Six-shaft simple electric control variable-speed taper clutch type electric driving system

Abstract

The invention discloses a six-shaft simple electric control speed change taper clutch type electric driving system which comprises a power input mechanism, a speed change assembly and a two-shaft power output mechanism, and the speed change assembly comprises a main shaft, a speed reduction shaft assembly, a reverse gear shaft mechanism, a taper clutch mechanism and an elastic mechanism. The power input shaft, the speed reduction shaft assembly, the reverse gear shaft mechanism and the two-shaft power output mechanism are arranged on the periphery of the main shaft in the circumferential direction. And the structure is simple and reliable, the expansibility is excellent, and various functional modules such as human-controlled reversing, inertial reversing and active upshift and downshift according to real-time power can be flexibly expanded according to actual requirements. The motor can always and efficiently keep working in the current high-efficiency area according to the change of the driving intention, a multi-parameter control strategy with the consciousness and intention of people as priority is achieved, and harmony and unification of people, vehicles, roads and running resistance / running loads are achieved. The important scientific and engineering technology common key problem of traction / driving force-running resistance / load efficient and accurate balance control is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric drive systems, and in particular to a six-axis simplified electronically controlled variable speed taper clutch electric drive system. Background Art

[0002] Compared with the electric drive system equipped with a gearbox only, the gearbox has less power output loss, can provide higher driving torque in the constant torque area, and provide higher speed in the constant power area, and can also achieve high torque and high efficiency under low-speed and heavy-load conditions. What's better is that the timing of the electric motor power burst can be selected to optimize and improve the power output efficiency of the drive motor, enhance the continuous acceleration performance, and have a broader high-efficiency platform. It can fully meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving, greatly improve power, economy and comfort, and help reduce manufacturing and use costs, reduce battery capacity, lightweight and reduce volume, reduce vehicle weight and many other advantages that are difficult to achieve with only a reduction gearbox.

[0003] As products are upgraded, users are more demanding on performance, efficiency and range, and less sensitive to weight and cost. A variable-speed transmission should be the future development trend of electric motorcycle transmission systems. From 2013 to date, the inventor team of this application has designed a series of adaptive friction clutches for matching transmissions.

[0004] For example, a Chinese patent (application number: CN201310389721, name: multi-cam adaptive multi-speed automatic transmission) discloses a variety of transmission systems that use conical friction pairs combined with preload control transmission. The system uses the output power and driving resistance properties of the motor to change the transmission route through the friction transmission component, the end cam clutch mechanism, and the overrunning clutch, and selects high-speed or low-speed gears according to the load to switch gears. The outer surface of the friction transmission component is designed to be a conical body, and the inner ring of the friction ring is constructed into a conical hole structure that matches the conical surface. The elastic element at the right end of the friction transmission component pushes the friction transmission component into the conical hole to achieve power connection. The end cam at the left end of the friction transmission component is pushed by the load to leave the conical hole to achieve power separation. In the end cam clutch mechanism described in the document, the part responsible for performing separation and connection is composed of the friction transmission component and the elastic element.

[0005] However, the series of tapered clutch electric drive systems designed by the inventor team of this application do not have the function of active fast and slow gear switching. Therefore, it is impossible to realize the function of electronically controlled shifting according to the comparison of torque and speed with power targets. That is, the existing tapered clutch electric drive system can only adjust the shifting logic of fast and slow gears through offline calibration, but cannot flexibly adjust the shifting logic online according to changes in the driver's driving mode orientation (for example: ECO mode, sports mode and snow mode, etc.), and the driver cannot actively shift up and down according to his own driving intentions.

[0006] Solving the above problems has become a top priority. Summary of the invention

[0007] In view of this, the present invention provides a six-axis simplified electronically controlled variable speed tapered clutch electric drive system.

[0008] The technical solution is as follows:

[0009] The first aspect of the present application relates to a six-axis simplified electronically controlled variable speed tapered clutch electric drive system, comprising a power input mechanism, a speed change assembly and a two-axis power output mechanism, wherein the power input mechanism comprises a power motor and a power input shaft coaxially fixedly connected to the motor shaft of the power motor, the speed change assembly comprises a main shaft, a reduction shaft assembly, a reverse gear shaft mechanism and a tapered clutch mechanism and an elastic mechanism all arranged on the main shaft, the power input shaft, the reduction shaft assembly, the reverse gear shaft mechanism and the two-axis power output mechanism are arranged in parallel around the main shaft along the circumferential direction, an electronically controlled shifting mechanism is installed at one end of the main shaft close to the tapered clutch mechanism, the elastic mechanism comprises an end gear, a power output gear sleeve and an end support ring which are sequentially sleeved on the main shaft along the axial direction, the end gear and the end support ring are sleeved on the main shaft in synchronous rotation, the power output gear sleeve can be sleeved on the main shaft in relative rotation, and the reduction shaft assembly can reduce the transmission between the power output gear sleeve and the end gear;

[0010] The tapered clutch mechanism comprises an inner tapered sleeve synchronously and rotatably mounted on the end support ring and an outer tapered sleeve frictionally mounted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve synchronously and rotatably is provided with an input driven gear meshing with the input driving gear of the power input shaft, the power output gear sleeve rotates synchronously with the outer tapered sleeve, the inner tapered sleeve can move axially relative to the end support ring, and a first elastic element group for driving the inner tapered sleeve to separate from the outer tapered sleeve in a direction away from the electric control shift mechanism is provided between the inner tapered sleeve and the outer tapered sleeve;

[0011] The two-shaft power output mechanism includes an output shaft reduction assembly and a differential both arranged in parallel with the main shaft, the main shaft has a main shaft output tooth that rotates synchronously with the main shaft, and the output shaft reduction assembly reduces the speed between the main shaft output tooth and the differential;

[0012] The electronically controlled shift mechanism comprises a shift motor, a hollow screw rod which can be relatively rotatably mounted on the main shaft, a transmission member which is threadedly mounted on the hollow screw rod, an active member which is synchronously rotatably mounted on the motor shaft of the shift motor, and a real-time power detection assembly installed on the power input shaft. The inner end of the hollow screw rod passes through the outer cone sleeve and is coaxially connected to the inner cone sleeve through a connecting ring. The hollow screw rod can rotate relative to the inner cone sleeve and can also move axially synchronously with the inner cone sleeve. The hollow screw rod and the transmission member constitute a screw-nut kinematic pair.

[0013] The active member is a worm, the transmission member is a worm wheel, and the worm and the worm wheel form a worm-wheel kinematic pair; or, the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear;

[0014] The reverse gear shaft mechanism includes a reverse gear reduction shaft and a reverse gear switching assembly arranged on the reverse gear reduction shaft, and the reverse gear switching assembly has a disconnected and engaged state; when the motor shaft reverses and the reverse gear switching assembly is in the engaged state, the reverse gear switching assembly reduces speed between the power output gear sleeve and the end gear; when the motor shaft rotates forward, the reverse gear switching assembly is in the disconnected state, and the electronically controlled shifting mechanism combines the inner cone sleeve with the outer cone sleeve, the outer cone sleeve transmits power to the main shaft through the inner cone sleeve; when the motor shaft rotates forward, the reverse gear switching assembly is in the disconnected state, and the electronically controlled shifting mechanism separates the inner cone sleeve from the outer cone sleeve, the outer cone sleeve transmits power to the main shaft through the power output gear sleeve, the reduction shaft assembly and the end gear in sequence.

[0015] The above six-axis simplified electronically controlled variable speed taper clutch electric drive system has the following beneficial effects:

[0016] 1. The power information of the electric drive system can be easily calculated based on the torque information and speed information collected by the real-time power detection component, and the power information can be compared with the same power target to draw a conclusion on whether active gear shifting is needed. The gear shifting motor is then used to drive the push-pull rods to move axially synchronously through the worm gear kinematic pair (or gear transmission pair) and the screw nut kinematic pair, thereby not only efficiently realizing active gear shifting, but also making the electronic control algorithm extremely simple; the system is fully autonomous in the process of outputting power, and it outputs reasonable torque and speed (power target) in a timely, synchronous and adaptive manner without interrupting power as the load / resistance changes during the power output process. The system completes the tasks of power supply, transmission, distribution and output, and meets the requirements of efficient and energy-saving use throughout the process.

[0017] 2. The driver can actively shift gears according to his or her own driving intentions, which improves the driver's controllability and driving pleasure of the motor vehicle.

[0018] 3. During the active gear shifting process, the tapered clutch mechanism can serve as an excellent vibration absorption mechanism, effectively absorbing the gear shifting shock and making the gear shifting process extremely smooth.

[0019] 4. The transmission can adjust the speed and torque of the motor so that it works in the optimal efficiency area under different vehicle speeds and load conditions, thereby improving the performance and efficiency of the motor; through reasonable speed ratio selection, the transmission can keep the motor at a lower speed when driving at high speeds, reduce energy consumption, and thus extend the range of the electric vehicle; the transmission can provide different gear options, so that the electric vehicle can obtain greater torque output when accelerating and climbing, and improve power performance; the driver can choose the appropriate gear according to different road conditions and driving styles to achieve a more flexible driving experience; the use of a transmission can reduce the power and torque requirements for the motor, thereby reducing the size and cost of the motor; the existence of the transmission can better match the motor and other components, improve the efficiency of the entire electric drive system, and reduce energy loss; some electric vehicles may need to operate under different working conditions, such as urban roads, highways, mountainous areas, etc., and the transmission can help the vehicle better adapt to these different working conditions.

[0020] 5. The overall structure is simple and reliable, and the structural scalability is excellent. It can flexibly expand into a variety of functional modules according to actual needs to meet the platform and modular design requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a structural schematic diagram of a six-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 1 in fast gear;

[0022] Figure 2 It is a structural schematic diagram of a six-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 1 in a slow gear;

[0023] Figure 3 It is a structural schematic diagram of a six-axis simplified electronically controlled speed-changing tapered clutch electric drive system embodiment 1 in the forward gear;

[0024] Figure 4 It is a structural schematic diagram of a six-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 1 in reverse gear;

[0025] Figure 5 It is a structural schematic diagram of a six-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 2 in the forward gear;

[0026] Figure 6 It is a structural schematic diagram of a six-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 2 in reverse gear;

[0027] Figure 7 It is a schematic diagram of the coordination relationship of the first raceway, the second raceway and the ball in the forward gear of the first embodiment of the six-axis simplified electronically controlled variable speed tapered clutch electric drive system;

[0028] Figure 8 It is a schematic diagram of the matching relationship of the first raceway, the second raceway and the ball in the reverse gear of the matching mode 1 of the six-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 1;

[0029] Fig. 9 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the ball in the second coordination mode of the six-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 1 in the forward gear;

[0030] Fig.10 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the ball in the second coordination mode of the six-axis simplified electronically controlled speed-changing tapered clutch electric drive system embodiment 1 when in reverse gear. DETAILED DESCRIPTION

[0031] The present invention is further described below in conjunction with embodiments and drawings.

[0032] Embodiment 1:

[0033] like Figure 1-Figure 4 as well as Figure 7-10 As shown, a six-axis simplified electronically controlled speed-changing tapered clutch electric drive system mainly includes a power input mechanism, a speed change assembly and a two-axis power output mechanism 9.

[0034] The power input mechanism includes a power motor 3 and a power input shaft 6 coaxially fixedly connected to the motor shaft 3a of the power motor 3. One end of the power input shaft 6 is coaxially fixedly connected to the motor shaft 3a of the power motor 3. Specifically, the end of the power input shaft 6 close to the power motor 3 is coaxially fixedly connected to the outer end of the motor shaft 3a of the power motor 3. In this embodiment, the outer end surface of the motor shaft 3a is recessed to form a spline hole, and the end of the power input shaft 6 close to the power motor 3 is adapted to the spline hole, and is formed with an external spline adapted to the spline hole, that is, the end of the power input shaft 6 is embedded in the spline hole and forms a spline match with the spline hole; it should be pointed out that the outer end of the motor shaft 3a can also be connected to the power input shaft 6 through a coupling.

[0035] The speed change assembly includes a main shaft 4, a reduction shaft assembly 2, a reverse shaft mechanism 8, and a tapered clutch mechanism and an elastic mechanism all arranged on the main shaft 4. The power input shaft 6, the reduction shaft assembly 2, the reverse shaft mechanism 8, and the two-shaft power output mechanism 9 are arranged in parallel along the circumferential direction around the main shaft 4. In addition, an electric control shift mechanism 10 is installed at one end of the main shaft 4 close to the tapered clutch mechanism.

[0036] The elastic mechanism includes an end gear 5g, a power output gear sleeve 5j and an end support ring 5d which are sequentially mounted on the main shaft 4 along the axial direction. The end gear 5g and the end support ring 5d are both mounted on the main shaft 4 in a synchronously rotating manner. The power output gear sleeve 5j can be relatively rotatably mounted on the main shaft 4. The reduction shaft assembly 2 can reduce the transmission between the power output gear sleeve 5j and the end gear 5g.

[0037] The tapered clutch mechanism includes an inner tapered sleeve 5b which is synchronously rotated and mounted on the end support ring 5d, and an outer tapered sleeve 5a which is frictionally mounted on the circumferential outer side of the inner tapered sleeve 5b, wherein the outer tapered sleeve 5a surrounds the circumferential outer side of the inner tapered sleeve 5b, and the outer tapered sleeve 5a and the inner tapered sleeve 5b are both annular structures as a whole, and the rotation axis of the outer tapered sleeve 5a coincides with the rotation axis of the inner tapered sleeve 5b.

[0038] The outer cone sleeve 5a is synchronously rotated with an input driven gear 5a1 meshed with the input driving gear 6a of the power input shaft 6, that is, the power input shaft 6 can drive the outer cone sleeve 5a to rotate through the mutually meshing input driving gear 6a and the input driven gear 5a1. At the same time, the power output gear sleeve 5j rotates synchronously with the outer cone sleeve 5a.

[0039] The circumferential outer wall of the inner cone sleeve 5b is an inner friction cone surface with a cone surface structure, and correspondingly, the circumferential inner wall of the outer cone sleeve 5a is an outer friction cone surface with a cone surface structure, and the outer friction cone surface is frictionally matched with the inner friction cone surface.

[0040] Furthermore, a friction material layer is sintered on the outer friction cone surface, an oil path is distributed on the friction material layer, and oil holes 5b2 are distributed on the inner cone sleeve 5b along the wall thickness direction. Lubricating oil can enter the outer friction cone ring surface from the inner cone sleeve 5b through the oil holes 5b2, and then the lubricating oil is distributed on the outer friction cone ring surface along the oil path, which can cool, reduce friction and clean the cone ring surface, and can balance the air pressure of the outer cone sleeve 5a and the inner cone sleeve 5b.

[0041] At the same time, the end cover of the outer cone sleeve 5a away from the electronically controlled shift mechanism 10 is covered with an outer cone sleeve end cover 5a3 which rotates synchronously therewith, and the input driven gear 5a1 is installed on the outer cone sleeve end cover 5a3 which rotates synchronously therewith. The input driven gear 5a1 and the end support ring 5d are both provided with oil holes 5h which penetrate along the wall thickness direction, thereby ensuring sufficient lubrication of the outer cone sleeve 5a and the inner cone sleeve 5b.

[0042] The inner cone sleeve 5b can move axially relative to the end support ring 5d, and a first elastic element group 5c is provided between the inner cone sleeve 5b and the outer cone sleeve 5a, which is used to drive the inner cone sleeve 5b to separate from the outer cone sleeve 5a in the direction away from the electronically controlled shift mechanism 10, that is, the two ends of the first elastic element group 5c are elastically supported between the inner cone sleeve 5b and the outer cone sleeve 5a, respectively, so as to drive the inner friction cone surface to press against the outer friction cone surface.

[0043] It should be pointed out that the first elastic element group 5c preferably adopts a disc spring group, which is durable, stable and reliable.

[0044] The two-shaft power output mechanism 9 includes an output shaft reduction assembly 9a and a differential 9b, both of which are arranged parallel to the main shaft 4. The main shaft 4 has a main shaft output tooth 4a that rotates synchronously therewith. The output shaft reduction assembly 9a reduces the speed between the main shaft output tooth 4a and the differential 9b.

[0045] Among them, the output shaft reduction assembly 9a includes an output shaft 9a1 parallel to the main shaft 4 and an output primary driven gear 9a2 and an output secondary driving gear 9a3 that are integrally formed on the output shaft 9a1. The main shaft output teeth 4a are meshed with the output primary driven gear 9a2, and the output secondary driving gear 9a3 is meshed with the differential input gear 9b1 of the differential 9b. In addition, the diameter of the output primary driven gear 9a2 is larger than the diameter of the main shaft output teeth 4a, and the diameter of the output secondary driving gear 9a3 is smaller than the diameter of the differential input gear 9b1, thereby realizing secondary reduction and torque increase.

[0046] The electric control shift mechanism 10 comprises a shift motor 10c, a hollow screw 10a which can be relatively rotated and sleeved on the main shaft 4, a transmission member 10b which is threadedly sleeved on the hollow screw 10a, an active member 10i which is synchronously rotated and sleeved on the motor shaft of the shift motor 10c, and a real-time power detection component 10g which is installed on the power input shaft 6. The inner end of the hollow screw 10a passes through the outer cone sleeve 5a and is coaxially connected to the inner cone sleeve 5b through a connecting ring 10f. The hollow screw 10a can rotate relative to the inner cone sleeve 5b and can also move axially synchronously with the inner cone sleeve 5b. The hollow screw 10a and the transmission member 10b constitute a screw nut kinematic pair. Therefore, through the axial movement of the hollow screw 10a, the inner cone sleeve 5b can be driven to move axially synchronously with it through the connecting ring 10f, while the rotation of the inner cone sleeve 5b will not drive the hollow screw 10a to rotate.

[0047] In this embodiment, the active member 10i and the driven member 10b have the following two implementation modes:

[0048] Implementation method 1 of the active member 10i and the driven member 10b: the active member 10i is a worm, and the driven member 10b is a worm wheel. Therefore, the active member 10i and the driven member 10b constitute a worm wheel kinematic pair.

[0049] Implementation 2 of the active member 10i and the driven member 10b: Implementation 1 of the active member 10i and the driven member 10b: The active member 10i is a driving gear, and the driven member 10b is a driven gear, so the active member 10i meshes with the driven member 10b. It should be noted that the active gear and the driven gear can both be cylindrical gears or bevel gears.

[0050] Therefore, by the forward or reverse rotation of the motor shaft of the shift motor 10c, the inner tapered sleeve 5b can be driven to move axially through the worm gear kinematic pair (or gear transmission pair) and the screw nut kinematic pair. Specifically, when the inner friction cone surface of the inner tapered sleeve 5b presses against the outer friction cone surface of the outer tapered sleeve 5a, the outer tapered sleeve 5a can transmit power to the inner tapered sleeve 5b; when the inner friction cone surface of the inner tapered sleeve 5b is separated from the outer friction cone surface of the outer tapered sleeve 5a, the outer tapered sleeve 5a cannot transmit power to the inner tapered sleeve 5b.

[0051] During the active shifting process, the conical clutch mechanism can serve as an excellent vibration absorption mechanism, effectively absorbing the shifting shock and making the shifting process extremely smooth. In addition, the real-time power detection component 10g multiplies the torque and the speed to obtain the real-time power of the electric drive system, and compares the power information with the same power target to determine whether active shifting is required. This not only realizes active shifting efficiently, but also makes the electronic control algorithm extremely simple.

[0052] Furthermore, the inner end of the hollow screw 10a passes through the outer cone sleeve 5a and protrudes radially outward to form a limited support ring 10a1. A first plane bearing 10e is arranged between the side of the limited support ring 10a1 close to the end support ring 5d and the connecting ring 10f. The circumferential inner wall of the inner cone sleeve 5b has a cone sleeve connecting seat 5b1 fixedly connected to the connecting ring 10f. The side of the limited support ring 10a1 away from the end support ring 5d is supported on the cone sleeve connecting seat 5b1. One end of the first elastic element group 5c is supported on the outer cone sleeve 5a, and the other end is supported between the cone sleeve connecting seat 5b1 and the second end bearing 5f. By setting the first plane bearing 10e and the second end bearing 5f, rotation interference between adjacent components can be avoided, which is simple and reliable.

[0053] The real-time power detection component 10g includes a transmission sensing cam sleeve 10g1 which is synchronously rotated and sleeved on the power input shaft 6, a speed detection permanent magnet 10g3 and a displacement detection permanent magnet 10g4 which are both installed on the transmission sensing cam sleeve 10g1, and a speed detection Hall element 10g5 and a displacement detection Hall element 10g6 which are both arranged on the housing of the six-axis simplified electronically controlled speed-changing tapered clutch electric drive system. The transmission sensing cam sleeve 10g1 can move axially along the power input shaft 6, and a matching cam boss 6c which protrudes radially outward is integrally formed on the power input shaft 6. An end face of the transmission sensing cam sleeve 10g1 which is away from the input active tooth 6a and an adjacent end face of the matching cam boss 6c form an end face cam pair c. Therefore, when the torque and speed change, the transmission sensing cam sleeve 10g1 can move axially along the power input shaft 6 when it rotates relative to the matching cam boss 6c.

[0054] The transmission sensor cam sleeve 10g1 in this embodiment is spline-matched with the power input shaft 6, which is simple and reliable.

[0055] An elastic element support ring 10g7 is fixedly mounted on the power input shaft 6 and is located between the transmission sensing cam sleeve 10g1 and the input driving tooth 6a. An elastic element 10g2 is elastically supported between the transmission sensing cam sleeve 10g1 and the elastic element support ring 10g7. The speed detection Hall element 10g5 is matched with the speed detection permanent magnet 10g3, and the displacement detection Hall element 10g6 is matched with the displacement detection permanent magnet 10g4.

[0056] In the real-time power detection component 10g, the speed detection Hall element 10g5 is matched with the speed detection permanent magnet 10g3, and the displacement detection Hall element 10g6 is matched with the displacement detection permanent magnet 10g4. Through the cooperation of the speed detection Hall element 10g5 and the speed detection permanent magnet 10g3, the real-time speed information can be accurately obtained, and through the cooperation of the displacement detection Hall element 10g6 and the displacement detection permanent magnet 10g4, the real-time torque information can be simply converted, and then the speed information and the torque information are multiplied to obtain the real-time power. When the real-time power is less than the set power target range, the high-speed gear is actively switched to the low-speed gear, and when the real-time power is greater than the set power target range, the low-speed gear is actively switched to the high-speed gear.

[0057] The reduction shaft assembly 2 includes a first reduction shaft 2a parallel to the main shaft 4, first and second driving teeth 2b formed on the first reduction shaft 2a, and a first overrunning clutch 2c mounted on the first reduction shaft 2a, the first and second driving teeth 2b meshing with the end gear 5g, and the outer ring of the first overrunning clutch 2c has a first primary driven tooth 2c1 meshing with the power output gear sleeve 5j. When the first overrunning clutch 2c is in a coupled state, the power output gear sleeve 5j meshing can drive the first reduction shaft 2a to rotate through the first overrunning clutch 2c, and when the first overrunning clutch 2c is in an overrunning state, the power output gear sleeve 5j meshing will not transmit power to the first reduction shaft 2a.

[0058] The reverse gear shaft mechanism 8 includes a reverse gear reduction shaft 8a and a reverse gear switching assembly arranged on the reverse gear reduction shaft 8a, and the reverse gear switching assembly has a disconnected state and a connected state.

[0059] When the motor shaft 3a is reversed and the reverse gear switching assembly is in the engaged state, the reverse gear switching assembly reduces the transmission speed between the power output gear sleeve 5j and the end gear 5g; and is in the reverse gear state.

[0060] When the motor shaft 3a rotates forward, the reverse gear switching assembly is in the disconnected state, and the electronically controlled shift mechanism 10 combines the inner cone sleeve 5b with the outer cone sleeve 5a, the outer cone sleeve 5a transmits power to the main shaft 4 through the inner cone sleeve 5b; it is in the forward gear fast gear state.

[0061] When the motor shaft 3a rotates forward, the reverse gear switching assembly is in the disconnected state, and the electronically controlled shift mechanism 10 separates the inner cone sleeve 5b from the outer cone sleeve 5a, the outer cone sleeve 5a transmits power to the main shaft 4 through the power output gear sleeve 5j, the reduction shaft assembly 2 and the end gear 5g in sequence; it is in the forward gear slow gear state.

[0062] Specifically, the reverse gear switching assembly includes a reverse gear coupling sleeve 8c and an inertia centrifugal outer end cover 8b which are synchronously rotatably mounted on the reverse gear reduction shaft 8a, and an inertia centrifugal coupling disk 8d which is relatively rotatably mounted on the reverse gear reduction shaft 8a. A reverse gear secondary active tooth 8j which meshes with the end gear 5g is integrally formed on the reverse gear reduction shaft 8a. The inertia centrifugal coupling disk 8d is axially movably arranged between the inertia centrifugal outer end cover 8b and the reverse gear coupling sleeve 8c. At least one circle of compression spring annular array is elastically supported between the reverse gear coupling sleeve 8c and the inertia centrifugal coupling disk 8d for driving the inertia centrifugal coupling disk 8d to move toward the inertia centrifugal outer end cover 8b. Each circle of the compression spring annular array is coaxially arranged with the reverse gear reduction shaft 8a, and the distance between each circle of the compression spring annular array and the reverse gear reduction shaft 8a is different.

[0063] At the same time, a reverse driven tooth 8h is integrally formed on the inertial centrifugal outer end cover 8b, and the reverse driven tooth 8h is meshed with the power output gear sleeve 5j. A side of the inertial centrifugal outer end cover 8b close to the inertial centrifugal coupling disk 8d is recessed to form a plurality of first raceways 8f1 evenly distributed along the circumferential direction, and each first raceway 8f1 is an involute structure or an Archimedean spiral structure arranged in the same direction. A side of the inertial centrifugal coupling disk 8d close to the inertial centrifugal outer end cover 8b is recessed to form a plurality of second raceways 8f2 evenly distributed along the circumferential direction, and each second raceway 8f2 is an involute structure or an Archimedean spiral structure arranged in the same direction. Among them, the involute structure is easier to process, and the Archimedean spiral structure makes the movement of the ball 8g smoother, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0064] In this embodiment, each first raceway 8f1 and the corresponding second raceway 8f2 form an involute raceway 8f, and the depth of each involute raceway 8f gradually decreases from the inner end to the outer end. A ball 8g is arranged in each involute raceway 8f.

[0065] The design of the first raceway 8f1 and the second raceway 8f2 has the following two implementations:

[0066] Embodiment 1: The extension directions of the first raceway 8f1 and the second raceway 8f2 are opposite. When each ball 8g is located at the inner end or outer end of the corresponding first raceway 8f1 and the second raceway 8f2, each first raceway 8f1 forms a heart-shaped structure with the corresponding second raceway 8f2.

[0067] Embodiment 2: The first raceways 8f1 and the second raceways 8f2 extend in the same direction, and the projections of the first raceways 8f1 on the corresponding inertial centrifugal coupling discs 8d overlap with the corresponding second raceways 8f2.

[0068] When the motor shaft 3a rotates forward, each ball 8g is located at the inner end of the corresponding involute raceway 8f, and the annular array of compression springs forces the inertial centrifugal coupling disc 8d to move away from the reverse gear coupling sleeve 8c, thereby separating from the reverse gear coupling sleeve 8c; it is in the forward gear mode.

[0069] When the motor shaft 3a rotates reversely, each ball 8g is located at the outer end of the corresponding involute raceway 8f, and forces the inertial centrifugal coupling disc 8d to approach the reverse gear coupling sleeve 8c, thereby coupling with the reverse gear coupling sleeve 8c and rotating synchronously; it is in the reverse gear mode.

[0070] Further, the outer peripheral surface of the reverse gear coupling sleeve 8c has a coupling disc portion 8c1 extending in the radial direction, and the side surface of the coupling disc portion 8c1 close to the inertia centrifugal coupling disc 8d has a circle of passive coupling teeth 8c2, and the side surface of the inertia centrifugal coupling disc 8d close to the reverse gear coupling sleeve 8c has a circle of active coupling teeth 8d1 that can be coupled with or separated from the passive coupling teeth 8c2. When the active coupling teeth 8d1 are coupled with the passive coupling teeth 8c2, the inertia centrifugal outer end cover 8b, the inertia centrifugal coupling disc 8d and the reverse gear coupling sleeve 8c rotate synchronously. When the active coupling teeth 8d1 are separated from the passive coupling teeth 8c2, the terminal inertia centrifugal coupling disc 8d and the terminal reverse gear coupling sleeve 8c no longer rotate synchronously.

[0071] In this embodiment, the annular array of compression springs is composed of at least three return compression springs 8e evenly distributed in an annular shape, a third end face bearing 8i is installed on the surface of the side of the inertial centrifugal coupling disc 8d close to the coupling disc portion 8c1, and a compression spring installation groove corresponding to each return compression spring 8e is formed on the surface of the side of the coupling disc portion 8c1 close to the inertial centrifugal coupling disc 8d, one end of each return compression spring 8e is respectively embedded in the corresponding compression spring installation groove, and the other end is supported on the same third end face bearing 8i. By providing the third end face bearing 8i, it is ensured that each return compression spring 8e can rotate relative to the reverse gear coupling sleeve 8c, thereby completely avoiding the return compression spring 8e from twisting.

[0072] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward, the inner friction cone surface of the inner cone sleeve 5b presses the outer friction cone surface of the outer cone sleeve 5a, and the reverse gear switching assembly is disconnected):

[0073] Motor shaft 3a→power input shaft 6→input driven gear 5a1→outer tapered sleeve 5a→inner tapered sleeve 5b→end support ring 5d→main shaft 4→output first-stage driven gear 9a2→output shaft 9a1→output second-stage driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, differential 9b transmits the output power to two wheels.

[0074] At this time, the outer ring of the first overrunning clutch 2c overtakes the inner ring, and the shift motor 10c controls the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear, and the power is transmitted through the following route, that is, the slow gear power transmission route (when the motor shaft 3a rotates forward, the inner friction cone surface of the inner cone sleeve 5b is separated from the outer friction cone surface of the outer cone sleeve 5a, and the reverse gear switching component is disconnected):

[0075] Motor shaft 3a→power input shaft 6→input driven gear 5a1→outer tapered sleeve 5a→power output sleeve 5j→first overrunning clutch 2c→first reduction shaft 2a→first and second driving teeth 2b→end gear 5g→main shaft 4→output first-stage driven gear 9a2→output shaft 9a1→output second-stage driving teeth 9a3→differential input gear 9b1→differential 9b; in this embodiment, differential 9b transmits the output power to two wheels.

[0076] The reverse gear transmission path of this embodiment is as follows (when the motor shaft 3a is reversed and the reverse gear switching assembly is disconnected):

[0077] Motor shaft 3a→power input shaft 6→input driven gear 5a1→outer tapered sleeve 5a→power output sleeve 5j→inertia centrifugal outer end cover 8b→each ball 8g→inertia centrifugal coupling plate 8d→reverse gear coupling sleeve 8c→reverse gear reduction shaft 8a→reverse gear secondary driving tooth 8j→end gear 5g→main shaft 4→output primary driven gear 9a2→output shaft 9a1→output secondary driving tooth 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0078] Embodiment 2:

[0079] See also Figure 5 and Figure 6 The main structure of this embodiment is exactly the same as that of embodiment 1, except that the reverse gear switching assembly is different.

[0080] In this embodiment, the reverse gear switching assembly includes a reverse gear coupling gear 8k that can be relatively rotatably mounted on the reverse gear reduction shaft 8a, a fork sleeve mounting seat 8l that is synchronously rotatably mounted on the reverse gear reduction shaft 8a, and a fork sleeve 8m that is synchronously rotatably mounted on the fork sleeve mounting seat 8l. The reverse gear coupling gear 8k is integrally formed with a reverse gear driven tooth 8h that meshes with the power output gear sleeve 5j, and the reverse gear reduction shaft 8a is integrally formed with a reverse gear secondary active tooth 8j that meshes with the end gear 5g. The fork sleeve 8m can slide axially along the fork sleeve mounting seat 8l to engage with or disengage from the reverse gear coupling gear 8k.

[0081] When the shift fork sleeve 8m is combined with the reverse gear engaging gear 8k, the reverse gear engaging gear 8k can drive the reverse gear reduction shaft 8a to rotate synchronously therewith through the shift fork sleeve 8m and the shift fork sleeve mounting seat 81; and the reverse gear is in the reverse gear state.

[0082] When the shift fork sleeve 8m is separated from the reverse gear engaging gear 8k, the reverse gear engaging gear 8k will not transmit power to the shift fork sleeve 8m and the shift fork sleeve mounting seat 81; it is in the forward gear state.

[0083] Furthermore, an outer circumferential surface of the shift fork sleeve mounting seat 8l is formed with an outer spline 8l1 of the mounting seat, an inner circumferential surface of the shift fork sleeve 8m is formed with an inner spline 8m1 of the shift fork sleeve that spline-matches with the outer spline 8l1 of the mounting seat, and an outer circumferential surface of the reverse gear coupling gear 8k close to the shift fork sleeve mounting seat 8l is formed with an outer spline 8k1 of the coupling gear that is identical to the outer spline 8l1 of the mounting seat; when the inner spline 8m1 of the shift fork sleeve 8m only spline-matches with the outer spline 8l1 of the mounting seat, the reverse gear coupling gear 8k will not transmit power to the shift fork sleeve 8m; when the inner spline 8m1 of the shift fork sleeve 8m of the shift fork sleeve 8m simultaneously spline-matches with the outer spline 8l1 of the mounting seat and the outer spline 8k1 of the coupling gear, the reverse gear coupling gear 8k drives the reverse gear reduction shaft 8a to rotate synchronously with it through the shift fork sleeve 8m and the shift fork sleeve mounting seat 8l.

[0084] The forward gear transmission path of this embodiment is the same as that of the first embodiment.

[0085] The reverse gear transmission path of this embodiment is as follows (when the motor shaft 3a is reversed and the reverse gear switching assembly is disconnected):

[0086] Motor shaft 3a→power input shaft 6→input driven gear 5a1→outer tapered sleeve 5a→power output sleeve 5j→reverse gear combining gear 8k→shift fork sleeve 8m→shift fork sleeve mounting seat 8l→reverse gear reduction shaft 8a→reverse gear secondary driving tooth 8j→end gear 5g→main shaft 4→output primary driven gear 9a2→output shaft 9a1→output secondary driving tooth 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0087] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention, and such changes all fall within the scope of protection of the present invention.

Claims

1. A six-axis simplified electronically controlled variable speed tapered clutch electric drive system, comprising a power input mechanism, a speed change assembly and a two-axis power output mechanism, wherein the power input mechanism comprises a power motor and a power input shaft coaxially fixedly connected to the motor shaft of the power motor, the speed change assembly comprises a main shaft, a reduction shaft assembly, a reverse gear shaft mechanism and a tapered clutch mechanism and an elastic mechanism all arranged on the main shaft, the power input shaft, the reduction shaft assembly, the reverse gear shaft mechanism and the two-axis power output mechanism are arranged in parallel around the main shaft in the circumferential direction, an electronically controlled shift mechanism is installed at one end of the main shaft close to the tapered clutch mechanism, and the characteristics are as follows: The elastic mechanism comprises an end gear, a power output gear sleeve and an end support ring which are sequentially sleeved on the main shaft along the axial direction, the end gear and the end support ring are sleeved on the main shaft in synchronous rotation, the power output gear sleeve can be sleeved on the main shaft in relative rotation, and the reduction shaft assembly can reduce the transmission between the power output gear sleeve and the end gear; The tapered clutch mechanism comprises an inner tapered sleeve synchronously and rotatably mounted on the end support ring and an outer tapered sleeve frictionally mounted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve synchronously and rotatably is provided with an input driven gear meshing with the input driving gear of the power input shaft, the power output gear sleeve rotates synchronously with the outer tapered sleeve, the inner tapered sleeve can move axially relative to the end support ring, and a first elastic element group for driving the inner tapered sleeve to separate from the outer tapered sleeve in a direction away from the electric control shift mechanism is provided between the inner tapered sleeve and the outer tapered sleeve; The two-shaft power output mechanism includes an output shaft reduction assembly and a differential both arranged in parallel with the main shaft, the main shaft has a main shaft output tooth that rotates synchronously with the main shaft, and the output shaft reduction assembly reduces the speed between the main shaft output tooth and the differential; The electronically controlled shift mechanism comprises a shift motor, a hollow screw rod which can be relatively rotatably mounted on the main shaft, a transmission member which is threadedly mounted on the hollow screw rod, an active member which is synchronously rotatably mounted on the motor shaft of the shift motor, and a real-time power detection assembly installed on the power input shaft. The inner end of the hollow screw rod passes through the outer cone sleeve and is coaxially connected to the inner cone sleeve through a connecting ring. The hollow screw rod can rotate relative to the inner cone sleeve and can also move axially synchronously with the inner cone sleeve. The hollow screw rod and the transmission member constitute a screw-nut kinematic pair. The active member is a worm, the transmission member is a worm wheel, and the worm and the worm wheel form a worm-wheel kinematic pair; or, the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear; The reverse gear shaft mechanism includes a reverse gear reduction shaft and a reverse gear switching assembly arranged on the reverse gear reduction shaft, and the reverse gear switching assembly has a disconnected and engaged state; when the motor shaft reverses and the reverse gear switching assembly is in the engaged state, the reverse gear switching assembly reduces speed between the power output gear sleeve and the end gear; when the motor shaft rotates forward, the reverse gear switching assembly is in the disconnected state, and the electronically controlled shifting mechanism combines the inner cone sleeve with the outer cone sleeve, the outer cone sleeve transmits power to the main shaft through the inner cone sleeve; when the motor shaft rotates forward, the reverse gear switching assembly is in the disconnected state, and the electronically controlled shifting mechanism separates the inner cone sleeve from the outer cone sleeve, the outer cone sleeve transmits power to the main shaft through the power output gear sleeve, the reduction shaft assembly and the end gear in sequence.

2. The six-axis simplified electronically controlled variable speed taper clutch electric drive system according to claim 1 is characterized in that: The reverse gear switching assembly includes a reverse gear coupling sleeve and an inertia centrifugal outer end cover which are both synchronously rotated and sleeved on the reverse gear reduction shaft, and an inertia centrifugal coupling disk which can be relatively rotated and sleeved on the reverse gear reduction shaft, the reverse gear reduction shaft is integrally formed with a reverse gear secondary active tooth meshing with the end gear, the inertia centrifugal coupling disk can be axially movably arranged between the inertia centrifugal outer end cover and the reverse gear coupling sleeve, at least one circle of a compression spring annular array for driving the inertia centrifugal coupling disk to move toward the inertia centrifugal outer end cover is elastically supported between the reverse gear coupling sleeve and the inertia centrifugal coupling disk, each circle of the compression spring annular array is coaxially arranged with the reverse gear reduction shaft, and the inertia centrifugal outer end cover is integrally formed with a reverse gear secondary active tooth meshing with the end gear. The type has a reverse gear driven tooth, which is meshed with the power output gear sleeve, the inertial centrifugal outer end cover is concavely formed on one side close to the inertial centrifugal coupling disk to form a plurality of first raceways evenly distributed along the circumferential direction, and each first raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, the inertial centrifugal coupling disk is concavely formed on one side close to the inertial centrifugal outer end cover to form a plurality of second raceways evenly distributed along the circumferential direction, and each second raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, each first raceway respectively forms an involute raceway with the corresponding second raceway, and the depth of each involute raceway gradually decreases from the inner end to the outer end, and each involute raceway is provided with a ball; When the motor shaft rotates forward, each ball is located at the inner end of the corresponding involute raceway, and the annular array of compression springs forces the inertia centrifugal coupling disk to move away from the reverse gear coupling sleeve, thereby separating from the reverse gear coupling sleeve; when the motor shaft rotates reversely, each ball is located at the outer end of the corresponding involute raceway, and forces the inertia centrifugal coupling disk to approach the reverse gear coupling sleeve, thereby coupling with the reverse gear coupling sleeve and rotating synchronously.

3. The six-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 2 is characterized in that: The first raceway and the second raceway extend in opposite directions, and when each ball is located at the inner end or the outer end of the corresponding first raceway and the second raceway, each first raceway and the corresponding second raceway form a heart-shaped structure; or, The first raceway and the second raceway have the same extension direction, and the projection of each first raceway on the corresponding inertial centrifugal coupling disk overlaps with the corresponding second raceway.

4. The six-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 2 is characterized in that: The outer peripheral surface of the reverse gear coupling sleeve is provided with a coupling disc portion extending in the radial direction, and the side surface of the coupling disc portion close to the inertia centrifugal coupling disc is provided with a circle of passive coupling teeth, and the side surface of the inertia centrifugal coupling disc close to the reverse gear coupling sleeve is provided with a circle of active coupling teeth that can be coupled with or separated from the passive coupling teeth. When the active coupling teeth are coupled with the passive coupling teeth, the inertia centrifugal outer end cover, the inertia centrifugal coupling disc and the reverse gear coupling sleeve rotate synchronously.

5. The six-axis simplified electronically controlled variable speed taper clutch electric drive system according to claim 1 is characterized in that: The reverse gear switching assembly includes a reverse gear coupling gear that can be relatively rotatably mounted on the reverse gear reduction shaft, a shift fork sleeve mounting seat that is synchronously rotatably mounted on the reverse gear reduction shaft, and a shift fork sleeve that is synchronously rotatably mounted on the shift fork sleeve mounting seat. The reverse gear coupling gear is integrally formed with reverse gear driven teeth that mesh with the power output gear sleeve, and the reverse gear reduction shaft is integrally formed with reverse gear secondary active teeth that mesh with the end gear. The shift fork sleeve can slide axially along the shift fork sleeve mounting seat to engage with or separate from the reverse gear coupling gear. When the shift fork sleeve is coupled with the reverse gear coupling gear, the reverse gear coupling gear can drive the reverse gear reduction shaft to rotate synchronously with it through the shift fork sleeve and the shift fork sleeve mounting seat.

6. The six-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 5 is characterized in that: The outer circumferential surface of the shift fork sleeve mounting seat is formed with an outer spline of the mounting seat, the inner circumferential surface of the shift fork sleeve is formed with an inner spline of the shift fork sleeve that matches with the outer spline of the mounting seat, and the outer spline of the combining gear that is the same as the outer spline of the mounting seat is formed on the outer circumferential surface of the reverse gear combining gear close to the shift fork sleeve mounting seat; when the inner spline of the shift fork sleeve of the shift fork sleeve only matches with the outer spline of the mounting seat, the reverse gear combining gear will not transmit power to the shift fork sleeve; when the inner spline of the shift fork sleeve of the shift fork sleeve matches with the outer spline of the mounting seat and the outer spline of the combining gear at the same time, the reverse gear combining gear drives the reverse gear reduction shaft to rotate synchronously with it through the shift fork sleeve and the shift fork sleeve mounting seat.

7. The six-axis simplified electronically controlled variable speed taper clutch electric drive system according to claim 1 is characterized in that: The real-time power detection component includes a transmission sensing cam sleeve synchronously and rotatably sleeved on the power input shaft, a speed detection permanent magnet and a displacement detection permanent magnet both mounted on the transmission sensing cam sleeve, and a speed detection Hall element and a displacement detection Hall element both arranged on the housing of the six-axis simplified electronically controlled variable speed taper clutch electric drive system. The transmission sensing cam sleeve can move axially along the power input shaft. A matching cam boss protruding radially outward is integrally formed on the power input shaft. An end face of the transmission sensing cam sleeve away from the input active tooth and an adjacent end face of the matching cam boss form an end face cam pair. An elastic element support ring located between the transmission sensing cam sleeve and the input active tooth is fixedly sleeved on the power input shaft. An elastic element elastically supported between the transmission sensing cam sleeve and the elastic element support ring is sleeved on the power input shaft. The speed detection Hall element is adapted to the speed detection permanent magnet, and the displacement detection Hall element is adapted to the displacement detection permanent magnet.

8. The six-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 1 is characterized in that: The inner end of the hollow screw rod passes through the outer tapered sleeve and protrudes radially outward to form a limited support ring. A first plane bearing is arranged between the side of the limited support ring close to the end support ring and the connecting ring. A tapered sleeve connecting seat is fixedly connected to the connecting ring on the circumferential inner wall of the inner tapered sleeve. The side of the limited support ring away from the end support ring is supported on the tapered sleeve connecting seat. One end of the first elastic element group is supported on the outer tapered sleeve, and a second end face bearing is supported between the other end and the tapered sleeve connecting seat.

9. The six-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 1, characterized in that: The reduction shaft assembly includes a first reduction shaft parallel to the main shaft, first and second driving teeth formed on the first reduction shaft, and a first overrunning clutch sleeved on the first reduction shaft, wherein the first and second driving teeth are meshed with the end gears, and the outer ring of the first overrunning clutch has first and first driven teeth meshed with the power output gear sleeve.

10. The six-axis simplified electronically controlled variable speed taper clutch electric drive system according to claim 1, characterized in that: The output shaft reduction assembly includes an output shaft parallel to the main shaft, and an output primary driven gear and an output secondary driving gear integrally formed on the output shaft. The main shaft output gear meshes with the output primary driven gear, and the output secondary driving gear meshes with the differential input gear of the differential.

Images