Five-axis simple electric control variable speed clutch sheet type electric driving system

Abstract

The invention discloses a five-shaft simple electric control speed change clutch plate type electric driving system which comprises a power input mechanism, a speed change assembly and a two-shaft power output mechanism, and the speed change assembly comprises a main shaft, a speed reduction shaft assembly, a frame clutch plate mechanism and an elastic mechanism. The system is simple and reliable in structure and excellent in expansibility, can flexibly expand various functional modules such as human-controlled reversing, inertial reversing and active upshift and downshift according to real-time power according to actual requirements, and meets the design requirements of platformization and modularization. Moreover, the motor can always work efficiently 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, harmony and unification of people, vehicles, roads and running resistance / running load are realized, and the driving safety is improved. The important scientific and engineering technology common key problem of traction / driving force-running resistance / load efficient and accurate balance control is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric drive systems, and in particular to a five-axis simplified electronically controlled speed-changing clutch plate electric drive system. Background Art

[0002] 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.

[0003] From 2013 to date, the inventor team of this application has designed a series of adaptive friction clutches for matching transmissions.

[0004] 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.

[0005] 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 gear shifting based on 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 gear shifting logic online according to changes in the driver's driving mode orientation (for example: ECO mode, sports mode and snow mode, etc.), and the driver cannot actively up and down shift according to his own driving intentions.

[0006] Solving the above problems has become a top priority. Summary of the invention

[0007] In view of this, the present invention provides a five-axis simplified electronically controlled speed-changing clutch plate-type electric drive system.

[0008] The technical solution is as follows:

[0009] The first aspect of the present application relates to a five-axis simplified electronically controlled speed-changing clutch plate type electric drive system, comprising a power input mechanism, a speed change assembly and a two-axis power output mechanism, wherein the power input mechanism comprises a power motor and a power input shaft coaxially fixedly connected to the motor shaft of the power motor, the speed change assembly comprises a main shaft, a reduction shaft assembly, and a frame clutch plate mechanism and an elastic mechanism all arranged on the main shaft, the power input shaft, the reduction shaft assembly and the two-axis power output mechanism are arranged in parallel around the main shaft along the circumferential direction, an electronically controlled shifting mechanism is installed at one end of the main shaft close to the frame clutch plate mechanism, the elastic mechanism comprises an end gear, a power output gear sleeve and an end support ring which are sequentially sleeved on the main shaft along the axial direction, the end gear and the end support ring are sleeved on the main shaft in synchronous rotation, the power output gear sleeve can be sleeved on the main shaft in relative rotation, and the reduction shaft assembly can reduce the transmission between the power output gear sleeve and the end gear;

[0010] The frame clutch plate mechanism comprises an inner clutch plate bracket which is synchronously rotated and sleeved on the end support ring, and an outer clutch plate bracket which surrounds the circumferential outer side of the inner clutch plate bracket, wherein the outer clutch plate bracket can be axially slidably mounted with a plurality of outer friction plates extending radially inward, and the inner clutch plate bracket can be axially slidably mounted with a plurality of 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 outer clutch plate bracket is synchronously rotated and is provided with an input driven gear which meshes with the input driving teeth of the power input shaft, the power output gear sleeve rotates synchronously with the outer clutch plate bracket, the inner clutch plate bracket can move axially relative to the end support ring, and a first elastic element group for driving the movable pressure plate to have a tendency to approach the fixed pressure plate is arranged between the inner clutch plate bracket and the outer clutch plate bracket;

[0011] The two-shaft power output mechanism includes an output shaft reduction assembly and a differential both arranged in parallel with the main shaft, the main shaft has a main shaft output tooth that rotates synchronously with the main shaft, and the output shaft reduction assembly reduces the speed between the main shaft output tooth and the differential;

[0012] The electronically controlled shift mechanism comprises a shift motor, a hollow screw rod which can be relatively rotatably mounted on the main shaft, a transmission member which is threadedly mounted on the hollow screw rod, an active member which is synchronously rotatably mounted on the motor shaft of the shift motor, and a real-time power detection assembly installed on the power input shaft. The inner end of the hollow screw rod passes through the outer clutch plate bracket and is coaxially connected to the inner clutch plate bracket through a connecting ring. The hollow screw rod can rotate relative to the inner clutch plate bracket and can also move axially synchronously with the inner clutch plate bracket. The hollow screw rod and the transmission member constitute a screw rod nut kinematic pair.

[0013] 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.

[0014] The above five-axis simplified electronically controlled variable speed clutch plate electric drive system has the following beneficial effects:

[0015] 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 gear shifting is needed. The gear shifting motor is then used to drive the push-pull rods to move axially synchronously through the worm gear kinematic pair (or gear transmission pair) and the screw nut kinematic pair, thereby not only efficiently realizing active gear shifting, but also making the electronic control algorithm extremely simple; the system is fully autonomous in the process of outputting power, and it outputs reasonable torque and speed (power target) in a timely, synchronous and adaptive manner without interrupting power as the load / resistance changes during the power output process. The system completes the tasks of power supply, transmission, distribution and output, and meets the requirements of efficient and energy-saving use throughout the process.

[0016] 2. The driver can actively shift gears according to his or her own driving intentions, which improves the driver's controllability and driving pleasure of the motor vehicle.

[0017] 3. During the active gear shifting process, the frame clutch plate mechanism can serve as an excellent vibration absorption mechanism, effectively absorbing the gear shifting shock and making the gear shifting process extremely smooth.

[0018] 4. The transmission can adjust the speed and torque of the motor so that it works in the optimal efficiency area under different vehicle speeds and load conditions, thereby improving the performance and efficiency of the motor; through reasonable speed ratio selection, the transmission can keep the motor at a lower speed when driving at high speeds, reduce energy consumption, and thus extend the range of the electric vehicle; the transmission can provide different gear options, so that the electric vehicle can obtain greater torque output when accelerating and climbing, and improve power performance; the driver can choose the appropriate gear according to different road conditions and driving styles to achieve a more flexible driving experience; the use of a transmission can reduce the power and torque requirements for the motor, thereby reducing the size and cost of the motor; the existence of the transmission can better match the motor and other components, improve the efficiency of the entire electric drive system, and reduce energy loss; some electric vehicles may need to operate under different working conditions, such as urban roads, highways, mountainous areas, etc., and the transmission can help the vehicle better adapt to these different working conditions.

[0019] 5. The overall structure is simple and reliable, and the structural scalability is excellent. It can flexibly expand into a variety of functional modules according to actual needs to meet the platform and modular design requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a structural schematic diagram of a five-axis simplified electronically controlled speed-changing clutch plate-type electric drive system embodiment 1 in fast gear;

[0021] Figure 2 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 1 in a slow gear;

[0022] Figure 3 It is a structural schematic diagram of a five-axis simplified electronically controlled speed-changing clutch plate-type electric drive system embodiment 2 in the forward gear fast gear;

[0023] Figure 4 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed clutch plate-type electric drive system embodiment 2 in reverse gear;

[0024] Figure 5 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 2 in a forward slow gear;

[0025] Figure 6 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 3 in fast gear;

[0026] Figure 7 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed clutch plate-type electric drive system embodiment 3 in reverse gear and slow gear;

[0027] Figure 8It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed clutch plate-type electric drive system embodiment 4 in fast gear;

[0028] Fig. 9 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed clutch plate-type electric drive system embodiment 4 in reverse gear and slow gear;

[0029] Fig.10 It is a structural schematic diagram of the frame clutch plate mechanism;

[0030] Fig.11 It is a schematic diagram of the structure of a fixed compression plate;

[0031] Fig.12 It is a structural schematic diagram of a fixed mounting plate;

[0032] Fig.13 is a schematic diagram of the structure of the sliding support rod;

[0033] Fig.14 It is a structural schematic diagram of the inner clutch plate bracket;

[0034] Fig.15 is a schematic diagram of the structure of the outer elastic ring;

[0035] Fig.16 is a schematic diagram of the structure of the outer friction plate;

[0036] Fig.17 It is the structural schematic diagram of the inner friction plate;

[0037] Fig.18 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the front ball in the forward gear of the second embodiment of the five-axis simplified electronically controlled variable speed clutch plate electric drive system;

[0038] Fig.19 It is a schematic diagram of the matching relationship of the first raceway, the second raceway and the front ball in the reverse gear of the matching mode 1 of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 2;

[0039] Fig. 20 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the front ball in the second coordination mode of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 2 when in the forward gear;

[0040] Fig.21 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the front ball in the second coordination mode of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 2 when in reverse gear;

[0041] Fig. 22It is a schematic diagram of the coordination relationship of the third raceway, the fourth raceway and the center ball in the forward gear of the coordination mode 1 of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 3;

[0042] Fig.23 It is a schematic diagram of the coordination relationship of the third raceway, the fourth raceway and the center ball in the reverse gear of the embodiment 3 of the five-axis simplified electronically controlled variable speed clutch plate electric drive system;

[0043] Fig.24 It is a schematic diagram of the coordination relationship between the third raceway, the fourth raceway and the center ball in the second coordination mode of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 3 when in the forward gear;

[0044] Fig.25 It is a schematic diagram of the coordination relationship between the third raceway, the fourth raceway and the middle ball in the second coordination mode of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 3 when in reverse gear;

[0045] Fig.26 It is a schematic diagram of the coordination relationship of the fifth raceway, the sixth raceway and the terminal ball in the first coordination mode of the five-axis simplified electronically controlled variable speed clutch plate type electric drive system embodiment 4 in the forward gear;

[0046] Fig. 27 It is a schematic diagram of the matching relationship of the fifth raceway, the sixth raceway and the terminal ball in the first matching mode of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 4 when in reverse gear;

[0047] Fig.28 It is a schematic diagram of the coordination relationship between the fifth raceway, the sixth raceway and the terminal ball in the second coordination mode of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 4 when in the forward gear;

[0048] Fig.29 It is a schematic diagram of the coordination relationship between the fifth raceway, the sixth raceway and the terminal ball in the second coordination mode of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 4 when in reverse gear. DETAILED DESCRIPTION

[0049] The present invention is further described below in conjunction with embodiments and drawings.

[0050] like Figure 1 , Figure 2 as well as Figure 10-Figure 17 As shown, a five-axis simplified electronically controlled speed-changing clutch plate electric drive system mainly includes a power input mechanism, a speed change assembly and a two-axis power output mechanism 9.

[0051] The power input mechanism includes a power motor 3 and a power input shaft 6 coaxially fixedly connected to the motor shaft 3a of the power motor 3. One end of the power input shaft 6 is coaxially fixedly connected to the motor shaft 3a of the power motor 3. Specifically, the end of the power input shaft 6 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 power input shaft 6 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 power input shaft 6 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 power input shaft 6 through a coupling.

[0052] The speed change assembly includes a main shaft 4, a reduction shaft assembly 2, and a frame clutch plate mechanism and an elastic mechanism all arranged on the main shaft 4. The power input shaft 6, the reduction shaft assembly 2, and the two-shaft power output mechanism 9 are arranged in parallel along the circumferential direction around the main shaft 4. In addition, an electric control shift mechanism 10 is installed at one end of the main shaft 4 close to the frame clutch plate mechanism.

[0053] The elastic mechanism includes an end gear 5g, a power output gear sleeve 5j and an end support ring 5d which are sequentially mounted on the main shaft 4 along the axial direction. The end gear 5g and the end support ring 5d are both mounted on the main shaft 4 in a synchronously rotating manner. The power output gear sleeve 5j can be relatively rotatably mounted on the main shaft 4. The reduction shaft assembly 2 can reduce the transmission between the power output gear sleeve 5j and the end gear 5g.

[0054] The frame clutch plate mechanism includes an inner clutch plate bracket 5b synchronously rotatably mounted on the end support ring 5d and an outer clutch plate bracket 5a surrounding the circumferential outer side of the inner clutch plate bracket 5b. 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.

[0055] The outer clutch plate bracket 5a is synchronously rotated with an input driven gear 5a11 meshed with the input driving gear 6a of the power input shaft 6, that is, the power input shaft 6 can drive the outer clutch plate bracket 5a to rotate through the mutually meshing input driving gear 6a and the input driven gear 5a11. At the same time, the power output gear sleeve 5j rotates synchronously with the outer clutch plate bracket 5a.

[0056] 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.

[0057] 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.

[0058] 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 On one side of the disk 5a1, and respectively located on the circumferential outer side of the corresponding inner friction plate 5o, a sliding gap d is left between the outer friction plate 5p farthest from the fixed pressure disk 5a1 and the outer clutch plate bracket 5a, which not only leaves sufficient space for the separation of the outer friction plate 5p and the inner friction plate 5o, but also the sliding gap d can allow the engine oil to flow in smoothly and continuously lubricate the friction material layer of the outer friction plate 5p and the inner friction plate 5o, thereby playing an excellent vibration absorption role during engagement and separation, reducing the vibration during separation and engagement, and improving the smoothness of the separation and engagement process.

[0059] When the movable pressure plate 5b1 approaches the fixed pressure plate 5a1, it can compress the outer friction plates 5p and the inner friction plates 5o, so that the outer elastic rings 5r are compressed and elastically deformed. 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 pressure plate 5b1 is away from the fixed pressure plate 5a1, the outer elastic ring 5r cooperates to achieve the synchronous separation of the inner friction plates 5o and the outer friction plates 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 open each outer friction plate 5p, so that gaps appear synchronously between each outer elastic ring 5r, 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 inner friction plates 5o and outer friction plates 5p consistent, greatly reducing sliding losses and 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 separation vibration and improve smoothness during separation. At this time, power is no longer transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, and they are in a disconnected state.

[0060] Furthermore, the outer friction plate 5p and the inner friction plate 5o are both made of polyurethane, which has good wear resistance and stability.

[0061] 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 end gear 5g is fixedly connected to the inner end of the fixed pressure plate 5a1. The fixed mounting plate 5a2 can be relatively rotatably mounted on the hollow screw rod 10a, and the fixed mounting plate 5a2 and the hollow screw rod 10a can not only rotate relatively, but also the hollow screw rod 10a can move axially relative to the fixed mounting plate 5a2. 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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 the external splines 5b21, so that the inner friction plates 5o can reliably move axially along the clutch plate mounting sleeve 5b2.

[0067] 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.

[0068] The inner circumferential surface of the clutch plate mounting sleeve 5b2 is integrally formed with a bracket connecting ring 5b3 that matches the end supporting ring 5d. The end supporting ring 5d is fixedly connected to the bracket connecting ring 5b3 by a plurality of circumferentially distributed bolts, so that the inner clutch plate bracket 5b can rotate and move axially synchronously with the end supporting ring 5d. The first elastic element group 5c is elastically supported between the bracket connecting ring 5b3 and the fixed mounting plate 5a2, so as to improve the reliability of the friction plate clutch and eliminate the installation gap. It should be pointed out that the first elastic element group 5c preferably adopts a disc spring group, which is durable, stable and reliable.

[0069] In this embodiment, the outer edge of the end support ring 5d is spline-matched with the inner circumference of the clutch plate mounting sleeve 5b2, so that the end support ring 5d can slide axially along the clutch plate mounting sleeve 5b2.

[0070] 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.

[0071] 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.

[0072] 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 main shaft 4 has a main shaft output tooth 4a that rotates synchronously therewith. The output shaft reduction assembly 9a reduces the speed between the main shaft output tooth 4a and the differential 9b.

[0073] Among them, the output shaft reduction assembly 9a includes an output shaft 9a1 parallel to the main shaft 4 and an output primary driven gear 9a2 and an output secondary driving gear 9a3 that are integrally formed on the output shaft 9a1. The main shaft output teeth 4a are meshed with the output primary driven gear 9a2, and the output secondary driving gear 9a3 is meshed with the differential input gear 9b1 of the differential 9b. In addition, the diameter of the output primary driven gear 9a2 is larger than the diameter of the main shaft output teeth 4a, and the diameter of the output secondary driving gear 9a3 is smaller than the diameter of the differential input gear 9b1, thereby realizing secondary reduction and torque increase.

[0074] The electric control shift mechanism 10 comprises a shift motor 10c, a hollow screw 10a which can be relatively rotated and mounted on the main shaft 4, a transmission member 10b which is threadedly mounted on the hollow screw 10a, an active member 10i which is synchronously rotated and mounted on the motor shaft of the shift motor 10c, and a real-time power detection component 10g which is installed on the power input shaft 6. The inner end of the hollow screw 10a passes through the outer clutch plate bracket 5a and is coaxially connected to the inner clutch plate bracket 5b through a connecting ring 10f. The hollow screw 10a can rotate relative to the inner clutch plate bracket 5b and can also move axially synchronously with the inner clutch plate bracket 5b. The hollow screw 10a and the transmission member 10b constitute a screw nut kinematic pair. Therefore, through the axial movement of the hollow screw 10a, the inner clutch plate bracket 5b can be driven to move axially synchronously with it through the connecting ring 10f, while the rotation of the inner clutch plate bracket 5b will not drive the hollow screw 10a to rotate.

[0075] In this embodiment, the active member 10i and the driven member 10b have the following two implementation modes:

[0076] 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.

[0077] 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.

[0078] Therefore, by the forward or reverse rotation of the motor shaft of the shift motor 10c, the inner clutch plate bracket 5b can be driven to move axially through the worm gear motion pair (or gear transmission pair) and the screw nut motion pair. Specifically, when the movable pressure plate 5b1 of the inner clutch plate bracket 5b cooperates with the fixed pressure plate 5a1 of the outer clutch plate bracket 5a to press the outer friction plates 5p and the inner friction plates 5o, the outer clutch plate bracket 5a can transmit power to the inner clutch plate bracket 5b; when the movable pressure plate 5b1 of the inner clutch plate bracket 5b is away from the fixed pressure plate 5a1 of the outer clutch plate bracket 5a, so that the outer friction plates 5p and the inner friction plates 5o are separated, the outer clutch plate bracket 5a cannot transmit power to the inner clutch plate bracket 5b.

[0079] During the active shifting process, the 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 shifting is required. This not only realizes active shifting efficiently, but also makes the electronic control algorithm extremely simple.

[0080] Furthermore, the inner end of the hollow screw rod 10a passes through the outer clutch plate bracket 5a and protrudes radially outward to form a limited support ring 10a1. A first plane bearing 10e is arranged between the side of the limited support ring 10a1 close to the end support ring 5d and the connecting ring 10f. The circumferential inner wall of the inner clutch plate bracket 5b has a bracket connecting seat 5b3 fixedly connected to the connecting ring 10f. The side of the limited support ring 10a1 away from the end support ring 5d is supported on the bracket connecting seat 5b3. One end of the first elastic element group 5c is supported on the outer clutch plate bracket 5a, and the other end is supported by a second end face bearing 5f between the bracket connecting seat 5b3. By setting the first plane bearing 10e and the second end face bearing 5f, rotation interference between adjacent components can be avoided, which is simple and reliable.

[0081] The real-time power detection component 10g includes a transmission sensing cam sleeve 10g1 which is synchronously rotated and sleeved on the power input shaft 6, a speed detection permanent magnet 10g3 and a displacement detection permanent magnet 10g4 which are both installed on the transmission sensing cam sleeve 10g1, and a speed detection Hall element 10g5 and a displacement detection Hall element 10g6 which are both arranged on the housing of the five-axis simplified electronically controlled speed-changing clutch plate-type electric drive system. The transmission sensing cam sleeve 10g1 can move axially along the power input shaft 6, and a matching cam boss 6c which protrudes radially outward is integrally formed on the power input shaft 6. An end face of the transmission sensing cam sleeve 10g1 which is away from the input active tooth 6a and an adjacent end face of the matching cam boss 6c form an end face cam pair c. Therefore, when the torque and speed change, the transmission sensing cam sleeve 10g1 can move axially along the power input shaft 6 when it rotates relative to the matching cam boss 6c.

[0082] The transmission sensor cam sleeve 10g1 in this embodiment is spline-matched with the power input shaft 6, which is simple and reliable.

[0083] An elastic element support ring 10g7 is fixedly mounted on the power input shaft 6 and is located between the transmission sensing cam sleeve 10g1 and the input driving tooth 6a. An elastic element 10g2 is elastically supported between the transmission sensing cam sleeve 10g1 and the elastic element support ring 10g7. 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.

[0084] 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, and 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, the high-speed gear is actively switched to the low-speed gear, and when the real-time power is greater than the set power target range, the low-speed gear is actively switched to the high-speed gear.

[0085] The reduction shaft assembly 2 includes a first reduction shaft 2a parallel to the main shaft 4, first and second driving teeth 2b formed on the first reduction shaft 2a, and a first overrunning clutch 2c mounted on the first reduction shaft 2a, the first and second driving teeth 2b meshing with the end gear 5g, and the outer ring of the first overrunning clutch 2c has a first primary driven tooth 2c1 meshing with the power output gear sleeve 5j. When the first overrunning clutch 2c is in a coupled state, the power output gear sleeve 5j meshing can drive the first reduction shaft 2a to rotate through the first overrunning clutch 2c, and when the first overrunning clutch 2c is in an overrunning state, the power output gear sleeve 5j meshing will not transmit power to the first reduction shaft 2a.

[0086] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward):

[0087] Motor shaft 3a→power input shaft 6→input driven gear 5a1→external clutch plate bracket 5a→external friction plates 5p and inner friction plates 5o→inner clutch plate bracket 5b→end support ring 5d→main shaft 4→output primary driven gear 9a2→output shaft 9a1→output secondary driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, differential 9b transmits the output power to two wheels.

[0088] At this time, the outer ring of the first overrunning clutch 2c exceeds the inner ring, and the shift motor 10c controls the inner clutch plate bracket 5b to move, so that a gap appears between each outer friction plate 5p and each inner friction plate 5o, and the gear is directly switched to the low speed gear. The power is transmitted through the following route, that is, the slow gear power transmission route (when the motor shaft 3a rotates forward):

[0089] Motor shaft 3a→power input shaft 6→input driven gear 5a1→external clutch plate bracket 5a→power output sleeve 5j→first overrunning clutch 2c→first reduction shaft 2a→first and second driving teeth 2b→end gear 5g→main shaft 4→output first-stage driven gear 9a2→output shaft 9a1→output second-stage driving teeth 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0090] Embodiment 2:

[0091] See also Figure 3-Figure 5 as well as Figure 18-Figure 21 The main structure of this embodiment is exactly the same as that of the embodiment 1, except that it also includes a front inertia reversing mechanism 1, and the front inertia reversing mechanism 1 has the following two embodiments:

[0092] Front inertia reversing mechanism 1 embodiment 1:

[0093] See also Fig.18 and Fig.19 The front inertia reverse mechanism 1 includes a front reverse gear coupling sleeve 1c and a front inertia centrifugal outer end cover 1b which are synchronously rotated on the power input shaft 6, and a front inertia centrifugal coupling disk 1d which can be relatively rotated on the power input shaft 6. The front inertia centrifugal coupling disk 1d can be axially slidably arranged between the front reverse gear coupling sleeve 1c and the front inertia centrifugal outer end cover 1b. The front inertia centrifugal outer end cover 1b is integrally formed with a front reverse gear driving tooth 1b1 which meshes with the end gear 5g. At least one circle of compression spring annular array is elastically supported between the front reverse gear coupling sleeve 1c and the front inertia centrifugal coupling disk 1d for driving the front inertia centrifugal coupling disk 1d to move toward the front inertia centrifugal outer end cover 1b. Each circle of the compression spring annular array is coaxially arranged with the power input shaft 6, and the distance between each circle of the compression spring annular array and the power input shaft 6 is different.

[0094] A side of the front inertia centrifugal outer end cover 1b close to the front inertia centrifugal coupling disk 1d is recessed to form a plurality of first raceways 1f1 uniformly distributed along the circumferential direction, and each first raceway 1f1 is an involute structure or an Archimedean spiral structure arranged in the same direction. A side of the front inertia centrifugal coupling disk 1d close to the front inertia centrifugal outer end cover 1b is recessed to form a plurality of second raceways 1f2 uniformly distributed along the circumferential direction, and each second raceway 1f2 is an involute structure or an Archimedean spiral structure arranged in the same direction, wherein the involute structure is easier to process, and the Archimedean spiral structure makes the movement of the front ball 1g smoother, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0095] In this embodiment, each first raceway 1f1 forms a front involute raceway 1f with the corresponding second raceway 1f2, and the depth of each front involute raceway 1f gradually decreases from the inner end to the outer end, and each front involute raceway 1f is provided with a front ball 1g. In addition, the first raceway 1f1 and the second raceway 1f2 extend in opposite directions, and when each front ball 1g is located at the inner end or the outer end of the corresponding first raceway 1f1 and the second raceway 1f2, each first raceway 1f1 forms a heart-shaped structure with the corresponding second raceway 1f2.

[0096] Therefore, when the front inertia centrifugal outer end cover 1b rotates forward, each front ball 1g is located at the inner end of the corresponding front involute raceway 1f, and the annular array of compression springs forces the front inertia centrifugal coupling disc 1d to move away from the front reverse gear coupling sleeve 1c, thereby separating from the front reverse gear coupling sleeve 1c; it is in the forward gear mode.

[0097] When the front inertia centrifugal outer end cover 1b reverses, each front ball 1g is located at the outer end of the corresponding front involute raceway 1f, and forces the front inertia centrifugal coupling plate 1d to approach the front reverse gear coupling sleeve 1c, thereby coupling with the front reverse gear coupling sleeve 1c and rotating synchronously; it is in reverse gear mode.

[0098] Further, the outer peripheral surface of the front reverse gear coupling sleeve 1c has a first coupling disc portion extending in the radial direction, and the first coupling disc portion has a circle of first passive coupling teeth 1c1 on the side surface close to the front inertia centrifugal coupling disc 1d, and the front inertia centrifugal coupling disc 1d has a circle of first active coupling teeth 1d1 matched with the first passive coupling teeth 1c1 on the side surface close to the front reverse gear coupling sleeve 1c. When the first active coupling teeth 1d1 are coupled with the first passive coupling teeth 1c1, the front inertia centrifugal coupling disc 1d and the front reverse gear coupling sleeve 1c rotate synchronously, and when the first active coupling teeth 1d1 are separated from the first passive coupling teeth 1c1, the front inertia centrifugal coupling disc 1d and the front reverse gear coupling sleeve 1c no longer rotate synchronously.

[0099] In this embodiment, the annular array of compression springs is composed of at least three first return compression springs 1e uniformly distributed in an annular shape, and a first end face bearing 1i is installed on the surface of the side of the front inertia centrifugal coupling disc 1d close to the first coupling disc portion, and a first compression spring installation groove corresponding to each first return compression spring 1e is formed in a concave shape on the surface of the side of the first coupling disc portion close to the front inertia centrifugal coupling disc 1d, and one end of each first return compression spring 1e is respectively embedded in the corresponding first compression spring installation groove, and the other end is supported on the same first end face bearing 1i. By providing the first end face bearing 1i, it is ensured that each first return compression spring 1e can rotate relative to the front reverse gear coupling sleeve 1c, thereby completely avoiding the first return compression spring 1e from being twisted.

[0100] Front inertia reversing mechanism 1 embodiment 2:

[0101] See also Fig. 20 and Fig.21 The main structure of this embodiment is exactly the same as that of the front inertia reversing mechanism 1 embodiment 1, the difference is that the extension direction of the first raceway 1f1 and the second raceway 1f2 is the same, and the projection of each first raceway 1f1 on the corresponding front inertia centrifugal coupling disk 1d coincides with the corresponding second raceway 1f2.

[0102] Therefore, when the front inertia centrifugal outer end cover 1b rotates forward, each front ball 1g is located at the inner end of the corresponding front involute raceway 1f, and the annular array of compression springs forces the front inertia centrifugal coupling disc 1d to move away from the front reverse gear coupling sleeve 1c, thereby separating from the front reverse gear coupling sleeve 1c; it is in the forward gear mode.

[0103] When the front inertia centrifugal outer end cover 1b reverses, each front ball 1g is located at the outer end of the corresponding front involute raceway 1f, and forces the front inertia centrifugal coupling plate 1d to approach the front reverse gear coupling sleeve 1c, thereby coupling with the front reverse gear coupling sleeve 1c and rotating synchronously; it is in reverse gear mode.

[0104] Thereby, the task of switching between forward gear and reverse gear by utilizing inertia is also accomplished. Moreover, since the structures of each first raceway 1f1 and the corresponding second raceway 1f2 are completely consistent, the gear shifting is smooth.

[0105] The fast gear power transmission route and the slow gear power transmission route of this embodiment are exactly the same as those of embodiment 1, and the reverse gear transmission path is as follows:

[0106] Motor shaft 3a→power input shaft 6→front reverse gear coupling sleeve 1c→front inertia centrifugal coupling disk 1d→front inertia centrifugal outer end cover 1b→end gear 5g→main shaft 4→output first-stage driven gear 9a2→output shaft 9a1→output second-stage driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0107] Embodiment 3:

[0108] See also Figure 6 and Figure 7 as well as Figure 22-Figure 25 The main structure of this embodiment is exactly the same as that of the embodiment 1, except that it further includes a central inertia reversing mechanism 7, and the central inertia reversing mechanism 7 has the following two embodiments:

[0109] Embodiment 1 of the central inertia reversing mechanism 7:

[0110] See also Fig. 22 and Fig.23The central inertia reverse mechanism 7 includes a central reverse gear coupling sleeve 7c and a central inertia centrifugal outer end cover 7b which are both synchronously rotated and sleeved on the main shaft 4, and a central inertia centrifugal coupling disc 7d which can be relatively rotated and sleeved on the main shaft 4. The central inertia centrifugal coupling disc 7d can be axially slidably arranged between the central reverse gear coupling sleeve 7c and the central inertia centrifugal outer end cover 7b. The power input shaft 6 is synchronously rotated and sleeved with a central reverse gear driving gear 6b. The central reverse gear coupling sleeve 7c is integrally formed with a central reverse gear driving gear 6b. The center reverse driven gear 7c2 meshing with the center reverse driving gear 6b ​​and the main shaft output gear 4a are integrally formed on the center inertia centrifugal outer end cover 7b, and at least one circle of compression spring annular array is elastically supported between the center reverse gear coupling sleeve 7c and the center inertia centrifugal coupling disk 7d for driving the center inertia centrifugal coupling disk 7d to move toward the center inertia centrifugal outer end cover 7b, and each circle of the compression spring annular array is coaxially arranged with the main shaft 4, and the distance between each circle of the compression spring annular array and the main shaft 4 is different.

[0111] A side of the central inertial centrifugal outer end cover 7b close to the central inertial centrifugal coupling disk 7d is recessed to form a plurality of third raceways 7f1 evenly distributed along the circumferential direction, and each third raceway 7f1 is an involute structure or an Archimedean spiral structure arranged in the same direction. A side of the central inertial centrifugal coupling disk 7d close to the central inertial centrifugal outer end cover 7b is recessed to form a plurality of fourth raceways 7f2 evenly distributed along the circumferential direction, and each fourth raceway 7f2 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 central ball 7g smoother, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0112] In this embodiment, each third raceway 7f1 forms a central involute raceway 7f with the corresponding fourth raceway 7f2, and the depth of each central involute raceway 7f gradually decreases from the inner end to the outer end, and each central involute raceway 7f is provided with a central ball 7g. In addition, the extension directions of the third raceway 7f1 and the fourth raceway 7f2 are opposite, and when each central ball 7g is located at the inner end or the outer end of the corresponding third raceway 7f1 and the fourth raceway 7f2, each third raceway 7f1 forms a heart-shaped structure with the corresponding fourth raceway 7f2.

[0113] Therefore, when the center inertia centrifugal outer end cover 7b rotates forward, each center ball 7g is located at the inner end of the corresponding center involute raceway 7f, and the annular array of compression springs forces the center inertia centrifugal coupling plate 7d to move away from the center reverse gear coupling sleeve 7c, thereby separating from the center reverse gear coupling sleeve 7c; it is in the forward gear mode.

[0114] When the central inertia centrifugal outer end cover 7b reverses, each central ball 7g is located at the outer end of the corresponding central involute raceway 7f, and forces the central inertia centrifugal coupling plate 7d to approach the central reverse gear coupling sleeve 7c, thereby coupling with the central reverse gear coupling sleeve 7c and rotating synchronously; it is in reverse gear mode.

[0115] Further, the outer peripheral surface of the central reverse gear coupling sleeve 7c has a second coupling disc portion extending in the radial direction, and the second coupling disc portion has a circle of second passive coupling teeth 7c1 on one side surface close to the central inertia centrifugal coupling disc 7d, and the central inertia centrifugal coupling disc 7d has a circle of second active coupling teeth 7d1 matched with the second passive coupling teeth 7c1 on one side surface close to the central reverse gear coupling sleeve 7c. When the second active coupling teeth 7d1 are coupled with the second passive coupling teeth 7c1, the central inertia centrifugal coupling disc 7d and the central reverse gear coupling sleeve 7c rotate synchronously, and when the second active coupling teeth 7d1 are separated from the second passive coupling teeth 7c1, the central inertia centrifugal coupling disc 7d and the central reverse gear coupling sleeve 7c no longer rotate synchronously.

[0116] In this embodiment, the annular array of compression springs is composed of at least three second return compression springs 7e evenly distributed in an annular shape, a second end face bearing 7i is installed on the surface of one side of the central inertial centrifugal coupling disc 7d close to the second coupling disc portion, and a second compression spring installation groove corresponding to each second return compression spring 7e is formed in a concave shape on the surface of one side of the second coupling disc portion close to the central inertial centrifugal coupling disc 7d, and one end of each second return compression spring 7e is respectively embedded in the corresponding second compression spring installation groove, and the other end is supported on the same second end face bearing 7i. By providing the second end face bearing 7i, it is ensured that each second return compression spring 7e can rotate relative to the central reverse gear coupling sleeve 7c, thereby completely avoiding the second return compression spring 7e from twisting.

[0117] Embodiment 2 of the central inertia reversing mechanism 7:

[0118] See also Fig.24 and Fig.25 The main structure of this embodiment is exactly the same as that of the embodiment 1 of the central inertia reversing mechanism 7, and the difference is that the extension direction of the third raceway 7f1 and the fourth raceway 7f2 is the same, and the projection of each third raceway 7f1 on the corresponding central inertia centrifugal coupling disk 7d coincides with the corresponding fourth raceway 7f2.

[0119] Therefore, when the center inertia centrifugal outer end cover 7b rotates forward, each center ball 7g is located at the inner end of the corresponding center involute raceway 7f, and the annular array of compression springs forces the center inertia centrifugal coupling plate 7d to move away from the center reverse gear coupling sleeve 7c, thereby separating from the center reverse gear coupling sleeve 7c; it is in the forward gear mode.

[0120] When the central inertia centrifugal outer end cover 7b reverses, each central ball 7g is located at the outer end of the corresponding central involute raceway 7f, and forces the central inertia centrifugal coupling plate 7d to approach the central reverse gear coupling sleeve 7c, thereby coupling with the central reverse gear coupling sleeve 7c and rotating synchronously; it is in reverse gear mode.

[0121] Thus, the task of switching between forward gear and reverse gear by utilizing inertia is also accomplished. Moreover, since the structures of each third raceway 7f1 and the corresponding fourth raceway 7f2 are completely consistent, the gear shifting is smooth.

[0122] The fast gear power transmission route and the slow gear power transmission route of this embodiment are exactly the same as those of embodiment 1, and the reverse gear transmission path is as follows:

[0123] Motor shaft 3a→power input shaft 6→center reverse gear driving gear 6b→center reverse gear coupling sleeve 7c→center inertia centrifugal coupling plate 7d→center inertia centrifugal outer end cover 7b→output first-stage driven gear 9a2→output shaft 9a1→output second-stage driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, differential 9b transmits the output power to two wheels.

[0124] Embodiment 4:

[0125] See also Figure 8 and Fig. 9 as well as Figure 26-Figure 29 The main structure of this embodiment is exactly the same as that of embodiment 1, except that it also includes a terminal inertia reversing mechanism 8.

[0126] The terminal inertia reversing mechanism 8 also includes the following two embodiments:

[0127] Terminal inertia reversing mechanism 8 Example 1:

[0128] See also Fig.26 and Fig. 27 The terminal inertia reverse mechanism 8 includes a terminal reverse gear coupling sleeve 8c synchronously and rotatably mounted on the output shaft 9a1, and a terminal inertia centrifugal outer end cover 8b and a terminal inertia centrifugal coupling disk 8d which are both relatively rotatably mounted on the output shaft 9a1. The terminal inertia centrifugal coupling disk 8d is axially movably arranged between the terminal inertia centrifugal outer end cover 8b and the terminal reverse gear coupling sleeve 8c. At least one circle of compression spring annular array is elastically supported between the terminal reverse gear coupling sleeve 8c and the terminal inertia centrifugal coupling disk 8d for driving the terminal inertia centrifugal coupling disk 8d to move toward the terminal inertia centrifugal outer end cover 8b. Each circle of the compression spring annular array is coaxially arranged with the output shaft 9a1, and the distance between each circle of the compression spring annular array and the output shaft 9a1 is different.

[0129] At the same time, a reverse driven tooth 8b1 is provided on the terminal inertia centrifugal outer end cover 8b, and a reverse driving gear 5a2 meshing with the reverse driven tooth 8b1 is synchronously rotatedly provided on the outer clutch plate bracket 5a; a side of the terminal inertia centrifugal outer end cover 8b close to the terminal inertia centrifugal coupling disk 8d is recessed to form a plurality of fifth raceways 8f1 uniformly distributed along the circumferential direction, and each fifth raceway 8f1 is an involute structure or an Archimedes spiral structure arranged in the same direction; a side of the terminal inertia centrifugal coupling disk 8d close to the terminal inertia centrifugal outer end cover 8b is recessed to form a plurality of sixth raceways 8f2 uniformly distributed along the circumferential direction, and each sixth raceway 8f2 is an involute structure or an Archimedes spiral structure arranged in the same direction, wherein the involute structure is easier to process, and the Archimedes spiral structure is smoother for the movement of the terminal ball 8g, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0130] In this embodiment, each fifth raceway 8f1 forms an end involute raceway 8f with the corresponding sixth raceway 8f2, and the depth of each end involute raceway 8f gradually decreases from the inner end to the outer end, and each end involute raceway 8f is provided with an end ball 8g. In addition, the extension directions of the fifth raceway 8f1 and the sixth raceway 8f2 are opposite, and when each end ball 8g is located at the inner end or the outer end of the corresponding fifth raceway 8f1 and the sixth raceway 8f2, each fifth raceway 8f1 forms a heart-shaped structure with the corresponding sixth raceway 8f2.

[0131] When the terminal inertia centrifugal outer end cover 8b rotates forward, each terminal ball 8g is located at the inner end of the corresponding terminal involute raceway 8f, and the annular array of compression springs forces the terminal inertia centrifugal coupling disc 8d to move away from the terminal reverse gear coupling sleeve 8c, thereby separating from the terminal reverse gear coupling sleeve 8c; it is in the forward gear mode.

[0132] When the terminal inertia centrifugal outer end cover 8b reverses, each terminal ball 8g is located at the outer end of the corresponding terminal involute raceway 8f, and forces the terminal inertia centrifugal coupling disc 8d to approach the terminal reverse gear coupling sleeve 8c, thereby coupling with the terminal reverse gear coupling sleeve 8c and rotating synchronously; it is in reverse gear mode.

[0133] Further, the outer peripheral surface of the end reverse gear coupling sleeve 8c has a third coupling disc portion extending in the radial direction, and the side surface of the third coupling disc portion close to the end inertia centrifugal coupling disc 8d has a circle of third passive coupling teeth 8c1, and the side surface of the end inertia centrifugal coupling disc 8d close to the end reverse gear coupling sleeve 8c has a circle of third active coupling teeth 8d1 adapted to the third passive coupling teeth 8c1. When the third active coupling teeth 8d1 are coupled with the third passive coupling teeth 8c1, the end inertia centrifugal coupling disc 8d and the end reverse gear coupling sleeve 8c rotate synchronously, and when the third active coupling teeth 8d1 are separated from the third passive coupling teeth 8c1, the end inertia centrifugal coupling disc 8d and the end reverse gear coupling sleeve 8c no longer rotate synchronously.

[0134] In this embodiment, the annular array of compression springs is composed of at least three third return compression springs 8e evenly distributed in an annular shape, a third end face bearing 8i is installed on the surface of one side of the terminal inertia centrifugal coupling disc 8d close to the third coupling disc portion, and a second compression spring installation groove corresponding to each third return compression spring 8e is formed on the surface of one side of the third coupling disc portion close to the terminal inertia centrifugal coupling disc 8d, and one end of each third return compression spring 8e is respectively embedded in the corresponding second compression spring installation groove, and the other end is supported on the same third end face bearing 8i. By providing the third end face bearing 8i, it is ensured that each third return compression spring 8e can rotate relative to the terminal reverse gear coupling sleeve 8c, thereby completely avoiding the third return compression spring 8e from being twisted.

[0135] Terminal inertia reversing mechanism 8 embodiment 2:

[0136] See also Fig.28 and Fig.29 The main structure of this embodiment is exactly the same as that of the terminal inertia reversing mechanism 8 embodiment 1, the difference is that the extension direction of the fifth raceway 8f1 and the sixth raceway 8f2 is the same, and the projection of each fifth raceway 8f1 on the corresponding terminal inertia centrifugal coupling disk 8d coincides with the corresponding sixth raceway 8f2.

[0137] When the terminal inertia centrifugal outer end cover 8b rotates forward, each terminal ball 8g is located at the inner end of the corresponding terminal involute raceway 8f, and the annular array of compression springs forces the terminal inertia centrifugal coupling disc 8d to move away from the terminal reverse gear coupling sleeve 8c, thereby separating from the terminal reverse gear coupling sleeve 8c; it is in the forward gear mode.

[0138] When the terminal inertia centrifugal outer end cover 8b reverses, each terminal ball 8g is located at the outer end of the corresponding terminal involute raceway 8f, and forces the terminal inertia centrifugal coupling disc 8d to approach the terminal reverse gear coupling sleeve 8c, thereby coupling with the terminal reverse gear coupling sleeve 8c and rotating synchronously; it is in reverse gear mode.

[0139] Thereby, the task of switching between forward gear and reverse gear by utilizing inertia is also accomplished. Moreover, since the structures of each fifth raceway 8f1 and the corresponding sixth raceway 8f2 are completely consistent, the gear shifting is smooth.

[0140] The fast gear power transmission route and the slow gear power transmission route of this embodiment are exactly the same as those of embodiment 1, and the reverse gear transmission path is as follows:

[0141] Motor shaft 3a→power input shaft 6→input driven gear 5a1→reverse gear driving gear 5a2→terminal inertia centrifugal outer end cover 8b→terminal inertia centrifugal coupling disk 8d→terminal reverse gear coupling sleeve 8c→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.

Claims

1. A five-axis simplified electronically controlled speed-changing clutch plate electric drive system, comprising a power input mechanism, a speed change assembly and a two-axis power output mechanism, wherein the power input mechanism comprises a power motor and a power input shaft coaxially connected to the motor shaft of the power motor, the speed change assembly comprises a main shaft, a reduction shaft assembly and a frame clutch plate mechanism and an elastic mechanism all arranged on the main shaft, the power input shaft, the reduction shaft assembly and the two-axis power output mechanism are arranged in parallel around the main shaft in the circumferential direction, an electronically controlled shift mechanism is installed at one end of the main shaft close to the frame clutch plate mechanism, and the characteristics are as follows: The elastic mechanism comprises an end gear, a power output gear sleeve and an end support ring which are sequentially sleeved on the main shaft along the axial direction, the end gear and the end support ring are sleeved on the main shaft in synchronous rotation, the power output gear sleeve can be sleeved on the main shaft in relative rotation, and the reduction shaft assembly can reduce the transmission between the power output gear sleeve and the end gear; The frame clutch plate mechanism comprises an inner clutch plate bracket which is synchronously rotated and sleeved on the end support ring, and an outer clutch plate bracket which surrounds the circumferential outer side of the inner clutch plate bracket, wherein the outer clutch plate bracket can be axially slidably mounted with a plurality of outer friction plates extending radially inward, and the inner clutch plate bracket can be axially slidably mounted with a plurality of 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 outer clutch plate bracket is synchronously rotated and is provided with an input driven gear which meshes with the input driving teeth of the power input shaft, the power output gear sleeve rotates synchronously with the outer clutch plate bracket, the inner clutch plate bracket can move axially relative to the end support ring, and a first elastic element group for driving the movable pressure plate to have a tendency to approach the fixed pressure plate is arranged between the inner clutch plate bracket and the outer clutch plate bracket; The two-shaft power output mechanism includes an output shaft reduction assembly and a differential both arranged in parallel with the main shaft, the main shaft has a main shaft output tooth that rotates synchronously with the main shaft, and the output shaft reduction assembly reduces the speed between the main shaft output tooth and the differential; The electronically controlled shift mechanism comprises a shift motor, a hollow screw rod which can be relatively rotatably mounted on the main shaft, a transmission member which is threadedly mounted on the hollow screw rod, an active member which is synchronously rotatably mounted on the motor shaft of the shift motor, and a real-time power detection assembly installed on the power input shaft. The inner end of the hollow screw rod passes through the outer clutch plate bracket and is coaxially connected to the inner clutch plate bracket through a connecting ring. The hollow screw rod can rotate relative to the inner clutch plate bracket and can also move axially synchronously with the inner clutch plate bracket. The hollow screw rod and the transmission member constitute a screw rod 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.

2. The five-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 1 is characterized in that: The inner clutch plate bracket is fixedly mounted 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 mounted 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.

3. The five-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 2 is characterized in that: 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 can be relatively rotatably mounted on the hollow screw rod, and a sliding gap is left 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.

4. The five-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 3 is characterized in that: The inner clutch plate bracket also includes a clutch plate mounting sleeve, the movable pressure plate fixed sleeve is mounted on one end of the clutch plate mounting sleeve close to the fixed mounting plate, the outer circumferential 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 the splines of the external splines, a bracket connecting ring matching the end support ring is integrally formed on the inner circumferential surface of the clutch plate mounting sleeve, the end support ring is fixedly connected to the bracket connecting ring by a plurality of circumferentially distributed bolts, and the first elastic element group is elastically supported between the bracket connecting ring and the fixed mounting plate; The outer edge of the end support ring is spline-matched with the inner circumferential surface of the clutch plate mounting sleeve, so that the end support ring can slide axially along the clutch plate mounting sleeve.

5. The five-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 1 is characterized in that: The real-time power detection component includes a transmission sensing cam sleeve synchronously and rotatably sleeved on the power input shaft, 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 five-axis simplified electronically controlled variable speed clutch plate-type electric drive system. The transmission sensing cam sleeve can move axially along the power input shaft. A matching cam boss protruding radially outward is integrally formed on the power input shaft. An end face of the transmission sensing cam sleeve away from the input active tooth and an adjacent end face of the matching cam boss form an end face cam pair. An elastic element support ring located between the transmission sensing cam sleeve and the input active tooth is fixedly sleeved on the power input shaft. An elastic element elastically supported between the transmission sensing cam sleeve and the elastic element support ring is sleeved on the power input shaft. 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.

6. The five-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 1 is characterized in that: The reduction shaft assembly includes a first reduction shaft parallel to the main shaft, first and second driving teeth formed on the first reduction shaft, and a first overrunning clutch sleeved on the first reduction shaft, wherein the first and second driving teeth are meshed with the end gears, and the outer ring of the first overrunning clutch has first and first driven teeth meshed with the power output gear sleeve.

7. The five-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 1 is characterized in that: The output shaft reduction assembly includes an output shaft parallel to the main shaft, and an output primary driven gear and an output secondary driving gear integrally formed on the output shaft. The main shaft output gear meshes with the output primary driven gear, and the output secondary driving gear meshes with the differential input gear of the differential.

8. The five-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 1 is characterized in that: The invention comprises a terminal inertia reverse mechanism, which comprises a terminal reverse gear coupling sleeve synchronously rotatedly sleeved on the output shaft, and a terminal inertia centrifugal outer end cover and a terminal inertia centrifugal coupling disc both capable of relatively rotatingly sleeved on the output shaft, wherein the terminal inertia centrifugal coupling disc can be axially movably arranged between the terminal inertia centrifugal outer end cover and the terminal reverse gear coupling sleeve, wherein at least one circle of a compression spring annular array for driving the terminal inertia centrifugal coupling disc to move toward the terminal inertia centrifugal outer end cover is elastically supported between the terminal reverse gear coupling sleeve and the terminal inertia centrifugal coupling disc, wherein each circle of the compression spring annular array is coaxially arranged with the output shaft, the terminal inertia centrifugal outer end cover is provided with a reverse gear driven tooth, and the outer clutch plate bracket is coaxially arranged with the output shaft, wherein ... A reverse gear driving gear meshing with the reverse gear driven gear is provided in a step-rotating manner, a side of the terminal inertia centrifugal outer end cover close to the terminal inertia centrifugal coupling disk is recessed to form a plurality of fifth raceways evenly distributed along the circumferential direction, and each fifth raceway is an involute structure or an Archimedes spiral structure arranged in the same direction, a side of the terminal inertia centrifugal coupling disk close to the terminal inertia centrifugal outer end cover is recessed to form a plurality of sixth raceways evenly distributed along the circumferential direction, and each sixth raceway is an involute structure or an Archimedes spiral structure arranged in the same direction, each fifth raceway respectively forms a terminal involute raceway with the corresponding sixth raceway, and the depth of each terminal involute raceway gradually decreases from the inner end to the outer end, and each terminal involute raceway is provided with a terminal ball; When the terminal inertia centrifugal outer end cover rotates forward, each terminal ball is located at the inner end of the corresponding terminal involute raceway, and the annular array of compression springs forces the terminal inertia centrifugal coupling disk to move away from the terminal reverse gear coupling sleeve, thereby separating from the terminal reverse gear coupling sleeve; when the terminal inertia centrifugal outer end cover rotates reversely, each terminal ball is located at the outer end of the corresponding terminal involute raceway, and forces the terminal inertia centrifugal coupling disk to approach the terminal reverse gear coupling sleeve, thereby coupling with the terminal reverse gear coupling sleeve and rotating synchronously.

9. The five-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 1 is characterized in that: It also includes a central inertia reverse mechanism, which includes a central reverse gear coupling sleeve and a central inertia centrifugal outer end cover which are both synchronously rotated and sleeved on the main shaft, and a central inertia centrifugal coupling disk which can be relatively rotated and sleeved on the main shaft, the central inertia centrifugal coupling disk can be axially slidably arranged between the central reverse gear coupling sleeve and the central inertia centrifugal outer end cover, a central reverse driving gear is synchronously rotated and sleeved on the power input shaft, a central reverse gear driven gear is integrally formed on the central reverse gear coupling sleeve, and a central reverse gear driven gear meshing with the central reverse gear driving gear is integrally formed, the main shaft output gear is integrally formed on the central inertia centrifugal outer end cover, and at least one circle is elastically supported between the central reverse gear coupling sleeve and the central inertia centrifugal coupling disk for driving the central inertia centrifugal coupling disk to approach the central reverse gear. An annular array of compression springs moving in the direction of the central inertial centrifugal outer end cover, each ring of the compression spring annular array is coaxially arranged with the main shaft, a side depression of the central inertial centrifugal outer end cover close to the central inertial centrifugal coupling disk forms a plurality of third raceways evenly distributed along the circumferential direction, each third raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, a side depression of the central inertial centrifugal coupling disk close to the central inertial centrifugal outer end cover forms a plurality of fourth raceways evenly distributed along the circumferential direction, each fourth raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, each third raceway respectively forms a central involute raceway with the corresponding fourth raceway, and the depth of each central involute raceway gradually decreases from the inner end to the outer end, and each central involute raceway is provided with a central ball; When the central inertia centrifugal outer end cover rotates forward, each central ball is located at the inner end of the corresponding central involute raceway, and the annular array of compression springs forces the central inertia centrifugal coupling disk to move away from the central reverse gear coupling sleeve, thereby separating from the central reverse gear coupling sleeve; when the central inertia centrifugal outer end cover rotates reversely, each central ball is located at the outer end of the corresponding central involute raceway, and forces the central inertia centrifugal coupling disk to approach the central reverse gear coupling sleeve, thereby coupling with the central reverse gear coupling sleeve and rotating synchronously.

10. The five-axis simplified electronically controlled variable speed clutch plate electric drive system according to claim 1 is characterized in that: It also includes a front inertia reverse mechanism, which includes a front reverse gear coupling sleeve and a front inertia centrifugal outer end cover which are both synchronously rotated and sleeved on the power input shaft, and a front inertia centrifugal coupling disk which can be relatively rotated and sleeved on the power input shaft, the front inertia centrifugal coupling disk can be axially slidably arranged between the front reverse gear coupling sleeve and the front inertia centrifugal outer end cover, the front inertia centrifugal outer end cover is integrally formed with a front reverse gear driving tooth which meshes with the end gear, at least one circle of compression spring annular array is elastically supported between the front reverse gear coupling sleeve and the front inertia centrifugal coupling disk for driving the front inertia centrifugal coupling disk to move toward the front inertia centrifugal outer end cover, and each circle of compression springs is elastically supported between the front reverse gear coupling sleeve and the front inertia centrifugal coupling disk. The spring annular arrays are all coaxially arranged with the power input shaft, and a side of the front inertia centrifugal outer end cover close to the front inertia centrifugal coupling disk is recessed 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, and a side of the front inertia centrifugal coupling disk close to the front inertia centrifugal outer end cover is recessed 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 each first raceway constitutes a front involute raceway with the corresponding second raceway, and the depth of each front involute raceway gradually decreases from the inner end to the outer end, and each front involute raceway is provided with a front ball; When the front inertia centrifugal outer end cover rotates forward, each front ball is located at the inner end of the corresponding front involute raceway, and the annular array of compression springs forces the front inertia centrifugal coupling disc to move away from the front reverse gear coupling sleeve, thereby separating from the front reverse gear coupling sleeve; When the front inertia centrifugal outer end cover reverses, each front ball is located at the outer end of the corresponding front involute raceway, and forces the front inertia centrifugal coupling disc to approach the front reverse gear coupling sleeve, thereby coupling with the front reverse gear coupling sleeve and rotating synchronously.

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