Intelligent self-adaptive variable speed electric drive system with transmission sensing and driving taper clutch transmission

Abstract

The application discloses a kind of middle drive taper clutch transmission sensing intelligent adaptive variable-speed electric drive systems, including box and drive motor and variable-speed system being installed in box, the variable-speed system includes split mechanism, power output mechanism, with the motor shaft of drive motor parallel support core shaft and taper clutch mechanism and center transmission sensing mechanism being all set on support core shaft.Can be in information insufficient or no information, perceive to know road condition and load transient change information, without human intervention, without additional mechanism, not dependent on any external control timely synchronization complete adaptive speed regulation gear shifting with load.The transmission sensing mechanism is compact, the integration is very high, the size of appearance is narrow and small, and it is in harmony with whole car, and the function of all parts not only serves to monitor real-time power, but also serves to gear shifting function.

Description

Technical Field

[0001] This invention relates to the field of electric drive system technology, specifically to a mid-drive tapered clutch transmission sensing intelligent adaptive variable speed electric drive system. Background Technology

[0002] Compared to a gearbox-only electric drive system, an electric drive system equipped with a gearbox experiences less power output loss. It provides higher drive torque in the constant torque range and higher speed in the constant power range, achieving high torque and high efficiency under low-speed, heavy-load conditions. Furthermore, it allows for selection of the electric motor's power delivery timing, optimizing the drive motor's power output efficiency, enhancing sustained acceleration performance, and providing a broader high-efficiency platform. This fully meets the requirements of various complex operating conditions such as vehicle acceleration, hill climbing, and high-speed driving, significantly improving power, economy, and comfort. It also helps reduce manufacturing and operating costs, decrease battery capacity, reduce weight and size, and reduce overall vehicle weight—advantages that are difficult to achieve with a gearbox-only system.

[0003] As products upgrade and evolve, users' demands for performance, efficiency, and range decrease, while their sensitivity to weight and cost decreases. Matching variable-speed transmissions should be the future trend for electric motorcycle drivetrains. Since 2013, the inventors of this application have designed a series of adaptive friction clutches for matching transmissions.

[0004] For example, Chinese patent (application number: CN201310389721, title: Multi-cam Adaptive Multi-gear Automatic Transmission) discloses various transmission systems that employ conical friction pairs combined with preload control. This system utilizes the power output of the motor and the resistance properties of the driving path, through a friction transmission component, an end-face cam clutch mechanism, and an overrunning clutch to change the transmission route, adaptively selecting high or low gears based on the load. The outer surface of the friction transmission component is designed as a conical shape, and the inner ring of the friction ring is constructed with a conical hole structure matching the conical surface. An elastic element at the right end of the friction transmission component pushes the component into the conical hole, achieving power engagement. The end-face cam at the left end of the friction transmission component, under load, pushes the component away from the conical hole, achieving power disengagement. In the end-face cam clutch mechanism described in this document, the parts responsible for performing engagement and disengagement consist of the friction transmission component and the elastic element.

[0005] For example, the Chinese invention patent with publication number CN112678110B can accurately monitor real-time power while transmitting power by adding a transmission sensing mechanism.

[0006] However, these transmission sensing mechanisms are not only installed independently with low integration, affecting the overall compactness and increasing the size, but also all the components can only serve to monitor real-time power and cannot serve the shifting function, further affecting the overall integration.

[0007] Solving these problems is now a top priority. Summary of the Invention

[0008] In view of this, the present invention provides a centrally driven tapered clutch transmission sensing intelligent adaptive variable speed electric drive system.

[0009] The technical solution is as follows:

[0010] The first aspect of this application relates to a centrally driven tapered clutch transmission sensing intelligent adaptive variable speed electric drive system, including a housing and a drive motor and a variable speed system both installed in the housing. The variable speed system includes a transfer mechanism, a power output mechanism, a support spindle parallel to the motor shaft of the drive motor, and a tapered clutch mechanism and a central transmission sensing mechanism both arranged on the support spindle.

[0011] The tapered clutch mechanism includes an inner tapered sleeve coaxially surrounding the support spindle and an outer tapered sleeve that is frictionally disposed on the circumferentially outer side of the inner tapered sleeve.

[0012] The transfer mechanism includes a secondary shaft parallel to the motor shaft, a double gear synchronously mounted on the secondary shaft, and an overrunning clutch mounted on the secondary shaft. The double gear includes an input driven gear that meshes with an input driving gear synchronously mounted on the motor shaft and a high-speed driving gear that meshes with a high-speed driven gear synchronously mounted on an outer conical sleeve. The outer ring of the overrunning clutch has a low-speed driving gear with an outer diameter smaller than that of the high-speed driving gear.

[0013] The power output mechanism includes at least a low-speed driven gear that meshes with the low-speed driving gear and a drive wheel located outside the housing.

[0014] The central transmission sensing mechanism includes a transmission cam sleeve rotatably mounted on a support spindle, an elastic element cam sleeve rotatably mounted outside the transmission cam sleeve, and an inner drive disk rotatably mounted outside the transmission cam sleeve. The transmission cam sleeve is axially movable along the support spindle and has a radially protruding central stop on its outer circumferential surface. The elastic element cam sleeve is axially movable along an inner conical sleeve and rotates synchronously with the inner conical sleeve. A first elastic element is elastically supported between the central stop and the adjacent end face of the elastic element cam sleeve. The inner drive disk is axially movable and mounted on the central stop, and is fixedly connected to the inner conical sleeve. The end of the inner drive disk away from the elastic element cam sleeve has an activation boss extending radially inward to the end of the central stop away from the elastic element cam sleeve. An opening is left between the activation boss and the central stop. The middle stop protrudes from the inner drive disk at one end near the first elastic element, and its protrusion distance is greater than or equal to the starting gap. The end of the support spindle away from the deceleration mechanism is enlarged to form an end stop. The end stop and the starting boss elastically support a second elastic element. At least two connecting parts that can move axially through the end stop are fixedly connected to the end of the transmission cam sleeve near the end stop. Each connecting part is fixedly connected to the sensor mounting plate after passing through the end stop. The sensor mounting plate and the adjacent housing are equipped with a speed detection component and a displacement detection component for detecting the speed and axial movement distance of the transmission cam sleeve, respectively. The transmission cam sleeve and the power output mechanism transmit power through an end face cam kinematic pair. The elastic element cam sleeve and the power output mechanism transmit power through an end face cam kinematic pair.

[0015] When the outer cone sleeve and the inner cone sleeve are in frictional engagement, the power transmitted by the outer cone sleeve is transmitted to the power output mechanism through the inner cone sleeve and the central transmission sensing mechanism in sequence, and the power is output by the drive wheel located outside the housing; when a gap appears between the outer cone sleeve and the inner cone sleeve, the power transmitted by the outer cone sleeve is transmitted to the low-speed driven gear through the reduction mechanism, and the power is output by the drive wheel located outside the housing.

[0016] The above-mentioned mid-drive tapered clutch transmission sensing intelligent adaptive variable speed electric drive system has the following beneficial effects:

[0017] 1. The transmission assembly based on the tapered clutch mechanism has the function of adaptive shifting. It can perceive and recognize the transient changes in road conditions and load (uphill, downhill, heavy load, tailwind, headwind, flat road, road adhesion) even with insufficient or no information. It can complete adaptive speed adjustment and shifting according to load in real time without human intervention, without the need for additional mechanisms, and without relying on any external control. During the power output process, the system autonomously and synchronously outputs reasonable torque and speed (power target) in real time according to the changes in load / resistance. The system completes the tasks of power delivery, transmission, distribution and output, achieving the requirements of high efficiency and energy saving throughout the entire process.

[0018] 2. It enables the motor to always operate efficiently within the current high-efficiency range according to changes in driving intention, realizing a "multi-parameter" control strategy that prioritizes human awareness and intention. This achieves a harmonious unity between people, vehicles, roads, and driving resistance / operating load, solving a major scientific and engineering challenge of efficient and precise balance control of traction / driving force and driving resistance / load.

[0019] 3. The transmission sensing mechanism is constructed by using the first elastic element, the second elastic element, the transmission cam sleeve, the inner drive disc, the support spindle, the speed detection component, and the displacement detection component. It can monitor the speed and torque of the system in real time, thereby obtaining the real-time power of the system, enabling the system to be applied to other extreme use scenarios such as autonomous driving. Among them, the starting gap is the power target for shifting gears. By adjusting the gap width of the starting gap, the power target for shifting gears can be adjusted, which greatly reduces the difficulty of adjustment.

[0020] 4. The first and second elastic elements, along with related transmission elements, constitute a dual-force transmission mechanism. Driving resistance first acts on the first set of elastic elements, causing the transmission cam sleeve to move axially until the starting clearance disappears. Then, the transmission cam sleeve drives the inner drive disc to move axially together, simultaneously pressing the second set of elastic elements, causing the inner and outer cone sleeves to separate. This achieves a stepped, progressive elastic preload, which not only buffers the repeated compression of the elastic elements caused by unstable driving resistance on uneven roads, thus reducing the possibility of repeated clutch engagement and disengagement, but is also particularly suitable for bumpy roads. It prevents frequent gear shifts due to rapid changes in driving resistance in a short time, reducing system wear caused by gear shifting and significantly improving the system's service life. Furthermore, when a gear shift is actually needed, the pre-generated thrust of the first elastic element group on the second elastic element group, combined with the driving resistance, compresses the second elastic element group, allowing the inner and outer cone sleeves to disconnect smoothly, significantly reducing shifting shock and preventing a sharp increase in motor current during shifting. Therefore, it fully utilizes the combined effects of motor output traction and driving resistance, employing a friction pair transmission mechanism calibration and adjustment scheme to limit the transmitted load. By eliminating numerous energy-consuming mechanisms, actuators, sensors, and complex algorithms, it achieves smooth and gentle separation and engagement of the transmission mechanism, transmitting two different power outputs to meet the requirements of various complex operating conditions such as vehicle acceleration, hill climbing, and high-speed driving. Consequently, the transmission sensing mechanism is compact, highly integrated, and has a narrow shape, harmoniously fitting with the vehicle. Moreover, the function of all components not only serves to monitor real-time power but also the shifting function, further reducing the number of parts.

[0021] 5. The overall structure features a mid-mounted powertrain, which can be flexibly installed on the motorcycle frame, offering good versatility. Furthermore, the power output mechanism has excellent expandability, allowing for the flexible expansion into various functional modules to meet the design requirements of platformization and modularization.

[0022] 6. The transfer mechanism can not only serve as a power input mechanism, but also, in conjunction with the tapered clutch mechanism, as a speed reduction mechanism for transmission. This is ingenious and improves the integration of the entire system. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of a mid-drive tapered clutch transmission sensing intelligent adaptive variable speed electric drive system.

[0024] Figure 2 This is a schematic diagram of the structure of Embodiment 2 of the intelligent adaptive variable speed electric drive system with mid-drive tapered clutch transmission sensing.

[0025] Figure 3 This is a schematic diagram of the structure of Embodiment 3 of the intelligent adaptive variable speed electric drive system with mid-drive tapered clutch transmission sensing.

[0026] Figure 4 A schematic diagram showing the fit between the support spindle, transmission cam sleeve, sensor mounting plate, and various connecting parts;

[0027] Figure 5 for Figure 4 Cross-sectional view at point BB;

[0028] Figure 6 for Figure 4 Cross-sectional view at point CC;

[0029] Figure 7 for Figure 4 Cross-sectional view at point DD. Detailed Implementation

[0030] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0031] Example 1:

[0032] like Figure 1 as well as Figures 4-7 As shown, a mid-drive tapered clutch transmission sensing intelligent adaptive variable speed electric drive system mainly includes a housing 1, a drive motor 4, and a variable speed system, all mounted in the housing 1. The drive motor 4 and the variable speed system are all installed in the same housing 1, making the overall structure more reliable and the overall dimensions more compact.

[0033] The transmission system includes a transfer mechanism 2, a power output mechanism 9, a support spindle 3 parallel to the motor shaft 4a of the drive motor 4, and a tapered clutch mechanism and a central transmission sensing mechanism, all mounted on the support spindle 3.

[0034] The tapered clutch mechanism includes an inner tapered sleeve 5b coaxially surrounding the support spindle 3 and an outer tapered sleeve 5a frictionally engaged on the outer circumferential side of the inner tapered sleeve 5b. Therefore, when the outer tapered sleeve 5a and inner tapered sleeve 5b are in frictional engagement, the outer tapered sleeve 5a transmits power to the inner tapered sleeve 5b. When a gap exists between the outer tapered sleeve 5a and inner tapered sleeve 5b, the outer tapered sleeve 5a cannot transmit power to the inner tapered sleeve 5b.

[0035] The transfer mechanism 2 includes a secondary shaft 2a parallel to the motor shaft 4a, a double gear 2b synchronously mounted on the secondary shaft 2a, and an overrunning clutch 2c mounted on the secondary shaft 2a. The double gear 2b includes an input driven gear 2b1 that meshes with the input drive gear 4b synchronously mounted on the motor shaft 4a, and a high-speed drive gear 2b2 that meshes with the high-speed driven gear 5a2 synchronously mounted on the outer cone sleeve 5a. The outer ring of the overrunning clutch 2c has a low-speed drive gear 2c1 with an outer diameter smaller than that of the high-speed drive gear 2b2.

[0036] Meanwhile, the power output mechanism 9 includes at least a low-speed driven gear 9b that meshes with the low-speed driving gear 2c1 and a drive wheel 9a located outside the housing 1.

[0037] Therefore, the motor shaft 4a of the drive motor 4 drives the double gear 2b to rotate through the meshing of the input drive gear 4b and the input driven gear 2b1. When the outer cone sleeve 5a and the inner cone sleeve 5b are in frictional engagement, the overrunning clutch 2c is in an overrunning state, and the high-speed drive gear 2b2 drives the outer cone sleeve 5a to rotate through the high-speed driven gear 5a2. When a gap appears between the outer cone sleeve 5a and the inner cone sleeve 5b, the overrunning clutch 2c is in an engaged state, and the double gear 2b drives the countershaft 2a to rotate synchronously with it. Since the low-speed drive gear 2c1 rotates synchronously with the countershaft 2a, the low-speed drive gear 2c1 can drive the low-speed driven gear 9b to rotate. Regardless of which transmission route is mentioned above, the power is ultimately output to the outside through the drive wheel 9a.

[0038] It should be noted that the drive wheel 9a can be a sprocket, pulley, gear, etc., whichever is appropriate for the actual needs.

[0039] The central transmission sensing mechanism includes a transmission cam sleeve 5d that is synchronously rotatably mounted on the support spindle 3, an elastic element cam sleeve 5e that is rotatably mounted outside the transmission cam sleeve 5d, and an inner drive disk 5f that is synchronously rotatably mounted outside the transmission cam sleeve 5d. The transmission cam sleeve 5d can move axially along the support spindle 3, and the elastic element cam sleeve 5e can move axially along the inner cone sleeve 5b. Furthermore, the elastic element cam sleeve 5e and the inner cone sleeve 5b rotate synchronously. In this embodiment, the outer peripheral surface of the elastic element cam sleeve 5e and the inner peripheral surface of the inner cone sleeve 5b are splinedly fitted, which is simple and reliable.

[0040] The outer circumferential surface of the transmission cam sleeve 5d has a radially protruding central stop 5d1. A first elastic element 5g is elastically supported between the central stop 5d1 and the adjacent end face of the elastic element cam sleeve 5e. The inner drive disc 5f is axially movable and fitted onto the central stop 5d1. Furthermore, the inner drive disc 5f is fixedly connected to the inner tapered sleeve 5b. In this embodiment, the inner drive disc 5f is fixedly connected by locking bolts 5n evenly distributed circumferentially, ensuring high reliability. The outer circumferential surface of the central stop 5d1 and the inner circumferential surface of the inner drive disc 5f are splined, which is simple and reliable.

[0041] The inner drive disk 5f has a starting boss 5f1 extending radially inward to the middle stop 5d1 at the end away from the elastic element cam sleeve 5e. Specifically, the inner edge of the starting boss 5f1 protrudes beyond the inner edge of the inner drive disk 5f. A starting gap A is maintained between the starting boss 5f1 and the middle stop 5d1. The end of the middle stop 5d1 closest to the first elastic element 5g protrudes beyond the inner drive disk 5f, and the protrusion distance of the middle stop 5d1 is greater than or equal to the starting gap A. This ensures that when the middle stop 5d1 abuts against the starting boss 5f1, the elastic force of the first elastic element 5g acts on the inner drive disk 5f through the middle stop 5d1, compressing the second elastic element 5h.

[0042] Specifically, the end of the support spindle 3 away from the reduction mechanism 2 is enlarged to form an end stop 3a. The end stop 3a and the starting boss 5f1 elastically support a second elastic element 5h. At least two connecting pieces 5i that can move axially through the end stop 3a are fixedly connected to the end of the transmission cam sleeve 5d near the end stop 3a. Each connecting piece 5i is fixedly connected to the sensor mounting plate 5j after passing through the end stop 3a. The sensor mounting plate 5j and the adjacent housing 1 are equipped with a speed detection component 5k and a displacement detection component 5l for detecting the speed and axial movement distance of the transmission cam sleeve 5d, respectively. The transmission cam sleeve 5d transmits power to the power output mechanism 9 through an end face cam kinematic pair, and the elastic element cam sleeve 5e transmits power to the power output mechanism 9 through an end face cam kinematic pair.

[0043] When the outer conical sleeve 5a and the inner conical sleeve 5b are in frictional engagement, the power transmitted by the outer conical sleeve 5a is transmitted to the power output mechanism 9 through the inner conical sleeve 5b and the central transmission sensing mechanism in sequence, and the power is output by the drive wheel 9a located outside the housing 1; when a gap appears between the outer conical sleeve 5a and the inner conical sleeve 5b, the power transmitted by the outer conical sleeve 5a is transmitted to the low-speed driven gear 9b through the reduction mechanism 2, and the power is output by the drive wheel 9a located outside the housing 1.

[0044] Therefore, a transmission sensing mechanism is constructed using the first elastic element 5g, the second elastic element 5h, the transmission cam sleeve 5d, the inner drive disk 5f, the support spindle 3, the speed detection component 5k, and the displacement detection component 5l. This mechanism can monitor the system's speed and torque in real time, thereby obtaining the system's real-time power and enabling the system to be applied to other extreme application scenarios such as autonomous driving. Specifically, the speed detection component 5k can measure the real-time speed of the support spindle 3, and the displacement detection component 5l can measure the displacement of the support spindle 3. Combined with the parameters of the first elastic element 5g and the second elastic element 5h, the torque of the support spindle 3 can be calculated. Then, the speed information and torque information are multiplied to obtain the real-time power. The algorithm is simple.

[0045] Among them, the starting gap A is the power target for gear shifting. By adjusting the gap width of the starting gap A, the power target for gear shifting can be adjusted, which greatly reduces the difficulty of adjustment.

[0046] Furthermore, the first elastic element 5g, the second elastic element 5h, and related transmission elements constitute a dual-force transmission mechanism. Driving resistance first acts on the first set of elastic elements 5g, causing the transmission cam sleeve 5d to move axially until the starting gap disappears. Then, the transmission cam sleeve 5d drives the inner drive disc 5f to move axially together, simultaneously pressing the second set of elastic elements 5h, causing the inner cone sleeve 5b to separate from the outer cone sleeve 5a. This achieves a stepped, progressive elastic preload, which not only buffers the repeated compression of the elastic elements caused by unstable driving resistance on uneven road surfaces, thus reducing the possibility of repeated clutch engagement and disengagement, but is also particularly suitable for bumpy road sections. It prevents frequent gear shifting due to rapid changes in driving resistance in a short time, reducing system losses caused by gear shifting and significantly improving system performance. In terms of lifespan, and when a gear shift is truly needed, the first elastic element group 5g can utilize the pre-generated thrust on the second elastic element group 5h, combined with the driving resistance, to compress the second elastic element group 5h together, achieving a "smooth opening" effect by disconnecting the inner cone sleeve 5b from the outer cone sleeve 5a. This significantly reduces shifting impact, and the motor current does not surge during shifting. Therefore, by fully utilizing the dual attributes of motor output traction force and driving resistance, and employing a friction pair transmission mechanism calibration and adjustment scheme for the transmission load limit, the transmission mechanism achieves smooth and gentle separation and engagement by abandoning numerous energy-consuming mechanisms, actuators, sensors, and complex algorithms. This allows for the transmission of two different power outputs, meeting the requirements of various complex operating conditions such as vehicle acceleration, hill climbing, and high-speed driving.

[0047] Both the first elastic element group 5g and the second elastic element group 5h preferably use disc springs, which are durable, stable and reliable.

[0048] Please see Figure 1 , Figure 6 and Figure 7 The connecting component 5i includes an extended bolt 5i1 and a sliding sleeve 5i2 fitted onto the extended bolt 5i1. The two ends of the sliding sleeve 5i2 abut against the transmission cam sleeve 5d and the sensor mounting plate 5j, respectively. The sliding sleeve 5i2 is axially movable and passes through the end stop 3a. Specifically, the end stop 3a has a guide hole 3a1 for sliding engagement with the sliding sleeve 5i2, ensuring the reliability of the sliding engagement. The screw of the extended bolt 5i1 passes sequentially through the sensor mounting plate 5j and the sliding sleeve 5i2 and is then locked in the threaded hole 5d3 on the transmission cam sleeve 5d, making it simple and reliable.

[0049] Further, please see Figure 4 and Figure 5The support spindle 3 includes a cylindrical section 3b with a cylindrical structure and a sliding engagement section 3c extending from one end of the cylindrical section 3b near the transmission cam sleeve 5d to the end stop 3a. The outer diameter of the cylindrical section 3b is larger than the outer diameter of the sliding engagement section 3c. The outer circumferential surface of the sliding engagement section 3c is recessed to form multiple sliding guide grooves 3c1 evenly distributed along the circumference. Each sliding guide groove 3c1 extends from the end face of the cylindrical section 3b to the end face of the end stop 3a. The inner circumferential surface of the transmission cam sleeve 5d protrudes to form sliding guide ribs 5d2 that are adapted to the corresponding sliding guide grooves 3c1. Each sliding guide rib 5d2 is slidably embedded in the corresponding sliding guide groove 3c1, ensuring the stability and reliability of the synchronous rotation of the transmission cam sleeve 5d and the support spindle 3.

[0050] Please see Figure 1 , Figure 2 and Figure 4 The rotational speed detection component 5k includes multiple permanent magnets 5k1 evenly distributed circumferentially on the side of the sensor mounting plate 5j away from the end stop 3a, and Hall sensors 5k2 adapted to each permanent magnet 5k1. The displacement detection component 5l includes a marker 5l1 mounted on the side of the sensor mounting plate 5j away from the end stop 3a, and a laser rangefinder 5l2 adapted to the marker 5l1. Both the Hall sensors 5k2 and the laser rangefinder 5l2 are mounted on the housing 1, which is simple and reliable.

[0051] Please see Figure 1 The outer tapered sleeve 5a includes an outer tapered sleeve body 5a1, an outer tapered sleeve end cap 5a4, and an outer tapered sleeve connecting sleeve 5a3 fitted outside the outer tapered sleeve body 5a1. The inner circumferential surface of the outer tapered sleeve body 5a1 can frictionally engage with the outer circumferential surface of the inner tapered sleeve 5b. The high-speed driven gear 5a2 is synchronously rotated and fitted onto the outer tapered sleeve body 5a1, and is fixedly connected to the end of the outer tapered sleeve connecting sleeve 5a3 near the low-speed driven gear 9b. The outer tapered sleeve end cap 5a4 is fixedly connected to the end of the outer tapered sleeve connecting sleeve 5a3 away from the low-speed driven gear 9b. The outer tapered sleeve body 5a1 is rotatably supported outside the elastic element cam sleeve 5e. The inner circumferential surface of the outer tapered sleeve end cap 5a4 is rotatably supported on the outer circumferential surface of the end stop 3a via bearings. The outer circumferential surfaces of both the outer tapered sleeve body 5a1 and the outer tapered sleeve end cap 5a4 are rotatably supported on the housing 1 via bearings. The above structure ensures the reliability of the overall structure, while also taking into account the convenience of assembly, facilitating the maintenance and upkeep of internal components.

[0052] Furthermore, the circumferential outer wall of the inner conical sleeve 5b is an inner friction conical surface with a conical structure, and the circumferential inner wall of the outer conical sleeve body 5a1 is an outer friction conical surface with a conical structure, and the outer friction conical surface and the inner friction conical surface are in frictional engagement.

[0053] Furthermore, a friction material layer is sintered on the outer friction cone surface, and oil passages are distributed on this friction material layer. Oil holes 5b2 are distributed on the inner cone sleeve 5b, extending along its wall thickness. Lubricating oil can enter the outer friction cone surface from the inner cone sleeve 5b through the oil holes 5b2, and then the lubricating oil is distributed on the outer friction cone surface along the oil passages. This can cool, reduce friction, and clean the cone surface, and can also balance the air pressure between the outer cone sleeve 5a and the inner cone sleeve 5b.

[0054] In this embodiment, the power output mechanism 9 further includes a first double-end face cam sleeve 9c that is rotatably mounted on the support spindle 3 and a second double-end face cam sleeve 9d that is rotatably mounted on the first double-end face cam sleeve 9c. The drive wheel 9a is rotatably mounted on one end of the support spindle 3 that extends out of the housing 1. The two end faces of the first double-end face cam sleeve 9c form end face cam motion pairs with the adjacent end faces of the transmission cam sleeve 5d and the drive wheel 9a, respectively. The two end faces of the second double-end face cam sleeve 9d form end face cam motion pairs with the adjacent end faces of the elastic element cam sleeve 5e and the drive wheel 9a, respectively. The low-speed driven gear 9b is synchronously mounted on the second double-end face cam sleeve 9d.

[0055] When the end face cam kinematic pair is subjected to force, it generates two component forces in the axial and circumferential directions. The circumferential component force outputs power, while the axial component force is opposite to the axial preload force and tends to overcome the axial preload force. In other words, the rotation direction of the end face cam kinematic pair is related to the direction of power output rotation. Based on the above description, those skilled in the art, knowing the direction of power output, can determine which rotation direction of the axial cam pair can apply which axial component force, which will not be elaborated here.

[0056] The power transmission route of the fast gear in this embodiment (when the rotor 72 rotates forward and the inner friction cone surface of the inner cone sleeve 5b presses against the outer friction cone surface of the outer cone sleeve 5a):

[0057] The drive motor 4's motor shaft 4a → input drive gear 4b → double gear 2b → high-speed driven gear 5a2 → outer cone sleeve 5a → inner cone sleeve 5b → elastic element cam sleeve 5e → second double-end face cam sleeve 9d → drive wheel 9a.

[0058] At this time, the outer ring of the overrunning clutch 2c overruns the inner ring, and the resistance transmission route is: drive wheel 9a → second double-end face cam sleeve 9d → elastic element cam sleeve 5e → first elastic element group 5g → transmission cam sleeve 5d; when the driving resistance increases to a certain extent, the axial force of the end face cam motion pair overcomes the elastic force of the second elastic element group 5h, causing the inner sleeve drive disc 5f to move axially and compress the second elastic element group 5h, thereby releasing the first elastic element group 5g, so that the inner cone sleeve 5b and the outer cone sleeve 5a of the friction clutch can be separated "very easily", and the power is transmitted through the following route, namely the low-speed gear power transmission route (rotor 72 rotates forward, the inner friction cone surface of the inner cone sleeve 5b separates from the outer friction cone surface of the outer cone sleeve 5a):

[0059] The drive motor 4's motor shaft 4a → input drive gear 4b → double gear 2b → countershaft 2a → overrunning clutch 2c → low-speed driven gear 9b → second double-end face cam sleeve 9d → drive wheel 9a.

[0060] When a vehicle starts, the resistance is greater than the driving force. This resistance forces the end-face cam motion pair to produce axial displacement, compressing the second elastic element group 5h and releasing the first elastic element group 5g, after which the clutch disengages (i.e., the inner cone sleeve 5b and the outer cone sleeve 5a disengage). This automatically enables low-speed starting, shortening the starting time and reducing the starting force. At the same time, the second elastic element group 5h absorbs the energy of the motion resistance torque, storing potential energy for restoring power transmission in high gear.

[0061] After successful startup, the driving resistance decreases. When the axial force decreases to less than the pressure generated by the second elastic element group 5h, the pressure of the second elastic element group 5h is released due to compression by the motion resistance. Under the push, the first elastic element group 5g is compressed, pushing the inner cone sleeve 5b to engage with the outer cone sleeve 5a, thus completing the clutch restoration to a tight engagement state, and the overrunning clutch 2c is in an overrunning state.

[0062] During operation, the automatic gear shifting principle is the same as above, which achieves gear shifting without cutting off the driving force, making the entire locomotive run smoothly, safely and with low energy consumption, and also simplifying the transmission route and improving transmission efficiency.

[0063] Example 2:

[0064] Please see Figure 2 The main structure of this embodiment is exactly the same as that of embodiment 1, except that the power output mechanism 9 is different.

[0065] The drive wheel 9a is rotatably mounted on one end of the support spindle 3 that extends out of the housing 1. The inner end of the drive wheel 9a has an extended cam sleeve 9a1 that extends into the housing 1. The extended cam sleeve 9a1 and the adjacent end face of the transmission cam sleeve 5d form an end face cam motion pair. The power output mechanism 9 also includes an end face cam sleeve 9e that is rotatably mounted on the extended cam sleeve 9a1. The end face cam sleeve 9e and the adjacent end face of the elastic element cam sleeve 5e form an end face cam motion pair. The low-speed driven gear 9b is synchronously mounted on the end face cam sleeve 9e.

[0066] The power transmission route of the fast gear in this embodiment (when the rotor 72 rotates forward and the inner friction cone surface of the inner cone sleeve 5b presses against the outer friction cone surface of the outer cone sleeve 5a):

[0067] The drive motor 4's motor shaft 4a → input drive gear 4b → double gear 2b → high-speed driven gear 5a2 → outer cone sleeve 5a → inner cone sleeve 5b → inner drive disc 5f → transmission cam sleeve 5d → drive wheel 9a.

[0068] At this time, the outer ring of the overrunning clutch 2c overruns the inner ring, and the resistance transmission route is: drive wheel 9a → transmission cam sleeve 5d; when the driving resistance increases to a certain extent, the axial force of the end face cam motion pair overcomes the elastic force of the second elastic element group 5h, causing the inner sleeve drive disc 5f to move axially and compress the second elastic element group 5h, thereby releasing the first elastic element group 5g, so that the inner cone sleeve 5b and the outer cone sleeve 5a of the friction clutch can be separated "very easily", and the power is transmitted through the following route, namely the low-speed power transmission route (rotor 72 rotates forward, the inner friction cone surface of the inner cone sleeve 5b separates from the outer friction cone surface of the outer cone sleeve 5a):

[0069] The drive motor 4's motor shaft 4a → input drive gear 4b → double gear 2b → countershaft 2a → overrunning clutch 2c → low-speed driven gear 9b → end face cam sleeve 9e → elastic element cam sleeve 5e → inner cone sleeve 5b → inner drive disc 5f → transmission cam sleeve 5d → drive wheel 9a.

[0070] Example 3:

[0071] Please see Figure 3 The main structure of this embodiment is exactly the same as that of embodiment 1, except that the power output mechanism 9 is different.

[0072] The power output mechanism 9 also includes an output first-stage drive gear 9f and a first double-end-face cam sleeve 9c, both of which are rotatably mounted on the support spindle 3, an output shaft 9g parallel to the support spindle 3, and an output first-stage driven gear 9h that rotates synchronously with the output shaft 9g. The drive wheel 9a is rotatably mounted on one end of the output shaft 9g that extends out of the housing 1. The output first-stage drive gear 9f meshes with the output first-stage driven gear 9h. The two end faces of the first double-end-face cam sleeve 9c form end-face cam motion pairs with the adjacent end faces of the output first-stage drive gear 9f and the transmission cam sleeve 5d, respectively. The low-speed driven gear 9b is rotatably mounted on the first double-end-face cam sleeve 9c. The low-speed driven gear 9b forms an end-face cam motion pair with the adjacent end face of the elastic element cam sleeve 5e.

[0073] The power transmission route of the fast gear in this embodiment (when the rotor 72 rotates forward and the inner friction cone surface of the inner cone sleeve 5b presses against the outer friction cone surface of the outer cone sleeve 5a):

[0074] The drive motor 4's motor shaft 4a → input drive gear 4b → double gear 2b → high-speed driven gear 5a2 → outer cone sleeve 5a → inner cone sleeve 5b → inner drive disk 5f → transmission cam sleeve 5d → first double-end face cam sleeve 9c → output first-stage drive gear 9f → output first-stage driven gear 9h → output shaft 9g → drive wheel 9a.

[0075] At this time, the outer ring of the overrunning clutch 2c overruns the inner ring, and the resistance transmission route is: drive wheel 9a → output shaft 9g → output first-stage driven gear 9h → output first-stage driving gear 9f → first double-end face cam sleeve 9c → transmission cam sleeve 5d; when the driving resistance increases to a certain extent, the axial force of the end face cam motion pair overcomes the elastic force of the second elastic element group 5h, causing the inner sleeve drive disc 5f to move axially and compress the second elastic element group 5h, thereby releasing the first elastic element group 5g, so that the inner cone sleeve 5b and the outer cone sleeve 5a of the friction clutch can be separated "very easily", and the power is transmitted through the following route, namely the low-speed gear power transmission route (rotor 72 rotates forward, the inner friction cone surface of the inner cone sleeve 5b separates from the outer friction cone surface of the outer cone sleeve 5a):

[0076] The drive motor 4's motor shaft 4a → input drive gear 4b → double gear 2b → countershaft 2a → overrunning clutch 2c → low-speed driven gear 9b → end face cam sleeve 9e → elastic element cam sleeve 5e → inner cone sleeve 5b → inner drive disc 5f → transmission cam sleeve 5d → first double end face cam sleeve 9c → output first stage drive gear 9f → output first stage driven gear 9h → output shaft 9g → drive wheel 9a.

[0077] Finally, it should be noted that the above description is merely a preferred embodiment of the present invention. Those skilled in the art, under the guidance of the present invention, can make various similar representations without departing from the spirit and claims of the present invention, and such modifications all fall within the protection scope of the present invention.

Claims

1. A mid-mounted drive tapered clutch transmission sensing intelligent adaptive variable speed electric drive system, comprising a housing and a drive motor and a variable speed system both mounted in the housing, characterized in that: The transmission system includes a transfer mechanism, a power output mechanism, a support spindle parallel to the motor shaft of the drive motor, and a tapered clutch mechanism and a central transmission sensing mechanism, all mounted on the support spindle. The tapered clutch mechanism includes an inner tapered sleeve coaxially surrounding the support spindle and an outer tapered sleeve that is frictionally disposed on the circumferentially outer side of the inner tapered sleeve. The transfer mechanism includes a secondary shaft parallel to the motor shaft, a double gear synchronously mounted on the secondary shaft, and an overrunning clutch mounted on the secondary shaft. The double gear includes an input driven gear that meshes with an input driving gear synchronously mounted on the motor shaft and a high-speed driving gear that meshes with a high-speed driven gear synchronously mounted on an outer conical sleeve. The outer ring of the overrunning clutch has a low-speed driving gear with an outer diameter smaller than that of the high-speed driving gear. The power output mechanism includes at least a low-speed driven gear that meshes with the low-speed driving gear and a drive wheel located outside the housing. The central transmission sensing mechanism includes a transmission cam sleeve rotatably mounted on a support spindle, an elastic element cam sleeve rotatably mounted outside the transmission cam sleeve, and an inner drive disk rotatably mounted outside the transmission cam sleeve. The transmission cam sleeve is axially movable along the support spindle and has a radially protruding central stop on its outer circumferential surface. The elastic element cam sleeve is axially movable along an inner conical sleeve and rotates synchronously with the inner conical sleeve. A first elastic element is elastically supported between the central stop and the adjacent end face of the elastic element cam sleeve. The inner drive disk is axially movable and mounted on the central stop, and is fixedly connected to the inner conical sleeve. The end of the inner drive disk away from the elastic element cam sleeve has an activation boss extending radially inward to the end of the central stop away from the elastic element cam sleeve. An opening is left between the activation boss and the central stop. The middle stop protrudes from the inner drive disk at one end near the first elastic element, and its protrusion distance is greater than or equal to the starting gap. The end of the support spindle away from the deceleration mechanism is enlarged to form an end stop. The end stop and the starting boss elastically support a second elastic element. At least two connecting parts that can move axially through the end stop are fixedly connected to the end of the transmission cam sleeve near the end stop. Each connecting part is fixedly connected to the sensor mounting plate after passing through the end stop. The sensor mounting plate and the adjacent housing are equipped with a speed detection component and a displacement detection component for detecting the speed and axial movement distance of the transmission cam sleeve, respectively. The transmission cam sleeve and the power output mechanism transmit power through an end face cam kinematic pair. The elastic element cam sleeve and the power output mechanism transmit power through an end face cam kinematic pair. When the outer cone sleeve and the inner cone sleeve are in frictional engagement, the power transmitted by the outer cone sleeve is transmitted to the power output mechanism through the inner cone sleeve and the central transmission sensing mechanism in sequence, and the power is output by the drive wheel located outside the housing; when a gap appears between the outer cone sleeve and the inner cone sleeve, the power transmitted by the outer cone sleeve is transmitted to the low-speed driven gear through the reduction mechanism, and the power is output by the drive wheel located outside the housing.

2. The intelligent adaptive variable speed electric drive system with mid-mounted drive tapered clutch transmission sensing according to claim 1, characterized in that: The power output mechanism further includes a first double-end face cam sleeve that is rotatably mounted on the support spindle and a second double-end face cam sleeve that is rotatably mounted on the first double-end face cam sleeve. The drive wheel is rotatably mounted on one end of the support spindle that protrudes from the housing. The two end faces of the first double-end face cam sleeve form end face cam kinematic pairs with the adjacent end faces of the transmission cam sleeve and the drive wheel, respectively. The two end faces of the second double-end face cam sleeve form end face cam kinematic pairs with the adjacent end faces of the elastic element cam sleeve and the drive wheel, respectively. The low-speed driven gear is synchronously mounted on the second double-end face cam sleeve.

3. The intelligent adaptive variable speed electric drive system with mid-mounted drive tapered clutch transmission sensing according to claim 1, characterized in that: The drive wheel is rotatably mounted on one end of the support spindle that protrudes from the housing. The inner end of the drive wheel has an extended cam sleeve that extends into the housing. The extended cam sleeve and the adjacent end face of the transmission cam sleeve form an end face cam kinematic pair. The power output mechanism also includes an end face cam sleeve that is rotatably mounted on the extended cam sleeve. The end face cam sleeve and the adjacent end face of the elastic element cam sleeve form an end face cam kinematic pair. The low-speed driven gear is synchronously mounted on the end face cam sleeve.

4. The intelligent adaptive variable speed electric drive system with mid-mounted drive tapered clutch transmission sensing according to claim 1, characterized in that: The power output mechanism also includes a primary output drive gear and a first double-end face cam sleeve, both of which are rotatably mounted on the support spindle, an output shaft parallel to the support spindle, and a primary output driven gear that rotates synchronously with the output shaft. The drive wheel is rotatably mounted on one end of the output shaft that extends out of the housing. The primary output drive gear meshes with the primary output driven gear. The two end faces of the first double-end face cam sleeve respectively form end face cam kinematic pairs with the adjacent end faces of the primary output drive gear and the transmission cam sleeve. The low-speed driven gear is rotatably mounted on the first double-end face cam sleeve. The low-speed driven gear forms an end face cam kinematic pair with the adjacent end face of the elastic element cam sleeve.

5. The intelligent adaptive variable speed electric drive system with mid-mounted drive tapered clutch transmission sensing according to claim 1, characterized in that: The connector includes an extended bolt and a sliding sleeve fitted on the extended bolt. The two ends of the sliding sleeve abut against the transmission cam sleeve and the sensor mounting plate, respectively, and are axially movable through the end stop. The screw of the extended bolt passes through the sensor mounting plate and the sliding sleeve in sequence and is locked in the threaded hole on the transmission cam sleeve.

6. The intelligent adaptive variable speed electric drive system with mid-mounted drive tapered clutch transmission sensing according to claim 1, characterized in that: The rotational speed detection component includes multiple permanent magnets evenly distributed circumferentially on the side of the sensor mounting plate away from the end stop, and Hall sensors adapted to each permanent magnet. The displacement detection component includes a marker installed on the side of the sensor mounting plate away from the end stop and a laser rangefinder adapted to the marker. Both the Hall sensors and the laser rangefinder are mounted on the housing.

7. The intelligent adaptive variable speed electric drive system with mid-mounted drive tapered clutch transmission sensing according to claim 1, characterized in that: The supporting mandrel includes a cylindrical section with a cylindrical structure and a sliding engagement section extending from one end of the cylindrical section near the transmission cam sleeve to the end stop. The outer diameter of the cylindrical section is larger than the outer diameter of the sliding engagement section. The outer circumferential surface of the sliding engagement section is recessed to form multiple sliding guide grooves evenly distributed circumferentially. Each sliding guide groove extends from the end face of the cylindrical section to the end face of the end stop. The inner circumferential surface of the transmission cam sleeve protrudes to form sliding guide ribs that are adapted to the corresponding sliding guide grooves. Each sliding guide rib is slidably embedded in the corresponding sliding guide groove.

8. The intelligent adaptive variable speed electric drive system with mid-mounted drive tapered clutch transmission sensing according to claim 1, characterized in that: The outer conical sleeve includes an outer conical sleeve body, an outer conical sleeve end cap, and an outer conical sleeve connecting sleeve fitted outside the outer conical sleeve body. The inner circumferential surface of the outer conical sleeve body can frictionally engage with the outer circumferential surface of the inner conical sleeve. The high-speed driven gear is synchronously rotatably fitted on the outer conical sleeve body and fixedly connected to the end of the outer conical sleeve connecting sleeve near the low-speed driven gear. The outer conical sleeve end cap is fixedly connected to the end of the outer conical sleeve connecting sleeve away from the low-speed driven gear. The outer conical sleeve body is rotatably supported outside the elastic element cam sleeve. The inner circumferential surface of the outer conical sleeve end cap is rotatably supported on the outer circumferential surface of the end stop via a bearing. The outer circumferential surfaces of both the outer conical sleeve body and the outer conical sleeve end cap are rotatably supported on the housing via bearings.

9. The intelligent adaptive variable speed electric drive system with mid-mounted drive tapered clutch transmission sensing according to claim 8, characterized in that: The outer circumferential wall of the inner conical sleeve is an inner friction cone with a conical structure, and the inner circumferential wall of the outer conical sleeve body is an outer friction cone with a conical structure. The outer friction cone and the inner friction cone are in frictional fit. A friction material layer is sintered on the outer friction cone, and oil passages are distributed on the friction material layer.

10. The intelligent adaptive variable speed electric drive system with mid-mounted drive tapered clutch transmission sensing according to claim 9, characterized in that: The inner conical sleeve has oil holes that penetrate along its wall thickness.

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