Built-in transmission clutch sheet type electric control automatic variable speed electric drive system for four-axis inertial reversing

Abstract

The invention discloses a four-shaft inertia reversing built-in transmission clutch sheet type electric control automatic speed changing electric driving system which comprises a power motor, a speed changing assembly and a two-shaft power output mechanism, an electric control gear shifting mechanism is installed at the end, away from the motor, of a main shaft, active high and low speed gear shifting can be achieved, and an electric control algorithm is extremely simple; moreover, in the active high-low speed gear shifting process, the frame clutch disc mechanism can be used as an excellent vibration absorption mechanism, so that the gear shifting process is extremely stable; the motor can always and efficiently work in the current high-efficiency area according to the change of the driving intention, a multi-parameter control strategy with the consciousness and intention of people as priority is realized, and harmony and unification of people, vehicles, roads and running resistance / running load are realized; the important scientific and engineering technology common key problem of traction / driving force-running resistance / load efficient and accurate balance control is solved, meanwhile, automatic front and back gear shifting based on inertia of forward and reverse rotation of the motor is achieved, and the method is extremely ingenious.

Description

Technical Field

[0001] The invention relates to the technical field of electric drive systems, and in particular to a four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed-changing electric drive system. Background Art

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

[0003] Although the electric drive system equipped with only a reduction transmission can make the torque output generated by the electric motor direct and smooth, it cannot take into account the power and economy of pure electric vehicles at the same time. This is because the drive motor cannot be at a high-efficiency working point in most working conditions during driving, especially at the highest or lowest vehicle speed and under low load conditions. Due to the large reduction transmission ratio, there is no room for improvement after the speed reaches the limit, causing the electric vehicle to be at a relatively high speed critical point in the cruising state. The speed is restricted, and the efficiency generally drops below 60-70%. The power loss is large, the high-speed economy is not high, the vehicle's power, economy and comfort are poor, and the on-board electric energy is seriously wasted, which reduces the driving range. In addition, the electric drive system equipped with only a reduction transmission structure is not conducive to the use of high-efficiency and lightweight drive motors.

[0004] From 2013 to date, the inventor team of this application has designed a series of adaptive friction clutches for matching transmissions.

[0005] For example, the Chinese authorized invention patent with publication number CN111075851B can actively drive each inner friction plate to separate from the adjacent outer friction plate by setting an inner plate transfer synchronous retaining ring on the inner friction plate mounting cylinder. Compared with the existing multi-plate friction clutch, it not only greatly improves the response speed and shortens the corresponding time, but also can greatly increase the number of friction plates, and even increase the number of friction plates infinitely, so that this friction clutch can be applied to high torque scenarios. However, the inventor team found in testing and use that although the inner and outer friction plates can be completely separated in the later stage of separation, at the beginning, there may still be a large number of inner and outer friction plates in semi-friction due to adhesion, which not only leads to poor consistency in the wear of each inner and outer friction plate, but also relatively large separation vibration and insufficient smoothness.

[0006] However, the series of clutch-type electric drive systems designed by the inventor team of this application do not have the function of active fast and slow gear switching. Therefore, it is impossible to realize the function of electronically controlled shifting according to the comparison of torque and speed with power targets. That is, the existing clutch-type electric drive system can only adjust the fast and slow gear shifting logic through offline calibration, but cannot flexibly adjust the shifting logic online according to changes in the driver's driving mode orientation (for example: ECO mode, sports mode and snow mode, etc.).

[0007] Solving the above problems has become a top priority. Summary of the invention

[0008] In view of this, the present invention provides a four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system.

[0009] The technical solution is as follows:

[0010] The first aspect of the present application relates to a four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system, comprising a power motor, a speed change assembly and a two-axis power output mechanism, wherein the speed change assembly comprises a main shaft, a sleeve which can be relatively rotatably mounted on the main shaft, a frame clutch plate mechanism and an elastic mechanism which are both arranged on the sleeve, and an inertia reverse shaft assembly which is arranged parallel to the main shaft, one end of the main shaft is coaxially fixedly connected with the motor shaft of the power motor, and the other end of the main shaft is equipped with an electronically controlled shifting mechanism, the elastic mechanism comprises an end face cam sleeve, a small supporting ring and a large supporting ring which are sequentially mounted on the sleeve along the axial direction, the small supporting ring can drive the end face cam sleeve to rotate, the end face cam sleeve rotates synchronously with the sleeve, the small supporting ring and the large supporting ring can both rotate relative to the sleeve, and the small supporting ring and the large supporting ring can both move axially along the sleeve, the small supporting ring has a first support plate extending radially, and the large supporting ring has a second support plate extending radially;

[0011] The frame clutch plate mechanism includes an inner clutch plate bracket which is synchronously rotated and mounted on a small supporting ring, and an outer clutch plate bracket which surrounds the inner clutch plate bracket on the circumferential outer side. The outer clutch plate bracket rotates synchronously with the main shaft and can be axially slidably mounted with multiple outer friction plates extending radially inward. The inner clutch plate bracket can be axially slidably mounted with multiple inner friction plates extending radially outward. Each inner friction plate and each outer friction plate are alternately arranged between a fixed pressure plate of the outer clutch plate bracket and a movable pressure plate of the inner clutch plate bracket. The inner clutch plate bracket rotates synchronously with the main shaft and can be axially slidably mounted with multiple outer friction plates extending radially outward. A support transmission element that rotates synchronously with the large support ring is mounted on the inner circumferential surface of one end of the support away from the large support ring, a first elastic element group and a second elastic element group are elastically supported between the support transmission element and the second support plate on both sides of the first support plate, respectively, a secondary driven gear for driving the support transmission element is relatively rotatably mounted on the shaft sleeve, a power output sleeve that rotates synchronously with the outer clutch plate support is relatively rotatably mounted on the secondary driven gear and the support transmission element, the power output sleeve has a primary driving tooth, and the shaft sleeve has a power output tooth;

[0012] The two-shaft power output mechanism includes an output shaft reduction assembly and a differential, both of which are arranged parallel to the main shaft, and the output shaft reduction assembly reduces the speed between the power output gear and the differential;

[0013] The electronically controlled shift mechanism comprises a hollow screw rod synchronously rotatably mounted on the main shaft, a transmission member threadedly mounted on the hollow screw rod, a shift motor arranged parallel to the main shaft, an active member synchronously rotatably mounted on the motor shaft of the shift motor, at least three push-pull rods passing through the outer clutch plate bracket, and a real-time power detection assembly installed on the output shaft reduction assembly, each push-pull rod is parallel to the main shaft, a first plane bearing is arranged between the side of the large support ring away from the small support ring and the inner end of each push-pull rod, a connecting assembly is arranged between the outer end of each push-pull rod and the inner end of the hollow screw rod, which can make the two rotate relative to each other and move axially synchronously, and the hollow screw rod and the transmission member constitute a screw nut kinematic pair;

[0014] The active member is a worm, the transmission member is a worm wheel, and the worm and the worm wheel form a worm-wheel kinematic pair; or, the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear;

[0015] The inertia reverse shaft assembly includes a secondary shaft parallel to the main shaft, a secondary shaft transmission sleeve that can be relatively rotatably mounted on the secondary shaft, and an overrunning clutch mounted on the secondary shaft transmission sleeve, the secondary shaft transmission sleeve is formed with a secondary driving tooth that meshes with a secondary driven gear, the inner ring of the overrunning clutch rotates synchronously with the secondary shaft, the outer ring of the overrunning clutch has a primary driven tooth that meshes with a primary driving tooth, the secondary shaft is mounted with an inertia centrifugal coupling disk that can rotate relative to it, and an inertia centrifugal outer end cover and a reverse gear coupling sleeve that both rotate synchronously with it, the inertia centrifugal coupling disk is axially movably arranged between the inertia centrifugal outer end cover and the reverse gear coupling sleeve, and a gear is elastically supported between the reverse gear coupling sleeve and the inertia centrifugal coupling disk. At least three return compression springs are used to drive the inertial centrifugal coupling disk to approach the inertial centrifugal coupling disk, and each return compression spring is distributed around the secondary shaft along the circumferential direction. The inertial centrifugal outer end cover is concave on one side close to the inertial centrifugal coupling disk to form a plurality of first raceways evenly distributed along the circumferential direction, and each first raceway is an involute structure or an Archimedean spiral structure arranged in the same direction. The inertial centrifugal coupling disk is concave on one side close to the inertial centrifugal outer end cover to form a plurality of second raceways evenly distributed along the circumferential direction, and each second raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, and the depths of the first raceway and the second raceway gradually decrease from the inner end to the outer end, and a ball is arranged between each first raceway and the corresponding second raceway;

[0016] When the inertia centrifugal outer end cover rotates forward, each ball is located at the inner end of the corresponding involute raceway, and each reset compression spring forces the inertia centrifugal coupling disk to move away from the reverse gear coupling sleeve, thereby separating from the reverse gear coupling sleeve; when the inertia centrifugal outer end cover rotates reversely, each ball is located at the outer end of the corresponding involute raceway, and forces the inertia centrifugal coupling disk to move close to the reverse gear coupling sleeve, thereby coupling with the reverse gear coupling sleeve and rotating synchronously.

[0017] The above four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system has the following beneficial effects:

[0018] 1. The power information of the electric drive system can be easily calculated based on the torque information and speed information collected by the real-time power detection component, and the power information can be compared with the same power target to draw a conclusion on whether active high-speed and low-speed shifting is required. Then, the shifting motor is used to drive the push-pull rods to move axially synchronously through the worm gear kinematic pair and the lead screw nut kinematic pair, thereby not only efficiently realizing active high-speed and low-speed shifting, but also the electronic control algorithm is extremely simple;

[0019] 2. During the active high and low speed shifting process, the frame clutch plate mechanism can serve as an excellent vibration absorption mechanism, effectively absorbing the shifting shock and making the shifting process extremely smooth;

[0020] 3. The transmission assembly based on the frame clutch plate mechanism also has the function of adaptive shifting. It can perceive and recognize road conditions and transient load change information (uphill, downhill, load, tailwind, headwind, flat road, road adsorption force) when there is insufficient information or no information or the electronically controlled shifting mechanism cannot work. It does not require human intervention, no other mechanism, and does not rely on any external control. The system is fully autonomous in the process of outputting power. With the change of load / resistance, it can output reasonable torque and speed (power target) synchronously and adaptively in a timely and uninterrupted manner. The system completes the tasks of power delivery, transmission, distribution and output, and meets the requirements of efficient and energy-saving use throughout the process.

[0021] 4. Enable the motor to always work efficiently in the current high-efficiency zone according to the change of driving intention, realize the "multi-parameter" control strategy that prioritizes human consciousness and intention, achieve the harmonious unity of people, vehicles, roads and driving resistance / operating load, and solve the major scientific and engineering technology common key problems of efficient and precise balance control of traction / driving force-driving resistance / load;

[0022] 5. It can not only realize the reverse gear function, but also has an extremely streamlined structure. Based on the Archimedes principle, the forward gear and reverse gear can be switched by the forward and reverse rotation of the motor shaft. The structure is simple and reliable, and the transmission efficiency is extremely high. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a structural schematic diagram of the four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system (the electronically controlled shift mechanism adopts a worm gear kinematic pair) embodiment 1 when it is in the forward gear;

[0024] Figure 2 It is a structural schematic diagram of the four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system (the electronically controlled shifting mechanism adopts a worm gear kinematic pair) embodiment 1 when it is in reverse gear;

[0025] Figure 3 It is a structural schematic diagram of a four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system embodiment 2 when it is in the forward gear;

[0026] Figure 4 It is a structural schematic diagram of a four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system embodiment 2 when it is in reverse gear;

[0027] Figure 5 It is a structural schematic diagram of the frame clutch plate mechanism;

[0028] Figure 6 It is a schematic diagram of the structure of a fixed compression plate;

[0029] Figure 7 It is a structural schematic diagram of a fixed mounting plate;

[0030] Figure 8 is a schematic diagram of the structure of the sliding support rod;

[0031] Fig. 9 It is a structural schematic diagram of the inner clutch plate bracket;

[0032] Fig.10 is a schematic diagram of the structure of the outer elastic ring;

[0033] Fig.11 It is a schematic diagram of the structure of the inner elastic ring;

[0034] Fig.12 is a schematic diagram of the structure of the outer friction plate;

[0035] Fig.13 It is the structural schematic diagram of the inner friction plate;

[0036] Fig.14 It is a schematic diagram of the inertia reverse shaft assembly embodiment 1 when it is in the forward gear;

[0037] Fig.15 This is a schematic diagram of the inertia reverse shaft assembly embodiment 1 when it is in reverse gear;

[0038] Fig.16 This is a schematic diagram of the inertia reverse shaft assembly embodiment 2 when it is in the forward gear;

[0039] Fig.17 This is a schematic diagram of the inertia reverse shaft assembly embodiment 2 when it is in reverse gear;

[0040] Fig.18 It is a schematic diagram of the matching relationship between the shift motor, the worm, the worm wheel and the hollow screw;

[0041] Fig.19 The schematic diagram of the structure of the four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system (the electronically controlled shift mechanism adopts a gear transmission pair) embodiment 1 when it is in the forward gear. DETAILED DESCRIPTION

[0042] The present invention is further described below in conjunction with embodiments and drawings.

[0043] Embodiment 1:

[0044] like Figure 1-Figure 2 as well as Figure 5-Figure 19 As shown, a four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system mainly includes a power motor 3, a speed change assembly and a two-axis power output mechanism 9. Among them, the speed change assembly includes a main shaft 4, a sleeve 1 that can be relatively rotatably mounted on the main shaft 4, a frame clutch plate mechanism and an elastic mechanism both arranged on the sleeve 1, and an inertia reverse shaft assembly 8 arranged parallel to the main shaft 4.

[0045] One end of the main shaft 4 is coaxially fixedly connected to the motor shaft 3a of the power motor 3. Specifically, the end of the main shaft 4 close to the power motor 3 is coaxially fixedly connected to the outer end of the motor shaft 3a of the power motor 3. In this embodiment, the outer end surface of the motor shaft 3a is recessed to form a spline hole, and the end of the main shaft 4 close to the power motor 3 is adapted to the spline hole, and is formed with an external spline adapted to the spline hole, that is, the end of the main shaft 4 is embedded in the spline hole and forms a spline match with the spline hole; it should be pointed out that the outer end of the motor shaft 3a can also be connected to the main shaft 4 through a coupling. The other end of the main shaft 4 is installed with an electric control shift mechanism 10.

[0046] The elastic mechanism includes an end cam sleeve 5g, a small support ring 5d and a large support ring 5e which are sequentially sleeved on the shaft sleeve 1 along the axial direction. The small support ring 5d can drive the end cam sleeve 5g to rotate, and the end cam sleeve 5g rotates synchronously with the shaft sleeve 1.

[0047] In addition, the position of the end face cam sleeve 5g is fixed, the small support ring 5d and the large support ring 5e can both rotate relative to the shaft sleeve 1, and the small support ring 5d and the large support ring 5e can move axially along the shaft sleeve 1. At the same time, the small support ring 5d has a radially extending first support plate 5d1, and the large support ring 5e has a radially extending second support plate 5e1.

[0048] Furthermore, a positioning retaining ring 5t is sleeved on the shaft sleeve 1, and one end of the end face cam sleeve 5g away from the small support ring 5d abuts against the positioning retaining ring 5t, thereby reliably defining the installation position of the end face cam sleeve 5g.

[0049] The frame clutch plate mechanism includes an inner clutch plate bracket 5b which is synchronously rotatably mounted on a small supporting ring 5d and an outer clutch plate bracket 5a which surrounds the inner clutch plate bracket 5b in a circumferential direction. The outer clutch plate bracket 5a rotates synchronously with the main shaft 4, that is, the main shaft 4 can drive the outer clutch plate bracket 5a to rotate synchronously with it. In this embodiment, the outer clutch plate bracket 5a is splined with the main shaft 4, which is simple and reliable.

[0050] In this embodiment, the inner circumference of the inner clutch plate bracket 5b is splined with the outer circumference of the small support ring 5d, which is simple and reliable. The outer clutch plate bracket 5a and the inner clutch plate bracket 5b are both annular structures as a whole, and the rotation axis of the outer clutch plate bracket 5a coincides with the rotation axis of the inner clutch plate bracket 5b. The outer clutch plate bracket 5a has a fixed pressure plate 5a1, and the inner clutch plate bracket 5b has a movable pressure plate 5b1. The fixed pressure plate 5a1 and the movable pressure plate 5b1 are arranged opposite to each other. Therefore, when the inner clutch plate bracket 5b moves axially relative to the outer clutch plate bracket 5a, the movable pressure plate 5b1 approaches or moves away from the fixed pressure plate 5a1.

[0051] A plurality of outer friction plates 5p extending radially inward can be axially slidably mounted on the outer clutch plate bracket 5a, and each outer friction plate 5p extends radially toward the inner clutch plate bracket 5b. A plurality of inner friction plates 5o extending radially outward can be axially slidably mounted on the inner clutch plate bracket 5b, and each inner friction plate 5o extends radially toward the outer friction plate 5p. The inner friction plates 5o and the outer friction plates 5p are disc structures with a center hole, and each inner friction plate 5o and each outer friction plate 5p are alternately arranged between the fixed pressure plate 5a1 of the outer clutch plate bracket 5a and the movable pressure plate 5b1 of the inner clutch plate bracket 5b, that is, the inner friction plates 5o and the outer friction plates 5p are coaxially arranged.

[0052] In this embodiment, the inner clutch plate bracket 5b is fixedly mounted with transfer synchronous retaining rings 5q corresponding to each inner friction plate 5o one by one, and each transfer synchronous retaining ring 5q is located on the side of the corresponding inner friction plate 5o away from the movable pressure plate 5b1, and the outer friction plate 5p and the inner friction plate 5o between two adjacent transfer synchronous retaining rings 5q constitute a clutch unit, and the outer clutch plate bracket 5a is axially slidably mounted with outer elastic rings 5r corresponding to each outer friction plate 5p one by one, and each outer elastic ring 5r is located on the corresponding outer friction plate 5p close to the fixed pressure plate The outer friction plate 5p, which is farthest from the fixed pressure plate 5a1, and the outer clutch plate bracket 5a, are provided with a sliding gap d, which not only leaves sufficient space for the separation of the outer friction plate 5p and the inner friction plate 5o, but also enables the oil to flow smoothly and continuously lubricate the friction material layer of the outer friction plate 5p and the inner friction plate 5o, so as to play an excellent vibration absorption role during the combination and separation, reduce the vibration during the separation and combination, and improve the smoothness of the separation and combination process. At the same time, the inner elastic ring 5s that can slide axially along the inner clutch plate bracket 5b are provided between the adjacent inner friction plates 5o, and each inner elastic ring 5s is respectively located on the circumferential inner side of the corresponding outer friction plate 5p.

[0053] When the movable clamping plate 5b1 approaches the fixed clamping plate 5a1, it can clamp each outer friction plate 5p and each inner friction plate 5o, so that each outer elastic ring 5r and inner elastic ring 5s are compressed and elastically deformed, and each inner friction plate 5o abuts against the corresponding inner elastic ring 5s. At this time, the outer clutch plate bracket 5a and the inner clutch plate bracket 5b can transmit power and are in a combined state. Through such a design, when the movable clamping plate 5b1 is away from the fixed clamping plate 5a1, each inner friction plate 5o can simultaneously drive the corresponding inner elastic ring 5s to push each inner friction plate 5o, so that each inner friction plate 5o starts at the same time, and then cooperates with the action of the outer elastic ring 5r and the inner elastic ring 5s to achieve the synchronous separation of each inner friction plate 5o and each outer friction plate 5p. That is, when the movable pressure plate 5b1 moves away from the fixed pressure plate 5a1, each transfer synchronous retaining ring 5q can drive the corresponding inner friction plate 5o to move away from the fixed pressure plate 5a1, and at the same time, each outer elastic ring 5r pops off each outer friction plate 5p, and each inner friction plate 5o pops off each inner friction plate 5o, so that gaps appear synchronously between each outer elastic ring 5r and each inner elastic ring 5s, and there will not be any situation where there is semi-friction due to adhesion between any adjacent outer friction plates 5p and inner friction plates 5o. Not only does it make the wear conditions of all the inner friction plates 5o and outer friction plates 5p consistent, greatly reducing the sliding loss, overcoming the defects of traditional friction clutches, thereby greatly improving the wear resistance, stability and reliability of the friction clutch, and increasing the service life and maintenance period of the clutch, but it can also effectively reduce the separation vibration and improve the smoothness during separation. At this time, power is no longer transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, and they are in a disconnected state.

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

[0055] In this embodiment, the outer clutch plate bracket 5a also includes a fixed mounting plate 5a2 coaxially arranged with the fixed pressure plate 5a1 and at least three sliding support rods 5a3 uniformly distributed along the circumferential direction between the fixed pressure plate 5a1 and the fixed mounting plate 5a2, and one end of the power output sleeve 5j away from the secondary driven gear 5i is fixedly connected to the inner end of the fixed pressure plate 5a1. The fixed mounting plate 5a2 is synchronously rotated and sleeved on the main shaft 4. In this embodiment, the fixed mounting plate 5a2 is splined with the main shaft 4, which is simple and reliable. In addition, a sliding gap d is left between the fixed mounting plate 5a2 and the adjacent outer friction plate 5p, both ends of each sliding support rod 5a3 are locked on the fixed clamping plate 5a1 and the fixed mounting plate 5a2 by bolts 5a4, the outer friction plate 5p is provided with a friction plate mounting hole 5p1 that matches the axial hole of each sliding support rod 5a3, and the outer elastic ring 5r is provided with an elastic ring mounting hole 5r1 that matches the axial hole of each sliding support rod 5a3, so that each outer friction plate 5p and each outer elastic ring 5r can move axially along all the sliding support rods 5a3.

[0056] Through such a design, not only the reliable installation of each outer friction plate 5p and each outer elastic ring 5r is guaranteed, but also the stability and reliability of the axial sliding of each outer friction plate 5p and each outer elastic ring 5r are guaranteed. More importantly, when the movable pressure plate 5b1 is away from the fixed pressure plate 5a1, a tiny gap can appear between each outer friction plate 5p and each outer elastic ring 5r, so that more engine oil can flow into the interior and continuously lubricate the friction material layer of the outer friction plate 5p and the inner friction plate 5o, so as to play a better vibration absorption role during engagement and separation, further reduce the vibration during separation and engagement, and further improve the smoothness of the separation and engagement process.

[0057] A first positioning groove 5a11 adapted to each sliding support rod 5a3 is formed on one side of the fixed pressure plate 5a1 close to the fixed mounting plate 5a2, and a first bolt through hole 5a12 is coaxially formed at the bottom of the first positioning groove 5a11. A second positioning groove 5a21 adapted to each sliding support rod 5a3 is formed on one side of the fixed mounting plate 5a2 close to the fixed pressure plate 5a1, and a second bolt through hole 5a22 is coaxially formed at the bottom of the second positioning groove 5a21. A first threaded hole 5a31 and a second threaded hole 5a32 are respectively formed at both ends of the sliding support rod 5a3.

[0058] Both ends of each sliding support rod 5a3 are embedded in the corresponding first positioning groove 5a11 and the second positioning groove 5a21, ensuring the precise positioning of each sliding support rod 5a3. The first bolt hole 5a12 and the first threaded hole 5a31 as well as the second bolt hole 5a22 and the second threaded hole 5a32 are connected and are respectively locked by the corresponding bolts 5a4, so that the fixed clamping plate 5a1, the fixed mounting plate 5a2 and each sliding support rod 5a3 form a frame structure, which is simple, reliable and easy to assemble, and at the same time is conducive to more sufficient lubrication of the outer friction plate 5p and the inner friction plate 5o.

[0059] Furthermore, the sliding support rod 5a3 has a weight-reducing hole 5a33 extending in the circumferential direction, and both ends of the weight-reducing hole 5a33 respectively penetrate the inner end of the first threaded hole 5a31 and the inner end of the second threaded hole 5a32, thereby reducing the weight of the sliding support rod 5a3 while ensuring the structural strength of the sliding support rod 5a3, thereby achieving a lightweight design.

[0060] The inner clutch plate bracket 5b also includes a clutch plate mounting sleeve 5b2, and a movable pressure plate 5b1 is fixedly mounted on one end of the clutch plate mounting sleeve 5b2 close to the fixed mounting plate 5a2. The movable pressure plate 5b1 extends radially outward along the clutch plate mounting sleeve 5b2. The outer peripheral surface of the clutch plate mounting sleeve 5b2 is processed with multiple external splines 5b21 evenly distributed along its circumference. The inner edges of the inner friction plates 5o have spline grooves 5o1 that cooperate with the splines of each external spline 5b21, so that the inner friction plates 5o can reliably move axially along the clutch plate mounting sleeve 5b2. At the same time, the inner elastic rings 5s can be axially slidably mounted on each external spline 5b21.

[0061] The split synchronous retaining ring 5q is a steel wire ring with an annular structure. The outer spline 5b21 is recessed with a steel wire positioning groove 5b22 that matches each steel wire. The width of the steel wire positioning groove 5b22 is smaller than the width of the inner elastic ring 5s, so as to avoid the problem of the inner elastic ring 5s being stuck due to a slight sliding when it is separated. In addition, each steel wire positioning groove 5b22 is evenly distributed along the axial direction of the clutch plate mounting sleeve 5b2, and each steel wire ring is respectively clamped in the corresponding steel wire positioning groove 5b22, and the outer edge of each steel wire ring is not higher than the notch of the corresponding steel wire positioning groove 5b22, so as to avoid the steel wire ring interfering with the movement of the inner elastic ring 5s. Among them, the steel wire ring can have a gap, and after being clamped into the steel wire positioning groove 5b22, the gap is closed by welding, or it can be left unclosed.

[0062] In this embodiment, both sides of the outer friction plate 5p have a smooth surface structure, and both sides of the inner friction plate 5o have an inner plate friction material layer 5o2, and the outer surface of the inner plate friction material layer 5o2 is concave to form an inner plate oil path 5o3 with a grid structure. Through such a design, the lubricating oil can flow efficiently in the inner plate oil path 5o3, so that it can be more evenly distributed on the outer friction plate 5p and the inner plate friction material layer 5o2, so as to cool, reduce friction and clean the outer friction plate 5p and the inner plate friction material layer 5o2, and at the same time, it can balance the air pressure between the outer friction plate 5p and the inner friction plate 5o, achieve better vibration absorption and shock absorption effects, and improve the smoothness of separation and combination.

[0063] Furthermore, the inner plate oil circuit 5o3 includes at least one circle of coaxially arranged inner plate annular oil channels 5o31, and both sides of each inner plate annular oil channel 5o31 are provided with a plurality of inner plate branch oil channels 5o32 evenly distributed along the circumference of the inner friction plate 5o, and each inner plate branch oil channel 5o32 extends along the radial direction of the inner friction plate 5o. Through the structural design of the above-mentioned inner plate oil circuit 5o3, the uniformity of the lubricating oil on the outer friction plate 5p and the inner plate friction material layer 5o2 is further improved, thereby further improving the cooling, wear reduction and cleaning effects of the outer friction plate 5p and the inner plate friction material layer 5o2, and further improving the vibration absorption and shock reduction effects.

[0064] In this embodiment, the clutch plate mounting sleeve 5b2 of the inner clutch plate bracket 5b surrounds the first support plate 5d1 and the second support plate 5e1, the outer peripheral surface of the first support plate 5d1 is splined with the inner peripheral surface of the clutch plate mounting sleeve 5b2, and the first elastic element group 5c1 and the second elastic element group 5c2 are elastically supported between the disc spring support plate 5b3 and the second support plate 5e1 of the inner clutch plate bracket 5b on both sides of the first support plate 5d1, that is, the first elastic element group 5c1 is elastically supported between the disc spring support plate 5b3 of the inner clutch plate bracket 5b and the first support plate 5d1, and the second elastic element group 5c2 is elastically supported between the first support plate 5d1 and the second support plate 5e1. It should be pointed out that the first elastic element group 5c1 and the second elastic element group 5c2 are preferably disc spring groups, which are durable, stable and reliable.

[0065] The end faces of the small support ring 5d at both ends and the adjacent end faces of the end cam sleeve 5g and the large support ring 5e form a first end cam pair a. When power is transmitted between the end cam sleeve 5g, the small support ring 5d and the large support ring 5e, the first end cam pair a generates two components of force in the axial direction and the circumferential direction. The circumferential direction component outputs power, and the axial component is opposite to the axial preload and has a tendency to overcome the axial preload. In other words, the rotation direction of the first end cam pair a is related to the power output rotation direction. Based on the above records, those skilled in the art can know what direction of axial force can be exerted by what rotation direction of the axial cam pair, on the premise of knowing the power output direction, and will not be elaborated here.

[0066] The shaft sleeve 1 is relatively rotatably provided with a secondary driven gear 5i for driving the transmission element of the support. Specifically, the end faces of the intermediate transmission sleeve 5h and the adjacent end faces of the secondary driven gear 5i and the inner support transmission sleeve 5b4 respectively form a second end face cam pair b. Similar to the first end face cam pair a, when the intermediate transmission sleeve 5h transmits power to the secondary driven gear 5i and the inner clutch plate support 5b, the second end face cam pair b generates two force components in the axial direction and the circumferential direction, wherein the circumferential direction force outputs power, and the axial force component is opposite to the axial preload force and has a tendency to overcome the axial preload force. In other words, the rotation direction of the second end face cam pair b is related to the power output rotation direction. Based on the above records, those skilled in the art can know which rotation direction of the axial cam pair can apply which direction of axial force component, provided that the power output direction is known, and will not be repeated here.

[0067] Therefore, the first elastic element group 5c1 and the second elastic element group 5c2 work together to drive the movable pressure plate 5b1 close to the fixed pressure plate 5a1, thereby pressing each outer friction plate 5p and each inner friction plate 5o, and at the same time causing each outer elastic ring 5r and inner elastic ring 5s to be elastically deformed under pressure, and each inner friction plate 5o respectively abuts against the corresponding transfer synchronous retaining ring 5q.

[0068] In this embodiment, the outer end of the disc spring support plate 5b3 is integrally formed with the clutch plate mounting sleeve 5b2, and the inner clutch plate bracket 5b can move axially relative to the large support ring 5e. Therefore, it is possible to adaptively perform fast and slow gear shifting according to the driving resistance. When the driving resistance forces the small support ring 5d to compress the second elastic element group 5c2 and make the movable clamping plate 5b1 away from the fixed clamping plate 5a1, each transfer synchronous retaining ring 5q can drive the corresponding inner friction plate 5o to move away from the fixed clamping plate 5a1, and at the same time, each outer elastic ring 5r pops off each outer friction plate 5p, and each inner elastic ring 5s pops off each inner friction plate 5o, so that a gap appears synchronously between each outer friction plate 5p and each inner friction plate 5o.

[0069] In this embodiment, the stiffness coefficient of the second elastic element group 5c2 is greater than or equal to the stiffness coefficient of the first elastic element group 5c1. Therefore, when the inner clutch plate bracket 5b is not affected by the resistance torque and does not move away from the intermediate transmission sleeve 5h, it has a tendency to be close to the outer clutch plate bracket 5a, so that the inner clutch plate bracket 5b and the outer clutch plate bracket 5a are not easy to slip and are better combined, and the first elastic element group 5c1 cooperates with the second elastic element group 5c2 to unload more force, and frequent gear shifting will not be caused by the rapid change of driving resistance in a short time, thereby reducing the loss of the system caused by gear shifting.

[0070] A power output sleeve 5j that rotates synchronously with the outer clutch plate bracket 5a is relatively rotatably mounted on the secondary driven gear 5i, the intermediate transmission sleeve 5h and the inner bracket transmission sleeve 5b4. The power output sleeve 5j has a primary driving tooth 5j1, and the shaft sleeve 1 has a power output tooth 1a.

[0071] The electronically controlled shifting mechanism 10 comprises a hollow screw 10a synchronously rotatably mounted on the main shaft 4, a transmission member 10b threadedly mounted on the hollow screw 10a, a shifting motor 10c arranged parallel to the main shaft 4, an active member 10i synchronously rotatably mounted on the motor shaft of the shifting motor 10c, at least three push-pull rods 10d passed through the outer clutch plate bracket 5a, and a real-time power detection assembly 10g installed on the output shaft reduction assembly 9a. The hollow screw 10a of this embodiment is splined with the main shaft 4, which is simple and reliable. Each push-pull rod 10d is parallel to the main shaft 4, and a first plane bearing 10e is arranged between the side of the large supporting ring 5e away from the small supporting ring 5d and the inner end of each push-pull rod 10d. A connecting component 10f is arranged between the outer end of each push-pull rod 10d and the inner end of the hollow screw 10a, which can enable the two to rotate relative to each other and move axially synchronously. The hollow screw 10a and the transmission member 10b constitute a screw-nut kinematic pair, wherein each push-pull rod 10d is axially movably penetrated on the fixed mounting plate 5a2, thereby ensuring the reliable installation of each push-pull rod 10d.

[0072] In this embodiment, the active member 10i and the driven member 10b have the following two implementation modes:

[0073] Implementation method 1 of the active member 10i and the driven member 10b: the active member 10i is a worm, and the driven member 10b is a worm wheel. Therefore, the active member 10i and the driven member 10b constitute a worm wheel kinematic pair.

[0074] Implementation 2 of the active member 10i and the driven member 10b: Implementation 1 of the active member 10i and the driven member 10b: The active member 10i is a driving gear, and the driven member 10b is a driven gear, so the active member 10i meshes with the driven member 10b. It should be noted that the active gear and the driven gear can both be cylindrical gears or bevel gears.

[0075] Therefore, by the forward or reverse rotation of the motor shaft of the shift motor 10c, the push-pull rods 10d are driven to move axially synchronously through the worm gear kinematic pair (or gear transmission pair) and the screw nut kinematic pair, so that the large supporting ring 5e can be moved axially. Specifically, when the push-pull rods 10d are synchronously close to the large supporting ring 5e, the movable clamping plate 5b1 of the inner clutch plate bracket 5b can be close to the fixed clamping plate 5a1 of the outer clutch plate bracket 5a, thereby clamping the inner friction plates 5o and the outer friction plates 5p, so that the outer clutch plate bracket 5a can pass through the inner The friction plate 5o and the outer friction plates 5p transmit power to the inner clutch plate bracket 5b; when the push-pull rods 10d synchronously move away from the large support ring 5e, under the elastic force of the first elastic element group 5c1 and the second elastic element group 5c2, the movable clamping plate 5b1 of the inner clutch plate bracket 5b moves away from the fixed clamping plate 5a1 of the outer clutch plate bracket 5a, thereby separating the inner friction plates 5o and the outer friction plates 5p from each other, and the outer clutch plate bracket 5a cannot transmit power to the inner clutch plate bracket 5b through the inner friction plates 5o and the outer friction plates 5p.

[0076] During the active high and low speed shifting process, the frame clutch plate mechanism can serve as an excellent vibration absorption mechanism, effectively absorbing the shifting shock and making the shifting process extremely smooth. In addition, the real-time power detection component 10g multiplies the torque and the speed to obtain the real-time power of the electric drive system, and compares the power information with the same power target to determine whether active high and low speed shifting is required. This not only realizes active high and low speed shifting efficiently, but also makes the electronic control algorithm extremely simple.

[0077] Furthermore, the connecting assembly 10f includes a connecting seat, a second plane bearing 10f1 and a third plane bearing 10f2, the connecting seat includes an inner end cover 10f3, an intermediate support plate 10f4 and an outer end cover 10f5 which are fastened together, the inner end cover 10f3, the intermediate support plate 10f4 and the outer end cover 10f5 are sequentially arranged in a direction away from the push-pull rod 10d, and the outer ends of the push-pull rods 10d are simultaneously inserted into the center hole of the inner end cover 10f3 and then expanded to form a limit head 10d1, and the hole wall of the center hole of the inner end cover 10f3 is protruded to form an inner end cover retaining ring 10f31 which is adapted to each limit head 10d1, and each limit head 10d1 is away from a section of the intermediate support plate 10f4. It is supported on the inner end cover retaining ring 10f31, and a second plane bearing 10f1 is supported between a section of each limit head 10d1 close to the middle support plate 10f4 and the middle support plate 10f4. After the inner end of the hollow screw 10a is inserted into the center hole of the outer end cover 10f5, the diameter is expanded to form an annular limit rib 10a1. The hole wall of the center hole of the outer end cover 10f5 is protruding with an outer end cover retaining ring 10f51 that is compatible with the annular limit rib 10a1. The side of the annular limit rib 10a1 away from the middle support plate 10f4 is supported on the outer end cover retaining ring 10f51, and a third plane bearing 10f2 is supported between the side close to the middle support plate 10f4 and the middle support plate 10f4. By providing the first plane bearing 10e, the second plane bearing 10f1 and the third plane bearing 10f2, the mutual independence of the force transmission components can be ensured, which will neither affect the high-speed rotation of the outer clutch plate bracket 5a nor affect the stable operation of the hollow screw rod 10a and other components.

[0078] The inertia reverse axle assembly 8 has the following two embodiments:

[0079] Inertia reverse axle assembly 8 embodiment 1:

[0080] See also Fig.14 and Fig.15The inertia reverse shaft assembly 8 includes a countershaft 8a parallel to the main shaft 4, a countershaft transmission sleeve 8b which is relatively rotatable and sleeved on the countershaft 8a, and an overrunning clutch 8c which is sleeved on the countershaft transmission sleeve 8b. The countershaft transmission sleeve 8b is formed with a secondary driving tooth 8b1 which meshes with the secondary driven gear 5i. The inner ring of the overrunning clutch 8c rotates synchronously with the countershaft 8a, and the outer ring of the overrunning clutch 8c has a primary driven tooth 8c1 which meshes with the primary driving tooth 5j1. The countershaft 8a is sleeved with a secondary driving tooth 8b1 which meshes with the secondary driven gear 5i. The inertia centrifugal coupling disc 8d rotates relative to it and the inertia centrifugal outer end cover 8j and the reverse gear coupling sleeve 8k that rotate synchronously therewith, the inertia centrifugal coupling disc 8d is axially movable between the inertia centrifugal outer end cover 8j and the reverse gear coupling sleeve 8k, and at least three return compression springs 8e for driving the inertia centrifugal coupling disc 8d close to the inertia centrifugal coupling disc 8d are elastically supported between the reverse gear coupling sleeve 8k and the inertia centrifugal coupling disc 8d, and each return compression spring 8e is distributed around the secondary shaft 8a along the circumferential direction. The return compression springs 8e of this embodiment are preferably evenly distributed along the circumferential direction, so that the force acting on the reverse gear coupling sleeve 8k and the inertia centrifugal coupling disc 8d is more uniform.

[0081] Among them, the diameter of the primary driving tooth 5j1 is smaller than the diameter of the primary driven tooth 8c1, and the diameter of the secondary driving tooth 8b1 is smaller than the diameter of the secondary driven gear 5i, thereby realizing secondary speed reduction and torque increase.

[0082] One side of the inertial centrifugal outer end cover 8j close to the inertial centrifugal coupling disk 8d is recessed to form a plurality of first raceways 8f1 evenly distributed along the circumferential direction, and each first raceway 8f1 is an involute structure or an Archimedean spiral structure arranged in the same direction. One side of the inertial centrifugal coupling disk 8d close to the inertial centrifugal outer end cover 8j is recessed to form a plurality of second raceways 8f2 evenly distributed along the circumferential direction, and each second raceway 8f2 is an involute structure or an Archimedean spiral structure arranged in the same direction. Among them, the involute structure is easier to process, and the Archimedean spiral structure makes the movement of the ball 8g smoother, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0083] In this embodiment, the depths of the first raceway 8f1 and the second raceway 8f2 gradually decrease from the inner end to the outer end, and a ball 8g is disposed between each first raceway 8f1 and the corresponding second raceway 8f2. Moreover, the first raceway 8f1 and the second raceway 8f2 extend in opposite directions, and when each ball 8g is located at the inner end or the outer end of the corresponding first raceway 8f1 and the second raceway 8f2, each first raceway 8f1 and the corresponding second raceway 8f2 form a heart-shaped structure.

[0084] Therefore, when the inertial centrifugal outer end cover 8j rotates forward, each ball 8g is located at the inner end of the corresponding involute raceway 8f, and each return spring 8e forces the inertial centrifugal coupling disc 8d to move away from the reverse gear coupling sleeve 8k, thereby separating the inertial centrifugal coupling disc 8d from the reverse gear coupling sleeve 8k and placing it in the forward gear mode.

[0085] When the inertia centrifugal outer end cover 8j reverses, each ball 8g is located at the outer end of the corresponding involute raceway 8f, and forces the inertia centrifugal coupling disc 8d to approach the reverse gear coupling sleeve 8k, so that the inertia centrifugal coupling disc 8d is coupled with the reverse gear coupling sleeve 8k and rotates synchronously, and is in the reverse gear mode.

[0086] Thus, the task of switching between forward and reverse gears by utilizing inertia is accomplished, and each ball 8g is always located at the intersection of the corresponding first raceway 8f1 and the second raceway 8f2, so the locking reliability is high.

[0087] Further, the outer peripheral surface of the reverse gear coupling sleeve 8k has a coupling disc portion 8k1 extending in the radial direction, and the side surface of the coupling disc portion 8k1 close to the inertia centrifugal outer end cover 8j has a circle of passive coupling teeth 8k2, and the side surface of the inertia centrifugal coupling disc 8d close to the reverse gear coupling sleeve 8k has a circle of active coupling teeth 8d1 adapted to the passive coupling teeth 8k2. When the active coupling teeth 8d1 are coupled with the passive coupling teeth 8k2, the inertia centrifugal coupling disc 8d and the reverse gear coupling sleeve 8k rotate synchronously, and when the active coupling teeth 8d1 are separated from the passive coupling teeth 8k2, the inertia centrifugal coupling disc 8d and the reverse gear coupling sleeve 8k no longer rotate synchronously.

[0088] In this embodiment, an end bearing 8i is installed on the surface of one side of the inertia centrifugal coupling disc 8d close to the coupling disc portion 8k1, and a first compression spring installation groove 8k3 corresponding to each reset compression spring 8e is formed on the surface of the coupling disc portion 8k1 close to the inertia centrifugal coupling disc 8d. One end of each reset compression spring 8e is respectively embedded in the corresponding first compression spring installation groove 8k3, and the other end is supported on the same end bearing 8i. By providing the end bearing 8i, it is ensured that each reset compression spring 8e can rotate relative to the reverse gear coupling sleeve 8k, thereby completely avoiding the reset compression spring 8e from twisting.

[0089] Furthermore, the secondary shaft transmission sleeve 8b is installed on the secondary shaft 8a through at least two needle bearings 81, thereby ensuring reliable installation of the secondary shaft transmission sleeve 8b.

[0090] Inertia reverse axle assembly 8 embodiment 2:

[0091] See also Fig.16 and Fig.17The main structure of this embodiment is exactly the same as that of the inertial reverse shaft assembly 8 embodiment 1, the difference is that the extension direction of the first raceway 8f1 and the second raceway 8f2 is the same, and the projection of each first raceway 8f1 on the corresponding reverse gear coupling sleeve 8k coincides with the corresponding second raceway 8f2.

[0092] Therefore, when the inertial centrifugal outer end cover 8j rotates forward, each ball 8g is located at the inner end of the corresponding first raceway 8f1 and the second raceway 8f2 respectively, and the return compression spring 8h forces the inertial centrifugal coupling disk 8d to move away from the reverse gear coupling sleeve 8k, thereby separating the inertial centrifugal coupling disk 8d from the reverse gear coupling sleeve 8k and putting it in the forward gear mode.

[0093] When the inertial centrifugal outer end cover 8j is reversed, each ball 8g is located at the outer end of the corresponding first raceway 8f1 and the second raceway 8f2, and forces the inertial centrifugal coupling disc 8d to approach the reverse gear coupling sleeve 8k, so that the inertial centrifugal coupling disc 8d is coupled with the reverse gear coupling sleeve 8k and rotates synchronously, and is in the reverse gear mode.

[0094] Thereby, the task of switching between forward gear and reverse gear by utilizing inertia is also accomplished, and since the structures of each first raceway 8f1 and the corresponding second raceway 8f2 are completely consistent, the gear shifting is smooth.

[0095] The two-shaft power output mechanism 9 includes an output shaft reduction assembly 9a and a differential 9b, both of which are arranged parallel to the main shaft 4. The output shaft reduction assembly 9a reduces the speed between the power output gear 1a and the differential 9b.

[0096] Specifically, the output shaft reduction assembly 9a includes an output shaft 9a1 parallel to the main shaft 4, an output primary driven gear 9a2 relatively rotatably mounted on the output shaft 9a1, and an output secondary driving tooth 9a3 integrally formed on the output shaft 9a1, wherein the power output tooth 1a is meshed with the output primary driven gear 9a2, and the diameter of the output driven gear 9a2 is larger than the diameter of the power output tooth 1a, and the output secondary driving tooth 9a3 is meshed with the differential input gear 9b1 of the differential 9b, and the diameter of the output secondary driving tooth 9a3 is smaller than the diameter of the differential input gear 9b1, thereby realizing secondary reduction and torque increase.

[0097] The real-time power detection component 10g includes a transmission sensing cam sleeve 10g1 which is synchronously rotated and sleeved on the output shaft 9a1, an elastic element 10g2 which is elastically supported on the adjacent end faces of the transmission sensing cam sleeve 10g1 and the output secondary active tooth 9a3, a speed detection permanent magnet 10g3 and a displacement detection permanent magnet 10g4 which are both mounted on the transmission sensing cam sleeve 10g1, and a speed detection Hall element 10g5 and a displacement detection Hall element which are both arranged on the housing of the built-in transmission human-controlled reverse clutch plate-type electronically controlled automatic transmission electric drive system. 10g6, the transmission sensing cam sleeve 10g1 can move axially along the output shaft 9a1, and a third end face cam pair c is formed between the end face of the transmission sensing cam sleeve 10g1 away from the output secondary driving tooth 9a3 and the adjacent end face of the output primary driven gear 9a2. The structure of the third end face cam pair c is the same as the first end face cam pair a and the second end face cam pair b. Therefore, when the torque and speed change, the transmission sensing cam sleeve 10g1 can move axially along the output shaft 9a1 when it rotates relative to the output primary driven gear 9a2.

[0098] The transmission sensing cam sleeve 10g1 of the real-time power detection component 10g in this embodiment is spline-matched with the output shaft 9a1, which is simple and reliable.

[0099] In the real-time power detection component 10g, the speed detection Hall element 10g5 is matched with the speed detection permanent magnet 10g3, and the displacement detection Hall element 10g6 is matched with the displacement detection permanent magnet 10g4. Through the cooperation of the speed detection Hall element 10g5 and the speed detection permanent magnet 10g3, the real-time speed information can be accurately obtained. Through the cooperation of the displacement detection Hall element 10g6 and the displacement detection permanent magnet 10g4, the real-time torque information can be simply converted, and then the speed information and the torque information are multiplied to obtain the real-time power. When the real-time power is less than the set power target range, it actively switches from high speed gear to low speed gear. When the real-time power is greater than the set power target range, it actively switches from low speed gear to high speed gear.

[0100] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward, the shift fork sleeve 8d is separated from the countershaft transmission sleeve 8b, and the movable clamping plate 5b1 and the fixed clamping plate 5a1 clamp the outer friction plates 5p and the inner friction plates 5o):

[0101] Motor shaft 3a→main shaft 4→external clutch plate bracket 5a→external friction plates 5p and internal friction plates 5o→internal clutch plate bracket 5b→small support ring 5d→end face cam sleeve 5g→shaft sleeve 1→output driven gear 9a2→output shaft 9a1→output secondary driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0102] At this time, the outer ring of the overrunning clutch 8c exceeds the inner ring, and the resistance transmission route is: differential 9b→differential input gear 9b1→output secondary driving gear 9a3→output shaft 9a1→output driven gear 9a2→shaft sleeve 1→end face cam sleeve 5g→small support ring 5d→second elastic element group 5c2.

[0103] In this embodiment, either the shift motor 10c controls the large supporting ring 5e to move away from the small supporting ring 5d and directly switch to the low speed gear, or when the running resistance increases to a certain level, the resistance causes the axial force of the first end face cam pair a to overcome the second elastic element group 5c2, so that the first support plate 5d1 of the small supporting ring 5d moves axially to compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, so that the friction clutch can be separated "very easily", and the power is transmitted through the following route, that is, the low speed gear power transmission route (the motor shaft 3a rotates forward, and the fork sleeve 8d is separated from the secondary shaft transmission sleeve 8b):

[0104] Motor shaft 3a→main shaft 4→external clutch plate bracket 5a→power output sleeve 5j→overrunning clutch 8c→counter shaft transmission sleeve 8b→secondary driven gear 5i→intermediate transmission sleeve 5h→inner clutch plate bracket 5b→small support ring 5d→end face cam sleeve 5g→shaft sleeve 1→output driven gear 9a2→output shaft 9a1→output secondary driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0105] In the low-speed gear power transmission route, the axial force generated by the first end cam pair a continues to act on the second elastic element group 5c2, and at the same time, the axial force of the second end cam pair b acts on the inner clutch plate bracket 5b, and the direction of the force is opposite to the axial preload force of the first elastic element group 5c1 (that is, in the direction of clutch separation). That is, in the slow gear power transmission process, the slow gear traction force and the running resistance (double force) work together to prevent the two groups of disc springs from being repeatedly compressed during the low-speed gear transmission process, thereby preventing the clutch from being repeatedly engaged during the slow gear power transmission process.

[0106] It can be seen from the above transmission route that when the present invention is in operation, the clutch is tightly fitted under the action of the first elastic element group 5c1 and the second elastic element group 5c2 to form an automatic speed change mechanism that maintains a certain pressure to achieve the transmission purpose. At this time, the overrunning clutch 8c is in an overrunning state.

[0107] When the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the first end cam pair a to produce axial displacement, and the second elastic element group 5c2 is compressed by the first end cam pair a, and the clutch is separated after the first elastic element group 5c1 is released (that is, each outer friction plate 5p and each inner friction plate 5o are separated); the low-speed gear start is automatically realized, the starting time is shortened, and the starting force is reduced. At the same time, the second elastic element group 5c2 absorbs the energy of the motion resistance torque to store potential energy for restoring the power transmission of the fast gear.

[0108] After successful startup, in this embodiment, either the shift motor 10c controls the large supporting ring 5e to approach the small supporting ring 5d and directly switch to the high gear, or because the driving resistance is reduced, when the axial component force is reduced to be 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 to push the inner clutch plate bracket 5b, so that it cooperates with the outer clutch plate bracket 5a to press the outer friction plates 5p and the inner friction plates 5o, completing the clutch to return to a close fitting state, and the overrunning clutch 8c is in an overrunning state.

[0109] 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.

[0110] The reverse gear power transmission route of this embodiment is the same as the low gear power transmission route. In the reverse gear, the motor shaft 3a of the motor 3 rotates in reverse, and the differential 9b transmits the output power to the two wheels. It should be noted that in the reverse gear, the traction force and the running resistance act together to separate the outer friction plates 5p and the inner friction plates 5o.

[0111] Embodiment 2:

[0112] See also Figure 3 and Figure 4 The main structure of this embodiment is exactly the same as that of embodiment 1, with the difference being that the outer edge of the disc spring support plate 5b3 is spline-matched with the inner circumference of the clutch plate mounting sleeve 5b2, so that the disc spring support plate 5b3 can slide axially along the clutch plate mounting sleeve 5b2, and the inner clutch plate bracket 5b is fixedly connected to the large support ring 5e, so that the inner clutch plate bracket 5b can slide axially along the small support ring 5d driven by the large support ring 5e.

[0113] Therefore, this embodiment cannot realize adaptive gear shifting according to the change of running resistance, and can only realize the switching between high gear and low gear by controlling the displacement of the large supporting ring 5e through the gear shifting motor 10c.

[0114] Furthermore, a limit ring 5u is installed on the spline on the inner circumference of the clutch plate mounting sleeve 5b2 to limit the maximum displacement of the disc spring support plate 5b3 and ensure the stability and reliability of the cooperation between the disc spring support plate 5b3 and the clutch plate mounting sleeve 5b2.

[0115] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention, and such changes all fall within the scope of protection of the present invention.

Claims

1. A four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system, comprising a power motor, a speed change assembly and a two-axis power output mechanism, wherein the speed change assembly comprises a main shaft, a sleeve rotatably mounted on the main shaft, a frame clutch plate mechanism and an elastic mechanism both arranged on the sleeve, and an inertia reverse shaft assembly arranged parallel to the main shaft, wherein one end of the main shaft is coaxially fixedly connected to the motor shaft of the power motor, and the other end of the main shaft is equipped with an electronically controlled shift mechanism, and is characterized in that: The elastic mechanism comprises an end face cam sleeve, a small support ring and a large support ring which are sequentially sleeved on the shaft sleeve along the axial direction, the small support ring can drive the end face cam sleeve to rotate, the end face cam sleeve rotates synchronously with the shaft sleeve, the small support ring and the large support ring can both rotate relative to the shaft sleeve, the small support ring and the large support ring can both move axially along the shaft sleeve, the small support ring has a first support plate extending radially, and the large support ring has a second support plate extending radially; The frame clutch plate mechanism includes an inner clutch plate bracket which is synchronously rotated and mounted on a small supporting ring, and an outer clutch plate bracket which surrounds the inner clutch plate bracket on the circumferential outer side. The outer clutch plate bracket rotates synchronously with the main shaft and can be axially slidably mounted with multiple outer friction plates extending radially inward. The inner clutch plate bracket can be axially slidably mounted with multiple inner friction plates extending radially outward. Each inner friction plate and each outer friction plate are alternately arranged between a fixed pressure plate of the outer clutch plate bracket and a movable pressure plate of the inner clutch plate bracket. The inner clutch plate bracket rotates synchronously with the main shaft and can be axially slidably mounted with multiple outer friction plates extending radially outward. A support transmission element that rotates synchronously with the large support ring is mounted on the inner circumferential surface of one end of the support away from the large support ring, a first elastic element group and a second elastic element group are elastically supported between the support transmission element and the second support plate on both sides of the first support plate, respectively, a secondary driven gear for driving the support transmission element is relatively rotatably mounted on the shaft sleeve, a power output sleeve that rotates synchronously with the outer clutch plate support is relatively rotatably mounted on the secondary driven gear and the support transmission element, the power output sleeve has a primary driving tooth, and the shaft sleeve has a power output tooth; The two-shaft power output mechanism includes an output shaft reduction assembly and a differential, both of which are arranged parallel to the main shaft, and the output shaft reduction assembly reduces the speed between the power output gear and the differential; The electronically controlled shift mechanism comprises a hollow screw rod synchronously rotatably mounted on the main shaft, a transmission member threadedly mounted on the hollow screw rod, a shift motor arranged parallel to the main shaft, an active member synchronously rotatably mounted on the motor shaft of the shift motor, at least three push-pull rods passing through the outer clutch plate bracket, and a real-time power detection assembly installed on the output shaft reduction assembly, each push-pull rod is parallel to the main shaft, a first plane bearing is arranged between the side of the large support ring away from the small support ring and the inner end of each push-pull rod, a connecting assembly is arranged between the outer end of each push-pull rod and the inner end of the hollow screw rod, which can make the two rotate relative to each other and move axially synchronously, and the hollow screw rod and the transmission member constitute a screw nut kinematic pair; The active member is a worm, the transmission member is a worm wheel, and the worm and the worm wheel form a worm-wheel kinematic pair; or, the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear; The inertia reverse shaft assembly includes a secondary shaft parallel to the main shaft, a secondary shaft transmission sleeve that can be relatively rotatably mounted on the secondary shaft, and an overrunning clutch mounted on the secondary shaft transmission sleeve, the secondary shaft transmission sleeve is formed with a secondary driving tooth that meshes with a secondary driven gear, the inner ring of the overrunning clutch rotates synchronously with the secondary shaft, the outer ring of the overrunning clutch has a primary driven tooth that meshes with a primary driving tooth, the secondary shaft is mounted with an inertia centrifugal coupling disk that can rotate relative to it, and an inertia centrifugal outer end cover and a reverse gear coupling sleeve that both rotate synchronously with it, the inertia centrifugal coupling disk is axially movably arranged between the inertia centrifugal outer end cover and the reverse gear coupling sleeve, and a gear is elastically supported between the reverse gear coupling sleeve and the inertia centrifugal coupling disk. At least three return compression springs are used to drive the inertial centrifugal coupling disk to approach the inertial centrifugal coupling disk, and each return compression spring is distributed around the secondary shaft along the circumferential direction. The inertial centrifugal outer end cover is concave on one side close to the inertial centrifugal coupling disk to form a plurality of first raceways evenly distributed along the circumferential direction, and each first raceway is an involute structure or an Archimedean spiral structure arranged in the same direction. The inertial centrifugal coupling disk is concave on one side close to the inertial centrifugal outer end cover to form a plurality of second raceways evenly distributed along the circumferential direction, and each second raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, and the depths of the first raceway and the second raceway gradually decrease from the inner end to the outer end, and a ball is arranged between each first raceway and the corresponding second raceway; When the inertia centrifugal outer end cover rotates forward, each ball is located at the inner end of the corresponding involute raceway, and each reset compression spring forces the inertia centrifugal coupling disk to move away from the reverse gear coupling sleeve, thereby separating from the reverse gear coupling sleeve; when the inertia centrifugal outer end cover rotates reversely, each ball is located at the outer end of the corresponding involute raceway, and forces the inertia centrifugal coupling disk to move close to the reverse gear coupling sleeve, thereby coupling with the reverse gear coupling sleeve and rotating synchronously.

2. The four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system according to claim 1 is characterized by: The first raceway and the second raceway extend in opposite directions, and when each ball is located at the inner end or the outer end of the corresponding first raceway and the second raceway, each first raceway and the corresponding second raceway form a heart-shaped structure; or, The first raceway and the second raceway extend in the same direction, and the projections of the first raceways on the corresponding reverse gear coupling sleeves coincide with the corresponding second raceways.

3. The four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system according to claim 1 is characterized by: The outer circumferential surface of the reverse gear coupling sleeve has a coupling disc portion extending in the radial direction, and the return compression springs are evenly distributed along the circumferential direction. An end face bearing is installed on the surface of the inertia centrifugal coupling disc close to the coupling disc portion. The surface of the coupling disc portion close to the inertia centrifugal coupling disc is recessed to form a first compression spring mounting groove corresponding to each return compression spring, and one end of each return compression spring is respectively embedded in the corresponding first compression spring mounting groove, and the other end is supported on the same end face bearing.

4. The four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system according to claim 1 is characterized by: The connecting assembly includes a connecting seat, a second plane bearing and a third plane bearing, and the connecting seat includes an inner end cover, an intermediate support plate and an outer end cover that are fastened together, and the inner end cover, the intermediate support plate and the outer end cover are arranged in sequence in a direction away from the push-pull rod, and the outer ends of the push-pull rods are simultaneously inserted into the center hole of the inner end cover and then expanded to form a limiting head, and the hole wall of the center hole of the inner end cover is protruded to form an inner end cover retaining ring that is adapted to each limiting head, and a section of each limiting head away from the intermediate support plate is supported on the inner end cover retaining ring, and a section of each limiting head close to the intermediate support plate and the second plane bearing are supported between the intermediate support plate, and the inner end of the hollow screw rod is inserted into the center hole of the outer end cover and then expanded to form an annular limiting convex rib, and the hole wall of the center hole of the outer end cover is protruded to form an outer end cover retaining ring that is adapted to the annular limiting convex rib, and the side of the annular limiting convex rib away from the intermediate support plate is supported on the outer end cover retaining ring, and the side close to the intermediate support plate and the intermediate support plate support the third plane bearing.

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

6. The four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system according to claim 5 is characterized by: The outer clutch plate bracket also includes a fixed mounting plate coaxially arranged with the fixed pressure plate and at least three sliding support rods evenly distributed along the circumference between the fixed pressure plate and the fixed mounting plate. The fixed mounting plate is synchronously rotatably mounted on the main shaft and leaves the sliding gap between the adjacent outer friction plates. Each push-pull rod can be axially movably passed through the fixed mounting plate, and both ends of each sliding support rod are locked on the fixed pressure plate and the fixed mounting plate by bolts. The outer friction plate is provided with a friction plate mounting hole that matches the axial hole of each sliding support rod, and the outer elastic ring is provided with an elastic ring mounting hole that matches the axial hole of each sliding support rod, so that each outer friction plate and each outer elastic ring can move axially along all the sliding support rods.

7. The four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system according to claim 5, characterized in that: The inner clutch plate bracket also includes a clutch plate mounting sleeve, the movable pressure plate is fixedly mounted on one end of the clutch plate mounting sleeve close to the fixed mounting plate, the outer peripheral surface of the clutch plate mounting sleeve is processed with a plurality of external splines evenly distributed along its circumference, the inner edges of the inner friction plates are provided with spline grooves matching with the external splines, and the inner elastic rings are axially slidably mounted on the external splines; The bracket transmission element is located at the end of the clutch plate mounting sleeve away from the movable pressure plate, and the bracket transmission element includes a disc spring support plate extending radially inward and an inner bracket transmission sleeve extending axially from the inner end of the disc spring support plate in a direction away from the movable pressure plate. The end of the first elastic element group away from the first support plate is elastically supported on the disc spring support plate, and the inner bracket transmission sleeve can be relatively rotatably mounted on the shaft sleeve. The shaft sleeve can be rotatably mounted with an intermediate transmission sleeve located between the secondary driven gear and the inner bracket transmission sleeve, and the secondary driven gear can drive the inner bracket transmission sleeve to rotate through the intermediate transmission sleeve.

8. The four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system according to claim 7 is characterized by: The outer end of the disc spring support plate is integrally formed with the clutch plate mounting sleeve, and the inner clutch plate bracket can move axially relative to the large support ring; or, The outer edge of the disc spring support plate is spline-matched with the inner circumferential surface of the clutch plate mounting sleeve, so that the disc spring support plate can slide axially along the clutch plate mounting sleeve, and the inner clutch plate bracket is fixedly connected to the large support ring, so that it can slide axially along the small support ring under the drive of the large support ring.

9. The four-axis inertia reverse built-in transmission clutch plate type electronically controlled automatic speed change electric drive system according to claim 7, characterized in that: The end faces of the small support ring and the adjacent end faces of the end face cam sleeve and the large support ring form a first end face cam pair, and the end faces of the intermediate transmission sleeve and the adjacent end faces of the secondary driven gear and the inner bracket transmission sleeve respectively form a second end face cam pair.

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

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