Dual-force front-mounted inertia reversing tapered clutch adaptive transmission electric drive system

Abstract

This invention discloses a dual-force, front-mounted, inertial, reverse cone clutch adaptive transmission electric drive system. Its features include a transmission system comprising an input mechanism, a main shaft, a first-stage reduction drive shaft coaxial with the main shaft, a main transmission mechanism, and a reduction mechanism. The reduction mechanism includes a reduction shaft parallel to the main shaft and an overrunning clutch mounted on the reduction shaft. The main transmission mechanism connects to the reduction mechanism and transmits power to the overrunning clutch. A transmission shaft sleeve is provided between the overrunning clutch and the first-stage reduction drive shaft, and a power transmission relationship is established between the transmission shaft sleeve and an inner support member. This invention has a simple and reliable structure, can adapt to adaptive shifting under various complex road conditions, requires no external control, improves the wear resistance of the friction clutch, increases the friction effect, and extends the service life of the friction clutch.

Description

Technical Field

[0001] This invention relates to the field of electric drive system technology, specifically to a dual-force front-mounted inertia reversing cone clutch adaptive transmission 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 driving range, and less sensitive to weight and cost. Matching variable speed transmissions should be the future development trend of electric vehicle drive systems.

[0006] In existing technologies, the shift control between forward and reverse gears is mostly a rear-mounted conversion mechanism. When switching between forward and reverse gears or when the driving resistance changes and the gear shifting is required, the response speed is slow, there is often a delayed response, and there is a lot of power loss. Summary of the Invention

[0007] To address the aforementioned technical problems, this invention provides a dual-force front-mounted inertia reversing tapered clutch adaptive transmission electric drive system. It adds a highly adaptive reverse gear transmission mechanism and updates the structure of the friction clutch in the main transmission mechanism. This system not only enables automatic switching between reverse and forward gears via the forward and reverse rotation of the motor, forming an adaptive reverse gear transmission mechanism, but also automatically switches gears based on changes in resistance during driving, achieving adaptive gear shifting.

[0008] One aspect of the present invention relates to a dual-force front-mounted inertia reversing tapered clutch adaptive transmission electric drive system, comprising a transmission system, said transmission system including an input mechanism, a main shaft, a first-stage reduction drive shaft coaxially arranged with the main shaft, a main transmission mechanism, and a reduction mechanism.

[0009] The input mechanism includes an input motor and an adaptive power conversion mechanism. The adaptive power conversion mechanism includes an inertial centrifugal outer involute coupling sleeve that can be fixedly mounted on the power input shaft, an inertial centrifugal inner involute coupling sleeve mounted on the main shaft, and a compression spring mounting seat. The inertial centrifugal inner involute coupling sleeve is axially movable between the inertial centrifugal outer involute coupling sleeve and the compression spring mounting seat. The compression spring mounting seat is mounted on the main shaft and rotates synchronously with the main shaft. The compression spring mounting seat and the inertial centrifugal inner involute coupling sleeve... A reset spring is provided between the involute coupling sleeves to drive the axial movement of the inner involute coupling sleeve of the inertial centrifugal ...

[0010] The main transmission mechanism includes a friction clutch mounted on the main shaft. The friction clutch includes an outer support coaxially mounted on the main shaft and an axially movable inner support. The inner support is located inside the outer support. Multiple axially movable active clutch plates are mounted on the outer support, and multiple axially movable driven clutch plates are mounted on the inner support. The active and driven clutch plates are spaced apart between the outer and inner support, and the engagement and disengagement of the active and driven clutch plates are achieved by the axial movement of the inner support. An external adaptive elastic clutch plate is provided between the active clutch plates.

[0011] The inner support member is provided with an elastic element group that applies pre-tightening force. The direction of the pre-tightening force is opposite to the direction of the axial component force of the inner support member during power transmission. The inertial centrifugal outer involute coupling sleeve is fixed on the outer support member, and a limiting tray is provided between the inertial centrifugal outer involute coupling sleeve and the active clutch light plate to restrict the axial movement of the inertial centrifugal outer involute coupling sleeve.

[0012] The reduction mechanism includes a reduction shaft parallel to the main shaft and an overrunning clutch fitted on the reduction shaft. The main transmission mechanism connects to the reduction mechanism and transmits power to the overrunning clutch. A transmission shaft sleeve is provided between the overrunning clutch and the first-stage reduction transmission shaft. A power transmission relationship is established between the transmission shaft sleeve and the inner support member.

[0013] Furthermore, one end of the inertial centrifugal outer involute coupling sleeve is connected to the outer support member, and the other end forms a coupling sleeve, which is fitted onto the power shaft of the input motor and drives the main transmission mechanism to rotate under the power of the input motor; the compression spring mounting seat is fitted with a fixing sleeve, and a recess with the same shape as the outer periphery of the fixing sleeve is provided on the inner side of the limiting tray, so that the limiting tray and the inertial centrifugal outer involute coupling sleeve are restricted from axial sliding by the fixing sleeve.

[0014] Furthermore, the outer support includes a fixed disk, a limiting tray, and a plurality of friction drive shafts circumferentially distributed between the fixed disk and the limiting tray. The active clutch light plate is mounted on the friction drive shaft, and the external adaptive elastic clutch plate is mounted on the friction drive shaft and spaced apart between each active clutch light plate.

[0015] Furthermore, the inner support includes a driven bushing fitted on the main shaft, a retaining plate for the limited driven clutch light plate and the active clutch light plate fixed at the end of the driven bushing away from the fixed plate, an external gear is provided on the outer circumferential surface of the driven bushing, and an internal gear is provided on the driven clutch light plate, which are meshed and fitted on the driven bushing.

[0016] Furthermore, an installation groove is provided between the teeth on the outer circumferential surface of the driven sleeve shaft, and an elastic retaining ring is provided in the installation groove so that the driven clutch light plates are axially limited by the elastic retaining ring.

[0017] Furthermore, the driven bushing is a hollow cylindrical structure coaxial with the main shaft. An elastic element group is provided inside the hollow cylinder formed by the driven bushing and the main shaft. The elastic element group includes a first elastic element and a second elastic element. A double-end face cam sleeve is provided between the driven bushing and the main shaft. The double-end face cam sleeve is connected to a reduction external bevel gear through a second axial cam pair, so that the reduction external bevel gear can move axially along the main shaft. The middle part of the reduction external bevel gear extends upward and is located between the first elastic element and the second elastic element. The reduction external bevel gear and the driven bushing form a spline fit.

[0018] Furthermore, the main transmission mechanism also includes a preload adjustment mechanism, which includes a second axial cam pair, a reduction outer bevel gear, an end retaining ring, an adjusting retaining ring, a limiting protective sleeve, and a tightening bolt. The reduction outer bevel gear is axially slidably disposed between the first elastic element and the second elastic element. The end retaining ring is used to abut against the second elastic element. The adjusting retaining ring abuts against the end retaining ring. The adjusting retaining ring is limited by the limiting protective sleeve fixed by the tightening bolt, and the preload of the elastic element group is adjusted by adjusting the thickness of the adjusting retaining ring.

[0019] Furthermore, the outer ring gear of the overrunning clutch meshes with the low-speed driving gear, which is fitted onto the transmission shaft sleeve via a reduction transmission shaft sleeve. The low-speed intermediate gear on the reduction shaft meshes with the first reduction driven gear disposed on the first-stage reduction transmission shaft. The overrunning clutch I achieves power transmission with the friction transmission shaft through the reduction transmission shaft sleeve.

[0020] Furthermore, the transmission shaft sleeve has a segmented structure, and multiple segments are connected by a first axial cam pair to form a transmission fit.

[0021] Furthermore, the electric drive system also includes a power output mechanism, which includes a power active output gear, an output driven gear, a power output shaft, and a power output terminal gear, all splined and mounted on the end of the primary reduction drive shaft away from the main drive mechanism. An external spline is provided on the outer periphery of the power output shaft, and the power active output gear is connected to the output driven gear.

[0022] Furthermore, the reduction shaft transmits power to the driven bushing through a first axial cam pair. A low-speed intermediate gear is provided on the reduction shaft, and a first reduction driven gear is connected to the first axial cam pair. The low-speed intermediate gear meshes with the first reduction driven gear to realize the power transmission between the reduction shaft and the first axial cam pair.

[0023] Furthermore, the driven bushing of the friction clutch extends on the side away from the power input mechanism to form a spline connection with the transmission bushing and to form an axial sliding fit.

[0024] Furthermore, an inner adaptive elastic clutch plate is provided between the adjacent driven clutch plates. The inner adaptive elastic clutch plate is axially slidably fitted onto the driven bushing. An elastic preload is formed between the driving clutch plate and the driven clutch plate through the outer adaptive elastic clutch plate and the inner adaptive elastic clutch plate.

[0025] Furthermore, the outer adaptive elastic clutch plate and the inner adaptive elastic clutch plate are made of elastic non-metallic materials. Preferably, the outer adaptive elastic clutch plate and the inner adaptive elastic clutch plate are elastic rubber rings formed of polyurethane material.

[0026] Furthermore, the power output terminal gear is engaged with a differential.

[0027] Furthermore, the power output terminal is gear-engaged with the power output device.

[0028] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0029] This invention achieves automatic switching between reverse and forward gears, and between fast and low gears. It achieves automatic coordination of the reverse gear transmission mechanism solely through the forward and reverse rotation control of the motor, improving the power response speed during forward and reverse gear switching. Using a front-mounted adaptive power conversion mechanism, power conversion is more sensitive. Compared to most existing technologies that use a rear-mounted adaptive power conversion mechanism, it can more sensitively sense forward and reverse gears, and fast and slow gears, further improving power response speed, avoiding response delay, and significantly reducing power transmission paths, resulting in less power transmission loss and extremely high transmission efficiency. This invention can operate autonomously without human intervention, external mechanisms, or external control, even with insufficient or no information. During power output, the system adapts to changes in load / resistance, synchronously and adaptively outputting reasonable torque and speed (power target) without interruption. The system completes the tasks of power delivery, transmission, distribution, and output, achieving high efficiency and energy saving throughout the entire process, possessing the advantages of adaptive mechanical transmission.

[0030] This invention, by setting an external adaptive elastic clutch plate inside the friction clutch, enables the active clutch plate and the driven clutch plate to better engage and disengage. The elasticity of the external adaptive elastic clutch plate itself allows the friction clutch to disengage quickly, while increasing friction, reducing slippage wear, improving the wear resistance of the friction clutch, increasing friction effect, and extending the service life of the friction clutch.

[0031] This invention employs two sets of elastic elements, which are positioned within a pre-designed assembly space inside the friction clutch. This reduces the overall length of the output shaft, thereby optimizing the structural bulkiness of the electric drive assembly and making the product structure more compact. Furthermore, by utilizing the driving resistance acting on the double-end cam pair, the driven bushing and the first elastic element are pushed directly through the reduction outer bevel gear to compress the second elastic element. Traction force, via the reduction outer bevel gear and adjusting retaining ring, compresses the first and second elastic elements, causing the clutch to disengage. This achieves a stepped, progressive elastic preload, which not only buffers the repeated compression of the elastic element caused by unstable driving resistance on uneven roads, thus reducing the possibility of repeated clutch engagement and disengagement, but is also particularly suitable for bumpy roads. It prevents frequent gear shifts due to rapid changes in driving resistance in a short time, reducing system wear caused by gear shifting and significantly improving system lifespan. Moreover, when a gear shift is truly needed, the pre-generated thrust of the first elastic element on the second elastic element, combined with the driving resistance, compresses the second elastic element, significantly reducing shift shock. This invention fully utilizes the dual attributes of motor output traction force and driving resistance. By adopting a scheme for calibrating and adjusting the load limit of the main transmission mechanism, it achieves smooth and gentle separation and combination of the transmission mechanism 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.

[0032] This invention changes the connection method between the main transmission mechanism and the input mechanism. The inertial centrifugal outer involute coupling sleeve is directly connected to the friction transmission shaft, and the compression spring mounting seat is connected to the fixed plate. This not only makes the power matching more reasonable, but also makes the resistance transmission method more convenient, improves the shift response speed, and reduces power transmission loss.

[0033] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0034] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0035] Figure 1 This is a schematic diagram of the axial cross-sectional structure of a dual-force front-mounted inertia reversing tapered clutch adaptive transmission electric drive system according to the present invention.

[0036] Figure 2This is an axial cross-sectional schematic diagram of the main transmission mechanism in a dual-force front-mounted inertia reversing tapered clutch adaptive transmission electric drive system of the present invention.

[0037] Figure 3 for Figure 2 Enlarged view of point A in the middle.

[0038] Figure 4 for Figure 2 An enlarged view of point A in Example 2.

[0039] Figure 5 This is a schematic diagram of the ball bearings on the outside of the involute raceway in a dual-force front-mounted inertia reversing tapered clutch adaptive transmission electric drive system of the present invention.

[0040] Figure 6 This is a front view of the active clutch light plate in a dual-force front-mounted inertia reversing tapered clutch adaptive transmission electric drive system of the present invention.

[0041] Figure 7 This is a front view of the driven clutch light plate of a dual-force front-mounted inertia reversing tapered clutch adaptive transmission electric drive system of the present invention.

[0042] Figure 8 This is an axial cross-sectional schematic diagram of Embodiment 3 of the dual-force front-mounted inertia reversing tapered clutch adaptive transmission electric drive system of the present invention.

[0043] Figure 9 This is a schematic diagram of the adaptive power conversion mechanism during forward rotation.

[0044] Figure 10 This is a schematic diagram of the adaptive power conversion mechanism during reversal. Detailed Implementation

[0045] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Example 1

[0046] See appendix Figure 1-3 The first embodiment of the present invention provides a dual-force front-mounted inertia reversing tapered clutch adaptive transmission electric drive system, including a transmission system. The transmission system includes an input mechanism, a main shaft 1, a first-stage reduction transmission shaft 13 coaxially arranged with the main shaft 1, a main transmission mechanism, and a reduction mechanism.

[0047] The input mechanism includes an input motor and an adaptive power conversion mechanism. The adaptive power conversion mechanism includes an inertial centrifugal outer involute coupling sleeve 2 that can be fixedly mounted on the power input shaft, an inertial centrifugal inner involute coupling sleeve 3 mounted on the main shaft 1, and a compression spring mounting seat 4. The inertial centrifugal inner involute coupling sleeve 3 is axially movable and located between the inertial centrifugal outer involute coupling sleeve 2 and the compression spring mounting seat 4. The compression spring mounting seat 4 is mounted on the main shaft 1 and rotates synchronously with the main shaft 1. The compression spring mounting seat 4 is engaged with the inertial centrifugal inner involute coupling sleeve 2. A reset spring 6 is provided between the sleeves 3 to drive the axial movement of the inner involute coupling sleeve 3 of the inertial centrifugal ...

[0048] See appendix Figure 9 When the input motor rotates forward, the inertial centrifugal outer involute coupling sleeve 2 rotates clockwise. Under the action of inertia, each ball 5 rolls along the involute raceway to the outer end. The combined action of each ball 5 forces the inertial centrifugal inner involute coupling sleeve 3 to move axially closer to the compression spring mounting seat 4, so that the inertial centrifugal inner involute coupling sleeve 3 and the compression spring mounting seat 4 are splinedly engaged, and the motor enters the forward mode.

[0049] See appendix Figure 10 When the input motor reverses, the inertial centrifugal outer involute coupling sleeve 2 rotates counterclockwise, and each ball 5 rolls along the involute raceway to the inner end under the action of inertia. At this time, each ball 5 no longer follows the action of the inertial centrifugal inner involute coupling sleeve 3. Under the elastic action of the reset spring 6, the inertial centrifugal inner involute coupling sleeve 3 moves axially away from the spring mounting seat 4, so that the inertial centrifugal inner involute coupling sleeve 3 and the spring mounting seat 4 are separated by splines, and the reverse gear mode is entered.

[0050] The main transmission mechanism includes a friction clutch mounted on the main shaft 1. The friction clutch includes an outer support coaxially mounted on the main shaft 1 and an axially movable inner support. The inner support is located inside the outer support. Multiple axially movable active clutch plates 20 are mounted on the outer support, and multiple axially movable driven clutch plates 22 are mounted on the inner support. The active clutch plates 20 and driven clutch plates 22 are spaced apart between the outer support and the inner support. The engagement and disengagement of the active clutch plates 20 and driven clutch plates 22 are achieved by the axial movement of the inner support. An external adaptive elastic clutch plate 21 is provided between the active clutch plates 20.

[0051] See appendix Figure 7Multiple oil paths are evenly distributed circumferentially on the driven clutch light plate 22, allowing lubricating oil to flow along the oil paths between the active clutch light plate 20 and the driven clutch light plate 22. This cools, reduces friction, and cleans the active clutch light plate 20 and the driven clutch light plate 22, and balances the air pressure between them, achieving better vibration absorption and damping effects, and improving the smoothness of separation and engagement.

[0052] The inner support component is equipped with an elastic element group that applies preload. The direction of the preload is opposite to the direction of the axial component of the inner support component during power transmission. The inertial centrifugal outer involute coupling sleeve 2 is fixed on the outer support component, realizing the power transmission between the inertial centrifugal outer involute coupling sleeve 2 and the friction clutch. A limiting tray 35 is provided between the inertial centrifugal outer involute coupling sleeve 2 and the active clutch light plate 20 to limit the axial movement of the inertial centrifugal outer involute coupling sleeve 2. The limiting tray 35 is limited by the fixing sleeve 36, which limits the clutch light plate and prevents the clutch light plate from moving.

[0053] The reduction mechanism includes a reduction shaft 9 parallel to the main shaft 1 and an overrunning clutch 7 mounted on the reduction shaft 9. The main transmission mechanism is connected to the reduction mechanism and transmits power to the overrunning clutch 7. A transmission shaft sleeve 24 is provided between the overrunning clutch 7 and the first-stage reduction transmission shaft 13. A power transmission relationship is established between the transmission shaft sleeve 24 and the inner support member.

[0054] One end of the inertial centrifugal outer involute coupling sleeve 2 is connected to the outer support, and the other end forms a coupling sleeve, which is fitted onto the power shaft of the input motor. Under the power of the input motor, it drives the main transmission mechanism to rotate. The connection method of the inertial centrifugal outer involute coupling sleeve 2 provides good fixed support for the friction clutch and forms a better connection between the input mechanism and the main transmission mechanism. It forms a power transmission with the main transmission mechanism and cooperates with the inertial centrifugal inner involute coupling sleeve 3 to achieve more sensitive gear shifting. The compression spring mounting seat 4 is covered with a fixing sleeve 36. A recess with the same shape as the outer periphery of the fixing sleeve 36 is provided on the inner side of the limiting tray 35. The fixing sleeve 36 restricts the axial sliding of the limiting tray 35 and the inertial centrifugal outer involute coupling sleeve 2. The compression spring mounting seat 4 is fixed to the main shaft 1 by the fixing sleeve 36 and is connected to the main shaft 1 by the extended end retaining ring 38 and the adjusting retaining ring 30. When the compression spring mounting seat 4 and the inertial centrifugal inner involute coupling sleeve 3 are splined, the compression spring mounting seat 4 and the main shaft 1 form a power transmission.

[0055] The compression spring mounting base 4 is equipped with a driven engagement tooth, and the bottom of the inertial centrifugal involute coupling sleeve 3 is equipped with an active engagement tooth that mates with the driven engagement tooth. Under the action of inertia, the active engagement tooth and the driven engagement tooth slide axially, making the spline engagement between the inertial centrifugal involute coupling sleeve 3 and the compression spring mounting base 4 more reliable. A groove that mates with the return compression spring 6 is also provided at the matching position between the compression spring mounting base 4 and the inertial centrifugal involute coupling sleeve 3, making the installation of the return compression spring more stable.

[0056] The external support includes a coaxially arranged fixed disk 19, a limiting tray 35, and multiple friction drive shafts 18 circumferentially distributed between the fixed disk 19 and the limiting tray 35. Active clutch plates 20 are mounted on the friction drive shafts 18, and external adaptive elastic clutch plates 21 are mounted on the friction drive shafts 18 and spaced apart between the active clutch plates 20. The fixed disk 19 forms a stepped necking structure to connect to the reduction drive shaft sleeve 12, and power transmission is achieved through the reduction drive shaft sleeve 12 and the overrunning clutch 7. The limiting tray 35 is connected to the inertial centrifugal outer involute coupling sleeve 2 through the fixed sleeve 36, and is supported on the main shaft 1 through the inertial centrifugal outer involute coupling sleeve 2.

[0057] The inner support includes a driven bushing 23 fitted onto the main shaft 1. A retaining plate 37 for a limit driven clutch light plate 22 and an active clutch light plate 20 is fixed at the end of the driven bushing 23 away from the fixed plate 19. An external gear is provided on the outer circumferential surface of the driven bushing 23, and an internal gear is provided on the driven clutch light plate 22, which are meshed and fitted onto the driven bushing 23.

[0058] When the driven bushing 23 moves away from the power mechanism, the baffle 37 compresses the active clutch light plate 20 and the driven clutch light plate 22, causing the outer adaptive elastic clutch plate 21 to be compressed and deformed. This allows the active clutch light plate 20 to overcome the elastic force of the outer adaptive elastic clutch plate 21 and be compressed together with the driven clutch light plate 22, driving the driven clutch light plate 22 to rotate, thus completing the power transmission from the friction drive shaft 18 to the driven bushing 23. When the driven bushing 23 moves towards the power mechanism, the outer adaptive elastic clutch plate 21 releases pressure under elastic action, and the active clutch light plate 20 and the driven clutch light plate 22 quickly return to their original positions and separate, completing the gear shifting operation. Compared with the prior art, in this embodiment, the friction clutch increases the friction force through the action of the external adaptive elastic clutch plate 21. The elastic action of the external adaptive elastic clutch plate 21 spreads out without the action of external force, so that there is no adhesion between the active clutch plate 20 and the driven clutch plate 22, and no half friction phenomenon occurs. This can reduce slip friction loss, improve the wear resistance of the friction clutch, increase the friction effect, and extend the service life of the friction clutch.

[0059] The friction drive shaft 18 is a cylindrical shaft, and there are multiple friction drive shafts 18, evenly distributed on the outer periphery of the main shaft 1. The active clutch optical plate 20 is provided with a circular hole that mates with the friction drive shaft 18, so that the active clutch optical plate 20 is fitted onto the friction drive shaft 18 and can rotate with the friction drive shaft 18 and slide along the axial direction of the friction drive shaft 18. The driven clutch optical plate 22 and the driven shaft sleeve 23 are connected by spline engagement and can slide along the axial direction of the driven shaft sleeve 23, realizing the engagement and disengagement of the active clutch optical plate 20 and the driven clutch optical plate 22. After the active clutch optical plate 20 and the driven clutch optical plate 22 are engaged, they drive the driven shaft sleeve 23 to rotate. The friction drive shaft 18 is coaxially arranged with the driven bushing 23, and the friction drive shaft 18 is located on the circumferential outer side of the driven bushing 23. Through the axial sliding of the driven bushing 23, the active clutch light plate 20 and the driven clutch light plate 22 are compressed or released, thereby realizing the engagement and separation of the active clutch light plate 20 and the driven clutch light plate 22.

[0060] An installation groove is provided between the teeth on the outer circumferential surface of the driven sleeve shaft 23. An elastic retaining ring 29 is provided in the installation groove so that the driven clutch light plates 22 are axially limited by the elastic retaining ring 29, making the engagement and disengagement of the driven clutch light plates 22 and the active clutch light plates 20 more flexible and smooth.

[0061] Driven bushing 23 is a hollow cylindrical structure coaxial with main shaft 1. An elastic element group is arranged inside the hollow cylinder formed by driven bushing 23 and main shaft 1. The elastic element group includes a first elastic element 27 and a second elastic element 28. A double-end face cam sleeve is arranged between driven bushing 23 and main shaft 1. The double-end face cam sleeve is connected to a reduction external bevel gear 26 via a second axial cam pair, allowing the reduction external bevel gear 26 to move axially along main shaft 1. The middle part of the reduction external bevel gear 26 extends upward and is positioned between the first elastic element 27 and the second elastic element 28. The reduction external bevel gear 26 and driven bushing 23 form a spline fit. A second axial cam pair is arranged between the double-end face cam sleeve and the reduction external bevel gear 26. The second axial cam pair is a helical pair, making the transmission between the double-end face cam sleeve and the reduction external bevel gear 26 smoother and more stable. When the second elastic element 28 is compressed, the pressure of the second elastic element 28 causes the deceleration outer bevel gear 26 to move to the left, compressing the first elastic element 27. The compression of the first elastic element 27 applies an axial preload to the left to the driven bushing 23 of the friction clutch, causing the driven bushing 23 to move to the left and the friction clutch to engage. After the pressure on the second elastic element 28 is removed, the second elastic element 28 releases pressure, and the deceleration outer bevel gear 26 moves to the right under the pressure of the first elastic element 27. The first elastic element 27 releases pressure, the driven bushing 23 moves to the right, and the friction clutch disengages, achieving gear shifting.

[0062] The driven bushing 23 has a hollow cylindrical structure, allowing the first elastic element 27 and the second elastic element 28 to be housed within the hollow cavity. This results in a closer relationship between the main transmission mechanism and the reduction mechanism, minimizing space occupation, high integration, smooth operation, and high working efficiency. One end of the driven sleeve shaft 16 is positioned between the reduction transmission bushing 12 and the double-end face cam sleeve, and slides in contact with both. The other end is supported by the end retaining ring 38 and slides in contact with it, thereby adjusting the lengths of the first elastic element 27 and the second elastic element 28.

[0063] The main transmission mechanism also includes a preload adjustment mechanism, which comprises a second axial cam pair, a reduction outer bevel gear 26, an end retaining ring 38, an adjusting retaining ring 30, a limiting protective sleeve 31, and a tightening bolt 32. The reduction outer bevel gear 26 is axially slidably disposed between the first elastic element 27 and the second elastic element 28. The end retaining ring 38 abuts against the second elastic element 28, and the adjusting retaining ring 30 abuts against the end retaining ring 38. The adjusting retaining ring 30 is limited by the limiting protective sleeve 31 fixed by the tightening bolt 32, and the preload of the elastic element group is adjusted by adjusting the thickness of the adjusting retaining ring 30. The end retaining ring 38 abuts against the second elastic element 28, and the adjusting retaining ring 30 is fixed to the main shaft 1 by the tightening bolt 32 and the limiting protective sleeve 31. The limiting protective sleeve 31 is fixed by the tightening bolt 32. The limiting protective sleeve 31 is fixed to the main shaft 1 by tightening bolts, which serves as a limit for the preload adjustment mechanism. It then abuts against the second elastic element 28 via the end retaining ring 38. The preload of the second elastic element 28 is adjusted by changing the thickness of the adjusting retaining ring 30, thereby controlling the elastic force provided by the first elastic element 27 and the second elastic element 28 to the driven bushing 23. The portion of the end retaining ring 38 connected to the main shaft extends to both sides. One side extends to engage with the reduction external bevel gear 26, while the other side extends to support the compression spring mounting seat. The end retaining ring 38 can slide axially along the main shaft 1.

[0064] The reduction shaft 9 transmits power to the driven bushing 23 via a first axial cam pair. A low-speed intermediate gear 8 is mounted on the reduction shaft 9, and a first reduction driven gear 10 is connected to the first axial cam pair. The low-speed intermediate gear 8 meshes with the first reduction driven gear 10, thus transmitting power between the reduction shaft 9 and the first axial cam pair. The outer ring gear 11 of the overrunning clutch 7 meshes with the low-speed driving gear, which is mounted on the transmission bushing 24 via a reduction transmission bushing 12. The low-speed intermediate gear 8 on the reduction shaft 9 meshes with the first reduction driven gear 10 mounted on the first-stage reduction transmission shaft 13. The overrunning clutch 7 transmits power to the friction transmission shaft 18 via the reduction transmission bushing 24. The diameter of the outer ring gear 11 of the overrunning clutch 73 is larger than the diameter of the low-speed driving gear, and the diameter of the low-speed intermediate gear 8 is smaller than the diameter of the first reduction driven gear 10, thereby achieving two-stage reduction and torque increase. The overrunning clutch 7 has an inner ring spline inside, and an outer spline that mates with the inner ring spline is provided at one end of the reduction shaft 9, which can make the engagement between the reduction shaft 9 and the overrunning clutch 7 stable and reliable.

[0065] The transmission shaft sleeve 24 has a segmented structure, and multiple segments are connected by a first axial cam pair 25. There is at least one first axial cam pair 25, which is a helical pair, making the transmission between the segmented transmission shaft sleeves 24 smoother and more stable.

[0066] The electric drive system also includes a power output mechanism, which includes a power drive gear 14, a driven gear 16, a power output shaft 15, and a power output terminal gear 17, all splined and mounted on the end of the primary reduction drive shaft 13 away from the main drive mechanism. An external spline is provided on the outer periphery of the power output shaft 15, and the power drive gear 14 is connected to the driven gear 16.

[0067] The power output terminal gear 17 meshes with and connects to the power output device.

[0068] The driven bushing 23 of the friction clutch extends on the side away from the power input mechanism to form a spline connection with the transmission bushing 24 and form an axial sliding fit.

[0069] In this embodiment of the invention, the power transmission route for the fast gear is as follows:

[0070] Input mechanism → Inertial centrifugal outer involute coupling sleeve 2 → Ball bearing 5 → Inertial centrifugal inner involute coupling sleeve 3 → Compression spring mounting seat 4 → Main shaft 1 → Power active output gear 14 → Output driven gear 16 → Power output shaft 15 → Power output terminal gear 17 → Power output mechanism.

[0071] When the motor rotates forward, the inertial centrifugal outer involute coupling sleeve 2 rotates clockwise. Under the action of inertia, each ball 5 rolls along the involute raceway to the outer end. The combined action of each ball 5 forces the inertial centrifugal inner involute coupling sleeve 3 to move axially closer to the compression spring mounting seat 4. At the same time, when the second elastic element 28 applies pressure to the reduction outer bevel sleeve gear 26, the first elastic element 27 is compressed, applying pressure to the driven shaft sleeve 23. The driven shaft sleeve 23 moves to the left, causing the clutch disc of the friction clutch to engage, and the power is in the fast gear route. At this time, the overrunning clutch 7 overruns, and no power transmission is generated. During deceleration, when the inertia of the motor rotation on the ball 5 is less than the elastic force of the return spring, the ball 5 returns to the inner end of the involute raceway. At this time, the resistance transmitted from the main shaft 1 to the friction clutch increases. When the driving resistance increases to a certain amount, the double-end cam sleeve overcomes the second elastic element 28, causing the deceleration outer bevel gear 26 to move axially and compress the second elastic element 28, causing the pressure of the first elastic element 27 to be released. When the preset load limit is exceeded, the driven shaft sleeve 23 of the friction clutch moves axially to the right, thereby causing the clutch disc of the friction clutch to separate and the power to switch to a low-speed route.

[0072] The power transmission route in low gear is as follows:

[0073] Power input mechanism → Inertial centrifugal outer involute coupling sleeve 2 → Friction drive shaft 18 → Reduction drive shaft sleeve 12 → Low-speed driving gear → Overrunning clutch outer ring gear 11 → Reduction shaft 9 → Low-speed intermediate gear 8 → First reduction driven gear 10 → Drive shaft sleeve 24 → Driven shaft sleeve 23 → Double end face cam sleeve 26 → Main shaft 1 → Power drive output gear 14 → Output driven gear 16 → Power output shaft 15 → Power output terminal gear 17 → Power output mechanism.

[0074] When driving at low speed, the axial force of the double-end face cam sleeve 26 acts on the second elastic element 28, and the axial force of the transmission shaft sleeve 24 acts on the driven shaft sleeve 23. The direction of the force is opposite to the direction of the axial preload of the first elastic element 27. The combined action of the traction force of the transmission shaft sleeve 24 and the resistance of the second elastic element 28 prevents the elastic element from being repeatedly compressed when driving at low speed, thereby preventing the friction clutch from repeatedly engaging during power transmission.

[0075] The reverse gear power transmission route is as follows:

[0076] Power input mechanism → inertial centrifugal involute coupling sleeve 2 → friction drive shaft 18 → reduction drive shaft sleeve 24 → main shaft 1 → power active output gear 14 → output driven gear 16 → power output shaft 15 → power output terminal gear 17 → power output mechanism.

[0077] When in reverse gear, the overrunning clutch overruns, the power input mechanism reverses, and each ball 5 rolls along the involute raceway to the inner end under the action of inertia. At this time, each ball 5 no longer acts with the inertial centrifugal inner involute coupling sleeve 3. Under the elastic action of the return spring 6, the inertial centrifugal inner involute coupling sleeve 3 moves axially away from the spring mounting seat 4, and enters the reverse gear mode.

[0078] When the vehicle starts, the resistance is greater than the traction force. The axial force generated by the axial displacement of the double-end face cam sleeve 26 acts on the second elastic element 28, the pressure of the first elastic element 27 is released, the driven shaft sleeve 23 moves to the right, the friction clutch disengages, and low-speed starting is automatically achieved, shortening the starting time. After successful starting, the power acts on the main shaft 1 through the friction clutch and the pressure spring mounting seat 4, reducing the driving resistance. When the axial force acting on the second elastic element 28 is less than the pressure generated by the second elastic element 28 itself, the pressure of the second elastic element 28 is released, pushing the double-end face cam sleeve 26 to move, compressing the first elastic element 27, thereby pushing the driven shaft sleeve 23 to the left. The clutch disc of the friction clutch engages, the overrunning clutch 7 is in the overrunning state, and the power transmission begins in high gear.

[0079] During vehicle operation, following the same power principle, the friction clutch engages and disengages with changes in resistance, simultaneously altering the magnitude of the power applied to the main shaft. This allows for automatic gear shifting without disengaging the driving force, resulting in smooth vehicle operation and improved transmission efficiency. Furthermore, the use of a front-mounted adaptive power conversion mechanism provides more sensitive power conversion compared to most existing rear-mounted mechanisms. This allows for more sensitive detection of forward and reverse gears, as well as fast and slow gears, further enhancing power response speed, avoiding response delays, significantly reducing power transmission paths, minimizing power transmission losses, and achieving extremely high transmission efficiency. Example 2

[0080] See appendix Figure 4 Unlike Embodiment 1, an inner adaptive elastic clutch plate 33 is also provided between adjacent driven clutch light plates 22. The inner adaptive elastic clutch plate 33 is axially slidably fitted onto the driven bushing 23. An elastic preload is formed between the active clutch light plate 20 and the driven clutch light plate 22 through the outer adaptive elastic clutch plate 21 and the inner adaptive elastic clutch plate 33.

[0081] The outer adaptive elastic clutch plate 21 and the inner adaptive elastic clutch plate 33 are made of elastic non-metallic materials. Preferably, the outer adaptive elastic clutch plate 21 and the inner adaptive elastic clutch plate 33 are elastic rubber rings formed of polyurethane material. The outer adaptive elastic clutch plate 21 and the inner adaptive elastic clutch plate 33 have a certain degree of elasticity. When the active clutch plate 20 and the driven clutch plate 22 are pressed, the elastic force of the outer adaptive elastic clutch plate 21 and the inner adaptive elastic clutch plate 33 is overcome, causing the active clutch plate 20 and the driven clutch plate 22 to engage and drive together. The outer adaptive elastic clutch plate 21 is set between the active clutch plates 20, and the inner adaptive elastic clutch plate 33 is set between the driven clutch plates 22, so as to better realize the engagement and disengagement between the active clutch plates 20 and the driven clutch plates 22, and avoid the friction plates being in a semi-friction state, which affects the working efficiency. After the pressure of the active clutch plate 20 is released, the elasticity of the outer adaptive elastic clutch plate 21 and the inner adaptive elastic clutch plate 33 causes the active clutch plate 20 and the driven clutch plate 22 to quickly return to their original positions. The driven clutch discs 22 are axially limited by elastic retaining rings 29, which limit the driven clutch discs 22 when the driven bushing 23 moves axially. Through the structural design of the friction clutch, the defects of traditional friction clutches are overcome, the wear resistance, stability and reliability of the friction clutch are greatly improved, the slip friction loss is greatly reduced, the service life and maintenance cycle of the clutch are increased, the separation vibration is effectively reduced, and the smoothness of separation is improved. Example 3

[0082] See appendix Figure 8 Unlike Embodiment 1, in order to further improve the compactness of the electric drive system, the power output terminal gear 17 is located at the other end of the power output shaft 15, and the power output terminal gear 17 is meshed with a differential 34.

[0083] The power transmission route in this embodiment is the same as that in Embodiment 1.

[0084] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0085] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0086] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

Claims

1. A dual-force front-mounted inertia reversing cone clutch adaptive transmission electric drive system, characterized in that: The system includes a transmission system, comprising an input mechanism, a main shaft, a primary reduction gear shaft coaxially arranged with the main shaft, a main transmission mechanism, and a reduction mechanism. The input mechanism includes an input motor and an adaptive power conversion mechanism. The adaptive power conversion mechanism includes an inertial centrifugal outer involute coupling sleeve that can be fixedly mounted on the power input shaft, an inertial centrifugal inner involute coupling sleeve mounted on the main shaft, and a compression spring mounting seat. The inertial centrifugal inner involute coupling sleeve is axially movable between the inertial centrifugal outer involute coupling sleeve and the compression spring mounting seat. The compression spring mounting seat is mounted on the main shaft and rotates synchronously with the main shaft. The compression spring mounting seat and the inertial centrifugal inner involute coupling sleeve... A reset spring is provided between the involute coupling sleeves to drive the axial movement of the inner involute coupling sleeve of the inertial centrifugal ... The main transmission mechanism includes a friction clutch mounted on the main shaft. The friction clutch includes an outer support coaxially mounted on the main shaft and an axially movable inner support. The inner support is located inside the outer support. Multiple axially movable active clutch plates are mounted on the outer support, and multiple axially movable driven clutch plates are mounted on the inner support. The active and driven clutch plates are spaced apart between the outer and inner support, and the engagement and disengagement of the active and driven clutch plates are achieved by the axial movement of the inner support. An external adaptive elastic clutch plate is provided between the active clutch plates. The inner support member is provided with an elastic element group that applies pre-tightening force. The direction of the pre-tightening force is opposite to the direction of the axial component force of the inner support member during power transmission. The inertial centrifugal outer involute coupling sleeve is fixed on the outer support member, and a limiting tray is provided between the inertial centrifugal outer involute coupling sleeve and the active clutch light plate to restrict the axial movement of the inertial centrifugal outer involute coupling sleeve. The elastic element group includes a first elastic element and a second elastic element. The inner support includes a driven bushing fitted on the main shaft. A double-end face cam sleeve is provided between the driven bushing and the main shaft. The double-end face cam sleeve is connected to a reduction external bevel gear through a second axial cam pair, so that the reduction external bevel gear can move along the main shaft axial direction. The middle part of the reduction external bevel gear extends upward and is provided between the first elastic element and the second elastic element. The reduction external bevel gear and the driven bushing form a spline fit. The reduction mechanism includes a reduction shaft parallel to the main shaft and an overrunning clutch fitted on the reduction shaft. The main transmission mechanism connects to the reduction mechanism and transmits power to the overrunning clutch. A transmission shaft sleeve is provided between the overrunning clutch and the first-stage reduction transmission shaft. A power transmission relationship is established between the transmission shaft sleeve and the inner support member.

2. The dual-force front-mounted inertia reversing cone clutch adaptive transmission electric drive system as described in claim 1, characterized in that: One end of the inertial centrifugal outer involute coupling sleeve is connected to the outer support member, and the other end forms a coupling sleeve, which is fitted onto the power shaft of the input motor and drives the main transmission mechanism to rotate under the power of the input motor; the compression spring mounting seat is fitted with a fixing sleeve, and a recess with the same shape as the outer periphery of the fixing sleeve is provided on the inner side of the limiting tray, so that the limiting tray and the inertial centrifugal outer involute coupling sleeve are restricted from axial sliding by the fixing sleeve.

3. The dual-force front-mounted inertia reversing cone clutch adaptive transmission electric drive system as described in claim 2, characterized in that: The external support includes a fixed disk, a limiting tray, and multiple friction drive shafts circumferentially distributed between the fixed disk and the limiting tray. The active clutch light plate is mounted on the friction drive shaft, and the external adaptive elastic clutch plate is mounted on the friction drive shaft and spaced apart between each active clutch light plate.

4. The dual-force front-mounted inertia reversing cone clutch adaptive transmission electric drive system as described in claim 3, characterized in that: A retaining plate for the driven clutch light plate and the driving clutch light plate is fixed at one end of the driven bushing away from the fixed plate. An external gear is provided on the outer circumferential surface of the driven bushing, and an internal gear is provided on the driven clutch light plate, which are meshed and fitted onto the driven bushing.

5. The dual-force front-mounted inertia reversing cone clutch adaptive transmission electric drive system as described in claim 4, characterized in that: The driven bushing is a hollow cylindrical structure coaxial with the main shaft, and an elastic element group is provided inside the hollow cylinder formed by the driven bushing and the main shaft.

6. The dual-force front-mounted inertia reversing cone clutch adaptive transmission electric drive system as described in claim 5, characterized in that: The main transmission mechanism also includes a preload adjustment mechanism, which includes a second axial cam pair, a reduction outer bevel gear, an end retaining ring, an adjusting retaining ring, a limiting protective sleeve, and a tightening bolt. The reduction outer bevel gear is axially slidably disposed between the first elastic element and the second elastic element. The end retaining ring is used to abut against the second elastic element. The adjusting retaining ring abuts against the end retaining ring. The adjusting retaining ring is limited by the limiting protective sleeve fixed by the tightening bolt, and the preload of the elastic element group is adjusted by adjusting the thickness of the adjusting retaining ring.

7. The dual-force front-mounted inertia reversing cone clutch adaptive transmission electric drive system as described in claim 1, characterized in that: The outer ring gear of the overrunning clutch meshes with the low-speed driving gear, which is fitted onto the transmission shaft sleeve via a reduction transmission shaft sleeve. The low-speed intermediate gear on the reduction shaft meshes with the first reduction driven gear located on the first-stage reduction transmission shaft. The overrunning clutch I achieves power transmission with the friction transmission shaft via the reduction transmission shaft sleeve.

8. The dual-force front-mounted inertia reversing cone clutch adaptive transmission electric drive system as described in claim 7, characterized in that: The electric drive system also includes a power output mechanism, which includes a power active output gear, an output driven gear, a power output shaft, and a power output terminal gear, all splined and mounted on the end of the primary reduction drive shaft away from the main drive mechanism. An external spline is provided on the outer circumference of the power output shaft, and the power active output gear is connected to the output driven gear.

9. The dual-force front-mounted inertia reversing cone clutch adaptive transmission electric drive system as described in claim 4, characterized in that: An inner adaptive elastic clutch plate is also provided between adjacent driven clutch plates. The inner adaptive elastic clutch plate is axially slidably fitted onto the driven bushing. An elastic preload is formed between the driving clutch plate and the driven clutch plate through the outer adaptive elastic clutch plate and the inner adaptive elastic clutch plate.

10. The dual-force front-mounted inertia reversing cone clutch adaptive transmission electric drive system as described in claim 8, characterized in that: The power output terminal gear is connected to a differential.

Images