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

Abstract

The application discloses a kind of clutch plate type intermediate power input double-acting force adaptive variable speed electric drive system, the inner ring of friction plate clutch is transmitted to the position of transmission shaft sleeve between first elastic member and second elastic member, with the advantages of double-acting force adaptive variable speed electric drive system, adopt two groups of variable speed elastic member, make full use of traction and travel resistance two attributes, realize gear shifting and keep corresponding gear travel under set condition, transmit two different power outputs, meet the requirements of vehicle acceleration, climbing and high-speed travel of multiple complex working conditions;At the same time, the node position between the two elastic members is used as power output, which avoids the interference of power output, travel resistance and traction acting on elastic member, and makes the target of travel resistance and traction acting on elastic member more clear, so as to not only save the layout space of components, avoid the jamming and delay in gear shifting process, make the gear shifting of variable speed system sensitive and not feel jerky, so as to ensure the power transmission efficiency of variable speed system.

Description

Technical Field

[0001] This invention relates to a motor vehicle transmission, and more particularly to a clutch-plate type intermediate power input dual-force adaptive transmission electric drive system. Background Technology

[0002] The operation of electric vehicles primarily depends on the electric drive system. This system, which deeply integrates mechanical and electric power components, is the core component for driving and provides all the necessary power. The electric drive system mainly consists of four parts: the drive motor, the transmission, the power converter, and the controller. Its performance and efficiency directly affect the electric vehicle's power, economy, and comfort. The size and weight of the drive motor and transmission also affect the overall efficiency of the electric vehicle. The power converter and controller are crucial for the safe and reliable operation of the electric vehicle.

[0003] While an electric drive system with only a reduction gear transmission allows for a direct and smooth torque output from the electric motor, it cannot simultaneously achieve the power and fuel economy of a pure electric vehicle. This is because the drive motor often operates at its highest efficiency point during driving, especially at maximum or minimum speeds and under low load conditions. Due to the large reduction gear ratio, there is no room for further speed increases after reaching the speed limit, causing the electric vehicle to operate at a relatively high critical speed during cruising. Speed ​​is constrained, and efficiency typically drops below 60-70%, resulting in significant power loss, poor high-speed fuel economy, and poor vehicle performance, fuel economy, and comfort. This also severely wastes onboard electrical energy and reduces driving range. Furthermore, an electric drive system with only a reduction gear transmission structure is not conducive to the use of high-efficiency, lightweight drive motors.

[0004] Compared to a purely geared drive system, an electric drive system equipped with a gearbox experiences less power output loss. It provides higher drive torque in the constant torque range and higher speed in the constant power range, achieving high torque and high efficiency under low-speed, heavy-load conditions. Furthermore, it allows for selection of the electric motor's power delivery timing, optimizing the drive motor's power output efficiency, enhancing sustained acceleration performance, and providing a broader high-efficiency platform. This fully meets the requirements of various complex operating conditions, including vehicle acceleration, hill climbing, and high-speed driving, significantly improving power, economy, and comfort. It also offers numerous advantages that are difficult to achieve with a purely geared drive system, such as reduced manufacturing and operating costs, smaller battery capacity, weight reduction, and smaller overall size and weight.

[0005] As products are upgraded and replaced, users are less concerned about performance, efficiency, and range, and less sensitive to weight and cost. Matching variable-speed transmissions should be the future development trend of electric motorcycle transmission systems.

[0006] From 2013 to 2019, several patent documents were published, such as Chinese Patent (ZL 201310389721, title: Multi-cam Adaptive Multi-gear Automatic Transmission, etc.), which discloses various transmission systems using conical friction pairs combined with preload control. This system utilizes the power output of the motor and the properties of driving resistance, through a friction transmission component, an end-face cam clutch mechanism, and an overrunning clutch to change the transmission route, adaptively selecting high or low gears according to the load. The outer surface of the friction transmission component is designed as a conical shape, and the inner ring of the friction ring is constructed as a conical hole structure matching the conical surface. An elastic element located at the right end of the friction transmission component pushes the friction transmission component into the conical hole, achieving power engagement. The end-face cam located at the left end of the friction transmission component, under load, pushes the friction transmission component away from the conical hole, achieving power disengagement. In the end-face cam clutch mechanism described in this document, the part responsible for performing engagement and disengagement consists of the friction transmission component and the elastic element.

[0007] This transmission system breaks through the traditional transmission structure of electric vehicles, but it still has many technical problems:

[0008] 1. In the adaptive cam clutch mechanism, when the load transmitted by the friction pair transmission is equal to or less than the transmitted torque, after the friction pair transmission mechanism components separate, the traction force and driving resistance, which are relative and interact with each other, are converted into a combined axial pressure in the same direction through the transmission mechanism. This pressure is applied to the elastic element disc spring. After the elastic element disc spring is axially compressed, the elastic element's characteristics will cause the elastic force to increase in the opposite direction, while simultaneously pushing back the moving components in the friction pair transmission mechanism. The friction pair may stick together for a short time, making it difficult for the friction pair transmission mechanism to achieve rapid separation and engagement. This will accelerate the wear of the friction pair, leading to uneven shifting and affecting the service life of the friction pair transmission mechanism. In particular, when the relative interaction between the traction force and driving resistance of the friction transmission components increases to be equal to or greater than the transmitted torque limit, the reverse elastic push-back is more prominent. 1. There are engineering and structural problems related to how to reduce the reverse rebound caused by the increased elastic force after the elastic element is compressed; 2. The sequential layout of the friction pair transmission mechanism and the elastic element results in a large space occupation, low power transmission, and low efficiency; 3. The mechanism is complex due to the lack of a transfer mechanism, which is not conducive to lightweighting and integration; 4. The process of calibrating the clutch transmission torque and speed of the friction pair transmission mechanism and the unloading of the motor's high-efficiency power target is complex and time-consuming; 5. The friction transmission components lack a mechanism to adapt to the instantaneous and repeated locking under bumpy or washboard roads; 6. The mechanism has engineering problems such as timely synchronous control by the controller.

[0009] Therefore, to solve the above problems, the inventors of this patent have improved the aforementioned transmission mechanism by using two sets of transmission elastic elements. In fast gear transmission, the driving resistance acts on the cam pair to push the second set of elastic elements to release the first set of elastic elements (or simultaneously compress the first set of elastic elements), thus disengaging the clutch. In slow gear transmission, the traction force is used to compress the first and second sets of elastic elements (disc springs) through the low-speed cam pair, keeping the clutch disengaged. This fully utilizes the combined effects of traction force and driving resistance. By adopting a friction pair transmission mechanism calibration and adjustment scheme for the transmission load limit, and by abandoning numerous energy-consuming mechanisms, actuators, sensors, and complex algorithms, the transmission mechanism achieves smooth and gentle separation and engagement, transmitting two different power outputs to meet the requirements of various complex operating conditions such as vehicle acceleration, hill climbing, and high-speed driving.

[0010] However, during testing of the above-mentioned solution, the inventors discovered that the node position where power is transmitted from the inner ring of the clutch to the transmission shaft sleeve has a complex structure and occupies a large space. Furthermore, both driving resistance and traction force need to pass through this power transmission position to reach the second set of elastic elements, causing interference between the power transmission route and the driving resistance and low-speed traction force. As a result, jamming and delays occur during gear shifting, leading to unresponsive gear shifting and a jerky feeling in the transmission system. At the same time, for friction plate clutches, power transmission is located at the end, and the torque transmission between the inner and outer rings is also concentrated near the end. Consequently, torque may not even be transmitted to the friction plates far from the end, resulting in uneven force on the friction plates. For transmission systems in this field, long-term use will affect gear shifting and severely impact power transmission efficiency.

[0011] The aforementioned automatic transmission devices applicable to electric vehicles need to be improved to save space and avoid interference between the power transmission path and driving resistance and low-speed traction. Therefore, it is necessary to avoid jamming and delay during gear shifting, so that the transmission system can shift gears sensitively without any jerking. At the same time, for friction plate clutches, it is desirable for all friction plates to transmit torque evenly, ensuring long-term use of the system and improving transmission efficiency. Summary of the Invention

[0012] In view of this, the purpose of the present invention is to provide a clutch-plate type intermediate power input dual-force adaptive transmission electric drive system, which saves space and avoids interference between the power transmission route and driving resistance and low-speed traction force. Therefore, it avoids jamming and delay during gear shifting, making the transmission system shift sensitively without any jerking.

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

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

[0015] The friction plate clutch forms a transmission between the inner ring and the drive shaft sleeve or / and the drive shaft sleeve itself or / and the drive shaft sleeve and the power output shaft through at least one first axial cam pair.

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

[0017] The low-speed transmission mechanism includes a low-speed shaft and an overrunning clutch disposed on the low-speed shaft. The drive motor simultaneously transmits power to the low-speed shaft. The low-speed shaft establishes a power transmission relationship with the inner ring of the friction plate clutch through the overrunning clutch via a second axial cam pair.

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

[0019] Furthermore, it also includes an end-shift mechanism and a power output component. The end-shift mechanism is used to receive the output power from the power output shaft and transmit it to the power output component. The power output component is located between the transmission system and the end-shift mechanism to form a central drive structure.

[0020] Furthermore, it also includes a main housing and a secondary housing. The drive motor and transmission system are located in the main housing, and the end transmission mechanism is located in the secondary housing. The power output shaft extends from the main housing into the secondary housing and transmits power to the end transmission mechanism.

[0021] It also includes a power output shaft sleeve for receiving the output power of the end gear transmission mechanism and transmitting it to the power output component. The power output shaft sleeve is rotatably fitted onto the power output shaft and its two ends extend into the main housing and the auxiliary housing respectively, forming a rotational support between the main housing and the auxiliary housing.

[0022] Furthermore, the end-speed transmission mechanism includes a first-stage reduction gear set and a second-stage reduction gear set. The first-stage reduction gear set includes a first-stage driving reduction gear and a first-stage driven reduction gear meshing with the first-stage driving reduction gear. The second-stage reduction gear set includes a second-stage driving reduction gear and a second-stage driven reduction gear meshing with the second-stage driving reduction gear.

[0023] The primary active reduction gear is driven and fitted on the power output shaft, and the primary driven reduction gear is driven and fitted with the secondary active reduction gear; the secondary driven reduction gear is driven and fitted with the power output shaft sleeve or is integrally formed, and the power output shaft sleeve is driven and fitted with the power output component or is integrally formed.

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

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

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

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

[0028] The low-speed transmission mechanism further includes a low-speed intermediate drive gear, a low-speed intermediate driven gear, and a low-speed driven gear; the outer ring of the friction plate clutch is in transmission engagement with the low-speed intermediate drive gear, the low-speed intermediate drive gear meshes with the low-speed intermediate driven gear, the low-speed intermediate driven gear is in transmission engagement with the low-speed shaft, the inner ring of the overrunning clutch is in transmission engagement with the low-speed shaft, and the outer ring of the overrunning clutch, as the low-speed drive gear, is in transmission engagement with the low-speed transmission shaft sleeve through the low-speed driven gear.

[0029] Furthermore, the drive shaft sleeve extends into the inner ring to form an inner extension section, and the outer surface of the inner extension section is provided with radial protrusions. The first elastic element and the second elastic element are respectively set with preload and are arranged on both sides of the radial protrusions in the axial direction. The inner ring of the friction plate clutch is located near the axial center and transmits power to the drive shaft sleeve through the radial protrusions between the first elastic element and the second elastic element.

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

[0031] Furthermore, the adjacent driving friction plates of the friction plate clutch are connected by a first elastic pad to form an elastic preload; the driven friction plates are axially limited by an elastic clip, and the driven friction plates are also connected by a second elastic pad to form an elastic preload.

[0032] The beneficial effects of this invention are as follows: The clutch-plate type intermediate power input dual-force adaptive transmission electric drive system of this invention has all the advantages of a dual-force adaptive transmission electric drive system. It adopts two sets of transmission elastic elements, making full use of the dual attributes of traction force and driving resistance to achieve gear shifting and maintain the corresponding gear under set conditions, transmitting two different power outputs to meet the requirements of various complex working conditions such as vehicle acceleration, climbing, and high-speed driving. At the same time, by using the node position between the two sets of elastic elements as the power output node, interference between the power output and the driving resistance and traction force acting on the elastic elements is avoided, and the target of the driving resistance and traction force acting on the elastic elements is more clearly defined. This not only saves component layout space and avoids jamming and delay during gear shifting, but also makes the transmission system shift sensitively without any jerking, thereby ensuring the power transmission efficiency of the transmission system. Furthermore, this structure allows the node for transmitting power to be located near the axial center of the inner ring, with torque transmitted from the middle, so that all friction plates can participate in the transmission of torque evenly, ensuring long-term use of the system and improving transmission efficiency. Attached Figure Description

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

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

[0035] Figure 2 for Figure 1 Enlarged view of point A;

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

[0037] Figure 4 This is a schematic diagram of the mounting structure of the active friction plate in a friction plate clutch.

[0038] Figure 5 This is a schematic diagram of the structure of the first elastic pad. Detailed Implementation

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

[0040] The transmission system includes a power output shaft 1, a main transmission mechanism, and a low-speed transmission mechanism. The main transmission mechanism includes a friction plate clutch and a transmission shaft sleeve 6 fitted over the power output shaft 1. The drive motor inputs power to the outer ring of the friction plate clutch, and the inner ring of the friction plate clutch transmits power to the transmission shaft sleeve 6. The transmission shaft sleeve 6, fitted over the power output shaft, transmits power to the power output shaft and outputs it. In this embodiment, the power is transmitted to the power output component 2 (in this embodiment, it is a wheel hub, but it can also be a gear, pulley, or other existing mechanical transmission mechanism). The way the power output shaft outputs power can be achieved through a reasonable mechanical layout. Power can be transmitted over long distances through a series of mechanical transmission pairs to form a front-engine or mid-engine rear-drive structure, or it can be directly transmitted for front-drive or rear-drive, which will not be elaborated here. The outer and inner rings of the friction plate clutch are driven by active and driven friction plates, which is a transmission method of the prior art, and will not be elaborated here.

[0041] The inner ring of the friction plate clutch is connected to the transmission shaft sleeve 6, or / and the transmission shaft sleeve 6 itself, or / and the transmission shaft sleeve 6 and the power output shaft 1, through at least one first axial cam pair. The transmission shaft sleeve 6 itself can be a segmented structure, and the segments are connected by one or more first axial cam pairs 601. The arrangement of multiple cam pairs can make the speed change transmission smoother and more stable. Of course, in this embodiment, the transmission shaft sleeve itself is connected by one or more first axial cam pairs 601. The transmission shaft sleeve 6 and the power output shaft 1 can also be connected by one first axial cam pair 601 (the first axial cam pair 601 is generally a helical cam pair). Of course, the transmission shaft sleeve 6 and the power output shaft 1 can also be connected by a straight spline transmission (axial limit is required), which can also achieve the purpose of the invention.

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

[0043] The low-speed transmission mechanism includes a low-speed shaft 24 and an overrunning clutch 25 disposed on the low-speed shaft. The drive motor simultaneously transmits power to the low-speed shaft 24. The low-speed shaft 24 establishes a power transmission relationship with the driven member of the friction plate clutch through the overrunning clutch and the second axial cam pair 401. That is, in low-speed transmission, the low-speed shaft 24 transmits power to the driven member of the friction plate clutch through the second axial cam pair 401. When power is transmitted only through the main transmission mechanism, after the transmission ratio setting of the low-speed transmission mechanism, the power output from the inner ring of the friction plate clutch is transmitted in the reverse direction through the second axial cam pair 401 (the reverse direction of the second axial cam pair 401 can be a meshing transmission) to the speed of the low-speed shaft 24, causing the overrunning clutch 25 to overrun, thereby avoiding transmission interference. When the resistance reaches a set value, The axial component force generated by the first axial cam pair 601 overcomes the axial preload, causing the friction plate clutch to disengage. Power is transmitted through the overrunning clutch to the low gear shaft, then to the second axial cam pair 401, and subsequently to the inner ring of the friction plate clutch, and finally to the drive shaft sleeve 6, outputting slow gear power. Thus, during slow gear transmission, the second axial cam transmits the traction force from the slow gear, and the resulting axial component force acts on the friction plate clutch to overcome the preload. The axial component force generated by the reaction of the driving resistance during the power transmission of the first axial cam pair 601 also helps to overcome the preload. Therefore, the traction force and driving resistance work together to overcome the preload, resulting in better reliability and avoiding the problem of repeated engagement and disengagement of the friction plate clutch, making it suitable for driving on roads with poor conditions.

[0044] The axial preload is applied by elastic elements, including a first elastic element 10 and a second elastic element 18. The first elastic element 10 applies the axial preload to the friction plate clutch, and the second elastic element 18 applies a preload to the transmission shaft sleeve 6, while the preload acts on the first elastic element 10 as the basis for applying the preload of the first elastic element 10. The position where the inner ring of the friction plate clutch transmits power to the transmission shaft sleeve is located between the first and second elastic elements. As shown in the figure, the first elastic element 10 directly applies a leftward preload to the inner ring 19 of the friction plate clutch, causing the clutch to engage and transmit power; the second elastic element... 18. A leftward preload is applied to the drive shaft sleeve 6 (which has a corresponding structure, such as an annular protrusion), and simultaneously, the drive shaft sleeve 6 acts on the first elastic element 10, forming a stepped linkage structure. In this structure, when the driving resistance reaches a set value, the right end of the drive shaft sleeve 6 moves to the right to compress the second elastic element 18 through the action of the first axial cam pair 601, while simultaneously releasing the first elastic element 10, and the friction plate clutch disengages. Of course, the first axial cam pair 601 can also be set between the drive shaft sleeve 6 and the inner ring, thereby directly compressing the first elastic element 10 at the same time. Due to the compression of the second elastic element, the first elastic element moves to the right as a whole, making... Friction plate clutches disengage, simultaneously compressing and releasing, offering sensitive response, but the force transmission path is not clearly defined. This structure utilizes two elastic elements to achieve clutch engagement and disengagement, ensuring that the axial force generated by driving resistance primarily acts on a portion of the elastic elements. Disengagement is achieved through a release mechanism, and the stepped, progressive elastic preload buffers the repeated compression of the elastic elements caused by unstable driving resistance on uneven road surfaces, thus reducing the possibility of repeated clutch engagement and disengagement. As shown in the figure, the inner ring 19 of the friction plate clutch transmits power to the drive shaft sleeve 6 between the first and second elastic elements. The power transmission node is located on the travel resistance return path and the traction force transmission path. This means that the traction force acting on the inner ring must first pass through the power transmission node, while the travel resistance force must pass through the power transmission node and travel a long distance to act on the second elastic element. As a result, the power transmission node interferes with the dual forces, preventing them from acting directly on the first and second elastic elements, thus resulting in low sensitivity. The power transmission node setting of this invention essentially eliminates the jamming and delay caused by the structural design during gear shifting, making the transmission system shift sensitively without any jerking, thereby ensuring the power transmission efficiency of the transmission system.

[0045] In this embodiment, the inner ring 19 of the friction plate clutch and the transmission shaft sleeve 6 are located between the first elastic element and the second elastic element, and the component force of the axial cam pair acts on the second elastic element at this position, avoiding the position where the slow gear traction force acts on the inner ring. The transmission engagement between the inner ring 19 of the friction plate clutch and the transmission shaft sleeve 6 can be achieved through a spline transmission engagement that can slide axially, or through the aforementioned first axial cam pair transmission engagement (which can be a helical cam pair), both of which can achieve the purpose of the invention. The axial cam pair is a pair of axial cams (including end face cams or helical cams) that cooperate with each other. When the transmission shaft sleeve transmits power, the first axial cam pair 601 generates two components of force in the axial and circumferential directions. The circumferential component outputs power, and the axial component is opposite to the axial preload and has the tendency to overcome the axial preload. That is to say, the rotation direction of the axial cam pair (including the second axial cam pair described below) is related to the direction of power output rotation. Based on the above description, those skilled in the art can know which rotation direction of the axial cam pair can apply which direction of axial component force, given the direction of power output. This will not be elaborated further here.

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

[0047] As shown in the figure, the low-speed transmission mechanism also includes a low-speed intermediate drive gear 25, a low-speed intermediate driven gear 9, and a low-speed driven gear 4. The outer ring of the friction plate clutch is in transmission engagement with the low-speed intermediate drive gear 25, the low-speed intermediate drive gear 25 meshes with the low-speed intermediate driven gear 9, the low-speed intermediate driven gear 9 is in transmission engagement with the low-speed shaft 24, the inner ring of the overrunning clutch is in transmission engagement with the low-speed shaft, and the outer ring of the overrunning clutch 36 serves as the low-speed drive gear and meshes with the low-speed driven gear 4. Of course, this outer ring is an external gear ring structure, which will not be described in detail here. The low-speed driven gear 3 is in transmission engagement with the low-speed transmission shaft sleeve 4 (in this embodiment, it is integrally formed). The overall structure is simple and compact, and the transmission route is clear and distinct. The transmission engagement between the gears and shafts can be achieved through general transmission engagement structures, such as key connections or integral forming, which will not be described in detail here.

[0048] In this embodiment, the outer ring of the friction plate clutch includes a first bracket 20, a second bracket 20a, and a support column 17. Multiple support columns 17 are distributed circumferentially and fixedly connected between the first bracket 20 and the second bracket 20a. The active friction plate 14 of the friction plate clutch passes through the support column. In this structure, the detachable connection of the support column 17 to the first bracket 20 and the second bracket 20a allows for an adjustable length of the entire outer ring. Different support column lengths can be used to set different numbers of active friction plates 14 according to different needs. The active friction plate 14 passing through the support column ensures stable and uniform movement of the active friction plate, making it more suitable for the transmission system of this invention and ensuring the sensitivity of the transmission. Simultaneously, the adjustable length provides sufficient assembly space for the two sets of elastic elements and is suitable for applying preload to longer elastic elements.

[0049] The inner ring of the friction plate clutch is a hollow cylindrical structure; the first elastic element 10 and the second elastic element 18 are located inside the hollow inner ring; as shown in the figure, the power output shaft 1 runs through the drive system of the present invention from left to right, forming a supporting base, and the transmission mechanism (the first and second elastic elements and part of the transmission shaft sleeve) is located in the space formed by the inner ring 19; the drive motor includes a motor stator 22 and a motor rotor 23, which is an inner rotor structure, as shown in the figure. The rotor of the drive motor is a hollow structure, and the friction plate clutch is located inside the hollow structure of the rotor. The first bracket and the second bracket are respectively fixedly connected to the two axial ends of the rotor to form a transmission fit; this structure makes the electric drive system compact overall, occupying less space during use. The hollow inner ring 19 can transmit a large torque and is used to install some components, so that the structure of the clutch and the transmission mechanism is deeply optimized, forming partial or complete containment and high integration, with smooth and natural cooperation and no operational interference, ensuring that the transmission mechanism works efficiently under all working conditions and comprehensive road conditions.

[0050] As shown in the figure, the first bracket extends outward (e.g.) Figure 1 As shown, the first bushing segment extends to the left (relative to the clutch) and the second bracket extends to the right (as shown) to form the second bushing segment. The low-speed transmission bushing 4 is rotatably fitted onto the transmission bushing 6. The first bushing segment is rotatably fitted onto the low-speed transmission bushing 4, and the low-speed intermediate drive gear 25 is rotatably fitted onto the first bushing segment. As shown, the inner ring 19 is necked to form an inner ring bushing and engages with the low-speed transmission bushing 4 through a second axial cam pair 401. The inner ring bushing and the low-speed transmission bushing 4 are rotatably fitted onto the transmission bushing 6. In the above structure, each bushing is fitted into the inner ring in sequence and rotates or engages as needed. It has good support stability and a simple and compact structure. It can be achieved through a simple mechanical connection, which will not be elaborated here.

[0051] The second bushing section is rotatably supported by the power output shaft 1 and the main housing 27, such as Figure 1As shown, the second bushing extends to the right (based on the left and right of the structure shown in the diagram) to form a predetermined shape, creating a stepped necking structure between the axial direction and the second bracket. The predetermined part of the outer circle is supported by a bearing on the end cover of the main housing 1, while the predetermined part of the inner circle is supported on the power output shaft 1. Of course, the support on the power output shaft 1 generally requires an intermediate component. As shown in the diagram, the inner circle is supported on the power output shaft 1 by a bearing and a bearing support, forming a support structure. The overall structure is stable and will not be elaborated further here. The structure of the bearing support is adapted to the structure of the power output shaft 1, the second bushing, and other components. The bearing support and the power output shaft 1 can be fixed in the circumferential direction, for example... Stable support is achieved through a spline structure, which will not be elaborated further here. Simultaneously, both the first and second supports are locally fabricated as bushing structures, ultimately forming direct and indirect support from the main housing and the power output shaft. This transfers the additional bending moment generated by the torque to the housing, enabling the transmission of large torques without bending deformation. This significantly reduces the component size under the same load-bearing capacity conditions, adapting to the hollow structure of the clutch. It achieves high torque, high speed, and lightweight specifications, while also ensuring good smoothness and low noise at high speeds. This structure guarantees the compactness of the overall drive system structure, facilitating a lightweight overall layout of the drive system.

[0052] In this embodiment, the transmission shaft sleeve 6 extends into the inner ring 19 to form an inner extension section. The outer surface of the inner extension section is provided with a radial protrusion 16. The first elastic element and the second elastic element are respectively set with a preload and are arranged on both sides of the radial protrusion 16. The inner ring 19 of the friction plate clutch is located near the axial center and transmits power to the transmission shaft sleeve through the radial protrusion 16 between the first elastic element 10 and the second elastic element 18. As shown in the figure, the radial protrusion 16 is an annular protrusion used to separate the first elastic element 10 and the second elastic element 18. One end of the first elastic element abuts against the annular protrusion, and the other end abuts against the preload limiting shoulder formed by the necking of the inner ring 19. One end of the second elastic element abuts against the annular protrusion, and the other end abuts against a retaining ring 21 sleeved on the main shaft, forming a complete speed change elastic mechanism.

[0053] In this embodiment, the first elastic element 10 and the second elastic element 18 are respectively the first and second transmission disc springs. The first transmission disc spring is sleeved on the inner extension section of the transmission shaft sleeve, and the second transmission disc spring is also sleeved on the inner extension section of the transmission shaft sleeve. Of course, the inner extension section can also end with the radial protrusion 16, and the second transmission disc spring can directly abut against the radial protrusion 16, which will not be elaborated here. The inner circle of the inner ring 19 is provided with an inwardly protruding limiting shoulder. The limiting shoulder is used to block the radial protrusion on the outer surface of the inner extension section in the direction of the first elastic element at a set position. As shown in the figure, the limiting shoulder forms a radially inward step to block the annular protrusion, so as to ensure that the first elastic element 10 can withstand the pressure of the second elastic element 18 to a limited extent, and can conveniently set the preload of the second elastic element. At the same time, the preload can be applied in a stepwise manner, and the axial preload can be smoothly released when the driving resistance reaches the set value.

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

[0055] The driven friction plate is axially limited by an elastic clip, and the driven friction plates are also connected by a second elastic pad 13a to form an elastic preload. Similarly, when the driven friction plate 12 is compressed, it overcomes the elastic force of the elastic ring and engages with the driving friction plate for transmission. When the pressure is released, the elasticity of the second elastic pad 13a allows the driven friction plate 12 to return to its original position quickly and evenly, completing the shifting operation. At the same time, it avoids some friction plates being in a semi-friction state, which would affect efficiency. Meanwhile, the driven friction plate 12 is axially limited by an elastic retaining ring 15. Figure 2 As shown, the cross-section of the elastic retaining ring 15 can be rectangular, circular, etc., and it is installed in the mounting groove corresponding to the inner ring 19 to limit the driven friction piece 12, so as to ensure that the movement of the inner ring 19 can drive the driven friction piece to move more flexibly and smoothly, and complete the engagement and separation smoothly.

[0056] In this embodiment, an end-gear mechanism and a power output component 2 are also included. The end-gear mechanism is used to receive the output power from the power output shaft and transmit it to the power output component. The power output component 2 is located between the transmission system and the end-gear mechanism to form a central drive structure for outputting power. As shown in the figure, the structure of the power output component 2 located between the transmission system and the end-gear mechanism is suitable for the drive mechanism of a two-wheeled vehicle, ensuring the overall balance of the drive system and the compactness of the structure.

[0057] In this embodiment, a main housing 27 and a secondary housing 27a are also included. The drive motor and transmission system are located in the main housing 27, and the end transmission mechanism is located in the secondary housing 27a. The power output shaft extends from the main housing 27 into the secondary housing 27a and transmits power to the end transmission mechanism.

[0058] It also includes a power output shaft sleeve 28 for receiving the output power of the end gear transmission mechanism and transmitting it to the power output component. The power output shaft sleeve 28 is rotatably fitted onto the power output shaft and its two ends extend into the main housing 27 and the auxiliary housing 27a respectively, forming a rotational support between the main housing and the auxiliary housing. As shown in the figure, the power output shaft sleeve 28 forms a flange radially outward near the axial center. The power output component 2 is fixedly connected to the flange and forms a transmission. In this embodiment, the power output component 2 is a wheel hub.

[0059] Unlike existing hub-and-spoke transmissions, this structure uses a power output shaft sleeve 28 to output power to the hub. It has the required length in the axial direction and its inner circle is supported by the power output shaft, providing uniform and stable support. The outer circle is supported by the main housing 27 and the auxiliary housing 27a. Together with the inner circle of the power output shaft, it forms a stable support from both the inner and outer sides. Theoretically, it can be infinitely enlarged in the axial direction, thereby ensuring the stability of the hub installation, avoiding running clearance, and guaranteeing both transmission efficiency and installation support strength.

[0060] In this embodiment, the main housing 27 and the auxiliary housing 27a extend forward to form the leg tube of the horizontal fork or to form a horizontal fork connecting part for connecting the horizontal fork; as shown in the figure, the main housing 27 extends forward to form the horizontal fork connecting part 2701, and the auxiliary housing 27a extends forward to form the horizontal fork connecting part 27a01; due to the setting of the wheel hub structure, the entire electric drive system has good balance and can directly replace the horizontal fork or connect to the horizontal fork, thereby reducing the application of other components, making the whole vehicle lightweight and having good stability and enhanced driving experience.

[0061] In this embodiment, the end-speed transmission mechanism includes a first-stage reduction gear set and a second-stage reduction gear set. The first-stage reduction gear set includes a first-stage driving reduction gear 7 and a first-stage driven reduction gear 8 meshing with the first-stage driving reduction gear 7. The second-stage reduction gear set includes a second-stage driving reduction gear 26 and a second-stage driven reduction gear 29 meshing with the second-stage driving reduction gear 26.

[0062] The first-stage active reduction gear 7 is driven and engaged on the power output shaft 1. The first-stage driven reduction gear 8 is driven and engaged with the second-stage active reduction gear 26. As shown in the figure, the first-stage driven reduction gear 8 and the second-stage active reduction gear 26 are both driven and engaged on a final-stage transmission shaft 11. The final-stage transmission shaft 11 rotates and supports the auxiliary housing, which will not be described in detail here. The second-stage driven reduction gear 29 is driven and engaged with the power output shaft sleeve 28 or is integrally formed. The power output shaft sleeve 28 is driven and engaged with the power output component 2 or is integrally formed. Overall, the final-stage transmission mechanism has a compact structure and occupies little space. At the same time, it is supported by the power output shaft and forms a balance structure with the main transmission mechanism to adjust the output speed, which is beneficial to improving the output torque of the overall structure. Meanwhile, the power output of the power output shaft changes the cantilever beam power output structure in the prior art. The entire power output shaft forms a rotational support with the main housing and the auxiliary housing, and supports each other with the power output shaft sleeve. The power output is located near the middle, maintaining the overall stability of the structure.

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

[0064] The above embodiments are merely the optimal structures of the present invention and are not intended to limit the scope of protection of the present invention; adjustments to the connection method do not affect the achievement of the purpose of the present invention.

[0065] The power transmission route for the high gear in this embodiment is as follows:

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

[0067] At this point, the outer ring of the overrunning clutch overruns the inner ring (the low-speed gear shaft can be directly the inner ring) and the low-speed gear shaft (of course, the transmission ratio needs to be configured so that the outer ring rotates faster than the inner ring), and the resistance transmission route is: power output shaft → first axial cam pair → transmission shaft sleeve → second transmission disc spring (if the radial protrusion 16 and the inner ring are connected by a helical cam pair, the inner ring is pushed simultaneously, which will not be elaborated here, and this embodiment does not specify otherwise; the transmission shaft sleeve and the inner ring are connected by a spline fit); when the driving resistance increases to a certain level, the resistance causes the axial force of the first axial cam pair to overcome the second transmission disc spring, causing the axial movement of the protruding part of the transmission shaft sleeve to compress the second transmission disc spring, thereby releasing the first transmission disc spring, thus disengaging the friction plate clutch, and the power is transmitted through the following route, i.e., the low-speed gear power transmission route:

[0068] Outer ring of friction plate clutch → Low gear shaft → Inner ring of overrunning clutch (can be integrated with low gear shaft) → Outer ring of overrunning clutch → Low gear drive shaft sleeve → Second axial cam pair → Inner ring of friction plate clutch → Drive shaft sleeve → First axial cam pair → Power output shaft → Output power.

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

[0070] As can be seen from the above transmission route, when the present invention is running, the clutch is tightly engaged under the action of the first and second transmission disc springs, forming an automatic transmission mechanism that maintains a certain pressure to achieve the purpose of transmission. At this time, the overrunning clutch is in the overrunning state.

[0071] When a vehicle starts, the resistance is greater than the driving force. This resistance forces the first axial cam pair to undergo axial displacement, compressing the second transmission disc spring. After the first transmission disc spring is released, the clutch disengages. This automatically enables low-speed starting, shortening the starting time and reducing starting force. At the same time, the second transmission disc spring absorbs the energy of the motion resistance torque, storing potential energy for resuming power transmission in a faster gear.

[0072] After successful startup, driving resistance decreases. When the axial force decreases to less than the pressure generated by the second transmission disc spring, the first transmission disc spring is compressed due to the pressure release caused by the compression of the transmission disc spring by the motion resistance. This compresses the inner ring to complete the clutch's return to a tight engagement state, and the low-speed overrunning clutch is in an overrunning state.

[0073] During operation, the automatic gear shifting principle is the same as above, which achieves gear shifting without cutting off the driving force, making the entire locomotive run smoothly, safely and with low energy consumption, and also simplifying the transmission route and improving transmission efficiency.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A clutch-plate type intermediate power input dual-force adaptive variable speed electric drive system, characterized in that: Including drive motors and transmission systems; The transmission system includes a power output shaft, a main drive mechanism, and a low-speed transmission mechanism; the main drive mechanism includes a friction plate clutch and a drive shaft sleeve, the drive motor inputs power to the outer ring of the friction plate clutch, the inner ring of the friction plate clutch transmits power to the drive shaft sleeve, and the drive shaft sleeve is fitted onto the power output shaft to transmit power to the power output shaft and output it; The friction plate clutch forms a transmission between the inner ring and the drive shaft sleeve or / and between the drive shaft sleeve and the power output shaft through at least one first axial cam pair. The friction plate clutch is set with an axial preload to engage it. When the drive shaft sleeve outputs power, the first axial cam pair generates an axial component force while transmitting power. This axial component force is opposite to the axial preload and has a tendency to overcome the axial preload and release the friction plate clutch. The low-speed transmission mechanism includes a low-speed shaft and an overrunning clutch disposed on the low-speed shaft. The drive motor simultaneously transmits power to the low-speed shaft. The low-speed shaft establishes a power transmission relationship with the inner ring of the friction plate clutch through the overrunning clutch via a second axial cam pair. The axial preload is applied by an elastic element, which includes a first elastic element and a second elastic element. The first elastic element applies the axial preload to the friction plate clutch, and the second elastic element applies a preload to the drive shaft sleeve. At the same time, the preload acts on the first elastic element as the basis for applying the preload of the first elastic element. The position where the inner ring of the friction plate clutch transmits power to the drive shaft sleeve is located between the first elastic element and the second elastic element. The inner ring of the friction plate clutch is a hollow cylindrical structure; the first elastic element and the second elastic element are located inside the hollow of the inner ring; The drive shaft sleeve extends into the inner ring to form an inner extension section. The outer surface of the inner extension section is provided with radial protrusions. The first elastic element and the second elastic element are respectively set with preload and are arranged on both sides of the radial protrusions. The inner ring of the friction plate clutch is located near the axial center and transmits power to the drive shaft sleeve through the radial protrusions between the first elastic element and the second elastic element.

2. The clutch-plate type intermediate power input dual-force adaptive variable speed electric drive system according to claim 1, characterized in that: It also includes an end gear shift mechanism and a power output component. The end gear shift mechanism is used to receive the output power from the power output shaft and transmit it to the power output component. The power output component is located between the transmission system and the end gear shift mechanism to form a central drive structure.

3. The clutch-plate type intermediate power input dual-force adaptive variable speed electric drive system according to claim 2, characterized in that: It also includes a main housing and a secondary housing. The drive motor and transmission system are located in the main housing, and the end transmission mechanism is located in the secondary housing. The power output shaft extends from the main housing into the secondary housing and transmits power to the end transmission mechanism. It also includes a power output shaft sleeve for receiving the output power of the end gear transmission mechanism and transmitting it to the power output component. The power output shaft sleeve is rotatably fitted onto the power output shaft and its two ends extend into the main housing and the auxiliary housing respectively, forming a rotational support between the main housing and the auxiliary housing.

4. The clutch-plate type intermediate power input dual-force adaptive variable speed electric drive system according to claim 3, characterized in that: The end-speed transmission mechanism includes a primary reduction gear set and a secondary reduction gear set. The primary reduction gear set includes a primary driving reduction gear and a primary driven reduction gear meshing with the primary driving reduction gear. The secondary reduction gear set includes a secondary driving reduction gear and a secondary driven reduction gear meshing with the secondary driving reduction gear. The primary active reduction gear is driven and fitted on the power output shaft, and the primary driven reduction gear is driven and fitted with the secondary active reduction gear; the secondary driven reduction gear is driven and fitted with the power output shaft sleeve or is integrally formed, and the power output shaft sleeve is driven and fitted with the power output component or is integrally formed.

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

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

7. The clutch-plate type intermediate power input dual-force adaptive variable speed electric drive system according to claim 6, characterized in that: The rotor of the drive motor has a hollow structure, and the friction plate clutch is located inside the hollow structure of the rotor. The first bracket and the second bracket are respectively fixedly connected to the two axial ends of the rotor to form a transmission engagement. The low-speed transmission mechanism further includes a low-speed intermediate drive gear, a low-speed intermediate driven gear, and a low-speed driven gear; the outer ring of the friction plate clutch is in transmission engagement with the low-speed intermediate drive gear, the low-speed intermediate drive gear meshes with the low-speed intermediate driven gear, the low-speed intermediate driven gear is in transmission engagement with the low-speed shaft, the inner ring of the overrunning clutch is in transmission engagement with the low-speed shaft, and the outer ring of the overrunning clutch, as the low-speed drive gear, is in transmission engagement with the low-speed transmission shaft sleeve through the low-speed driven gear.

8. The clutch-plate type intermediate power input dual-force adaptive variable speed electric drive system according to claim 7, characterized in that: The first elastic element and the second elastic element are respectively the first transmission disc spring and the second transmission disc spring. The first transmission disc spring is sleeved on the inner extension section of the transmission shaft sleeve. The inner circle of the inner ring of the friction plate clutch is provided with an inwardly protruding limiting shoulder. The limiting shoulder is used to block the radial protrusion on the outer surface of the inner extension section in the direction of the first elastic element at a set position.

9. The clutch-plate type intermediate power input dual-force adaptive variable speed electric drive system according to claim 7, characterized in that: The friction disc clutch has an elastic preload between adjacent driving friction discs via a first elastic pad; the driven friction discs are axially limited by an elastic clip, and the driven friction discs also have an elastic preload between them via a second elastic pad.

Images