Two-way tapered clutch adaptive three-axis electric drive system and five-axis electric drive system

Abstract

This invention discloses a bidirectional tapered clutch adaptive three-axis electric drive system and a five-axis electric drive system, including a power input mechanism and a transmission system. The transmission assembly includes a main shaft, an adaptive cam clutch mechanism, a reverse automatic shifting mechanism, and a reduction mechanism. It not only achieves reverse gear functionality without an active mechanism but also reduces the axial length of the system by utilizing a five-axis parallel arrangement. It possesses the advantages of adaptive mechanical transmission, employing 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, and can also achieve 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 power output efficiency of the drive motor, significantly enhancing fuel economy, and improving continuous acceleration performance.

Description

Technical Field

[0001] This invention relates to the field of electric drive system technology, specifically to a bidirectional tapered clutch adaptive three-axis electric drive system and a five-axis electric drive system. 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. It lacks a reverse gear function, or the reverse gear function requires active control via a mechanism such as a shift fork and cannot be automatically achieved through the forward and reverse rotation of the motor;

[0016] 8. The system has a large axial length, making it unsuitable for specific installation space requirements. Summary of the Invention

[0017] To address the above technical problems, this invention provides a bidirectional tapered clutch adaptive three-axis electric drive system and a five-axis electric drive system.

[0018] The technical solution is as follows:

[0019] The first aspect of this application relates to a two-way tapered clutch adaptive three-axis electric drive system, including a power input mechanism and a transmission system. The transmission assembly includes a main shaft, an adaptive cam clutch mechanism, a reverse automatic switching mechanism, and a reduction mechanism. The power input mechanism includes a motor, a power input shaft parallel to the main shaft, and a drive gear synchronously mounted on the power input shaft. The power input shaft rotates synchronously with the motor shaft of the motor.

[0020] 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 the 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, are also rotatably mounted on the main shaft. 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 two end faces of the double-end face cam sleeve, respectively, form a first end face cam pair with the adjacent end faces of the end face cam boss and the inner conical sleeve small support ring. A secondary driven gear, rotating synchronously with the end face cam boss, and an intermediate transmission sleeve, rotatable 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 conical sleeve. The intermediate transmission sleeve, inner cone sleeve, double-end face cam sleeve, and inner cone sleeve small support ring are all axially movable along the main shaft. 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 and second support plates. 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, and a second elastic element group is elastically supported between the first and second support plates. A power input sleeve that is coaxially fixed to the outer cone sleeve and the driven gear is rotatably mounted on the intermediate transmission sleeve. The power input sleeve has a first-stage driving gear. A power output gear is synchronously mounted on the main shaft. The driven gear meshes with the driving gear.

[0021] 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.

[0022] The second aspect of this application relates to a two-way tapered clutch adaptive five-axis electric drive system, including a reverse gear automatic switching mechanism, a differential, and the aforementioned two-way tapered clutch adaptive three-axis electric drive system;

[0023] The automatic reverse gear switching mechanism includes a reverse gear shaft parallel to the main shaft, a reverse overrunning clutch mounted on the reverse gear shaft, a forward gear engagement sleeve synchronously rotatably mounted on the reverse gear shaft, and an inertial centrifugal inner involute gear and an inertial centrifugal outer involute engagement sleeve, both of which are rotatably mounted on the reverse gear shaft. The reverse gear shaft has a driving gear, the outer ring of the reverse overrunning clutch has a reverse driven gear that meshes with the primary driving gear, the forward gear engagement sleeve has a driven engagement gear, the inertial centrifugal inner involute gear meshes with a power output gear, and the inertial centrifugal outer involute engagement sleeve is axially movable between the forward gear engagement sleeve and the inertial centrifugal inner involute gear, and has a driving engagement gear adapted to the driven engagement gear. A compression spring mounting seat is synchronously rotatably mounted on the reverse gear shaft, and the compression spring mounting seat and the inertial centrifugal outer involute engagement sleeve elastically... A return spring is provided to drive the inertial centrifugal outer involute engagement sleeve to move closer to the inertial centrifugal inner involute gear. Multiple involute raceways are formed between the inertial centrifugal inner involute gear and the inertial centrifugal outer involute engagement sleeve, each involute raceway being an involute structure extending in the same direction. Each involute raceway is provided with a ball, and the width of each involute raceway along the reverse gear shaft axis gradually increases from the inner end to the outer end. Thus, when the motor shaft rotates forward, each ball is located at the outer end of the corresponding involute raceway, forcing the inertial centrifugal outer involute engagement sleeve to approach the forward gear engagement sleeve, so that the active engagement tooth engages with the driven engagement tooth. When the motor shaft rotates in reverse, each ball is located at the inner end of the corresponding involute raceway, and the return spring forces the inertial centrifugal outer involute engagement sleeve away from the forward gear engagement sleeve, so that the active engagement tooth engages with the driven engagement tooth.

[0024] The power gear meshes with the differential input gear of the differential.

[0025] The above-mentioned bidirectional tapered clutch adaptive three-axis electric drive system and five-axis electric drive system have the following advantages:

[0026] 1. Even with insufficient or no information, without human intervention, additional mechanisms, or external control, the system can autonomously output reasonable torque and speed (power target) 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 6. The five-axis parallel arrangement reduces the axial length of the system, meeting the application scenarios with specific space requirements.

[0032] 7. Compared with the Chinese invention patent application with application number CN202410759638.7, the end face cam boss (equivalent to the end face cam sleeve in application number CN202410759638.7) is integrally formed on the spindle, which not only has high structural strength and good reliability, but also improves the convenience of assembly.

[0033] 8. Compared with the Chinese invention patent application with application number CN202410759638.7, 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, and then the inner cone sleeve is splined with the inner peripheral surface of the inner cone sleeve to the shaft sleeve through the end face cam sleeve. This also makes the power transmission simpler, with the inner cone sleeve directly transmitting the power to the inner cone sleeve small support ring, and then the inner cone sleeve small support ring transmitting the power to the shaft sleeve through the end face cam sleeve. This improves the power response speed and reduces the damage of power transmission.

[0034] 9. Compared with the Chinese invention patent application with application number CN202410759638.7, the present invention can not only achieve the reverse gear function as well, but also has an extremely simple structure that hardly affects the size of the entire electric drive system. Moreover, it does not require active structures such as shift forks for control switching. It can automatically achieve power switching between forward and reverse gears by controlling the forward and reverse rotation of the motor shaft and automatically cooperating with the mechanical structure of the automatic reverse gear switching mechanism. This further improves the power response speed of forward and reverse gear switching. 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

[0035] Figure 1 This is a schematic diagram of a two-way tapered clutch adaptive five-axis electric drive system in forward gear.

[0036] Figure 2 A schematic diagram of a two-way tapered clutch adaptive five-axis electric drive system in reverse gear;

[0037] Figure 3 Spatial layout diagram of a two-way tapered clutch adaptive five-axis electric drive system;

[0038] Figure 4 This is a schematic diagram of the automatic reverse gear switching mechanism in forward gear.

[0039] Figure 5 This is a schematic diagram of the automatic reverse gear switching mechanism in reverse gear.

[0040] Figure 6 This is a schematic diagram of the adaptive cam clutch mechanism;

[0041] Figure 7 A schematic diagram of the main shaft;

[0042] Figure 8 This is a schematic diagram of the inner conical sleeve. Detailed Implementation

[0043] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0044] Example 1:

[0045] like Figures 1-8 As shown, a bidirectional tapered clutch adaptive three-axis electric drive system mainly includes a power input mechanism 3 and a transmission system. The transmission assembly includes a main shaft 4, an adaptive cam clutch mechanism 5, a reverse automatic switching mechanism 8, and a reduction mechanism 2.

[0046] The power input mechanism 3 includes a motor 3a, a power input shaft 3b parallel to the main shaft 4, and a drive gear 3c synchronously mounted on the power input shaft 3b. The power input shaft 3b rotates synchronously with the motor shaft 3a1 of the motor 3a, that is, the motor shaft 3a1 directly drives the power input shaft 3b to rotate. Specifically, the end of the main shaft 4 near the motor 3 is coaxially fixed to the outer end of the motor shaft 3a of the motor 3. In this embodiment, a spline hole is recessed on the outer end face of the motor shaft 3a. The end of the main shaft 4 near the motor 3 is adapted to the spline hole and is formed with an external spline that is adapted to the spline hole. That is, the end of the main shaft 4 is embedded in the spline hole and forms a spline fit with the spline hole. It should be noted that the outer end of the motor shaft 3a can also be connected to the main shaft 4 through a coupling.

[0047] Therefore, the motor shaft 3a1 drives the power input shaft 3b to rotate, the power input shaft 3b drives the drive gear 3c to rotate, and the drive gear 3c transmits power to the transmission system.

[0048] 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.

[0049] In the adaptive cam clutch mechanism 5, a cam boss 4a is formed on the main shaft 4 by radially protruding from the end of the double-end cam sleeve 5f away from the inner cone sleeve small support ring 5d. The end 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 along the axial direction of 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, so there is a gap between the inner cone sleeve small support ring 5d and the inner cone sleeve large support ring 5e.

[0050] 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.

[0051] Furthermore, the two end faces of the double-end face cam sleeve 5f and the adjacent end faces of the end face cam boss 4a and the inner conical sleeve small support ring 5d respectively constitute the first end face cam pair a. 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, and 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. When power is transmitted between the end face cam boss 4a, the double-end face cam sleeve 5f and the inner conical sleeve small support ring 5d, the first end face cam pair a generates two components of force: axial and circumferential. The circumferential component outputs power, while the axial component is opposite to the axial preload and has a tendency 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.

[0052] 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.

[0053] Meanwhile, a power input sleeve 5j, coaxially fixed to the outer cone sleeve 5a and the driven gear 5m, is rotatably mounted on the intermediate transmission sleeve 5h. This power input sleeve 5j has a primary driving gear 5j1. A power output gear 1 is synchronously mounted on the main shaft 4. In this embodiment, the power input sleeve 5j, outer cone sleeve 5a, and driven gear 5m are fixedly connected by welding, which is simple and reliable. Furthermore, the driven gear 5m meshes with the driving gear 3c; therefore, the driven gear 5m receives power input from the driving gear 3c and simultaneously drives the outer cone sleeve 5a and the driven gear 5m to rotate synchronously with it. The power output gear 1 is used to output power outwards.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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 second support plate 5e1 extends axially to form a support ring 5e2 that slides with the second annular channel 51b. 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 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.

[0060] 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.

[0061] In this embodiment, a preload adjusting assembly 7 for adjusting the preload of the first elastic element group 5c1 and the second elastic element group 5c2 is installed on the spindle 4. The preload adjusting 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 7d detachably installed on the spindle 4. The end of the torque calibration sleeve 7a away from the torque calibration nut 7b is supported on the end of the inner tapered sleeve large support ring 5e away from the inner tapered sleeve small support ring 5d, and can slide along the axial direction of the spindle 4. An adjusting washer 7c is supported between the torque calibration nut 7b and the torque calibration sleeve 7a. The shaft elastic retaining ring 7d abuts against the end face of the torque calibration nut 7b away from the adjusting washer 7c to lock the torque calibration nut 7b.

[0062] Therefore, by rotating the torque calibration nut 7b, the compression degree of the inner tapered 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 tapered sleeve 5b. This makes the thrust provided by the first elastic element group 5c1 and the second elastic element group 5c2 to the inner tapered 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 7d.

[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] Furthermore, a thrust ball bearing 5k is provided 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 at the same time improving the reliability of the assembly of the secondary driven gear 5i and the power input sleeve 5j.

[0065] Furthermore, an end cap 6 is fitted over the end of the outer cone sleeve 5a that is away from the intermediate transmission sleeve 5h. At the same time, the end cap 6 is fixedly connected to the outer cone sleeve 5a by multiple bolts, thereby achieving locking and sealing the disc spring mounting cavity 51.

[0066] Furthermore, the torque calibration sleeve 7a is fitted with a calibration sleeve mounting base 7f, which is used to limit and guide the torque calibration sleeve 7a. At the same time, in order to ensure reliable installation of the calibration sleeve mounting base 7f, the calibration sleeve mounting base 7f is supported on the end cover 6 by a deep groove ball bearing 7e, which is simple and reliable.

[0067] Example 2:

[0068] Please see Figures 1-8 A two-way tapered clutch adaptive five-axis electric drive system includes a reverse gear automatic switching mechanism 8, a differential 9, and a two-way tapered clutch adaptive three-axis electric drive system of Embodiment 1.

[0069] The automatic reverse gear switching mechanism 8 mainly includes a reverse gear shaft 8a, a reverse overrunning clutch 8b, a forward gear engagement sleeve 8c, an inertial centrifugal inner involute gear 8d, and an inertial centrifugal outer involute engagement sleeve 8e. The reverse gear shaft 8a is parallel to the main shaft 4. The reverse overrunning clutch 8b is mounted on the reverse gear shaft 8a. The forward gear engagement sleeve 8c is synchronously rotatably mounted on the reverse gear shaft 8a. The inertial centrifugal inner involute gear 8d and the inertial centrifugal outer involute engagement sleeve 8e are both rotatably mounted on the reverse gear shaft 8a. The reverse gear shaft 8a has a power gear 8a1.

[0070] Specifically, the inner ring of the reverse overrunning clutch 8b is splinedly fitted onto the reverse shaft 8a, which is simple and reliable. The outer ring of the reverse overrunning clutch 8b has a reverse driven tooth 8b1 that meshes with the first-stage driving tooth 5j1. The forward gear engagement sleeve 8c has a driven engagement tooth 8c1. The inertial centrifugal inner involute gear 8d meshes with the power output gear 1. The inertial centrifugal outer involute engagement sleeve 8e is axially movable between the forward gear engagement sleeve 8c and the inertial centrifugal inner involute gear 8d, and has a driving engagement tooth 8e1 that matches the driven engagement tooth 8c1. The reverse shaft 8a is synchronously rotatably fitted with... A spring mounting base 8g elastically supports a reset spring 8h between the spring mounting base 8g and the inertial centrifugal outer involute coupling sleeve 8e, which is used to drive the inertial centrifugal outer involute coupling sleeve 8e to move towards the inertial centrifugal inner involute gear 8d. Multiple involute raceways 8i are formed between the inertial centrifugal inner involute gear 8d and the inertial centrifugal outer involute coupling sleeve 8e. Each involute raceway 8i is an involute structure extending in the same direction. Each involute raceway 8i is provided with a ball 8j, and the width of each involute raceway 8i along the axial direction of the reverse gear shaft 8a gradually increases from the inner end to the outer end.

[0071] Therefore, when the motor shaft 3a rotates clockwise, the inertial centrifugal inner involute gear 8d and the inertial centrifugal outer involute coupling sleeve 8e, as... Figure 3 As shown, when rotating clockwise, each ball 8j is located at the outer end of the corresponding involute raceway 8i. That is, each ball 8j is thrown to the outer end of the corresponding involute raceway 8i under the action of rotational inertia. Thus, each ball 8j works together to force the inertial centrifugal outer involute engagement sleeve 8e to approach the forward engagement sleeve 8c, so that the active engagement tooth 8e1 engages with the driven engagement tooth 8c1 and enters the forward gear mode.

[0072] When the motor shaft 3a reverses, the inertial centrifugal inner involute gear 8d and the inertial centrifugal outer involute coupling sleeve 8e, as... Figure 4 As shown, when rotating counterclockwise, each ball 8j is located at the inner end of the corresponding involute raceway 8i. That is, each ball 8j is thrown to the inner end of the corresponding involute raceway 8i under the action of rotational inertia. At this time, each ball 8j no longer pushes outward against the inertial centrifugal outer involute coupling sleeve 8e, thereby the reset spring 8h forces the inertial centrifugal outer involute coupling sleeve 8e away from the forward gear coupling sleeve 8c, so that the active coupling tooth 8e1 and the driven coupling tooth 8c1 separate, and enter the reverse gear mode.

[0073] Furthermore, the driven engagement tooth 8c1 is formed on the outer circumferential surface of the forward gear engagement sleeve 8c, and the inertial centrifugal outer involute engagement sleeve 8e is recessed at one end near the forward gear engagement sleeve 8c to form an engagement groove 8e2 that matches the forward gear engagement sleeve 8c. The active engagement tooth 8e1 is formed on the outer circumferential groove wall of the engagement groove 8e2. This design ensures the stability and reliability of the engagement between the active engagement tooth 8e1 and the driven engagement tooth 8c1.

[0074] In this embodiment, the power gear 8a1 protrudes from the middle of the reverse gear shaft 8a, and the inertial centrifugal involute gear 8d and the reverse overrunning clutch 8b are respectively mounted on both sides of the power gear 8a1, ensuring reliable installation of the inertial centrifugal involute gear 8d and the reverse overrunning clutch 8b.

[0075] The drive gear 8a1 meshes with the differential input gear 9a of the differential 9. The diameter of the drive gear 8a1 is smaller than the diameter of the differential input gear 9a, thus achieving both speed reduction and torque increase. Ultimately, the differential 9 transmits power to the drive wheels on both sides.

[0076] The high-speed power transmission route in this embodiment (motor shaft 3a rotates forward):

[0077] Motor shaft 3a1 → Power input shaft 3b → Drive gear 3c → Driven gear 5m → 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 → Inertial centrifugal inner involute gear 8d → Ball bearing 8j → Inertial centrifugal outer involute coupling sleeve 8e → Forward gear coupling sleeve 8c → Reverse gear shaft 8a → Differential input gear 9a → Differential 9; In this embodiment, the differential 9 transmits the output power to the two wheels.

[0078] At this time, the outer ring of the fast / slow gear overrunning clutch 2c overruns the inner ring, and the outer ring of the reverse gear overrunning clutch 8b overruns the inner ring. The resistance transmission route is: differential 9 → differential input gear 9a → reverse gear shaft 8a → forward gear engagement sleeve 8c → inertial centrifugal outer involute engagement sleeve 8e → ball 8j → inertial centrifugal inner involute gear 8d → 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 extent, 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. This allows the friction clutch to separate "very easily," and the power is transmitted through the following route, namely the low-speed gear power transmission route (motor shaft 3a rotates forward):

[0079] Motor shaft 3a1 → Power input shaft 3b → Drive gear 3c → Driven gear 5m → 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 → Inertial centrifugal inner involute gear 8d → Ball bearing 8j → Inertial centrifugal outer involute engagement sleeve 8e → Forward gear engagement sleeve 8c → Reverse gear shaft 8a → Differential input gear 9a → Differential 9; In this embodiment, the differential 9 transmits the output power to the two wheels.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] Reverse gear power transmission route (motor shaft 3a reverses):

[0086] Motor shaft 3a1 → power input shaft 3b → drive gear 3c → driven gear 5m → power input sleeve 5j → reverse overrunning clutch 8b → reverse shaft 8a → differential input gear 9a → differential 9; In this embodiment, the differential 9 transmits the output power to the two wheels. The power transmission path in reverse gear is extremely simple, with minimal power transmission loss and extremely high transmission efficiency.

[0087] 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 bidirectional tapered clutch adaptive triaxial electric drive system, comprising a power input mechanism and a transmission system, wherein the transmission system comprises a main shaft, an adaptive cam clutch mechanism, a reverse automatic shifting mechanism, and a reduction mechanism, characterized in that: The power input mechanism includes a motor, a power input shaft parallel to the main shaft, and a drive gear synchronously mounted on the power input shaft. The power input shaft rotates synchronously with the motor shaft of the motor. 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 the 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, are also rotatably mounted on the main shaft. 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 two end faces of the double-end face cam sleeve, respectively, form a first end face cam pair with the adjacent end faces of the end face cam boss and the inner conical sleeve small support ring. A secondary driven gear, rotating synchronously with the end face cam boss, and an intermediate transmission sleeve, rotatable 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 conical sleeve. The intermediate transmission sleeve, inner cone sleeve, double-end face cam sleeve, and inner cone sleeve small support ring are all axially movable along the main shaft. 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 and second support plates. 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, and a second elastic element group is elastically supported between the first and second support plates. A power input sleeve that is coaxially fixed to the outer cone sleeve and the driven gear is rotatably mounted on the intermediate transmission sleeve. The power input sleeve has a first-stage driving gear. A power output gear is synchronously mounted on the main shaft. The driven gear meshes with the driving gear. 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.

2. The bidirectional tapered clutch adaptive triaxial electric drive system according to claim 1, characterized in that: The stiffness coefficient of the second elastic element group is greater than or equal to the stiffness coefficient of the first elastic element group.

3. The bidirectional tapered clutch adaptive triaxial electric drive system according to claim 1, characterized in that: The spindle is equipped with a preload adjustment assembly for adjusting the preload of the first elastic element group and the second elastic element group. 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 end of the torque calibration sleeve away from the torque calibration nut is supported on the end of the inner tapered sleeve large support ring away from the inner tapered sleeve small support ring, and can slide along the spindle axial direction. An adjusting washer is supported between the torque calibration nut and the torque calibration sleeve. The shaft elastic retaining ring abuts against the end face of the torque calibration nut away from the adjusting washer to lock the torque calibration nut.

4. The bidirectional tapered clutch adaptive triaxial electric drive system according to claim 3, characterized in that: The two ends of the main shaft are respectively reduced in diameter to form an external spline section and an external thread section. The power output gear is splined and fitted on the external spline section. The torque calibration nut is threaded and fitted on the external thread section. The end face cam boss is adjacent to the external spline section.

5. The bidirectional tapered clutch adaptive triaxial electric drive system 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.

6. The bidirectional tapered clutch adaptive triaxial electric drive system according to claim 5, 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.

7. The bidirectional tapered clutch adaptive triaxial electric drive system according to claim 6, characterized in that: The disc spring mounting cavity has a second annular channel with a cylindrical structure at one end away from the intermediate transmission sleeve. The outer edge of the second support disk extends axially to form a support ring that slides with the second annular channel. The diameter of the first annular channel is smaller than the diameter of the second annular channel.

8. A bidirectional tapered clutch adaptive five-axis electric drive system, characterized in that: Includes a reverse automatic shifting mechanism, a differential, and a two-way tapered clutch adaptive three-axis electric drive system as described in any one of claims 1-7; The automatic reverse gear switching mechanism includes a reverse gear shaft parallel to the main shaft, a reverse overrunning clutch mounted on the reverse gear shaft, a forward gear engagement sleeve synchronously rotatably mounted on the reverse gear shaft, and an inertial centrifugal inner involute gear and an inertial centrifugal outer involute engagement sleeve, both of which are rotatably mounted on the reverse gear shaft. The reverse gear shaft has a driving gear, the outer ring of the reverse overrunning clutch has a reverse driven gear that meshes with the primary driving gear, the forward gear engagement sleeve has a driven engagement gear, the inertial centrifugal inner involute gear meshes with a power output gear, and the inertial centrifugal outer involute engagement sleeve is axially movable between the forward gear engagement sleeve and the inertial centrifugal inner involute gear, and has a driving engagement gear adapted to the driven engagement gear. A compression spring mounting seat is synchronously rotatably mounted on the reverse gear shaft, and the compression spring mounting seat and the inertial centrifugal outer involute engagement sleeve elastically... A return spring is provided to drive the inertial centrifugal outer involute engagement sleeve to move closer to the inertial centrifugal inner involute gear. Multiple involute raceways are formed between the inertial centrifugal inner involute gear and the inertial centrifugal outer involute engagement sleeve, each involute raceway being an involute structure extending in the same direction. Each involute raceway is provided with a ball, and the width of each involute raceway along the reverse gear shaft axis gradually increases from the inner end to the outer end. Thus, when the motor shaft rotates forward, each ball is located at the outer end of the corresponding involute raceway, forcing the inertial centrifugal outer involute engagement sleeve to approach the forward gear engagement sleeve, so that the active engagement tooth engages with the driven engagement tooth. When the motor shaft rotates in reverse, each ball is located at the inner end of the corresponding involute raceway, and the return spring forces the inertial centrifugal outer involute engagement sleeve away from the forward gear engagement sleeve, so that the active engagement tooth engages with the driven engagement tooth. The power gear meshes with the differential input gear of the differential.

9. The bidirectional tapered clutch adaptive five-axis electric drive system according to claim 8, characterized in that: The driven engagement tooth is formed on the outer peripheral surface of the forward gear engagement sleeve. The inertial centrifugal outer involute engagement sleeve is recessed at one end near the forward gear engagement sleeve to form an engagement sleeve with the forward gear engagement sleeve. The active engagement tooth is formed on the outer circumferential groove wall of the engagement groove.

10. The bidirectional tapered clutch adaptive five-axis electric drive system according to claim 8, characterized in that: The power gear protrudes from the middle of the reverse gear shaft, and the inertial centrifugal involute gear and the reverse overrunning clutch are respectively mounted on both sides of the power gear.

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