Built-in transmission clutch sheet type self-adaptive automatic speed change electric driving system for manual-control reversing

Abstract

The invention discloses a built-in transmission clutch sheet type self-adaptive automatic speed change electric driving system for manual control reversing, which comprises a motor, a speed change assembly and a differential mechanism, not only realizes a reverse gear function, but also is high in integration level and good in sealing performance, reduces one layer of transmission in the radial direction, simplifies a transmission path and improves the response speed of gear shifting. The self-adaptive mechanical transmission has the advantage of self-adaptive mechanical transmission, switching and maintaining of a low-speed gear and a high-speed gear are achieved under the combined action of traction force and running resistance, high driving torque can be provided in a constant torque area, and high rotating speed can be provided in a constant power area; and low-speed, large-torque and high-efficiency requirements of various complex working conditions of vehicle acceleration, climbing and high-speed driving can be met. Each clutch unit axially moves back and forth in the frame clutch disc mechanism in an elastic pressure-equalizing sorting mode under the combined acting force of traction force and driving resistance, and work tasks such as power transmission, non-power transmission, transmission direction change and power distribution are completed.

Description

Technical Field

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

[0002] Compared with the electric drive system equipped with a gearbox only, the gearbox has less power output loss, can provide higher driving torque in the constant torque area, and provide higher speed in the constant power area, and can also achieve high torque and high efficiency under low-speed and heavy-load conditions. What's better is that the timing of the electric motor power burst can be selected to optimize and improve the power output efficiency of the drive motor, enhance the continuous acceleration performance, and have a broader high-efficiency platform. It can fully meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving, greatly improve power, economy and comfort, and help reduce manufacturing and use costs, reduce battery capacity, lightweight and reduce volume, reduce vehicle weight and many other advantages that are difficult to achieve with only a reduction gearbox.

[0003] As products are upgraded, users' pursuit of performance, efficiency and range, as well as their sensitivity to weight and cost, decrease, and matching variable-speed transmissions should be the future development trend of electric motorcycle transmission systems.

[0004] Since 2013, the inventor team of this application has designed a series of friction clutches for matching transmissions. For example, the Chinese patent with publication number CN105151216A discloses the use of a smart balanced adaptive automatic transmission control system, referred to as AAT. The core working principle of the AAT transmission is: the end face cam pair is reversely driven by an external load to cause the transmission component responsible for the high gear to move axially, thereby achieving the purpose of adaptive automatic shifting.

[0005] For another 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] For example, in the Chinese invention patent application with publication number CN118328129A, elastic pads 13 are provided between adjacent active friction plates 14 (equivalent to the outer friction plates of the present application) and between the active friction plates 14 at both ends and the outer ring and the support portion (equivalent to the outer clutch plate bracket of the present application). When the pressure is released, the elasticity of the elastic pads 13 is used to quickly return the outer friction plates to their original positions to complete the shifting operation, while preventing some friction plates from being in a semi-friction state and affecting efficiency. However, the inventor team found in testing and use that since the elastic pads 13 are provided between the support portion 20 and the adjacent active friction plates 14, when the pressure is released, the axial movement of all active friction plates 14 may be restricted, resulting in a large number of active friction plates 14 and driven friction plates 12 (equivalent to the inner friction plates of the present application) being unable to be effectively separated. Even if the elastic pads 13 do not restrict the axial movement of the active friction plates 14 and leave a large amount of separation space between the active friction plates 14 and the driven friction plates 12, a pair of active friction plates 14 and driven friction plates 12 between adjacent elastic pads 13 will be separated. As a clutch plate group, the friction plate 12 can only ensure the synchronous separation between all clutch plate groups, but cannot ensure the synchronous separation between the active friction plate 14 and the driven friction plate 12 in each clutch plate group; moreover, the active friction plate 14 and the elastic pad 13 are densely arranged in the circumferential direction of the entire friction clutch, resulting in the engine oil not being able to enter the interior of the friction clutch from the circumferential direction, thereby failing to effectively lubricate the contact position between the active friction plate 14 and the driven friction plate 12, and further failing to play a vibration absorption role, which will inevitably lead to large separation vibration and poor smoothness.

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

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

[0009] The technical solution is as follows:

[0010] The first aspect of the present application relates to a built-in transmission clutch plate type human-controlled reverse adaptive automatic transmission electric drive system, comprising a motor, a transmission assembly and a two-shaft power output mechanism, wherein the transmission assembly comprises a main shaft, a sleeve that can be relatively rotatably mounted on the main shaft, a frame clutch plate mechanism and an adaptive transmission sensor mechanism both arranged on the sleeve, and a human-controlled reverse shaft assembly and a reduction shaft assembly both arranged parallel to the main shaft, characterized in that: the adaptive transmission sensor mechanism comprises an end face cam sleeve, a small support ring and a large support ring that are sequentially mounted on the sleeve along the axial direction, the end face cam sleeve rotates synchronously with the sleeve, the small support ring and the large support ring can both rotate relative to the sleeve, the end faces of the small support ring at both ends and the adjacent end faces of the end face cam sleeve and the large support ring form a first end face cam pair, so that the small support ring can move axially along the sleeve, the small support ring has a first support plate extending radially, and the large support ring has a second support plate extending radially;

[0011] The frame clutch plate mechanism comprises an inner clutch plate bracket which is synchronously and rotatably mounted on a small supporting ring and an outer clutch plate bracket which surrounds the inner clutch plate bracket in a circumferential direction. The inner clutch plate bracket can slide axially along the small supporting ring. The outer clutch plate bracket can axially slide and be provided with a plurality of outer friction plates which extend radially inward. The inner clutch plate bracket can axially slide and be provided with a plurality of inner friction plates which extend radially outward. Each inner friction plate and each outer friction plate are alternately arranged between a fixed pressure plate of the outer clutch plate bracket and a movable pressure plate of the inner clutch plate bracket. A transfer synchronous retaining ring which corresponds to each inner friction plate one by one is fixedly installed on the inner clutch plate bracket. Each The transfer synchronous retaining rings are respectively located on the side of the corresponding inner friction plate away from the movable pressure plate, and the outer friction plate and the inner friction plate between two adjacent transfer synchronous retaining rings constitute a clutch unit, and the outer clutch plate bracket is axially slidably equipped with outer elastic rings corresponding to each outer friction plate, each outer elastic ring is respectively located on the side of the corresponding outer friction plate close to the fixed pressure plate, and is respectively located on the circumferential outer side of the corresponding inner friction plate, and a sliding gap is left between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket, and inner elastic rings capable of axially sliding along the inner clutch plate bracket are provided between adjacent inner friction plates, and each inner elastic ring is respectively located on the circumferential inner side of the corresponding outer friction plate;

[0012] The first and second elastic element groups are elastically supported between the inner clutch plate bracket and the second support plate on both sides of the first support plate for driving the movable pressure plate close to the fixed pressure plate, and a secondary driven gear is relatively rotatably mounted on the shaft sleeve, and an intermediate transmission sleeve relatively rotatably mounted on the shaft sleeve is arranged between the secondary driven gear and the inner clutch plate bracket, and the end faces of both ends of the intermediate transmission sleeve respectively form a second end face cam pair with the adjacent end faces of the secondary driven gear and the inner clutch plate bracket, and a power output sleeve that rotates synchronously with the outer clutch plate bracket is relatively rotatably mounted on the intermediate transmission sleeve, and the power output sleeve has a primary driving tooth, the motor shaft of the motor is coaxially fixedly connected to the main shaft, and the reduction shaft assembly can reduce the transmission between the primary driving tooth and the secondary driven gear, and the shaft sleeve has a power output tooth;

[0013] 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;

[0014] The manual reverse shaft assembly includes a forward gear coupling sleeve coaxially fixedly installed on the end of the outer clutch plate bracket away from the intermediate transmission sleeve, and a reverse gear coupling sleeve synchronously rotatably sleeved on the large supporting ring. The forward gear coupling sleeve is coaxially arranged on the outside of the reverse gear coupling sleeve, and the reverse gear coupling sleeve is sleeved with a shift fork sleeve that can axially slide between the reverse gear coupling sleeve and the forward gear coupling sleeve. The shift fork sleeve rotates synchronously with the main shaft and can slide axially along the main shaft to combine with one of the forward gear coupling sleeve and the reverse gear coupling sleeve. When the shift fork sleeve is combined with the forward gear coupling sleeve, the shift fork sleeve is separated from the reverse gear coupling sleeve, and when the shift fork sleeve is combined with the reverse gear coupling sleeve, the shift fork sleeve is separated from the forward gear coupling sleeve.

[0015] The above built-in transmission clutch plate type human-controlled reverse adaptive automatic speed change electric drive system has the following beneficial effects:

[0016] 1. In the case of insufficient information or no information, the system can output reasonable torque and speed in a timely and synchronous adaptive manner without human intervention, other mechanisms, or any external control. The system can output power in a fully autonomous manner without interruption, as the load or resistance changes. The system completes the tasks of power delivery, transmission, distribution, and output, achieving the requirements of efficient and energy-saving use throughout the process, and has the advantages of adaptive mechanical speed change.

[0017] 2. It can provide higher driving torque in the constant torque area, higher speed in the constant power area, and can also achieve low-speed high torque and high efficiency to meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving. Even better, it can choose to optimize the best working time of the electric motor power, improve the power output efficiency of the drive motor, greatly improve the economy, enhance the continuous acceleration performance, and the simple power transmission route without the need to add other system components is conducive to lightweight and volume reduction, which can reduce manufacturing and use costs, reduce battery capacity, and thus reduce the weight of the vehicle.

[0018] 3. It realizes the deep integration of mechanical and electric drive power components, which can ensure that the drive motor basically operates in the high-efficiency range during driving, with low power consumption, no speed restrictions, high high-speed economy, good vehicle economy and comfort, and is conducive to the use of high-efficiency and lightweight drive motors.

[0019] 4. The elastic element is installed in the preset assembly space inside the clutch, which reduces the design length of the entire main shaft, thereby optimizing the structural bulkiness of the electric drive assembly and making the product structure more compact.

[0020] 5. The inner friction plates and the outer friction plates are alternately arranged between the fixed pressure plate and the movable pressure plate. At the same time, inner elastic rings are elastically supported between adjacent inner friction plates, and outer elastic rings are elastically supported between adjacent outer friction plates. The transfer synchronous retaining rings are equidistantly installed on the inner side of each inner friction plate. Under the elastic action of the outer elastic ring and the inner elastic ring, each equidistant space always maintains a balanced pressure arrangement. Therefore, when the movable pressure plate releases the pressure, each transfer synchronous retaining ring can synchronously push the inner friction plate at the first time, and each inner elastic ring and each outer elastic retaining ring are elastically released synchronously, so that gaps appear synchronously between all the outer friction plates and the inner friction plates, and there will not be any situation where there is semi-friction due to adhesion between any adjacent outer friction plates and inner friction plates. The wear resistance, stability and reliability of the friction clutch are greatly improved, the vibration of the clutch is effectively reduced, and the smoothness of the clutch is improved.

[0021] 6. When the running resistance input by the sleeve is less than the first elastic element group and the second elastic element group, the power is transmitted from the outer clutch plate bracket to the inner clutch plate bracket through the inner friction plates and the outer friction plates, and the inner clutch plate bracket then transmits the power to the sleeve output through the small support ring and the end cam sleeve in turn; when the running resistance increases to a certain level, the resistance causes the axial force of the first end cam pair to overcome the second elastic element group, so that the first support plate of the small support ring moves axially to compress the second elastic element group, thereby releasing the first elastic element group, so that the friction clutch can be "very easily" separated. At this time, the axial force generated by the first end cam pair continues to act on the second elastic element group, and at the same time the axial force acts on the inner clutch plate bracket, and the direction of the force is opposite to the axial preload force of the first elastic element group, that is, in this power transmission process, the low-speed gear traction and the running resistance work together to prevent the two sets of disc springs from being repeatedly compressed during the low-speed gear transmission process, thereby preventing the clutch from repeatedly engaging during the slow gear power transmission process; when the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the first end cam pair to produce axial displacement, The second elastic element group is compressed by the first end face cam pair, and the clutch is separated after the first elastic element group is released; low-speed gear starting is automatically realized, the starting time is shortened, and the starting force is reduced; at the same time, the second elastic element group absorbs the energy of the motion resistance torque to store potential energy for restoring the power transmission of the fast gear; after successful starting, the driving resistance is reduced, and when the axial component force is reduced to less than the pressure generated by the second elastic element group, the first elastic element group is compressed under the pressure of the second elastic element group generated by the compression of the motion resistance, and the pressure is released, and the first elastic element group is compressed, pushing the inner clutch plate bracket, so that each inner friction plate and each outer friction plate are combined, and the clutch is restored to a tightly fitting state; during driving, the automatic gear shifting principle is the same as above with the change of motion resistance, and the gear shifting is realized without cutting off the driving force, so that the whole locomotive runs smoothly, safely and with low consumption, and the transmission route is simplified, and the transmission efficiency is improved; that is, under the combined force of traction and driving resistance, each clutch unit performs axial reciprocating movement in the frame clutch plate mechanism in an elastic pressure-equalizing arrangement to complete the tasks of transmitting power, not transmitting power, changing the transmission direction and power distribution.

[0022] 7. When the movable pressure plate presses the outer friction plates and the inner friction plates towards the fixed pressure plate, the inner friction plates abut against the corresponding inner elastic rings respectively. Through such a design, when the movable pressure plate moves away from the fixed pressure plate, the inner friction plates can simultaneously drive the corresponding inner elastic rings to push the inner friction plates, so that the inner friction plates start at the same time, and then cooperate with the action of the outer elastic rings and the inner elastic rings to realize the synchronous separation of the inner friction plates and the outer friction plates.

[0023] 8. Since there is a sliding gap between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket, not only is there sufficient space for the separation of the outer friction plate and the inner friction plate, but the sliding gap also allows the engine oil to flow in smoothly and continuously lubricate the friction material layers of the outer friction plate and the inner friction plate, thereby playing an excellent vibration absorption role during engagement and separation, reducing vibration during separation and engagement, and improving the smoothness of the separation and engagement process.

[0024] 9. The manual reversing mechanism is integrated at one end of the adaptive cam clutch mechanism, which not only has high integration but also good sealing, thus achieving full sealing of the manual reversing mechanism and the adaptive cam clutch mechanism, improving the stability, reliability and service life of the operation.

[0025] 10. Not only can the reverse gear function be realized, but the structure is also extremely streamlined, which hardly affects the volume of the entire electric drive system. It is realized through the forward and reverse control of the motor shaft and the single shift fork control. The structure is simple and reliable. At the same time, the power transmission path in the reverse gear state is extremely simple, the power transmission loss is small, and the transmission efficiency is extremely high.

[0026] 11. Compared with the Chinese invention patent application with publication number CN118462800A, the present invention improves both the transmission efficiency and the shift response speed because the outer circumference of the first support plate is spline-matched with the inner circumference of the inner clutch plate bracket, and the end cam sleeve and the small support ring perform complete power transmission and resistance torque transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a structural schematic diagram of the built-in transmission clutch plate type human-controlled reverse adaptive automatic speed change electric drive system when it is in the forward gear;

[0028] Figure 2 It is a structural schematic diagram of the built-in transmission clutch plate type human-controlled reverse adaptive automatic speed change electric drive system when it is in reverse gear;

[0029] Figure 3 It is a structural schematic diagram of the frame clutch plate mechanism;

[0030] Figure 4 It is a schematic diagram of the structure of a fixed compression plate;

[0031] Figure 5 It is a structural schematic diagram of a fixed mounting plate;

[0032] Figure 6 is a schematic diagram of the structure of the sliding support rod;

[0033] Figure 7 It is a structural schematic diagram of the inner clutch plate bracket;

[0034] Figure 8 is a schematic diagram of the structure of the outer elastic ring;

[0035] Fig. 9 It is a schematic diagram of the structure of the inner elastic ring;

[0036] Fig.10 is a schematic diagram of the structure of the outer friction plate;

[0037] Fig.11 It is a schematic diagram of the structure of the inner friction plate. DETAILED DESCRIPTION

[0038] The present invention is further described below in conjunction with embodiments and drawings.

[0039] like Figure 1-Figure 11 As shown, a built-in transmission clutch plate type human-controlled reverse adaptive automatic speed change electric drive system mainly includes a 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 adaptive transmission sensor mechanism both arranged on the sleeve 1, and a human-controlled reverse shaft assembly 8 and a reduction shaft assembly 2 both arranged parallel to the main shaft 4.

[0040] The main shaft 4 rotates synchronously with the motor shaft 3a of the motor 3. Specifically, one end of the main shaft 4 close to the motor 3 is coaxially fixedly connected to the outer end of the motor shaft 3a of the 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 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.

[0041] The adaptive transmission sensing mechanism includes an end cam sleeve 5g, a small support ring 5d and a large support ring 5e which are sequentially mounted on the shaft sleeve 1 along the axial direction. The end cam sleeve 5g rotates synchronously with the shaft sleeve 1, and the small support ring 5d and the large support ring 5e can both rotate relative to the shaft sleeve 1.

[0042] Furthermore, the positions of the end face cam sleeve 5g and the large support ring 5e are fixed, and the small support ring 5d can move axially along the shaft sleeve 1. Meanwhile, the small support ring 5d has a radially extending first support plate 5d1, and the large support ring 5e has a radially extending second support plate 5e1.

[0043] 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.

[0044] The frame clutch plate mechanism comprises an inner clutch plate bracket 5b which is synchronously rotated and sleeved on a small supporting ring 5d, and an outer clutch plate bracket 5a which surrounds the inner clutch plate bracket 5b in the circumferential outer side. The inner clutch plate bracket 5b can slide axially along the small supporting ring 5d. In this embodiment, the inner circumference of the inner clutch plate bracket 5b is spline-matched with the outer circumference of the small supporting ring 5d, which is simple and reliable. The outer clutch plate bracket 5a and the inner clutch plate bracket 5b are both annular structures as a whole, and the rotation axis of the outer clutch plate bracket 5a coincides with the rotation axis of the inner clutch plate bracket 5b. The outer clutch plate bracket 5a has a fixed pressing plate 5a1, and the inner clutch plate bracket 5b has a movable pressing plate 5b1. The fixed pressing plate 5a1 and the movable pressing plate 5b1 are arranged oppositely. Therefore, when the inner clutch plate bracket 5b moves axially relative to the outer clutch plate bracket 5a, the movable pressing plate 5b1 approaches or moves away from the fixed pressing plate 5a1.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] Furthermore, the outer friction plate 5p and the inner friction plate 5o are both made of polyurethane, which has good wear resistance and stability.

[0049] 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 the 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] In this embodiment, the inner clutch plate bracket 5b also includes a clutch plate mounting sleeve 5b2, and the movable pressure plate 5b1 is fixedly mounted on one end of the clutch plate mounting sleeve 5b2 close to the fixed mounting plate 5a2. The movable pressure plate 5b1 extends radially outward along the clutch plate mounting sleeve 5b2. The outer peripheral surface of the clutch plate mounting sleeve 5b2 is processed with multiple external splines 5b21 evenly distributed along its circumference. The inner edges of the inner friction plates 5o have spline grooves 5o1 that match the splines of the external splines 5b21, so that the inner friction plates 5o can reliably move axially along the clutch plate mounting sleeve 5b2. At the same time, the inner elastic rings 5s can be axially slidably mounted on the external splines 5b21.

[0055] 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.

[0056] Furthermore, one end of the clutch plate mounting sleeve 5b2 away from the movable pressure plate 5b1 extends radially inward to form a disc spring support plate 5b3, one end of the first elastic element group 5c1 away from the first support plate 5d1 is supported on the disc spring support plate 5b3, and the inner end of the disc spring support plate 5b3 extends axially in a direction away from the movable pressure plate 5b1 to form an inner bracket transmission sleeve 5b4, and a second end face cam pair b is formed between the end face of one end of the inner bracket transmission sleeve 5b4 away from the movable pressure plate 5b1 and the adjacent end face of the intermediate transmission sleeve 5h, and the 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] A secondary driven gear 5i is relatively rotatably mounted on the shaft sleeve 1, and an intermediate transmission sleeve 5h is relatively rotatably mounted on the shaft sleeve 1 between the secondary driven gear 5i and the inner clutch plate bracket 5b. The end faces of the intermediate transmission sleeve 5h and the adjacent end faces of the secondary driven gear 5i and the inner clutch plate bracket 5b respectively form a second end face cam pair b. Similar to the first end face cam pair a, when power is transmitted between the intermediate transmission sleeve 5h and the secondary driven gear 5i and the inner clutch plate bracket 5b, the second end face cam pair b generates two components of force in the axial and circumferential directions, wherein the circumferential direction component outputs power, and the axial component is opposite to the axial preload and has a tendency to overcome the axial preload. That is to say, the rotation direction of the second end face cam pair b is related to the power output rotation direction. Based on the above records, technicians in this field can know what direction of axial force can be applied by what rotation direction of the axial cam pair, on the premise of knowing the power output direction, and will not go into details here.

[0062] Therefore, the first elastic element group 5c1 and the second elastic element group 5c2 work together to drive the movable pressure plate 5b1 to approach the fixed pressure plate 5a1, thereby pressing each outer friction plate 5p and each inner friction plate 5o, and at the same time causing each outer elastic ring 5r and each inner elastic ring 5s to be elastically deformed under pressure, and each inner friction plate 5o respectively abuts against the corresponding transfer synchronous retaining ring 5q; when the driving resistance forces the small support ring 5d to compress the second elastic element group 5c2 and make the movable pressure plate 5b1 move away from the fixed pressure plate 5a1, each transfer synchronous retaining ring 5q can drive the corresponding inner friction plate 5o to move away from the fixed pressure plate 5a1, and at the same time each outer elastic ring 5r pops open each outer friction plate 5p, and each inner elastic ring 5s pops open each inner friction plate 5o, so that gaps appear synchronously between each outer friction plate 5p and each inner friction plate 5o.

[0063] 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.

[0064] Furthermore, a plurality of oil through holes c are provided on the outer clutch plate bracket 5a, so that more oil can flow into the interior, continuously lubricating the outer friction plate 5p, the inner friction plate 5o, the first elastic element group 5c1, the second elastic element group 5c2, the end face cam sleeve 5g, the small support ring 5d and the large support ring 5e, further reducing vibration and improving smoothness.

[0065] In this embodiment, a power output sleeve 5j that can rotate relatively to the intermediate transmission sleeve 5h and rotates synchronously with the outer clutch plate bracket 5a is mounted on the power output sleeve 5j, and a primary driving tooth 5j1 is provided on the power output sleeve 5j. The motor shaft 3a of the motor 3 is coaxially fixedly connected to the main shaft 4. The reduction shaft assembly 2 can reduce the transmission between the primary driving tooth 5j1 and the secondary driven gear 5i, and the shaft sleeve 1 has a power output tooth 1a.

[0066] The reduction shaft assembly 2 includes a reduction shaft 2a parallel to the main shaft 4, a secondary driving tooth 2b formed on the reduction shaft 2a, and a fast and slow gear overrunning clutch 2c sleeved on the reduction shaft 2a, the secondary driving tooth 2b meshes with the secondary driven gear 5i, and the outer ring of the fast and slow gear overrunning clutch 2c has a primary driven tooth 2c1 meshed with the primary driving tooth 5j1. The diameter of the primary driving tooth 5j1 is smaller than the diameter of the primary driven tooth 2c1, and the diameter of the secondary driving tooth 2b is smaller than the diameter of the secondary driven gear 5i, so as to realize the secondary reduction and torque increase.

[0067] Furthermore, a spline section is formed at one end of the reduction shaft 2a close to the fast and slow gear overrunning clutch 2c, which cooperates with the inner ring spline of the fast and slow gear overrunning clutch 2c. Through such a design, not only the integration is high, but also the cooperation between the reduction shaft 2a and the inner ring of the fast and slow gear overrunning clutch 2c is stable and reliable.

[0068] A preload adjustment component 7 for adjusting the preload of the first elastic element group 5c1 and the second elastic element group 5c2 is installed on the main shaft 4. The preload adjustment component 7 includes a torque calibration sleeve 7a mounted on the main shaft 4, a torque calibration nut 7b threadedly mounted on the main shaft 4, and a nut washer 7c arranged between the torque calibration sleeve 7a and the torque calibration nut 7b. The inner end of the torque calibration sleeve 7a abuts against the outer end of the component mounting sleeve, the outer end of the torque calibration sleeve 7a abuts against the inner side of the nut washer 7c, the inner side of the torque calibration nut 7b abuts against the outer side of the nut washer 7c, and the inner side of the nut retaining ring 7d abuts against the outer side of the torque calibration nut 7b, thereby locking the torque calibration nut 7b.

[0069] Therefore, by rotating the torque calibration nut 7b, the compression degree of the large support ring 5e on the first elastic element group 5c1 and the second elastic element group 5c2 is controlled, and then the elastic force provided by the first elastic element group 5c1 and the second elastic element group 5c2 to the inner cone sleeve 5b is controlled, so that the thrust provided by the first elastic element group 5c1 and the second elastic element group 5c2 to the inner cone sleeve 5b is easy to adjust, which improves the design flexibility and practicality. In addition, the torque calibration sleeve 7a can block the outer end of the coupling groove 5e3 to avoid the problem of the coupling tooth 8c2 coming out, and at the same time can ensure the convenience of assembly of the reverse gear coupling sleeve 8c.

[0070] The manual reversing mechanism 8 includes a forward gear coupling sleeve 8b coaxially fixedly installed on the end of the outer clutch plate bracket 5a away from the intermediate transmission sleeve 5h, and a reverse gear coupling sleeve 8c synchronously and rotatably mounted on the large supporting ring 5e. The forward gear coupling sleeve 8b is coaxially arranged on the outer side of the reverse gear coupling sleeve 8c, and the reverse gear coupling sleeve 8c is mounted with a shift fork sleeve 8d capable of axially sliding between the reverse gear coupling sleeve 8c and the forward gear coupling sleeve 8b. In addition, the shift fork sleeve 8d rotates synchronously with the main shaft 4. At the same time, the shift fork sleeve 8d can slide axially along the main shaft 4, thereby coupling with one of the forward gear coupling sleeve 8b and the reverse gear coupling sleeve 8c.

[0071] When the shift fork sleeve 8d is combined with the forward gear coupling sleeve 8b, the shift fork sleeve 8d is separated from the reverse gear coupling sleeve 8c, and at this time, the shift fork sleeve 8d transmits power to the forward gear coupling sleeve 8b. When the shift fork sleeve 8d is combined with the reverse gear coupling sleeve 8c, the shift fork sleeve 8d is separated from the forward gear coupling sleeve 8b, and at this time, the shift fork sleeve 8d transmits power to the reverse gear coupling sleeve 8c.

[0072] Specifically, the inner circumference of the forward gear coupling sleeve 8b is provided with a circle of forward gear passive coupling keys 8b11, the outer circumference of the reverse gear coupling sleeve 8c is provided with a circle of reverse gear passive coupling keys 8c1 axially offset with the forward gear passive coupling keys 8b11, and the outer circumference and inner circumference of the inner end of the shift fork sleeve 8d are respectively provided with forward gear active coupling keys 8d1 matched with the forward gear passive coupling keys 8b11 and reverse gear active coupling keys 8d2 matched with the reverse gear passive coupling keys 8c1. At the same time, the shift fork sleeve 8d is splined with the main shaft 4, and the shift fork sleeve 8d can slide axially along the main shaft 4. The key connection is simple and reliable, thereby ensuring the stability and reliability of operation.

[0073] When the forward gear passive engagement key 8b11 is engaged with the forward gear active engagement key 8d1, the reverse gear passive engagement key 8c1 is separated from the reverse gear active engagement key 8d2, and the shift fork sleeve 8d can drive the forward gear engagement sleeve 8b to rotate synchronously with it; when the reverse gear passive engagement key 8c1 is engaged with the reverse gear active engagement key 8d2, the forward gear passive engagement key 8b11 is separated from the forward gear active engagement key 8d1, and the shift fork sleeve 8d can drive the reverse gear engagement sleeve 8c to rotate synchronously with it.

[0074] A deep groove ball bearing is supported between the inner edge of the fixed mounting plate 5a2 and the outer peripheral surface of the reverse gear coupling sleeve 8c. The outer edge of the forward gear coupling sleeve 8b is provided with third bolt holes 8b21 corresponding to the second bolt holes 5a22. Both ends of the second bolt holes 5a22 are connected to the corresponding third bolt holes 8b21. The bolts 5a4 pass through the corresponding third bolt holes 8b21 and the second bolt holes 5a22 in sequence and are screwed into the second threaded holes 5a32. The flange-like installation method ensures the reliability and sealing performance of the installation of the fixed mounting plate 5a2 and the forward gear coupling sleeve 8b. At the same time, the deep groove ball bearing ensures the reliable installation of the reverse gear coupling sleeve 8c.

[0075] The forward gear coupling sleeve 8b has a coupling sleeve body 8b1 of a cylindrical structure and a connecting plate portion 8b2 extending radially outward from the inner end of the coupling sleeve body 8b1, a forward gear passive coupling key 8b11 is formed on the inner circumference of the forward gear coupling sleeve 8b, and each third bolt through hole 8b21 is provided on the outer edge of the connecting plate portion 8b2. The above structural design is reasonable, simple and reliable, and ensures the structural strength of the forward gear coupling sleeve 8b.

[0076] A shift fork connecting groove 8d3 is arranged on the outer circumferential surface of the outer end of the shift fork sleeve 8d, and a sliding limit boss 8d4 adapted to the reverse gear coupling sleeve 8c is arranged on the inner circumferential surface of the outer end of the shift fork sleeve 8d. The inner circumferential surface of the sliding limit boss 8d4 is an internal spline. The outer circumferential surface of the main shaft 4 has an external spline segment 4a that forms a spline match with the internal spline of the sliding limit boss 8d4 and an external thread segment 4b formed by a reduced diameter. The external thread segment 4b is located at the end of the external spline segment 4a away from the motor 3, and the external spline segment 4a and the external thread segment 4b are connected to each other. A limiting step 4c is formed between the segments 4b, and a limiting retaining ring 8h, a locking nut 8f and a backstop retaining ring 8g are sequentially arranged on the external thread segment 4b in a direction away from the external spline segment 4a. The locking nut 8f is threadedly matched with the external thread segment 4b, and is used to drive the limiting retaining ring 8h to abut against the limiting step 4c. The backstop retaining ring 8g is clamped on the external thread segment 4b and locks the locking nut 8f, thereby reliably limiting the sliding of the shift fork sleeve 8d, thereby ensuring the stability and reliability of the shift fork sleeve 8d.

[0077] Specifically, when the forward gear passive engagement key 8b11 is engaged with the forward gear active engagement key 8d1, the outer side of the sliding limit boss 8d4 is supported on the inner side of the limit ring 8h; when the reverse gear passive engagement key 8c1 is engaged with the reverse gear active engagement key 8d2, the inner side of the sliding limit boss 8d4 is supported on the outer end face of the reverse gear engagement sleeve 8c.

[0078] A plurality of coupling teeth 8c2 are formed on the inner circumferential surface of the reverse gear coupling sleeve 8c, and an end of the large supporting ring 5e away from the small supporting ring 5d has an axially extending component installation sleeve, and an end of the component installation sleeve away from the small supporting ring 5d has coupling grooves 5e3 respectively matched with the corresponding coupling teeth 8c2, and the reverse gear coupling sleeve 8c is sleeved on the component installation sleeve, and each coupling tooth 8c2 is respectively inserted into the corresponding coupling groove 5e3. This not only facilitates the assembly of the reverse gear coupling sleeve 8c, but also ensures the stability and reliability of the cooperation between the reverse gear coupling sleeve 8c and the large supporting ring 5e.

[0079] 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.

[0080] Specifically, the output shaft reduction assembly 9a includes an output shaft 9a1 parallel to the main shaft 4, an output driven gear 9a2 synchronously mounted on the output shaft 9a1, and an output driving tooth 9a3 integrally formed on the output shaft 9a1, wherein the output driven gear 9a2 is meshed with the power output tooth 1a, and the diameter of the output driven gear 9a2 is larger than the diameter of the power output tooth 1a, and the output driving tooth 9a3 is meshed with the differential input gear 9b1 of the differential 9b, and the diameter of the output driving tooth 9a3 is smaller than the diameter of the differential input gear 9b1, thereby realizing secondary reduction and torque increase.

[0081] The fast gear power transmission route of this embodiment (motor shaft 3a rotates forward):

[0082] Motor shaft 3a→main shaft 4→shift fork sleeve 8d→forward gear coupling sleeve 8b→outer clutch plate bracket 5a→outer friction plates 5p and inner friction plates 5o→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 driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0083] At this time, the outer ring of the fast and slow gear overrunning clutch 2c exceeds the inner ring, and the resistance transmission route is: differential 9b→differential input gear 9b1→output 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; when the driving 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 support ring 5d moves axially to compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, so that the friction clutch can be separated "very easily", and the power is transmitted through the following route, that is, the low speed gear power transmission route (motor shaft 3a rotates forward):

[0084] Motor shaft 3a→main shaft 4→shift fork sleeve 8d→forward gear coupling sleeve 8b→external clutch plate bracket 5a→power output sleeve 5j→fast and slow gear overrunning clutch 2c→reduction shaft 2a→secondary driven gear 5i→intermediate transmission sleeve 5h→inner clutch plate bracket 5b→small supporting ring 5d→end face cam sleeve 5g→shaft sleeve 1→output driven gear 9a2→output shaft 9a1→output driving tooth 9a3→differential input gear 9b1→differential 9b; in this embodiment, differential 9b transmits the output power to two wheels.

[0085] 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.

[0086] 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, forming an automatic speed change mechanism that maintains a certain pressure to achieve the transmission purpose. At this time, the fast and slow gear overtaking clutch 2c is in the overtaking state.

[0087] 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.

[0088] After successful start-up, the driving resistance is reduced. When the axial force component is reduced to a value less than the pressure generated by the second elastic element group 5c2, the first elastic element group 5c1 is compressed under the pressure release caused by the compression of the second elastic element group 5c2 by the motion resistance, and pushes the inner clutch plate bracket 5b to cooperate with the outer clutch plate bracket 5a to press the outer friction plates 5p and the inner friction plates 5o, completing the clutch's restoration to a tightly fitting state, and the fast and slow gear overtaking clutch 2c is in an overtaking state.

[0089] 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.

[0090] Reverse gear power transmission route (motor shaft 3a reverse rotation):

[0091] Motor shaft 3a→main shaft 4→shift fork sleeve 8d→reverse gear coupling sleeve 8c→large supporting ring 5e→small supporting ring 5d→end face cam sleeve 5g→shaft sleeve 1→output driven gear 9a2→output shaft 9a1→output driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels, and the power transmission path in the reverse gear state is extremely simple, the power transmission loss is small, and the transmission efficiency is extremely high.

[0092] 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 built-in transmission clutch plate type human-controlled reverse adaptive automatic speed change electric drive system, comprising a motor, a speed change assembly and a two-shaft 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 adaptive transmission sensor mechanism both arranged on the sleeve, and a human-controlled reverse shaft assembly and a reduction shaft assembly both arranged parallel to the main shaft, characterized in that: The adaptive transmission sensing 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 end face cam sleeve rotates synchronously with the shaft sleeve, the small support ring and the large support ring can rotate relative to the shaft sleeve, the end faces of the small support ring at both ends and the adjacent end faces of the end face cam sleeve and the large support ring form a first end face cam pair, so that the small support ring can 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 comprises an inner clutch plate bracket which is synchronously and rotatably mounted on a small supporting ring and an outer clutch plate bracket which surrounds the inner clutch plate bracket in a circumferential direction. The inner clutch plate bracket can slide axially along the small supporting ring. The outer clutch plate bracket can axially slide and be provided with a plurality of outer friction plates which extend radially inward. The inner clutch plate bracket can axially slide and be provided with a plurality of inner friction plates which extend radially outward. Each inner friction plate and each outer friction plate are alternately arranged between a fixed pressure plate of the outer clutch plate bracket and a movable pressure plate of the inner clutch plate bracket. A transfer synchronous retaining ring which corresponds to each inner friction plate one by one is fixedly installed on the inner clutch plate bracket. Each The transfer synchronous retaining rings are respectively located on the side of the corresponding inner friction plate away from the movable pressure plate, and the outer friction plate and the inner friction plate between two adjacent transfer synchronous retaining rings constitute a clutch unit, and the outer clutch plate bracket is axially slidably equipped with outer elastic rings corresponding to each outer friction plate, each outer elastic ring is respectively located on the side of the corresponding outer friction plate close to the fixed pressure plate, and is respectively located on the circumferential outer side of the corresponding inner friction plate, and a sliding gap is left between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket, and inner elastic rings capable of axially sliding along the inner clutch plate bracket are provided between adjacent inner friction plates, and each inner elastic ring is respectively located on the circumferential inner side of the corresponding outer friction plate; The first and second elastic element groups are elastically supported between the inner clutch plate bracket and the second support plate on both sides of the first support plate for driving the movable pressure plate close to the fixed pressure plate, and a secondary driven gear is relatively rotatably mounted on the shaft sleeve, and an intermediate transmission sleeve relatively rotatably mounted on the shaft sleeve is arranged between the secondary driven gear and the inner clutch plate bracket, and the end faces of both ends of the intermediate transmission sleeve respectively form a second end face cam pair with the adjacent end faces of the secondary driven gear and the inner clutch plate bracket, and a power output sleeve that rotates synchronously with the outer clutch plate bracket is relatively rotatably mounted on the intermediate transmission sleeve, and the power output sleeve has a primary driving tooth, the motor shaft of the motor is coaxially fixedly connected to the main shaft, and the reduction shaft assembly can reduce the transmission between the primary driving tooth and the secondary driven gear, 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 manual reverse shaft assembly includes a forward gear coupling sleeve coaxially fixedly installed on the end of the outer clutch plate bracket away from the intermediate transmission sleeve, and a reverse gear coupling sleeve synchronously rotatably sleeved on the large supporting ring. The forward gear coupling sleeve is coaxially arranged on the outside of the reverse gear coupling sleeve, and the reverse gear coupling sleeve is sleeved with a shift fork sleeve that can axially slide between the reverse gear coupling sleeve and the forward gear coupling sleeve. The shift fork sleeve rotates synchronously with the main shaft and can slide axially along the main shaft to combine with one of the forward gear coupling sleeve and the reverse gear coupling sleeve. When the shift fork sleeve is combined with the forward gear coupling sleeve, the shift fork sleeve is separated from the reverse gear coupling sleeve, and when the shift fork sleeve is combined with the reverse gear coupling sleeve, the shift fork sleeve is separated from the forward gear coupling sleeve.

2. The built-in transmission clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1 is characterized by: The inner circumferential surface of the forward gear coupling sleeve is provided with a circle of forward gear passive coupling keys, and the outer circumferential surface of the reverse gear coupling sleeve is provided with a circle of reverse gear passive coupling keys which are axially offset with the forward gear passive coupling keys. The outer circumferential surface and the inner circumferential surface of the inner end of the shift fork sleeve are respectively provided with a forward gear active coupling key which is adapted to the forward gear passive coupling key and a reverse gear active coupling key which is adapted to the reverse gear passive coupling key. The shift fork sleeve cooperates with the main shaft spline and can slide along the main shaft axial direction; when the forward gear passive coupling key is coupled with the forward gear active coupling key, the reverse gear passive coupling key is separated from the reverse gear active coupling key, and the shift fork sleeve can drive the forward gear coupling sleeve to rotate synchronously with it; when the reverse gear passive coupling key is coupled with the reverse gear active coupling key, the forward gear passive coupling key is separated from the forward gear active coupling key, and the shift fork sleeve can drive the reverse gear coupling sleeve to rotate synchronously with it.

3. The built-in transmission clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 2 is characterized by: A shift fork connecting groove is arranged on the outer circumferential surface of the outer end of the shift fork sleeve, a sliding limit boss matched with the reverse gear coupling sleeve is arranged on the inner circumferential surface of the outer end of the shift fork sleeve, the inner circumferential surface of the sliding limit boss is an internal spline, the outer circumferential surface of the main shaft has an external spline section that forms a spline match with the internal spline of the sliding limit boss and an external thread section formed by a reduced diameter, the external thread section is located at the end of the external spline section away from the motor, a limiting step is formed between the external spline section and the external thread section, and the external thread section faces away from the external spline. A limit retaining ring, a locking nut and a backstop ring are sequentially arranged in the direction of the segment, the locking nut is threadedly matched with the external thread segment, and is used to drive the limit retaining ring to abut against the limit step, the backstop ring is clamped on the external thread segment, and locks the locking nut; when the forward gear passive combining key is combined with the forward gear active combining key, the outer side of the sliding limit boss is supported on the inner side of the limit retaining ring; when the reverse gear passive combining key is combined with the reverse gear active combining key, the inner side of the sliding limit boss is supported on the outer end face of the reverse gear combining sleeve.

4. The built-in transmission clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1 is characterized by: A plurality of coupling teeth are protrudingly formed on the inner circumferential surface of the reverse gear coupling sleeve, and an end of the large support ring away from the small support ring has an axially extending component mounting sleeve, and an end of the component mounting sleeve away from the small support ring has coupling grooves respectively matched with the corresponding coupling teeth, the reverse gear coupling sleeve is sleeved on the component mounting sleeve, and each coupling tooth is respectively inserted into the corresponding coupling groove.

5. The built-in transmission clutch plate type human-controlled reverse adaptive automatic speed change electric drive system according to claim 4 is characterized by: A preload adjustment assembly for adjusting the preload of the first elastic element group and the second elastic element group is installed on the main shaft. The preload adjustment assembly includes a torque calibration sleeve and a nut retaining ring both of which are mounted on the main shaft, a torque calibration nut threadedly mounted on the main shaft, and a nut washer arranged between the torque calibration sleeve and the torque calibration nut. The inner end of the torque calibration sleeve abuts against the outer end of the component mounting sleeve, the outer end of the torque calibration sleeve abuts against the inner side of the nut washer, the inner side of the torque calibration nut abuts against the outer side of the nut washer, and the inner side of the nut retaining ring abuts against the outer side of the torque calibration nut.

6. The built-in transmission clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1 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 in the circumferential direction between the fixed pressure plate and the fixed mounting plate. The fixed mounting plate is coaxially fixedly connected to the forward gear combining sleeve and leaves the sliding gap between the adjacent outer friction plates. Both ends of each sliding support rod are locked on the fixed pressure plate and the fixed mounting plate by bolts. The outer friction plates are provided with friction plate mounting holes that match the axial holes of each sliding support rod, and the outer elastic rings are provided with elastic ring mounting holes that match the axial holes 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 built-in transmission clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1 is characterized by: 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; One end of the clutch plate mounting sleeve away from the movable pressure plate extends radially inward to form a disc spring support plate, one end of the first elastic element group away from the first support plate is supported on the disc spring support plate, and the inner end of the disc spring support plate extends axially in a direction away from the movable pressure plate to form an inner bracket transmission sleeve, and the end face of the inner bracket transmission sleeve away from the movable pressure plate and the adjacent end face of the intermediate transmission sleeve form the second end face cam pair, and the end of the power output sleeve away from the secondary driven gear is fixedly connected to the inner end of the fixed pressure plate.

8. The built-in transmission clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1 is characterized by: The transfer synchronous retaining rings are all steel wire rings with annular structures, and the external splines are all recessed with steel wire positioning grooves that match the steel wires. The steel wire positioning grooves are evenly distributed along the axial direction of the clutch plate mounting sleeve, and the steel wire rings are respectively clamped in the corresponding steel wire positioning grooves, and the outer edges of the steel wire rings are not higher than the notches of the corresponding steel wire positioning grooves.

9. The built-in transmission clutch plate type human-controlled reverse adaptive automatic speed electric drive system according to claim 1 is characterized by: Both sides of the inner friction plate have inner plate friction material layers, and the outer surface of the inner plate friction material layer is concave to form an inner plate oil path in a grid structure; The inner plate oil circuit includes at least one circle of coaxially arranged inner plate annular oil channels, and both sides of each inner plate annular oil channel are provided with multiple inner plate branch oil channels evenly distributed along the circumference of the inner friction plate, and each inner plate branch oil channel extends radially along the inner friction plate.

10. The built-in transmission clutch plate type human-controlled reverse adaptive automatic speed change electric drive system according to claim 1, characterized in that: The reduction shaft assembly includes a reduction shaft parallel to the main shaft, a secondary driving tooth formed on the reduction shaft, and a fast and slow gear overrunning clutch sleeved on the reduction shaft, the secondary driving tooth meshes with the secondary driven gear, and the outer ring of the fast and slow gear overrunning clutch has a primary driven tooth meshed with the primary driving tooth.

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