Built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system

Abstract

The present invention discloses an adaptive speed-changing electric drive system with built-in transmission and human-controlled reverse taper clutch, comprising a motor, a speed-changing assembly and a power output mechanism, wherein the speed-changing assembly comprises a main shaft, an adaptive cam clutch mechanism, a human-controlled reverse mechanism and a reduction mechanism. It not only realizes the reverse gear function, but also has high integration and good sealing, and reduces a layer of transmission in the radial direction, simplifies the transmission path, and improves the response speed of gear shifting. It has the advantages of adaptive mechanical speed change, and uses traction and driving resistance to achieve the switching and maintenance of low-speed and high-speed gears. It 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 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.

Description

Technical Field

[0001] The present invention relates to the technical field of electric drive systems, and in particular to a built-in transmission human-controlled reverse taper clutch type adaptive speed-changing electric drive system. Background Art

[0002] An electric two-wheeled vehicle is a mechatronic personal transportation device based on a two-wheeled vehicle, powered by a battery. These vehicles are equipped with a motor, controller, and instrumentation system. They are not only a means of transportation but also a new type of leisure and entertainment device for green travel. They can also meet fitness, personal expression, and social needs, offering significant advantages in cost-effectiveness and convenience.

[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 synchronization of controllers;

[0015] 7. The adaptive cam clutch mechanism and the reverse control mechanism have low integration and poor sealing. Summary of the Invention

[0016] In view of this, the present invention provides a built-in transmission human-controlled reverse taper clutch type adaptive speed-changing electric drive system.

[0017] The technical solution is as follows:

[0018] The first aspect of the present application relates to an adaptive speed-changing electric drive system with built-in transmission and human-controlled reverse taper clutch, comprising a motor, a speed change assembly and a power output mechanism, the speed change assembly comprising a main shaft, an adaptive cam clutch mechanism, a human-controlled reverse mechanism and a reduction mechanism, the main shaft rotates synchronously with the motor shaft of the motor, the adaptive cam clutch mechanism comprises a shaft sleeve that can be relatively rotatably mounted on the main shaft, a secondary driven gear that can all 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 that is synchronously rotatably mounted on the shaft 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 faces of the two end faces of the small support ring of the inner tapered sleeve respectively form a first end face cam pair with the adjacent end faces of the end face cam sleeve and the large support ring of the inner tapered sleeve. 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 tapered sleeve. The intermediate transmission sleeve, the inner tapered sleeve and the small supporting ring of the inner tapered sleeve can all move axially along the shaft sleeve. The small supporting ring of the inner tapered sleeve has a radially extending first support plate, and the large supporting ring of the inner tapered sleeve has a radially extending second support plate. The inner tapered sleeve surrounds the first support plate and the second support plate, and the outer circumferential surface of the first support plate is spline-matched with the inner circumferential surface of the inner tapered sleeve. A first elastic element group is elastically supported between the inner tapered sleeve and the first support plate, and a second elastic element group is elastically supported between the first support plate and the second support plate. The intermediate transmission sleeve is relatively rotatable and is equipped with a power input sleeve that rotates synchronously with the outer tapered sleeve. The power input sleeve has a first-level driving tooth, and the shaft sleeve is formed with a power output tooth for transmitting power to the power output mechanism;

[0019] The speed reduction mechanism includes a countershaft parallel to the main shaft, a secondary driving tooth formed on the countershaft, and a fast / slow gear overrunning clutch sleeved on the countershaft, wherein the secondary driving tooth meshes with the secondary driven gear, and the outer ring of the fast / slow gear overrunning clutch has a primary driven tooth meshing with the primary driving tooth;

[0020] The manual reversing mechanism includes a forward gear coupling sleeve coaxially and fixedly mounted on an end of the outer tapered sleeve away from the intermediate transmission sleeve, and a reverse gear coupling sleeve synchronously and rotatably sleeved on the large supporting ring of the inner tapered sleeve. The forward gear coupling sleeve is coaxially arranged on the outer side of the reverse gear coupling sleeve, and the reverse gear coupling sleeve is sleeved with a shift fork sleeve that can axially slide between the reverse gear coupling sleeve and the forward gear coupling sleeve. The shift fork sleeve rotates synchronously with the main shaft and can slide axially along the main shaft to be coupled with one of the forward gear coupling sleeve and the reverse gear coupling sleeve. When the shift fork sleeve is coupled with the forward gear coupling sleeve, the shift fork sleeve is separated from the reverse gear coupling sleeve. When the shift fork sleeve is coupled with the reverse gear coupling sleeve, the shift fork sleeve is separated from the forward gear coupling sleeve.

[0021] The above built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system has the following 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. 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 resistance torque simpler, but also directly transmits it from the main shaft to the small support ring of the inner tapered sleeve through the double-end cam sleeve, thereby improving the response speed of gear shifting, making power matching more reasonable, and improving the driving experience. In addition, the power transmission is also simpler, which is directly transmitted 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, and finally the power is output through the power output mechanism, thereby improving the response speed of power and reducing the damage of power transmission.

[0028] 7. The manual reversing mechanism is integrated at one end of the adaptive cam clutch mechanism, which not only has high integration but also good sealing, thus achieving full sealing of the manual reversing mechanism and the adaptive cam clutch mechanism, improving operational stability, reliability and service life.

[0029] 8. Not only can it realize the reverse gear function, but its structure is also extremely streamlined, which hardly affects the volume of the entire electric drive system. It is achieved through the forward and reverse control of the motor shaft and the control of the single shift fork. The structure is simple and reliable. At the same time, the power transmission path in the reverse gear state is extremely simple, the power transmission loss is small, and the transmission efficiency is extremely high.

[0030] 9. 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. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a schematic diagram of the structure of the built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system in the forward gear state;

[0032] Figure 2 This is a schematic diagram of the structure of the built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system in reverse gear;

[0033] Figure 3 It is a structural diagram of the transmission assembly when it is in the forward gear state;

[0034] Figure 4 It is a structural diagram of the transmission assembly when it is in reverse gear;

[0035] Figure 5 It is a structural diagram of the inner cone sleeve;

[0036] Figure 6 It is a structural diagram of the outer cone sleeve. DETAILED DESCRIPTION

[0037] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0038] like Figures 1-6 As shown, a built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system mainly includes a motor 3, a speed change assembly and a power output mechanism. The speed change assembly includes a main shaft 4, an adaptive cam clutch mechanism 5, a human-controlled reverse mechanism 8 and a reduction mechanism 2.

[0039] Among them, 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, and 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 pointed out that the outer end of the motor shaft 3a can also be connected to the main shaft 4 through a coupling.

[0040] 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.

[0041] In the adaptive cam clutch mechanism 5, the intermediate transmission sleeve 5h, the inner tapered sleeve 5b and the small supporting ring of the inner tapered sleeve 5d can all move axially along the shaft sleeve 1. In this embodiment, the position of the end cam sleeve 5g is fixed. Specifically, an end cam sleeve positioning retaining ring 5t is provided at the end of the end cam sleeve 5g away from the small supporting ring of the inner tapered sleeve 5d. The end cam sleeve positioning retaining ring 5t is fixedly sleeved on the shaft sleeve 1, and the position of the large supporting ring of the inner tapered sleeve 5e is also fixed after adjustment.

[0042] 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.

[0043] The end faces of the small support ring 5d of the inner tapered sleeve respectively form the first end face cam pair a with the adjacent end faces of the end face cam sleeve 5g and the large support ring 5e of the inner tapered sleeve. When power is transmitted between the end face cam sleeve 5g and the small support ring 5d of the inner tapered sleeve and between the small support ring 5d of the inner tapered sleeve and the large support ring 5e 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.

[0044] 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.

[0045] At the same time, the intermediate transmission sleeve 5h is relatively rotatably mounted with a power input sleeve 5j which rotates synchronously with the outer cone sleeve 5a. The power input sleeve 5j has a primary driving tooth 5j1, and the shaft sleeve 1 is formed with a power output tooth 1a for transmitting power to the power output mechanism.

[0046] The reduction mechanism 2 includes a countershaft 2a parallel to the mainshaft 4, a secondary driving tooth 2b formed on the countershaft 2a, and a speed-shift overrunning clutch 2c mounted on the countershaft 2a. The secondary driving tooth 2b meshes with the secondary driven gear 5i. The outer ring of the speed-shift overrunning clutch 2c has a primary driven tooth 2c1 that meshes with the primary driving tooth 5j1. The diameter of the primary driving tooth 5j1 is smaller than that of the primary driven tooth 2c1, and the diameter of the secondary driving tooth 2b is smaller than that of the secondary driven gear 5i, achieving a two-stage speed reduction and torque increase.

[0047] Furthermore, a spline section is formed on one end of the countershaft 2a close to the fast and slow overrunning clutch 2c, which cooperates with the inner ring spline of the fast and slow overrunning clutch 2c. Through such a design, not only is the integration high, but the cooperation between the countershaft 2a and the inner ring of the fast and slow overrunning clutch 2c is also stable and reliable.

[0048] In this embodiment, the stiffness coefficient of the second elastic element group 5c2 is greater than or equal to that of the first elastic element group 5c1. This not only ensures that the inner cone sleeve 5b, when not affected by the drag torque and displaced away from the intermediate transmission sleeve 5h, tends to move closer to the outer cone sleeve 5a, preventing slippage and ensuring a better fit between the two sleeves, but also enables the first elastic element group 5c1 and the second elastic element group 5c2 to unload more force, preventing frequent gear shifting caused by rapid changes in driving resistance in a short period of time, and reducing system losses caused by gear shifting.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] The manual reversing mechanism 8 includes a forward gear coupling sleeve 8b coaxially and fixedly mounted on the end of the outer tapered sleeve 5a away from the intermediate transmission sleeve 5h, and a reverse gear coupling sleeve 8c synchronously and rotatably mounted on the large supporting ring 5e of the inner tapered sleeve. The forward gear coupling sleeve 8b is coaxially arranged on the outside of the reverse gear coupling sleeve 8c, and the reverse gear coupling sleeve 8c is mounted with a shift fork sleeve 8d that can slide axially between the reverse gear coupling sleeve 8c and the forward gear coupling sleeve 8b. In addition, the shift fork sleeve 8d rotates synchronously with the main shaft 4. At the same time, the shift fork sleeve 8d can slide axially along the main shaft 4, thereby coupling with one of the forward gear coupling sleeve 8b and the reverse gear coupling sleeve 8c.

[0054] When the shift fork sleeve 8d is engaged with the forward gear coupling sleeve 8b, the shift fork sleeve 8d is separated from the reverse gear coupling sleeve 8c. At this time, the shift fork sleeve 8d transmits power to the forward gear coupling sleeve 8b. When the shift fork sleeve 8d is engaged with the reverse gear coupling sleeve 8c, the shift fork sleeve 8d is separated from the forward gear coupling sleeve 8b. At this time, the shift fork sleeve 8d transmits power to the reverse gear coupling sleeve 8c.

[0055] Specifically, the inner circumference of the forward gear coupling sleeve 8b is provided with a circle of forward gear passive coupling keys 8b11, the outer circumference of the reverse gear coupling sleeve 8c is provided with a circle of reverse gear passive coupling keys 8c1 which are axially offset with the forward gear passive coupling keys 8b11, and the outer circumference and inner circumference of the inner end of the shift fork sleeve 8d are respectively provided with forward gear active coupling keys 8d1 which are adapted to the forward gear passive coupling keys 8b11 and reverse gear active coupling keys 8d2 which are adapted to the reverse gear passive coupling keys 8c1. At the same time, the shift fork sleeve 8d is splined with the main shaft 4, and the shift fork sleeve 8d can slide axially along the main shaft 4. The key connection is simple and reliable, thereby ensuring the stability and reliability of operation.

[0056] When the forward gear passive engagement key 8b11 is engaged with the forward gear active engagement key 8d1, the reverse gear passive engagement key 8c1 is separated from the reverse gear active engagement key 8d2, and the shift fork sleeve 8d can drive the forward gear engagement sleeve 8b to rotate synchronously with it; when the reverse gear passive engagement key 8c1 is engaged with the reverse gear active engagement key 8d2, the forward gear passive engagement key 8b11 is separated from the forward gear active engagement key 8d1, and the shift fork sleeve 8d can drive the reverse gear engagement sleeve 8c to rotate synchronously with it.

[0057] An intermediate support plate 8a is provided between the outer tapered sleeve 5a and the forward gear coupling sleeve 8b, and a deep groove ball bearing 8e is supported between the inner edge of the intermediate support plate 8a and the outer peripheral surface of the reverse gear coupling sleeve 8c. A plurality of threaded holes 5a2 parallel to the main shaft 4 are provided at the end of the outer tapered sleeve 5a away from the intermediate transmission sleeve 5h, and first bolt through holes 8a1 corresponding to each threaded hole 5a2 are provided on the intermediate support plate 8a. Second bolt through holes 8b21 corresponding to each first bolt through hole 8a1 are provided on the outer edge of the forward gear coupling sleeve 8b, and both ends of each first bolt through hole 8a1 are connected to the corresponding first bolt through hole 8a1 and the second bolt through hole 8b21, respectively. Each locking bolt 6 passes through the corresponding second bolt through hole 8b21 and the first bolt through hole 8a1 in turn and is tightened in the threaded hole 5a2. The flange-type installation method ensures the reliability and sealing performance of the installation of the outer cone sleeve 5a, the intermediate support plate 8a and the forward gear coupling sleeve 8b; at the same time, the deep groove ball bearing 8e ensures the reliable installation of the reverse gear coupling sleeve 8c.

[0058] The forward gear coupling sleeve 8b comprises a cylindrical coupling sleeve body 8b1 and a connecting plate portion 8b2 extending radially outward from the inner end of the coupling sleeve body 8b1. A forward gear passive coupling key 8b11 is formed on the inner circumference of the forward gear coupling sleeve 8b, and second bolt holes 8b21 are defined on the outer edge of the connecting plate portion 8b2. This structural design is rational, simple, and reliable, ensuring the structural strength of the forward gear coupling sleeve 8b.

[0059] A shift fork connecting groove 8d3 is provided on the outer circumference of the outer end of the shift fork sleeve 8d, and a sliding limit boss 8d4 adapted to the reverse gear coupling sleeve 8c is provided on the inner circumference of the outer end of the shift fork sleeve 8d. The inner circumference of the sliding limit boss 8d4 is an internal spline. The outer circumference of the main shaft 4 has an external spline segment 4a that forms a spline match with the internal spline of the sliding limit boss 8d4 and an external thread segment 4b formed by a reduced diameter. The external thread segment 4b is located at the end of the external spline segment 4a away from the motor 3, and the external spline segment 4a is connected to the external thread segment 4b. A limiting step 4c is formed between the segments 4b. A limiting retaining ring 8h, a locking nut 8f and a backstop retaining ring 8g are sequentially arranged on the external thread segment 4b in the direction away from the external spline segment 4a. The locking nut 8f is threadedly engaged with the external thread segment 4b and is used to drive the limiting retaining ring 8h to abut against the limiting step 4c. The backstop retaining ring 8g is clamped on the external thread segment 4b and locks the locking nut 8f, thereby reliably limiting the sliding of the shift fork sleeve 8d, thereby ensuring the stability and reliability of the shift fork sleeve 8d.

[0060] Specifically, when the forward gear passive engagement key 8b11 is engaged with the forward gear active engagement key 8d1, the outer side of the sliding limit boss 8d4 is supported on the inner side of the limit ring 8h; when the reverse gear passive engagement key 8c1 is engaged with the reverse gear active engagement key 8d2, the inner side of the sliding limit boss 8d4 is supported on the outer end face of the reverse gear engagement sleeve 8c.

[0061] The reverse gear coupling sleeve 8c has a plurality of protruding engagement teeth 8c2 formed on its inner circumference. An axially extending component mounting sleeve is formed on the end of the large inner cone sleeve supporting ring 5e, distal to the small inner cone sleeve supporting ring 5d. This component mounting sleeve, distal to the small inner cone sleeve supporting ring 5d, has engagement grooves 5e3 that mate with corresponding engagement teeth 8c2. The reverse gear coupling sleeve 8c is fitted onto the component mounting sleeve, with each engagement tooth 8c2 inserted into a corresponding engagement groove 5e3. This not only facilitates assembly of the reverse gear coupling sleeve 8c but also ensures stable and reliable mating between the reverse gear coupling sleeve 8c and the large inner cone sleeve supporting ring 5e.

[0062] 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 sleeve 7a mounted on the main shaft 4, a torque calibration nut 7b threadedly mounted on the main shaft 4, and a nut washer 7c arranged between the torque calibration sleeve 7a and the torque calibration nut 7b. The inner end of the torque calibration sleeve 7a abuts the outer end of the component mounting sleeve, the outer end of the torque calibration sleeve 7a abuts the inner side of the nut washer 7c, the inner side of the torque calibration nut 7b abuts the outer side of the nut washer 7c, and the inner side of the nut retaining ring 7d abuts the outer side of the torque calibration nut 7b, thereby locking the torque calibration nut 7b.

[0063] Therefore, by rotating the torque calibration nut 7b, the degree of compression of the large support ring 5e on the inner tapered sleeve against the first and second elastic element groups 5c1, 5c2 is controlled, thereby controlling the elastic force exerted by the first and second elastic element groups 5c1, 5c2 on the inner tapered sleeve 5b. This allows for easy adjustment of the thrust exerted by the first and second elastic element groups 5c1, 5c2 on the inner tapered sleeve 5b, improving design flexibility and practicality. Furthermore, the torque calibration sleeve 7a seals the outer end of the coupling groove 5e3, preventing the coupling tooth 8c2 from dislodging and ensuring easy assembly of the reverse gear coupling sleeve 8c.

[0064] The power output mechanism includes a differential 13 and a power output shaft 12 parallel to the main shaft 4. The power output shaft 12 is synchronously rotated with a power shaft input gear 14 that meshes with the power output teeth 1a. The power output shaft 12 is integrally formed with a driving tooth 12a that meshes with the differential input gear 13a of the differential 13. The diameter of the power shaft input gear 14 is larger than the diameter of the power output tooth 1a, and the diameter of the differential input gear 13a is larger than the diameter of the driving tooth 12a, thereby achieving the effects of deceleration and torque increase. Finally, the power is output from the rear axle through the differential 13.

[0065] The fast gear power transmission route of this embodiment is as follows:

[0066] Motor shaft 3a → main shaft 4 → shift fork sleeve 8d → forward gear coupling sleeve 8b → intermediate support plate 8a → outer tapered sleeve 5a → inner tapered sleeve 5b → inner tapered sleeve small support ring 5d → end face cam sleeve 5g → shaft sleeve 1 → power shaft input gear 14 → power output shaft 12 → differential 13; in this embodiment, power is output by the differential 13.

[0067] At this time, the outer ring of the fast and slow gear overrunning clutch 2c overtakes the inner ring, and the resistance transmission route is: differential 13 → power output shaft 12 → power shaft input gear 14 → shaft sleeve 1 → end face cam sleeve 5g → inner tapered 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 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:

[0068] Motor shaft 3a → main shaft 4 → shift fork sleeve 8d → forward gear coupling sleeve 8b → intermediate support plate 8a → outer tapered sleeve 5a → power input sleeve 5j → fast and slow gear 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 → power shaft input gear 14 → power output shaft 12 → differential 13; in this embodiment, power is output by the differential 13.

[0069] 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.

[0070] 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 fast and slow gear overtaking clutch 2c is in the overtaking state.

[0071] 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.

[0072] 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 overrunning clutch is in the overrunning state.

[0073] During driving, the principle of automatic gear shifting is the same as above as the change of movement 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 simplified, thereby improving transmission efficiency.

[0074] Reverse gear power transmission route (motor shaft 3a reverse rotation):

[0075] Motor shaft 3a → main shaft 4 → shift fork sleeve 8d → reverse gear coupling sleeve 8c → inner tapered sleeve large support ring 5e → inner tapered sleeve small support ring 5d → end cam sleeve 5g → shaft sleeve 1 → power shaft input gear 14 → power output shaft 12 → differential 13; in this embodiment, differential 13 outputs power. The power transmission path in reverse gear is extremely simple, with minimal power transmission loss and extremely high transmission efficiency.

[0076] 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. An adaptive speed-changing electric drive system with built-in transmission and manual reverse taper clutch, comprising a motor, a speed change assembly, and a power take-off mechanism. The speed change assembly includes a main shaft, an adaptive cam clutch mechanism, a manual reverse mechanism, and a reduction mechanism. The main shaft rotates synchronously with the motor shaft of the motor, and is characterized by: 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, the end faces of the small support ring of the inner tapered sleeve respectively form a first end face cam pair with the adjacent end faces of the end face cam sleeve and the large support ring of the inner tapered sleeve, the 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 tapered sleeve, and the intermediate transmission sleeve , the inner tapered sleeve and the small supporting ring of the inner tapered sleeve are both capable of moving axially along the shaft sleeve, the small supporting ring of the inner tapered sleeve has a radially extending first support disk, the large supporting 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 circumferential surface of the first support disk is spline-matched with the inner circumferential surface 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 provided on the intermediate transmission sleeve, the power input sleeve has a primary driving tooth, and the shaft sleeve is formed with power output teeth for transmitting power to the power output mechanism; The speed reduction mechanism includes a countershaft parallel to the main shaft, a secondary driving tooth formed on the countershaft, and a fast / slow gear overrunning clutch sleeved on the countershaft, wherein the secondary driving tooth meshes with the secondary driven gear, and the outer ring of the fast / slow gear overrunning clutch has a primary driven tooth meshing with the primary driving tooth; The manual reverse mechanism includes a forward gear coupling sleeve coaxially fixedly mounted on an end of the outer cone sleeve away from the intermediate transmission sleeve, and a reverse gear coupling sleeve synchronously rotatably sleeved on the large supporting ring of the inner cone sleeve, the forward gear coupling sleeve coaxially arranged on the outer side of the reverse gear coupling sleeve, and a shift fork sleeve sleeved on the reverse gear coupling sleeve that can axially slide between the reverse gear coupling sleeve and the forward gear coupling sleeve, the shift fork sleeve rotates synchronously with the main shaft and can slide axially along the main shaft, thereby coupling with one of the forward gear coupling sleeve and the reverse gear coupling sleeve, when the shift fork sleeve is coupled with the forward gear coupling sleeve, the shift fork sleeve is separated from the reverse gear coupling sleeve, and when the shift fork sleeve is coupled with the reverse gear coupling sleeve, the shift fork sleeve is separated from the forward gear coupling sleeve; The inner circumference of the forward gear coupling sleeve is provided with a circle of forward gear passive coupling keys, the outer circumference of the reverse gear coupling sleeve is provided with a circle of reverse gear passive coupling keys axially offset from the forward gear passive coupling keys, and the outer circumference and inner circumference of the inner end of the shift fork sleeve are respectively provided with a forward gear active coupling key adapted to the forward gear passive coupling key and a reverse gear active coupling key adapted to the reverse gear passive coupling key; An intermediate support plate is provided between the outer tapered sleeve and the forward gear coupling sleeve, and 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 coupling sleeve. The outer tapered sleeve, the intermediate support plate and the edges of the forward gear coupling sleeve are connected by locking bolts.

2. The built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system according to claim 1 is characterized by: The power output mechanism includes a differential and a power output shaft parallel to the main shaft. The power output shaft is synchronously rotated with a power shaft input gear engaged with the power output teeth. The power output shaft is integrally formed with a driving tooth engaged with the differential input gear of the differential. The diameter of the power shaft input gear is larger than the diameter of the power output teeth, and the diameter of the differential input gear is larger than the diameter of the driving tooth.

3. The built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system according to claim 1 is characterized by: The shift fork sleeve cooperates with the main shaft spline; when the forward gear passive coupling key is coupled with the forward gear active coupling key, the reverse gear passive coupling key is separated from the reverse gear active coupling key, and the shift fork sleeve can drive the forward gear coupling sleeve to rotate synchronously with it; when the reverse gear passive coupling key is coupled with the reverse gear active coupling key, the forward gear passive coupling key is separated from the forward gear active coupling key, and the shift fork sleeve can drive the reverse gear coupling sleeve to rotate synchronously with it.

4. The built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system according to claim 3 is characterized by: A shift fork connecting groove is provided on the outer circumferential surface of the outer end of the shift fork sleeve, and a sliding limit boss adapted to the reverse gear coupling sleeve is provided on the inner circumferential surface of the outer end of the shift fork sleeve. The inner circumferential surface of the sliding limit boss is an internal spline. The outer circumferential surface of the main shaft has an external spline section that forms a spline with the internal spline of the sliding limit boss and an external thread section formed by a reduced diameter. The external thread section is located at the end of the external spline section away from the motor, and a limiting step is formed between the external spline section and the external thread section. The external thread section faces away from the external spline. A limit retaining ring, a locking nut and a backstop ring are sequentially provided in the direction of the segment. The locking nut is threadedly matched with the external thread segment and is used to drive the limit retaining ring to abut against the limit step. The backstop ring is clamped on the external thread segment and locks the locking nut; when the forward gear passive combining key is combined with the forward gear active combining key, the outer side of the sliding limit boss is supported on the inner side of the limit retaining ring; when the reverse gear passive combining key is combined with the reverse gear active combining key, the inner side of the sliding limit boss is supported on the outer end face of the reverse gear combining sleeve.

5. The built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system according to claim 3 is characterized by: The outer conical sleeve is provided with a plurality of threaded holes parallel to the main shaft at one end away from the intermediate transmission sleeve, the intermediate support plate is provided with first bolt through holes corresponding to the threaded holes one by one, the outer edge of the forward gear combining sleeve is provided with second bolt through holes corresponding to the first bolt through holes one by one, the two ends of each first bolt through hole are respectively connected with the corresponding first bolt through hole and the second bolt through hole, and each locking bolt passes through the corresponding second bolt through hole and the first bolt through hole in turn and is tightened in the threaded hole.

6. The built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system according to claim 1 is characterized by: A plurality of coupling teeth are protruding from the inner circumferential surface of the reverse gear coupling sleeve. The end of the large supporting ring of the inner tapered sleeve away from the small supporting ring of the inner tapered sleeve has an axially extending component mounting sleeve. The end of the component mounting sleeve away from the small supporting ring of the inner tapered sleeve has coupling grooves respectively matched with the corresponding coupling teeth. The reverse gear coupling sleeve is put on the component mounting sleeve, and each coupling tooth is respectively inserted into the corresponding coupling groove.

7. The built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system according to claim 6, characterized in that: A preload adjustment assembly for adjusting the preload force of the first elastic element group and the second elastic element group is installed on the main shaft. The preload adjustment assembly includes a torque calibration sleeve and a nut retaining ring both of which are mounted on the main shaft, a torque calibration nut threadedly mounted on the main shaft, and a nut washer arranged between the torque calibration sleeve and the torque calibration nut. The inner end of the torque calibration sleeve abuts the outer end of the component mounting sleeve, the outer end of the torque calibration sleeve abuts the inner side of the nut washer, the inner side of the torque calibration nut abuts the outer side of the nut washer, and the inner side of the nut retaining ring abuts the outer side of the torque calibration nut.

8. The built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system according to claim 1 is characterized by: 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 built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system according to claim 1 is characterized by: 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.

10. The built-in transmission human-controlled reverse taper clutch adaptive speed electric drive system according to claim 9, characterized in that: The middle portion 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 an internal spline is provided on the circumferential inner wall of the first annular channel. 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 external splines that form a spline match with the internal splines on the first annular channel. 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.

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