse gear engagement sleeve. A shift fork sleeve capable of axially sliding between the reverse gear engagement sleeve and the forward gear engagement sleeve is fitted on the reverse gear engagement sleeve. The shift fork sleeve can engage with one of the forward gear engagement sleeve and the reverse gear engagement sleeve through axial sliding. When the shift fork sleeve engages with the forward gear engagement sleeve, it separates from the reverse gear engagement sleeve. When the shift fork sleeve engages with the reverse gear engagement sleeve, it separates from the forward gear engagement sleeve.

2. The compact front-mounted human-controlled reversing tapered clutch adaptive transmission assembly according to claim 1, characterized in that: The inner circumferential surface of the forward gear engagement sleeve has a ring of forward gear passive engagement keys, and the outer circumferential surface of the reverse gear engagement sleeve has a ring of reverse gear passive engagement keys that are axially offset from the forward gear passive engagement keys. The outer and inner circumferential surfaces of the inner end of the shift fork sleeve are respectively provided with forward gear active engagement keys that match the forward gear passive engagement keys and reverse gear active engagement keys that match the reverse gear passive engagement keys. When the forward gear passive engagement key is engaged with the forward gear active engagement key, the reverse gear passive engagement key is disengaged from the reverse gear active engagement key, and the shift fork sleeve can drive the forward gear engagement sleeve to rotate synchronously with it. When the reverse gear passive engagement key is engaged with the reverse gear active engagement key, the forward gear passive engagement key is disengaged from the forward gear active engagement key, and the shift fork sleeve can drive the reverse gear engagement sleeve to rotate synchronously with it.

3. The compact front-mounted human-controlled reversing tapered clutch adaptive transmission assembly according to claim 2, characterized in that: An intermediate support plate is provided between the outer tapered sleeve and the forward gear engaging sleeve. A deep groove ball bearing is supported between the inner edge of the intermediate support plate and the outer peripheral surface of the reverse gear engaging sleeve. The outer tapered sleeve has multiple threaded holes parallel to the main shaft at the end away from the intermediate transmission sleeve. The intermediate support plate has first bolt through holes corresponding to each threaded hole. The outer edge of the forward gear engaging sleeve has second bolt through holes corresponding to each first bolt through hole. The two ends of each first bolt through hole are connected to the corresponding first bolt through hole and second bolt through hole, respectively. Each locking bolt passes through the corresponding second bolt through hole and first bolt through hole in sequence and is then tightened in the threaded hole.

4. The compact front-mounted human-controlled reversing tapered clutch adaptive transmission assembly according to claim 3, characterized in that: The forward gear coupling sleeve has a cylindrical coupling sleeve body and a connecting disc portion extending radially outward from the inner end of the coupling sleeve body. The forward gear passive coupling key is formed on the inner circumferential surface of the forward gear coupling sleeve, and each second bolt through hole is opened on the outer edge of the connecting disc portion.

5. The compact front-mounted human-controlled reversing tapered clutch adaptive transmission assembly according to claim 2, characterized in that: The outer peripheral surface of the outer end of the shift fork sleeve is provided with a shift fork connecting groove, and the outer peripheral surface of the outer end of the shift fork sleeve is provided with a sliding limiting boss that is adapted to the reverse gear engagement sleeve. When the reverse gear passive engagement key and the reverse gear active engagement key are engaged, the outer end surface of the reverse gear engagement sleeve is supported on the sliding limiting boss.

6. The compact front-mounted human-controlled reversing tapered clutch adaptive transmission assembly according to claim 1, characterized in that: The reverse gear engagement sleeve has multiple engagement teeth protruding from its inner circumferential surface. The end of the inner cone sleeve large support ring away from the inner cone sleeve small support ring has an axially extending component mounting sleeve. The end of the component mounting sleeve away from the inner cone sleeve small support ring has engagement grooves that are adapted to the corresponding engagement teeth. The reverse gear engagement sleeve is fitted onto the component mounting sleeve, and each engagement tooth is inserted into the corresponding engagement groove.

7. The compact front-mounted human-controlled reversing tapered clutch adaptive transmission assembly according to claim 6, characterized in that: The spindle is equipped with a preload adjustment assembly for adjusting the preload of the first and second elastic element groups. The preload adjustment assembly includes a torque calibration sleeve splined onto the spindle, a torque calibration nut threaded onto the spindle, and a shaft elastic retaining ring detachably mounted on the spindle. The inner end of the torque calibration sleeve has teeth that are adapted to each mating groove. After each tooth is inserted into its corresponding mating groove, it locks the mating tooth at the bottom of the mating groove. A nut washer is supported between the torque calibration sleeve and the torque calibration nut. The torque calibration sleeve can slide along the spindle axial direction. The shaft elastic retaining ring abuts against the end face of the torque calibration nut away from the nut washer to lock the torque calibration nut.

8. The compact front-mounted human-controlled reversing tapered clutch adaptive transmission 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.

9. The compact front-mounted human-controlled reversing tapered clutch adaptive transmission assembly according to claim 1, characterized in that: The inner conical sleeve has a disc spring mounting cavity that runs through its central axis. A supporting step surface is formed at one end of the disc spring mounting cavity near the intermediate transmission sleeve. The large support ring of the inner conical 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 conical 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 supporting step surface and the first support plate, respectively. A cam sleeve portion is integrally formed at one end of the inner conical sleeve near the intermediate transmission sleeve, which forms a second end face cam pair with the intermediate transmission sleeve. The cam sleeve portion is rotatably fitted onto the double end face cam sleeve and can slide along the axial direction of the double end face cam sleeve.

10. The compact front-mounted human-controlled reversing tapered clutch adaptive transmission assembly according to claim 9, characterized in that: The disc spring mounting cavity has a first ring channel in the middle that is adapted to the first support plate. The first ring channel is a cylindrical structure and has an internal spline on its circumferential inner wall. 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 engagement with the internal spline on the first ring channel.

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