Two-wheel wheel core drive clutch plate integrated adaptive automatic speed electric drive system

Abstract

The present invention discloses an integrated adaptive automatic speed-changing electric drive system for a two-wheel wheel core drive clutch plate, comprising a housing, a main shaft, a motor assembly, a reduction assembly, and a frame clutch plate mechanism and an adaptive transmission sensor mechanism mainly arranged in the rotor. Under the combined action of traction and driving resistance, each clutch unit performs axial reciprocating movement in an elastically pressure-balanced arrangement in the frame clutch plate mechanism, completing tasks such as power transmission, non-power transmission, changing the transmission direction, and power distribution. The inner friction plates and the outer friction plates are alternately arranged, and each equidistant space always maintains a pressure-balanced arrangement under the elastic action of the outer elastic ring and the inner elastic ring. Therefore, when the movable pressure plate releases pressure, each transfer synchronous retaining ring immediately pushes the inner friction plate synchronously, and each inner elastic ring and each outer elastic retaining ring are elastically released synchronously, so that gaps appear synchronously between all outer friction plates and inner friction plates, thereby improving the wear resistance, stability, and reliability of the friction clutch.

Description

Technical Field

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

[0002] Electric two-wheelers are mechatronic personal transportation vehicles based on a two-wheeled vehicle, equipped with a motor, controller, and instrumentation system, powered by a battery. They are not only a means of transportation but also a new type of leisure and entertainment device for green travel. They can also meet needs such as fitness, personal expression, and social interaction, offering significant advantages in economy and convenience. In my country, the total sales of electric two-wheelers in urban and rural markets has reached over 300 million units. In 2023, total sales of electric two-wheelers were expected to reach approximately 65 million units, a net increase of 4.03 million units, or 8.27%, compared to 60.07 million units in 2011.

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

[0004] The advantages of in-wheel motors include low cost, ease of maintenance, and widespread application. In-wheel motor technology, also known as in-wheel motor technology, is an advanced drive method for electric vehicles and is often used in integrated electric wheel systems developed by auto parts manufacturers. In-wheel motor technology holds great promise for future development.

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

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

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

[0008] 3. Regarding the power output curve of the in-wheel motor, the motor's efficient platform load and speed deviate from the wheel load and speed, resulting in limited efficient driving paths and operating conditions. Specifically, the energy conversion efficiency at startup is approximately 5%-10%, and from acceleration to the rated power maximum speed, the energy conversion efficiency gradually increases from 10% to 60%-65%. When driving on a slope of less than 20°, the energy conversion efficiency is approximately 40%. When driving under overload conditions or on slopes greater than 20°, the energy conversion efficiency is 20%-35%. When driving on ideal roads and in good windless conditions, the energy conversion efficiency is 60%-65%.

[0009] 4. The in-wheel motor structure is a closed structure where the motor is placed inside the wheel hub. Through the steel plates and coils on the motor, the current creates a magnetic field, which drives the rear wheel. The motor rotor is connected to the tire, resulting in poor heat dissipation. Prolonged operation can cause the motor to heat up, increasing energy consumption and reducing efficiency. This can even lead to tire blowouts, motor demagnetization, and rust, shortening the lifespan of the electric two-wheeler and affecting its efficiency.

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

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

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

[0013] 8. Over 95% of electric two-wheeled vehicles require an installation dimension of less than 200 mm. The bulk and weight of in-wheel motors compromise handling and road feel. Specifically, when a top speed of 100 km / h is required, the increased size and weight of the electric two-wheeled vehicle, while increasing costs, significantly increases the moment of inertia of the unsprung mass about the kingpin. This leads to poor steering response, a significant decrease in steering returnability at high speeds, a downward shift in the resonant frequency of steering wheel shimmy, and increased dynamic loads between the tire and the ground, impairing tire contact. Increased dynamic loads on the tire accelerate fatigue damage to the in-wheel motor, while reduced contact also compromises stable handling. These changes affect steering feel and increase the tendency for shimmy during driving.

[0014] As new energy technologies rapidly develop in electric two-wheeled vehicles, more and more motorcycles are adopting electric drive systems that combine motors and reduction gears. Wheel-core drive is a common drive method in motorcycle electric drive systems. By integrating the high-speed motor and reduction gear within the wheel hub, it offers significant advantages in terms of compactness, torque transmission capability, and motor efficiency.

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

[0016] Compared with electric drive systems equipped with only a reduction gearbox, the one equipped with a gearbox has less power output loss, can provide higher drive torque in the constant torque range, and higher speed in the constant power range, and can also achieve high torque and high efficiency under low-speed and heavy-load conditions. Even better, the timing of the electric motor power burst can be selected to optimize and improve the power output efficiency of the drive motor, enhance sustained 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, significantly improve power, economy, and comfort, and help reduce manufacturing and use costs, reduce battery capacity, lightweight and reduce volume, reduce vehicle weight, and many other advantages that are difficult to achieve with only a reduction gearbox.

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

[0018] From 2013 to 2019, there are several patent documents. For example, the Chinese patent (Application No.: CN111017106A, Title: A Compact, High-Load, Centrally Driven Adaptive Electric Drive Assembly) not only discloses a centrally driven structure, but also fully utilizes the space inside the motor to install the tapered disk inside the motor. This extremely compact structure and high degree of integration not only shorten the transmission route and improve transmission efficiency, but also facilitates the overall layout and further reduces the impact on wheel dynamic balance. Moreover, the electric drive assembly uses the motor output power and driving resistance properties to change the transmission route through the friction transmission component, the end face cam clutch mechanism, and the overrunning clutch to adaptively select high or low speed gear according to load for gear switching. The outer surface of the friction transmission component is designed to be conical, and the inner ring of the friction ring is constructed with a tapered hole structure that matches the tapered surface. The elastic element at the right end of the friction transmission component pushes the friction transmission component into the tapered hole to achieve power connection. The end face cam at the left end of the friction transmission component pushes the friction transmission component out of the tapered hole under load to achieve power separation. In the end face cam clutch mechanism described in this document, the part responsible for performing separation and connection is composed of a friction transmission component and an elastic element.

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

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

[0021] 2. The friction pair transmission mechanism and the elastic element are arranged in a sequential manner, resulting in structural problems such as large space occupation, low power transmission, and low efficiency.

[0022] 3. Since the mechanism does not have a transfer mechanism, the structure is complex, which is not conducive to lightweighting and integration;

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

[0024] 5. The friction transmission parts do not have the instantaneous repeated locking mechanism to adapt to the bumpy and washboard roads;

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

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

[0027] The technical solution is as follows:

[0028] The first aspect of the present application relates to an integrated adaptive automatic speed-changing electric drive system with a wheel core drive clutch plate of a two-wheeled vehicle, comprising a housing and a main shaft, a motor assembly, a reduction assembly, a frame clutch plate mechanism and an adaptive transmission sensing mechanism all arranged in the housing, the motor assembly comprising a rotor and a stator adapted to the rotor, the stator being fixedly mounted on the housing and surrounding the rotor, the rotor having an installation cavity extending along its central axis, the main shaft being coaxially arranged in the installation cavity, and one end of the main shaft extending outward from the housing, the frame clutch plate mechanism comprising an outer clutch plate bracket synchronously mounted on the inner side of the rotor and an inner clutch plate bracket axially movable mounted on the inner side of the outer clutch plate bracket, the outer clutch plate bracket being axially slidable with a plurality of outer friction plates extending radially inwardly mounted, the inner clutch plate bracket being axially slidable with a plurality of inner friction plates extending radially outwardly mounted. The outer rings are located on the circumferential outer sides of the corresponding outer friction plates, and the outer rings are located on the circumferential outer sides of the corresponding inner friction plates, and a sliding gap is left between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket. An inner elastic ring that can slide axially along the inner clutch plate bracket is provided between adjacent inner friction plates, and each inner elastic ring is located on the circumferential inner side of the corresponding outer friction plate.

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

[0030] The reduction assembly includes a countershaft and a gear shaft both parallel to the main shaft, a primary driven gear sleeved on the countershaft in synchronous rotation, an overrunning clutch sleeved on the countershaft, and a primary driven gear and a secondary driving gear both integrally formed on the gear shaft, the primary driving gear meshing with the primary driven gear, the secondary driving gear being integrally formed on the outer ring of the overrunning clutch, the duplex gear having a secondary driven gear meshing with the secondary driving gear and a primary driving gear meshing with the primary driven gear, and the secondary driving gear meshing with the end face cam gear.

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

[0032] 1. The inner friction plates and the outer friction plates are alternately arranged between the fixed pressure plate and the movable pressure plate. At the same time, adjacent inner friction plates are elastically supported by inner elastic rings, and adjacent outer friction plates are elastically supported by outer elastic rings. The transfer synchronous retaining rings are equidistantly installed on the inner side of each inner friction plate. Under the elastic action of the outer elastic rings and the inner elastic rings, each equidistant space always maintains a balanced pressure arrangement. Therefore, when the movable pressure plate releases pressure, the transfer synchronous retaining rings can synchronously push the inner friction plates at the first time, and the inner elastic rings and the outer elastic retaining rings are elastically released synchronously, so that gaps appear synchronously between all the outer friction plates and the inner friction plates. There will be no situation where there is semi-friction due to adhesion between any adjacent outer friction plates and inner friction plates, which greatly improves the wear resistance, stability and reliability of the friction clutch, effectively reduces the vibration of the clutch, and improves the smoothness of the clutch.

[0033] 2. Two groups of elastic elements are used to act on the end face cam pair by utilizing the running resistance. When the running resistance of the main shaft input is less than the first elastic element group and the second elastic element group, the power is transmitted from the outer clutch plate bracket through 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 main shaft output through the intermediate support ring and the two first end face cam pairs in sequence; when the running resistance increases to a certain level, the resistance causes the axial force of the first end face cam pair to overcome the second elastic element group, causing the first support plate of the intermediate support ring to axially move and 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 face cam pair continues to act The second elastic element group, at the same time, acts on the inner clutch plate bracket with an axial force, 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 driving resistance work together to prevent the repeated compression of the two sets of disc springs in the low-speed gear transmission process, thereby preventing the clutch from repeatedly engaging in the slow gear power transmission process; when the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the first end face cam pair to produce axial displacement, and the second elastic element group is compressed by the first end face cam pair. After the first elastic element group is released, the clutch is disengaged; low-speed gear starting is automatically realized, the starting time is shortened, and the starting force is reduced; at the same time, the second elastic element group absorbs the motion resistance torque energy to restore the fast gear The gear transfers power and stores potential energy; after successful startup, the driving resistance is reduced. When the axial force component is reduced to less than the pressure generated by the second elastic element group, the pressure of the second elastic element group generated by the compression of the motion resistance is released, and the first elastic element group is compressed, pushing the inner clutch plate bracket to combine the inner friction plates and the outer friction plates, completing the clutch to restore to a tightly fitted state; during driving, a step-by-step elastic preload is achieved, which not only buffers the repeated compression of the elastic parts caused by the unstable driving resistance on uneven roads, thereby reducing the possibility of repeated engagement and disengagement of the clutch, and is especially suitable for bumpy roads. It will not cause frequent gear shifting due to rapid changes in driving resistance in a short time, thereby reducing the system loss caused by gear shifting and greatly improving the system The system's service life is greatly extended. Moreover, when a gear shift is actually required, the thrust pre-generated by the first elastic element group on the second elastic element group can be used to compress the second elastic element group together with the driving resistance, thereby disconnecting the power transmission between the inner clutch plate bracket and the outer clutch plate bracket. This significantly reduces the gear shift shock and prevents a sharp increase in the motor current during gear shifting. The system fully utilizes the dual properties of motor output traction and driving resistance, adopts a friction pair transmission mechanism calibration and adjustment scheme for the transmission load limit, and achieves smooth and gentle separation and combination of the transmission mechanism without numerous energy-consuming mechanisms, actuators, sensors, and complex algorithms. This allows for the transmission of two different power outputs, meeting the requirements of various complex operating conditions such as vehicle acceleration, climbing, and high-speed driving.That is, under the combined force of traction and driving resistance, each clutch unit performs axial reciprocating movement in the frame clutch plate mechanism in an elastic and pressure-balanced manner, completing tasks such as power transmission, non-power transmission, changing transmission direction, and power distribution.

[0034] 3. When the movable pressure plate presses the outer friction plates and the inner friction plates toward the fixed pressure plate, the inner friction plates abut against the corresponding inner elastic rings. With this 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. Then, with the help of the outer elastic rings and the inner elastic rings, the inner friction plates and the outer friction plates can be separated synchronously.

[0035] 4. Since there is a sliding gap between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket, not only does it leave 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, continuously lubricating the friction material layers of the outer friction plate and the inner friction plate, thereby playing an excellent vibration absorption role during engagement and separation, reducing vibration during separation and engagement, and improving the smoothness of the separation and engagement process.

[0036] 5. The space inside the motor is fully utilized, and the main structures of the frame clutch mechanism and the adaptive transmission sensor mechanism are installed inside the rotor of the motor. The structure is extremely compact and highly integrated, which not only shortens the transmission route and increases the transmission efficiency, but also facilitates the overall layout.

[0037] 6. In the case of insufficient or no information, the system can output power completely autonomously without human intervention, other mechanisms, or any external control. It can output reasonable torque and speed (power target) in a timely and synchronous adaptive manner without interruption as the load / resistance changes during the power output process. The system completes the tasks of power supply, transmission, distribution and output, achieving high efficiency and energy saving requirements throughout the process, and has the advantages of adaptive mechanical speed change.

[0038] 7. It can provide high drive torque in the constant torque range and high speed in the constant power range, and can also achieve high torque at low speed and high efficiency to meet the requirements of various complex operating conditions such as vehicle acceleration, climbing, and high-speed driving. Even better, it can optimize the optimal operating time of the electric motor power, improve the power output efficiency of the drive motor, significantly improve economy, and enhance sustained acceleration performance. The simple power transmission route without the need for additional system components facilitates lightweighting and reducing volume, which can reduce manufacturing and operating costs, reduce battery capacity, and thus reduce vehicle weight.

[0039] 8. The deep integration of mechanical and electric drive power components can ensure that the drive motor basically operates in the high-efficiency range during driving, with low power consumption, unrestricted speed, high high-speed economy, good vehicle economy and comfort, which is conducive to the use of high-efficiency and lightweight drive motors.

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

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

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

[0043] Figure 2 This is a schematic diagram of the two-wheel wheel core drive clutch plate integrated adaptive automatic transmission electric drive system with the case removed;

[0044] Figure 3 Schematic diagram of the coordination relationship among the rotor, main shaft, frame clutch plate mechanism and adaptive transmission sensor mechanism;

[0045] Figure 4 It is a structural diagram of a fixed compression plate;

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

[0047] Figure 6 Schematic diagram of the structure of the sliding support rod;

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

[0049] Figure 8 Schematic diagram of the structure of the outer elastic ring;

[0050] Figure 9 Schematic diagram of the structure of the inner elastic ring;

[0051] Figure 10 Schematic diagram of the structure of the outer friction plate;

[0052] Figure 11 Schematic diagram of the structure of the inner friction plate. DETAILED DESCRIPTION

[0053] The present invention will be further described below with reference to the embodiments and accompanying drawings.

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

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

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

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

[0058] Therefore, the motor housing 1a and reduction assembly housing 1b have a simple and reliable structure, are easy to assemble and disassemble, and greatly improve the convenience of repairing or replacing the motor assembly 3 and reduction assembly 4. Specifically, the stator 3b of the motor assembly 3 is fixedly mounted on the circumferential inner wall of the motor housing body 1a1. One end of the main shaft 2 is rotatably supported on the reduction assembly housing end cover 1b2 via a third bearing 10. The other end of the main shaft 2 extends through the motor housing end cover 1a2, thereby driving the wheel hub 6 for rotation.

[0059] The motor assembly 3 includes a rotor 3a and a stator 3b adapted for the rotor 3a. The stator 3b surrounds the rotor 3a. Therefore, when power is applied to the motor assembly 3, the rotor 3a rotates under the action of the stator 3b. In this embodiment, the rotor 3a has a mounting cavity 3a1 extending along its central axis. The main shaft 2 is coaxially disposed within the mounting cavity 3a1. Most components of the frame clutch mechanism and the adaptive transmission sensor mechanism are housed within the mounting cavity 3a1. This fully utilizes the space within the motor, resulting in an extremely compact structure and a high degree of integration. This not only shortens the transmission path and improves transmission efficiency, but also facilitates overall layout.

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

[0061] In the adaptive transmission sensing mechanism, the end cam gear 5g is fixedly mounted on the main shaft 2 for synchronous rotation. Specifically, the end cam gear 5g and the main shaft 2 can be connected by an involute spline or by welding, or other common methods, as long as the end cam gear 5g and the main shaft 2 rotate synchronously. The end support ring 5e is mounted on the main shaft 2 for relative rotation but cannot move axially along the main shaft 2. The double end cam sleeve 5f and the intermediate support ring 5d are both mounted on the main shaft 2 for relative rotation and can move axially along the main shaft 2. The double end cam sleeve 5f and the intermediate support ring 5d are sequentially positioned between the end cam gear 5g and the end support ring 5e.

[0062] The intermediate support ring 5d has a radially extending first support plate 5d1. The inner clutch plate bracket 5b surrounds the first support plate 5d1. The outer circumference of the first support plate 5d1 is splined to the inner circumference of the inner clutch plate bracket 5b. A first elastic element group 5c1 is elastically supported between the inner clutch plate bracket 5b and the first support plate 5d1. A second elastic element group 5c2 is elastically supported between the first support plate 5d1 and the end support ring 5e. A first-stage driving gear 5j is synchronously mounted on the outer clutch plate bracket 5a. It should be noted that both the first elastic element group 5c1 and the second elastic element group 5c2 preferably utilize disc spring groups for durability, stability, and reliability.

[0063] Most importantly, the end faces of the double-end cam sleeve 5f, the end faces of the end cam gear 5g, and the adjacent end faces of the intermediate support ring 5d each form a first end cam pair a. Specifically, the end cam gear 5g forms the first end cam pair a with the adjacent end faces of the double-end cam sleeve 5f, and the end cam gear 5g forms the first end cam pair a with the adjacent end faces of the intermediate support ring 5d. When power is transmitted between the end cam gear 5g, the double-end cam sleeve 5f, and the intermediate support ring 5d, the first end cam pair a generates two force components, one in the axial direction and the other in the circumferential direction. The circumferential force component outputs power, while the axial force component opposes the axial preload and tends to overcome it. In other words, the rotational direction of the first end cam pair a is related to the direction of power output rotation. Based on the above description, those skilled in the art can determine which rotational direction of the axial cam pair can exert which axial force component, provided they know the power output direction. This will not be elaborated on here.

[0064] A duplex gear 5i is mounted on the end cam gear 5g, rotatably mounted relative to it. This duplex gear 5i and the adjacent end faces of the inner clutch plate support 5b form a second end cam pair b. Similar to the first end cam pair a, when power is transmitted between the duplex gear 5i and the inner clutch plate support 5b, the second end cam pair b generates two force components, axial and circumferential. The circumferential force component outputs power, while the axial force component opposes and tends to overcome the axial preload. In other words, the rotational direction of the second end cam pair b is related to the direction of power output. Based on the above description, those skilled in the art will be able to determine which direction of axial force is applied by the axial cam pair depending on the rotational direction of the axial cam pair, provided they know the power output direction. This will not be elaborated here.

[0065] In this embodiment, a limited mounting boss 2a is formed on the main shaft 2. A gap is left between the end surface of the intermediate support ring 5d, which is away from the double-end cam sleeve 5f, and the adjacent end surface of the limited mounting boss 2a. This allows the intermediate support ring 5d to have a certain translational distance under the action of the double-end cam sleeve 5f, while reliably limiting the maximum displacement of the intermediate support ring 5d. In addition, the end support ring 5e is relatively rotatably mounted on the limited mounting boss 2a.

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

[0067] In this embodiment, the stiffness coefficient of the second elastic element group 5c2 is greater than or equal to the stiffness coefficient of the first elastic element group 5c1. As a result, when the inner clutch plate bracket 5b is not affected by the resistance torque and is displaced away from the dual gear 5i, it has a tendency to be close to the outer clutch plate bracket 5a for combination, making the inner clutch plate bracket 5b and the outer clutch plate bracket 5a less likely to slip and better combined. In addition, the first elastic element group 5c1 cooperates with the second elastic element group 5c2 to unload more force, and will not cause frequent gear shifting due to rapid changes in driving resistance in a short period of time, thereby reducing the loss of the system caused by gear shifting.

[0068] The frame clutch mechanism comprises an outer clutch support 5a, which is synchronously mounted on the inner side of the rotor 3a for rotation, and an inner clutch support 5b, which is axially movable on the inner side of the outer clutch support 5a. Both the outer clutch support 5a and the inner clutch support 5b are annular in structure, with the rotation axis of the outer clutch support 5a coinciding with the rotation axis of the inner clutch support 5b. Specifically, the outer clutch support 5a and the inner clutch support 5b are coaxially arranged and located circumferentially outward of the inner clutch support 5b. The outer clutch support 5a has a fixed pressure plate 5a1, while the inner clutch support 5b has a movable pressure plate 5b1. The fixed and movable pressure plates 5a1 are arranged opposite each other. Therefore, when the inner clutch support 5b moves axially relative to the outer clutch support 5a, the movable pressure plate 5b1 moves closer to or further away from the fixed pressure plate 5a1.

[0069] Multiple radially inwardly extending outer friction plates 5p are axially slidably mounted on the outer clutch plate bracket 5a. Each outer friction plate 5p extends radially toward the inner clutch plate bracket 5b. Multiple radially outwardly extending inner friction plates 5o are axially slidably mounted on the inner clutch plate bracket 5b. Each inner friction plate 5o extends radially toward the outer friction plates 5p. The inner and outer friction plates 5o, 5p, are circular discs with a central hole. Each inner and outer friction plate 5o, 5p, is alternately positioned between a fixed pressure plate 5a1 and a movable pressure plate 5b1. In other words, the inner and outer friction plates 5o, 5p, are coaxially arranged. The outer and inner friction plates 5p, 5o, between two adjacent transfer synchronizing rings 5q form a clutch unit. Multiple clutch units are positioned between the movable pressure plate 5b1 and the fixed pressure plate 5a1.

[0070] 5a1 , and the outer clutch plate bracket 5a has a plurality of outer springs 5a and 5b, and the outer springs 5a and 5b are respectively provided with a plurality of springs 5a and 5b, respectively, which are respectively provided with ... 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 on the circumferential inner side of the corresponding outer friction plate 5p.

[0071] When the movable pressure plate 5b1 approaches the fixed pressure plate 5a1, it compresses the outer friction plates 5p and inner friction plates 5o, causing the outer elastic rings 5r and inner elastic rings 5s to deform under pressure. Simultaneously, each inner friction plate 5o abuts against its corresponding inner elastic ring 5s. At this point, power can be transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, creating a coupled state. With this design, when the movable pressure plate 5b1 moves away from the fixed pressure plate 5a1, each inner friction plate 5o simultaneously drives its corresponding inner elastic ring 5s to push against each inner friction plate 5o, causing each inner friction plate 5o to activate simultaneously. This, combined with the action of the outer elastic rings 5r and inner elastic rings 5s, allows the inner friction plates 5o and outer friction plates 5p to separate synchronously. 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 bounces off each outer friction plate 5p, and each inner friction plate 5o bounces 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 be no 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 inner friction plates 5o and outer friction plates 5p consistent, greatly reducing 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 cycle of the clutch, but it can also effectively reduce separation vibration and improve smoothness during separation. At this time, power is no longer transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, and they are in a disconnected state.

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

[0073] In this embodiment, the 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 evenly distributed along the circumference between the fixed pressure plate 5a1 and the fixed mounting plate 5a2, wherein the two ends of the rotor 3a are fixedly connected to the fixed pressure plate 5a1 and the fixed mounting plate 5a2 respectively.

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

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

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

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

[0078] Each of the splitter synchronizer rings 5q is an annular steel wire ring. The external splines 5b21 are recessed with steel wire locating grooves 5b22 that mate with each wire ring. The width of the steel wire locating grooves 5b22 is smaller than that of the inner elastic ring 5s, thereby preventing the inner elastic ring 5s from slipping and causing stagnation during separation. Furthermore, the steel wire locating grooves 5b22 are evenly distributed along the axial direction of the clutch plate mounting sleeve 5b2. Each steel wire ring is mounted in its corresponding steel wire locating groove 5b22, and the outer edge of each steel wire ring is no higher than the notch of the corresponding steel wire locating groove 5b22, thereby preventing the steel wire ring from interfering with the movement of the inner elastic ring 5s. The steel wire rings may have a gap that is welded closed after being inserted into the steel wire locating groove 5b22, or they may be left open.

[0079] Furthermore, one end of the clutch plate mounting sleeve 5b2 away from the movable pressure plate 5b1 extends radially inward to form a disc spring support plate 5b3, and 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. 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. The end of the inner bracket transmission sleeve 5b4 away from the movable pressure plate 5b1 and the adjacent end face of the duplex gear 5i constitute a second end face cam pair b to achieve cam surface matching.

[0080] At the same time, the inner end of the stationary pressure plate 5a1 is fixedly connected to an outer support transmission sleeve 5a5, which extends away from the movable pressure plate 5b1. This outer support transmission sleeve 5a5 is rotatably mounted on the inner support transmission sleeve 5b4, ensuring the stability and reliability of the installation of the outer clutch plate bracket 5a. Furthermore, the primary driving gear 5j is synchronously mounted on the outer support transmission sleeve 5a5. Specifically, the primary driving gear 5j is splined to the outer support transmission sleeve 5a5 and locked with a snap ring, providing a simple and reliable installation.

[0081] Furthermore, a spline ring 5d2 is formed along the axially extending outer edge of the first support plate 5d1. The outer circumferential wall of this spline ring 5d2 has external splines that mate with the internal splines on the clutch plate mounting sleeve 5b2. This design extends the mating length between the spline ring 5d2 and the clutch plate mounting sleeve 5b2, improving the stability and reliability of the mating.

[0082] In this embodiment, both sides of the outer friction plate 5p have a smooth surface, while both sides of the inner friction plate 5o have an inner friction material layer 5o2. The outer surface of the inner friction material layer 5o2 is recessed to form a grid-like inner oil passage 5o3. This design allows lubricating oil to flow efficiently through the inner oil passage 5o3, distributing it more evenly across the outer friction plate 5p and inner friction material layer 5o2. This cools, reduces wear, and cleans the outer friction plate 5p and inner friction material layer 5o2. It also balances the air pressure between the outer friction plate 5p and inner friction plate 5o, achieving better vibration absorption and damping, and enhancing smoothness during separation and engagement.

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

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

[0085] The two-wheeled wheel core-driven clutch plate integrated adaptive automatic transmission electric drive system also includes a wheel hub 6 and a drive sleeve 7. The main shaft 2 passes through the housing 2 and is fitted with the drive sleeve 7. The wheel hub 6 is coaxially fixed to the drive sleeve 7 via multiple bolts. Therefore, the main shaft 2 can drive the drive sleeve 7 to rotate synchronously with it, and the drive sleeve 7 can drive the wheel hub 6 to rotate synchronously with it. The tire is mounted on the wheel hub 6 and can be either pneumatic or solid.

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

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

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

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

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

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

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

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

[0094] In the low-speed gear power transmission route, the axial force generated by the first end cam pair a continues to act on the second elastic element group 5c2, and at the same time, the axial force of the second end cam pair b acts on the inner clutch plate bracket 5b, and the direction of the force is opposite to the axial preload force of the first elastic element group 5c1 (that is, in the direction of clutch separation). That is, in the slow-speed gear power transmission process, the slow-speed 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-speed gear power transmission process.

[0095] As can be seen from the above transmission route, 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, forming an automatic speed change mechanism that maintains a certain pressure to achieve the transmission purpose. At this time, the overrunning clutch 4d is in the overrunning state.

[0096] When the vehicle starts, the resistance is greater than the driving force, forcing the first end cam pair a to generate axial displacement. This compresses the second elastic element group 5c2 through the first end cam pair a, releasing the first elastic element group 5c1 and disengaging the clutch (i.e., the inner friction plates 5o and outer friction plates 5p separate). This automatically enables low-speed starting, shortening starting time and reducing starting force. Simultaneously, the second elastic element group 5c2 absorbs the energy of the kinetic resistance torque, storing potential energy for restoring power to the fast gear.

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

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

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

Claims

1. A two-wheeled wheel core drive clutch plate integrated adaptive automatic speed change electric drive system, comprising a housing and a main shaft, a motor assembly, a reduction assembly, a frame clutch plate mechanism, and an adaptive transmission sensor mechanism, all disposed within the housing. The motor assembly comprises a rotor and a stator adapted to the rotor, the stator being fixedly mounted to the housing and surrounding the rotor. The rotor has a mounting cavity extending along its central axis. The main shaft is coaxially disposed within the mounting cavity, with one end of the main shaft extending outwardly from the housing. The system is characterized in that: The frame clutch plate mechanism includes an outer clutch plate bracket mounted on the inner side of the rotor for synchronous rotation and an inner clutch plate bracket mounted on the inner side of the outer clutch plate bracket for axial movement. The outer clutch plate bracket is axially slidable and has multiple outer friction plates extending radially inward. The inner clutch plate bracket is axially slidable and has 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. A transfer synchronous retaining ring corresponding to each inner friction plate is fixedly mounted on the inner clutch plate bracket. Each transfer synchronous retaining ring is respectively The outer friction plate and the inner friction plate 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 the two adjacent transfer 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 outside 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 inside of the corresponding outer friction plate; The adaptive transmission sensing mechanism includes an end cam gear, a double-end cam sleeve, an intermediate support ring and an end support ring which are sequentially arranged on the main shaft along the axial direction. The end cam gear is fixedly sleeved on the main shaft in synchronous rotation. The double-end cam sleeve, the intermediate support ring and the end support ring can all be sleeved on the main shaft in relative rotation and can move axially along the main shaft. The end faces of the double-end cam sleeve and the adjacent end faces of the end cam gear and the intermediate support ring respectively form a first end cam pair. A double gear is sleeved on the end cam gear in relative rotation. The double gear is sleeved on the adjacent end faces of the inner clutch plate bracket. A second end face cam pair is formed between the middle supporting ring, the middle supporting ring has a radially extending first supporting plate, the inner clutch plate bracket surrounds the first supporting plate, the outer circumference of the first supporting plate is spline-matched with the inner circumference of the inner clutch plate bracket, a first elastic element group is elastically supported between the inner clutch plate bracket and the first supporting plate, a second elastic element group is elastically supported between the first supporting plate and the end supporting ring, the first elastic element group and the second elastic element group are used to drive the inner clutch plate bracket to press each inner friction plate and each outer friction plate, and a first-stage driving gear is synchronously rotated on the outer clutch plate bracket; The reduction assembly includes a countershaft and a gear shaft both parallel to the main shaft, a primary driven gear sleeved on the countershaft in synchronous rotation, an overrunning clutch sleeved on the countershaft, and a primary driven gear and a secondary driving gear both integrally formed on the gear shaft, the primary driving gear meshing with the primary driven gear, the secondary driving gear being integrally formed on the outer ring of the overrunning clutch, the duplex gear having a secondary driven gear meshing with the secondary driving gear and a primary driving gear meshing with the primary driven gear, and the secondary driving gear meshing with the end face cam gear; 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 circumferentially between the fixed pressure plate and the fixed mounting plate, and a sliding gap is left between the fixed mounting plate and the adjacent outer friction plate, and both ends of each sliding support rod are locked on the fixed pressure plate and the fixed mounting plate by bolts, and the outer friction plate is provided with a friction plate mounting hole that cooperates with the shaft hole of each sliding support rod, and the inner edge of the outer elastic ring is recessed to form an elastic ring groove that slides with each sliding support rod, so that each outer friction plate and each outer elastic ring can move axially along all the sliding support rods.

2. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 1, characterized in that: The fixing pressure plate is recessed on one side near the fixed mounting plate to form a first positioning groove adapted for each sliding support rod, and the bottom of the first positioning groove is coaxially provided with a first bolt through-hole, and the fixing mounting plate is recessed on one side near the fixed pressure plate to form a second positioning groove adapted for each sliding support rod, and the bottom of the second positioning groove is coaxially provided with a second bolt through-hole, and the two ends of the sliding support rod are respectively provided with a first threaded hole and a second threaded hole. After the two ends of each sliding support rod are embedded in the corresponding first positioning groove and second positioning groove, the first bolt through-hole and the first threaded hole and the second bolt through-hole and the second threaded hole are connected, and are respectively locked by corresponding bolts, so that the fixed pressure plate, the fixed mounting plate and the sliding support rods form a frame structure.

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

4. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 3, characterized in that: The clutch plate mounting sleeve extends radially inward at one end away from the movable pressure plate to form a disc spring support plate, and the first elastic element group is supported on the disc spring support plate at one end away from the first support plate. The inner end of the disc spring support plate extends axially in a direction away from the movable pressure plate to form an inner bracket transmission sleeve, and the inner bracket transmission sleeve and the adjacent end faces of the duplex gear constitute the second end face cam pair, and the inner end of the fixed pressure plate is fixedly connected to an outer bracket transmission sleeve extending in a direction away from the movable pressure plate, and the outer bracket transmission sleeve can be relatively rotatably mounted on the inner bracket transmission sleeve, and the first-stage driving gear is synchronously rotatably mounted on the outer bracket transmission sleeve.

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

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

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

8. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to any one of claims 1 to 7, characterized in that: It also includes a wheel hub and a driving sleeve. The driving sleeve is sleeved on the main shaft after the main shaft passes through the box body. The wheel hub is coaxially fixed to the driving sleeve through a plurality of bolts.

9. The two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system according to claim 8, characterized in that: It also includes a first flat fork connecting bracket, which is installed on one end of the main shaft passing through the drive sleeve through at least one second bearing. One end of the first flat fork connecting bracket has a first flat fork connecting seat, and the box body is integrally formed with a second flat fork connecting seat. The first flat fork connecting seat and the second flat fork connecting seat are arranged opposite to each other on both sides of the rim of the wheel hub.

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