CN118815922B - Dual-force quick-response adaptive transmission assembly and electric drive system - Google Patents

Abstract

The present invention discloses a dual-force fast-response adaptive speed change assembly and electric drive system, including a main shaft, an adaptive cam clutch mechanism and a reduction mechanism, which reduces one layer of transmission in the radial direction, simplifies the transmission path, and improves the response speed of gear shifting. The traction force and the driving resistance work together to realize the switching and maintenance of low-speed and high-speed gears, which can provide a higher driving torque in the constant torque area and a higher speed in the constant power area. It can also achieve low-speed high torque and high efficiency to meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving. What is more advantageous is that the optimal working time of the electric motor power can be optimized to improve the power output efficiency of the drive motor, greatly improve the economy, and enhance the continuous acceleration performance. The simple power transmission route without the need for additional other system components is conducive to lightweighting and reducing the volume, which can reduce the manufacturing and use costs, reduce the battery capacity, and reduce the weight of the entire vehicle.

Description

Dual-acting force quick-response self-adaptive speed change assembly and electric driving system

Technical Field

The invention relates to the technical field of speed changing systems, in particular to a double-acting force quick response self-adaptive speed changing assembly and an electric driving system.

Background

The operation of the electric vehicle depends on an electric drive system, and the electric drive system realizes the deep fusion of mechanical and electric drive power components, is a core component for running and is all devices needed for providing power for the electric vehicle. The electric drive system mainly comprises four major parts, namely a drive motor, a transmission, a power converter and a controller. Its performance and efficiency directly affect the dynamics, economy and comfort of an electric vehicle. The size and weight of the drive motor and transmission also affect the overall efficiency of the electric vehicle. The power converter and the controller are very relevant to safe and reliable operation of the electric automobile.

The electric drive system is only provided with a speed reduction transmission, and can enable torque output generated by a motor to be direct and smooth, but the dynamic property and the economical efficiency of the electric vehicle cannot be simultaneously considered, because the driving motor cannot be positioned at a high-efficiency working point under most working conditions in the driving process, particularly under the conditions of highest or lowest vehicle speed and low load, the speed reduction transmission ratio is large, no lifting space exists after the speed reaches the limit, the cruising state of the electric vehicle is also positioned at a high rotating speed critical point, the speed is restricted, the efficiency is generally reduced to be below 60-70%, the power loss is high, the high-speed economical efficiency is not high, the dynamic property, the economical efficiency and the comfort of the vehicle are poor, the vehicle-mounted electric energy is seriously wasted, and the driving mileage is reduced. In addition, the electric drive system with the speed reduction transmission structure is not beneficial to adopting a high-efficiency and light-weight drive motor.

Compared with the electric drive system with the speed reducing transmission box, the electric drive system with the speed reducing transmission box has smaller loss of power output, can provide higher driving torque in a constant torque area, can provide higher rotating speed in a constant power area, and can realize high torque and high efficiency under the working condition of low speed and heavy load. The motor power explosion time can be better selected, the power output efficiency of the driving motor is optimized and improved, the continuous acceleration performance is enhanced, a wider high-efficiency platform is provided, the requirements of various complex working conditions of vehicle acceleration, climbing and high-speed running can be fully met, the power performance, economy and comfort are greatly improved, the manufacturing and using cost is reduced, the battery capacity is reduced, the weight and the volume are reduced, and the weight of the whole vehicle and the like are reduced.

As products are upgraded and upgraded, users' pursuit of performance, efficiency and range and sensitivity to weight and cost are reduced, and matching variable speed transmissions should be a future development trend of electric motorcycle drive systems.

From 2013-2019, for example, china patent with publication number CN105151216A discloses an intelligent balance self-adaptive automatic speed change control system, AAT for short, and the core working principle of the AAT transmission is that an end face cam pair is reversely driven by an external load to axially move a transmission part responsible for high-speed gear, so that the aim of self-adaptive automatic gear shifting is fulfilled.

For example, a plurality of transmission systems adopting conical friction pairs and pretightening force to control transmission are disclosed in China patent (application number: CN201310389721, name: multi-cam self-adaptive multi-gear automatic transmission), the system outputs power and driving resistance attribute by means of a motor, a transmission route is changed by a friction transmission part through an end-face cam clutch mechanism through an overrunning clutch, and high-speed or low-speed gears are adaptively selected according to load to switch gears. The outer surface of the friction transmission part is designed into a conical body, the inner ring of the friction ring is constructed into a conical hole structure matched with the conical surface, the elastic element positioned at the right end of the friction transmission part pushes the friction transmission part into the conical hole, so that the power combination can be realized, and the end face cam positioned at the left end of the friction transmission part pushes the friction transmission part to leave the conical hole under the load, so that the power separation can be realized. In the end cam clutch mechanism described in this document, a portion responsible for performing separation and coupling is constituted by a friction transmission member and an elastic element.

The speed change system of the structure breaks through the traditional electric vehicle transmission speed change structure, but more technical problems still exist:

1. When the load transmitted by the friction pair transmission arrangement in the self-adaptive cam clutch mechanism is equal to or smaller than the transmission torque, after the friction pair transmission mechanism component is separated, traction force and running resistance are changed into axial synthesized pressure in the same direction through the transmission mechanism to press the elastic element disc spring, after the elastic element disc spring is axially compressed, the elastic element characteristic can increase the reverse elastic elasticity and simultaneously push back a moving component in the friction pair transmission mechanism, short-time adhesion can occur to the friction pair, so that the friction pair transmission mechanism is difficult to realize quick separation and combination, friction pair abrasion can be accelerated, gear shifting irregularity is caused, the service life of the friction pair transmission mechanism is influenced, and especially when the relative action of the traction force and the running resistance of the friction transmission component is increased to be equal to or larger than the transmission torque limit value, the reverse elastic push back is more prominent. There are engineering principles and structural problems of how to reduce the reverse spring back caused by the increase of the elastic force after the elastic element is compressed;

2. the friction pair transmission mechanism and the elastic element are distributed in sequence, so that the structure problems of large occupied space position, small transmission power and low efficiency exist;

3. the mechanism is not provided with a transfer mechanism, so that the mechanism has a complex structure and has the problems of being unfavorable for light weight and integration;

4. The scattering and unloading process for calibrating the clutch transmission torque and rotation speed of the friction pair transmission mechanism and the high-efficiency power target of the motor is complex and excessively long;

5. The friction transmission part is not suitable for the instant repeated locking mechanism of the belladoptive washboard circuit;

6. The mechanism has engineering problems such as timely synchronous control of the controller and the like.

Disclosure of Invention

In order to solve the technical problems, the invention provides a double-acting force quick-response self-adaptive speed change assembly and an electric driving system.

The technical scheme is as follows:

The first aspect of the application relates to a double-acting force quick response self-adaptive speed change assembly, which comprises a main shaft, a self-adaptive cam clutch mechanism and a speed reducing mechanism, wherein the self-adaptive cam clutch mechanism comprises a shaft sleeve which can be sleeved on the main shaft in a relative rotating way, a secondary driven gear, a middle transmission sleeve, an inner taper sleeve small supporting ring and an inner taper sleeve large supporting ring which can be sleeved on the shaft sleeve in turn in the axial direction, an end face cam sleeve which is synchronously sleeved on the shaft sleeve in a rotating way and an outer taper sleeve which is sleeved outside the inner taper sleeve in a friction fit way, the end face cam sleeve is positioned at one end of the inner taper sleeve small supporting ring which is far away from the inner taper sleeve large supporting ring, a first end face cam pair is formed between adjacent end faces of the end face cam sleeve and the inner taper sleeve small supporting ring, a second end face cam pair is formed between two end faces of the middle transmission sleeve and adjacent end faces of the secondary driven gear and the inner taper sleeve respectively, the middle transmission sleeve, the inner taper sleeve and the small inner taper sleeve supporting ring can all axially move along the shaft sleeve, the small inner taper sleeve supporting ring is provided with a first supporting disc which radially extends, the large inner taper sleeve supporting ring is provided with a second supporting disc which radially extends, the inner taper sleeve is wound outside the first supporting disc and the second supporting disc, the outer circumferential surface of the first supporting disc is in spline fit with the inner circumferential surface of the inner taper sleeve, a first elastic element group is elastically supported between the inner taper sleeve and the first supporting disc, a second elastic element group is elastically supported between the first supporting disc and the second supporting disc, a power input sleeve which synchronously rotates with the outer taper sleeve is sleeved on the middle transmission sleeve in a relatively rotating manner, the power input sleeve is provided with primary driving teeth, an end cover coaxially fixedly connected with the outer taper sleeve is sleeved on the main shaft in a synchronous rotating manner, the shaft sleeve is provided with power output teeth;

the speed reducing mechanism comprises a counter shaft parallel to the main shaft, a second-stage driving tooth formed on the counter shaft and an overrunning clutch sleeved on the counter shaft, wherein the second-stage driving tooth is meshed with the second-stage driven gear, and the outer ring of the overrunning clutch is provided with a first-stage driven tooth meshed with the first-stage driving tooth.

The second aspect of the application relates to a double-acting force quick response self-adaptive electric drive system, which comprises a motor and the double-acting force quick response self-adaptive speed change assembly, wherein one end of a main shaft, which is close to the motor, is coaxially and fixedly connected with the outer end of a motor shaft of the motor.

The quick response self-adaptive speed change assembly adopting the double acting forces and the electric driving system have the following advantages

The beneficial effects are that:

1. Under the condition of insufficient/no information, the system can output reasonable torque and rotating speed in a timely synchronous self-adaptive continuous power mode along with the change of load/resistance in the power output process in a full-automatic mode without human intervention, additional mechanisms and any external control, and the system finishes the tasks of power giving, transmitting, distributing and outputting, meets the use requirements of high efficiency and energy saving in the whole process, and has the advantage of self-adaptive mechanical speed change.

2. The high-speed high-torque motor can provide high driving torque in a constant torque area, can provide high rotating speed in a constant power area, can realize low-speed high torque and high efficiency, and can meet the requirements of various complex working conditions of vehicle acceleration, climbing and high-speed running. More preferably, the optimal working time of the motor power can be selected and optimized, the power output efficiency of the driving motor is improved, the economy is greatly improved, the continuous acceleration performance is enhanced, the simple power transmission route is beneficial to light weight and volume reduction without adding other system components, the manufacturing and using cost can be reduced, the battery capacity is reduced, and the weight of the whole vehicle is reduced.

3. The deep fusion of mechanical and electric driving power components is realized, the driving motor basically works in a high-efficiency range area in the driving process, the power consumption is low, the speed is not limited, the high-speed economy is high, the economy and the comfort of the vehicle are good, and the adoption of the high-efficiency and light-weight driving motor is facilitated.

4. The elastic element is arranged in the preset assembly space in the clutch, so that the design length of the whole output shaft is reduced, the structural bulkiness of the electric drive assembly is optimized, and the product structure is more compact.

5. The two groups of elastic elements are adopted, running resistance is utilized to act on the end face cam pair, the inner taper sleeve and the first group of elastic elements are pushed to directly press the second elastic element group through the small supporting ring of the inner taper sleeve, the inner taper sleeve is separated from the outer taper sleeve, stepped progressive elastic pretightening force is achieved, repeated compression of elastic parts caused by unstable running resistance in uneven road surfaces is buffered, the possibility of repeated engagement and separation of a clutch is reduced, the friction type gear shifting device is particularly suitable for bumpy road sections, frequent gear shifting is not caused due to short-time rapid change of the running resistance, loss caused by gear shifting of a system is reduced, the service life of the system is greatly prolonged, and when gear shifting is really needed, the first elastic element group is utilized to compress the second elastic element group together, the effect of 'light loosening' is achieved through disconnection of the inner taper sleeve and the outer taper sleeve, the situation of steep increase of current of a motor is not caused by unstable running resistance in uneven road surfaces, therefore, the two functions of motor output traction force and running resistance are fully utilized, the friction type gear shifting device is adopted, the friction type gear shifting device is adjusted, the requirements of a plurality of speed limit values and a plurality of speed limit values are met, a complex driving mechanism is achieved, a complex driving condition is satisfied, and a complex driving condition is achieved, and a speed is different and has different requirements and has different speed requirements.

6. The two-stage driven gear, the middle transmission sleeve, the inner taper sleeve, the end surface cam sleeve, the inner taper sleeve small supporting ring and the inner taper sleeve large supporting ring are coaxially and sequentially sleeved on the shaft sleeve, and compared with the Chinese patent application with the application number of CN202410653953.1, the invention reduces one-layer transmission in the radial direction, simplifies the transmission path, improves the transmission efficiency, reduces the radial dimension, and is easier to assemble and arrange.

7. Compared with the Chinese patent application with the application number of CN202410653953.1, the invention has the advantages that the outer peripheral surface of the first support disc is in spline fit with the inner peripheral surface of the inner taper sleeve, so that the transmission of the resistance moment is simpler, the shaft sleeve is directly transmitted to the small supporting ring of the inner taper sleeve through the end surface cam sleeve, the response speed of gear shifting is improved, the power matching is more reasonable, the driving feeling is improved, the transmission of the power is simpler, the inner taper sleeve is directly transmitted to the small supporting ring of the inner taper sleeve, the small supporting ring of the inner taper sleeve is transmitted to the shaft sleeve through the end surface cam sleeve, the response speed of the power is improved, and the damage of the power transmission is reduced.

Drawings

FIG. 1 is a schematic diagram of a dual force fast response adaptive electric drive system;

FIG. 2 is a schematic structural view of a dual force quick response adaptive transmission assembly;

FIG. 3 is a schematic view of the structure of the inner cone sleeve;

FIG. 4 is a schematic diagram of the structure of the torque calibrated inner bearing race;

Fig. 5 is a schematic structural view of the end cap.

Detailed Description

The invention is further described below with reference to examples and figures.

Example 1:

as shown in fig. 2-5, a dual-force fast-response adaptive transmission assembly is provided that basically comprises a main shaft 4, an adaptive cam clutch mechanism 5 and a reduction mechanism 2.

The self-adaptive cam clutch mechanism 5 mainly comprises a shaft sleeve 1, a secondary driven gear 5i, a middle transmission sleeve 5h, an inner cone sleeve 5b, an end face cam sleeve 5g, an inner cone sleeve small supporting ring 5d, an inner cone sleeve large supporting ring 5e and an outer cone sleeve 5a. The shaft sleeve 1 can be sleeved on the main shaft 4 in a relative rotation manner, the end face cam sleeve 5g is sleeved on the shaft sleeve 1 in a synchronous rotation manner, the secondary driven gear 5i, the middle transmission sleeve 5h, the inner cone sleeve 5b, the inner cone sleeve small supporting ring 5d and the inner cone sleeve large supporting ring 5e can be sleeved on the shaft sleeve 1 in a relative rotation manner, the secondary driven gear 5i, the middle transmission sleeve 5h, the inner cone sleeve 5b, the end face cam sleeve 5g, the inner cone sleeve small supporting ring 5d and the inner cone sleeve large supporting ring 5e are sequentially arranged along the axial direction of the shaft sleeve 1, and the outer cone sleeve 5a is sleeved outside the inner cone sleeve 5b in a friction fit manner. An end cover 6 coaxially and fixedly connected with the outer taper sleeve 5a is sleeved on the main shaft 4 in a synchronous rotation mode, namely, the main shaft 4 drives the end cover 6 to synchronously rotate, and the end cover 6 drives the outer taper sleeve 5a to synchronously rotate. The shaft sleeve 1 is formed with power output teeth 1a for outputting power.

In the self-adaptive cam clutch mechanism 5, the middle transmission sleeve 5h, the inner cone sleeve 5b and the small supporting ring 5d of the inner cone sleeve can all axially move along the shaft sleeve 1, in the implementation, the end cover 6 is in spline fit with the main shaft 4, and the end face cam sleeve 5g is in spline fit with the shaft sleeve 1, so that the self-adaptive cam clutch mechanism is stable, reliable and durable. It should be noted that the position of the end face cam sleeve 5g is fixed, and the position of the inner taper sleeve large supporting ring 5e is also fixed after the adjustment, so that a gap is left between the inner taper sleeve small supporting ring 5d and the inner taper sleeve large supporting ring 5 e.

The small inner cone sleeve supporting ring 5d is provided with a first supporting disc 5d1 which extends radially, the large inner cone sleeve supporting ring 5e is provided with a second supporting disc 5e1 which extends radially, the inner cone sleeve 5b surrounds the first supporting disc 5d1 and the second supporting disc 5e1, the outer peripheral surface of the first supporting disc 5d1 is in spline fit with the inner peripheral surface of the inner cone sleeve 5b, a first elastic element group 5c1 is elastically supported between the inner cone sleeve 5b and the first supporting disc 5d1, and a second elastic element group 5c2 is elastically supported between the first supporting disc 5d1 and the second supporting disc 5e 1. When it should be noted, the first elastic element group 5c1 and the second elastic element group 5c2 are preferably disc spring groups, which are durable, stable and reliable.

When power is transmitted between the end face cam sleeve 5g and the small inner cone sleeve backing ring 5d, the first end face cam pair a is generated by the first end face cam pair a, and the circumferential force component outputs power in the circumferential direction, the axial force component is opposite to the axial pre-tightening force and has a tendency of overcoming the axial pre-tightening force, that is, the rotation direction of the first end face cam pair a is related to the power output rotation direction, and a person skilled in the art can know what axial force component can be applied to the axial cam pair in what direction on the premise of knowing the power output direction according to the description.

The end surfaces at both ends of the intermediate transmission sleeve 5h and the adjacent end surfaces of the secondary driven gear 5i and the inner cone sleeve 5b form a second end surface cam pair b respectively, and when power is transmitted between the intermediate transmission sleeve 5h and the secondary driven gear 5i and the inner cone sleeve 5b, the second end surface cam pair b generates two component forces in the axial direction and the circumferential direction, wherein the component force in the circumferential direction outputs the power, the component force in the axial direction is opposite to the axial pretightening force and has a tendency of overcoming the axial pretightening force, that is, the rotation direction of the second end surface cam pair b is related to the power output rotation direction, and a person skilled in the art can know what kind of rotation direction of the axial component force of the axial cam pair can apply on the premise of knowing the power output direction according to the description, and the description is not repeated.

Meanwhile, a power input sleeve 5j which rotates synchronously with the outer cone sleeve 5a is sleeved on the middle transmission sleeve 5h in a relatively rotatable manner, and a primary driving tooth 5j1 is arranged on the power input sleeve 5 j. The speed reducing mechanism 2 comprises a secondary shaft 2a parallel to the primary shaft 4, a secondary driving tooth 2b formed on the secondary shaft 2a and an overrunning clutch 2c sleeved on the secondary shaft 2a, wherein the secondary driving tooth 2b is meshed with a secondary driven gear 5i, and the outer ring of the overrunning clutch 2c is provided with a primary driven tooth 2c1 meshed with a primary driving tooth 5j1. The diameter of the primary driving tooth 5j1 is smaller than that of the primary driven tooth 2c1, and the diameter of the secondary driving tooth 2b is smaller than that of the secondary driven gear 5i, so that secondary speed reduction and torque increase are realized.

Further, the spline section spline-fitted with the inner race of the overrunning clutch 2c is formed at one end of the auxiliary shaft 2a near the overrunning clutch 2c, and by such a design, not only is the integration level high, but also the fitting of the auxiliary shaft 2a with the inner race of the overrunning clutch 2c is stable and reliable.

In this embodiment, the stiffness coefficient of the second elastic element group 5c2 is greater than or equal to that of the first elastic element group 5c1, so that when the inner cone sleeve 5b is displaced away from the middle transmission sleeve 5h due to no influence of a blocking moment, the inner cone sleeve 5b has a tendency to be combined with the outer cone sleeve 5a, the inner cone sleeve 5b and the outer cone sleeve 5a are not easy to slip, the combination is better, and the first elastic element group 5c1 and the second elastic element group 5c2 can unload more force, so that frequent gear shifting is not caused by rapid change of running resistance in a short time, and the loss of the system caused by gear shifting is reduced.

The inner cone sleeve 5b is provided with a disc spring installation cavity 51 penetrating along the central axis, one end of the disc spring installation cavity 51, which is close to the middle transmission sleeve 5h, is provided with a supporting step surface 51c, the inner cone sleeve large supporting ring 5e is positioned at one end of the disc spring installation cavity 51, which is far away from the middle transmission sleeve 5h, the inner cone sleeve small supporting ring 5d is positioned at the middle part of the disc spring installation cavity 51, two ends of the first elastic element group 5c1 are respectively elastically supported on the supporting step surface 51c and the first supporting disc 5d1, one end of the inner cone sleeve 5b, which is close to the middle transmission sleeve 5h, is integrally formed with a cam sleeve part 51d which forms a second end face cam pair b with the middle transmission sleeve 5h, and the cam sleeve part 51d can be sleeved on the shaft sleeve 1 in a relatively rotating manner, and can slide along the shaft sleeve 1 axially, and is stable and reliable, and reasonable in structure and is convenient to assemble.

Further, the middle part of the disc spring mounting cavity 51 is provided with a first annular channel 51a matched with the first supporting disc 5d1, the first annular channel 51a is of a cylindrical structure, the circumferential inner wall of the first annular channel 51a is provided with an internal spline, the outer edge of the first supporting disc 5d1 extends along the axial direction to form a spline ring 5d2, and the circumferential outer wall of the spline ring 5d2 is provided with an external spline which is in spline fit with the internal spline on the first annular channel 51 a. By such design, the spline ring 5d2 and the first ring path 51a are longer in matching length, and the matching stability and reliability are improved.

Meanwhile, one end of the disc spring mounting cavity 51 far away from the middle transmission sleeve 5h is provided with a second annular channel 51b in a cylindrical structure, the outer edge of the second supporting disc 5e1 axially extends to form a supporting ring 5e2 in sliding fit with the second annular channel 51b, and the diameter of the first annular channel 51a is smaller than that of the second annular channel 51 b. Therefore, the disc spring mounting cavity 51 is in a multi-stage annular step structure with gradually increased radius towards the direction far away from the middle transmission sleeve 5h, when the electric drive assembly is assembled, after the first supporting disc 5d1 of the small inner cone sleeve supporting ring 5d is clamped between the first elastic element group 5c1 and the second elastic element group 5c2, the small inner cone sleeve supporting ring 5d, the first elastic element group 5c1 and the second elastic element group 5c2 are integrally mounted in the disc spring mounting cavity 51, and finally, the large inner cone sleeve supporting ring 5e is mounted at the opening of the outer end, so that the convenience of mounting is improved, and the reliability of assembly is also improved.

Further, an outer friction conical ring surface is arranged on the outer surface of the inner cone sleeve 5b, an inner friction conical ring surface in friction fit with the outer friction conical ring surface is arranged inside the outer cone sleeve 5a, a friction material layer is sintered on the outer friction conical ring surface, oil ways are distributed on the friction material layer, and oil holes 5b1 penetrating along the wall thickness direction of the inner cone sleeve 5b are distributed on the inner cone sleeve. Lubricating oil can enter the outer friction conical ring surface from the inner cone sleeve 5b through the oil hole 5b1, then the lubricating oil is distributed on the outer friction conical ring surface along an oil path, the conical ring surface can be cooled, antifriction and clean, and the air pressure of the outer cone sleeve 5a and the air pressure of the inner cone sleeve 5b can be balanced.

In this embodiment, a pre-tightening force adjusting assembly 7 for adjusting pre-tightening forces of the first elastic element set 5c1 and the second elastic element set 5c2 is installed on the main shaft 4, the pre-tightening force adjusting assembly 7 comprises a torque calibration inner bearing bracket ring 7a and a torque calibration adjusting washer 7b which are both sleeved on the main shaft 4 in a relatively rotatable manner, a torque calibration nut 7c in threaded fit with the main shaft 4, an elastic collar 7d for a shaft which is detachably installed on the main shaft 4, and a plurality of torque calibration ejector rods 7e which are axially movably penetrated on the end cover 6, each torque calibration ejector rod 7e is parallel to the main shaft 4 and circumferentially distributed around the main shaft 4, the torque calibration inner bearing bracket ring 7a and the torque calibration adjusting washer 7b are respectively abutted to the inner end and the outer end of each torque calibration ejector rod 7e, one end face of the torque calibration inner bearing bracket ring 7a, which is far from each torque calibration ejector rod 7e, is supported on the inner taper sleeve large bracket ring 5e, one end face of the torque calibration nut 7c, which is far from each torque calibration nut 7e, is abutted against one end face of the torque calibration nut 7b, which is far from one end face of each torque calibration nut 7e, which is abutted against one end face 7c, which is far from the torque calibration nut 7c.

Therefore, the compression degree of the large inner cone sleeve supporting ring 5e on the first elastic element group 5c1 and the second elastic element group 5c2 is controlled by rotating the torque calibration nut 7c, and then the elastic force provided by the first elastic element group 5c1 and the second elastic element group 5c2 on the inner cone sleeve 5b is controlled, so that the thrust provided by the first elastic element group 5c1 and the second elastic element group 5c2 on the inner cone sleeve 5b is easy to adjust, the design flexibility and the practicability are improved, and after the adjustment is in place, the torque calibration nut 7c is clamped by the elastic collar 7d for the shaft.

In this embodiment, the sleeve 1 is fixedly sleeved with the end cam sleeve retainer 7f, one end of the end cam sleeve 5g, which is far away from the small inner cone sleeve retainer 5d, is supported on the end cam sleeve retainer 7f, and a gap is left between the end cam sleeve retainer 7f and the supporting step surface 51c, so that the interference problem between the inner cone sleeve 5b and the small inner cone sleeve retainer 5d can be avoided.

Further, the torque calibration inner bearing retainer 7a includes a disc-structured bearing ring main body 7a1 and a cylindrical-structured bearing ring extension portion 7a2, the bearing ring main body 7a1 is rotatably sleeved on the spindle 4, one end of each torque calibration push rod 7e, which is far away from the torque calibration adjustment washer 7b, is supported on the bearing ring main body 7a1, the bearing ring extension portion 7a2 and the bearing ring main body 7a1 are integrally formed, the bearing ring extension portion 7a2 extends from the outer edge of the bearing ring main body 7a1 towards a direction close to the second support disc 5e1, and one end of the bearing ring extension portion 7a2, which is far away from the bearing ring main body 7a1, is supported on the second support disc 5e 1. Through the design, the stability and the reliability of the matching of the torque calibration inner bearing retainer ring 7a and each torque calibration ejector rod 7e are ensured, and the stability and the reliability of the matching of the torque calibration inner bearing retainer ring 7a and the inner cone sleeve large retainer ring 5e are also ensured, so that the torque calibration inner bearing retainer ring is simple and reliable.

The end cover 6 comprises a spline housing 6a with a cylindrical structure and an end cover main body 6b integrally formed around the spline housing 6a, the spline housing 6a is in spline fit with the main shaft 4, the torque calibration ejector rods 7e are uniformly distributed on the spline housing 6a in the circumferential direction, the end cover main body 6b covers one end, far away from the power input housing 5j, of the outer cone housing 5a, and is locked with the outer cone housing 5a through a plurality of bolts, so that the assembly is stable and reliable, the assembly is convenient, and the assembly precision is ensured. The spline housing 6a is provided with ejector rod through holes 6a1 uniformly distributed along the circumferential direction, and each torque calibration ejector rod 7e is respectively arranged in the corresponding ejector rod through hole 6a1 in a sliding fit manner.

Example 2:

referring to fig. 1-5, a dual-acting force quick response self-adaptive electric driving system comprises a motor 3 and a dual-acting force quick response self-adaptive speed changing assembly of embodiment 1, wherein one end of a main shaft 4, which is close to the motor 3, is coaxially and fixedly connected with the outer end of a motor shaft 3a of the motor 3, in this embodiment, a spline hole is concavely formed on the outer end surface of the motor shaft 3a, one end of the main shaft 4, which is close to the motor 3, is matched with the spline hole, and is formed with an external spline matched with the spline hole, namely, the end part of the main shaft 4 is embedded into the spline hole and is in spline fit with the spline hole, and when the main shaft needs to be pointed out, the outer end of the motor shaft 3a can also be connected with the main shaft 4 through a coupler.

The quick-shift power transmission route of the present embodiment:

The motor shaft 3a, the main shaft 4, the end cover 6, the outer taper sleeve 5a, the inner taper sleeve 5b, the inner taper sleeve small supporting ring 5d, the end face cam sleeve 5g and the shaft sleeve 1, and in the embodiment, the shaft sleeve 1 outputs power.

When the running resistance is increased to a certain value, the resistance causes the axial force of the first end cam pair a to overcome the second elastic element group 5c2, so that the first supporting disc 5d1 of the inner cone small riding ring 5d axially moves to compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, and the friction clutch can be separated very easily, and the power is transmitted through the following paths, namely, a low-speed power transmission path:

the motor comprises a motor shaft 3a, a main shaft 4, an end cover 6, an outer taper sleeve 5a, a power input sleeve 5j, an overrunning clutch 2c, a secondary shaft 2a, a secondary driven gear 5i, an intermediate transmission sleeve 5h, an inner taper sleeve 5b, an inner taper sleeve small supporting ring 5d, an end face cam sleeve 5g and a shaft sleeve 1; in the present embodiment, power is output from the sleeve 1.

In the low gear power transmission route, the axial force generated by the first end face cam pair a continuously acts on the second elastic element group 5c2, meanwhile, the axial force of the second end face cam pair b acts on the inner taper sleeve 5b, and the direction of the acting force is opposite to the axial pretightening force of the first elastic element group 5c1 (namely, towards the direction of clutch separation), namely, in the slow gear power transmission process, the repeated compression of two groups of disc springs is prevented through the combined action of the slow gear traction force and the running resistance (double acting force), so that the clutch is prevented from being repeatedly engaged in the slow gear power transmission process.

It can be seen from the above transmission route that, when the clutch is in operation, the clutch is tightly attached under the action of the first elastic element group 5c1 and the second elastic element group 5c2 to form an automatic speed change mechanism which maintains a certain pressure, so as to achieve the transmission purpose, and the overrunning clutch 2c is in an overrunning state.

When the motor vehicle is started, the resistance is larger than the driving force, the first end face cam pair a is forced to axially displace by the resistance, the second elastic element group 5c2 is compressed by the first end face cam pair a, the clutch is separated after the first elastic element group 5c1 is released (namely, the inner cone sleeve 5b is separated from the outer cone sleeve 5 a), the low-gear starting is automatically realized, the starting time is shortened, and the starting force is reduced. At the same time, the second elastic element group 5c2 absorbs the kinetic resistance moment energy and transmits power to reserve potential energy for recovering the fast gear.

After the starting is successful, the running resistance is reduced, when the axial component force is reduced to be smaller than the pressure generated by the second elastic element group 5c2, the second elastic element group 5c2 is compressed due to the compression of the movement resistance, the first elastic element group 5c1 is compressed under the pressure release pushing of the second elastic element group 5c2, the inner cone sleeve 5b is pushed to be combined with the outer cone sleeve 5a, the clutch is completed to recover the close fitting state, and the low-speed gear overrunning clutch is in the overrunning state.

In the running process, the automatic gear shifting principle is the same as that of the motion resistance, and gear shifting is realized under the condition that the driving force is not required to be cut off, so that the whole locomotive runs stably, the safety and the low consumption are realized, the transmission route is simplified, and the transmission efficiency is improved.

Finally, it should be noted that the above description is only a preferred embodiment of the present invention, and that many similar changes can be made by those skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.

Claims (10)

1. The utility model provides a dual power quick response self-adaptation variable speed assembly, includes main shaft, self-adaptation cam clutch mechanism and reduction gears, its characterized in that: the self-adaptive cam clutch mechanism comprises a shaft sleeve which can be sleeved on the main shaft in a relative rotation manner, a secondary driven gear, a middle transmission sleeve, an inner taper sleeve small supporting ring and an inner taper sleeve large supporting ring which can be sleeved on the shaft sleeve in turn in the axial direction in a relative rotation manner, an end face cam sleeve which is synchronously sleeved on the shaft sleeve in a rotation manner and an outer taper sleeve which is sleeved outside the inner taper sleeve in a friction fit manner, wherein the end face cam sleeve is positioned at one end of the inner taper sleeve small supporting ring far away from the inner taper sleeve large supporting ring, a first end face cam pair is formed between the end face cam sleeve and the adjacent end face of the inner taper sleeve small supporting ring, a second end face cam pair is formed between the end faces of the two ends of the middle transmission sleeve and the adjacent end faces of the secondary driven gear and the inner taper sleeve respectively, the middle transmission sleeve, the inner taper sleeve and the small inner taper sleeve supporting ring can all axially move along the shaft sleeve, the small inner taper sleeve supporting ring is provided with a first supporting disc which radially extends, the large inner taper sleeve supporting ring is provided with a second supporting disc which radially extends, the inner taper sleeve is wound outside the first supporting disc and the second supporting disc, the outer circumferential surface of the first supporting disc is in spline fit with the inner circumferential surface of the inner taper sleeve, a first elastic element group is elastically supported between the inner taper sleeve and the first supporting disc, a second elastic element group is elastically supported between the first supporting disc and the second supporting disc, a power input sleeve which synchronously rotates with the outer taper sleeve is sleeved on the middle transmission sleeve in a relatively rotating manner, the power input sleeve is provided with primary driving teeth, an end cover coaxially fixedly connected with the outer taper sleeve is sleeved on the main shaft in a synchronous rotating manner, the shaft sleeve is provided with power output teeth;

the speed reducing mechanism comprises a counter shaft parallel to the main shaft, a second-stage driving tooth formed on the counter shaft and an overrunning clutch sleeved on the counter shaft, wherein the second-stage driving tooth is meshed with the second-stage driven gear, and the outer ring of the overrunning clutch is provided with a first-stage driven tooth meshed with the first-stage driving tooth.

2. The dual-force quick response adaptive transmission assembly of claim 1, wherein the stiffness coefficient of the second set of elastic elements is greater than or equal to the stiffness coefficient of the first set of elastic elements.

3. The dual-acting force quick response self-adaptive speed changing assembly according to claim 1, wherein the main shaft is provided with a pretightening force adjusting assembly for adjusting pretightening force of the first elastic element group and the second elastic element group, the pretightening force adjusting assembly comprises a torque calibration inner bearing bracket ring and a torque calibration adjusting washer which are sleeved on the main shaft in a relatively rotatable mode, a torque calibration nut in threaded fit with the main shaft, an elastic retainer ring for a shaft which is detachably arranged on the main shaft, and a plurality of torque calibration ejector rods which are capable of penetrating through an end cover in an axially movable mode, each torque calibration ejector rod is parallel to the main shaft and distributed around the main shaft in the circumferential direction, the torque calibration inner bearing bracket ring and the torque calibration adjusting washer are respectively abutted to the inner end face and the outer end face of each torque calibration ejector rod, one end face of each torque calibration inner bearing bracket ring far away from each torque calibration ejector rod is supported on an inner taper sleeve large bearing bracket ring, one end face of each torque calibration nut far away from each torque calibration ejector rod is abutted to one end face of the torque calibration nut, and one end face of each torque calibration nut far away from the torque calibration adjusting nut is abutted to one end face of each torque calibration nut.

4. The dual-force fast response adaptive transmission assembly of claim 3, wherein said sleeve is fixedly secured with a face cam sleeve retainer, and wherein an end of said face cam sleeve distal from said inner cone sleeve small backing ring is supported on said face cam sleeve retainer.

5. The dual-acting force quick response self-adaptive speed change assembly according to claim 3, wherein the torque calibration inner bearing retainer ring comprises a bearing ring main body with a disc structure and a bearing ring extension part with a cylinder structure, the bearing ring main body can be sleeved on the main shaft in a relatively rotating manner, one end of each torque calibration ejector rod, which is far away from the torque calibration adjusting washer, is supported on the bearing ring main body, the bearing ring extension part and the bearing ring main body are integrally formed, the bearing ring extension part extends from the outer edge of the bearing ring main body towards a direction close to the second supporting disc, and one end of the bearing ring extension part, which is far away from the bearing ring main body, is supported on the second supporting disc.

6. The dual-acting force quick response self-adaptive speed changing assembly according to claim 3, wherein the end cover comprises a spline sleeve with a cylindrical structure and an end cover main body integrally formed around the spline sleeve, the spline sleeve is in spline fit with the main shaft, the torque calibration ejector rods are uniformly distributed and pass through the spline sleeve along the circumferential direction, and the end cover main body covers one end, far away from the power input sleeve, of the outer cone sleeve and is locked with the outer cone sleeve through a plurality of bolts.

7. The dual-acting force quick response self-adaptive speed changing assembly according to claim 1, wherein the inner cone sleeve is provided with a disc spring installation cavity penetrating along the central axis of the inner cone sleeve, one end of the disc spring installation cavity, which is close to the middle transmission sleeve, is provided with a supporting step surface, the inner cone sleeve large supporting ring is positioned at one end of the disc spring installation cavity, which is far away from the middle transmission sleeve, the inner cone sleeve small supporting ring is positioned in the middle of the disc spring installation cavity, two ends of the first elastic element group are respectively elastically supported on the supporting step surface and the first supporting disc, one end of the inner cone sleeve, which is close to the middle transmission sleeve, is integrally formed with a cam sleeve part which forms a second end face cam pair with the middle transmission sleeve, and the cam sleeve part can be sleeved on the shaft sleeve in a relatively rotating manner and can axially slide along the shaft sleeve.

8. The rapid response and adaptive transmission assembly of claim 7, wherein the middle part of the disc spring mounting cavity is provided with a first annular channel matched with the first supporting plate, the first annular channel is of a cylindrical structure, the circumferential inner wall of the first annular channel is provided with an internal spline, the outer edge of the first supporting plate extends along the axial direction to form a spline ring, and the circumferential outer wall of the spline ring is provided with an external spline matched with the internal spline on the first annular channel.

9. The dual-force quick response adaptive transmission assembly of claim 8, wherein a second annular channel having a cylindrical structure is arranged at one end of the disc spring mounting cavity, which is far away from the middle transmission sleeve, and a support ring which is in sliding fit with the second annular channel is formed on the outer edge of the second support disc in an extending manner along the axial direction, and the diameter of the first annular channel is smaller than that of the second annular channel.

10. A double-acting force quick response self-adaptive electric drive system is characterized by comprising a motor and the double-acting force quick response self-adaptive speed change assembly according to any one of claims 1-9, wherein one end of a main shaft, which is close to the motor, is coaxially and fixedly connected with the outer end of a motor shaft of the motor.