Wheel-side adaptive automatic transmission electric drive wheel hub

Abstract

The present invention discloses a wheel-side adaptive automatic speed-changing electric drive hub, comprising a hub body with an installation chamber and an adaptive automatic speed-changing system arranged in the installation chamber, wherein the adaptive automatic speed-changing system comprises a power mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a main shaft, and a power output sleeve synchronously and rotatably mounted on the main shaft. The above technical scheme is adopted to form a brand-new wheel-side electric drive system, which is not only compact in structure and does not affect the overall vehicle layout of the two-wheeled vehicle, but also has a large reduction ratio and can effectively improve the output torque; at the same time, it can adaptively match the actual driving condition of the electric vehicle with the motor condition according to the resistance condition, so that the electric vehicle has a strong climbing and heavy-load capacity, while the motor is always on a high-efficiency platform, which greatly improves the efficiency of the motor under climbing and heavy-load conditions and reduces the energy consumption of the motor.

Description

Technical Field

[0001] The invention relates to the technical field of electric two-wheeled vehicles, and in particular to a wheel-edge adaptive automatic speed-changing electric drive hub. Background Art

[0002] With increasingly stringent environmental regulations, it is an inevitable trend for electric two-wheelers to gradually replace traditional fuel two-wheelers. The electric drive system of electric two-wheelers has a variety of layouts, among which the wheel-side drive method has attracted widespread attention due to its unique characteristics, which not only has higher motor efficiency, but also can improve the stability and comfort of two-wheelers.

[0003] However, the existing electric two-wheeled wheel side drive system cannot automatically shift gears according to the resistance conditions, and thus cannot adaptively match the vehicle speed output torque according to the driving resistance. In order to ensure the performance and energy consumption of ordinary road conditions, the electric two-wheeled vehicle does not have strong climbing and heavy-load capabilities, so that when the electric two-wheeled vehicle is climbing and heavy-loaded, the motor is not on the high-efficiency platform, so that the motor is not only inefficient, but also consumes too much energy. Solving the above problems has become a top priority. Summary of the invention

[0004] In order to solve the above technical problems, the present invention provides a wheel-side adaptive automatic speed-changing electric drive hub.

[0005] The technical solution is as follows:

[0006] A wheel-side adaptive automatic speed-changing electric drive wheel hub, the main points of which are that it comprises a wheel hub body with an installation chamber and an adaptive automatic speed-changing system arranged in the installation chamber, the adaptive automatic speed-changing system comprises a power mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a main shaft, and a power output sleeve sleeved on the main shaft in a synchronously rotating manner, the power output sleeve is connected to the wheel hub body, and the wheel hub body, the power output sleeve and the main shaft are coaxially arranged and rotate synchronously;

[0007] The high-speed gear transmission mechanism includes a friction clutch and an elastic element group for applying a preload force to the friction clutch, the friction clutch includes an outer plate flower piece sleeve, an inner plate spiral raceway sleeve, and outer friction plates and inner friction plates alternately arranged between the outer plate flower piece sleeve and the inner plate spiral raceway sleeve, each outer friction plate can slide axially along the outer plate flower piece sleeve, each inner friction plate can slide axially along the inner plate spiral raceway sleeve, the inner plate spiral raceway sleeve is sleeved on the main shaft, and a spiral transmission pair is formed between the inner plate spiral raceway sleeve and the main shaft, so that the inner plate spiral raceway sleeve can slide axially along the main shaft, and the power mechanism can transmit power to the main shaft through the friction clutch;

[0008] The low-speed gear transmission mechanism includes a countershaft transmission assembly and an overrunning clutch mounted on the main shaft. The end faces of the inner plate spiral raceway sleeve and the inner ring of the overrunning clutch that are close to each other are both cam surfaces to jointly form an end face cam fit. The power mechanism can transmit power to the countershaft transmission assembly, the overrunning clutch, the inner plate spiral raceway sleeve and the main shaft in sequence through the outer plate flower piece sleeve.

[0009] Preferably, the hub body includes a main shell and a side-mounted shell detachably mounted on one side of the main shell, the main shell has a speed change mechanism installation cavity, the side-mounted shell has a power mechanism installation cavity, the speed change mechanism installation cavity and the power mechanism installation cavity are interconnected and constitute the installation cavity, the power mechanism is installed in the power mechanism installation cavity, the high-speed gear transmission mechanism, the low-speed gear transmission mechanism and the main shaft are all installed in the speed change mechanism installation cavity, and the outer periphery of the main shell has a tire installation ring groove. With the above structure, the high-speed gear transmission mechanism and the low-speed gear transmission mechanism are arranged in the main shell, which can not only achieve a larger reduction ratio, but also improve the stability of wheel rotation and the comfort of the two-wheeled vehicle. At the same time, compared with the existing side drive of the two-wheeled vehicle, the space occupied is the same or even smaller, and the structure is compact.

[0010] Preferably, the wheel hub body further comprises a flat fork, the side-hanging housing is integrally formed on one of the connecting arms of the flat fork, and the other connecting arm of the flat fork is detachably connected to a side of the main housing away from the side-hanging housing. The above structure can effectively reduce the width of the flat fork, so that the two-wheeled vehicle has better passability.

[0011] As a preferred embodiment, the power output sleeve includes an integrally formed mounting sleeve portion and a connecting plate portion, the mounting sleeve portion is synchronously rotated and sleeved on the main shaft, and the connecting plate portion is connected to the main housing through a plurality of bolts. The above structure ensures reliable assembly of related parts and components and enables stable and reliable transmission.

[0012] As a preference: the outer plate flower piece sleeve comprises a power input part, a press fit part and a power output part connected in sequence, the power input part and the power output part are both annular structures, and the diameter of the power input part is larger than the diameter of the power output part, the press fit part is a disc structure, and each outer friction plate can slide axially along the inner wall of the power input part;

[0013] The inner plate spiral raceway sleeve includes an inner plate sliding portion in a circular ring structure and a friction plate pressing portion in a disc structure, a spiral transmission pair is formed between the inner plate sliding portion and the main shaft, each inner friction plate can slide axially along the outer wall of the inner plate sliding portion, each outer friction plate and the inner friction plate is located between the pressing fitting portion and the friction plate pressing portion, and the elastic element group abuts against the friction plate pressing portion.

[0014] The above structure is not only cleverly designed and easy to assemble, but also enables the inner spiral raceway sleeve and the outer flower piece sleeve to realize multiple functions, thereby reducing the number of parts and components, reducing production costs, and improving reliability.

[0015] As a preferred embodiment, the power input part is matched with the splines of each outer friction plate, and the inner plate sliding part is matched with the splines of each inner friction plate. The above structure is simple, reliable and easy to process.

[0016] Preferably, the power mechanism includes a motor and a reduction assembly, the reduction assembly includes a first gear shaft coaxially rotating with the motor shaft of the motor through a coupling sleeve, a second gear shaft parallel to the first gear shaft, and a first-stage reduction driven gear mounted on the second gear shaft and rotating synchronously, the first gear shaft has a first-stage reduction driving tooth meshing with the first-stage reduction driven gear, the second gear shaft has a second-stage reduction driving tooth, and the power input part has a second-stage reduction driven tooth meshing with the second-stage reduction driving tooth. With the above structure, the reduction transmission can be stably and reliably performed.

[0017] As a preferred embodiment, the first gear shaft and the motor shaft are both inserted into the coupling sleeve and are spline-matched with the coupling sleeve. The above structure is simple, reliable, durable and easy to process.

[0018] Preferably, the countershaft transmission assembly includes a countershaft parallel to the main shaft and a low-speed primary driven gear mounted on the countershaft in synchronous rotation, the power output portion has a low-speed primary driving tooth meshing with the low-speed primary driven gear, the countershaft has a low-speed secondary driving tooth, and the outer ring of the overrunning clutch has a low-speed secondary driven tooth meshing with the low-speed secondary driving tooth. With the above structure, the reduction transmission can be stably and reliably performed.

[0019] As a preferred embodiment, the rolling bodies distributed along the outer periphery of each inner wheel are composed of coarse rolling bodies and fine rolling bodies arranged alternately, two opposing retainers are arranged on the outer periphery of the inner wheel, a circle of annular grooves are arranged on the inner wall of each retainer, and both ends of each fine rolling body can be slidably inserted into the corresponding annular groove. With the above structure, each fine rolling body can follow the movement, which improves the overall stability and reliability and increases the service life.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] The wheel-side adaptive automatic speed-changing electric drive hub adopting the above technical solution constitutes a new wheel-side electric drive system, which is not only compact in structure and does not affect the overall layout of the two-wheeled vehicle, but also has a large reduction ratio, which can effectively improve the output torque; at the same time, it can adaptively match the actual driving conditions and motor conditions of the electric vehicle according to the resistance conditions, so that the electric vehicle has powerful climbing and heavy-load capabilities while keeping the motor on a high-efficiency platform, greatly improving the efficiency of the motor under climbing and heavy-load conditions, reducing the energy consumption of the motor, and being able to adaptively change the high and low speed gears of the forward gear automatically according to the changes in driving resistance without cutting off the driving force. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a cross-sectional view of the present invention;

[0023] Figure 2 is a cross-sectional view of an adaptive automatic transmission system;

[0024] Figure 3 It is a schematic diagram of the coordination relationship between the power mechanism, the high-speed gear transmission mechanism, the low-speed gear transmission mechanism and the main shaft;

[0025] Figure 4 It is a schematic diagram of the matching relationship between the transmission sensor mechanism, the main shaft and the power output sleeve;

[0026] Figure 5 is a cross-sectional view of an overrunning clutch;

[0027] Figure 6 is a cross-sectional view of the hub body;

[0028] Figure 7 A cross-sectional view of the main shell. DETAILED DESCRIPTION

[0029] The present invention is further described below in conjunction with embodiments and drawings.

[0030] like Figure 1 As shown, a wheel-side adaptive automatic speed-changing electric drive hub mainly includes a hub body 13 with an installation chamber 13a and an adaptive automatic speed-changing system arranged in the installation chamber 13a, the adaptive automatic speed-changing system includes a power mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a main shaft 1 and a power output sleeve 2 synchronously rotated on the main shaft 1, the power output sleeve 2 is connected to the hub body 13, the hub body 13 and the power output sleeve 2 are coaxially arranged with the main shaft 1, and rotate synchronously.

[0031] See also Figure 1 , Figure 6 and Figure 7The hub body 13 includes a main shell 13' and a side-mounted shell 13' which is detachably mounted on one side of the main shell 13'. The main shell 13' has a transmission mechanism mounting chamber 13a1, and the side-mounted shell 13' has a power mechanism mounting chamber 13a2. The transmission mechanism mounting chamber 13a1 and the power mechanism mounting chamber 13a2 are interconnected and constitute a mounting chamber 13a. The power mechanism is mounted in the power mechanism mounting chamber 13a2. The high-speed gear transmission mechanism, the low-speed gear transmission mechanism and the main shaft 1 are all mounted in the transmission mechanism mounting chamber 13a1. The outer periphery of the main shell 13' has a tire mounting annular groove 13b, and the tire 14 is mounted on the tire mounting annular groove 13b.

[0032] The hub body 13 also includes a flat fork 13c, which includes two connecting arms and a crossbeam. The side-mounted shell 13" is integrally formed on one of the connecting arms of the flat fork 13c, and the other connecting arm of the flat fork 13c is detachably connected to a side of the main shell 13' away from the side-mounted shell 13".

[0033] The power output sleeve 2 includes an integrally formed mounting sleeve portion 2a and a connecting plate portion 2b. The mounting sleeve portion 2a is a cylindrical structure and is synchronously rotatedly mounted on the main shaft 1. The connecting plate portion 2b is a flange structure and is connected to the main housing 13' by a number of bolts. Therefore, the hub body 13 can rotate synchronously with the main shaft 1 driven by the power output sleeve 2.

[0034] See also Figure 2 and Figure 3 The high-speed transmission mechanism includes a friction clutch 5 and an elastic element group 3 for applying a preload force to the friction clutch 5. The friction clutch 5 includes an outer plate flower sleeve 5a, an inner plate spiral raceway sleeve 5b, and outer friction plates 5c and inner friction plates 5d alternately arranged between the outer plate flower sleeve 5a and the inner plate spiral raceway sleeve 5b. Each outer friction plate 5c can slide axially along the outer plate flower sleeve 5a, and each inner friction plate 5d can slide axially along the inner plate spiral raceway sleeve 5b. The inner plate spiral raceway sleeve 5b is sleeved on the main shaft 1 and forms a spiral transmission pair with the main shaft 1, so that the inner plate spiral raceway sleeve 5b can slide axially along the main shaft 1. The power mechanism can transmit power to the main shaft 1 through the friction clutch 5. Compared with the traditional disc friction clutch, the friction clutch 5 in this example has basically the same wear conditions of each inner friction plate 5d and the outer friction plate 5c after long-term use, which reduces the sliding loss, improves the wear resistance, stability and reliability of the friction clutch 5, and prolongs the service life of the friction clutch 5.

[0035] The outer plate flower piece sleeve 5a includes a power input part 5a1, a tightening fit part 5a2 and a power output part 5a3 which are connected in sequence. The power input part 5a1 and the power output part 5a3 are both annular structures, and the diameter of the power input part 5a1 is larger than the diameter of the power output part 5a3. The tightening fit part 5a2 is a disc structure, and each outer friction plate 5c can slide axially along the inner wall of the power input part 5a1.

[0036] The inner plate spiral raceway sleeve 5b includes an inner plate sliding portion 5b1 in a circular ring structure and a friction plate pressing portion 5b2 in a disc structure. A spiral transmission pair is formed between the inner plate sliding portion 5b1 and the main shaft 1. Each inner friction plate 5d can slide axially along the outer wall of the inner plate sliding portion 5b1. Each outer friction plate 5c and the inner friction plate 5d are located between the pressing fitting portion 5a2 and the friction plate pressing portion 5b2. The elastic element group 3 abuts against the friction plate pressing portion 5b2.

[0037] Furthermore, the power input portion 5a1 is spline-matched with each outer friction plate 5c, and the inner plate sliding portion 5b1 is spline-matched with each inner friction plate 5d.

[0038] The outer wall of the main shaft 1 has an outer spiral raceway, in which a plurality of balls are arranged, and the inner wall of the inner spiral raceway sleeve 5b has an inner spiral raceway adapted to the outer spiral raceway, and each ball can roll in the outer spiral raceway and the inner spiral raceway to ensure the stability of axial sliding.

[0039] See also Figure 2-Figure 5 The low-speed gear transmission mechanism includes a countershaft transmission assembly and an overrunning clutch 9 mounted on the main shaft 1. The end surfaces of the inner plate spiral raceway sleeve 5b and the inner ring 9c of the overrunning clutch 9 that are close to each other are both cam surfaces to jointly form an end face cam fit. The power mechanism can transmit power to the countershaft transmission assembly, the overrunning clutch 9, the inner plate spiral raceway sleeve 5b and the main shaft 1 in sequence through the outer plate flower piece sleeve 5a.

[0040] The countershaft transmission assembly includes a countershaft 4 parallel to the main shaft 1 and a low-speed primary driven gear 6 mounted on the countershaft 4 in synchronous rotation, a low-speed primary driving tooth 5a4 meshing with the low-speed primary driven gear 6 is provided on the power output portion 5a3, a low-speed secondary driving tooth 4a is provided on the countershaft 4, and a low-speed secondary driven tooth 9b meshing with the low-speed secondary driving tooth 4a is provided on the outer ring 9a of the overrunning clutch 9.

[0041] The rolling elements distributed along the periphery of each inner wheel 9c are composed of coarse rolling elements 9d and fine rolling elements 9e that are alternately arranged. Two opposing retaining frames 9f are arranged on the outer periphery of the inner wheel 9c. A circle of annular grooves 9f1 are provided on the inner wall of each retaining frame 9f. Both ends of each fine rolling element 9e can be slidably inserted into the corresponding annular grooves 9f1.

[0042] The outer circumference of the inner wheel 9c is provided with outer teeth 9c1 adapted to the rough rolling element 9d, and the number of inner spline teeth of the inner wheel 9c is twice the number of teeth of the outer teeth 9c1, which is convenient for installation and debugging to solve the problem of asynchronism of each inner ring.

[0043] The outer teeth 9c1 include a top arc segment 9c12 and short side segments 9c11 and long side segments 9c13 located on both sides of the top arc segment 9c12, the short side segment 9c11 is an arc structure concave inwards, the long side segment 9c13 is an arc structure convex outwards, and the curvature of the short side segment 9c11 is smaller than the curvature of the long side segment 9c13. The above structure can ensure the stability and reliability of the one-way transmission function.

[0044] See also Figure 2 and Figure 3 The power mechanism includes a motor 7 and a reduction assembly, the reduction assembly includes a first gear shaft 10 coaxially rotating with the motor shaft 7a of the motor 7 through a coupling sleeve 8, a second gear shaft 11 parallel to the first gear shaft 10, and a first-stage reduction driven gear 12 synchronously rotatingly mounted on the second gear shaft 11, the first gear shaft 10 has a first-stage reduction driving tooth 10a meshing with the first-stage reduction driven gear 12, the second gear shaft 11 has a second-stage reduction driving tooth 11a, and the power input part 5a1 has a second-stage reduction driven tooth 5a5 meshing with the second-stage reduction driving tooth 11a. Among them, the first gear shaft 10 and the motor shaft 7a are both inserted into the coupling sleeve 8, and both are spline-matched with the coupling sleeve 8.

[0045] The elastic element group 3 applies pressure to the inner plate spiral raceway sleeve 5b, pressing the outer friction plates 5c and the inner friction plates 5d of the friction clutch 5. At this time, the friction clutch 5 is in a coupled state under the pressure of the elastic element group 3, and the power is in a high-speed gear power transmission route:

[0046] Motor 7 → coupling sleeve 8 → first gear shaft 10 → first-stage reduction driven gear 12 → second gear shaft 11 → outer plate flower piece sleeve 5a → each outer friction plate 5c and inner friction plate 5d → inner plate spiral raceway sleeve 5b → main shaft 1 → power output sleeve 2 → hub body 13.

[0047] At this time, the elastic element group 3 is not compressed. When the resistance torque transmitted by the main shaft 1 to the friction clutch 5 is greater than or equal to the preset load limit of the friction clutch 5, the inner plate spiral raceway sleeve 5b compresses the elastic element group 3, and a gap appears between the outer friction plates 5c and the inner friction plates 5d of the friction clutch 5, that is, they are separated, and the power is transmitted through the following route instead, that is, the low-speed gear power transmission route:

[0048] Motor 7 → coupling sleeve 8 → first gear shaft 10 → reduction first-stage driven gear 12 → second gear shaft 11 → outer plate flower piece sleeve 5a → low-speed first-stage driven gear 6 → secondary shaft 4 → overrunning clutch 9 → inner plate spiral raceway sleeve 5b → main shaft 1 → power output sleeve 2 → hub body 13.

[0049] At this time, the elastic element group 3 is compressed. It can be seen from the above transmission route that the present invention forms an automatic speed change mechanism that maintains a certain pressure when in operation.

[0050] This embodiment takes an electric vehicle as an example. When the vehicle is started, the resistance is greater than the driving force. The resistance forces the main shaft 1 to rotate a certain angle relative to the inner spiral raceway sleeve 5b. Under the action of the spiral transmission pair, the inner spiral raceway sleeve 5b compresses the elastic element group 3, and the outer friction plate 5c and the inner friction plate 5d are separated, that is, the friction clutch 5 is in a disconnected state, and the power rotates at the low speed gear speed; therefore, the low speed gear start is automatically realized, shortening the start time. At the same time, the elastic element group 3 absorbs the energy of the motion resistance torque to transfer power to restore the high speed gear position. Reserve potential energy.

[0051] After successful start-up, the driving resistance is reduced. When the component force is reduced to a level smaller than the pressure generated by the elastic element group 3, the outer friction plates 5c and inner friction plates 5d of the friction clutch 5 are restored to a tightly fitted state due to the rapid release of the pressure of the elastic element group 3 generated by the compression of the movement resistance, and the power rotates at a high gear speed.

[0052] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention, and such changes all fall within the scope of protection of the present invention.

Claims

1. A wheel-side adaptive automatic speed-changing electric drive wheel hub, characterized in that: The invention comprises a wheel hub body (13) having a mounting chamber (13a) and an adaptive automatic transmission system arranged in the mounting chamber (13a), the adaptive automatic transmission system comprising a power mechanism, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, a main shaft (1), and a power output sleeve (2) synchronously rotatedly sleeved on the main shaft (1), the power output sleeve (2) being connected to the wheel hub body (13), the wheel hub body (13), the power output sleeve (2) being coaxially arranged with the main shaft (1), and synchronously rotating; The high-speed transmission mechanism comprises a friction clutch (5) and an elastic element group (3) for applying a preload force to the friction clutch (5); the friction clutch (5) comprises an outer plate flower piece sleeve (5a), an inner plate spiral raceway sleeve (5b), and outer friction plates (5c) and inner friction plates (5d) alternately arranged between the outer plate flower piece sleeve (5a) and the inner plate spiral raceway sleeve (5b); each outer friction plate (5c) can slide axially along the outer plate flower piece sleeve (5a); each inner friction plate (5d) can slide axially along the inner plate spiral raceway sleeve (5b); the inner plate spiral raceway sleeve (5b) is sleeved on the main shaft (1) and forms a spiral transmission pair with the main shaft (1) so that the inner plate spiral raceway sleeve (5b) can slide axially along the main shaft (1); and the power mechanism can transmit power to the main shaft (1) through the friction clutch (5); The low-speed gear transmission mechanism comprises a countershaft transmission assembly and an overrunning clutch (9) sleeved on the main shaft (1); the end surfaces of the inner plate spiral raceway sleeve (5b) and the inner ring (9c) of the overrunning clutch (9) that are close to each other are both cam-shaped surfaces, so as to jointly form an end face cam fit; the power mechanism can sequentially transmit power to the countershaft transmission assembly, the overrunning clutch (9), the inner plate spiral raceway sleeve (5b) and the main shaft (1) through the outer plate flower piece sleeve (5a); The wheel hub body (13) comprises a main shell (13') and a side-mounted shell (13") detachably mounted on one side of the main shell (13'); the main shell (13') has a transmission mechanism installation cavity (13a1), the side-mounted shell (13") has a power mechanism installation cavity (13a2), the transmission mechanism installation cavity (13a1) and the power mechanism installation cavity (13a2) are interconnected and constitute the installation cavity (13a); the power mechanism is installed in the power mechanism installation cavity (13a2), the high-speed gear transmission mechanism, the low-speed gear transmission mechanism and the main shaft (1) are all installed in the transmission mechanism installation cavity (13a1), and the outer periphery of the main shell (13') has a tire installation annular groove (13b); The outer plate flower piece sleeve (5a) comprises a power input part (5a1), a press-fit part (5a2) and a power output part (5a3) which are connected in sequence, the power input part (5a1) and the power output part (5a3) are both annular structures, the diameter of the power input part (5a1) is larger than the diameter of the power output part (5a3), the press-fit part (5a2) is a disc structure, and each outer friction plate (5c) can slide axially along the inner wall of the power input part (5a1); The inner plate spiral raceway sleeve (5b) comprises an inner plate sliding portion (5b1) in a circular ring structure and a friction plate pressing portion (5b2) in a disc structure, a spiral transmission pair is formed between the inner plate sliding portion (5b1) and the main shaft (1), each inner friction plate (5d) can slide axially along the outer wall of the inner plate sliding portion (5b1), each outer friction plate (5c) and the inner friction plate (5d) are located between the pressing fitting portion (5a2) and the friction plate pressing portion (5b2), and the elastic element group (3) is in contact with the friction plate pressing portion (5b2).

2. The wheel-side adaptive automatic speed-changing electric drive wheel hub according to claim 1, characterized in that: The wheel hub body (13) further comprises a flat fork (13c), the side-mounted shell (13") being integrally formed on one of the connecting arms of the flat fork (13c), and the other connecting arm of the flat fork (13c) being detachably connected to a side of the main shell (13') away from the side-mounted shell (13").

3. The wheel-side adaptive automatic speed-changing electric drive wheel hub according to claim 1, characterized in that: The power output sleeve (2) comprises an integrally formed mounting sleeve portion (2a) and a connecting disc portion (2b); the mounting sleeve portion (2a) is synchronously rotatably sleeved on the main shaft (1); and the connecting disc portion (2b) is connected to the main housing (13') via a plurality of bolts.

4. The wheel-side adaptive automatic speed-changing electric drive wheel hub according to claim 1, characterized in that: The power input portion (5a1) is spline-matched with each outer friction plate (5c), and the inner plate sliding portion (5b1) is spline-matched with each inner friction plate (5d).

5. The wheel-side adaptive automatic speed-changing electric drive wheel hub according to claim 1, characterized in that: The power mechanism comprises a motor (7) and a reduction assembly, wherein the reduction assembly comprises a first gear shaft (10) coaxially rotating with a motor shaft (7a) of the motor (7) via a coupling sleeve (8), a second gear shaft (11) parallel to the first gear shaft (10), and a first-stage reduction driven gear (12) sleeved on the second gear shaft (11) and synchronously rotating, the first gear shaft (10) having a first-stage reduction driving tooth (10a) meshing with the first-stage reduction driven gear (12), the second gear shaft (11) having a second-stage reduction driving tooth (11a), and the power input portion (5a1) having a second-stage reduction driven tooth (5a5) meshing with the second-stage reduction driving tooth (11a).

6. The wheel-side adaptive automatic speed-changing electric drive wheel hub according to claim 5, characterized in that: The first gear shaft (10) and the motor shaft (7a) are both inserted into the coupling sleeve (8) and are spline-matched with the coupling sleeve (8).

7. The wheel-side adaptive automatic speed-changing electric drive wheel hub according to claim 1, characterized in that: The countershaft transmission assembly comprises a countershaft (4) parallel to the main shaft (1) and a low-speed primary driven gear (6) mounted on the countershaft (4) in a synchronously rotatable manner; the power output portion (5a3) comprises a low-speed primary driving tooth (5a4) meshing with the low-speed primary driven gear (6); the countershaft (4) comprises a low-speed secondary driving tooth (4a); and the outer ring (9a) of the overrunning clutch (9) comprises a low-speed secondary driven tooth (9b) meshing with the low-speed secondary driving tooth (4a).

8. The wheel-side adaptive automatic speed-changing electric drive wheel hub according to claim 7, characterized in that: The rolling bodies distributed along the periphery of each inner wheel (9c) are composed of coarse rolling bodies (9d) and fine rolling bodies (9e) arranged alternately. Two opposing retaining frames (9f) are arranged on the outer periphery of the inner wheel (9c). A circle of annular grooves (9f1) are provided on the inner wall of each retaining frame (9f). Both ends of each fine rolling body (9e) can be slidably inserted into the corresponding annular grooves (9f1).

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