Six-shaft clutch plate type self-adaptive automatic variable-speed electric driving system for manual-control reversing

Abstract

The invention discloses a six-shaft clutch sheet type self-adaptive automatic variable-speed electric driving system for manual-control reversing, which realizes a manual reverse gear switching function, is high in reliability, utilizes a mode of parallel arrangement of six shafts, has more and clear transmission routes, transmits a larger reduction ratio, improves the output torque, the output power and the efficiency, and is suitable for large-scale popularization and application. And the reverse gear speed is reduced, and the reversing power is improved, so that the vibration and the working noise are reduced, and the reliability and the use feeling are improved. Compared with the prior art, the self-adaptive mechanical variable speed driving system has the advantage of self-adaptive mechanical variable speed, can provide higher driving torque in a constant torque area, can also provide higher rotating speed in a constant power area, and can also realize low-speed, large-torque and high-efficiency to meet the requirements of various complex working conditions of vehicle acceleration, climbing and high-speed driving. Each clutch unit axially moves back and forth in the frame clutch disc mechanism in an elastic pressure-equalizing sorting mode under the combined acting force of traction force and driving resistance, and work tasks such as power transmission, non-power transmission, transmission direction change and power distribution are completed.

Description

Technical Field

[0001] The present invention relates to the technical field of electric drive systems, and in particular to a six-axis clutch-plate type human-controlled reverse adaptive automatic speed-changing electric drive system. Background Art

[0002] Electric two-wheeled vehicles refer to mechatronic personal transportation vehicles that use batteries as auxiliary energy and are equipped with motors, controllers, display instrument systems and other components on the basis of two-wheeled vehicles. They are not only travel tools, but also advanced new tools for leisure and entertainment, green travel, and can also meet the needs of fitness, personality display, social interaction, etc., with obvious advantages in economy and convenience.

[0003] 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.

[0004] Compared with the electric drive system equipped with a gearbox only, the gearbox has less power output loss, can provide higher driving torque in the constant torque area, and provide higher speed in the constant power area, and can also achieve high torque and high efficiency under low-speed and heavy-load conditions. What's better is that the timing of the electric motor power burst can be selected to optimize and improve the power output efficiency of the drive motor, enhance the continuous acceleration performance, and have a broader high-efficiency platform. It can fully meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving, greatly improve power, economy and comfort, and help reduce manufacturing and use costs, reduce battery capacity, lightweight and reduce volume, reduce vehicle weight and many other advantages that are difficult to achieve with only a reduction gearbox.

[0005] As products are upgraded, users' pursuit of performance, efficiency and range, as well as their sensitivity to weight and cost, decrease, and matching variable-speed transmissions should be the future development trend of electric motorcycle transmission systems.

[0006] From 2013 to date, the inventor team of this application has designed a series of friction clutches for matching transmissions.

[0007] 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.

[0008] For example, in the Chinese invention patent application with publication number CN118328129A, elastic pads 13 are provided between adjacent active friction plates 14 (equivalent to the outer friction plates of the present application) and between the active friction plates 14 at both ends and the outer ring and the support portion (equivalent to the outer clutch plate bracket of the present application). When the pressure is released, the elasticity of the elastic pads 13 is used to quickly return the outer friction plates to their original positions to complete the shifting operation, while preventing some friction plates from being in a semi-friction state and affecting efficiency. However, the inventor team found in testing and use that since the elastic pads 13 are provided between the support portion 20 and the adjacent active friction plates 14, when the pressure is released, the axial movement of all active friction plates 14 may be restricted, resulting in a large number of active friction plates 14 and driven friction plates 12 (equivalent to the inner friction plates of the present application) being unable to be effectively separated. Even if the elastic pads 13 do not restrict the axial movement of the active friction plates 14 and leave a large amount of separation space between the active friction plates 14 and the driven friction plates 12, a pair of active friction plates 14 and driven friction plates 12 between adjacent elastic pads 13 will be separated. As a clutch plate group, the friction plate 12 can only ensure the synchronous separation between all clutch plate groups, but cannot ensure the synchronous separation between the active friction plate 14 and the driven friction plate 12 in each clutch plate group; moreover, the active friction plate 14 and the elastic pad 13 are densely arranged in the circumferential direction of the entire friction clutch, resulting in the engine oil not being able to enter the interior of the friction clutch from the circumferential direction, thereby failing to effectively lubricate the contact position between the active friction plate 14 and the driven friction plate 12, and further failing to play a vibration absorption role, which will inevitably lead to large separation vibration and poor smoothness.

[0009] Please refer to the Chinese invention patent application with publication number CN118462800A. The inventor team of this application has designed a dual-override five-axis taper clutch adaptive speed change system, which not only realizes the reverse gear function, but also has a fast gear shift response. At the same time, the five-axis parallel arrangement is used to reduce the axial length of the system, which meets the application scenarios with specific space requirements. It has the advantages of adaptive mechanical speed change, and uses traction and driving resistance to achieve the switching and maintenance of low-speed and high-speed gears. It can provide a higher driving torque in the constant torque area, and a higher speed in the constant power area. It can also achieve low-speed high torque and high efficiency to meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving. What is better is that it can choose to optimize the best working time of the motor power, improve the power output efficiency of the drive motor, greatly improve the economy, and enhance the continuous acceleration performance. However, the applicant found during the test that, since the forward and backward shifting mechanism integrates the two functions of forward and backward shifting and two-stage deceleration, and is limited by the radial size of the electric drive system, the power output mechanism can only be provided with a differential that is driven by the forward and backward shifting mechanism, and there is no space to set up a secondary deceleration mechanism based on shaft transmission, resulting in low output torque and weak power. In addition, since the inner circumference of the inner clutch plate bracket is splined with the outer circumference of the double-end cam sleeve, the double-end cam sleeve must transmit power to the inner clutch plate bracket and transmit resistance torque to the small support ring, which affects both the transmission efficiency and the shift response speed. At the same time, for the five-axis parallel arrangement, although the transmission route of the reverse gear is very short, due to the insufficient reduction ratio, not only the reverse gear speed is too high and the reverse gear torque is small, but also due to the high speed during reverse gear, the overall vibration during operation is large, resulting in unsatisfactory reliability of the entire electric drive, affecting the service life. At the same time, the working noise is also relatively large, affecting the user experience.

[0010] Solving the above problems has become a top priority. Summary of the invention

[0011] In view of this, the present invention provides a six-axis clutch-plate human-controlled reverse adaptive automatic speed-changing electric drive system.

[0012] The technical solution is as follows:

[0013] The first aspect of the present application relates to a six-axis clutch plate type human-controlled reverse adaptive automatic transmission electric drive system, comprising an electric drive mechanism, a speed change assembly and a two-axis power output mechanism, wherein the speed change assembly comprises a support spindle, a frame clutch plate mechanism and an adaptive transmission sensor mechanism both arranged on the support spindle, and a human-controlled reverse shaft assembly and a reduction shaft assembly both arranged parallel to the support spindle, the electric drive mechanism comprises a power input shaft arranged parallel to the support spindle and a motor for driving the power input shaft to rotate, the two-axis power output mechanism comprises a power output shaft assembly and a differential both of which are arranged parallel to the support spindle for power output, the adaptive transmission sensor mechanism comprises an end face cam sleeve, two double end face cam sleeves, a small support ring and a large support ring which are axially mounted on the support spindle in sequence and can rotate relatively, the adjacent end faces of the end face cam sleeve, the two double end face cam sleeves, the small support ring and the large support ring all constitute a first end face cam pair, the small support ring has a radially extending first support disk, and the large support ring has a radially extending second support disk;

[0014] The frame clutch plate mechanism includes an inner clutch plate bracket which is synchronously rotated and sleeved on a small supporting ring, and an outer clutch plate bracket which surrounds the circumferential outer side of the small supporting ring, the inner clutch plate bracket can slide axially along the small supporting ring, the outer clutch plate bracket can axially slide and be installed with multiple outer friction plates extending radially inward, the inner clutch plate bracket can axially slide and be installed with multiple inner friction plates extending radially outward, each inner friction plate and each outer friction plate are alternately arranged between a fixed pressure plate of the outer clutch plate bracket and a movable pressure plate of the inner clutch plate bracket, and a transfer synchronous retaining ring corresponding to each inner friction plate is fixedly installed on the inner clutch plate bracket, each transfer synchronous retaining ring corresponds to each inner friction plate one by one, and each transfer synchronous retaining ring is fixedly installed on the inner clutch plate bracket. The dynamic synchronous retaining rings are respectively located on the side of the corresponding inner friction plate away from the movable pressure plate, and the outer friction plate and the inner friction plate between two adjacent sub-dynamic synchronous retaining rings constitute a clutch unit, and the outer clutch plate bracket is axially slidably mounted with outer elastic rings corresponding to each outer friction plate, and each outer elastic ring is respectively located on the side of the corresponding outer friction plate close to the fixed pressure plate, and is respectively located on the circumferential outer side of the corresponding inner friction plate, and a sliding gap is left between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket, and inner elastic rings capable of axially sliding along the inner clutch plate bracket are provided between adjacent inner friction plates, and each inner elastic ring is respectively located on the circumferential inner side of the corresponding outer friction plate;

[0015] The first and second elastic element groups are elastically supported between the inner clutch plate bracket and the second support plate on both sides of the first support plate for driving the movable pressure plate close to the fixed pressure plate, and the end face cam sleeve is relatively rotatably mounted with a secondary driven gear, and an intermediate transmission sleeve that is relatively rotatably mounted on the two double end face cam sleeves is arranged between the secondary driven gear and the inner clutch plate bracket, and the end faces of the two ends of the intermediate transmission sleeve respectively form a second end face cam pair with the adjacent end faces of the secondary driven gear and the inner clutch plate bracket, and the intermediate transmission sleeve is relatively rotatably mounted with a power input sleeve that rotates synchronously with the outer clutch plate bracket, and the power input sleeve has a power input tooth and a primary driving tooth, and the motor transmits power to the power input tooth through the power input shaft, and the reduction shaft assembly can reduce the transmission between the primary driving tooth and the secondary driven gear, and the end face cam sleeve has a power output tooth, and the power output tooth transmits power to the differential through the power output shaft assembly;

[0016] The manual reverse shaft assembly includes a reverse shaft parallel to the supporting spindle, a reverse overrunning clutch mounted on the reverse shaft, a fork sleeve mounting seat synchronously rotatably mounted on the reverse shaft, and a fork sleeve synchronously rotatably mounted on the fork sleeve mounting seat, the reverse shaft has a reverse secondary driving tooth meshing with a secondary driven gear, the outer ring of the reverse overrunning clutch has a reverse primary driven tooth meshing with a power input tooth, and the fork sleeve can slide axially along the reverse shaft driven by the shift fork to engage with or separate from the outer ring of the reverse overrunning clutch.

[0017] The above six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system has the following features:

[0018] Beneficial effects:

[0019] 1. In the case of insufficient information or no information, the system can output reasonable torque and speed (power target) in a timely and synchronous adaptive manner without interrupting power without human intervention, other mechanisms, or any external control. The system can complete the tasks of power supply, transmission, distribution and output, meet the requirements of efficient and energy-saving use throughout the process, and has the advantages of adaptive mechanical speed change.

[0020] 2. It can provide higher driving torque in the constant torque area, higher speed in the constant power area, and can also achieve low-speed high torque and high efficiency to meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving. Even better, it can choose to optimize the best working time of the electric motor power, improve the power output efficiency of the drive motor, greatly improve the economy, enhance the continuous acceleration performance, and the simple power transmission route without the need to add other system components is conducive to lightweight and volume reduction, which can reduce manufacturing and use costs, reduce battery capacity, and thus reduce the weight of the vehicle.

[0021] 3. It realizes the deep integration of mechanical and electric drive power components, which can ensure that the drive motor basically operates in the high-efficiency range during driving, with low power consumption, no speed restrictions, high high-speed economy, good vehicle economy and comfort, and is conducive to the use of high-efficiency and lightweight drive motors.

[0022] 4. The elastic element is installed in the preset assembly space inside the clutch, which reduces the design length of the entire supporting spindle, thereby optimizing the structural bulkiness of the electric drive assembly and making the product structure more compact.

[0023] 5. The inner friction plates and the outer friction plates are alternately arranged between the fixed pressure plate and the movable pressure plate. At the same time, inner elastic rings are elastically supported between adjacent inner friction plates, and outer elastic rings are elastically supported between adjacent outer friction plates. The transfer synchronous retaining rings are equidistantly installed on the inner side of each inner friction plate. Under the elastic action of the outer elastic ring and the inner elastic ring, each equidistant space always maintains a balanced pressure arrangement. Therefore, when the movable pressure plate releases the pressure, each transfer synchronous retaining ring can synchronously push the inner friction plate at the first time, and each inner elastic ring and each outer elastic retaining ring are elastically released synchronously, so that gaps appear synchronously between all the outer friction plates and the inner friction plates, and there will not be any situation where there is semi-friction due to adhesion between any adjacent outer friction plates and inner friction plates. The wear resistance, stability and reliability of the friction clutch are greatly improved, the vibration of the clutch is effectively reduced, and the smoothness of the clutch is improved.

[0024] 6. When the running resistance input by the sleeve is less than the first elastic element group and the second elastic element group, the power is transmitted from the outer clutch plate bracket through the inner friction plates and the outer friction plates to the inner clutch plate bracket, and the inner clutch plate bracket then transmits the power to the sleeve output through the intermediate support ring and the end cam sleeve in turn; when the running resistance increases to a certain level, the resistance causes the axial force of the first end cam pair to overcome the second elastic element group, so that the first support plate of the intermediate support ring moves axially to compress the second elastic element group, thereby releasing the first elastic element group, so that the friction clutch can be "very easily" separated. At this time, the axial force generated by the first end cam pair continues to act on the second elastic element group, and at the same time the axial force acts on the inner clutch plate bracket, and the direction of the force is opposite to the axial preload force of the first elastic element group, that is, in this power transmission process, the low-speed gear traction and the running resistance work together to prevent the two sets of disc springs from being repeatedly compressed during the low-speed gear transmission process, thereby preventing the clutch from repeatedly engaging during the slow gear power transmission process; when the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the first end cam pair to produce axial displacement , the second elastic element group is compressed by the first end face cam pair, and the clutch is separated after the first elastic element group is released; low-speed gear starting is automatically realized, the starting time is shortened, and the starting force is reduced; at the same time, the second elastic element group absorbs the energy of the motion resistance torque to store potential energy for restoring the power transmission of the fast gear; after successful starting, the driving resistance is reduced, and when the axial component force is reduced to less than the pressure generated by the second elastic element group, the first elastic element group is compressed under the pressure of the second elastic element group generated by the compression of the motion resistance, and the pressure is released, and the first elastic element group is compressed, pushing the inner clutch plate bracket, so that each inner friction plate and each outer friction plate are combined, and the clutch is restored to a close fitting state; during driving, the principle of automatic gear shifting is the same as above as the change of motion resistance, and gear shifting is realized without cutting off the driving force, so that the entire locomotive runs smoothly, safely and with low consumption, and the transmission route is simplified, and the transmission efficiency is improved; that is: under the combined force of traction and driving resistance, each clutch unit performs axial reciprocating movement in the frame clutch plate mechanism in an elastic pressure-equalizing arrangement to complete the tasks of transmitting power, not transmitting power, changing the transmission direction and power distribution.

[0025] 7. When the movable pressure plate presses the outer friction plates and the inner friction plates towards the fixed pressure plate, the inner friction plates abut against the corresponding inner elastic rings respectively. Through such a design, when the movable pressure plate moves away from the fixed pressure plate, the inner friction plates can simultaneously drive the corresponding inner elastic rings to push the inner friction plates, so that the inner friction plates start at the same time, and then cooperate with the action of the outer elastic rings and the inner elastic rings to realize the synchronous separation of the inner friction plates and the outer friction plates.

[0026] 8. Since there is a sliding gap between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket, not only is there sufficient space for the separation of the outer friction plate and the inner friction plate, but the sliding gap also allows the engine oil to flow in smoothly and continuously lubricate the friction material layers of the outer friction plate and the inner friction plate, thereby playing an excellent vibration absorption role during engagement and separation, reducing vibration during separation and engagement, and improving the smoothness of the separation and engagement process.

[0027] 9. When the shift fork sleeve is separated from the outer ring of the reverse gear overrunning clutch and the motor rotates forward, it is in the forward gear fast gear or the forward gear slow gear; when the shift fork sleeve is engaged with the outer ring of the reverse gear overrunning clutch and the motor rotates reversely, it is in the reverse gear; therefore, through the position control of the shift fork sleeve and the forward and reverse rotation control of the motor, the forward gear and reverse gear functions can be switched freely, the structure is simple and reliable, and the gear shifting response is fast.

[0028] 10. Since the supporting spindle does not rotate under any working conditions, not only is the overall vibration small during operation, which improves the reliability of the entire electric drive and extends the service life, but the working noise is also relatively small, optimizing the user experience.

[0029] 11. By using the six-axis parallel arrangement, the electric drive system is not only very short in axial length, which meets the application scenarios with specific space requirements, but also the human-controlled reverse axle assembly and the electric drive mechanism can each achieve a secondary deceleration in a limited radial space, which greatly improves the output torque and output power compared to the Chinese invention patent application with publication number CN118462800A. At the same time, although the transmission route of the reverse gear has been lengthened, it is still very spaced. When the reverse gear is in reverse, the reduction ratio is large enough, which not only reduces the reverse speed, improves the reverse safety, improves the reverse torque, and improves the reverse power, but also because the speed is lowered in reverse gear, the overall vibration is reduced during operation, resulting in better reliability of the entire electric drive and extended service life. At the same time, the working noise is also greatly reduced, which improves the user experience.

[0030] 12. Compared with the Chinese invention patent application with publication number CN118462800A, the present invention improves both the transmission efficiency and the shift response speed because the outer circumference of the first support plate is spline-matched with the inner circumference of the inner clutch plate bracket, and the double-end cam sleeve and the small support ring perform complete power transmission and resistance torque transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 The figure is a schematic diagram of the coordination relationship between the supporting spindle, the electric drive mechanism, the frame clutch plate mechanism, the adaptive transmission sensor mechanism and the two-axis power output mechanism;

[0032] Figure 2It is a schematic diagram of the coordination relationship between the supporting spindle, the reduction shaft assembly, the frame clutch plate mechanism, the adaptive transmission sensor mechanism and the two-axis power output mechanism;

[0033] Figure 3 It is a schematic diagram of the coordination relationship between the support spindle, the manual reverse axle assembly, the frame clutch plate mechanism, the adaptive transmission sensor mechanism and the two-axis power output mechanism in the forward gear;

[0034] Figure 4 It is a schematic diagram of the coordination relationship between the support spindle, the manual reverse axle assembly, the frame clutch plate mechanism, the adaptive transmission sensor mechanism and the two-axis power output mechanism when in reverse gear;

[0035] Figure 5 It is the principle diagram of the six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system;

[0036] Figure 6 Schematic diagram of the coordination relationship between the support spindle, frame clutch mechanism and adaptive transmission sensor mechanism

[0037] Figure 7 It is a schematic diagram of the structure of a fixed compression plate;

[0038] Figure 8 It is a structural schematic diagram of a fixed mounting plate;

[0039] Fig. 9 is a structural schematic diagram of a sliding support rod;

[0040] Fig.10 It is a structural schematic diagram of the inner clutch plate bracket;

[0041] Fig.11 is a schematic diagram of the structure of the outer elastic ring;

[0042] Fig.12 It is a schematic diagram of the structure of the inner elastic ring;

[0043] Fig.13 is a schematic diagram of the structure of the outer friction plate;

[0044] Fig.14 It is a schematic diagram of the structure of the inner friction plate. DETAILED DESCRIPTION

[0045] The present invention is further described below in conjunction with embodiments and drawings.

[0046] like Figure 1-Figure 14As shown, a six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system mainly includes an electric drive mechanism 3, a speed change assembly and a two-axis power output mechanism 9. Among them, the speed change assembly includes a support spindle 1, a frame clutch plate mechanism, an adaptive transmission sensor mechanism, a human-controlled reverse shaft assembly 8 and a reduction shaft assembly 2. The frame clutch plate mechanism and the adaptive transmission sensor mechanism are both arranged on the support spindle 1, and the human-controlled reverse shaft assembly 8 and the reduction shaft assembly 2 are both arranged parallel to the support spindle 1.

[0047] The electric drive mechanism 3 includes a power input shaft 3b arranged parallel to the support spindle 1 and a motor 3a for driving the power input shaft 3b to rotate. Specifically, one end of the power input shaft 3b is coaxially fixedly connected with the motor shaft 3a1 of the motor 3a, and the other end of the power input shaft 3b has a power input active tooth 3b1 meshing with the power input tooth 5j1 of the adaptive cam clutch mechanism 5. In this embodiment, one end of the power input shaft 3b is spline-matched with the motor shaft 3a1 of the motor 3a. Specifically, the outer end of the motor shaft 3a1 is recessed to form a spline groove, and the outer peripheral surface of one end of the power input shaft 3b connected to the motor shaft 3a1 has an external spline. Therefore, the end of the power input shaft 3b is spline-matched and embedded in the spline groove, which is simple and reliable. It should be pointed out that the outer end of the motor shaft 3a can also be connected to the support spindle 1 through a coupling.

[0048] The adaptive transmission sensing mechanism includes an end cam sleeve 5g, two double end cam sleeves 5f, a small support ring 5d and a large support ring 5e, which are able to rotate relatively to each other and are axially mounted in sequence on the supporting spindle 1, that is, the end cam sleeve 5g, the small support ring 5d, the large support ring 5e and the two double end cam sleeves 5f can all rotate relative to the supporting spindle 1.

[0049] Moreover, the end face cam sleeve 5g and the large support ring 5e are fixed in position, and the small support ring 5d and the two double end face cam sleeves 5f can move axially along the support spindle 1. Meanwhile, the small support ring 5d has a radially extending first support plate 5d1, and the large support ring 5e has a radially extending second support plate 5e1.

[0050] The frame clutch plate mechanism comprises an inner clutch plate bracket 5b which is synchronously rotated and sleeved on a small supporting ring 5d, and an outer clutch plate bracket 5a which surrounds the outer circumferential side of the small supporting ring 5d. The inner clutch plate bracket 5b can slide axially along the small supporting ring 5d. In this embodiment, the inner circumference of the inner clutch plate bracket 5b is splined with the outer circumference of the small supporting ring 5d, which is simple and reliable. 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. The outer clutch plate bracket 5a has a fixed pressing plate 5a1, and the inner clutch plate bracket 5b has a movable pressing plate 5b1. The fixed pressing plate 5a1 and the movable pressing 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 pressing plate 5b1 approaches or moves away from the fixed pressing plate 5a1.

[0051] 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 and the movable pressure plate 5b1, that is, the inner friction plates 5o and the outer friction plates 5p are coaxially arranged.

[0052] In this embodiment, the inner clutch plate bracket 5b is fixedly mounted with transfer synchronous retaining rings 5q corresponding to each inner friction plate 5o, and each transfer synchronous retaining ring 5q is located on the side of the corresponding inner friction plate 5o away from the movable pressure plate 5b1. The outer clutch plate bracket 5a is axially slidably mounted with outer elastic rings 5r corresponding to each outer friction plate 5p, and each outer elastic ring 5r is located on the side of the corresponding outer friction plate 5p close to the fixed pressure plate 5a1, and is located on the circumferential outside of the corresponding inner friction plate 5o. A sliding gap d is left between the outer friction plate 5p farthest from the fixed pressure plate 5a1 and the outer clutch plate bracket 5a, which not only leaves sufficient space for the separation of the outer friction plate 5p and the inner friction plate 5o, but also the sliding gap d allows the engine oil to flow in smoothly and continuously lubricate the friction material layers of the outer friction plate 5p and the inner friction plate 5o, thereby playing an excellent vibration absorption role during engagement and separation, reducing vibration during separation and engagement, and improving the smoothness of the separation and engagement process. At the same time, inner elastic rings 5s capable of axially sliding along the inner clutch plate bracket 5b are provided between adjacent inner friction plates 5o, and each inner elastic ring 5s is located at the circumferential inner side of the corresponding outer friction plate 5p.

[0053] 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.

[0054] Furthermore, the outer friction plate 5p and the inner friction plate 5o are both made of polyurethane, which has good wear resistance and stability.

[0055] 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. The end of the power input 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 includes an end cover support ring 5a21 and an end cover 5a22. The modular design of the fixed mounting plate 5a2 not only ensures the convenience of assembly, but also improves the convenience of maintenance. A sliding gap d is left between the end cover support ring 5a21 and the adjacent outer friction plate 5p, and both ends of each sliding support rod 5a3 are locked on the outer edges of the fixed clamping plate 5a1 and the end cover support ring 5a21 by a first bolt 5a4. The outer edge of the end cover 5a22 is fixedly connected to the inner edge of the end cover support ring 5a21 by a plurality of second bolts. The outer friction plates 5p are provided with friction plate mounting holes 5p1 that cooperate with the axial holes of each sliding support rod 5a3, and the outer elastic rings 5r are provided with elastic ring mounting holes 5r1 that cooperate with the axial holes 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.

[0056] 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.

[0057] A preload adjustment component 7 for adjusting the preload of the first elastic element group 5c1 and the second elastic element group 5c2 is installed on the support spindle 1. The preload adjustment component 7 includes a large support ring positioning sleeve 7a and a torque calibration ring 7b, both of which are axially movable and mounted on the support spindle 1, and a torque calibration nut 7c threadedly mounted on the support spindle 1. The inner end of the large support ring positioning sleeve 7a abuts against the end of the large support ring 5e away from the small support ring 5d, the inner end of the torque calibration ring 7b abuts against the outer end of the large support ring positioning sleeve 7a, and the inner end of the torque calibration nut 7c abuts against the outer end of the torque calibration ring 7b. A shaft clamping ring 7d for locking the outer end of the torque calibration nut 7c is clamped on the support spindle 1. The shaft clamping ring 7d abuts against the outer end of the torque calibration nut 7c, thereby reliably locking the torque calibration nut 7b.

[0058] Therefore, by rotating the torque calibration nut 7b, the compression degree of the large support ring 5e on the first elastic element group 5c1 and the second elastic element group 5c2 is controlled, and then the elastic force provided by the first elastic element group 5c1 and the second elastic element group 5c2 to the inner clutch plate bracket 5b is controlled, so that the thrust provided by the first elastic element group 5c1 and the second elastic element group 5c2 to the inner clutch plate bracket 5b is easy to adjust, thereby improving the design flexibility and practicality.

[0059] Furthermore, the center position of the fixed mounting plate 5a2 has an adjustment component through hole 5a221 for the large support ring positioning sleeve 7a, the torque calibration ring 7b and the torque calibration nut 7c to pass through. At the same time, the shaft clamping ring 7d at the outer end of the torque calibration nut 7c protrudes outward from the adjustment component through hole 5a221, so that the preload force of the first elastic element group 5c1 and the second elastic element group 5c2 can be adjusted without removing the fixed mounting plate 5a2, which is very convenient.

[0060] In addition, the outer support sleeve 5n is simultaneously sleeved on the outside of the large support ring 5e and the large support ring positioning sleeve 7a, and a bearing 5o is arranged between the outer support sleeve 5n and the end cover 5a22, which ensures the reliability of the assembly of the outer support sleeve 5n and the large support ring positioning sleeve 7a. At the same time, the inner support sleeve 5p is fixedly sleeved on the support mandrel 1, and the inner peripheral surface of the inner end of the large support ring positioning sleeve 7a is recessed to form a sliding guide groove 7a1 adapted to the inner support sleeve 5p, and the outer peripheral surface of the inner support sleeve 5p is slidably matched with the circumferential groove wall of the sliding guide groove 7a1; when the large support ring positioning sleeve 7a moves outward to the maximum position, the end of the large support ring 5e away from the small support ring 5d is simultaneously abutted against the inner end of the large support ring positioning sleeve 7a and the inner end of the inner support sleeve 5p, which not only ensures the reliable limitation of the large support ring 5e, but also further ensures the reliable installation of the large support ring positioning sleeve 7a.

[0061] 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 end cover support ring 5a21, and a first bolt through hole 5a12 is coaxially formed at the bottom of the first positioning groove 5a11. A second positioning groove 5a211 adapted to each sliding support rod 5a3 is formed on one side of the end cover support ring 5a21 close to the fixed pressure plate 5a1, and a second bolt through hole 5a212 is coaxially formed at the bottom of the second positioning groove 5a211. A first threaded hole 5a31 and a second threaded hole 5a32 are respectively formed at both ends of the sliding support rod 5a3.

[0062] The two ends of each sliding support rod 5a3 are firstly embedded in the corresponding first positioning groove 5a11 and the second positioning groove 5a211 respectively, to ensure the precise positioning of each sliding support rod 5a3, and then the first bolt 5a4 is used to lock the fixed pressure plate 5a1, the fixed installation plate 5a2 and each sliding support rod 5a3, that is: the first bolt through hole 5a12 and the first threaded hole 5a31 and the second bolt through hole 5a212 and the second threaded hole 5a32 are connected, the first bolt through hole 5a12 and the first threaded hole 5a31 are locked by the corresponding first bolt 5a4, and the second bolt through hole 5a212 and the second threaded hole 5a32 are also locked by the corresponding first bolt 5a4, so that the fixed pressure plate 5a1, the fixed installation plate 5a2 and each sliding support rod 5a3 form a frame structure, which is simple, reliable and easy to assemble.

[0063] 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.

[0064] In this embodiment, the inner clutch plate bracket 5b also includes a clutch plate mounting sleeve 5b2, and the movable pressure plate 5b1 is fixedly mounted on one end of the clutch plate mounting sleeve 5b2 close to the fixed mounting plate 5a2. The movable pressure plate 5b1 extends radially outward along the clutch plate mounting sleeve 5b2. The outer peripheral surface of the clutch plate mounting sleeve 5b2 is processed with multiple external splines 5b21 evenly distributed along its circumference. The inner edges of the inner friction plates 5o have spline grooves 5o1 that match the splines of the external splines 5b21, so that the inner friction plates 5o can reliably move axially along the clutch plate mounting sleeve 5b2. At the same time, the inner elastic rings 5s can be axially slidably mounted on the external splines 5b21.

[0065] The split synchronous retaining ring 5q is a steel wire ring with an annular structure. The outer spline 5b21 is recessed with a steel wire positioning groove 5b22 that matches each steel wire ring. The width of the steel wire positioning groove 5b22 is smaller than the width of the inner elastic ring 5s, so as to avoid the problem of the inner elastic ring 5s being stuck due to a slight sliding when it is separated. In addition, each steel wire positioning groove 5b22 is evenly distributed along the axial direction of the clutch plate mounting sleeve 5b2, and each steel wire ring is respectively clamped in the corresponding steel wire positioning groove 5b22, and the outer edge of each steel wire ring is not higher than the notch of the corresponding steel wire positioning groove 5b22, so as to avoid the steel wire ring interfering with the movement of the inner elastic ring 5s. Among them, the steel wire ring can have a gap, and after being clamped into the steel wire positioning groove 5b22, the gap is closed by welding, or it can be left unclosed.

[0066] Furthermore, one end of the clutch plate mounting sleeve 5b2 away from the movable pressure plate 5b1 extends radially inward to form a disc spring support plate 5b3, one end of the first elastic element group 5c1 away from the first support plate 5d1 is supported on the disc spring support plate 5b3, and the inner end of the disc spring support plate 5b3 extends axially in a direction away from the movable pressure plate 5b1 to form an inner bracket transmission sleeve 5b4, and a second end face cam pair b is formed between the end face of the inner bracket transmission sleeve 5b4 away from the movable pressure plate 5b1 and the adjacent end face of the intermediate transmission sleeve 5h.

[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 clutch plate mounting sleeve 5b2 of the inner clutch plate bracket 5b surrounds the first support plate 5d1 and the second support plate 5e1, the outer peripheral surface of the first support plate 5d1 is splined with the inner peripheral surface of the clutch plate mounting sleeve 5b2, and the first elastic element group 5c1 and the second elastic element group 5c2 are elastically supported between the disc spring support plate 5b3 and the second support plate 5e1 of the inner clutch plate bracket 5b on both sides of the first support plate 5d1, that is, the first elastic element group 5c1 is elastically supported between the disc spring support plate 5b3 of the inner clutch plate bracket 5b and the first support plate 5d1, and the second elastic element group 5c2 is elastically supported between the first support plate 5d1 and the second support plate 5e1. It should be pointed out that the first elastic element group 5c1 and the second elastic element group 5c2 are preferably disc spring groups, which are durable, stable and reliable.

[0070] The adjacent end faces of the end face cam sleeve 5g, the two double end face cam sleeves 5f, the small support ring 5d and the large support ring 5e all constitute the first end face cam pair a. When power is transmitted between the end face cam sleeve 5g, the two double end face cam sleeves 5f, the small support ring 5d and the large support ring 5e, the first end face 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 face 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 component 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 repeated here.

[0071] A secondary driven gear 5i is relatively rotatably mounted on the end face cam sleeve 5g, and an intermediate transmission sleeve 5h is relatively rotatably mounted on the two double-end face cam sleeves 5f between the secondary driven gear 5i and the inner clutch plate bracket 5b. The end faces of the intermediate transmission sleeve 5h and the adjacent end faces of the secondary driven gear 5i and the inner clutch plate bracket 5b respectively constitute a second end face cam pair b. 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 clutch plate bracket 5b, the second end face cam pair b generates two components of force in the axial and circumferential directions, wherein the circumferential direction component outputs power, and the axial component is opposite to the axial preload and has a tendency to overcome the axial preload. That is 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, technicians in this field can know what direction of axial 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 go into details here.

[0072] Therefore, the first elastic element group 5c1 and the second elastic element group 5c2 work together to drive the movable pressure plate 5b1 to approach the fixed pressure plate 5a1, thereby pressing each outer friction plate 5p and each inner friction plate 5o, and at the same time causing each outer elastic ring 5r and each inner elastic ring 5s to be elastically deformed under pressure, and each inner friction plate 5o respectively abuts against the corresponding transfer synchronous retaining ring 5q; when the driving resistance forces the small support ring 5d to compress the second elastic element group 5c2 and make the movable pressure plate 5b1 move 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 open each outer friction plate 5p, and each inner elastic ring 5s pops open each inner friction plate 5o, so that gaps appear synchronously between each outer friction plate 5p and each inner friction plate 5o.

[0073] In this embodiment, the stiffness coefficient of the second elastic element group 5c2 is greater than or equal to the stiffness coefficient of the first elastic element group 5c1. Therefore, when the inner clutch plate bracket 5b is not affected by the resistance torque and does not move away from the intermediate transmission sleeve 5h, it has a tendency to be close to the outer clutch plate bracket 5a, so that the inner clutch plate bracket 5b and the outer clutch plate bracket 5a are not easy to slip and are better combined, and the first elastic element group 5c1 cooperates with the second elastic element group 5c2 to unload more force, and frequent gear shifting will not be caused by the rapid change of driving resistance in a short time, thereby reducing the loss of the system caused by gear shifting.

[0074] Furthermore, a plurality of oil through holes c are provided on the outer clutch plate bracket 5a, so that more oil can flow into the interior, continuously lubricating the outer friction plate 5p, the inner friction plate 5o, the first elastic element group 5c1, the second elastic element group 5c2, the end face cam sleeve 5g, the small support ring 5d and the large support ring 5e, further reducing vibration and improving smoothness.

[0075] In this embodiment, a power input sleeve 5j is relatively rotatably mounted on the intermediate transmission sleeve 5h and rotates synchronously with the outer clutch plate bracket 5a. The power input sleeve 5j has a power input tooth 5j1 and a primary driving tooth 5j2. The motor 3a transmits power to the power input tooth 5j1 through the power input shaft 3b. The reduction shaft assembly 2 can reduce the transmission between the primary driving tooth 5j2 and the secondary driven gear 5i. The end cam sleeve 5g has a power output tooth 5g1, and the power output tooth 5g1 transmits power to the differential 9b through the power output shaft assembly 9a.

[0076] The reduction shaft assembly 2 includes a secondary shaft 2a parallel to the supporting spindle 1, a forward gear secondary driving tooth 2b formed on the secondary shaft 2a, and a forward gear overrunning clutch 2c sleeved on the secondary shaft 2a. The forward gear secondary driving tooth 2b meshes with the secondary driven gear 5i, and the outer ring of the forward gear overrunning clutch 2c has a forward gear primary driven tooth 2c1 meshed with the primary driving tooth 5j2. The diameter of the primary driving tooth 5j2 is smaller than the diameter of the primary driven tooth 2c1, and the diameter of the forward gear secondary driving tooth 2b is smaller than the diameter of the secondary driven gear 5i, so as to realize secondary speed reduction and torque increase.

[0077] Furthermore, a spline section is formed at one end of the secondary shaft 2a close to the forward gear overrunning clutch 2c, which cooperates with the inner ring spline of the forward gear overrunning clutch 2c. Through such a design, not only is the integration high, but the cooperation between the secondary shaft 2a and the inner ring of the forward gear overrunning clutch 2c is also stable and reliable.

[0078] The two-axis power output mechanism 9 includes a power output shaft assembly 9a and a differential 9b, both of which are arranged parallel to the support spindle 1. Specifically, the power output shaft assembly 9a includes a power output shaft 9a1 parallel to the support spindle 1, and the power output shaft 9a1 has a power output driven tooth 9a2 meshing with the power output tooth 5g1 and a power output active tooth 9a3 meshing with the differential input gear 9b1 of the differential 9b. The diameter of the power output driven tooth 9a2 is larger than the diameter of the power output tooth 5g1, and the diameter of the differential input gear 9b1 is larger than the diameter of the power output active tooth 9a3, thereby achieving the effect of two-stage speed reduction and torque increase, and finally the power is output from the rear axle through the differential 9b.

[0079] The manual reverse shaft assembly 8 includes a reverse shaft 8a parallel to the supporting spindle 1, a reverse overrunning clutch 8b mounted on the reverse shaft 8a, a fork sleeve mounting seat 8c mounted on the reverse shaft 8a in synchronous rotation, and a fork sleeve 8d mounted on the fork sleeve mounting seat 8c in synchronous rotation. The reverse shaft 8a has a reverse secondary driving tooth 8a1 meshing with the secondary driven gear 5i, and the outer ring of the reverse overrunning clutch 8b has a reverse primary driven tooth 8b1 meshing with the power input tooth 5j1. The fork sleeve 8d can slide axially along the reverse shaft 8a driven by the fork 8e to engage with or disengage from the outer ring of the reverse overrunning clutch 8b. When the fork sleeve 8d engages with the outer ring of the reverse overrunning clutch 8b, it is in reverse gear. When the fork sleeve 8d disengages from the outer ring of the reverse overrunning clutch 8b, it is in forward gear.

[0080] Specifically, an outer circumferential surface of the shift fork sleeve mounting seat 8c is formed with an outer spline 8c1 of the mounting seat, an inner circumferential surface of the shift fork sleeve 8d is formed with an inner spline 8d1 of the shift fork sleeve that matches the spline of the outer spline 8c1 of the mounting seat, and an outer circumferential surface of the outer ring of the reverse overrunning clutch 8b near the shift fork sleeve mounting seat 8c is formed with an outer spline 8b2 of the clutch that is the same as the outer spline 8c1 of the mounting seat.

[0081] When the inner spline 8d1 of the fork sleeve 8d only cooperates with the outer spline 8c1 of the mounting seat, the outer ring of the reverse overrunning clutch 8b will not transmit power to the fork sleeve 8d, and it is in the forward gear at this time; when the inner spline 8d1 of the fork sleeve 8d cooperates with the outer spline 8c1 of the mounting seat and the outer spline 8b2 of the clutch at the same time, the outer ring of the reverse overrunning clutch 8b drives the fork sleeve mounting seat 8c to rotate synchronously with it through the fork sleeve 8d, and it is in the reverse gear at this time. The key connection is simple and reliable, which ensures the stability and reliability of operation.

[0082] The forward gear fast gear power transmission route of this embodiment (when the fork sleeve 8d is separated from the outer ring of the reverse gear overrunning clutch 8b, and the motor shaft 3a1 rotates forward):

[0083] Motor shaft 3a1→power input shaft 3b→power input sleeve 5j→external clutch plate bracket 5a→external friction plates 5p and internal friction plates 5o→internal clutch plate bracket 5b→small support ring 5d→a double-end cam sleeve 5f close to the small support ring 5d→a double-end cam sleeve 5f away from the small support ring 5d→end cam sleeve 5g→power output shaft assembly 9a→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0084] At this time, the outer ring of the forward gear overrunning clutch 2c exceeds the inner ring and the secondary shaft 2a, and the outer ring of the reverse gear overrunning clutch 8b exceeds the inner ring and the reverse gear 8a, and the resistance transmission route is: differential 9b→power output shaft assembly 9a→end face cam sleeve 5g→a double end face cam sleeve 5f away from the small support ring 5d→a double end face cam sleeve 5f close to the small support ring 5d→small support ring 5d→second elastic element group 5c2; when the driving resistance increases to a certain extent, the resistance causes the axial force of the first end face cam pair a to overcome the second elastic element group 5c2, so that the first support plate 5d1 of the small support ring 5d moves axially to compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, so that the friction clutch can be separated "very easily", and the power is transmitted through the following route, that is, the forward gear slow gear power transmission route:

[0085] Motor shaft 3a1→power input shaft 3b→power input sleeve 5j→forward gear overrunning clutch 2c→countershaft 2a→secondary driven gear 5i→intermediate transmission sleeve 5h→inner clutch plate bracket 5b→small support ring 5d→a double-end cam sleeve 5f close to the small support ring 5d→a double-end cam sleeve 5f away from the small support ring 5d→end cam sleeve 5g→power output shaft assembly 9a→differential 9b; In the present embodiment, the differential 9b transmits the output power to the two wheels, at which time the forward gear overrunning clutch 2c is in a engaged state, and the outer ring of the reverse gear overrunning clutch 3c exceeds the inner ring and the shift transmission shaft 3a.

[0086] In the low-speed gear power transmission route, the axial force generated by the first end cam pair a continues to act on the second elastic element group 5c2, and at the same time, the axial force of the second end cam pair b acts on the inner clutch plate bracket 5b, and the direction of the force is opposite to the axial preload force of the first elastic element group 5c1 (that is, in the direction of clutch separation). That is, in the slow gear power transmission process, the slow gear traction force and the running resistance (double force) work together to prevent the two groups of disc springs from being repeatedly compressed during the low-speed gear transmission process, thereby preventing the clutch from being repeatedly engaged during the slow gear power transmission process.

[0087] It can be seen from the above transmission route that when the present invention is in operation, the clutch is tightly fitted under the action of the first elastic element group 5c1 and the second elastic element group 5c2 to form an automatic transmission mechanism that maintains a certain pressure to achieve the transmission purpose. At this time, the forward gear overrunning clutch 2c is in an overrunning state.

[0088] When the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the first end cam pair a to produce axial displacement, and the second elastic element group 5c2 is compressed by the first end cam pair a, and the clutch is separated after the first elastic element group 5c1 is released (that is, each outer friction plate 5p and each inner friction plate 5o are separated); the low-speed gear start is automatically realized, the starting time is shortened, and the starting force is reduced. At the same time, the second elastic element group 5c2 absorbs the energy of the motion resistance torque to store potential energy for restoring the power transmission of the fast gear.

[0089] After successful start-up, the driving resistance is reduced. When the axial force component is reduced to a value less than the pressure generated by the second elastic element group 5c2, the first elastic element group 5c1 is compressed under the pressure release caused by the compression of the second elastic element group 5c2 by the motion resistance, pushing the inner clutch plate bracket 5b to press the outer friction plates 5p and the inner friction plates 5o, completing the clutch recovery to a tightly fitting state, and the forward gear overtaking clutch 2c is in an overtaking state.

[0090] During driving, the principle of automatic gear shifting is the same as above as the change of movement resistance. Gear shifting can be achieved without cutting off the driving force, making the entire locomotive run smoothly, safely and with low consumption. The transmission route is simplified, thereby improving transmission efficiency.

[0091] The reverse gear power transmission route of this embodiment (when the fork sleeve 8d is combined with the outer ring of the reverse gear overrunning clutch 8b, and the motor shaft 3a1 is reversed):

[0092] Motor shaft 3a1→power input shaft 3b→power input sleeve 5j→outer ring of reverse overrunning clutch 8b→shift fork sleeve 8d→shift fork sleeve mounting seat 8c→reverse shaft 8a→secondary driven gear 5i→intermediate transmission sleeve 5h→inner clutch plate bracket 5b→small supporting ring 5d→a double-end cam sleeve 5f close to the small supporting ring 5d→a double-end cam sleeve 5f away from the small supporting ring 5d→end cam sleeve 5g→power output shaft assembly 9a→differential 9b, at this time; in this embodiment, the differential 9b transmits the output power to the two wheels, at this time the reverse overrunning clutch 8b is in a engaged state, and the forward overrunning clutch 2c is in an overrunning state.

[0093] 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 six-axis clutch plate type human-controlled reverse adaptive automatic transmission electric drive system, comprising an electric drive mechanism, a transmission assembly and a two-axis power output mechanism, wherein the transmission assembly comprises a supporting spindle, a frame clutch plate mechanism and an adaptive transmission sensor mechanism both arranged on the supporting spindle, and a human-controlled reverse shaft assembly and a reduction shaft assembly both arranged parallel to the supporting spindle, the electric drive mechanism comprises a power input shaft arranged parallel to the supporting spindle and a motor for driving the power input shaft to rotate, the two-axis power output mechanism comprises a power output shaft assembly and a differential both of which are arranged parallel to the supporting spindle for power output, Features: The adaptive transmission sensor mechanism comprises an end face cam sleeve, two double end face cam sleeves, a small support ring and a large support ring which are rotatably mounted on the support spindle in sequence along the axial direction, wherein the end face cam sleeve, the two double end face cam sleeves, the small support ring and the large support ring form a first end face cam pair between adjacent end faces, the small support ring has a radially extending first support plate, and the large support ring has a radially extending second support plate; The frame clutch plate mechanism includes an inner clutch plate bracket which is synchronously rotated and sleeved on a small supporting ring, and an outer clutch plate bracket which surrounds the circumferential outer side of the small supporting ring, the inner clutch plate bracket can slide axially along the small supporting ring, the outer clutch plate bracket can axially slide and be installed with multiple outer friction plates extending radially inward, the inner clutch plate bracket can axially slide and be installed with multiple inner friction plates extending radially outward, each inner friction plate and each outer friction plate are alternately arranged between a fixed pressure plate of the outer clutch plate bracket and a movable pressure plate of the inner clutch plate bracket, and a transfer synchronous retaining ring corresponding to each inner friction plate is fixedly installed on the inner clutch plate bracket, each transfer synchronous retaining ring corresponds to each inner friction plate one by one, and each transfer synchronous retaining ring is fixedly installed on the inner clutch plate bracket. The dynamic synchronous retaining rings are respectively located on the side of the corresponding inner friction plate away from the movable pressure plate, and the outer friction plate and the inner friction plate between two adjacent sub-dynamic synchronous retaining rings constitute a clutch unit, and the outer clutch plate bracket is axially slidably mounted with outer elastic rings corresponding to each outer friction plate, and each outer elastic ring is respectively located on the side of the corresponding outer friction plate close to the fixed pressure plate, and is respectively located on the circumferential outer side of the corresponding inner friction plate, and a sliding gap is left between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket, and inner elastic rings capable of axially sliding along the inner clutch plate bracket are provided between adjacent inner friction plates, and each inner elastic ring is respectively located on the circumferential inner side of the corresponding outer friction plate; The first and second elastic element groups are elastically supported between the inner clutch plate bracket and the second support plate on both sides of the first support plate for driving the movable pressure plate close to the fixed pressure plate, and the end face cam sleeve is relatively rotatably mounted with a secondary driven gear, and an intermediate transmission sleeve that is relatively rotatably mounted on the two double end face cam sleeves is arranged between the secondary driven gear and the inner clutch plate bracket, and the end faces of the two ends of the intermediate transmission sleeve respectively form a second end face cam pair with the adjacent end faces of the secondary driven gear and the inner clutch plate bracket, and the intermediate transmission sleeve is relatively rotatably mounted with a power input sleeve that rotates synchronously with the outer clutch plate bracket, and the power input sleeve has a power input tooth and a primary driving tooth, and the motor transmits power to the power input tooth through the power input shaft, and the reduction shaft assembly can reduce the transmission between the primary driving tooth and the secondary driven gear, and the end face cam sleeve has a power output tooth, and the power output tooth transmits power to the differential through the power output shaft assembly; The manual reverse shaft assembly includes a reverse shaft parallel to the supporting spindle, a reverse overrunning clutch mounted on the reverse shaft, a fork sleeve mounting seat synchronously rotatably mounted on the reverse shaft, and a fork sleeve synchronously rotatably mounted on the fork sleeve mounting seat, the reverse shaft has a reverse secondary driving tooth meshing with a secondary driven gear, the outer ring of the reverse overrunning clutch has a reverse primary driven tooth meshing with a power input tooth, and the fork sleeve can slide axially along the reverse shaft driven by the shift fork to engage with or separate from the outer ring of the reverse overrunning clutch.

2. The six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1, Features: The outer clutch plate bracket also includes a fixed mounting plate coaxially arranged with the fixed pressure plate and at least three sliding support rods evenly distributed along the circumference between the fixed pressure plate and the fixed mounting plate, the end of the power input sleeve away from the secondary driven gear is fixedly connected to the inner end of the fixed pressure plate, the fixed mounting plate includes an end cover support ring and an end cover, and a sliding gap is left between the end cover support ring and the adjacent outer friction plate, the two ends of each sliding support rod are locked on the outer edge of the fixed pressure plate and the end cover support ring by a first bolt, the outer edge of the end cover is fixedly connected to the inner edge of the end cover support ring by a plurality of second bolts, the outer friction plate is provided with a friction plate mounting hole matching the axial hole of each sliding support rod, and the outer elastic ring is provided with an elastic ring mounting hole matching the axial hole of each sliding support rod, so that each outer friction plate and each outer elastic ring can move axially along all sliding support rods.

3. The six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 2, Features: The supporting spindle is provided with a preload force adjustment component for adjusting the preload force of the first elastic element group and the second elastic element group, the preload force adjustment component comprises a large support ring positioning sleeve and a torque calibration ring which are both axially movable and sleeved on the supporting spindle, and a torque calibration nut which is threadedly sleeved on the supporting spindle, the inner end of the large support ring positioning sleeve abuts against an end of the large support ring away from the small support ring, the inner end of the torque calibration ring abuts against the outer end of the large support ring positioning sleeve, the inner end of the torque calibration nut abuts against the outer end of the torque calibration ring, and a shaft clamping ring for locking the outer end of the torque calibration nut is clamped on the supporting spindle; The center position of the end cover is provided with an adjustment assembly through hole for the large support ring positioning sleeve, the torque calibration ring and the torque calibration nut to pass through. The outer support sleeve is simultaneously mounted outside the large support ring and the large support ring positioning sleeve, and a bearing is arranged between the end cover. The inner support sleeve is fixedly mounted on the support spindle. The inner circumferential surface of the inner end of the large support ring positioning sleeve is recessed to form a sliding guide groove matched with the inner support sleeve, and the outer circumferential surface of the inner support sleeve slides with the circumferential groove wall of the sliding guide groove; when the large support ring positioning sleeve moves outward to the maximum position, the end of the large support ring away from the small support ring simultaneously abuts against the inner end of the large support ring positioning sleeve and the inner end of the inner support sleeve.

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

5. The six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1, Features: The inner clutch plate bracket also includes a clutch plate mounting sleeve, the movable pressure plate is fixedly mounted on one end of the clutch plate mounting sleeve close to the fixed mounting plate, the outer peripheral surface of the clutch plate mounting sleeve is processed with a plurality of external splines evenly distributed along its circumference, the inner edges of the inner friction plates are provided with spline grooves matching with the external splines, and the inner elastic rings are axially slidably mounted on the external splines; The transfer synchronous retaining rings are all steel wire rings with annular structures, and the external splines are all recessed to form steel wire positioning grooves adapted to the steel wires, and the steel wire positioning grooves are evenly distributed along the axial direction of the clutch plate mounting sleeve, and the steel wire rings are respectively clamped in the corresponding steel wire positioning grooves, and the outer edges of the steel wire rings are not higher than the notches of the corresponding steel wire positioning grooves; One end of the clutch plate mounting sleeve away from the movable pressure plate extends radially inward to form a disc spring support plate, one end of the first elastic element group away from the first support plate is supported on the disc spring support plate, and the inner end of the disc spring support plate extends axially in a direction away from the movable pressure plate to form an inner bracket transmission sleeve, and a second end face cam pair is formed between the end face of the inner bracket transmission sleeve away from the movable pressure plate and the adjacent end face of the intermediate transmission sleeve.

6. The six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1, Features: One end of the power input shaft is coaxially fixedly connected to the motor shaft of the motor, and the other end of the power input shaft is provided with a power input driving tooth meshing with the power input tooth.

7. The six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1, Features: The reduction shaft assembly includes a secondary shaft parallel to the supporting spindle, a forward gear secondary driving tooth formed on the secondary shaft, and a forward gear overrunning clutch sleeved on the secondary shaft, the forward gear secondary driving tooth meshing with the secondary driven gear, and the outer ring of the forward gear overrunning clutch has a forward gear primary driven tooth meshing with the primary driving tooth.

8. The six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1, Features: The power output shaft assembly comprises a power output shaft parallel to the supporting spindle, the power output shaft is provided with a power output driven tooth meshed with the power output tooth and a power output driving tooth meshed with the differential input gear of the differential.

9. The six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1, Features: The outer circumferential surface of the shift fork sleeve mounting seat is formed with an outer spline of the mounting seat, the inner circumferential surface of the shift fork sleeve is formed with an inner spline of the shift fork sleeve that matches with the outer spline of the mounting seat, and the outer spline of the clutch that is identical to the outer spline of the mounting seat is formed on the outer circumferential surface of the outer ring of the reverse overrunning clutch close to the shift fork sleeve mounting seat; when the inner spline of the shift fork sleeve of the shift fork sleeve only matches with the outer spline of the mounting seat, the outer ring of the reverse overrunning clutch will not transmit power to the shift fork sleeve; when the inner spline of the shift fork sleeve of the shift fork sleeve matches with the outer spline of the mounting seat and the outer spline of the clutch at the same time, the outer ring of the reverse overrunning clutch drives the shift fork sleeve mounting seat to rotate synchronously with it through the shift fork sleeve.

10. The six-axis clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1, Features: The stiffness coefficient of the second elastic element group is greater than or equal to the stiffness coefficient of the first elastic element group.

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