Two-wheel wheel core driving clutch disc integrated type self-adaptive automatic speed changing electric driving system

Abstract

The invention discloses a two-wheel wheel core driving clutch disc integrated type self-adaptive automatic speed changing electric driving system. The system comprises a box body, a main shaft, a motor assembly, a speed reducing assembly, a frame clutch disc mechanism and a self-adaptive transmission sensing mechanism, wherein the frame clutch disc mechanism and the self-adaptive transmission sensing mechanism are mainly arranged in a rotor. Each clutch unit axially moves back and forth in the frame clutch disc mechanism in an elastic pressure-equalizing sorting mode under the combined acting force of traction force and driving resistance, and work tasks such as power transmission, non-power transmission, transmission direction change and power distribution are completed. The inner friction plates and the outer friction plates are alternately arranged, and each equidistant space is always kept in a pressure-equalizing sequence under the elastic action of the outer elastic rings and the inner elastic rings, so that when the movable pressing disc releases pressure, each transfer synchronous check ring synchronously pushes the inner friction plates at the first time, and each inner elastic ring and each outer elastic check ring synchronously generate elastic release; gaps are synchronously formed between all the outer friction plates and all the inner friction plates, and the abrasion resistance, stability and reliability of the friction clutch are improved.

Description

Technical Field

[0001] The invention relates to the technical field of electric drive devices, and in particular to a two-wheel wheel core drive clutch plate integrated adaptive automatic speed-changing electric drive system. Background Art

[0002] Electric two-wheeled vehicles refer to mechatronic personal transportation vehicles that use batteries as auxiliary energy and are equipped with motors, controllers, display instrument systems and other components on the basis of two-wheeled vehicles. They are not only a means of transportation, but also a new tool for leisure and entertainment, green travel, and can also meet the needs of fitness, personality display, social interaction, etc., with obvious advantages in economy and convenience. The saturation volume in my country's urban and rural markets has reached more than 300 million units. In 2023, the total sales of two-wheeled electric vehicles will be about 65 million units, a net increase of 4.03 million units from 60.07 million units in 201b1, an increase of 8.27%.

[0003] The hub motor is a new power transmission technology that embeds the motor inside the wheel hub. Through the steel sheets and coils on the motor, a magnetic field is formed under the action of electric current, thereby driving the rotation of the rear wheel and realizing multiple functions such as electric vehicles. It has become an important technology for electric vehicles and motorcycles.

[0004] The advantages of wheel hub motors are: low cost, easy maintenance and wide application. Wheel hub motor technology, also known as in-wheel motor technology, is an advanced drive method used in electric vehicles and is also often used in integrated electric wheel systems developed by auto parts manufacturers. Wheel hub motor technology has great development prospects.

[0005] However, there are still some problems with hub motors:

[0006] 1. When driving on flat roads and in working conditions, the hub motor mainly uses the rated power; when driving on starting, accelerating, on slopes, overloading, driving against the wind and other driving conditions and working conditions, the hub motor uses the peak power.

[0007] 2. Hub motors generally do not have a transmission system and are low-speed motors. Therefore, their functional density is low. During long-term high-speed riding, the hub motor will not be able to speed up, and the acceleration is poor. The current is large and the energy consumption is high during starting and slope driving. Therefore, the overall driving efficiency of the hub motor is low and the cruising range is short.

[0008] 3. For the power output curve of the hub motor, the motor's efficient platform load and speed deviate from the wheel load and speed, and there are not many efficient driving roads and working conditions. Specifically, the energy conversion efficiency at the start moment is about 5%-10%, and the energy conversion efficiency from starting acceleration to the rated power maximum driving speed gradually increases from 10% to 60%-65%; when driving on a slope of less than 20°, the energy conversion efficiency is about 40%; when driving under overload or slope greater than 20°, the energy conversion efficiency is 20%-35%; when driving on ideal roads and in a good windless environment, the energy conversion efficiency is 60%-65%.

[0009] 4. The wheel hub motor structure is a closed structure that places the motor inside the wheel hub. Through the steel sheet and coil on the motor, a magnetic field is formed under the action of current, thereby driving the rotation of the rear wheel. The motor rotor is connected to the tire, and the heat dissipation performance is extremely poor. Long-term operation will increase the temperature of the motor, resulting in increased energy consumption and reduced efficiency. It may even cause tire blowouts, motor demagnetization and rust, shortening the service life of the electric two-wheeled vehicle and affecting its efficiency.

[0010] 5. The hub motor is installed inside the wheel hub. Due to the space constraints of the inner diameter of the wheel hub, the power is also restricted.

[0011] 6. When the hub motor is started, driving on a slope, causing the motor to block, or when the battery has a large current, the battery charge and discharge characteristics will not match the power. This will not only affect the reasonable discharge and balanced power supply of the battery, affecting the battery life, but also cause the cable to burn due to overload and overheating, and the controller to be damaged due to frequent high current shocks.

[0012] 7. The comprehensive road use and additional costs of hub motors are high, and the reliability is low.

[0013] 8. More than 95% of electric two-wheelers require the installation size to be within 200 mm. The wheel hub motor is large in size and medium in weight, which affects the handling and road feel. Specifically, when the maximum speed of an electric two-wheeler is required to be greater than 100 kilometers, due to the increase in the size and weight of the electric two-wheeler, while the cost increases, the rotational inertia of the unsprung mass around the kingpin will increase significantly, resulting in poor directional force response, a significant decrease in steering return at high speed, and a downward shift in the resonance frequency of the steering wheel shimmy, which increases the dynamic load between the tire and the ground and makes the tire ground contact worse. The increase in tire dynamic load will accelerate the fatigue damage of the wheel hub motor, and the poor ground contact is not conducive to stable handling. These changes will affect the steering road feel and increase the shimmy trend during driving.

[0014] Therefore, with the rapid development of new energy technologies, more and more motorcycles are beginning to use a combination of motors and reduction mechanisms to form an electric drive system. Among them, wheel core drive is a common drive method in motorcycle electric drive systems. By integrating high-speed motors and reducers in the wheel hub, it has obvious advantages in terms of compactness, torque transmission capability, and motor efficiency.

[0015] Please refer to the Chinese patent with announcement number CN218868049U applied by the inventor of this application, which discloses a wheel core drive assembly, whose structure includes a rotatably mounted wheel hub and a drive system housing arranged in the internal cavity of the wheel hub, the motor and the reduction mechanism are integrated and assembled inside the drive system housing, and the two ends of the drive system housing are connected to the motorcycle frame through outwardly extending support shafts. Although such an assembly structure has certain advantages in terms of compactness, for the wheel core drive assembly, the drive system housing is an integral structure, that is, the motor, reduction mechanism, bearings and other components are all installed in a housing. When repairing and replacing components, the entire drive assembly needs to be disassembled, which has technical problems of poor assembly convenience and high maintenance cost.

[0016] Compared with the electric drive system equipped with a gearbox only, the gearbox has less power output loss, can provide higher driving torque in the constant torque area, and provide higher speed in the constant power area, and can also achieve high torque and high efficiency under low-speed and heavy-load conditions. What's better is that the timing of the electric motor power burst can be selected to optimize and improve the power output efficiency of the drive motor, enhance the continuous acceleration performance, and have a broader high-efficiency platform. It can fully meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving, greatly improve power, economy and comfort, and help reduce manufacturing and use costs, reduce battery capacity, lightweight and reduce volume, reduce vehicle weight and many other advantages that are difficult to achieve with only a reduction gearbox.

[0017] As products are upgraded, users' pursuit of performance, efficiency and range, as well as their sensitivity to weight and cost, decrease, and matching variable-speed transmissions should be the future development trend of electric motorcycle transmission systems.

[0018] There are multiple patent documents from 2013 to 2019. For example, the Chinese patent (application number: CN111017106A, name: A compact large-load central drive adaptive electric drive assembly) not only discloses the central drive structure, but also makes full use of the space inside the motor to install the tapered disk inside the motor. The structure is extremely compact and highly integrated. Not only is the transmission route short and the transmission efficiency high, but it is also conducive to the overall layout, further reducing the impact on the dynamic balance of the wheel. Moreover, the electric drive assembly uses the output power and driving resistance properties of the motor to change the transmission route through the friction transmission component, the end face cam clutch mechanism, and the overrunning clutch, and selects high or low speed gear according to the load adaptively to switch gears. The outer surface of the friction transmission component is designed to be a conical body, and the inner ring of the friction ring is constructed to be a conical hole structure matching the conical surface. The elastic element at the right end of the friction transmission component pushes the friction transmission component into the conical hole to achieve power combination, and the end face cam at the left end of the friction transmission component pushes the friction transmission component to leave the conical hole under the load to achieve power separation. In the end face cam clutch mechanism described in the document, the part responsible for executing separation and combination is composed of a friction transmission component and an elastic element.

[0019] The transmission system of this structure breaks through the traditional transmission transmission structure of electric vehicles, but there are still many technical problems:

[0020] 1. When the load transmitted by the friction pair transmission setting in the adaptive cam clutch mechanism is equal to or less than the transmission torque, after the friction pair transmission mechanism components are separated, the traction force and the driving resistance are relative and interacting with each other, and are converted into axial synthetic pressure in the same direction through the transmission mechanism, pressing against the elastic element disc spring. After the elastic element disc spring is axially compressed, the elastic element characteristic will increase the reverse elastic force while pushing back the moving component in the friction pair transmission mechanism. The friction pair will be adhered for a short time, making it difficult for the friction pair transmission mechanism to achieve rapid separation and combination, which will accelerate the wear of the friction pair, resulting in uneven gear shifting and affecting the service life of the friction pair transmission mechanism. In particular, when the relative effects of traction force and driving resistance on the friction transmission components increase to equal to or greater than the transmission torque limit, the reverse elastic push-back is more prominent. There is an engineering principle and structural problem of how to reduce the reverse rebound caused by the increase in elastic force after the elastic element is compressed;

[0021] 2. The friction pair transmission mechanism and the elastic element are arranged in a sequential manner, which has structural problems such as occupying a large space, transmitting small power, and low efficiency;

[0022] 3. Since there is no transfer mechanism, the structure is complex, which is not conducive to lightweight and integration;

[0023] 4. The process of calibrating the clutch transmission torque and speed of the friction pair transmission mechanism and the motor's high-efficiency power target is complicated and takes too long;

[0024] 5. The friction transmission parts do not have a repetitive locking mechanism that adapts to the bumpy and washboard roads;

[0025] 6. The mechanism has engineering problems such as timely synchronous control of the controller. Summary of the invention

[0026] In view of this, the present invention provides a two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system.

[0027] The technical solution is as follows:

[0028] The first aspect of the present application relates to an adaptive automatic transmission electric drive system with integrated wheel core driven clutch plate, comprising a housing and a main shaft, a motor assembly, a reduction assembly, a frame clutch plate mechanism and an adaptive transmission sensor mechanism all arranged in the housing, the motor assembly comprising a rotor and a stator adapted to the rotor, the stator being fixedly mounted on the housing and surrounding the rotor, the rotor having an installation cavity extending along its central axis, the main shaft being coaxially arranged in the installation cavity, and one end of the main shaft extending outward from the housing, the frame clutch plate mechanism comprising an outer clutch plate bracket synchronously rotatably mounted on the inner side of the rotor and an inner clutch plate bracket axially movably mounted on the inner side of the outer clutch plate bracket, the outer clutch plate bracket being axially slidably mounted with a plurality of outer friction plates extending radially inward, the inner clutch plate bracket being axially slidably mounted with a plurality of inner friction plates extending radially outward The outer friction plate is located at one side of the clutch plate and the other side of the clutch plate is located at the other side of the clutch plate, and the outer friction plate is located at the other side of the clutch plate.

[0029] The adaptive transmission sensing mechanism includes an end cam gear, a double end cam sleeve, an intermediate support ring and an end support ring which are sequentially arranged on the main shaft along the axial direction. The end cam gear is fixedly sleeved on the main shaft in a synchronously rotating manner. The double end cam sleeve, the intermediate support ring and the end support ring can all be relatively rotatably sleeved on the main shaft and can move axially along the main shaft. The end faces of the double end cam sleeve and the adjacent end faces of the end cam gear and the intermediate support ring respectively form a first end cam pair. A double gear is relatively rotatably sleeved on the end cam gear, and the double gear is relatively rotatable with the adjacent end faces of the inner clutch plate bracket. A second end face cam pair is formed between the middle support ring, the middle support ring has a radially extending first support plate, the inner clutch plate bracket surrounds the outside of the first support plate, the outer circumference of the first support plate is spline-matched with the inner circumference of the inner clutch plate bracket, a first elastic element group is elastically supported between the inner clutch plate bracket and the first support plate, a second elastic element group is elastically supported between the first support plate and the end support ring, the first elastic element group and the second elastic element group are used to drive the inner clutch plate bracket to press each inner friction plate and each outer friction plate, and a first-stage driving gear is synchronously rotated on the outer clutch plate bracket;

[0030] The reduction assembly includes a countershaft and a gear shaft both parallel to the main shaft, a primary driven gear synchronously mounted on the countershaft, an overrunning clutch mounted on the countershaft, and a primary driven gear and a secondary driving gear both integrally formed on the gear shaft, the primary driving gear meshes with the primary driven gear, a secondary driving gear is integrally formed on the outer ring of the overrunning clutch, the duplex gear has a secondary driven gear meshed with the secondary driving gear and a primary driving gear meshed with the primary driven gear, and the secondary driving gear meshes with the end face cam gear.

[0031] The above two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system has the following beneficial effects:

[0032] 1. The inner friction plates and the outer friction plates are alternately arranged between the fixed pressure plate and the movable pressure plate. At the same time, the adjacent inner friction plates are elastically supported by inner elastic rings, and the adjacent outer friction plates are elastically supported by outer elastic rings. The transfer synchronous retaining rings are equidistantly installed on the inner side of each inner friction plate. Under the elastic action of the outer elastic ring and the inner elastic ring, each equidistant space always maintains a balanced pressure arrangement. Therefore, when the movable pressure plate releases the pressure, the transfer synchronous retaining rings can synchronously push the inner friction plates at the first time, and the inner elastic rings and the outer elastic retaining rings are elastically released synchronously, so that gaps appear synchronously between all the outer friction plates and the inner friction plates, and there will not be any situation where there is semi-friction due to adhesion between any adjacent outer friction plates and inner friction plates, which greatly improves the wear resistance, stability and reliability of the friction clutch, effectively reduces the vibration of the clutch, and improves the smoothness of the clutch.

[0033] 2. Two groups of elastic elements are used to use the running resistance to act on the end face cam pair. When the running resistance of the main shaft input is less than the first elastic element group and the second elastic element group, the power is transmitted from the outer clutch plate bracket through each inner friction plate and each outer friction plate to the inner clutch plate bracket, and the inner clutch plate bracket then transmits the power to the main shaft output through the intermediate support ring and the two first end face cam pairs in sequence; when the running resistance increases to a certain level, the resistance causes the axial force of the first end face cam pair to overcome the second elastic element group, so that the first support plate of the intermediate support ring moves axially to compress the second elastic element group, thereby releasing the first elastic element group, so that the friction clutch can be separated "very easily". At this time, the axial force generated by the first end face cam pair continues to act The second elastic element group, at the same time, axial force acts on the inner clutch plate bracket, and the direction of the force is opposite to the axial preload force of the first elastic element group, that is, in this power transmission process, the low-speed gear traction force and the driving resistance work together to prevent the repeated compression of the two sets of disc springs in the low-speed gear transmission process, thereby preventing the clutch from repeatedly engaging in the slow gear power transmission process; when the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the first end face cam pair to produce axial displacement, and the second elastic element group is compressed by the first end face cam pair. After the first elastic element group is released, the clutch is disengaged; the low-speed 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 absorbs the motion resistance torque energy to restore the fast gear The gear position transmits power and stores potential energy; after successful start-up, the driving resistance is reduced. When the axial force component is reduced to less than the pressure generated by the second elastic element group, the first elastic element group is compressed under the pressure release caused by the compression of the motion resistance, and the inner clutch plate bracket is pushed to combine the inner friction plates with the outer friction plates, completing the restoration of the clutch to a tightly fitted state; during driving, a step-by-step progressive elastic preload is achieved, which not only buffers the repeated compression of the elastic parts caused by the unstable driving resistance on uneven roads, thereby reducing the possibility of repeated engagement and separation of the clutch, but is especially suitable for bumpy roads, and will not cause frequent gear shifting due to rapid changes in driving resistance in a short period of time, thereby reducing the system loss caused by gear shifting and greatly improving the system The service life of the system can be prolonged. Moreover, when shifting is really needed, the thrust generated in advance by the first elastic element group on the second elastic element group can be used to compress the second elastic element group together with the driving resistance, so that the power transmission between the inner clutch plate bracket and the outer clutch plate bracket is disconnected, which greatly reduces the impact of shifting. The current of the motor will not increase sharply when shifting. The two properties of the motor output traction and driving resistance are fully utilized. The friction pair transmission mechanism is calibrated to adjust the transmission load limit. Under the condition of abandoning multiple energy-consuming mechanisms, actuators, sensors and complex algorithms, the transmission mechanism is smoothly separated and combined, and two different power outputs are transmitted to meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving.That is, under the combined force of traction and driving resistance, each clutch unit performs axial reciprocating movement in the frame clutch plate mechanism in an elastic pressure-balanced order to complete tasks such as power transmission, non-power transmission, change of transmission direction, and power distribution. ;

[0034] 3. When the movable pressure plate presses the outer friction plates and the inner friction plates towards the fixed pressure plate, the inner friction plates abut against the corresponding inner elastic rings respectively. With such a design, when the movable pressure plate moves away from the fixed pressure plate, the inner friction plates can simultaneously drive the corresponding inner elastic rings to push the inner friction plates, so that the inner friction plates start at the same time, and then cooperate with the action of the outer elastic rings and the inner elastic rings to realize the synchronous separation of the inner friction plates and the outer friction plates.

[0035] 4. Since there is a sliding gap between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket, not only is there sufficient space for the separation of the outer friction plate and the inner friction plate, but the sliding gap also allows the engine oil to flow in smoothly and continuously lubricate the friction material layers of the outer friction plate and the inner friction plate, thereby playing an excellent vibration absorption role during engagement and separation, reducing vibration during separation and engagement, and improving the smoothness of the separation and engagement process.

[0036] 5. The space inside the motor is fully utilized, and the main structures of the frame clutch mechanism and the adaptive transmission sensor mechanism are installed inside the rotor of the motor. The structure is extremely compact and highly integrated. Not only is the transmission route short and the transmission efficiency high, but it is also conducive to the overall layout.

[0037] 6. In the case of insufficient information / no information, without human intervention, without any other mechanism, and without relying on any external control, the system can output reasonable torque and speed (power target) in a timely and synchronous adaptive manner without interrupting power during the power output process, and the system completes the tasks of power supply, transmission, distribution and output, achieving the requirements of efficient and energy-saving use throughout the process, and has the advantages of adaptive mechanical speed change.

[0038] 7. It can provide higher driving torque in the constant torque area, higher speed in the constant power area, and high torque at low speed and high efficiency to meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving. Even better, it can choose to optimize the best working time of the motor power, improve the power output efficiency of the drive motor, greatly improve the economy, enhance the continuous acceleration performance, and the simple power transmission route without the need to add other system components is conducive to lightweight and volume reduction, which can reduce manufacturing and use costs, reduce battery capacity, and thus reduce the weight of the vehicle.

[0039] 8. The deep integration of mechanical and electric drive power components is achieved, which can ensure that the drive motor basically operates in the high-efficiency range during driving, with low power consumption, no speed restrictions, high high-speed economy, good vehicle economy and comfort, and is conducive to the use of high-efficiency and lightweight drive motors.

[0040] 9. The elastic element is installed in the preset assembly space inside the frame clutch mechanism, which reduces the design length of the main shaft, thereby optimizing the structural bulkiness of the electric drive assembly and making the product structure more compact.

[0041] 10. Compared with the Chinese invention patent application with application number CN 2024106539461, the present invention has a spline fit between the outer circumferential surface of the first support plate and the inner circumferential surface of the inner clutch plate bracket, which not only makes the transmission of the resistance torque simpler, but also directly transmits it from the main shaft to the intermediate supporting ring through the two first end face cam pairs, thereby improving the response speed of gear shifting, making the power matching more reasonable, and improving the driving experience. In addition, the power transmission is also simpler, and is directly transmitted from the inner clutch plate bracket to the intermediate supporting ring, and then transmitted from the intermediate supporting ring to the main shaft through the two first end face cam pairs, thereby improving the power response speed and reducing the power transmission loss. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 It is a schematic diagram of the structure of a two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system;

[0043] Figure 2 It is a schematic diagram of the two-wheel wheel core drive clutch plate integrated adaptive automatic transmission electric drive system without the box;

[0044] Figure 3 It is a schematic diagram of the coordination relationship between the rotor, the main shaft, the frame clutch plate mechanism and the adaptive transmission sensor mechanism;

[0045] Figure 4 It is a schematic diagram of the structure of a fixed compression plate;

[0046] Figure 5 It is a structural schematic diagram of a fixed mounting plate;

[0047] Figure 6 is a structural schematic diagram of a sliding support rod;

[0048] Figure 7 It is a structural schematic diagram of the inner clutch plate bracket;

[0049] Figure 8 is a schematic diagram of the structure of the outer elastic ring;

[0050] Fig. 9 It is a schematic diagram of the structure of the inner elastic ring;

[0051] Fig.10 is a schematic diagram of the structure of the outer friction plate;

[0052] Fig.11 It is a schematic diagram of the structure of the inner friction plate. DETAILED DESCRIPTION

[0053] The present invention is further described below in conjunction with embodiments and drawings.

[0054] like Figure 1-Figure 11 As shown, a two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system, its main body 1, main shaft 2, motor assembly 3, reduction assembly 4, frame clutch plate mechanism and adaptive transmission sensor mechanism, wherein the main shaft 2, motor assembly 3, reduction assembly 4, frame clutch plate mechanism and adaptive transmission sensor mechanism are all arranged in the housing 1.

[0055] The housing 1 includes a motor housing 1a and a reduction assembly housing 1b, that is, the motor housing 1a and the reduction assembly housing 1b are combined to form the housing 1. When a problem occurs with the motor assembly 3 or the reduction assembly 4, only the motor housing 1a or the reduction assembly housing 1b needs to be disassembled, thereby reducing the difficulty of maintenance.

[0056] Among them, the reduction assembly housing 1b includes a reduction assembly housing body 1b1 and a reduction assembly housing end cover 1b2 covering the side of the reduction assembly housing body 1b1 away from the motor housing 1a. The reduction assembly housing body 1b1 is a box-shaped structure with an opening on one side, and the reduction assembly housing end cover 1b2 covers the opening position of the reduction assembly housing body 1b1, so that the reduction assembly housing body 1b1 and the reduction assembly housing end cover 1b2 are combined to form a reduction assembly installation cavity, and the reduction assembly 4 is installed in the reduction assembly installation cavity.

[0057] Similarly, the motor housing 1a includes a motor housing body 1a1 connected to the reduction assembly housing body 1b1 and a motor housing end cover 1a2 covering an end of the motor housing body 1a1 away from the reduction assembly housing body 1b1. The motor housing body 1a1 is a cylindrical structure, the reduction assembly housing body 1b1 covers one end of the motor housing body 1a1, and the motor housing end cover 1a2 covers the other end of the motor housing body 1a1, so that the reduction assembly housing body 1b1, the motor housing body 1a1 and the motor housing end cover 1a2 together form a motor assembly installation cavity, and the motor assembly 3 is installed in the motor assembly installation cavity.

[0058] Therefore, the motor housing 1a and the reduction assembly housing 1b have simple and reliable structures, are easy to assemble and disassemble, and greatly improve the convenience of repairing or replacing the motor assembly 3 and the reduction assembly 4. Among them, the stator 3b of the motor assembly 3 is fixedly mounted on the circumferential inner wall of the motor housing body 1a1, one end of the main shaft 2 is rotatably supported on the reduction assembly housing end cover 1b2 through the third bearing 10, and the other end of the main shaft 2 passes through the motor housing end cover 1a2, thereby being able to drive the wheel hub 6 to rotate.

[0059] The motor assembly 3 includes a rotor 3a and a stator 3b adapted to the rotor 3a, and the stator 3b surrounds the rotor 3a. Therefore, after the motor assembly 3 is powered on, the rotor 3a can rotate under the action of the stator 3b. In this embodiment, the rotor 3a has a mounting cavity 3a1 that runs through along its central axis, the main shaft 2 is coaxially arranged in the mounting cavity 3a1, and most of the components of the frame clutch plate mechanism and the adaptive transmission sensor mechanism are installed in the mounting cavity 3a1, which fully utilizes the space inside the motor, has an extremely compact structure, and has a high degree of integration. Not only is the transmission route short and the transmission efficiency high, but it is also conducive to the overall layout.

[0060] The adaptive transmission sensing mechanism includes an end cam gear 5g, a double end cam sleeve 5f, an intermediate support ring 5d and an end support ring 5e, wherein the end cam gear 5g, the double end cam sleeve 5f, the intermediate support ring 5d and the end support ring 5e are arranged in sequence on the main shaft 2 along the axial direction.

[0061] In the adaptive transmission sensing mechanism, the end cam gear 5g is fixedly sleeved on the main shaft 2 in synchronous rotation. Specifically, the end cam gear 5g and the main shaft 2 can be matched by involute splines or by welding and other common methods, as long as the end cam gear 5g and the main shaft 2 are ensured to rotate synchronously. The end support ring 5e can be relatively rotatably sleeved on the main shaft 2, but cannot move axially along the main shaft 2. The double end cam sleeve 5f and the intermediate support ring 5d can both be relatively rotatably sleeved on the main shaft 2 and can move axially along the main shaft 2. The double end cam sleeve 5f and the intermediate support ring 5d are sequentially arranged between the end cam gear 5g and the end support ring 5e.

[0062] The middle supporting ring 5d has a radially extending first supporting disk 5d1, the inner clutch plate bracket 5b surrounds the first supporting disk 5d1, the outer peripheral surface of the first supporting disk 5d1 is spline-matched with the inner peripheral surface of the inner clutch plate bracket 5b, the first elastic element group 5c1 is elastically supported between the inner clutch plate bracket 5b and the first supporting disk 5d1, the second elastic element group 5c2 is elastically supported between the first supporting disk 5d1 and the end supporting ring 5e, and the first-stage driving gear 5j is synchronously rotated on the outer clutch plate bracket 5a. It should be pointed out that the first elastic element group 5c1 and the second elastic element group 5c2 are preferably disc spring groups, which are durable, stable and reliable.

[0063] Most importantly, the end faces of the double end face cam sleeve 5f and the adjacent end faces of the end face cam gear 5g and the intermediate support ring 5d respectively form the first end face cam pair a, that is, the end face cam gear 5g and the adjacent end face of the double end face cam sleeve 5f form the first end face cam pair a, and the end face cam gear 5g and the adjacent end face of the intermediate support ring 5d form the first end face cam pair a. When the end face cam gear 5g, the double end face cam sleeve 5f and the intermediate support ring 5d transmit power, the first end face cam pair a generates two components in the axial direction and the circumferential direction, wherein the circumferential direction component outputs power, and the axial component is opposite to the axial preload and has a tendency to overcome the axial preload, that is, the rotation direction of the first end face cam pair a is related to the power output rotation direction. Based on the above records, those skilled in the art can know which rotation direction of the axial cam pair can exert which direction of axial component, on the premise of knowing the power output direction, and will not be repeated here.

[0064] The end cam gear 5g is relatively rotatably mounted with a double gear 5i, and the adjacent end faces of the double gear 5i and the inner clutch plate bracket 5b form a second end cam pair b. Similar to the first end cam pair a, when the double gear 5i and the inner clutch plate bracket 5b transmit power, the second end cam pair b generates two force components in the axial direction and the circumferential direction, wherein the circumferential direction force outputs power, and the axial force component is opposite to the axial preload force and has a tendency to overcome the axial preload force, that is, the rotation direction of the second end cam pair b is related to the power output rotation direction. Based on the above records, those skilled in the art can know which direction of the axial cam pair can exert the axial force component in which direction under the premise of knowing the power output direction, and will not be repeated here.

[0065] In this embodiment, a limited position mounting boss 2a is formed on the main shaft 2, and a gap is left between the end face of the intermediate support ring 5d away from the double-end cam sleeve 5f and the adjacent end face of the limited position mounting boss 2a, so that the intermediate support ring 5d can have a certain translation distance under the action of the double-end cam sleeve 5f, and the maximum displacement distance of the intermediate support ring 5d can be reliably limited. In addition, the end support ring 5e can be relatively rotatably mounted on the limited position mounting boss 2a.

[0066] The reduction assembly 4 includes a countershaft 4a and a gear shaft 4b both parallel to the main shaft 2, a primary driven gear 4c synchronously mounted on the countershaft 4a, an overrunning clutch 4d mounted on the countershaft 4a, and a primary driven gear 4b1 and a secondary driving gear 4b2 both integrally formed on the gear shaft 4b. The primary driving gear 5j is meshed with the primary driven gear 4c, and a secondary driving gear 4d1 is integrally formed on the outer ring of the overrunning clutch 4d. The double gear 5i has a secondary driven gear 5i1 meshed with the secondary driving gear 4d1 and a primary driving gear 5i2 meshed with the primary driven gear 4b1, and the secondary driving gear 4b2 is meshed with the end cam gear 5g. Among them, the diameter of the first-stage driving gear 5j is smaller than the diameter of the first-stage driven gear 4c, the diameter of the second-stage driving tooth 4d1 is smaller than the diameter of the second-stage driven tooth 5i1, the diameter of the first-stage driving tooth 5i2 is smaller than the diameter of the first-stage driven tooth 4b1, and the diameter of the second-stage driving tooth 4b2 is smaller than the diameter of the end cam gear 5g. It not only realizes four-stage deceleration and torque increase, but also has a small axial length and is easy to arrange on the drive wheel.

[0067] In this embodiment, the stiffness coefficient of the second elastic element group 5c2 is greater than or equal to the stiffness coefficient of the first elastic element group 5c1, so that not only the inner clutch plate bracket 5b has a tendency to combine with the outer clutch plate bracket 5a when it is not affected by the resistance torque and does not move away from the dual gear 5i, but also the inner clutch plate bracket 5b and the outer clutch plate bracket 5a are not easy to slip and are better combined, but also the first elastic element group 5c1 cooperates with the second elastic element group 5c2 to unload more force, and will not cause frequent gear shifting due to rapid changes in driving resistance in a short time, thereby reducing the loss of the system caused by gear shifting.

[0068] The frame clutch plate mechanism includes an outer clutch plate bracket 5a which is synchronously rotated and mounted on the inner side of the rotor 3a, and an inner clutch plate bracket 5b which is axially movable and mounted on the inner side of the outer clutch plate bracket 5a. The outer clutch plate bracket 5a and the inner clutch plate bracket 5b are both annular structures as a whole, and the rotation axis of the outer clutch plate bracket 5a coincides with the rotation axis of the inner clutch plate bracket 5b. That is, the outer clutch plate bracket 5a and the inner clutch plate bracket 5b are coaxially arranged, and the outer clutch plate bracket 5a is located on the circumferential outer side of the inner clutch plate bracket 5b. The outer clutch plate bracket 5a has a fixed pressure plate 5a1, and the inner clutch plate bracket 5b has a movable pressure plate 5b1. The fixed pressure plate 5a1 and the movable pressure plate 5b1 are arranged opposite to each other. Therefore, when the inner clutch plate bracket 5b moves axially relative to the outer clutch plate bracket 5a, the movable pressure plate 5b1 approaches or moves away from the fixed pressure plate 5a1.

[0069] The outer clutch plate bracket 5a is axially slidably mounted with multiple outer friction plates 5p extending radially inward, each outer friction plate 5p extends radially toward the inner clutch plate bracket 5b, and the inner clutch plate bracket 5b is axially slidably mounted with multiple inner friction plates 5o extending radially outward, each inner friction plate 5o extends radially toward the outer friction plate 5p. The inner friction plates 5o and the outer friction plates 5p are disc structures with a central hole, and each inner friction plate 5o and each outer friction plate 5p are alternately arranged between the fixed pressure plate 5a1 and the movable pressure plate 5b1, that is, the inner friction plates 5o and the outer friction plates 5p are coaxially arranged. The outer friction plates 5p and the inner friction plates 5o between two adjacent transfer synchronous retaining rings 5q constitute a clutch unit, and multiple clutch units are arranged between the movable pressure plate 5b1 and the fixed pressure plate 5a1.

[0070] In this embodiment, the inner clutch plate bracket 5b is fixedly mounted with transfer synchronous retaining rings 5q corresponding to each inner friction plate 5o, and each transfer synchronous retaining ring 5q is located on the side of the corresponding inner friction plate 5o away from the movable pressure plate 5b1. The outer clutch plate bracket 5a is axially slidably mounted with outer elastic rings 5r corresponding to each outer friction plate 5p, and each outer elastic ring 5r is located on the side of the corresponding outer friction plate 5p close to the fixed pressure plate 5a1, and is located on the circumferential outside of the corresponding inner friction plate 5o. A sliding gap d is left between the outer friction plate 5p farthest from the fixed pressure plate 5a1 and the outer clutch plate bracket 5a, which not only leaves sufficient space for the separation of the outer friction plate 5p and the inner friction plate 5o, but also the sliding gap d allows the engine oil to flow in smoothly and continuously lubricate the friction material layers of the outer friction plate 5p and the inner friction plate 5o, thereby playing an excellent vibration absorption role during engagement and separation, reducing vibration during separation and engagement, and improving the smoothness of the separation and engagement process. At the same time, inner elastic rings 5s capable of axially sliding along the inner clutch plate bracket 5b are provided between adjacent inner friction plates 5o, and each inner elastic ring 5s is located at the circumferential inner side of the corresponding outer friction plate 5p.

[0071] When the movable clamping plate 5b1 approaches the fixed clamping plate 5a1, it can clamp each outer friction plate 5p and each inner friction plate 5o, so that each outer elastic ring 5r and inner elastic ring 5s are compressed and elastically deformed, and each inner friction plate 5o abuts against the corresponding inner elastic ring 5s. At this time, the outer clutch plate bracket 5a and the inner clutch plate bracket 5b can transmit power and are in a combined state. Through such a design, when the movable clamping plate 5b1 is away from the fixed clamping plate 5a1, each inner friction plate 5o can simultaneously drive the corresponding inner elastic ring 5s to push each inner friction plate 5o, so that each inner friction plate 5o starts at the same time, and then cooperates with the action of the outer elastic ring 5r and the inner elastic ring 5s to achieve the synchronous separation of each inner friction plate 5o and each outer friction plate 5p. That is, when the movable pressure plate 5b1 moves away from the fixed pressure plate 5a1, each transfer synchronous retaining ring 5q can drive the corresponding inner friction plate 5o to move away from the fixed pressure plate 5a1, and at the same time, each outer elastic ring 5r pops off each outer friction plate 5p, and each inner friction plate 5o pops off each inner friction plate 5o, so that gaps appear synchronously between each outer elastic ring 5r and each inner elastic ring 5s, and there will not be any situation where there is semi-friction due to adhesion between any adjacent outer friction plates 5p and inner friction plates 5o. Not only does it make the wear conditions of all the inner friction plates 5o and outer friction plates 5p consistent, greatly reducing the sliding loss, overcoming the defects of traditional friction clutches, thereby greatly improving the wear resistance, stability and reliability of the friction clutch, and increasing the service life and maintenance period of the clutch, but it can also effectively reduce the separation vibration and improve the smoothness during separation. At this time, power is no longer transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, and they are in a disconnected state.

[0072] Furthermore, the outer friction plate 5p and the inner friction plate 5o are both made of polyurethane, which has good wear resistance and stability.

[0073] In this embodiment, the external clutch plate bracket 5a also includes a fixed mounting plate 5a2 coaxially arranged with the fixed pressure plate 5a1 and at least three sliding support rods 5a3 evenly distributed along the circumferential direction between the fixed pressure plate 5a1 and the fixed mounting plate 5a2, wherein the two ends of the rotor 3a are fixedly connected to the fixed pressure plate 5a1 and the fixed mounting plate 5a2 respectively.

[0074] A sliding gap d is left between the fixed mounting disk 5a2 and the adjacent outer friction plate 5p. Both ends of each sliding support rod 5a3 are locked on the fixed clamping disk 5a1 and the fixed mounting disk 5a2 by bolts 5a4. The outer friction plates 5p are provided with friction plate mounting holes 5p1 that cooperate with the axial holes of each sliding support rod 5a3. The inner edge of the outer elastic ring 5r is recessed to form an elastic ring groove 5r1 that slides with each sliding support rod 5a3, so that each outer friction plate 5p and each outer elastic ring 5r can move axially along all the sliding support rods 5a3. Through such a design, not only the reliable installation of each outer friction plate 5p and each outer elastic ring 5r is guaranteed, but also the stability and reliability of the axial sliding of each outer friction plate 5p and each outer elastic ring 5r are guaranteed. More importantly, when the movable pressure plate 5b1 is away from the fixed pressure plate 5a1, a tiny gap can appear between each outer friction plate 5p and each outer elastic ring 5r, so that more engine oil can flow into the interior and continuously lubricate the friction material layer of the outer friction plate 5p and the inner friction plate 5o, so as to play a better vibration absorption role during engagement and separation, further reduce the vibration during separation and engagement, and further improve the smoothness of the separation and engagement process.

[0075] In this embodiment, a first positioning groove 5a11 adapted to each sliding support rod 5a3 is formed in a depression on one side of the fixed pressure plate 5a1 close to the fixed mounting plate 5a2, and a first bolt through hole 5a12 is coaxially opened at the bottom of the first positioning groove 5a11. A second positioning groove 5a21 adapted to each sliding support rod 5a3 is formed in a depression on one side of the fixed mounting plate 5a2 close to the fixed pressure plate 5a1, and a second bolt through hole 5a22 is coaxially opened at the bottom of the second positioning groove 5a21. A first threaded hole 5a31 and a second threaded hole 5a32 are respectively opened at both ends of the sliding support rod 5a3.

[0076] The two ends of each sliding support rod 5a3 are firstly embedded in the corresponding first positioning groove 5a11 and the second positioning groove 5a21 respectively, to ensure the precise positioning of each sliding support rod 5a3, and then the fixed clamping plate 5a1, the fixed mounting plate 5a2 and each sliding support rod 5a3 are locked by bolts 5a4, that is: the bolts 5a4 for locking the fixed clamping plate 5a1 and each sliding support rod 5a3 pass through the corresponding first bolt through holes 5a12 and are locked in the first threaded holes 5a31, and the bolts 5a4 for locking the fixed mounting plate 5a2 and each sliding support rod 5a3 pass through the corresponding second bolt through holes 5a22 and are locked in the second threaded holes 5a32. It is simple, reliable and easy to assemble.

[0077] In this embodiment, the inner clutch plate bracket 5b also includes a clutch plate mounting sleeve 5b2, and the movable pressure plate 5b1 is fixedly mounted on one end of the clutch plate mounting sleeve 5b2 close to the fixed mounting plate 5a2. The movable pressure plate 5b1 extends radially outward along the clutch plate mounting sleeve 5b2. The outer peripheral surface of the clutch plate mounting sleeve 5b2 is processed with multiple external splines 5b21 evenly distributed along its circumference. The inner edges of the inner friction plates 5o have spline grooves 5o1 that match the splines of the external splines 5b21, so that the inner friction plates 5o can reliably move axially along the clutch plate mounting sleeve 5b2. At the same time, the inner elastic rings 5s can be axially slidably mounted on the external splines 5b21.

[0078] The split synchronous retaining ring 5q is a steel wire ring with an annular structure. The outer spline 5b21 is recessed with a steel wire positioning groove 5b22 that matches each steel wire ring. The width of the steel wire positioning groove 5b22 is smaller than the width of the inner elastic ring 5s, so as to avoid the problem of the inner elastic ring 5s being stuck due to a slight sliding when it is separated. In addition, each steel wire positioning groove 5b22 is evenly distributed along the axial direction of the clutch plate mounting sleeve 5b2, and each steel wire ring is respectively clamped in the corresponding steel wire positioning groove 5b22, and the outer edge of each steel wire ring is not higher than the notch of the corresponding steel wire positioning groove 5b22, so as to avoid the steel wire ring interfering with the movement of the inner elastic ring 5s. Among them, the steel wire ring can have a gap, and after being clamped into the steel wire positioning groove 5b22, the gap is closed by welding, or it can be left unclosed.

[0079] Furthermore, one end of the clutch plate mounting sleeve 5b2 away from the movable pressure plate 5b1 extends radially inward to form a disc spring support plate 5b3, one end of the first elastic element group 5c1 away from the first support plate 5d1 is supported on the disc spring support plate 5b3, and the inner end of the disc spring support plate 5b3 extends axially in a direction away from the movable pressure plate 5b1 to form an inner bracket transmission sleeve 5b4, and one end of the inner bracket transmission sleeve 5b4 away from the movable pressure plate 5b1 forms a second end face cam pair b with the adjacent end face of the double gear 5i to achieve the matching of the cam profile.

[0080] At the same time, the inner end of the fixed pressure plate 5a1 is fixedly connected with an outer bracket transmission sleeve 5a5 extending in a direction away from the movable pressure plate 5b1, and the outer bracket transmission sleeve 5a5 can be relatively rotatably sleeved on the inner bracket transmission sleeve 5b4, ensuring the stability and reliability of the installation of the outer clutch plate bracket 5a. In addition, the primary driving gear 5j is synchronously rotatably sleeved on the outer bracket transmission sleeve 5a5. Specifically, the primary driving gear 5j is spline-matched with the outer bracket transmission sleeve 5a5 and locked by a snap ring, which is simple and reliable.

[0081] Furthermore, the outer edge of the first support plate 5d1 is axially extended to form a spline ring 5d2, and the circumferential outer wall of the spline ring 5d2 has external splines that form spline matching with the internal splines on the clutch plate mounting sleeve 5b2. Through such a design, the matching length of the spline ring 5d2 and the clutch plate mounting sleeve 5b2 is longer, which improves the stability and reliability of the matching.

[0082] In this embodiment, both sides of the outer friction plate 5p have a smooth surface structure, and both sides of the inner friction plate 5o have an inner plate friction material layer 5o2, and the outer surface of the inner plate friction material layer 5o2 is concave to form an inner plate oil path 5o3 with a grid structure. Through such a design, the lubricating oil can flow efficiently in the inner plate oil path 5o3, so that it can be more evenly distributed on the outer friction plate 5p and the inner plate friction material layer 5o2, so as to cool, reduce friction and clean the outer friction plate 5p and the inner plate friction material layer 5o2, and at the same time, it can balance the air pressure between the outer friction plate 5p and the inner friction plate 5o, achieve better vibration absorption and shock absorption effects, and improve the smoothness of separation and combination.

[0083] Furthermore, the inner plate oil circuit 5o3 includes at least one circle of coaxially arranged inner plate annular oil channels 5o31, and both sides of each inner plate annular oil channel 5o31 are provided with a plurality of inner plate branch oil channels 5o32 evenly distributed along the circumference of the inner friction plate 5o, and each inner plate branch oil channel 5o32 extends along the radial direction of the inner friction plate 5o. Through the structural design of the above-mentioned inner plate oil circuit 5o3, the uniformity of the lubricating oil on the outer friction plate 5p and the inner plate friction material layer 5o2 is further improved, thereby further improving the cooling, wear reduction and cleaning effects of the outer friction plate 5p and the inner plate friction material layer 5o2, and further improving the vibration absorption and shock reduction effects.

[0084] The outer clutch plate bracket 5a includes an outer clutch plate bracket body 5a1, an outer plate sliding sleeve 5a2 and a mounting sleeve end cover 5a3 which are sequentially arranged in a direction away from the end face cam gear 5g. The outer plate sliding sleeve 5a2 is embedded in the inner circumferential surface of the rotor 3a. The outer clutch plate bracket body 5a1 and the mounting sleeve end cover 5a3 are relatively arranged at two ends of the rotor 3a, and the outer clutch plate bracket body 5a1, the outer plate sliding sleeve 5a2, the mounting sleeve end cover 5a3 and then the rotor 3a are tightened into one by a plurality of locking bolts 5m. Moreover, the locking bolts 5m are evenly distributed along the circumference of the rotor 3a, thereby ensuring a reliable connection between the adaptive cam clutch mechanism 5 and the rotor 3a.

[0085] The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system also includes a wheel hub 6 and a drive sleeve 7. The main shaft 2 is fitted with the drive sleeve 7 after passing through the box 2. The wheel hub 6 is coaxially fixed to the drive sleeve 7 by multiple bolts. Therefore, the main shaft 2 can drive the drive sleeve 7 to rotate synchronously with it, and the drive sleeve 7 can drive the wheel hub 6 to rotate synchronously with it. The tire is installed on the wheel hub 6, and the tire can be a pneumatic tire or a solid tire.

[0086] Furthermore, the driving wheel system also includes a first flat fork connecting bracket 8, which is installed on one end of the main shaft 2 passing through the driving sleeve 7 through at least one second bearing 9. One end of the first flat fork connecting bracket 8 has a first flat fork connecting seat 8a, and a second flat fork connecting seat 1b21 is integrally formed on the box body 1. The first flat fork connecting seat 8a and the second flat fork connecting seat 1b21 are relatively arranged on both sides of the rim 6a of the wheel hub 6. Through the above structure, it can be very convenient to connect with the rear flat fork of the electric two-wheeled vehicle, which is simple and reliable.

[0087] Furthermore, the second flat fork connecting seat 1b21 is integrally formed on the end cover 1b2 of the reduction assembly housing to facilitate assembly and disassembly, thereby ensuring the rationality of the design.

[0088] Furthermore, the first flat fork connecting seat 8a and the second flat fork connecting seat 1b21 are both provided with two bolt holes, thereby ensuring the reliability of assembly with the flat fork.

[0089] In this embodiment, the spoke 6b of the hub 6 protrudes from one side of the rim 6a to form a powertrain installation space with a groove-like structure, and the box body 1 is at least partially located in the powertrain installation space, ensuring the overall balance of the drive train.

[0090] The fast gear power transmission route of this embodiment is as follows:

[0091] Rotor 3a→external clutch plate bracket 5a→inner friction plates 5o and outer friction plates 5p→inner clutch plate bracket 5b→intermediate support ring 5d→double end face cam sleeve 5f→end face cam gear 5g→main shaft 2→drive sleeve 7→wheel hub 6; in this embodiment, wheel hub 6 outputs power.

[0092] At this time, the overrunning clutch 4d is in the overrunning state, and the resistance transmission route is: wheel hub 6 → driving sleeve 7 → main shaft 2 → end cam gear 5g → double end cam sleeve 5f → intermediate support ring 5d → second elastic element group 5c2; when the running resistance increases to a certain level, 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 support plate 5d1 of the intermediate support ring 5d moves axially to compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, so that the inner friction plates 5o and the outer friction plates 5p of the friction clutch can be separated "very easily", and the power is transmitted through the following route, that is, the low-speed gear power transmission route:

[0093] Rotor 3a→outer clutch plate bracket 5a→primary driving gear 5j→primary driven gear 4c→counter shaft 4a→overrunning clutch 4d→dual gear 5i→gear shaft 4b→end face cam gear 5g→main shaft 2→driving sleeve 7→wheel hub 6; in this embodiment, wheel hub 6 outputs power. At this time, overrunning clutch 4d is in a engaged state.

[0094] In the low-speed gear power transmission route, the axial force generated by the first end cam pair a continues to act on the second elastic element group 5c2, and at the same time, the axial force of the second end cam pair b acts on the inner clutch plate bracket 5b, and the direction of the force is opposite to the axial preload force of the first elastic element group 5c1 (that is, in the direction of clutch separation). That is, in the slow gear power transmission process, the slow gear traction force and the running resistance (double force) work together to prevent the two groups of disc springs from being repeatedly compressed during the low-speed gear transmission process, thereby preventing the clutch from being repeatedly engaged during the slow gear power transmission process.

[0095] It can be seen from the above transmission route that when the present invention is in operation, the clutch is tightly fitted under the action of the first elastic element group 5c1 and the second elastic element group 5c2 to form an automatic speed change mechanism that maintains a certain pressure to achieve the transmission purpose. At this time, the overrunning clutch 4d is in an overrunning state.

[0096] When the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the first end cam pair a to produce axial displacement, and the second elastic element group 5c2 is compressed by the first end cam pair a, and the clutch is separated after the first elastic element group 5c1 is released (that is, each inner friction plate 5o and each outer friction plate 5p are separated); the low-speed gear start 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 energy of the motion resistance torque to store potential energy for restoring the power transmission of the fast gear.

[0097] After successful start-up, the driving resistance is reduced. When the axial force component is reduced to a value less than the pressure generated by the second elastic element group 5c2, the first elastic element group 5c1 is compressed and the pressure of the second elastic element group 5c2 generated by the compression of the motion resistance is released, pushing the inner clutch plate bracket 5b to approach the outer clutch plate bracket 5a, thereby pressing the inner friction plates 5o and the outer friction plates 5p, completing the clutch's restoration to a tightly fitted state, and the overrunning clutch 4d is in an overrunning state.

[0098] During driving, the principle of automatic gear shifting is the same as above as the change of movement resistance. Gear shifting can be achieved without cutting off the driving force, making the entire locomotive run smoothly, safely and with low consumption. The transmission route is simplified, thereby improving transmission efficiency.

[0099] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention, and such changes all fall within the scope of protection of the present invention.

Claims

1. A two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system, comprising a housing and a main shaft, a motor assembly, a reduction assembly, a frame clutch plate mechanism and an adaptive transmission sensor mechanism all arranged in the housing, the motor assembly comprising a rotor and a stator adapted to the rotor, the stator being fixedly mounted on the housing and surrounding the rotor, the rotor having an installation cavity penetrating along its central axis, the main shaft being coaxially arranged in the installation cavity, and one end of the main shaft passing out of the housing, Features: The frame clutch plate mechanism includes an outer clutch plate bracket mounted on the inner side of the rotor for synchronous rotation and an inner clutch plate bracket mounted on the inner side of the outer clutch plate bracket for axial movement, a plurality of outer friction plates extending radially inwardly and axially slidably mounted on the outer clutch plate bracket, a plurality of inner friction plates extending radially outwardly and axially slidably mounted on the inner clutch plate bracket, each inner friction plate and each outer friction plate are alternately arranged between a fixed pressure plate of the outer clutch plate bracket and a movable pressure plate of the inner clutch plate bracket, a transfer synchronous retaining ring corresponding to each inner friction plate is fixedly mounted on the inner clutch plate bracket, and each transfer synchronous retaining ring is respectively The outer friction plate and the inner friction plate between two adjacent transfer synchronous retaining rings constitute a clutch unit, and the outer elastic rings corresponding to the outer friction plates are axially slidably mounted on the outer clutch plate bracket, and the outer elastic rings are respectively located on the side of the corresponding outer friction plate close to the fixed pressure plate, and are respectively located on the circumferential outer side of the corresponding inner friction plate, and a sliding gap is left between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket, and inner elastic rings capable of axially sliding along the inner clutch plate bracket are provided between adjacent inner friction plates, and the inner elastic rings are respectively located on the circumferential inner side of the corresponding outer friction plate; The adaptive transmission sensing mechanism includes an end cam gear, a double end cam sleeve, an intermediate support ring and an end support ring which are sequentially arranged on the main shaft along the axial direction. The end cam gear is fixedly sleeved on the main shaft in a synchronously rotating manner. The double end cam sleeve, the intermediate support ring and the end support ring can all be relatively rotatably sleeved on the main shaft and can move axially along the main shaft. The end faces of the double end cam sleeve and the adjacent end faces of the end cam gear and the intermediate support ring respectively form a first end cam pair. A double gear is relatively rotatably sleeved on the end cam gear, and the double gear is relatively rotatable with the adjacent end faces of the inner clutch plate bracket. A second end face cam pair is formed between the middle support ring, the middle support ring has a radially extending first support plate, the inner clutch plate bracket surrounds the outside of the first support plate, the outer circumference of the first support plate is spline-matched with the inner circumference of the inner clutch plate bracket, a first elastic element group is elastically supported between the inner clutch plate bracket and the first support plate, a second elastic element group is elastically supported between the first support plate and the end support ring, the first elastic element group and the second elastic element group are used to drive the inner clutch plate bracket to press each inner friction plate and each outer friction plate, and a first-stage driving gear is synchronously rotated on the outer clutch plate bracket; The reduction assembly includes a countershaft and a gear shaft both parallel to the main shaft, a primary driven gear synchronously mounted on the countershaft, an overrunning clutch mounted on the countershaft, and a primary driven gear and a secondary driving gear both integrally formed on the gear shaft, the primary driving gear meshes with the primary driven gear, a secondary driving gear is integrally formed on the outer ring of the overrunning clutch, the duplex gear has a secondary driven gear meshed with the secondary driving gear and a primary driving gear meshed with the primary driven gear, and the secondary driving gear meshes with the end face cam gear.

2. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 1, Features: The outer clutch plate bracket also includes a fixed mounting plate coaxially arranged with the fixed pressure plate and at least three sliding support rods evenly distributed in the circumferential direction between the fixed pressure plate and the fixed mounting plate, a sliding gap is left between the fixed mounting plate and the adjacent outer friction plate, both ends of each sliding support rod are locked on the fixed pressure plate and the fixed mounting plate by bolts, the outer friction plate is provided with a friction plate mounting hole that cooperates with the axial hole of each sliding support rod, the inner edge of the outer elastic ring is recessed to form an elastic ring sliding groove that slides with each sliding support rod, so that each outer friction plate and each outer elastic ring can move axially along all the sliding support rods.

3. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 2, Features: The fixing pressure plate is recessed on one side near the fixed mounting plate to form a first positioning groove matched with each sliding support rod, the bottom of the first positioning groove is coaxially provided with a first bolt through hole, the fixing mounting plate is recessed on one side near the fixed pressure plate to form a second positioning groove matched with each sliding support rod, the bottom of the second positioning groove is coaxially provided with a second bolt through hole, the two ends of the sliding support rod are respectively provided with a first threaded hole and a second threaded hole, after the two ends of each sliding support rod are embedded in the corresponding first positioning groove and second positioning groove, the first bolt through hole and the first threaded hole and the second bolt through hole and the second threaded hole are connected, and are respectively locked by corresponding bolts, so that the fixed pressure plate, the fixed mounting plate and each sliding support rod form a frame structure.

4. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 1, Features: The inner clutch plate bracket also includes a clutch plate mounting sleeve. The movable pressure plate is fixedly mounted on one end of the clutch plate mounting sleeve close to the fixed mounting plate. The outer peripheral surface of the clutch plate mounting sleeve is processed with multiple external splines evenly distributed along its circumference. The inner edges of the inner friction plates have spline grooves that cooperate with the external splines. The inner elastic rings can be axially slidably mounted on the external splines.

5. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 4, Features: One end of the clutch plate mounting sleeve away from the movable pressure plate extends radially inward to form a disc spring support plate, and one end of the first elastic element group away from the first support plate is supported on the disc spring support plate. The inner end of the disc spring support plate extends axially in a direction away from the movable pressure plate to form an inner bracket transmission sleeve. The inner bracket transmission sleeve and the adjacent end faces of the double gear constitute the second end face cam pair. The inner end of the fixed pressure plate is fixedly connected to an outer bracket transmission sleeve extending in a direction away from the movable pressure plate. The outer bracket transmission sleeve can be relatively rotatably mounted on the inner bracket transmission sleeve, and the first-stage driving gear is synchronously rotatably mounted on the outer bracket transmission sleeve.

6. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 1, Features: Both side surfaces of the inner friction plate have an inner plate friction material layer, and the outer surface of the inner plate friction material layer is recessed to form an inner plate oil circuit with a grid structure. The inner plate oil circuit includes at least one circle of coaxially arranged inner plate annular oil channels, and both sides of each inner plate annular oil channel are provided with a plurality of inner plate branch oil channels evenly distributed along the circumference of the inner friction plate, and each inner plate branch oil channel extends radially along the inner friction plate.

7. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 1, Features: The stiffness coefficient of the second elastic element group is greater than or equal to the stiffness coefficient of the first elastic element group.

8. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 1, Features: A limited mounting boss is protruded on the main shaft, and a gap is left between the end face of the middle support ring away from the double-end cam sleeve and the adjacent end face of the limited mounting boss. The end support ring can be relatively rotatably mounted on the limited mounting boss.

9. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to any one of claims 1 to 8, Features: It also includes a wheel hub and a driving sleeve. The driving sleeve is sleeved on the main shaft after the main shaft passes through the box body. The wheel hub is coaxially fixed on the driving sleeve through a plurality of bolts.

10. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 9, Features: It also includes a first flat fork connecting bracket, which is installed at one end of the main shaft passing through the driving sleeve through at least one second bearing, one end of the first flat fork connecting bracket has a first flat fork connecting seat, and the box body is integrally formed with a second flat fork connecting seat, and the first flat fork connecting seat and the second flat fork connecting seat are arranged opposite to each other on both sides of the rim of the wheel hub.

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