Clutch plate type intermediate power input double-acting-force self-adaptive variable-speed electric driving system

Abstract

The invention discloses a clutch plate type middle power input double-acting-force self-adaptive variable-speed electric driving system, the position where an inner ring of a friction plate type clutch transmits power to a transmission shaft sleeve is located between a first elastic piece and a second elastic piece, and all the advantages of the double-acting-force self-adaptive variable-speed electric driving system are achieved. Two sets of variable-speed elastic pieces are adopted, the action of the two attributes of traction force and running resistance is fully utilized, gear shifting is achieved, running at the corresponding gear is kept under the set condition, two different power outputs are transmitted, and the requirements of various complex working conditions of vehicle acceleration, climbing and high-speed running are met; meanwhile, the node position serving as power output between the two sets of elastic pieces is adopted, interference between power output and driving resistance and traction force acting on the elastic pieces is avoided, the target that the driving resistance and the traction force act on the elastic pieces is clearer, and therefore the component arrangement space is saved, and the cost is reduced. Jamming and time delay in the gear shifting process are avoided, gear shifting of the speed control system is sensitive, the pause feeling is avoided, and therefore the power transmission efficiency of the speed control system is guaranteed.

Description

Technical Field

[0001] The invention relates to a motor vehicle transmission, in particular to a clutch plate type intermediate power input double-acting force adaptive speed-changing electric drive system. Background Art

[0002] The operation of electric vehicles depends first on the electric drive system. The electric drive system has achieved a deep integration of mechanical and electric drive power components. It is the core component of driving and all the devices needed to provide power for electric vehicles. The electric drive system is mainly composed of four parts: drive motor, transmission, power converter and controller. Its performance and efficiency directly affect the power, economy and comfort of electric vehicles. The size and weight of the drive motor and transmission will also affect the overall efficiency of electric vehicles. The power converter and controller are closely related to the safe and reliable operation of electric vehicles.

[0003] Although the electric drive system with only a reduction transmission can make the torque output generated by the motor direct and smooth, it cannot take into account the power and economy of pure electric vehicles at the same time. This is because the drive motor cannot be at a high-efficiency working point in most working conditions during driving, especially at the highest or lowest speed and low load conditions. Due to the large reduction transmission ratio, there is no room for improvement after the speed reaches the limit, causing the electric vehicle to be at a higher speed critical point when cruising. The speed is restricted, and the efficiency generally drops below 60-70%. The power loss is large, the high-speed economy is not high, the vehicle's power, economy and comfort are poor, and the on-board electric energy is seriously wasted, which reduces the driving range. In addition, the electric drive system with only a reduction transmission structure is not conducive to the use of high-efficiency and lightweight drive motors.

[0004] Compared with the electric drive system equipped with a gearbox, the gearbox has less power output loss, that is, it can provide higher driving torque in the constant torque area, higher speed in the constant power area, and 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 wider 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.

[0005] 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.

[0006] There are many patent documents from 2013 to 2019. For example, the Chinese patent (zl 201310389721, name: multi-cam adaptive multi-speed automatic transmission, etc.) discloses a variety of transmission systems that use conical friction pairs combined with preload control transmission. The system uses the motor output power and driving resistance properties, through the friction transmission component, through the end cam clutch mechanism, and through the overrunning clutch to change the transmission route, and selects high-speed 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 into a conical hole structure that matches the conical surface. The elastic element at the right end of the friction transmission component pushes the friction transmission component into the conical hole to achieve power combination. The end cam at the left end of the friction transmission component is pushed by the load to leave the conical hole to achieve power separation. In the end cam clutch mechanism described in the document, the part responsible for performing separation and combination is composed of the friction transmission component and the elastic element.

[0007] The speed change system of this structure breaks through the traditional electric vehicle transmission speed change structure, but there are still many technical problems:

[0008] 1. When the load transmitted by the friction pair transmission setting in the adaptive cam clutch mechanism is equal to and less than the transmission torque, after the friction pair transmission mechanism components are separated, the traction force and the driving resistance are relative and interactive, and are converted into the same direction axial synthetic pressure through the transmission mechanism, pressing the elastic element disc spring. After the elastic element disc spring is axially compressed, the elastic element characteristics will increase the reverse elastic force while pushing back the moving components 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 and driving resistance on the friction transmission components increase to equal to and greater than the transmission torque limit, the reverse elastic push-back is more prominent. There are engineering principles and structural issues on how to reduce the reverse rebound caused by the increase in elastic force after the elastic element is compressed; 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; 3. Since the mechanism does not have a transfer mechanism, the structure is complex, which is not conducive to lightweight and integration. 4. The process of calibrating the clutch transmission torque and speed of the friction pair transmission mechanism and the motor's efficient power target is complex and takes too long; 5. The friction transmission components do not have an instantaneous repeated locking mechanism that can adapt to the bumpy and washboard roads; 6. The mechanism has engineering problems such as timely synchronous control of the controller.

[0009] Therefore, in order to solve the above problems, the inventor of this patent has improved the above-mentioned speed change mechanism and adopted two groups of speed change elastic parts. When the transmission is in fast gear, the running resistance is used to act on the cam pair to push the second group of elastic elements to release the first group of elastic elements (the first group of elastic elements can also be pressed at the same time) to disengage the clutch; when the transmission is in slow gear, the traction force is used to press the first and second groups of elastic elements (disc springs) through the low-speed cam pair to keep the clutch disengaged. The two properties of traction and running resistance are fully utilized, and the friction pair transmission mechanism is calibrated to adjust the transmission load limit scheme. By abandoning many energy-consuming mechanisms, actuators, sensors and complex algorithms, the transmission mechanism is realized. Smooth and soft separation and combination, two different power outputs are transmitted, and the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving are met.

[0010] However, when the inventor tested the above scheme, he found that the node position where the power is transmitted to the transmission shaft sleeve through the inner ring of the clutch is complex in structure and occupies a large space, and both the driving resistance and the traction force need to pass through the power transmission position to reach the second group of elastic elements, which causes interference between the power transmission route and the driving resistance and the low-speed gear traction force. Therefore, jamming and delays will occur during the gear shifting process, resulting in insensitive gear shifting and a sense of frustration in the transmission system; at the same time, for the friction plate clutch, the power transmission is located at the end, and the torque transmission between the inner ring and the outer ring is also concentrated near the end, so that the friction plate far away from the end cannot even transmit torque, resulting in uneven force on the friction plate, and for the gear shifting system in this field, long-term use will affect the gear shifting and seriously affect the power transmission efficiency.

[0011] It is necessary to improve the aforementioned automatic transmission device suitable for electric vehicles to save space and avoid interference between the power transmission route and the driving resistance and the traction of the low-speed gear. Therefore, it is possible to avoid jamming and delays in the gear shifting process, so that the gear shifting system is sensitive and does not feel jerky. At the same time, for the friction plate clutch, it is expected that all friction plates can transmit torque evenly to ensure long-term use of the system and improve transmission efficiency. Summary of the invention

[0012] In view of this, the purpose of the present invention is to provide a clutch-type intermediate power input dual-force adaptive speed electric drive system, which saves space and avoids interference between the power transmission route and the driving resistance and low-speed gear traction, thereby avoiding jamming and delays in the gear shifting process, making the gear shifting system sensitive and free of jerkiness.

[0013] The clutch plate type intermediate power input dual-force adaptive speed-changing electric drive system of the present invention comprises a drive motor and a speed-changing system;

[0014] The transmission system includes a power output shaft, a main transmission mechanism and a low-speed gear transmission mechanism; the main transmission mechanism includes a friction plate clutch and a transmission sleeve, the drive motor inputs power to the outer ring of the friction plate clutch, the inner ring of the friction plate clutch transmits power to the transmission sleeve, and the transmission sleeve is externally mounted on the power output shaft to transmit power to the power output shaft for output;

[0015] Transmission is formed between the inner ring of the friction plate clutch and the transmission sleeve or / and the transmission sleeve itself or / and between the transmission sleeve and the power output shaft through at least one first axial cam pair;

[0016] The friction plate clutch is set to an axial preload force to engage it. When the transmission sleeve outputs power, the first axial cam pair generates an axial force component while transmitting the power. The axial force component is opposite to the axial preload force and has a tendency to overcome the axial preload force and release the friction plate clutch.

[0017] The low-speed gear transmission mechanism includes a low-speed gear shaft and an overrunning clutch arranged on the low-speed gear shaft, the driving motor transmits power to the low-speed gear shaft at the same time, and the low-speed gear shaft establishes a power transmission relationship with the inner ring of the friction plate clutch through the overrunning clutch through the second axial cam pair;

[0018] The axial preload is applied by an elastic member, which includes a first elastic member and a second elastic member. The first elastic member applies the axial preload to the friction plate clutch, and the second elastic member applies the preload to the transmission sleeve. At the same time, the preload acts on the first elastic member as a basis for applying the preload of the first elastic member. The position where the inner ring of the friction plate clutch transmits power to the transmission sleeve is located between the first elastic member and the second elastic member.

[0019] Furthermore, it also includes a terminal speed change mechanism and a power output member, wherein the terminal speed change mechanism is used to receive the output power of the power output shaft and transmit it to the power output member, and the power output member is located between the speed change system and the terminal speed change mechanism to form a central driving structure.

[0020] Furthermore, it also includes a main case and a sub-case, the drive motor and the speed change system are located in the main case, the terminal speed change mechanism is located in the sub-case, and the power output shaft extends from the main case into the sub-case and transmits power to the terminal speed change mechanism;

[0021] It also includes a power output sleeve for receiving the output power of the terminal speed change mechanism and transmitting it to the power output member. The power output sleeve is rotatably fitted onto the power output shaft and its two ends extend into the main housing and the auxiliary housing respectively to form a rotation support between the main housing and the auxiliary housing.

[0022] Further, the terminal speed change mechanism comprises a primary reduction gear set and a secondary reduction gear set, wherein the primary reduction gear set comprises a primary active reduction gear and a primary driven reduction gear meshed with the primary active reduction gear, and the secondary reduction gear set comprises a secondary active reduction gear and a secondary driven reduction gear meshed with the secondary active reduction gear;

[0023] The first-stage active reduction gear is transmission-coordinated with the power output shaft, and the first-stage driven reduction gear is transmission-coordinated with the second-stage active reduction gear; the second-stage driven reduction gear is transmission-coordinated with the power output shaft sleeve or formed integrally, and the power output shaft sleeve is transmission-coordinated with the power output member or formed integrally.

[0024] Furthermore, the low-speed gear transmission mechanism also includes a low-speed gear transmission sleeve that transmits power from the overrunning clutch to the inner ring of the friction plate clutch, and the low-speed gear transmission sleeve is provided with at least one second axial cam pair; the low-speed gear transmission sleeve is rotatably fitted onto the transmission sleeve.

[0025] Furthermore, the outer ring of the friction plate clutch includes a first bracket, a second bracket and a support column. The support columns are multiple and distributed in the circumferential direction and fixedly connected between the first bracket and the second bracket. The active friction plate of the friction plate clutch is passed through the support column.

[0026] Furthermore, the inner ring of the friction plate clutch is a hollow cylindrical structure; the first elastic member and the second elastic member are located in the hollow of the inner ring;

[0027] The rotor of the driving motor is a hollow structure, the friction plate clutch is located inside the hollow structure of the rotor, and the first bracket and the second bracket are respectively fixedly connected to the two axial ends of the rotor to form a transmission fit;

[0028] The low-speed gear transmission mechanism also includes a low-speed gear intermediate driving gear, a low-speed gear intermediate driven gear and a low-speed gear driven gear; the outer ring of the friction plate clutch is in transmission cooperation with the low-speed gear intermediate driving gear, the low-speed gear intermediate driving gear is meshed with the low-speed gear intermediate driven gear, the low-speed gear intermediate driven gear is transmission-coordinated and arranged on the low-speed gear shaft, the inner ring of the overrunning clutch is in transmission cooperation with the low-speed gear shaft, and the outer ring of the overrunning clutch serves as the low-speed gear driving gear and is in transmission cooperation with the low-speed gear transmission shaft sleeve through the low-speed gear driven gear.

[0029] Furthermore, the transmission sleeve extends to the inside of the inner ring to form an inner extension section, and a radial protrusion is provided on the outer surface of the inner extension section. The first elastic member and the second elastic member are respectively set with preload and are arranged on both axial sides of the radial protrusion; the inner ring of the friction plate clutch is located near the axial middle part, and the power is transmitted to the transmission sleeve through the radial protrusion between the first elastic member and the second elastic member.

[0030] Furthermore, the first elastic member and the second elastic member are respectively the first speed shift disc spring and the second speed shift disc spring, and the first speed shift disc spring is sleeved on the inner extension section of the transmission shaft sleeve; the inner circle of the inner ring of the friction plate clutch is provided with an inwardly protruding limiting boss, and the limiting boss is used to block the radial protrusion of the outer surface of the inner extension section at a set position toward the direction of the first elastic member.

[0031] Furthermore, an elastic preload is formed between adjacent active friction plates of the friction plate clutch through a first elastic pad; the driven friction plates are axially limited by elastic clips, and an elastic preload is also formed between the driven friction plates through a second elastic pad.

[0032] The beneficial effects of the present invention are as follows: the clutch plate intermediate power input dual-force adaptive speed electric drive system of the present invention has all the advantages of the dual-force adaptive speed electric drive system, adopts two sets of speed change elastic parts, fully utilizes the two properties of traction and driving resistance, realizes gear shifting and maintains driving in the corresponding gear under set conditions, transmits two different power outputs, and meets the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving; at the same time, the node position between the two sets of elastic parts is adopted as the power output, which avoids the interference between the power output and the driving resistance and the traction force acting on the elastic parts, and makes the driving resistance and the traction force acting on the elastic parts clearer and clearer, thereby not only saving the component layout space, but also avoiding the occurrence of jamming and delay in the gear shifting process, making the gear shifting of the speed change system sensitive and without a sense of frustration, thereby ensuring the power transmission efficiency of the speed change system; and, the structure can make the node for transmitting power located near the axial middle of the inner ring, and the torque is transmitted from the middle, so that all friction plates can evenly participate in the transmission of torque, ensuring the long-term use of the system and improving the transmission efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0034] Figure 1 It is a schematic diagram of the axial cross-section structure of the present invention;

[0035] Figure 2 for Figure 1 A magnified image of point A;

[0036] Figure 3It is a schematic diagram of the axial cross-sectional structure of the outer ring of the friction plate clutch;

[0037] Figure 4 It is a schematic diagram of the installation structure of the active friction plate of the friction plate clutch;

[0038] Figure 5 It is a schematic structural diagram of the first elastic pad. DETAILED DESCRIPTION

[0039] like Figures 1 to 5 As shown: the clutch plate intermediate power input dual-force adaptive speed-changing electric drive system of the present invention includes a drive motor and a speed-changing system, and generally also includes a main housing 27 as shown in the figure, which will not be described in detail here;

[0040] The transmission system includes a power output shaft 1, a main transmission mechanism and a low-speed gear transmission mechanism; the main transmission mechanism includes a friction plate clutch and a transmission sleeve 6 which is outermost on the power output shaft 1, the drive motor inputs power to the outer ring of the friction plate clutch, the inner ring of the friction plate clutch transmits power to the transmission sleeve 6, the transmission sleeve 6 is outermost on the power output shaft to transmit power to the power output shaft and output it; in this embodiment, the power is transmitted to the power output member 2 (in this embodiment, it is a wheel hub, of course, it can be an existing mechanical transmission mechanism such as a gear or a pulley; the power output shaft outputs power in a manner that can be achieved through a reasonable mechanical layout, and can transmit power over a long distance through a series of mechanical transmission pairs to form a front or mid-mounted rear drive structure, or it can be directly transmitted for front drive or rear drive, which will not be repeated here;); the outer ring and inner ring of the friction plate clutch are transmitted through an active friction plate and a driven friction plate, which belongs to the transmission method of the prior art and will not be repeated here;

[0041] The inner ring of the friction plate clutch and the transmission sleeve 6 or / and the transmission sleeve 6 itself or / and the transmission sleeve 6 and the power output shaft 1 form transmission through at least one first axial cam pair; the transmission sleeve 6 itself can be a segmented structure, and the segments are matched with each other through one or more first axial cam pairs 601. The provision of multiple cam pairs can make the speed transmission smoother and more stable; of course, in this embodiment, the transmission sleeve itself is transmitted through one or more first axial cam pairs 601, and the transmission sleeve 6 and the power output shaft 1 can also be transmitted through a first axial cam pair 601 (the first axial cam pair 601 is generally a spiral cam pair). Of course, the transmission sleeve 6 and the power output shaft 1 can also be a straight spline transmission (the axial direction needs to be limited), which can also achieve the purpose of the invention;

[0042] The friction plate clutch is set to an axial preload force to engage it. When the transmission sleeve outputs power, the first axial cam pair 601 generates an axial force component while transmitting. The axial force component is opposite to the axial preload force and has a tendency to overcome the axial preload force and release the friction plate clutch.

[0043] The low-speed gear transmission mechanism includes a low-speed gear shaft 24 and an overrunning clutch 25 arranged on the low-speed gear shaft. The driving motor transmits power to the low-speed gear shaft 24 at the same time. The low-speed gear shaft 24 establishes a power transmission relationship with the driven member of the friction plate clutch through the overrunning clutch through the second axial cam 401 pair, that is, during low-speed gear transmission, the low-speed gear shaft 24 transmits power to the driven member of the friction plate clutch through the second axial cam pair 401; when power is transmitted only through the main transmission mechanism, after the transmission ratio of the low-speed gear transmission mechanism is set, the power output by the inner ring of the friction plate clutch is transmitted to the speed of the low-speed gear shaft 24 in the reverse direction through the second axial cam pair 401 (the reverse direction of the second axial cam pair 401 can be a meshing transmission) to make the overrunning clutch 25 overtake, thereby avoiding transmission interference. When the resistance reaches the set value The axial component force generated by the first axial cam pair 601 overcomes the axial preload, so that the friction plate clutch is disengaged, and the power is transmitted to the low-speed gear shaft through the overrunning clutch, and is transmitted to the second axial cam pair 401 and the inner ring of the friction plate clutch and then to the transmission shaft sleeve 6, so that the slow gear power is output. Therefore, when the slow gear is transmitted, the second axial cam transmits the traction force from the slow gear, and the axial component force generated acts on the friction plate clutch to overcome the preload. The axial component force generated by the reaction of the driving resistance during the power transmission of the first axial cam pair 601 is also used to overcome the preload. Therefore, the traction force and the driving resistance act on the preload together, which has good reliability and better avoids the problem of repeated engagement and disconnection of the friction plate clutch. It is suitable for driving on roads with poor conditions.

[0044] The axial preload is applied by an elastic member, which includes a first elastic member 10 and a second elastic member 18. The first elastic member 10 applies the axial preload to the friction plate clutch, and the second elastic member 18 applies a preload to the transmission sleeve 6. At the same time, the preload acts on the first elastic member 10 as a basis for applying the preload of the first elastic member 10. The position where the inner ring of the friction plate clutch transmits power to the transmission sleeve is located between the first elastic member and the second elastic member. As shown in the figure, the first elastic member 10 directly applies a left preload to the inner ring 19 of the friction plate clutch, so that the clutch engages the transmission. The second elastic member 18 applies a leftward preload to the transmission sleeve 6 (a corresponding structure, such as an annular protrusion, is provided on the sleeve), and at the same time acts on the first elastic member 10 through the transmission sleeve 6, forming a stepped linkage structure; in this structure, when the running resistance reaches the set value, through the action of the first axial cam pair 601, the right end of the transmission sleeve 6 moves rightward to compress the second elastic member 18, and at the same time releases the first elastic member 10, and the friction plate clutch is disengaged; of course, the first axial cam pair 601 can also be provided between the transmission sleeve 6 and the inner ring, so as to directly compress the first elastic member 10 at the same time. Due to the compression of the second elastic member, the first elastic member moves rightward as a whole, so that The friction plate clutch is separated, and compression and release are achieved at the same time, with sensitive response, but the force transmission path is not clear enough; in this structure, two elastic members are used to achieve the engagement and separation of the clutch, so that the axial component force formed by the driving resistance can mainly act on a part of the elastic members, and the clutch is separated by release. The stepped elastic preload buffers the repeated compression of the elastic members caused by the unstable driving resistance on uneven roads, thereby reducing the possibility of repeated engagement and separation of the clutch; as shown in the figure, the position where the inner ring 19 of the friction plate clutch transmits power to the transmission shaft sleeve 6 is located between the first elastic member and the second elastic member. The power transmission node is located on the running resistance return path and the traction force transmission path, so that the traction force acting on the inner circle needs to pass through the power transmission node first, and the effect of the running resistance needs to cross the power transmission node and act on the second elastic member through a longer distance. Therefore, the power transmission node interferes with the double force, so that the double force cannot directly act on the first elastic member and the second elastic member, and thus the sensitivity is low. The power transmission node setting of the present invention basically eliminates the jamming and delay caused by the structural setting during the system shifting process, so that the transmission system shifts sensitively and does not cause a sense of frustration, thereby ensuring the power transmission efficiency of the transmission system.

[0045] In this embodiment, the transmission cooperation position between the inner ring 19 of the friction plate clutch and the transmission sleeve 6 is located between the first elastic member and the second elastic member, and the component force of the axial cam pair acting on the second elastic member is also located at this position, avoiding the position where the slow gear traction force acts on the inner ring. The transmission cooperation between the inner ring 19 of the friction plate clutch and the transmission sleeve 6 can be through an axially slidable spline transmission cooperation, or it can be a first axial cam pair transmission cooperation mentioned above (the axial cam pair can be a spiral cam pair), both of which can achieve the purpose of the invention; the axial cam pair is an axial cam (including an end face cam or a spiral cam) that cooperates with each other. When the transmission sleeve transmits power, the first axial cam pair 601 generates two component forces in the axial and circumferential directions, wherein the circumferential direction component force outputs power, and the axial component force is opposite to the axial preload force and has a tendency to overcome the axial preload force. That is to say, the rotation direction of the axial cam pair (including the second axial cam pair described below) 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 apply which direction of axial component force, on the premise of knowing the power output direction, and will not be repeated here.

[0046] In this embodiment, the low-speed gear transmission mechanism also includes a low-speed gear transmission sleeve 4 that transmits power from the overrunning clutch 5 to the inner ring 19 of the friction clutch, and the low-speed gear transmission sleeve is provided with at least one second axial cam pair 401; as shown in the figure, the low-speed gear transmission sleeve 4 can be a segmented structure, with one or more second axial cam pairs 401 between the segments, and a second axial cam pair 401 is also provided between the low-speed gear transmission sleeve 4 and the driven member. Similarly, with the provision of multiple axial cam pairs, during low-speed gear transmission, the axial component force generated by the traction force acts on the driven member to overcome the axial preload force, thereby achieving the purpose of keeping the clutch separated during slow gear transmission; in order to achieve the compactness of the structural arrangement, this embodiment adopts a structure in which power is transmitted between the low-speed gear transmission sleeve 4 and the inner ring of the friction plate clutch through a second axial cam pair 401, which can also achieve the purpose of the invention and will not be repeated here;

[0047] As shown in the figure, the low-speed gear transmission mechanism also includes a low-speed gear intermediate driving gear 25, a low-speed gear intermediate driven gear 9 and a low-speed gear driven gear 4; the outer ring of the friction plate clutch is in transmission cooperation with the low-speed gear intermediate driving gear 25, the low-speed gear intermediate driving gear 25 is meshed with the low-speed gear intermediate driven gear 9, the low-speed gear intermediate driven gear 9 is arranged on the low-speed gear shaft 24 in transmission cooperation, the inner ring of the overrunning clutch is in transmission cooperation with the low-speed gear shaft, the outer ring of the overrunning clutch 36 is used as the low-speed gear driving gear and is in transmission meshing with the low-speed gear driven gear 4, of course, the outer ring is an outer gear ring structure, which is not repeated here; the low-speed gear driven gear 3 is in transmission cooperation with the low-speed gear transmission shaft sleeve 4 (in this embodiment, it is integrally formed), the overall structure is simple and compact, and the transmission route is clear; the transmission cooperation between the above-mentioned gears and the shaft can be achieved through a general transmission cooperation structure, such as key connection, integral forming, etc., which is not repeated here.

[0048] In this embodiment, the outer ring of the friction plate clutch includes a first bracket 20, a second bracket 20a and a support column 17. The support column 17 is multiple and distributed in the circumferential direction and fixedly connected between the first bracket 20 and the second bracket 20a. The active friction plate 14 of the friction plate clutch is inserted through the support column. In this structure, the support column 17 is detachably connected to the first bracket 20 and the second bracket 20a, so that the length of the entire outer ring is adjustable. Different support column lengths are used according to different needs to set different numbers of active friction plates 14. The structure in which the active friction plate 14 is inserted through the support column makes the active friction plate move stably and evenly, which is more adaptable to the speed change system of the present invention and ensures the sensitivity of speed change. At the same time, the adjustable length provides sufficient assembly space for the setting of two groups of elastic parts, and is adapted to the preload structure of longer elastic parts.

[0049] The inner ring of the friction plate clutch is a hollow cylindrical structure; the first elastic member 10 and the second elastic member 18 are located in the hollow of the inner ring; as shown in the figure, the power output shaft 1 runs through the drive system of the present invention from left to right to form a supporting foundation, and the speed change mechanism (the first and second elastic members and a part of the transmission shaft sleeve) is located in the space formed by the inner ring 19; the drive motor includes a motor stator 22 and a motor rotor 23, which is an inner rotor structure. As shown in the figure, the rotor of the drive motor is a hollow structure, the friction plate clutch is located inside the hollow structure of the rotor, and the first bracket and the second bracket are respectively fixedly connected to the axial ends of the rotor to form a transmission match; this structure makes the electric drive system compact as a whole and occupies a small space when used. The inner ring 19 of the hollow structure can transmit a large torque and is used to install some components, so that the structure of the clutch and the speed change mechanism is deeply optimized, forming partial or full inclusion and high integration, and the cooperation is smooth and natural, and there is no operation interference, which ensures that the speed change mechanism works efficiently under all working conditions and comprehensive road conditions.

[0050] As shown in the figure, the first bracket is outward (such as Figure 1 The left side as shown, that is, the outer side relative to the clutch) extends to form a first shaft sleeve section, and the second bracket extends to the other outer side (the right side as shown in the figure) to form a second shaft sleeve section, the low-speed gear transmission shaft sleeve 4 is rotated and fitted onto the transmission shaft sleeve 6, the first shaft sleeve section is rotated and fitted onto the low-speed gear transmission shaft sleeve 4, and the low-speed gear intermediate driving gear 25 is transmission-fitted onto the first shaft sleeve section. As shown in the figure, the inner ring 19 is necked to form an inner ring shaft sleeve and is matched with the speed gear transmission shaft sleeve 4 through a second axial cam pair 401, and the inner ring shaft sleeve and the speed gear transmission shaft sleeve 4 are rotated and fitted onto the transmission shaft sleeve 6 together. In the above structure, each shaft sleeve is sequentially sleeved, and is rotationally matched or transmission matched according to needs, which has good support stability, and has the characteristics of simple and compact structure, which can be achieved by simple mechanical connection, and will not be repeated here;

[0051] The second sleeve section is rotatably supported on the power output shaft 1 and the main housing 27. Figure 1As shown, the second shaft sleeve section extends to the right (based on the left and right of the structure shown in the figure) to form a set shape, forming a stepped necking structure between the axial direction and the second bracket, and the set position of the outer circle is supported on the end cover of the main box body 1 through a bearing, and the set position of the inner circle is supported on the power output shaft 1. Of course, the method of supporting the power output shaft 1 generally needs to be implemented through an intermediate piece. As shown in the figure, the inner circle is supported on the power output shaft 1 through a bearing and a bearing support to form a supporting structure. The overall structure is stable and will not be repeated here. The structure of the bearing support is adaptively manufactured according to the structure of the power output shaft 1, the second shaft sleeve section and other components, and the bearing support and the power output shaft 1 can be fixed in the circumferential direction, such as It is achieved through a spline structure to form a stable support, which will not be elaborated here; at the same time, parts of the first bracket and the second bracket are made into a sleeve structure, and finally the main housing and the power output shaft form direct and indirect supports, and the additional bending moment generated by the torque is transmitted to the housing, which can transmit a large torque without bending deformation, and can greatly reduce the size of components under the same load-bearing capacity conditions, adapting to the hollow structure of the clutch; achieving high torque, high speed and lightweight indicators, and also making the speed change mechanism have better stability and low noise at high speed; this structure ensures the compactness of the overall structure of the drive system itself, and is conducive to the overall lightweight layout of the drive system.

[0052] In this embodiment, the transmission sleeve 6 extends to the inside of the inner ring 19 to form an inner extension section, and a radial protrusion 16 is provided on the outer surface of the inner extension section. The first elastic member and the second elastic member are respectively set with preload and are arranged on both axial sides of the radial protrusion 16; the inner ring 19 of the friction plate clutch is located near the axial middle part and transmits power to the transmission sleeve between the first elastic member 10 and the second elastic member 18 through the radial protrusion 16; as shown in the figure, the radial protrusion 16 is an annular protrusion, which is used to separate the first elastic member 10 and the second elastic member 18, one end of the first elastic member presses against the annular protrusion, and the other end presses against the preload limit shoulder formed by the necking of the inner ring 19, one end of the second elastic member presses against the annular protrusion, and the other end presses against a retaining ring 21 outermostly fitted on the main shaft, forming a complete speed change elastic mechanism.

[0053] In this embodiment, the first elastic member 10 and the second elastic member 18 are respectively the first speed disc spring and the second speed disc spring. The first speed disc spring is sleeved on the inner extension section of the transmission shaft sleeve, and the second speed disc spring is also sleeved on the inner extension section of the transmission shaft sleeve. Of course, the inner extension section can also end with a radial protrusion 16, and the second speed disc spring directly resists the radial protrusion 16, which will not be repeated here; the inner circle of the inner ring 19 is provided with an inwardly protruding limiting shoulder, and the limiting shoulder is used to block the radial protrusion on the outer surface of the inner extension section at a set position toward the direction of the first elastic member; as shown in the figure, the limiting shoulder forms a radially inward step for blocking the annular protrusion to ensure that the first elastic member 10 is limited in bearing the pressure of the second elastic member 18, and the preload force of the second elastic member can be conveniently set, and the preload force can be applied in a step-by-step manner while smoothly releasing the axial preload force when the driving resistance reaches the set value.

[0054] In this embodiment, the elastic preload force is formed between the adjacent active friction plates 14 of the friction plate clutch through the elastic pad 13. The elastic pad 13 is generally made of elastic non-metallic material and has a set elasticity, such as Figure 4 As shown, the elastic pad 13 is an elastic rubber ring made of polyurethane material, and the inner circle forms an arc groove matched with the support column 17 to ensure the installation stability of the elastic pad 13. The elastic pad 13 is arranged between adjacent active friction plates 14. When the active friction plate 14 is pressed, it overcomes the elastic force of the elastic rubber ring and fits with the driven friction plate for transmission. When the pressure is released, the elasticity of the elastic rubber ring is used to make the active friction plate 14 return evenly and quickly to complete the shifting operation. At the same time, due to the setting of the elastic pad 13, each active friction plate is evenly stressed, and has synchronization when engaging and separating with the driven friction plate, avoiding that some friction plates are in a semi-friction state and affecting efficiency;

[0055] The driven friction plate is axially limited by an elastic clamp, and an elastic preload is formed between the driven friction plates by a second elastic pad 13a. Similarly, when the driven friction plate 12 is compressed, the elastic force of the elastic rubber ring is overcome to fit the active friction plate for transmission. When the pressure is released, the elasticity of the second elastic pad 13a is used to make the driven friction plate 12 return evenly and quickly to complete the shifting operation. At the same time, it is prevented that part of the friction plate is in a semi-friction state and affects the efficiency. At the same time, the driven friction plate 12 is axially limited by an elastic clamp ring 15, such as Figure 2 As shown, the cross-section of the elastic retaining ring 15 can be rectangular, circular, etc., and is installed in the installation groove corresponding to the inner ring 19 to limit the driven friction plate 12 to ensure that the movement of the inner ring 19 can drive the driven friction plate to move more flexibly and smoothly to complete the engagement and separation smoothly.

[0056] In this embodiment, it also includes a terminal speed change mechanism and a power output member 2, wherein the terminal speed change mechanism is used to receive the output power of the power output shaft and transmit it to the power output member, and the power output member 2 is located between the speed change system and the terminal speed change mechanism to form a central drive structure for outputting power; as shown in the figure, the power output member 2 is arranged in a structure between the speed change system and the terminal speed change mechanism, which is suitable for the drive mechanism of a two-wheeled vehicle, ensuring the overall balance of the drive system and the compactness of the structure.

[0057] In this embodiment, it also includes a main case 27 and a sub-case 27a, the drive motor and the speed change system are located in the main case 27, the terminal speed change mechanism is located in the sub-case 27a, and the power output shaft extends from the main case 27 into the sub-case 27a and transmits power to the terminal speed change mechanism;

[0058] It also includes a power output shaft sleeve 28 for receiving the output power of the terminal speed change mechanism and transmitting it to the power output member. The power output shaft sleeve 28 is rotatably fitted on the power output shaft and its two ends extend into the main housing 27 and the auxiliary housing 27a respectively and form a rotation support between the main housing and the auxiliary housing. As shown in the figure, the power output shaft sleeve 28 forms a flange radially outward near the axial middle, and the power output member 2 is fixedly connected to the flange to form a transmission. In this embodiment, the power output member 2 is a wheel hub.

[0059] Different from the existing wheel hub connection transmission, in this structure, a power output shaft sleeve 28 is used to output power to the wheel hub. It has the required set length in the axial direction and the inner circle is supported on the power output shaft. The support is uniform and stable. The outer circle is supported on the main case 27 and the auxiliary case 27a. Cooperating with the power output shaft of the inner circle, a stable support is formed from both the inside and the outside. Theoretically, it can be infinitely increased in the axial direction, thereby making the installation of the wheel hub stable, avoiding the occurrence of running clearance, ensuring the transmission efficiency while ensuring the installation support strength.

[0060] In this embodiment, the main box body 27 and the auxiliary box body 27a respectively extend forward to form the leg tube of the plane fork or form a plane fork connecting part for connecting the plane fork; as shown in the figure, the main box body 27 extends forward to form a plane fork connecting part 2701, and the auxiliary box body 27a extends forward to form a plane fork connecting part 27a01; due to the setting of the wheel hub structure, the whole electric drive system has better balance, can directly replace the plane fork or be connected to the plane fork, thereby reducing the use of other components, so that the whole vehicle has a lightweight feature and has a better stability and core bonus experience.

[0061] In this embodiment, the terminal speed change mechanism comprises a primary reduction gear set and a secondary reduction gear set, wherein the primary reduction gear set comprises a primary active reduction gear 7 and a primary driven reduction gear 8 meshing with the primary active reduction gear 7, and the secondary reduction gear set comprises a secondary active reduction gear 26 and a secondary driven reduction gear 29 meshing with the secondary active reduction gear 26;

[0062] The primary active reduction gear 7 is transmission-coordinated with the power output shaft 1, the primary driven reduction gear 8 is transmission-coordinated with the secondary active reduction gear 26, and the primary driven reduction gear 8 is transmission-coordinated with the secondary active reduction gear 26; as shown in the figure, the primary driven reduction gear 8 and the secondary active reduction gear 26 are transmission-coordinated with each other and are both transmission-coordinated with each other and are arranged on a final speed change shaft 11, and the final speed change shaft 11 is rotationally coordinated with the auxiliary housing and forms a support, which will not be described in detail here; the secondary driven reduction gear 29 is transmission-coordinated with the power output shaft sleeve 28 or is integrally formed, and the power output shaft sleeve 28 is transmission-coordinated with the power output member 2 or is integrally formed; the final speed change mechanism has a compact structure as a whole, occupies a small space, and is supported by the power output shaft and the main speed change mechanism to form a balanced structure for adjusting the output speed, which is conducive to improving the output torque of the overall structure; at the same time, the power output of the power output shaft changes the cantilever beam power output structure in the prior art, and the entire power output shaft forms a rotation support with the main housing and the auxiliary housing, and supports each other with the power output shaft sleeve, and the power output is located near the middle, maintaining the stability of the overall structure.

[0063] In this embodiment, the rotational fit may be a shaft pair sliding fit in addition to the bearing fit, both of which are conventional rotational fit structures in the prior art and will not be further described here.

[0064] The above embodiments are only the best structures of the present invention and are not intended to limit the protection scope of the present invention. The schemes with some adjustments in the connection mode do not affect the realization of the purpose of the present invention.

[0065] The fast gear power transmission route of this embodiment is as follows:

[0066] Rotor → outer ring of friction plate clutch → inner ring of friction plate clutch → transmission sleeve → first axial cam pair → power output shaft → final speed change mechanism → output power;

[0067] At this time, the outer ring of the overrunning clutch exceeds the inner ring (the low-speed gear shaft can be directly the inner ring) and the low-speed gear shaft (of course, the transmission ratio needs to be configured so that the outer ring speed is higher than the inner ring), and the resistance transmission route is: power output shaft → first axial cam pair → transmission sleeve → second speed disc spring (if the radial protrusion 16 and the inner ring are between a spiral cam pair, the inner ring is pushed at the same time, which will not be repeated here. This embodiment does not make special instructions, and the transmission sleeve and the inner ring are splined); when the driving resistance increases to a certain level, the resistance causes the axial force of the first axial cam pair to overcome the second speed disc spring, causing the protruding part of the transmission sleeve to move axially and compress the second speed disc spring, thereby releasing the first speed disc spring, thereby separating the friction plate clutch, and the power is transmitted through the following route, namely the low-speed gear power transmission route:

[0068] Outer ring of friction plate clutch → low-speed gear shaft → inner ring of overrunning clutch (can be integrated with low-speed gear shaft) → outer ring of overrunning clutch → low-speed transmission sleeve → second axial cam pair → inner ring of friction plate clutch → transmission sleeve → first axial cam pair → power output shaft → output power.

[0069] In the low-speed gear power transmission route, the axial force generated by the first axial cam pair continues to act on the second speed disc spring. At the same time, the axial force of the second axial cam pair caused by the traction force acts on the inner ring of the friction plate clutch, and the direction of the force is opposite to the axial preload force of the first speed disc spring (that is, in the direction of clutch separation). That is, in the slow gear power transmission process, the slow gear traction force and the driving resistance (double force) work together to prevent the compression of the speed disc spring from being compressed again and again during the low-speed gear transmission process, thereby preventing the clutch from repeatedly engaging during the slow gear power transmission process.

[0070] 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 and second speed change disc springs to form an automatic speed change mechanism that maintains a certain pressure, thereby achieving the transmission purpose. At this time, the overrunning clutch is in an overrunning state.

[0071] When the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the first axial cam pair to produce an axial displacement to compress the second speed disc spring through the first axial cam pair. After the first speed disc spring is released, the clutch is disengaged; 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 speed disc spring absorbs the energy of the motion resistance torque to store potential energy for restoring the power transmission of the fast gear.

[0072] After successful starting, the driving resistance is reduced. When the axial force is reduced to a level smaller than the pressure generated by the second speed disc spring, the first speed disc spring is compressed due to the release of the pressure of the speed disc spring generated by the compression of the motion resistance, pushing the inner ring to complete the clutch's restoration to a tight fit state, and the low-speed overtaking clutch is in an overtaking state.

[0073] 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.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the present invention, which should be included in the scope of the claims of the present invention.

Claims

1. A clutch plate intermediate power input dual-force adaptive speed-changing electric drive system, characterized in that: Including drive motor and speed change system; The transmission system includes a power output shaft, a main transmission mechanism and a low-speed gear transmission mechanism; the main transmission mechanism includes a friction plate clutch and a transmission sleeve, the drive motor inputs power to the outer ring of the friction plate clutch, the inner ring of the friction plate clutch transmits power to the transmission sleeve, and the transmission sleeve is externally mounted on the power output shaft to transmit power to the power output shaft for output; Transmission is formed between the inner ring of the friction plate clutch and the transmission sleeve or / and the transmission sleeve itself or / and between the transmission sleeve and the power output shaft through at least one first axial cam pair; The friction plate clutch is set to an axial preload force to engage it. When the transmission sleeve outputs power, the first axial cam pair generates an axial force component while transmitting the power. The axial force component is opposite to the axial preload force and has a tendency to overcome the axial preload force and release the friction plate clutch. The low-speed gear transmission mechanism includes a low-speed gear shaft and an overrunning clutch arranged on the low-speed gear shaft, the driving motor transmits power to the low-speed gear shaft at the same time, and the low-speed gear shaft establishes a power transmission relationship with the inner ring of the friction plate clutch through the overrunning clutch through the second axial cam pair; The axial preload is applied by an elastic member, which includes a first elastic member and a second elastic member. The first elastic member applies the axial preload to the friction plate clutch, and the second elastic member applies the preload to the transmission sleeve. At the same time, the preload acts on the first elastic member as a basis for applying the preload of the first elastic member. The position where the inner ring of the friction plate clutch transmits power to the transmission sleeve is located between the first elastic member and the second elastic member.

2. The clutch plate intermediate power input dual-force adaptive speed electric drive system according to claim 1 is characterized by: It also includes a terminal speed change mechanism and a power output member. The terminal speed change mechanism is used to receive the output power of the power output shaft and transmit it to the power output member. The power output member is located between the speed change system and the terminal speed change mechanism to form a central driving structure.

3. The clutch plate intermediate power input dual-force adaptive speed-changing electric drive system according to claim 2 is characterized in that: It also includes a main case and a sub-case, wherein the drive motor and the speed change system are located in the main case, the terminal speed change mechanism is located in the sub-case, and the power output shaft extends from the main case into the sub-case and transmits power to the terminal speed change mechanism; It also includes a power output sleeve for receiving the output power of the terminal speed change mechanism and transmitting it to the power output member. The power output sleeve is rotatably fitted onto the power output shaft and its two ends extend into the main housing and the auxiliary housing respectively to form a rotation support between the main housing and the auxiliary housing.

4. The clutch plate intermediate power input dual-force adaptive speed-changing electric drive system according to claim 3 is characterized in that: The terminal speed change mechanism comprises a primary reduction gear set and a secondary reduction gear set, wherein the primary reduction gear set comprises a primary active reduction gear and a primary driven reduction gear meshed with the primary active reduction gear, and the secondary reduction gear set comprises a secondary active reduction gear and a secondary driven reduction gear meshed with the secondary active reduction gear; The first-stage active reduction gear is transmission-coordinated with the power output shaft, and the first-stage driven reduction gear is transmission-coordinated with the second-stage active reduction gear; the second-stage driven reduction gear is transmission-coordinated with the power output shaft sleeve or formed integrally, and the power output shaft sleeve is transmission-coordinated with the power output member or formed integrally.

5. The clutch plate intermediate power input dual-force adaptive speed-changing electric drive system according to claim 1 is characterized in that: The low-speed gear transmission mechanism also includes a low-speed gear transmission sleeve for transmitting power from the overrunning clutch to the inner ring of the friction plate clutch, and the low-speed gear transmission sleeve is provided with at least one second axial cam pair; the low-speed gear transmission sleeve is rotatably fitted onto the transmission sleeve.

6. The clutch plate intermediate power input dual-force adaptive speed-changing electric drive system according to claim 1, characterized in that: The outer ring of the friction plate clutch includes a first bracket, a second bracket and a support column. The support columns are multiple and distributed in the circumferential direction and fixedly connected between the first bracket and the second bracket. The active friction plate of the friction plate clutch is passed through the support column.

7. The clutch plate intermediate power input dual-force adaptive speed-changing electric drive system according to claim 6 is characterized in that: The inner ring of the friction plate clutch is a hollow cylindrical structure; the first elastic member and the second elastic member are located in the hollow of the inner ring; The rotor of the driving motor is a hollow structure, the friction plate clutch is located inside the hollow structure of the rotor, and the first bracket and the second bracket are respectively fixedly connected to the two axial ends of the rotor to form a transmission fit; The low-speed gear transmission mechanism also includes a low-speed gear intermediate driving gear, a low-speed gear intermediate driven gear and a low-speed gear driven gear; the outer ring of the friction plate clutch is in transmission cooperation with the low-speed gear intermediate driving gear, the low-speed gear intermediate driving gear is meshed with the low-speed gear intermediate driven gear, the low-speed gear intermediate driven gear is transmission-coordinated and arranged on the low-speed gear shaft, the inner ring of the overrunning clutch is in transmission cooperation with the low-speed gear shaft, and the outer ring of the overrunning clutch serves as the low-speed gear driving gear and is in transmission cooperation with the low-speed gear transmission shaft sleeve through the low-speed gear driven gear.

8. The clutch plate intermediate power input dual-force adaptive speed-changing electric drive system according to claim 7 is characterized in that: The transmission sleeve extends to the inside of the inner ring to form an inner extension section, and a radial protrusion is provided on the outer surface of the inner extension section. The first elastic member and the second elastic member are respectively set with preload and are arranged on both axial sides of the radial protrusion; the inner ring of the friction plate clutch is located near the axial middle part, and the power is transmitted to the transmission sleeve through the radial protrusion between the first elastic member and the second elastic member.

9. The clutch plate intermediate power input dual-force adaptive speed-changing electric drive system according to claim 8, characterized in that: The first elastic member and the second elastic member are respectively the first speed shift disc spring and the second speed shift disc spring, and the first speed shift disc spring is sleeved on the inner extension section of the transmission shaft sleeve; the inner circle of the inner ring of the friction plate clutch is provided with an inwardly protruding limiting boss, and the limiting boss is used to block the radial protrusion of the outer surface of the inner extension section at a set position toward the direction of the first elastic member.

10. The clutch plate intermediate power input dual-force adaptive speed electric drive system according to claim 7, characterized in that: The adjacent active friction plates of the friction plate clutch are provided with elastic preload force through the first elastic pad; the driven friction plates are axially limited by elastic clips, and the driven friction plates are also provided with elastic preload force through the second elastic pad.

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