Four-shaft simple electric control variable speed clutch chip type electric driving system

Abstract

The invention discloses a four-shaft simple electric control speed change clutch sheet type electric driving system, which comprises a power motor, a speed change assembly and a two-shaft power output mechanism, the speed change assembly comprises a main shaft, a shaft sleeve, a frame clutch sheet mechanism, an elastic mechanism and a speed reduction shaft assembly, the structure is simple and reliable, the expansibility is excellent, and the speed reduction shaft assembly is stable and reliable. A plurality of functional modules such as human-controlled reversing, inertial reversing and active upshift and downshift according to real-time power can be flexibly expanded according to actual requirements, and the design requirements of platformization and modularization are met. Moreover, the motor can always work efficiently in the current high-efficiency area according to the change of the driving intention, a multi-parameter control strategy with the consciousness and intention of people as priority is realized, harmony and unification of people, vehicles, roads and running resistance / running load are realized, and the driving safety is improved. The important scientific and engineering technology common key problem of traction / driving force-running resistance / load efficient and accurate balance control is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric drive systems, and in particular to a four-axis simplified electronically controlled variable speed clutch plate electric drive system. Background Art

[0002] Although the electric drive system equipped with only a reduction transmission can make the torque output generated by the electric 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 vehicle speed and under 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 relatively high speed critical point in the cruising state. 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 equipped with only a reduction transmission structure is not conducive to the use of high-efficiency and lightweight drive motors.

[0003] From 2013 to date, the inventor team of this application has designed a series of adaptive friction clutches for matching transmissions.

[0004] For example, the Chinese authorized invention patent with publication number CN111075851B can actively drive each inner friction plate to separate from the adjacent outer friction plate by setting an inner plate transfer synchronous retaining ring on the inner friction plate mounting cylinder. Compared with the existing multi-plate friction clutch, it not only greatly improves the response speed and shortens the corresponding time, but also can greatly increase the number of friction plates, and even increase the number of friction plates infinitely, so that this friction clutch can be applied to high torque scenarios. However, the inventor team found in testing and use that although the inner and outer friction plates can be completely separated in the later stage of separation, at the beginning, there may still be a large number of inner and outer friction plates in semi-friction due to adhesion, which not only leads to poor consistency in the wear of each inner and outer friction plate, but also relatively large separation vibration and insufficient smoothness.

[0005] However, the series of clutch-type electric drive systems designed by the inventor team of this application do not have the function of active fast and slow gear switching. Therefore, it is impossible to realize the function of electronically controlled gear shifting based on the comparison of torque and speed with power targets. That is, the existing clutch-type electric drive system can only adjust the fast and slow gear shifting logic through offline calibration, but cannot flexibly adjust the gear shifting logic online according to changes in the driver's driving mode orientation (for example: ECO mode, sports mode and snow mode, etc.), and the driver cannot actively up and down shift according to his own driving intentions.

[0006] Solving the above problems has become a top priority. Summary of the invention

[0007] In view of this, the present invention provides a four-axis simplified electronically controlled speed-changing clutch plate-type electric drive system.

[0008] The technical solution is as follows:

[0009] The first aspect of the present application relates to a four-axis simplified electronically controlled speed-changing clutch plate electric drive system, comprising a power motor, a speed-changing assembly and a two-axis power output mechanism, wherein the speed-changing assembly comprises a main shaft, a sleeve which can be relatively rotatably mounted on the main shaft, a frame clutch plate mechanism and an elastic mechanism which are both arranged on the sleeve, and a reduction shaft assembly which is arranged parallel to the main shaft, wherein one end of the main shaft is coaxially fixedly connected to the motor shaft of the power motor, and the other end of the main shaft is equipped with an electronically controlled shifting mechanism, wherein the elastic mechanism comprises an end gear and an end support ring which are sequentially mounted on the sleeve along the axial direction, wherein the end support ring can transmit power to the end gear, wherein the end gear and the end support ring can both rotate relative to the sleeve, and wherein the end support ring can move axially along the sleeve;

[0010] The frame clutch plate mechanism includes an inner clutch plate bracket which is synchronously rotated and sleeved on the end support ring, and an outer clutch plate bracket which surrounds the circumferential outer side of the inner clutch plate bracket. The outer clutch plate bracket rotates synchronously with the main shaft and can be axially slidably installed with multiple outer friction plates extending radially inward. The inner clutch plate bracket can be axially slidably installed with multiple inner friction plates extending radially outward. Each inner friction plate and each outer friction plate are alternately arranged between the fixed clamping plate of the outer clutch plate bracket and the movable clamping plate of the inner clutch plate bracket. A clutch plate is arranged between the inner clutch plate bracket and the outer clutch plate bracket. A first elastic element group is provided for driving the movable clamping plate to have a tendency to approach the fixed clamping plate, a bracket transmission element which rotates synchronously with the inner circumferential surface of one end of the inner clutch plate bracket close to the end gear is provided, a secondary driven gear which is used to transmit power to the bracket transmission element is provided on the shaft sleeve and can be relatively rotatable, a power output sleeve which rotates synchronously with the outer clutch plate bracket is provided on the secondary driven gear and the bracket transmission element and can be relatively rotatable, the power output sleeve has a primary driving tooth, and the reduction shaft assembly can reduce the transmission between the primary driving tooth and the secondary driven gear;

[0011] The two-shaft power output mechanism includes an output shaft reduction assembly and a differential both arranged in parallel with the main shaft, and the output shaft reduction assembly reduces the speed between the end gears and the differential;

[0012] The electronically controlled shift mechanism comprises a shift motor, a hollow screw rod which can be relatively rotatably mounted on the main shaft, a transmission member which is threadedly mounted on the hollow screw rod, an active member which is synchronously rotatably mounted on the motor shaft of the shift motor, at least three push-pull rods which are inserted through the outer clutch plate bracket, and a real-time power detection assembly which is installed on the output shaft reduction assembly, wherein each push-pull rod is parallel to the main shaft, and the inner end of each push-pull rod is connected to the push-pull seat after being inserted through the outer clutch plate bracket, the push-pull seat and the end support ring can both synchronously move axially and relatively rotate, a connection assembly which can both make the two rotate relatively and synchronously move axially is arranged between the outer end of each push-pull rod and the inner end of the hollow screw rod, and the hollow screw rod and the transmission member constitute a screw nut kinematic pair;

[0013] The active member is a worm, the transmission member is a worm wheel, and the worm and the worm wheel form a worm-wheel kinematic pair; or, the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear.

[0014] The above four-axis simplified electronically controlled variable speed clutch plate electric drive system has the following beneficial effects:

[0015] 1. The power information of the electric drive system can be easily calculated based on the torque information and speed information collected by the real-time power detection component, and the power information can be compared with the same power target to draw a conclusion on whether active gear shifting is needed. The gear shifting motor is then used to drive the push-pull rods to move axially synchronously through the worm gear kinematic pair (or gear transmission pair) and the screw nut kinematic pair, thereby not only efficiently realizing active gear shifting, but also making the electronic control algorithm extremely simple; the system is fully autonomous in the process of outputting power, and it outputs reasonable torque and speed (power target) in a timely, synchronous and adaptive manner without interrupting power as the load / resistance changes during the power output process. The system completes the tasks of power supply, transmission, distribution and output, and meets the requirements of efficient and energy-saving use throughout the process.

[0016] 2. The driver can actively shift gears according to his or her own driving intentions, which improves the driver's controllability and driving pleasure of the motor vehicle.

[0017] 3. During the active gear shifting process, the frame clutch plate mechanism can serve as an excellent vibration absorption mechanism, effectively absorbing the gear shifting shock and making the gear shifting process extremely smooth.

[0018] 4. Enable the motor to always operate efficiently in the current high-efficiency area according to changes in driving intentions, implement a "multi-parameter" control strategy that prioritizes human consciousness and intentions, achieve a harmonious unity of people, vehicles, roads and driving resistance / operating load, and solve the major common scientific and engineering technology key problems of efficient and precise balance control of traction / driving force-driving resistance / load.

[0019] 5. The overall structure is simple and reliable, and the structural scalability is excellent. It can flexibly expand into a variety of functional modules according to actual needs to meet the platform and modular design requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a structural schematic diagram of a four-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 1;

[0021] Figure 2 It is a structural schematic diagram of a four-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 2 in the forward gear;

[0022] Figure 3 It is a structural schematic diagram of a four-axis simplified electronically controlled variable speed clutch plate-type electric drive system embodiment 2 in reverse gear;

[0023] Figure 4 It is a structural schematic diagram of a four-axis simplified electronically controlled variable speed clutch plate-type electric drive system embodiment 3 in the forward gear;

[0024] Figure 5 It is a structural schematic diagram of a four-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 3 in reverse gear;

[0025] Figure 6 It is a structural schematic diagram of a four-axis simplified electronically controlled variable speed clutch plate-type electric drive system embodiment 4 in the forward gear;

[0026] Figure 7 It is a structural schematic diagram of a four-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 4 in reverse gear;

[0027] Figure 8 It is a structural schematic diagram of the frame clutch plate mechanism;

[0028] Fig. 9 It is a schematic diagram of the structure of a fixed compression plate;

[0029] Fig.10 It is a structural schematic diagram of a fixed mounting plate;

[0030] Fig.11 is a schematic diagram of the structure of the sliding support rod;

[0031] Fig.12 It is a structural schematic diagram of the inner clutch plate bracket;

[0032] Fig.13 is a schematic diagram of the structure of the outer elastic ring;

[0033] Fig.14 It is a schematic diagram of the structure of the inner elastic ring;

[0034] Fig.15 is a schematic diagram of the structure of the outer friction plate;

[0035] Fig.16 It is the structural schematic diagram of the inner friction plate;

[0036] Fig.17 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the ball in the forward gear of the second embodiment of the four-axis simplified electronically controlled variable speed clutch plate electric drive system;

[0037] Fig.18 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the ball in the reverse gear of the second embodiment of the four-axis simplified electronically controlled variable speed clutch plate electric drive system;

[0038] Fig.19 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the ball in the second coordination mode of the four-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 2 when in the forward gear;

[0039] Fig. 20 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the ball in the second coordination mode of the four-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 2 when in reverse gear;

[0040] Fig.21 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the ball in the forward gear of the coordination mode 1 of the four-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 4;

[0041] Fig. 22 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the ball in the reverse gear of the coordination mode 1 of the four-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 4;

[0042] Fig.23 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the ball in the second coordination mode of the fourth embodiment of the four-axis simplified electronically controlled variable speed clutch plate electric drive system in the forward gear;

[0043] Fig.24 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the ball in the second coordination mode of the four-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 4 when in reverse gear. DETAILED DESCRIPTION

[0044] The present invention is further described below in conjunction with embodiments and drawings.

[0045] Embodiment 1:

[0046] like Figure 1 as well as Figure 8-Figure 16 As shown, a four-axis simplified electronically controlled speed-changing clutch plate electric drive system mainly includes a power motor 3, a speed change assembly and a two-axis power output mechanism 9.

[0047] The speed change assembly includes a main shaft 4 , a sleeve 1 which is relatively rotatable and mounted on the main shaft 4 , a frame clutch plate mechanism and an elastic mechanism both arranged on the sleeve 1 , and a reduction shaft assembly 2 which is arranged parallel to the main shaft 4 .

[0048] One end of the main shaft 4 is coaxially fixedly connected to the motor shaft 3a of the power motor 3. Specifically, the end of the main shaft 4 close to the power motor 3 is coaxially fixedly connected to the outer end of the motor shaft 3a of the power motor 3. In this embodiment, the outer end surface of the motor shaft 3a is recessed to form a spline hole, and the end of the main shaft 4 close to the power motor 3 is adapted to the spline hole, and is formed with an external spline adapted to the spline hole, that is, the end of the main shaft 4 is embedded in the spline hole and forms a spline match with the spline hole; it should be pointed out that the outer end of the motor shaft 3a can also be connected to the main shaft 4 through a coupling. The other end of the main shaft 4 is installed with an electric control shift mechanism 10.

[0049] The elastic mechanism includes an end gear 5g and an end support ring 5d which are sequentially mounted on the shaft sleeve 1 in the axial direction, and the end support ring 5d can transmit power to the end gear 5g. Specifically, at least one double-end cam sleeve 5f is arranged between the end gear 5g and the end support ring 5d, and the end support ring 5d transmits power to the end gear 5g through each double-end cam sleeve 5f, and the position of the end gear 5g is fixed, and the end gear 5g, the end support ring 5d and each double-end cam sleeve 5f can rotate relative to the shaft sleeve 1, and the end support ring 5d and each double-end cam sleeve 5f can move axially along the shaft sleeve 1.

[0050] The frame clutch plate mechanism includes an inner clutch plate bracket 5b synchronously rotatably mounted on the end support ring 5d and an outer clutch plate bracket 5a surrounding the circumferential outer side of the inner clutch plate bracket 5b. 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.

[0051] The outer clutch plate bracket 5a rotates synchronously with the main shaft 4, that is, the main shaft 4 can drive the outer clutch plate bracket 5a to rotate synchronously therewith. In this embodiment, the outer clutch plate bracket 5a and the main shaft 4 are spline-matched, which is simple and reliable.

[0052] 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.

[0053] A plurality of outer friction plates 5p extending radially inward can be axially slidably mounted on the outer clutch plate bracket 5a, and each outer friction plate 5p extends radially toward the inner clutch plate bracket 5b. A plurality of inner friction plates 5o extending radially outward can be axially slidably mounted on the inner clutch plate bracket 5b, and 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 center hole, and each inner friction plate 5o and each outer friction plate 5p are alternately arranged between the fixed pressure plate 5a1 of the outer clutch plate bracket 5a and the movable pressure plate 5b1 of the inner clutch plate bracket 5b, that is, the inner friction plates 5o and the outer friction plates 5p are coaxially arranged.

[0054] 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 one by one, 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, and the outer friction plate 5p and the inner friction plate 5o between two adjacent transfer synchronous retaining rings 5q constitute a clutch unit, and the outer clutch plate bracket 5a is axially slidably mounted with outer elastic rings 5r corresponding to each outer friction plate 5p one by one, and each outer elastic ring 5r is located on the corresponding outer friction plate 5p close to the fixed pressure plate The outer friction plate 5p, which is farthest from the fixed pressure plate 5a1, and the outer clutch plate bracket 5a, are provided with a sliding gap d, which not only leaves sufficient space for the separation of the outer friction plate 5p and the inner friction plate 5o, but also enables the oil to flow smoothly and continuously lubricate the friction material layer of the outer friction plate 5p and the inner friction plate 5o, so as to play an excellent vibration absorption role during the combination and separation, reduce the vibration during the separation and combination, and improve the smoothness of the separation and combination process. At the same time, the inner elastic ring 5s that can slide axially along the inner clutch plate bracket 5b are provided between the adjacent inner friction plates 5o, and each inner elastic ring 5s is respectively located on the circumferential inner side of the corresponding outer friction plate 5p.

[0055] 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.

[0056] Furthermore, the outer friction plate 5p and the inner friction plate 5o are both made of polyurethane, which has good wear resistance and stability.

[0057] In this embodiment, the outer 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 uniformly distributed along the circumferential direction between the fixed pressure plate 5a1 and the fixed mounting plate 5a2, and one end of the power output sleeve 5j away from the secondary driven gear 5i is fixedly connected to the inner end of the fixed pressure plate 5a1. The fixed mounting plate 5a2 is synchronously rotated and sleeved on the main shaft 4. In this embodiment, the fixed mounting plate 5a2 is splined with the main shaft 4, which is simple and reliable. In addition, a sliding gap d is left between the fixed mounting plate 5a2 and the adjacent outer friction plate 5p, both ends of each sliding support rod 5a3 are locked on the fixed clamping plate 5a1 and the fixed mounting plate 5a2 by bolts 5a4, the outer friction plate 5p is provided with a friction plate mounting hole 5p1 that matches the axial hole of each sliding support rod 5a3, and the outer elastic ring 5r is provided with an elastic ring mounting hole 5r1 that matches the axial hole of 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.

[0058] 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.

[0059] A first positioning groove 5a11 adapted to each sliding support rod 5a3 is formed 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 formed at the bottom of the first positioning groove 5a11. A second positioning groove 5a21 adapted to each sliding support rod 5a3 is formed 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 formed at the bottom of the second positioning groove 5a21. A first threaded hole 5a31 and a second threaded hole 5a32 are respectively formed at both ends of the sliding support rod 5a3.

[0060] Both ends of each sliding support rod 5a3 are embedded in the corresponding first positioning groove 5a11 and the second positioning groove 5a21, ensuring the precise positioning of each sliding support rod 5a3. The first bolt hole 5a12 and the first threaded hole 5a31 as well as the second bolt hole 5a22 and the second threaded hole 5a32 are connected and are respectively locked by the corresponding bolts 5a4, so that the fixed clamping plate 5a1, the fixed mounting plate 5a2 and each sliding support rod 5a3 form a frame structure, which is simple, reliable and easy to assemble, and at the same time is conducive to more sufficient lubrication of the outer friction plate 5p and the inner friction plate 5o.

[0061] Furthermore, the sliding support rod 5a3 has a weight-reducing hole 5a33 extending in the circumferential direction, and both ends of the weight-reducing hole 5a33 respectively penetrate the inner end of the first threaded hole 5a31 and the inner end of the second threaded hole 5a32, thereby reducing the weight of the sliding support rod 5a3 while ensuring the structural strength of the sliding support rod 5a3, thereby achieving a lightweight design.

[0062] The inner clutch plate bracket 5b also includes a clutch plate mounting sleeve 5b2, and a 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 cooperate with the splines of each external spline 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 each external spline 5b21.

[0063] 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. 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.

[0064] The inner circumferential surface of the clutch plate mounting sleeve 5b2 is integrally formed with a bracket connecting ring 5b5 that matches the end supporting ring 5d. The end supporting ring 5d is fixedly connected to the bracket connecting ring 5b5 by a plurality of circumferentially distributed bolts, so that the inner clutch plate bracket 5b can rotate and move axially synchronously with the end supporting ring 5d. The first elastic element group 5c is elastically supported between the bracket connecting ring 5b5 and the fixed mounting plate 5a2, so as to improve the reliability of the friction plate clutch and eliminate the installation gap. It should be pointed out that the first elastic element group 5c preferably adopts a disc spring group, which is durable, stable and reliable.

[0065] A bracket transmission element that rotates synchronously with the large support ring 5e is mounted on the inner circumferential surface of the end of the inner clutch plate bracket 5b away from the large support ring 5e. The bracket transmission element is located at the end of the clutch plate mounting sleeve 5b2 away from the movable pressure plate 5b1. The bracket transmission element includes a disc spring support plate 5b3 extending radially inward and an inner bracket transmission sleeve 5b4 extending axially from the inner end of the disc spring support plate 5b3 in a direction away from the movable pressure plate 5b1. The inner bracket transmission sleeve 5b4 can be relatively rotatably mounted on the shaft sleeve 1. The shaft sleeve 1 can be rotatably mounted with an intermediate transmission sleeve 5h located between the secondary driven gear 5i and the inner bracket transmission sleeve 5b4. The secondary driven gear 5i can drive the inner bracket transmission sleeve 5b4 to rotate through the intermediate transmission sleeve 5h.

[0066] In this embodiment, the outer edge of the mounting support plate 5b3 is splined with the inner circumference of the clutch plate mounting sleeve 5b2, so that the mounting support plate 5b3 can slide axially along the clutch plate mounting sleeve 5b2, and the inner clutch plate bracket 5b is fixedly connected to the large support ring 5e, so that it can slide axially along the small support ring 5d under the drive of the large support ring 5e, so that the clutch plate mounting sleeve 5b2 and the mounting support plate 5b3 can slide axially relative to each other. Further, a limited stop ring 5u is installed on the spline on the inner circumference of the clutch plate mounting sleeve 5b2 to limit the maximum displacement of the disc spring support plate 5b3, so as to ensure the stability and reliability of the cooperation between the disc spring support plate 5b3 and the clutch plate mounting sleeve 5b2.

[0067] 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.

[0068] 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.

[0069] In this embodiment, the adjacent end faces of the end gear 5g, the double-end cam sleeve 5f and the end support ring 5d all constitute a first end cam pair a. When power is transmitted between the end gear 5g, the double-end cam sleeve 5f and the end support ring 5d, the first end cam pair a generates two components of force in the axial direction and the circumferential direction. 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 to say, the rotation direction of the first end cam pair a is related to the power output rotation direction. Based on the above records, those skilled in the art can know what direction of axial force can be exerted by what rotation direction of the axial cam pair, on the premise of knowing the power output direction, and will not be repeated here.

[0070] The inner bracket transmission sleeve 5b4 can be relatively rotatably mounted on one of the double-end cam sleeves 5f, and the end gear 5g can be relatively rotatably mounted with a secondary driven gear 5i for transmitting power to the bracket transmission element, and one of the double-end cam sleeves 5f can be rotatably mounted with an intermediate transmission sleeve 5h located between the secondary driven gear 5i and the inner bracket transmission sleeve 5b4, and the secondary driven gear 5i can drive the inner bracket transmission sleeve 5b4 to rotate through the intermediate transmission sleeve 5h.

[0071] Since an intermediate transmission sleeve 5h is arranged between the secondary driven gear 5i and the inner clutch plate bracket 5b, and the end faces of the intermediate transmission sleeve 5h at both ends in this embodiment respectively form a second end face cam pair b with the adjacent end faces of the secondary driven gear 5i and the inner bracket transmission sleeve 5b4. Similar to the first end face cam pair a, when power is transmitted between the intermediate transmission sleeve 5h and the secondary driven gear 5i and the inner bracket transmission sleeve 5b4, the second end face cam pair b generates two components of force in the axial and circumferential directions, wherein the circumferential direction component of force outputs power, and the axial component of force is opposite to the axial preload and has a tendency to overcome the axial preload. That is to say, the rotation direction of the second end face cam pair b is related to the power output rotation direction. Based on the above records, those skilled in the art can know what direction of axial component of force can be applied by what rotation direction of the axial cam pair, on the premise of knowing the power output direction, and will not be elaborated here.

[0072] The secondary driven gear 5i and the bracket transmission element are relatively rotatably mounted with a power output sleeve 5j that rotates synchronously with the outer clutch plate bracket 5a, that is, the end of the power output sleeve 5j away from the end gear 5g is fixedly connected to the fixed pressure plate 5a1. The power output sleeve 5j has a primary driving tooth 5j1, and the reduction shaft assembly 2 can reduce the transmission between the primary driving tooth 5j1 and the secondary driven gear 5i. The end gear 5g is used to transmit power to the two-shaft power output mechanism 9.

[0073] The reduction shaft assembly 2 includes a first reduction shaft 2a parallel to the main shaft 4, first and second driving teeth 2b formed on the first reduction shaft 2a, and a first overrunning clutch 2c mounted on the first reduction shaft 2a, the first and second driving teeth 2b meshing with the second driven gear 5i, and the outer ring of the first overrunning clutch 2c has a first first driven tooth 2c1 meshing with the first driving tooth 5j1. When the first overrunning clutch 2c is in a coupled state, the first driving tooth 5j1 can drive the first reduction shaft 2a to rotate through the first overrunning clutch 2c, and when the first overrunning clutch 2c is in an overrunning state, the first driving tooth 5j1 will not transmit power to the first reduction shaft 2a.

[0074] The two-shaft power output mechanism 9 includes an output shaft reduction assembly 9a and a differential 9b, both of which are arranged parallel to the main shaft 4. The output shaft reduction assembly 9a reduces the speed between the end gear 5g and the differential 9b.

[0075] The electric control shift mechanism 10 includes a shift motor 10c, a hollow screw rod 10a which can be relatively rotatably mounted on the main shaft 4, a transmission member 10b which is threadedly mounted on the hollow screw rod 10a, an active member 10i which is synchronously rotatably mounted on the motor shaft of the shift motor 10c, at least three push-pull rods 10d which are inserted through the outer clutch plate bracket 5a, and a real-time power detection component 10g which is installed on the output shaft reduction component 9a. Each push-pull rod 10d is parallel to the main shaft 4, and the inner end of each push-pull rod 10d is connected to the push-pull seat 10h after passing through the outer clutch plate bracket 5a. The pull seat 10h and the end supporting ring 5d can both move axially synchronously and rotate relative to each other. A connecting component 10f is arranged between the outer end of each push-pull rod 10d and the inner end of the hollow screw rod 10a, which can enable the two to rotate relative to each other and move axially synchronously. The hollow screw rod 10a and the transmission member 10b constitute a screw-nut kinematic pair; each push-pull rod 10d is evenly distributed along the circumferential direction and penetrated on the fixed mounting disk 5a2. Specifically, the fixed mounting disk 5a2 is provided with push rod through holes evenly distributed along the circumferential direction, and each push-pull rod 10d is respectively slidably fitted and penetrated in the corresponding push rod through hole.

[0076] In this embodiment, the active member 10i and the driven member 10b have the following two implementation modes:

[0077] Implementation method 1 of the active member 10i and the driven member 10b: the active member 10i is a worm, and the driven member 10b is a worm wheel. Therefore, the active member 10i and the driven member 10b constitute a worm wheel kinematic pair.

[0078] Implementation 2 of the active member 10i and the driven member 10b: Implementation 1 of the active member 10i and the driven member 10b: The active member 10i is a driving gear, and the driven member 10b is a driven gear, so the active member 10i meshes with the driven member 10b. It should be noted that the active gear and the driven gear can both be cylindrical gears or bevel gears.

[0079] Therefore, by the forward or reverse rotation of the motor shaft of the shift motor 10c, the worm gear kinematic pair (or gear transmission pair) and the screw nut kinematic pair drive the push-pull rods 10d to move synchronously axially, and the push-pull seat 10h can be used to make the inner clutch plate bracket 5b and the end support ring 5d move synchronously axially. Specifically, when each push-pull rod 10d is close to the end support ring 5d, the movable clamping plate 5b1 of the inner clutch plate bracket 5b can be close to the fixed clamping plate 5a1 of the outer clutch plate bracket 5a, and the outer friction plates 5p and the inner friction plates 5o can be clamped; when each push-pull rod 10d is away from the end support ring 5d, the movable clamping plate 5b1 of the inner clutch plate bracket 5b is away from the fixed clamping plate 5a1 of the outer clutch plate bracket 5a, and the outer friction plates 5p and the inner friction plates 5o are no longer clamped. In the active shifting process, the frame clutch plate mechanism can serve as an excellent vibration absorption mechanism to effectively absorb the shifting shock and make the shifting process extremely smooth. In addition, the real-time power of the electric drive system is obtained by multiplying the torque and the rotational speed measured by the real-time power detection component 10g, and the power information is compared with the same power target to draw a conclusion on whether active gear shifting is required. This not only realizes active gear shifting efficiently, but also makes the electronic control algorithm extremely simple.

[0080] Furthermore, a limited support ring 10h1 is protruded on the circumferential outer wall of the push-pull seat 10h near one end of the end support ring 5d, and a first plane bearing 10e is arranged between the side of the limited support ring 10h1 near the end support ring 5d and the end support ring 5d. The circumferential inner wall of the inner clutch plate bracket 5b has a bracket connecting ring 5b5 fixedly connected to the end support ring 5d, and the side of the limited support ring 10h1 away from the end support ring 5d is supported on the bracket connecting ring 5b5, so that when a gap appears between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, the relative rotation of the two can minimize the impact on each other.

[0081] Furthermore, the connecting assembly 10f includes a connecting seat, a second plane bearing 10f1 and a third plane bearing 10f2, the connecting seat includes an inner end cover 10f3, an intermediate support plate 10f4 and an outer end cover 10f5 which are fastened together, the inner end cover 10f3, the intermediate support plate 10f4 and the outer end cover 10f5 are sequentially arranged in a direction away from the push-pull rod 10d, and the outer ends of the push-pull rods 10d are simultaneously inserted into the center hole of the inner end cover 10f3 and then expanded to form a limiting head 10d1, and an inner end cover retaining ring 10f31 which is adapted to each limiting head 10d1 is protruded on the hole wall of the center hole of the inner end cover 10f3, and a section of each limiting head 10d1 away from the intermediate support plate 10f4 is supported on the inner end cover retaining ring 10f31, and each limiting head 10d1 is close to the intermediate support plate 10f4. A second plane bearing 10f1 is supported between a section of the plate 10f4 and the middle support plate 10f4. After the inner end of the hollow screw 10a is inserted into the center hole of the outer end cover 10f5, the diameter is expanded to form an annular limiting rib 10a1. An outer end cover retaining ring 10f51 that is compatible with the annular limiting rib 10a1 is protruded on the hole wall of the center hole of the outer end cover 10f5. The side of the annular limiting rib 10a1 away from the middle support plate 10f4 is supported on the outer end cover retaining ring 10f51, and the side close to the middle support plate 10f4 and the middle support plate 10f4 support A third plane bearing 10f2 is supported between the middle support plate 10f4, which can ensure that the various force transmission components are independent of each other, and will not affect the high-speed rotation of the outer clutch plate bracket 5a, nor will it affect the stable operation of the hollow screw 10a and other components.

[0082] The output shaft reduction assembly 9a includes an output shaft 9a1 parallel to the main shaft 4, an output primary driven gear 9a2 relatively rotatably mounted on the output shaft 9a1, and an output secondary driving tooth 9a3 integrally formed on the output shaft 9a1, the end gear 5g is meshed with the output primary driven gear 9a2, the output secondary driving tooth 9a3 is meshed with the differential input gear 9b1 of the differential 9b, and the diameter of the output driven gear 9a2 is larger than the diameter of the end gear 5g, and the diameter of the output secondary driving tooth 9a3 is smaller than the diameter of the differential input gear 9b1, thereby realizing secondary reduction and torque increase.

[0083] The real-time power detection component 10g includes a transmission sensing cam sleeve 10g1 which is synchronously rotated and sleeved on the output shaft 9a1, an elastic element 10g2 which is elastically supported on the adjacent end faces of the transmission sensing cam sleeve 10g1 and the output secondary active tooth 9a3, a speed detection permanent magnet 10g3 and a displacement detection permanent magnet 10g4 which are both mounted on the transmission sensing cam sleeve 10g1, and a speed detection Hall element 10g5 and a displacement detection Hall element 10g6 which are both arranged on the housing of the four-axis simplified electric control variable speed clutch plate electric drive system. 6. The transmission sensing cam sleeve 10g1 can move axially along the output shaft 9a1, and a third end face cam pair c is formed between the end face of the transmission sensing cam sleeve 10g1 away from the output secondary driving gear 9a3 and the adjacent end face of the output primary driven gear 9a2. The structure of the third end face cam pair c is the same as the first end face cam pair a and the second end face cam pair b. Therefore, when the torque and the speed change, the transmission sensing cam sleeve 10g1 can move axially along the output shaft 9a1 when it rotates relative to the output primary driven gear 9a2.

[0084] The transmission sensor cam sleeve 10g1 in this embodiment is spline-matched with the output shaft 9a1, which is simple and reliable.

[0085] In the real-time power detection component 10g, the speed detection Hall element 10g5 is matched with the speed detection permanent magnet 10g3, and the displacement detection Hall element 10g6 is matched with the displacement detection permanent magnet 10g4. Through the cooperation of the speed detection Hall element 10g5 and the speed detection permanent magnet 10g3, the real-time speed information can be accurately obtained, and through the cooperation of the displacement detection Hall element 10g6 and the displacement detection permanent magnet 10g4, the real-time torque information can be simply converted, and then the speed information and the torque information are multiplied to obtain the real-time power. When the real-time power is less than the set power target range, the high-speed gear is actively switched to the low-speed gear, and when the real-time power is greater than the set power target range, the low-speed gear is actively switched to the high-speed gear.

[0086] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward):

[0087] Motor shaft 3a→main shaft 4→external clutch plate bracket 5a→each outer friction plate 5p and each inner friction plate 5o→inner clutch plate bracket 5b→end support ring 5d→each double end face cam sleeve 5f→end gear 5g→output driven gear 9a2→output shaft 9a1→output secondary driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0088] At this time, the outer ring of the first overrunning clutch 2c exceeds the inner ring, and the shift motor 10c controls the end support ring 5d to drive the movable clamping plate 5b1 of the inner clutch plate bracket 5b away from the fixed clamping plate 5a1 of the outer clutch plate bracket 5a, directly switching to the low speed gear, and the power is transmitted through the following route, that is, the slow gear power transmission route (when the motor shaft 3a rotates forward):

[0089] Motor shaft 3a→main shaft 4→external clutch plate bracket 5a→power output sleeve 5j→first overrunning clutch 2c→first reduction shaft 2a→first secondary driving tooth 2b→secondary driven gear 5i→intermediate transmission sleeve 5h→inner clutch plate bracket 5b→end support ring 5d→each double end face cam sleeve 5f→end gear 5g→output driven gear 9a2→output shaft 9a1→output secondary driving tooth 9a3→differential input gear 9b1→differential 9b; in this embodiment, differential 9b transmits the output power to two wheels.

[0090] Embodiment 2:

[0091] See also Figure 2 , Figure 3 as well as Figure 17-Figure 20 The main structure of this embodiment is exactly the same as that of the embodiment 1, except that it further includes an independent inertia reversing mechanism 8, and the independent inertia reversing mechanism 8 has the following two embodiments:

[0092] See also Fig.17 and Fig.18 The independent inertia reversing mechanism 8 includes an independent inertia centrifugal outer end cover 8b synchronously rotatedly mounted on one end of the main shaft 4 close to the motor 3, an independent reverse gear coupling sleeve 8c synchronously rotated with the end gear 5g, and an independent inertia centrifugal coupling disk 8d relatively rotatably mounted on the independent reverse gear coupling sleeve 8c, the independent inertia centrifugal coupling disk 8d is axially movably arranged on the inner side of the independent inertia centrifugal outer end cover 8b, at least one circle of compression spring annular array is elastically supported between the independent reverse gear coupling sleeve 8c and the independent inertia centrifugal coupling disk 8d for driving the independent inertia centrifugal coupling disk 8d to move toward the independent inertia centrifugal outer end cover 8b, each circle of the compression spring annular array is coaxially arranged with the main shaft 4, and the distance between each circle of the compression spring annular array and the main shaft 4 is different.

[0093] A side of the independent inertia centrifugal outer end cover 8b close to the independent inertia centrifugal coupling disk 8d is recessed to form a plurality of first raceways 8f1 evenly distributed along the circumferential direction, and each first raceway 8f1 is an involute structure or an Archimedean spiral structure arranged in the same direction. A side of the independent inertia centrifugal coupling disk 8d close to the independent inertia centrifugal outer end cover 8b is recessed to form a plurality of second raceways 8f2 evenly distributed along the circumferential direction, and each second raceway 8f2 is an involute structure or an Archimedean spiral structure arranged in the same direction. Among them, the involute structure is easier to process, and the Archimedean spiral structure makes the movement of the independent ball 8g smoother, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0094] In this embodiment, each first raceway 8f1 forms an independent involute raceway 8f with the corresponding second raceway 8f2, and the depth of each independent involute raceway 8f gradually decreases from the inner end to the outer end, and each independent involute raceway 8f is provided with an independent ball 8g. In addition, the first raceway 8f1 and the second raceway 8f2 extend in opposite directions, and when each independent ball 8g is located at the inner end or the outer end of the corresponding first raceway 8f1 and the second raceway 8f2, each first raceway 8f1 forms a heart-shaped structure with the corresponding second raceway 8f2.

[0095] Therefore, when the motor shaft 3a drives the independent inertia centrifugal outer end cover 8b to rotate forward through the main shaft 4, each independent ball 8g is located at the inner end of the corresponding independent involute raceway 8f, and the annular array of compression springs forces the independent inertia centrifugal coupling disc 8d to move away from the independent reverse gear coupling sleeve 8c, thereby separating the independent inertia centrifugal outer end cover 8b from the independent reverse gear coupling sleeve 8c; it is in the forward gear mode.

[0096] When the motor shaft 3a drives the independent inertia centrifugal outer end cover 8b to reverse through the main shaft 4, each independent ball 8g is located at the outer end of the corresponding independent involute raceway 8f, and forces the independent inertia centrifugal coupling plate 8d to approach the independent reverse gear coupling sleeve 8c, so that the independent inertia centrifugal outer end cover 8b is combined with the independent reverse gear coupling sleeve 8c and rotates synchronously to make the independent inertia centrifugal outer end cover 8b.

[0097] Further, the outer peripheral surface of the independent reverse gear coupling sleeve 8c has a coupling disc portion 8c1 extending in the radial direction, and the side surface of the coupling disc portion 8c1 close to the independent inertia centrifugal coupling disc 8d has a circle of passive coupling teeth 8c2, and the side surface of the independent inertia centrifugal coupling disc 8d close to the independent reverse gear coupling sleeve 8c has a circle of active coupling teeth 8d1 adapted to the passive coupling teeth 8c2. When the active coupling teeth 8d1 are coupled with the passive coupling teeth 8c2, the independent inertia centrifugal coupling disc 8d and the independent reverse gear coupling sleeve 8c rotate synchronously, and when the active coupling teeth 8d1 are separated from the passive coupling teeth 8c2, the independent inertia centrifugal coupling disc 8d and the independent reverse gear coupling sleeve 8c no longer rotate synchronously.

[0098] In this embodiment, the annular array of compression springs is composed of at least three independent reset compression springs 8e evenly distributed in an annular shape, and an independent end face bearing 8i is installed on the surface of the side of the independent inertia centrifugal coupling disc 8d close to the coupling disc portion 8c1, and the surface of the side of the coupling disc portion 8c1 close to the independent inertia centrifugal coupling disc 8d is concave to form a first compression spring installation groove 8c3 corresponding to each independent reset compression spring 8e, and one end of each independent reset compression spring 8e is respectively embedded in the corresponding first compression spring installation groove 8c3, and the other end is supported on the same independent end face bearing 8i. By providing the independent end face bearing 8i, it is ensured that each independent reset compression spring 8e can rotate relative to the independent reverse gear coupling sleeve 8c, thereby completely avoiding the situation where the independent reset compression spring 8e is twisted.

[0099] Furthermore, the inner surface of the independent reverse gear coupling sleeve 8c is provided with coupling sleeve coupling teeth 8c4 distributed in the circumferential direction, and the end surface of the end gear 5g close to the motor 3 is concavely formed with coupling tooth slots respectively matched with the coupling sleeve coupling teeth 8c4, and each coupling sleeve coupling tooth 8c4 is respectively embedded in the corresponding coupling tooth slot. This not only facilitates the assembly of the independent reverse gear coupling sleeve 8c, but also ensures the stability and reliability of the matching between the independent reverse gear coupling sleeve 8c and the end gear 5g.

[0100] Independent inertia reversing mechanism 8 embodiment 2:

[0101] See also Fig.19 and Fig. 20 , the main structure of this embodiment is completely the same as that of the embodiment 1 of the independent inertia reversing mechanism 8, and the difference is that the extension direction of the first raceway 8f1 and the second raceway 8f2 is the same, and the projection of each first raceway 8f1 on the corresponding independent inertia centrifugal coupling disc 8d overlaps with the corresponding second raceway 8f2. Therefore, when the motor shaft 3a drives the independent inertia centrifugal outer end cover 8b to rotate forward through the main shaft 4, each independent ball 8g is located at the inner end of the corresponding first raceway 8f1 and the second raceway 8f2, and the independent return spring 8h forces the independent inertia centrifugal coupling disc 8d to move away from the independent reverse gear coupling sleeve 8c, so that the independent inertia centrifugal coupling disc 8d is separated from the independent reverse gear coupling sleeve 8c, and is in the forward gear mode. When the motor shaft 3a drives the independent inertia centrifugal outer end cover 8b to reverse through the main shaft 4, each independent ball 8g is located at the outer end of the corresponding first raceway 8f1 and the second raceway 8f2, and forces the independent inertia centrifugal coupling disc 8d to approach the independent reverse gear coupling sleeve 8c, so that the independent inertia centrifugal coupling disc 8d is coupled with the independent reverse gear coupling sleeve 8c and rotates synchronously, and is in the reverse gear mode.

[0102] Thereby, the task of switching between forward gear and reverse gear by utilizing inertia is also accomplished, and since the structures of each first raceway 8f1 and the corresponding second raceway 8f2 are completely consistent, the gear shifting is smooth.

[0103] The fast gear power transmission route and the slow gear power transmission route of this embodiment are exactly the same as those of embodiment 1, and the reverse gear transmission path is as follows:

[0104] Motor shaft 3a→main shaft 4→independent inertia centrifugal outer end cover 8b→independent balls 8g→independent inertia centrifugal coupling plate 8d→independent reverse gear coupling sleeve 8c→end gear 5g→output driven gear 9a2→output shaft 9a1→output secondary driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0105] Embodiment 3:

[0106] See also Figure 4 and Figure 5 The main structure of this embodiment is exactly the same as that of the embodiment 1, and the difference lies in that the structure of the reduction shaft assembly 2 is different. In this embodiment, the reduction shaft assembly 2 includes a second secondary shaft 2d parallel to the main shaft 4, a human-controlled secondary shaft transmission sleeve 2e that can be relatively rotatably mounted on the second secondary shaft 2d, and a second overrunning clutch 2f mounted on the human-controlled secondary shaft transmission sleeve 2e. The human-controlled secondary shaft transmission sleeve 2e is formed with a second secondary driving tooth 2e1 that meshes with the secondary driven gear 5i. The inner ring of the second overrunning clutch 2f rotates synchronously with the human-controlled secondary shaft transmission sleeve 2e. The outer ring of the second overrunning clutch 2f has a second primary driven tooth 2f1 that meshes with the primary driving tooth 5j1. The second secondary shaft 2d is synchronously rotatably mounted with a human-controlled fork sleeve 2g that can slide axially. The human-controlled fork sleeve 2g can be combined with or disconnected from the human-controlled secondary shaft transmission sleeve 2e.

[0107] Therefore, when the human-controlled fork sleeve 2g is combined with the human-controlled secondary shaft transmission sleeve 2e, the outer ring of the second overrunning clutch 2f, the second secondary shaft 2d, the human-controlled fork sleeve 2g and the human-controlled secondary shaft transmission sleeve 2e are fixedly connected as a whole and rotate synchronously. Therefore, by controlling the motor shaft 3a to reverse through the motor 3, the reverse gear can be realized. The structure is extremely simple, and only the length of the secondary shaft is slightly increased in the circumferential direction, which hardly affects the volume of the entire electric drive system, ensures the compactness of the overall structure, and improves the convenience of installation. When the human-controlled fork sleeve 2g is disconnected from the human-controlled secondary shaft transmission sleeve 2e, the reduction shaft assembly 2 can realize the high-speed gear and low-speed gear splitting function through the second overrunning clutch 2f. The overall structure is simple, which is conducive to lightweight and integration.

[0108] Among them, the diameter of the first-stage driving tooth 5j1 is smaller than the diameter of the second-stage driven tooth 2f1, and the diameter of the second-stage driving tooth 2e1 is smaller than the diameter of the second-stage driven gear 5i, thereby realizing two-stage speed reduction and torque increase.

[0109] Specifically, a circle of first combining teeth 2g1 is formed on the outer circumference of one end of the human-controlled fork sleeve 2g close to the human-controlled secondary shaft transmission sleeve 2e, and a circle of second combining teeth 2e2 matched with the first combining teeth 2g1 is formed on the inner circumference of one end of the human-controlled fork sleeve 2g close to the human-controlled secondary shaft transmission sleeve 2e; when the human-controlled fork sleeve 2g slides to a position away from the human-controlled secondary shaft transmission sleeve 2e, the first combining teeth 2g1 are separated from the second combining teeth 2e2; when the end of the human-controlled fork sleeve 2g close to the human-controlled secondary shaft transmission sleeve 2e is inserted into the human-controlled secondary shaft transmission sleeve 2e, the first combining teeth 2g1 are combined with the second combining teeth 2e2. When the human-controlled fork sleeve 2g slides to a position away from the human-controlled secondary shaft transmission sleeve 2e, the first combining teeth 2g1 are separated from the second combining teeth 2e2; when the end of the human-controlled fork sleeve 2g close to the human-controlled secondary shaft transmission sleeve 2e is inserted into the human-controlled secondary shaft transmission sleeve 2e, the first combining teeth 2g1 are combined with the second combining teeth 2e2. The first combination teeth 2g1 and the second combination teeth 2e2 can ensure the reliability of the combination of the manual control fork sleeve 2g and the manual control secondary shaft transmission sleeve 2e. At the same time, the manual control fork sleeve 2g and the second secondary shaft 2d are spline-matched, which is stable and reliable.

[0110] Furthermore, the second auxiliary shaft 2d has one end close to the second overrunning clutch 2f and radially protrudes to form a spline keyway that cooperates with the outer ring spline of the second overrunning clutch 2f. Through such a design, not only the integration is high, but also the cooperation between the second auxiliary shaft 2d and the outer ring of the second overrunning clutch 2f is stable and reliable.

[0111] Furthermore, the manual control countershaft transmission sleeve 2e is installed on the second countershaft 2d through at least two needle bearings, thereby ensuring reliable installation of the manual control countershaft transmission sleeve 2e.

[0112] The fast gear power transmission route of this embodiment is exactly the same as that of embodiment 1, and the slow gear power transmission route is as follows:

[0113] Motor shaft 3a→main shaft 4→outer tapered sleeve 5a→power output sleeve 5j→second overrunning clutch 2f→manually controlled countershaft transmission sleeve 2e→secondary driven gear 5i→intermediate transmission sleeve 5h→inner clutch plate bracket 5b→end support ring 5d→each double-end cam sleeve 5f→end gear 5g→output driven gear 9a2→output shaft 9a1→output secondary driving tooth 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0114] The reverse gear power transmission route of this embodiment is the same as the slow gear power transmission route of this embodiment.

[0115] Embodiment 4:

[0116] See also Figure 6 , Figure 7 as well as Figure 21-24The main structure of this embodiment is exactly the same as that of embodiment 1, except that the structure of the reduction shaft assembly 2 is different. The reduction shaft assembly 2 has the following two embodiments:

[0117] Reduction shaft assembly 2 Example 1: Please refer to Fig.21 and Fig. 22 The reduction shaft assembly 2 includes a third reduction shaft 2h parallel to the main shaft 4, an inertia countershaft transmission sleeve 2i which can be relatively rotatably mounted on the third reduction shaft 2h, and a third overrunning clutch 2j which is mounted on the inertia countershaft transmission sleeve 2i. The inertia countershaft transmission sleeve 2i is formed with a third secondary driving tooth 2i1 which meshes with the secondary driven gear 5i. The inner ring of the third overrunning clutch 2j rotates synchronously with the inertia countershaft transmission sleeve 2i. The outer ring of the third overrunning clutch 2j has a third primary driven tooth 2j1 which meshes with the primary driving tooth 5j1. The third reduction shaft 2h is mounted with an integrated inertia centrifugal clutch which can rotate relative to it. The integrated inertia centrifugal coupling disc 2k, the integrated inertia centrifugal outer end cover 2l which rotates synchronously with the integrated inertia centrifugal coupling disc 2k, and the integrated reverse gear coupling sleeve 2m which is synchronously rotated and sleeved on the third reduction shaft 2h, the integrated inertia centrifugal coupling disc 2k can be axially movably arranged between the integrated inertia centrifugal outer end cover 2l and the integrated reverse gear coupling sleeve 2m, at least three integrated return springs 2n which are used to drive the integrated inertia centrifugal coupling disc 2k close to the integrated inertia centrifugal coupling disc 2k are elastically supported between the integrated reverse gear coupling sleeve 2m and the integrated inertia centrifugal coupling disc 2k, and each integrated return spring 2n is distributed around the third reduction shaft 2h along the circumferential direction. The integrated return springs 2n of this embodiment are preferably evenly distributed along the circumferential direction, so that the force acting on the integrated reverse gear coupling sleeve 2m and the integrated inertia centrifugal outer end cover 2l is more uniform.

[0118] Among them, the diameter of the first-stage driving tooth 5j1 is smaller than the diameter of the third-stage driven tooth 2j1, and the diameter of the third-stage second-stage driving tooth 2i1 is smaller than the diameter of the second-stage driven gear 5i, thereby realizing two-stage speed reduction and torque increase.

[0119] One side of the integrated inertial centrifugal outer end cover 2l close to the integrated inertial centrifugal coupling disk 2k is recessed to form a plurality of third raceways 2o1 evenly distributed along the circumferential direction, and each third raceway 2o1 is an involute structure or an Archimedean spiral structure arranged in the same direction. The integrated inertial centrifugal coupling disk 2k is recessed to form a plurality of fourth raceways 2o2 evenly distributed along the circumferential direction, and each fourth raceway 2o2 is an involute structure or an Archimedean spiral structure arranged in the same direction, among which the involute structure is easier to process, and the Archimedean spiral structure makes the movement of the integrated ball 2p smoother, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0120] In this embodiment, the depth of the third raceway 2o1 and the fourth raceway 2o2 gradually decreases from the inner end to the outer end, and each third raceway 2o1 and the corresponding fourth raceway 2o2 respectively form an integrated involute raceway 2o, and each integrated involute raceway 2o is provided with an integrated ball 2p. In addition, the extension directions of the third raceway 2o1 and the fourth raceway 2o2 are opposite, and when each integrated ball 2p is located at the inner end or outer end of the corresponding third raceway 2o1 and the fourth raceway 2o2, each third raceway 2o1 and the corresponding fourth raceway 2o2 respectively form a heart-shaped structure. Therefore, when the integrated inertial centrifugal outer end cover 21 rotates forward, each integrated ball 2p is located at the inner end of the corresponding involute raceway 2o, and each integrated reset spring 2n forces the integrated inertial centrifugal coupling disc 2k to move away from the integrated reverse gear coupling sleeve 2m, thereby separating from the integrated reverse gear coupling sleeve 2m; it is in the forward gear mode. When the integrated inertia centrifugal outer end cover 21 reverses, each integrated ball 2p is located at the outer end of the corresponding involute raceway 2o, and forces the integrated inertia centrifugal coupling disc 2k to approach the integrated reverse gear coupling sleeve 2m, thereby coupling with the integrated reverse gear coupling sleeve 2m and rotating synchronously; it is in reverse gear mode.

[0121] Thus, the task of switching between forward gear and reverse gear by utilizing inertia is completed, and each integrated ball 2p is always located at the intersection of the corresponding third raceway 2o1 and the fourth raceway 2o2, so the locking reliability is high.

[0122] Further, the outer peripheral surface of the integrated reverse gear coupling sleeve 2m has a coupling disc portion 2m1 extending in the radial direction, and the side surface of the coupling disc portion 2m1 close to the integrated inertia centrifugal outer end cover 21 has a circle of slave coupling teeth 2m2, and the side surface of the integrated inertia centrifugal coupling disc 2k close to the integrated reverse gear coupling sleeve 2m has a circle of main coupling teeth 2k1 adapted to the slave coupling teeth 2m2. When the main coupling teeth 2k1 are coupled with the slave coupling teeth 2m2, the integrated inertia centrifugal coupling disc 2k and the integrated reverse gear coupling sleeve 2m rotate synchronously, and when the main coupling teeth 2k1 are separated from the slave coupling teeth 2m2, the integrated inertia centrifugal coupling disc 2k and the integrated reverse gear coupling sleeve 2m no longer rotate synchronously.

[0123] In this embodiment, a second end face bearing 2q is installed on the surface of one side of the integrated inertial centrifugal coupling disc 2k close to the coupling disc part 2m1, and a second compression spring installation groove 2m3 corresponding to each integrated reset compression spring 2n is formed on the surface of the coupling disc part 2m1 close to the integrated inertial centrifugal coupling disc 2k. One end of each integrated reset compression spring 2n is respectively embedded in the corresponding second compression spring installation groove 2m3, and the other end is supported on the same second end face bearing 2q. By providing the second end face bearing 2q, it is ensured that each integrated reset compression spring 2n can rotate relative to the integrated reverse gear coupling sleeve 2m, thereby completely avoiding the integrated reset compression spring 2n from twisting.

[0124] Furthermore, the inertia countershaft transmission sleeve 2i is mounted on the third reduction shaft 2h via at least two needle bearings, thereby ensuring reliable installation of the inertia countershaft transmission sleeve 2i.

[0125] Reduction shaft assembly 2 Example 2: Please refer to Fig.23 and Fig.24 , the third raceway 2o1 and the fourth raceway 2o2 have the same extension direction, and the projection of each third raceway 2o1 on the corresponding integrated inertial centrifugal outer end cover 2l overlaps with the corresponding fourth raceway 2o2. Therefore, when the integrated inertial centrifugal outer end cover 2l rotates forward, each integrated ball 2p is located at the inner end of the corresponding involute raceway 2o, and each integrated return spring 2n forces the integrated inertial centrifugal coupling disc 2k to move away from the integrated reverse gear coupling sleeve 2m, thereby separating from the integrated reverse gear coupling sleeve 2m; it is in the forward gear mode. When the integrated inertial centrifugal outer end cover 2l reverses, each integrated ball 2p is located at the outer end of the corresponding involute raceway 2o, and forces the integrated inertial centrifugal coupling disc 2k to approach the integrated reverse gear coupling sleeve 2m, thereby coupling with the integrated reverse gear coupling sleeve 2m and rotating synchronously; it is in the reverse gear mode.

[0126] Thereby, the task of switching between forward gear and reverse gear by utilizing inertia is also accomplished. Moreover, since the structures of each third raceway 2o1 and the corresponding fourth raceway 2o2 are completely consistent, the gear shifting is smooth.

[0127] The fast gear power transmission route of this embodiment is exactly the same as that of embodiment 1, and the slow gear power transmission route is as follows:

[0128] Motor shaft 3a→main shaft 4→outer tapered sleeve 5a→power output sleeve 5j→third overrunning clutch 2j→inertia countershaft transmission sleeve 2i→secondary driven gear 5i→intermediate transmission sleeve 5h→inner clutch plate bracket 5b→end support ring 5d→each double-end cam sleeve 5f→end gear 5g→output driven gear 9a2→output shaft 9a1→output secondary driving tooth 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0129] The reverse gear power transmission route of this embodiment is the same as the slow gear power transmission route of this embodiment.

Claims

1. A four-axis simplified electronically controlled speed-changing clutch plate electric drive system, comprising a power motor, a speed-changing assembly and a two-axis power output mechanism, wherein the speed-changing assembly comprises a main shaft, a sleeve rotatably mounted on the main shaft, a frame clutch plate mechanism and an elastic mechanism both arranged on the sleeve, and a reduction shaft assembly arranged parallel to the main shaft, wherein one end of the main shaft is coaxially fixedly connected to the motor shaft of the power motor, and the other end of the main shaft is equipped with an electronically controlled shifting mechanism, characterized in that: The elastic mechanism comprises an end gear and an end support ring which are sequentially sleeved on the shaft sleeve along the axial direction, the end support ring can transmit power to the end gear, the end gear and the end support ring can both rotate relative to the shaft sleeve, and the end support ring can move along the axial direction of the shaft sleeve; The frame clutch plate mechanism includes an inner clutch plate bracket which is synchronously rotated and sleeved on the end support ring, and an outer clutch plate bracket which surrounds the circumferential outer side of the inner clutch plate bracket. The outer clutch plate bracket rotates synchronously with the main shaft and can be axially slidably installed with multiple outer friction plates extending radially inward. The inner clutch plate bracket can be axially slidably installed with multiple inner friction plates extending radially outward. Each inner friction plate and each outer friction plate are alternately arranged between the fixed clamping plate of the outer clutch plate bracket and the movable clamping plate of the inner clutch plate bracket. A clutch plate is arranged between the inner clutch plate bracket and the outer clutch plate bracket. A first elastic element group is provided for driving the movable clamping plate to have a tendency to approach the fixed clamping plate, a bracket transmission element which rotates synchronously with the inner circumferential surface of one end of the inner clutch plate bracket close to the end gear is provided, a secondary driven gear which is used to transmit power to the bracket transmission element is provided on the shaft sleeve and can be relatively rotatable, a power output sleeve which rotates synchronously with the outer clutch plate bracket is provided on the secondary driven gear and the bracket transmission element and can be relatively rotatable, the power output sleeve has a primary driving tooth, and the reduction shaft assembly can reduce the transmission between the primary driving tooth and the secondary driven gear; The two-shaft power output mechanism includes an output shaft reduction assembly and a differential, both of which are arranged parallel to the main shaft, and the output shaft reduction assembly reduces the speed between the end gears and the differential; The electronically controlled shift mechanism comprises a shift motor, a hollow screw rod which can be relatively rotatably mounted on the main shaft, a transmission member which is threadedly mounted on the hollow screw rod, an active member which is synchronously rotatably mounted on the motor shaft of the shift motor, at least three push-pull rods which are inserted through the outer clutch plate bracket, and a real-time power detection assembly which is installed on the output shaft reduction assembly, wherein each push-pull rod is parallel to the main shaft, and the inner end of each push-pull rod is connected to the push-pull seat after being inserted through the outer clutch plate bracket, the push-pull seat and the end support ring can both synchronously move axially and relatively rotate, a connection assembly which can both make the two rotate relatively and synchronously move axially is arranged between the outer end of each push-pull rod and the inner end of the hollow screw rod, and the hollow screw rod and the transmission member constitute a screw nut kinematic pair; The active member is a worm, the transmission member is a worm wheel, and the worm and the worm wheel form a worm-wheel kinematic pair; or, the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear.

2. The four-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 1 is characterized in that: The inner clutch plate bracket is fixedly equipped with transfer synchronous retaining rings corresponding to each inner friction plate, and each transfer synchronous retaining ring is located on a side of the corresponding inner friction plate away from the movable pressure plate. The outer friction plate and the inner friction plate between two adjacent transfer synchronous retaining rings constitute a clutch unit. The outer clutch plate bracket is axially slidably equipped with outer elastic rings corresponding to each outer friction plate, and each outer elastic ring is located on a side of the corresponding outer friction plate close to the fixed pressure plate, and is located on the circumferential outside of the corresponding inner friction plate. A sliding gap is left between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket. An inner elastic ring that can slide axially along the inner clutch plate bracket is provided between adjacent inner friction plates, and each inner elastic ring is located on the circumferential inside of the corresponding outer friction plate.

3. The four-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 2 is characterized in that: 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 along the circumference between the fixed pressure plate and the fixed mounting plate. The fixed mounting plate is synchronously rotatably mounted on the main shaft and leaves the sliding gap between the adjacent outer friction plates. Each push-pull rod can be axially movably passed through the fixed mounting plate, and 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 matches the axial hole of each sliding support rod, and the outer elastic ring is provided with an elastic ring mounting hole that matches the axial hole of each sliding support rod, so that each outer friction plate and each outer elastic ring can move axially along all the sliding support rods.

4. The four-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 3 is characterized in that: The inner clutch plate bracket also includes a clutch plate mounting sleeve, the movable pressure plate is fixedly sleeved on one end of the clutch plate mounting sleeve close to the fixed mounting plate, a plurality of external splines uniformly distributed along its circumference are processed on the outer circumferential surface of the clutch plate mounting sleeve, the inner edges of the inner friction plates are provided with spline grooves matched with the splines of the external splines, the inner elastic rings are axially slidably sleeved on the external splines, a bracket connecting ring matched with the end support ring is integrally formed on the inner circumferential surface of the clutch plate mounting sleeve, the end support ring is fixedly connected to the bracket connecting ring by a plurality of circumferentially distributed bolts, and the first elastic element group is elastically supported between the bracket connecting ring and the fixed mounting plate; The support transmission element is located at one end of the clutch plate mounting sleeve away from the movable pressure plate, and the support transmission element includes a mounting support plate extending radially inwardly and an inner support transmission sleeve extending axially from the inner end of the mounting support plate in a direction away from the movable pressure plate. The inner support transmission sleeve can be relatively rotatably sleeved on the shaft sleeve, and the shaft sleeve can be rotatably sleeved with an intermediate transmission sleeve located between the secondary driven gear and the inner support transmission sleeve, and the secondary driven gear can drive the inner support transmission sleeve to rotate through the intermediate transmission sleeve; The outer edge of the mounting support plate is spline-matched with the inner circumferential surface of the clutch plate mounting sleeve, so that the mounting support plate can slide axially along the clutch plate mounting sleeve, and the inner clutch plate bracket is fixedly connected to the large support ring, so that it can slide axially along the small support ring under the drive of the large support ring.

5. The four-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 1 is characterized in that: The output shaft reduction assembly includes an output shaft parallel to the main shaft, an output primary driven gear relatively rotatably mounted on the output shaft, and an output secondary driving gear integrally formed on the output shaft, the end gear meshes with the output primary driven gear, and the output secondary driving gear meshes with the differential input gear of the differential, the real-time power detection assembly includes a transmission sensing cam sleeve synchronously rotatably mounted on the output shaft, an elastic element elastically supported on the adjacent end faces of the transmission sensing cam sleeve and the output secondary driving gear, a speed detection permanent magnet and a displacement detection permanent magnet both mounted on the transmission sensing cam sleeve, and a speed detection Hall element and a displacement detection Hall element both arranged on the housing of the four-axis simplified electronically controlled variable speed clutch plate type electric drive system, the transmission sensing cam sleeve can move axially along the output shaft, and a third end face cam pair is formed between an end face of the transmission sensing cam sleeve away from the output secondary driving gear and an adjacent end face of the output primary driven gear, the speed detection Hall element is adapted to the speed detection permanent magnet, and the displacement detection Hall element is adapted to the displacement detection permanent magnet.

6. The four-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 1 is characterized in that: A limited support ring is protruded on the circumferential outer wall of the push-pull seat near one end of the end support ring, and a first plane bearing is arranged between the side of the limited support ring near the end support ring and the end support ring. A bracket connecting seat fixedly connected to the end support ring is provided on the circumferential inner wall of the inner clutch plate bracket, and a side of the limited support ring away from the end support ring is supported on the bracket connecting seat; The connecting assembly includes a connecting seat, a second plane bearing and a third plane bearing, and the connecting seat includes an inner end cover, an intermediate support plate and an outer end cover that are fastened together, and the inner end cover, the intermediate support plate and the outer end cover are arranged in sequence in a direction away from the push-pull rod, and the outer ends of the push-pull rods are simultaneously inserted into the center hole of the inner end cover and then expanded to form a limiting head, and the hole wall of the center hole of the inner end cover is protruded to form an inner end cover retaining ring that is adapted to each limiting head, and a section of each limiting head away from the intermediate support plate is supported on the inner end cover retaining ring, and a section of each limiting head close to the intermediate support plate and the second plane bearing are supported between the intermediate support plate, and the inner end of the hollow screw rod is inserted into the center hole of the outer end cover and then expanded to form an annular limiting convex rib, and the hole wall of the center hole of the outer end cover is protruded to form an outer end cover retaining ring that is adapted to the annular limiting convex rib, and the side of the annular limiting convex rib away from the intermediate support plate is supported on the outer end cover retaining ring, and the side close to the intermediate support plate and the intermediate support plate support the third plane bearing.

7. The four-axis simplified electronically controlled variable speed clutch plate electric drive system according to any one of claims 1 to 6, characterized in that: The reduction shaft assembly includes a first reduction shaft parallel to the main shaft, first and second driving teeth formed on the first reduction shaft, and a first overrunning clutch mounted on the first reduction shaft, wherein the first and second driving teeth are meshed with the second driven gear, and the outer ring of the first overrunning clutch has a first and first driven tooth meshed with the first driving tooth.

8. The four-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 7 is characterized in that: It also includes an independent inertia reverse mechanism, which includes an independent inertia centrifugal outer end cover synchronously rotatedly mounted on one end of the main shaft close to the motor, an independent reverse gear coupling sleeve synchronously rotated with the end gear, and an independent inertia centrifugal coupling disk relatively rotatably mounted on the independent reverse gear coupling sleeve, the independent inertia centrifugal coupling disk being axially movable and arranged on the inner side of the independent inertia centrifugal outer end cover, at least one circle of compression spring annular array for driving the independent inertia centrifugal coupling disk to move toward the independent inertia centrifugal outer end cover is elastically supported between the independent reverse gear coupling sleeve and the independent inertia centrifugal coupling disk, and each circle of the compression spring annular array is coaxially arranged with the main shaft The independent inertial centrifugal outer end cover is recessed on one side close to the independent inertial centrifugal coupling disk to form a plurality of first raceways evenly distributed along the circumferential direction, and each first raceway is an involute structure or an Archimedes spiral structure arranged in the same direction; the independent inertial centrifugal coupling disk is recessed on one side close to the independent inertial centrifugal outer end cover to form a plurality of second raceways evenly distributed along the circumferential direction, and each second raceway is an involute structure or an Archimedes spiral structure arranged in the same direction; each first raceway constitutes an independent involute raceway with the corresponding second raceway, and the depth of each independent involute raceway gradually decreases from the inner end to the outer end, and each independent involute raceway is provided with an independent ball; When the independent inertia centrifugal outer end cover rotates forward, each independent ball is located at the inner end of the corresponding independent involute raceway, and the annular array of compression springs forces the independent inertia centrifugal coupling disc to move away from the independent reverse gear coupling sleeve, thereby separating from the independent reverse gear coupling sleeve; when the independent inertia centrifugal outer end cover rotates reversely, each independent ball is located at the outer end of the corresponding independent involute raceway, and forces the independent inertia centrifugal coupling disc to move close to the independent reverse gear coupling sleeve, thereby coupling with the independent reverse gear coupling sleeve and rotating synchronously; The first raceway and the second raceway extend in opposite directions, and when each independent ball is located at the inner end or the outer end of the corresponding first raceway and the second raceway, each first raceway and the corresponding second raceway form a heart-shaped structure; or, The first raceway and the second raceway have the same extension direction, and the projection of each first raceway on the corresponding independent inertia centrifugal coupling disk overlaps with the corresponding second raceway.

9. The four-axis simplified electronically controlled variable speed clutch plate electric drive system according to any one of claims 1 to 6, characterized in that: The reduction shaft assembly includes a second secondary shaft parallel to the main shaft, a human-controlled secondary shaft transmission sleeve that can rotate relatively to the second secondary shaft, and a second overrunning clutch that is mounted on the human-controlled secondary shaft transmission sleeve. The human-controlled secondary shaft transmission sleeve is formed with a second secondary driving tooth that meshes with the secondary driven gear. The inner ring of the second overrunning clutch rotates synchronously with the human-controlled secondary shaft transmission sleeve. The outer ring of the second overrunning clutch has a second primary driven tooth that meshes with the primary driving tooth. The second secondary shaft is synchronously rotated with a human-controlled shift fork sleeve that can slide axially. The human-controlled shift fork sleeve can be combined with or disconnected from the human-controlled secondary shaft transmission sleeve.

10. The four-axis simplified electronically controlled variable speed clutch plate electric drive system according to any one of claims 1 to 6, characterized in that: The reduction shaft assembly includes a third reduction shaft parallel to the main shaft, an inertia countershaft transmission sleeve that can be relatively rotatably mounted on the third reduction shaft, and a third overrunning clutch that is mounted on the inertia countershaft transmission sleeve, the inertia countershaft transmission sleeve is formed with a third secondary driving tooth that meshes with the secondary driven gear, the inner ring of the third overrunning clutch rotates synchronously with the inertia countershaft transmission sleeve, the outer ring of the third overrunning clutch has a third primary driven tooth that meshes with the primary driving tooth, the third reduction shaft is mounted with an integrated inertia centrifugal coupling disk that can rotate relative to it, an integrated inertia centrifugal outer end cover that rotates synchronously with the integrated inertia centrifugal coupling disk, and an integrated reverse gear coupling sleeve that is synchronously rotatably mounted on the third reduction shaft, the integrated inertia centrifugal coupling disk can be axially movably arranged between the integrated inertia centrifugal outer end cover and the integrated reverse gear coupling sleeve, the integrated reverse gear coupling sleeve and the integrated inertia At least three integrated reset compression springs are elastically supported between the inertia centrifugal coupling discs for driving the integrated inertia centrifugal coupling discs close to the integrated inertia centrifugal coupling discs, and each integrated reset compression spring is circumferentially distributed around the third reduction shaft. The integrated inertia centrifugal outer end cover is concave on one side close to the integrated inertia centrifugal coupling disc to form a plurality of third raceways evenly distributed along the circumferential direction, and each third raceway is an involute structure or an Archimedes spiral structure arranged in the same direction. The integrated inertia centrifugal coupling disc is concave on one side close to the integrated inertia centrifugal outer end cover to form a plurality of fourth raceways evenly distributed along the circumferential direction, and each fourth raceway is an involute structure or an Archimedes spiral structure arranged in the same direction, and the depths of the third raceway and the fourth raceway gradually decrease from the inner end to the outer end, and each third raceway respectively forms an integrated involute raceway with the corresponding fourth raceway, and each integrated involute raceway is provided with an integrated ball. When the integrated inertia centrifugal outer end cover rotates forward, each integrated ball is located at the inner end of the corresponding involute raceway, and each integrated reset compression spring forces the integrated inertia centrifugal engagement disc to move away from the integrated reverse gear engagement sleeve, thereby separating from the integrated reverse gear engagement sleeve; when the integrated inertia centrifugal outer end cover rotates reversely, each integrated ball is located at the outer end of the corresponding involute raceway, and forces the integrated inertia centrifugal engagement disc to move close to the integrated reverse gear engagement sleeve, thereby engaging with the integrated reverse gear engagement sleeve and rotating synchronously; The third raceway and the fourth raceway extend in opposite directions. When each integrated ball is located at the inner end or outer end of the corresponding third raceway and the fourth raceway, each third raceway and the corresponding fourth raceway form a heart-shaped structure. or, The third raceway and the fourth raceway extend in the same direction, and the projection of each third raceway on the corresponding integrated inertial centrifugal outer end cover overlaps with the corresponding fourth raceway.

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