Gravity energy storage trolley clutch transmission device based on automatic centrifugal force control

Abstract

The present invention provides a clutch transmission device for a gravity energy storage trolley based on automatic centrifugal force control. The transmission device includes a drive motor, a travel system, a device housing, a reduction transmission system, a clutch sleeve, a centrifugal weight system and a centrifugal weight transmission group. The clutch sleeve is movably sleeved outside the travel wheel shaft. The drive motor is respectively connected to the clutch sleeve and the centrifugal weight system through the reduction transmission system and the centrifugal weight transmission group. An inner gear ring is provided on the inner wall of the clutch sleeve, and a clutch spline matching the inner gear ring is provided on the travel wheel shaft. The centrifugal weight system is linked to the clutch sleeve and drives the clutch sleeve to slide, so that the inner gear ring engages with the clutch spline, thereby driving the travel wheel shaft and the travel wheel to rotate. The present invention uses a single drive motor to achieve transmission control and clutch control. The response speed is strongly correlated with the rotational speed, adapting to the lightweight and low-cost working conditions of the trolley, and can well meet the application characteristics of the slope-type gravity energy storage solution.

Description

Technical Field

[0001] The present invention relates to the technical field of gravity energy storage, and in particular to a clutch transmission device of a gravity energy storage trolley based on automatic centrifugal force control. Background Art

[0002] Gravity energy storage is a mechanical form of energy storage. Its potential energy storage medium is primarily water and solid weights. Based on a certain height difference, the storage medium rises or falls, storing and releasing electrical energy. Developing gravity energy storage based on mountain drop and slopes is an important direction for future energy storage development.

[0003] A ramp-type gravity energy storage system uses a trolley that moves up and down a track to store and release energy, dragging one or more load carriers. The trolley's powertrain is the core component that enables the vehicle's motion. This system is responsible for efficiently and reliably transmitting the power generated by the motor to the drive wheels, and for combining and separating power and controlling speed changes to meet basic vehicle requirements such as starting, driving, stopping, reversing, and speed regulation.

[0004] As a key link in the transmission system, the clutch device assumes the core functions of "engagement" and "disengagement" during the power transmission process. Its performance directly affects the vehicle's power response speed, handling smoothness, transmission efficiency and overall reliability. Currently, common clutch methods in small vehicles include friction plate type, gear meshing type, electromagnetic type, etc. However, these existing clutch transmission devices are not well applied to slope-type gravity energy storage solutions due to problems such as complex structure, response hysteresis, severe wear and poor spatial adaptability. In terms of response speed, slope-type gravity energy storage vehicles need to quickly go up and down the track to store and release energy. Traditional clutch devices with response hysteresis cannot meet the energy storage fast response scenarios with extremely high requirements for power transmission interruption and recovery. In addition, the adaptability and controllability of existing traditional clutch devices are often insufficient when dealing with different load conditions that the vehicle may face or when requiring precise control of power output.

[0005] Therefore, in view of the application characteristics of the slope-type gravity energy storage system, it is urgent to develop a clutch transmission device that can be suitable for the gravity energy storage trolley. Summary of the Invention

[0006] In response to the problems of complex structure, delayed response, severe wear and poor spatial adaptability of existing small vehicle clutch devices, the present invention provides a gravity energy storage trolley clutch transmission device based on automatic centrifugal force control. The transmission device uses rotating centrifugal force to drive the spring deformation, and then controls the engagement state of the clutch sleeve and the spline to achieve automatic engagement and disengagement of power transmission. The overall structure has no additional electronic control components. While maintaining a compact and lightweight structure, the device achieves faster power response speed, lower energy loss, stronger environmental adaptability and longer service life, which can effectively improve the power transmission performance and control performance of the trolley and improve the energy storage efficiency of the slope-type gravity energy storage system.

[0007] To achieve the above-mentioned object, the present invention provides a gravity energy storage trolley clutch transmission device based on automatic centrifugal force control, comprising a drive motor, a travel system and a device housing, wherein the travel system comprises a travel wheel shaft and travel wheels mounted at both ends of the travel system, the travel wheel shaft passes through the device housing, and two sets of travel wheels are symmetrically located on both sides of the device housing, the clutch transmission device further comprises a reduction transmission system, a clutch sleeve, a centrifugal weight system and a centrifugal weight transmission group arranged in the device housing, the clutch sleeve is movably sleeved outside the travel wheel shaft, the drive motor is connected to the clutch sleeve through the reduction transmission system, and controls the rotation of the clutch sleeve;

[0008] The centrifugal weight system is arranged at one end of the clutch sleeve, and the centrifugal weight system includes two symmetrically arranged groups of centrifugal weights, a second transmission ring gear movably sleeved on the outside of the walking wheel shaft, a ring body rotatably sleeved on the outside of the clutch sleeve, and a spring connecting the second transmission ring gear and the clutch sleeve, the spring is movably sleeved on the outside of the walking wheel shaft, the upper end is fixedly connected to the second transmission ring gear, and the lower end is fixedly connected to the clutch sleeve; the two groups of centrifugal weights are symmetrically arranged on both sides of the spring, the upper end of each centrifugal weight is fixedly connected to the second transmission ring gear by a traction rope, and the lower end is fixedly connected to the ring body by a traction rope; the drive motor is connected to the second transmission ring gear through the centrifugal weight transmission group, and controls the second transmission ring gear to drive the two groups of centrifugal weights to rotate simultaneously.

[0009] An inner gear ring is provided on the inner wall of the clutch sleeve, and a clutch spline matching the inner gear ring is provided on the walking wheel shaft. The clutch spline is located between the inner gear ring and the centrifugal weight system. During the rotation of the two sets of centrifugal weights, centrifugal force is generated to compress the spring, driving the clutch sleeve to slide, so that the inner gear ring of the clutch sleeve engages with the clutch spline on the walking wheel shaft, thereby driving the walking wheel shaft and the walking wheel to rotate.

[0010] The preferred technical solution of the present invention is as follows: the reduction transmission system includes a reduction gear set and a first transmission ring gear fixed to the outside of the clutch sleeve, the output shaft of the drive motor is provided with a bevel gear pair, the drive motor is respectively connected to the reduction gear set and the centrifugal weight transmission set through the bevel gear pair, and the torque is transmitted to the first transmission ring gear through the gear meshing action of the reduction gear set, and the clutch sleeve is driven to rotate through the first transmission ring gear; the length of the first transmission ring gear is greater than the final transmission gear of the reduction gear set, and during the sliding process of the clutch sleeve, the final transmission gear of the reduction gear set is always engaged with the first transmission ring gear.

[0011] The preferred technical solution of the present invention is as follows: the clutch sleeve is a stepped cylinder, and the clutch sleeve includes a spring connecting section, a clutch section and an axle sleeve section in sequence from the end adjacent to the centrifugal weight system. The inner diameter of the spring connecting section is the largest, and the lower part of the spring extends into the spring connecting section and is fixed at the diameter-changing step between the spring connecting section and the clutch section; the inner gear ring is fixedly installed at the end of the clutch section away from the spring connecting section; when the spring is normally extended, the clutch spline is located at the end of the clutch section adjacent to the spring connecting section and does not contact the clutch sleeve; when the spring is compressed, the clutch sleeve is pulled to move axially, so that the clutch section moves toward one side of the clutch spline, causing the inner gear ring to engage with the clutch spline.

[0012] The preferred technical solution of the present invention is as follows: during the rotation of the centrifugal weight, the distance that the centrifugal force drives the spring to compress matches the sliding distance of the clutch sleeve, and the distance between the inner gear ring and the clutch spline when the clutch sleeve is not sliding; and after the spring compression drives the clutch sleeve to slide, the inner gear ring engages with the clutch spline.

[0013] A preferred technical solution of the present invention is as follows: an annular groove is provided at one end of the clutch sleeve adjacent to the centrifugal weight system, and the ring body is movably sleeved in the annular groove and can rotate along the annular groove.

[0014] The preferred technical solution of the present invention is that limit baffles are provided on the upper and lower edges of the final gear of the reduction transmission system. Under the action of the limit baffles, the final gear of the reduction transmission system will not move during the sliding process of the clutch sleeve.

[0015] The preferred technical solution of the present invention is as follows: the bevel gear pair includes a first bevel gear, a second bevel gear and a main transmission shaft that are meshed with each other, the first bevel gear is fixed on the output shaft of the drive motor, the second bevel gear is fixed on the main transmission shaft, and the first bevel gear and the second bevel gear are meshed with each other; the centrifugal weight transmission group includes a plurality of transmission gears that are meshed with each other, and the plurality of transmission gears transmit at a constant speed or at an increased speed; the primary transmission gears of the centrifugal weight transmission group and the reduction gear group are both installed on the main transmission shaft, and the final gear of the centrifugal weight transmission group is meshed with the second transmission ring gear.

[0016] The preferred technical solution of the present invention is as follows: the reduction gear set includes a primary pinion, a secondary large gear, a secondary pinion, a tertiary large gear, a tertiary small gear and a final gear ring, the primary pinion is fixed on the main transmission shaft, the secondary large gear and the secondary pinion are fixed on the first transmission shaft, and the secondary large gear and the primary pinion are meshed with each other, the tertiary large gear and the tertiary small gear are fixed on the second transmission shaft, and the tertiary large gear is meshed with the secondary pinion; the inner ring and the outer ring of the final gear ring are both provided with meshing teeth, the outer ring teeth of the final gear ring are meshed with the tertiary small gear, and the inner ring teeth of the final gear ring are meshed with the first transmission gear ring fixedly sleeved outside the clutch sleeve; the length of the first transmission gear ring is greater than the length of the final gear ring, and during the sliding process of the clutch sleeve, the final gear ring is always meshed with the first transmission gear ring, and the length of the first transmission gear ring meets the sliding distance of the clutch sleeve.

[0017] Beneficial effects of the present invention:

[0018] (1) The present invention automatically controls the spring compression amount by the centrifugal force generated by the rotation of the centrifugal weight; the spring deformation is directly converted into the axial displacement of the clutch sleeve, realizing the mechanical self-triggering of the spline engagement / disengagement; the overall structure has no additional electronic control components of the clutch system, and a single drive motor can be used to achieve transmission control and clutch control. The response speed is strongly related to the rotation speed, which is suitable for the lightweight and low-cost working conditions of the trolley and can well meet the application characteristics of the slope-type gravity energy storage solution.

[0019] (2) The present invention has the advantages of automatic applicability, simplified structure, reliability and space optimization; the clutch state is completely controlled by the speed, without the need for external sensors or actuators; the centrifugal force-spring mechanical linkage mechanism significantly reduces the number of parts; it avoids the wear of traditional friction plates and extends the life of the device; the axial sliding design is compact and suitable for the limited installation space of the trolley.

[0020] (3) The present invention achieves faster power response speed, lower energy loss, stronger environmental adaptability and longer service life while maintaining a compact and lightweight structure, effectively improving the power transmission performance and control performance of the vehicle and improving the energy storage efficiency of the slope-type gravity energy storage system. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a schematic diagram of the overall arrangement of the trolley transmission device of the present invention in a separated state;

[0022] Figure 2 This is a schematic diagram of the overall arrangement of the trolley transmission device of the present invention in a combined state;

[0023] Figure 3 It is a schematic diagram of the arrangement of the reduction transmission system of the present invention;

[0024] Figure 4is a schematic diagram of the reduction gear set in the present invention;

[0025] Figure 5 It is a schematic diagram of the arrangement of the walking system in the present invention;

[0026] Figure 6 It is a structural schematic diagram of the clutch sleeve in the present invention;

[0027] Figure 7 This is a schematic diagram of the arrangement of the centrifugal weight system in the present invention;

[0028] Figure 8 is a schematic diagram of the housing of the device of the present invention;

[0029] Figure 9 This is a diagram showing the calculation of the centrifugal weight driving the spring compression in an embodiment of the present invention.

[0030] In the figure: 1 - drive motor, 2 - reduction transmission system, 200 - reduction gear set, 2001 - primary pinion, 2002 - secondary gear, 2003 - secondary pinion, 2004 - tertiary gear, 2005 - tertiary pinion, 2006 - final gear ring, 2007 - first transmission shaft, 2008 - second transmission shaft, 2009 - limit baffle, 201 - first transmission gear ring, 3 - clutch sleeve, 300 - inner gear ring, 301 - annular groove, 30 2-spring connecting section, 303-clutch section, 304-axle sleeve section, 4-travel system, 400-travel wheel axle, 401-travel wheel, 402-clutch spline, 5-centrifugal weight system, 500-centrifugal weight, 501-second transmission ring gear, 502-ring body, 503-spring, 504-traction rope, 6-device housing, 7-centrifugal weight transmission group, 8-bevel gear pair, 800-first bevel gear, 801-second bevel gear, 802-main transmission shaft. DETAILED DESCRIPTION

[0031] The present invention will be further described below with reference to the accompanying drawings and embodiments. Figures 1 to 9 The accompanying drawings are simplified versions of the embodiments and are only used to clearly and concisely illustrate the embodiments of the present invention. The technical solutions shown in the accompanying drawings are specific solutions of the embodiments of the present invention and are not intended to limit the scope of the invention claimed for protection. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without creative work are within the scope of protection of the present invention.

[0032] In the description of the present invention, it should be understood that the terms "upper," "lower," "inner," "outer," "left," "right," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the inventive product is typically placed when in use, or are the orientations or positional relationships commonly understood by those skilled in the art. These terms are intended solely to facilitate the description of the present invention and to simplify the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limiting the present invention. Furthermore, the terms "first," "second," etc., are used solely to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0033] In the description of the present invention, it should also be noted that, unless otherwise expressly specified or limited, terms such as "disposed" and "connected" should be understood in a broad sense. For example, "connected" can mean a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can also mean internal communication between two components. Those skilled in the art will be able to understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0034] The various structural forms described in the following embodiments are merely illustrative. The present invention specifically relates to a gravity-energy storage trolley clutch transmission device automatically controlled by centrifugal force. All other embodiments obtained by persons of ordinary skill in the art without inventive effort are intended to fall within the scope of protection of the present invention.

[0035] The embodiment provides a gravity energy storage trolley clutch transmission device based on automatic control of centrifugal force, such as Figures 1 to 8As shown, the clutch transmission device includes a drive motor 1, a reduction transmission system 2, a clutch sleeve 3, a travel system 4, a centrifugal weight system 5, a device housing 6, a centrifugal weight transmission group 7 and a bevel gear pair 8. The reduction transmission system 2, the clutch sleeve 3, the centrifugal weight system 5 and the centrifugal weight transmission group 7 are all installed in the device housing 6, and the device housing 6 is a shell that protects the internal devices. The reduction transmission system 2 includes a reduction gear group 200 and a first transmission ring gear 201 fixed to the outside of the clutch sleeve 3. The output shaft of the drive motor 1 is provided with a bevel gear pair 8, which is respectively connected to the reduction gear group 200 and the centrifugal weight transmission group 7 through the bevel gear pair 8, and the torque is transmitted to the first transmission ring gear 201 through the gear meshing action of the reduction gear group 200. The first transmission ring gear 201 is fixedly sleeved on the outside of the clutch sleeve 3 and drives the clutch sleeve 3 to rotate through the first transmission ring gear 201. The walking system 4 includes a walking wheel axle 400, a walking wheel 401 and a clutch spline 402. The walking wheel axle 400 passes through the device housing 6. The two ends of the walking wheel axle 400 are fixedly connected to the walking wheels 401. The two sets of walking wheels 401 are symmetrically located on both sides of the device housing 6. A clutch spline 402 is provided on the middle surface of the walking wheel axle 400. The clutch sleeve 3 is sleeved on the walking wheel shaft 400 of the walking system 4 in a clearance fit manner and can slide axially along the walking wheel shaft 400; the clutch sleeve 3 is provided with an inner gear ring 300 that can match and mesh with the clutch spline 402. When the clutch sleeve 3 is in a normal state, the clutch spline 402 and the inner gear ring 300 are staggered and do not mesh with each other. In this state, the clutch sleeve 3 is movably sleeved on the walking wheel shaft 400, and at this time, power cannot be transmitted to the walking wheel shaft 400; during the sliding process of the clutch sleeve 3 along the walking wheel shaft 400, its inner gear ring 300 can mesh with the clutch spline 402 on the walking wheel shaft 400, so that the clutch sleeve 3 can be fixed on the walking wheel shaft 400, and during the rotation of the clutch sleeve 3, power is transmitted to the walking wheel shaft 400, driving the walking wheel 401 to move.

[0036] The embodiment provides a gravity energy storage trolley clutch transmission device based on automatic control of centrifugal force, such as Figures 1 to 8 As shown, the driving motor 1 transmits power to the centrifugal weight system 5 through the centrifugal weight transmission group 7. The centrifugal weight system 5 is arranged at one end of the clutch sleeve 3 and is linked with the clutch sleeve 3. Under the action of the centrifugal weight system 5, the clutch sleeve 3 is driven to slide axially. Figure 1 and Figure 8As shown, the centrifugal weight system 5 includes two symmetrically arranged groups of centrifugal weights 500, a second transmission ring gear 501 movably sleeved on the outside of the walking wheel shaft 400, a ring body 502 rotatably sleeved on the outside of the clutch sleeve 3 and a spring 503 connecting the second transmission ring gear 501 and the clutch sleeve 3, the spring 503 movably sleeved on the outside of the walking wheel shaft 400, the upper end of which is fixedly connected to the second transmission ring gear 501, and the lower end is fixedly connected to the clutch sleeve 3; an annular groove 301 is provided at one end of the clutch sleeve 3 adjacent to the centrifugal weight system 5, the ring body 502 is movably sleeved in the annular groove 301, and can rotate along the annular groove 301; the two groups of centrifugal weights 500 are symmetrically arranged on both sides of the spring 503, the upper end of each centrifugal weight 500 is fixedly connected to the second transmission ring gear 501 by a traction rope 504, and the lower end is fixedly connected to the ring body 502 by a traction rope 504. The driving motor 1 drives the second transmission ring gear 501 to rotate through the centrifugal weight transmission group 7. During the rotation of the second transmission ring gear 501, the two groups of centrifugal weights 500 will be driven to rotate simultaneously through the traction rope 504. When the centrifugal weights 500 rotate to a certain speed, centrifugal force is generated to compress the spring 503. The compression of the spring 503 drives the clutch sleeve 3 to slide. The inner ring gear 300 of the clutch sleeve 3 engages with the clutch spline 402 on the walking wheel shaft 400. The clutch spline 402 rotates accordingly, driving the walking wheel shaft 400 and the walking wheel 401 to rotate.

[0037] In the embodiment, Figure 6 As shown, the clutch sleeve 3 is a stepped cylinder, the inner diameter of which is the largest at the end adjacent to the centrifugal weight system 5. The clutch sleeve 3 includes a spring connecting section 302, a clutch section 303 and an axle sleeve section 304 in sequence from the end adjacent to the centrifugal weight system 5. The inner diameter of the spring connecting section 302 is the largest. The lower part of the spring 503 extends into the spring connecting section 302 and is fixed at the diameter-changing step between the spring connecting section 302 and the clutch section 303. The inner gear ring 300 is fixed It is fixedly installed at a position of the clutch section 303 away from the spring connecting section 302. When the spring 503 is in the extended state, the clutch spline 402 is located at a position of the clutch section 303 close to the spring connecting section 302 and does not contact the clutch sleeve 3; when the spring 503 is compressed, it will pull the clutch sleeve 3 to move axially, and during the movement, the clutch section 303 will move toward one side of the clutch spline 402, causing the inner gear ring 300 to engage with the clutch spline 402.

[0038] In the embodiment, Figure 3As shown, the bevel gear pair 8 includes a first bevel gear 800, a second bevel gear 801 and a main transmission shaft 802 that mesh with each other. The first bevel gear 800 is fixed to the output shaft of the drive motor 1, and the second bevel gear 801 is fixed to the main transmission shaft 802. The first bevel gear 800 and the second bevel gear 801 mesh with each other. The first bevel gear 800 is driven to rotate by the drive motor 1, and the first bevel gear 800 drives the second bevel gear 801 to rotate, and the second bevel gear 801 drives the main transmission shaft 802 to rotate. The primary transmission gear of the reduction gear set 200 is fixed to the main transmission shaft 802, thereby transmitting force to the reduction gear set 200. The final transmission gear of the reduction gear set 200 is a transmission gear ring that always meshes with the first transmission gear ring 201. The torque is transmitted to the first transmission gear ring 201 through the gear meshing action of the reduction gear set 200, and the clutch sleeve is driven to rotate through the first transmission gear ring 201. Figure 4 As shown, the reduction gear set 200 includes a primary pinion 2001, a secondary gear 2002, a secondary pinion 2003, a tertiary gear 2004, a tertiary gear 2005, a final gear ring 2006, a first transmission shaft 2007 and a second transmission shaft 2008. The primary pinion 2001 is fixed on the main transmission shaft 802, the secondary gear 2002 and the secondary pinion 2003 are fixed on the first transmission shaft 2007, and the secondary gear 200 2 meshes with the primary pinion 2001, the third-stage large gear 2004 and the third-stage small gear 2005 are fixed to the second transmission shaft 2008, and the third-stage large gear 2004 meshes with the secondary pinion 2003. The inner and outer rings of the final-stage gear ring 2006 are both provided with meshing teeth. The outer ring teeth of the final-stage gear ring 2006 mesh with the third-stage small gear 2005, and the inner ring teeth of the final-stage gear ring 2006 mesh with the first transmission gear ring 201 fixedly mounted on the outside of the clutch sleeve 3. Because the clutch sleeve 3 can slide along the running wheel shaft 400, the length of the first transmission gear ring 201 is greater than that of the final-stage gear ring 2006. During the sliding process of the clutch sleeve 3, the final-stage gear ring 2006 always meshes with the first transmission gear ring 201, and the length of the first transmission gear ring 201 meets the sliding distance of the clutch sleeve 3.

[0039] When the drive motor 1 drives the second bevel gear 801 to rotate the main transmission shaft 802, the primary pinion 2001 fixed on the main transmission shaft 802 will rotate, thereby driving the secondary large gear 2002 meshing with it to rotate, and the secondary large gear 2002 drives the first transmission shaft 2007 and the secondary small gear 2003 fixed on the first transmission shaft 2007 to rotate, and the secondary small gear 2003 drives the tertiary large gear 2004 meshing with it to rotate, and the tertiary large gear 2004 drives the second transmission shaft 2008 and the tertiary small gear 2005 fixed on the second transmission shaft 2008 to rotate, and the tertiary small gear 2005 will drive the final gear ring 2006 meshing with it to rotate, thereby transmitting power to the clutch sleeve 3 in sequence. In order to prevent the clutch sleeve 3 from sliding on the running wheel shaft 400 and causing the final gear ring 2006 to shift, resulting in meshing failure, limit baffles 2009 are respectively provided on the upper and lower edges of the third-stage pinion 2005 to prevent the final-stage gear ring 2006 from moving axially, so that the final-stage gear ring 2006 is always in a meshing state with the third-stage pinion 2005.

[0040] In the embodiment, Figure 7 As shown, the centrifugal weight transmission group 7 includes a plurality of intermeshing transmission gears, the transmission gears rotate at the same speed, and transmit at a constant speed or increased speed. The primary transmission gear of the centrifugal weight transmission group 7 is installed on the main transmission shaft 802, and the outer ring of the second transmission ring gear 501 is provided with meshing teeth. The final gear of the centrifugal weight transmission group 7 is meshed with the second transmission ring gear 501. When the drive motor 1 drives the second bevel gear 801 to drive the main transmission shaft 802 to rotate, it also drives the primary gear of the centrifugal weight transmission group 7 fixed on the main transmission shaft 802, thereby transmitting force through multiple intermeshing gears, driving the second transmission ring gear 501 to rotate, and the rotation of the second transmission ring gear 501 will drive the two groups of centrifugal weights 500 to rotate simultaneously.

[0041] In this embodiment, the drive motor 1 includes a stator, a rotor, a controller, and auxiliary components. It converts electrical energy into mechanical energy through electromagnetic interaction between the stator and rotor, controlling the rotation and stopping of the rotating shaft. The drive motor 1 is connected to the reduction gear system 2 and the centrifugal weight transmission group 7 via drive shafts. The drive motor 1 transmits torque to the reduction gear system 2 and the centrifugal weight transmission group 7.

[0042] The clutch transmission device of the present invention works as follows:

[0043] First, start the drive motor 1, which drives the first bevel gear 800 of the bevel gear pair 8 to rotate, thereby driving the second bevel gear 801 and the main transmission shaft 802 to rotate; during the rotation of the main transmission shaft 802, the primary pinion 2001 of the reduction transmission system 2 and the primary transmission gear of the centrifugal weight transmission group 7 will be driven to rotate at the same time, and the reduction transmission system 2 will drive the first transmission ring gear 201 to rotate, thereby driving the clutch sleeve 3 to rotate. There is a gap between the clutch sleeve 3 and the traveling wheel shaft 400. At this time, the clutch sleeve 3 does not drive the traveling wheel shaft 400 to rotate; at the same time, the centrifugal weight transmission group 7 will drive the second transmission ring gear 501 to rotate, and the second transmission ring gear 501 drives the two groups of centrifugal weights 500 to rotate through the traction rope 504. As the rotation speed of the centrifugal weight 500 increases, when the speed reaches the threshold, the centrifugal force overcomes the spring resistance and compresses it. The deformation of the spring 503 pushes the clutch sleeve 3 to slide axially, driving the clutch sleeve 3 to move toward one side of the centrifugal weight system 5. When the clutch sleeve 3 moves, the inner ring gear 300 inside it moves toward the clutch spline 402, causing the clutch spline 402 to engage and fix with the inner ring gear 300. Figure 2 As shown, at this time, the clutch sleeve 3 drives the clutch spline 402 to rotate, and the clutch spline 402 is connected to the walking wheel shaft 400, driving the walking wheel shaft 400 to rotate, thereby realizing the walking of the walking wheel 401.

[0044] As the drive motor 1 is powered off and stops driving the motor 1, the rotation speed of the gear of the centrifugal weight transmission group 7 decreases, and the gear reduction drives the traction rope 504 to decelerate. The traction rope 504 is hinged to the centrifugal weight 500 and is connected to the clutch sleeve 3 through the ring body 302. The rotation speed of the centrifugal weight 500 is reduced by the traction rope 504. When the centrifugal weight 500 is reduced to a certain speed, the centrifugal force is reduced, so that the spring 503 returns to its initial state. Figure 1 As shown, the spring 503 stretches to drive the clutch sleeve 3 to move toward the side away from the centrifugal weight system 5, the clutch sleeve 3 separates from the clutch spline 402, the clutch sleeve 3 slows down, the rotation speed of the travel wheel shaft 400 decreases, and the travel wheel 401 stops moving.

[0045] The following is a definition of the various parameters of the centrifugal weight system 5 of the present invention in conjunction with a specific embodiment. In the embodiment, in the power engagement stage, the speed of the drive motor 1 is 750 rpm, the torque is transmitted through the centrifugal weight system 5, the speed of the centrifugal weight 500 is 750 rpm, the mass of the centrifugal weight 500 is 1 kg, the rotation radius is 0.17 m, and the centrifugal weight 500 on each side is fixed to the middle position of the spring 503 by a traction rope. According to the formula: F=mw 2 r calculates the centrifugal force of the centrifugal weight 500, where F is the centrifugal force, m is the mass of the centrifugal weight, ω is the angular velocity of the centrifugal weight in circular motion; r is the radius of the circular motion; the specific calculation is as follows Figure 9 According to the above formula, the centrifugal force of the centrifugal weight can be calculated as follows: 2*78 2 *0.17=2kN; the spring 503 only needs to have an initial pressure of 1kN and a final pressure of 2kN, the spring 503 is compressed by 15mm, the elastic coefficient of the spring 503 is 50N / mm, and the friction force of the clutch sleeve 3 is less than 50kg. This can satisfy the purpose of driving the spring 503 to compress by rotating the centrifugal weight 500, thereby driving the clutch sleeve 3 to move, and achieving the purpose of engaging the clutch sleeve 3 with the clutch spline 402. During actual design, the length of the clutch spline 402 can be set to 15mm, the length of the inner gear ring 300 can be set to 10mm, and the sliding distance of the clutch sleeve 3 can be 15mm, so that the inner gear ring 300 can engage with the clutch spline 402 during the sliding process of the clutch sleeve 3.

[0046] The clutch device of the present invention is installed in the device housing 6, and its various components are precisely limited. Except for the above-mentioned clutch sleeve 3 which can move, other components such as the gear set cannot be moved at will, and the installation spacing is all millimeter-level to ensure that the entire device can operate normally.

[0047] The above are only preferred embodiments of the present application and are not intended to limit the patent scope of the present application. Any equivalent structures or equivalent process changes made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the present application.

Claims

1. A gravity energy storage trolley clutch transmission device based on automatic centrifugal force control, comprising a drive motor (1), a travel system (4) and a device housing (6), wherein the travel system (4) comprises a travel wheel shaft (400) and travel wheels (401) mounted at both ends of the travel system (4), the travel wheel shaft (400) passing through the device housing (6), and two sets of travel wheels (401) are symmetrically located on both sides of the device housing (6), characterized in that: The clutch transmission device further comprises a reduction transmission system (2), a clutch sleeve (3), a centrifugal weight system (5) and a centrifugal weight transmission group (7) arranged in a device housing (6); the clutch sleeve (3) is movably sleeved outside the travel wheel shaft (400); the drive motor (1) is connected to the clutch sleeve (3) through the reduction transmission system (2) and controls the rotation of the clutch sleeve (3); The centrifugal weight system (5) is arranged at one end of the clutch sleeve (3), and the centrifugal weight system (5) includes two symmetrically arranged groups of centrifugal weights (500), a second transmission ring gear (501) movably sleeved on the outside of the travel wheel shaft (400), a ring body (502) rotatably sleeved on the outside of the clutch sleeve (3), and a spring (503) connecting the second transmission ring gear (501) and the clutch sleeve (3), wherein the spring (503) is movably sleeved on the outside of the travel wheel shaft (400), and the upper end is fixedly connected to the second transmission ring gear (501). The lower end is fixedly connected to the clutch sleeve (3); two groups of centrifugal weights (500) are symmetrically arranged on both sides of the spring (503); the upper end of each centrifugal weight (500) is fixedly connected to the second transmission ring gear (501) through a traction rope (504), and the lower end is fixedly connected to the ring body (502) through a traction rope (504); the driving motor (1) is transmission-connected to the second transmission ring gear (501) through the centrifugal weight transmission group (7), and controls the second transmission ring gear (501) to drive the two groups of centrifugal weights (500) to rotate simultaneously; An inner gear ring (300) is provided on the inner wall of the clutch sleeve (3), and a clutch spline (402) matching the inner gear ring (300) is provided on the walking wheel shaft (400), and the clutch spline (402) is located between the inner gear ring (300) and the centrifugal weight system (5). During the rotation of the two sets of centrifugal weights (500), centrifugal force is generated to compress the spring (503), drive the clutch sleeve (3) to slide, and make the inner gear ring (300) of the clutch sleeve (3) engage with the clutch spline (402) on the walking wheel shaft (400), thereby driving the walking wheel shaft (400) and the walking wheel (401) to rotate.

2. The gravity energy storage trolley clutch transmission device based on automatic centrifugal force control according to claim 1, characterized in that: The reduction transmission system (2) comprises a reduction gear set (200) and a first transmission ring gear (201) fixed outside the clutch sleeve (3); the output shaft of the drive motor (1) is provided with a bevel gear pair (8); the drive motor (1) is respectively connected to the reduction gear set (200) and the centrifugal weight transmission set (7) through the bevel gear pair (8), and transmits torque to the first transmission ring gear (201) through the meshing action of the gears of the reduction gear set (200), and drives the clutch sleeve (3) to rotate through the first transmission ring gear (201); the length of the first transmission ring gear (201) is greater than the final transmission gear of the reduction gear set (200), and during the sliding process of the clutch sleeve (3), the final transmission gear of the reduction gear set (200) is always meshed with the first transmission ring gear (201).

3. A gravity energy storage trolley clutch transmission device based on automatic centrifugal force control according to claim 1 or 2, characterized in that: The clutch sleeve (3) is a stepped cylinder. The clutch sleeve (3) includes a spring connecting section (302), a clutch section (303) and an axle sleeve section (304) in sequence from one end adjacent to the centrifugal weight system (5). The inner diameter of the spring connecting section (302) is the largest. The lower part of the spring (503) extends into the spring connecting section (302) and is fixed at the diameter-changing step between the spring connecting section (302) and the clutch section (303). The inner gear ring (300) is fixedly mounted on the clutch. The clutch section (303) is away from one end of the spring connecting section (302); when the spring (503) is in a normally extended state, the clutch spline (402) is located at one end of the clutch section (303) adjacent to the spring connecting section (302) and does not contact the clutch sleeve (3); when the spring (503) is compressed, the clutch sleeve (3) is pulled to move axially, causing the clutch section (303) to move toward one side of the clutch spline (402), causing the inner gear ring (300) to engage with the clutch spline (402).

4. A gravity energy storage trolley clutch transmission device based on automatic centrifugal force control according to claim 1 or 2, characterized in that: During the rotation of the centrifugal weight (500), the distance by which the spring (503) is compressed due to the centrifugal force matches the sliding distance of the clutch sleeve (3) and the distance between the inner gear ring (300) and the clutch spline (402) when the clutch sleeve (3) is not sliding. After the spring (503) is compressed to drive the clutch sleeve (3) to slide, the inner gear ring (300) is engaged with the clutch spline (402).

5. A gravity energy storage trolley clutch transmission device based on automatic centrifugal force control according to claim 1 or 2, characterized in that: An annular groove (301) is provided at one end of the clutch sleeve (3) adjacent to the centrifugal weight system (5), and the ring body (502) is movably sleeved in the annular groove (301) and can rotate along the annular groove (301).

6. A gravity energy storage trolley clutch transmission device based on automatic centrifugal force control according to claim 1 or 2, characterized in that: Limit baffles (2009) are respectively provided on the upper and lower edges of the final gear of the reduction transmission system (2).

7. The gravity energy storage trolley clutch transmission device based on automatic centrifugal force control according to claim 2, characterized in that: The bevel gear pair (8) comprises a first bevel gear (800), a second bevel gear (801) and a main transmission shaft (802) that mesh with each other, the first bevel gear (800) being fixed on the output shaft of the drive motor (1), the second bevel gear (801) being fixed on the main transmission shaft (802), and the first bevel gear (800) and the second bevel gear (801) being meshed with each other; the centrifugal weight transmission group (7) comprises a plurality of transmission gears that mesh with each other, and the plurality of transmission gears transmit at a constant speed or at an increased speed; the primary transmission gears of the centrifugal weight transmission group (7) and the reduction gear group (200) are both mounted on the main transmission shaft (802), and the final gear of the centrifugal weight transmission group (7) is meshed with the second transmission ring gear (501).

8. A gravity energy storage trolley clutch based on automatic centrifugal force control according to claim 7 The transmission device is characterized by: The reduction gear set (200) comprises a primary pinion (2001), a secondary large gear (2002), a secondary small gear (2003), a tertiary large gear (2004), a tertiary small gear (2005) and a final gear ring (2006), wherein the primary pinion (2001) is fixed on the main transmission shaft (802), the secondary large gear (2002) and the secondary small gear (2003) are fixed on the first transmission shaft (2007), and the secondary large gear (2002) and the primary pinion (2001) are meshed with each other, the tertiary large gear (2004) and the tertiary small gear (2005) are fixed on the second transmission shaft (2008), and the tertiary large gear (2004) and the tertiary small gear (2005) are fixed on the second transmission shaft (2008). (2004) meshes with the secondary pinion (2003); the inner ring and outer ring of the final gear ring (2006) are both provided with meshing teeth, the outer ring teeth of the final gear ring (2006) mesh with the tertiary pinion (2005), and the inner ring teeth of the final gear ring (2006) mesh with the first transmission gear ring (201) fixedly sleeved outside the clutch sleeve (3); the length of the first transmission gear ring (201) is greater than the length of the final gear ring (2006), and during the sliding process of the clutch sleeve (3), the final gear ring (2006) is always meshed with the first transmission gear ring (201), and the length of the first transmission gear ring (201) meets the sliding distance of the clutch sleeve (3).

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