Five-axis simplified electronically controlled speed-changing clutch plate electric drive system

Abstract

The present invention discloses 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 speed change assembly comprises a main shaft, a reduction shaft assembly, a frame clutch plate mechanism and an elastic mechanism. The structure is simple and reliable, and the scalability is excellent. It can flexibly expand various functional modules such as human-controlled reversing, inertia reversing and active shifting according to real-time power according to actual needs, meeting the design requirements of platformization and modularization. In addition, the motor can always efficiently maintain operation within the current high-efficiency zone according to changes in driving intentions, realizing a "multi-parameter" control strategy that prioritizes human consciousness and intentions, achieving a harmonious unity of people, vehicles, roads and driving resistance / operating loads, and solving the major common key problems of scientific and engineering technology in the efficient and precise balance control of traction / driving force-driving resistance / load.

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] While an electric drive system equipped only with a reduction transmission can ensure direct and smooth torque output from the electric motor, it cannot simultaneously achieve both the power and economy of a pure electric vehicle. This is because the drive motor cannot operate at a high-efficiency operating point under most operating conditions during driving, especially at the highest or lowest speeds 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 cruise at a relatively high speed critical point. This speed is restricted, and efficiency generally drops below 60-70%. This results in significant power loss and low high-speed economy, resulting in poor vehicle power, economy, and comfort. This seriously wastes on-board electrical energy and reduces driving range. In addition, an electric drive system equipped only with a reduction transmission structure is not conducive to the use of a highly efficient and lightweight drive motor.

[0003] From 2013 to the present, 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, by providing an inner plate splitter synchronization retaining ring on the inner friction plate mounting cylinder, can actively drive each inner friction plate to separate from the adjacent outer friction plate. Compared with the existing multi-plate friction clutch, it not only greatly improves the response speed and shortens the response 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 used in high-torque scenarios. However, during testing and use, the inventor team found 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. This not only leads to poor consistency in the wear of the inner and outer friction plates, but also relatively large separation vibration and insufficient smoothness.

[0005] However, the series of clutch-plate 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-plate 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 shift up and down 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 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 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 in 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 outer gear ring is connected with the gear selector, and the outer gear ring is connected with the gear selector to the gear selector, and the gear selector is connected with the gear selector to the gear selector.

[0011] 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. The main shaft has a main shaft output tooth that rotates synchronously with the main shaft. The output shaft reduction assembly reduces the speed between the main shaft output tooth and the differential.

[0012] The electronically controlled shift mechanism includes a shift motor, a hollow screw that is relatively rotatable and sleeved on the main shaft, a transmission member that is threadedly sleeved on the hollow screw, an active member that is synchronously rotatable and sleeved 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 passes through the outer clutch plate bracket and is coaxially connected to the inner clutch plate bracket via a connecting ring. The hollow screw can rotate relative to the inner clutch plate bracket and can also move axially synchronously with the inner clutch plate bracket. The hollow screw and the transmission member constitute a screw-nut kinematic pair.

[0013] The active member is a worm, the transmission member is a worm wheel, and the worm and 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. It can easily calculate the power information of the electric drive system based on the torque information and speed information collected by the real-time power detection component, and compare the power information with the same power target to draw a conclusion on whether active gear shifting is needed. The gear shift 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 lead screw nut kinematic pair, thereby not only efficiently realizing active gear shifting, but also extremely simple electronic control algorithm; the system is fully autonomous in the process of outputting power, and in a timely and synchronous manner, it adapts to changes in load / resistance and outputs reasonable torque and speed (power target) without interruption. The system completes the tasks of power supply, transmission, distribution and output, achieving high-efficiency and energy-saving requirements throughout the process.

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

[0017] 3. During active gear shifting, 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 operates in the optimal efficiency area under different vehicle speed and load conditions, thereby improving the performance and efficiency of the motor; through reasonable gear ratio selection, the transmission can keep the motor at a lower speed when driving at high speed, 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 structure has excellent scalability. It can flexibly expand into various functional modules according to actual needs to meet the design requirements of platformization and modularization. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 Schematic diagram of the structure of the five-axis simplified electronically controlled speed-changing clutch plate electric drive system embodiment 1 in fast gear;

[0021] Figure 2 Schematic diagram of the structure of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 1 in slow gear;

[0022] Figure 3 Schematic diagram of the structure of the five-axis simplified electronically controlled speed-changing clutch plate electric drive system embodiment 2 in the forward gear fast gear;

[0023] Figure 4 Schematic diagram of the structure of the five-axis simplified electronically controlled speed-changing clutch plate electric drive system embodiment 2 in reverse gear;

[0024] Figure 5 Schematic diagram of the structure of the five-axis simplified electronically controlled speed-changing clutch plate electric drive system embodiment 2 in the forward slow gear;

[0025] Figure 6 Schematic diagram of the structure of the five-axis simplified electronically controlled speed-changing clutch plate electric drive system embodiment 3 in fast gear;

[0026] Figure 7 Schematic diagram of the structure of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 3 in reverse gear and slow gear;

[0027] Figure 8Schematic diagram of the structure of the five-axis simplified electronically controlled speed-changing clutch plate electric drive system embodiment 4 in fast gear;

[0028] Figure 9 Schematic diagram of the structure of the five-axis simplified electronically controlled variable speed clutch plate electric drive system embodiment 4 in reverse gear and slow gear;

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

[0030] Figure 11 It is a structural diagram of a fixed compression plate;

[0031] Figure 12 It is a structural diagram of a fixed mounting plate;

[0032] Figure 13 Schematic diagram of the structure of the sliding support rod;

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

[0034] Figure 15 Schematic diagram of the structure of the outer elastic ring;

[0035] Figure 16 Schematic diagram of the structure of the outer friction plate;

[0036] Figure 17 Schematic diagram of the structure of the inner friction plate;

[0037] Figure 18 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the front ball bearings of Example 2 of a five-axis simplified electronically controlled variable-speed clutch plate electric drive system in the forward gear;

[0038] Figure 19 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the front ball bearings in reverse gear in Embodiment 2 of the five-axis simplified electronically controlled variable-speed clutch plate electric drive system;

[0039] Figure 20 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the front ball bearings of the second embodiment of the five-axis simplified electronically controlled variable-speed clutch plate electric drive system in the forward gear;

[0040] Figure 21 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the front ball bearings of the second embodiment of the five-axis simplified electronically controlled variable-speed clutch plate electric drive system during reverse gear;

[0041] Figure 22Schematic diagram of the coordination relationship between the third raceway, the fourth raceway, and the center ball bearing in the forward gear of Example 3 of the five-axis simplified electronically controlled variable-speed clutch plate electric drive system;

[0042] Figure 23 Schematic diagram of the coordination relationship between the third raceway, the fourth raceway, and the center ball bearing in reverse gear of Example 3 of the five-axis simplified electronically controlled variable-speed clutch plate electric drive system;

[0043] Figure 24 Schematic diagram of the coordination relationship between the third raceway, the fourth raceway, and the center ball bearing in the second coordination mode of the five-axis simplified electronically controlled variable-speed clutch plate electric drive system in the forward gear;

[0044] Figure 25 Schematic diagram of the coordination relationship between the third raceway, the fourth raceway, and the center ball bearing in the second coordination mode of the five-axis simplified electronically controlled variable-speed clutch plate electric drive system in reverse gear;

[0045] Figure 26 Schematic diagram of the coordination relationship between the fifth raceway, the sixth raceway, and the terminal ball in the forward gear of Example 4 of the five-axis simplified electronically controlled variable-speed clutch plate electric drive system;

[0046] Figure 27 Schematic diagram of the coordination relationship between the fifth raceway, the sixth raceway, and the terminal ball bearings in reverse gear in Embodiment 4 of the five-axis simplified electronically controlled variable-speed clutch plate electric drive system;

[0047] Figure 28 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 in the forward gear;

[0048] Figure 29 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 during reverse gear. DETAILED DESCRIPTION

[0049] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0050] like Figure 1 、 Figure 2 as well as Figures 10-17 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 connected to the motor shaft 3a of the power motor 3. One end of the power input shaft 6 is coaxially 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 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. 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 fit with the spline hole. It should be noted that the outer end of the motor shaft 3a can also be connected to the power input shaft 6 via a coupling.

[0052] The transmission assembly includes a main shaft 4, a reduction shaft assembly 2, and a frame clutch plate mechanism and an elastic mechanism, all mounted 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 circumferentially and parallel to the main shaft 4. Furthermore, an electronically controlled shift mechanism 10 is mounted on the end of the main shaft 4 near 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 in the axial direction. The end gear 5g and the end support ring 5d are both mounted on the main shaft 4 in synchronous rotation. The power output gear sleeve 5j can be mounted on the main shaft 4 in relative rotation. 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 that is synchronously rotated on the end support ring 5d and an outer clutch plate bracket 5a that surrounds the circumferential outside 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 provided with an input driven gear 5a11 that meshes with the input driving gear 6a of the power input shaft 6. Specifically, the power input shaft 6 is able to drive the outer clutch plate bracket 5a to rotate through the meshing input driving gear 6a and the input driven gear 5a11. Simultaneously, 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] The outer clutch plate bracket 5a can be axially slidably mounted with multiple outer friction plates 5p extending radially inward, and each outer friction plate 5p extends radially toward the inner clutch plate bracket 5b. The inner clutch plate bracket 5b can be axially slidably mounted with multiple inner friction plates 5o extending radially outward, 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 a transfer synchronization ring 5q corresponding to each inner friction plate 5o, and each transfer synchronization ring 5q is located on the side of the corresponding inner friction plate 5o away from the movable pressure plate 5b1. The outer friction plate 5p and the inner friction plate 5o between two adjacent transfer synchronization rings 5q constitute a clutch unit. The outer clutch plate bracket 5a is axially slidably mounted with an outer elastic ring 5r corresponding to each outer friction plate 5p, and each outer elastic ring 5r is located on the side of the corresponding outer friction plate 5p close to the fixed pressure plate 5b1. On one side of the disc 5a1, and respectively located on the circumferential outside of the corresponding inner friction plate 5o, a sliding gap d is left between the outer friction plate 5p farthest from the fixed pressure disc 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, continuously lubricating 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 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 compresses the outer friction plates 5p and inner friction plates 5o, causing the outer elastic rings 5r to deform elastically. At this point, power can be transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, and they are in a coupled state. This design allows the inner friction plates 5o and outer friction plates 5p to separate synchronously as the movable pressure plate 5b1 moves away from the fixed pressure plate 5a1, in conjunction with the outer elastic rings 5r. That is: when the movable pressure plate 5b1 moves away from the fixed pressure plate 5a1, each transfer synchronous retaining ring 5q can drive the corresponding inner friction plate 5o to move away from the fixed pressure plate 5a1, and at the same time, each outer elastic ring 5r bounces off each outer friction plate 5p, so that gaps appear synchronously between each outer elastic ring 5r, and there will be no situation where there is semi-friction due to adhesion between any adjacent outer friction plates 5p and inner friction plates 5o. Not only does it make the wear conditions of all inner friction plates 5o and outer friction plates 5p consistent, greatly reducing sliding 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 cycle of the clutch, but it can also effectively reduce separation vibration and improve smoothness during separation. At this time, power is no longer transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, and they are in a disconnected state.

[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 evenly distributed circumferentially between the fixed pressure plate 5a1 and the fixed mounting plate 5a2. The end of the power output sleeve 5j, distal from the end gear 5g, is fixedly connected to the inner end of the fixed pressure plate 5a1. The fixed mounting plate 5a2 is rotatably mounted on the hollow screw 10a. The fixed mounting plate 5a2 and the hollow screw 10a are not only relatively rotatable, but the hollow screw 10a is also axially movable 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, and both ends of each sliding support rod 5a3 are locked on the fixed pressure plate 5a1 and the fixed mounting plate 5a2 by bolts 5a4. The outer friction plates 5p are provided with friction plate mounting holes 5p1 that cooperate with the axial holes of each sliding support rod 5a3, and the outer elastic rings 5r are provided with elastic ring mounting holes 5r1 that cooperate with the axial holes 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 also appear between each outer friction plate 5p and each outer elastic ring 5r, allowing more engine oil to flow into the interior and continuously lubricate the friction material layer of the outer friction plate 5p and the inner friction plate 5o, so as to play a better vibration absorption role during engagement and separation, further reduce the vibration during separation and engagement, and further improve the smoothness of the separation and engagement process.

[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 provided 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 provided at the bottom of the second positioning groove 5a21. A first threaded hole 5a31 and a second threaded hole 5a32 are respectively provided 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 through hole 5a12 and the first threaded hole 5a31 and the second bolt through 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 the two 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. While ensuring the structural strength of the sliding support rod 5a3, the weight of the sliding support rod 5a3 is reduced to achieve a lightweight design.

[0066] The inner clutch plate bracket 5b also includes a clutch plate mounting sleeve 5b2, and the movable pressure plate 5b1 is fixedly sleeved on one end of the clutch plate mounting sleeve 5b2 close to the fixed mounting plate 5a2. The movable pressure plate 5b1 extends outward in the radial direction of 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 edge of the inner friction plate 5o has a spline groove 5o1 that cooperates with each external spline 5b21, so that the inner friction plate 5o can reliably move axially along the clutch plate mounting sleeve 5b2.

[0067] Each of the splitter synchronizer rings 5q is an annular steel wire ring. The external splines 5b21 are recessed with steel wire positioning grooves 5b22 that mate with each wire. The width of the steel wire positioning grooves 5b22 is smaller than that of the inner elastic ring 5s, thereby preventing the inner elastic ring 5s from slipping and causing stagnation during separation. Furthermore, the steel wire positioning grooves 5b22 are evenly distributed along the axial direction of the clutch plate mounting sleeve 5b2. Each steel wire ring is mounted in its corresponding steel wire positioning groove 5b22, and the outer edge of each steel wire ring is no higher than the notch of the corresponding steel wire positioning groove 5b22, thereby preventing the steel wire ring from interfering with the movement of the inner elastic ring 5s. The steel wire rings may have a gap that is welded closed after being inserted into the steel wire positioning groove 5b22, or they may be left open.

[0068] The inner circumference of the clutch plate mounting sleeve 5b2 is integrally formed with a bracket connecting ring 5b3 that mates with the end support ring 5d. The end support ring 5d is fixedly connected to the bracket connecting ring 5b3 via multiple circumferentially distributed bolts, enabling synchronous rotation and axial movement of the inner clutch plate bracket 5b and the end support ring 5d. The first elastic element group 5c is elastically supported between the bracket connecting ring 5b3 and the fixed mounting plate 5a2, thereby enhancing the reliability of the friction plate clutch engagement and eliminating installation play. It should be noted that the first elastic element group 5c preferably utilizes a disc spring assembly for durability, stability, and reliability.

[0069] In this embodiment, the outer edge of the end support ring 5d is spline-fitted 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, while both sides of the inner friction plate 5o have an inner friction material layer 5o2. The outer surface of the inner friction material layer 5o2 is recessed to form a grid-like inner oil passage 5o3. This design allows lubricating oil to flow efficiently through the inner oil passage 5o3, distributing it more evenly across the outer friction plate 5p and inner friction material layer 5o2. This cooling, friction reduction, and cleaning effects are achieved, while also balancing the air pressure between the outer friction plate 5p and inner friction plate 5o, achieving better vibration absorption and damping, and enhancing smoothness during separation and engagement.

[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, friction reduction and cleaning effects of the outer friction plate 5p and the inner plate friction material layer 5o2, and further improving the vibration absorption and shock absorption effects.

[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 with it. 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 first-stage driven gear 9a2 and an output second-stage driving gear 9a3 that are both integrally formed on the output shaft 9a1. The main shaft output teeth 4a are engaged with the output first-stage driven gear 9a2, and the output second-stage driving gear 9a3 is engaged with the differential input gear 9b1 of the differential 9b. In addition, the diameter of the output first-stage driven gear 9a2 is larger than the diameter of the main shaft output teeth 4a, and the diameter of the output second-stage driving gear 9a3 is smaller than the diameter of the differential input gear 9b1, thereby realizing secondary deceleration and torque increase.

[0074] The electronically controlled shift mechanism 10 includes a shift motor 10c, a hollow screw 10a rotatably mounted on the main shaft 4, a transmission member 10b threadedly mounted on the hollow screw 10a, an active member 10i mounted on the motor shaft of the shift motor 10c for synchronous rotation, and a real-time power detection assembly 10g mounted 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 via a connecting ring 10f. The hollow screw 10a can both rotate relative to the inner clutch plate bracket 5b and move axially synchronously with the inner clutch plate bracket 5b. The hollow screw 10a and the transmission member 10b form a screw-nut kinematic pair. Therefore, axial movement of the hollow screw 10a can drive the inner clutch plate bracket 5b to move axially synchronously with it via the connecting ring 10f, while rotation of the inner clutch plate bracket 5b does not drive rotation of the hollow screw 10a.

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

[0076] Implementation 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 driving member 10i and the driven member 10b: Implementation 1 of the driving member 10i and the driven member 10b: The driving member 10i is a driving gear, and the driven member 10b is a driven gear. Therefore, the driving member 10i and the driven member 10b are meshed. It should be noted that the driving 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 each outer friction plate 5p and each inner friction plate 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 each outer friction plate 5p and each inner friction plate 5o are separated, the outer clutch plate bracket 5a cannot transmit power to the inner clutch plate bracket 5b.

[0079] During active shifting, the clutch plate mechanism acts as an excellent vibration dampener, effectively absorbing shift shock and ensuring an extremely smooth shift. Furthermore, the real-time power detection component 10g multiplies the torque measured by the speed to determine the real-time power of the electric drive system. This power information is then compared with the target power to determine whether an active shift is necessary. This not only enables efficient active shifting, but also simplifies the electronic control algorithm.

[0080] Furthermore, the inner end of the hollow screw 10a passes through the outer clutch plate bracket 5a and protrudes radially outward to form a limited support ring 10a1. A first planar bearing 10e is disposed between the side of this limited support ring 10a1 near the end support ring 5d and the connecting ring 10f. The circumferential inner wall of the inner clutch plate bracket 5b includes 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 between the bracket connecting seat 5b3 and the second end bearing 5f. The provision of the first planar bearing 10e and the second end bearing 5f prevents rotational interference between adjacent components, providing a simple and reliable solution.

[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 both installed on the transmission sensing cam sleeve 10g1, and a speed detection Hall element 10g5 and a displacement detection Hall element 10g6 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. A mating cam boss 6c protruding radially outward is integrally formed on the power input shaft 6. An end face cam pair c is formed between the end face of the transmission sensing cam sleeve 10g1 away from the input active tooth 6a and the adjacent end face of the mating cam boss 6c. 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 mating 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 adapted to the speed detection permanent magnet 10g3, and the displacement detection Hall element 10g6 is adapted to the displacement detection permanent magnet 10g4.

[0084] In real-time power detection component 10g, speed detection Hall element 10g5 is matched with speed detection permanent magnet 10g3, and displacement detection Hall element 10g6 is matched with displacement detection permanent magnet 10g4. The coordination of speed detection Hall element 10g5 and speed detection permanent magnet 10g3 enables accurate acquisition of real-time speed information. The coordination of displacement detection Hall element 10g6 and displacement detection permanent magnet 10g4 enables simple conversion of real-time torque information. Real-time power is then obtained by multiplying speed and torque information. When real-time power is less than the set power target range, the gear is automatically shifted from high to low speed. When real-time power is greater than the set power target range, the gear is automatically shifted from low to high speed.

[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 mesh with the end gear 5g. The outer ring of the first overrunning clutch 2c has first driven teeth 2c1 that mesh with the power output gear sleeve 5j. When the first overrunning clutch 2c is engaged, the power output gear sleeve 5j engages, enabling the first reduction shaft 2a to rotate via the first overrunning clutch 2c. When the first overrunning clutch 2c is in the overrunning state, the engagement of the power output gear sleeve 5j prevents the transmission of 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 → outer clutch plate bracket 5a → each outer friction plate 5p and each inner friction plate 5o → inner clutch plate bracket 5b → end support ring 5d → 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.

[0088] At this time, the outer ring of the first overrunning clutch 2c overtakes the inner ring, and the shift motor 10c controls the movement of the inner clutch plate bracket 5b, so that gaps appear between the outer friction plates 5p and the inner friction plates 5o, directly switching to low gear. Power is transmitted through the following route, namely 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 → outer 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 driven gear 9a2 → output shaft 9a1 → output second driving gear 9a3 → differential input gear 9b1 → differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0090] Example 2:

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

[0092] Front inertia reversing mechanism 1 embodiment 1:

[0093] See Figure 18 and Figure 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 both synchronously rotated and sleeved on the power input shaft 6, and a front inertia centrifugal coupling disc 1d which can be relatively rotatably sleeved on the power input shaft 6. The front inertia centrifugal coupling disc 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 is meshed 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 disc 1d for driving the front inertia centrifugal coupling disc 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. Among them, the involute structure is easier to process, and the Archimedean spiral structure is smoother for the movement of the front ball 1g, 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. 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. Furthermore, the first raceways 1f1 and the second raceways 1f2 extend in opposite directions. When each front ball 1g is located at the inner or outer end of the corresponding first raceway 1f1 and 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 disc 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] Furthermore, the outer circumference of the front-reverse gear coupling sleeve 1c includes a first radially extending coupling disc portion. The first coupling disc portion has a ring of first passive coupling teeth 1c1 on the side of the surface proximate to the front inertia centrifugal coupling disc 1d. The front inertia centrifugal coupling disc 1d has a ring of first active coupling teeth 1d1 on the side of the surface proximate to the front-reverse gear coupling sleeve 1c that mate with the first passive coupling teeth 1c1. When the first active coupling teeth 1d1 engage with the first passive coupling teeth 1c1, the front-reverse gear coupling sleeve 1c rotates synchronously with the front-reverse gear coupling sleeve 1c. When the first active coupling teeth 1d1 disengage from the first passive coupling teeth 1c1, the front-reverse gear coupling sleeve 1c and the front-reverse gear coupling sleeve 1c no longer rotate synchronously.

[0099] In this embodiment, the annular compression spring array consists of at least three evenly distributed first return compression springs 1e arranged in a circular pattern. A first end bearing 1i is mounted on the surface of the front inertia centrifugal coupling disc 1d near the first coupling disc portion. A first compression spring mounting groove corresponding to each first return compression spring 1e is formed in a recessed pattern on the surface of the first coupling disc portion near the front inertia centrifugal coupling disc 1d. One end of each first return compression spring 1e is inserted into the corresponding first compression spring mounting groove, while the other end is supported by the same first end bearing 1i. The provision of the first end bearing 1i ensures that each first return compression spring 1e can rotate relative to the front reverse gear coupling sleeve 1c, thereby completely preventing the first return compression spring 1e from twisting.

[0100] Front inertia reversing mechanism 1 embodiment 2:

[0101] See Figure 20 and Figure 21 The main structure of this embodiment is exactly the same as that of the front inertia reversing mechanism 1 embodiment 1, the difference being that the first raceway 1f1 and the second raceway 1f2 have the same extension direction, 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 disc 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] Thus, the task of switching between forward and reverse gears by utilizing inertia in both directions is also accomplished. Moreover, since the structures of each first raceway 1f1 and the corresponding second raceway 1f2 are completely identical, 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 plate 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] Example 3:

[0108] See 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 embodiment 1, except that it further includes a central inertia reversing mechanism 7. The central inertia reversing mechanism 7 has the following two embodiments:

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

[0110] See Figure 22 and Figure 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 with a central reverse gear driving gear 6b. The central reverse gear coupling sleeve 7c is integrally formed with a central reverse gear coupling disc 7d. The central reverse driven gear 7c2 is meshed with the central reverse driving gear 6b, and the main shaft output gear 4a is integrally formed on the central inertia centrifugal outer end cover 7b. At least one circle of compression spring annular array is elastically supported between the central reverse gear coupling sleeve 7c and the central inertia centrifugal coupling disc 7d for driving the central inertia centrifugal coupling disc 7d to move toward the central inertia centrifugal outer end cover 7b. 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 inertia centrifugal outer end cover 7b close to the central inertia 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 inertia centrifugal coupling disk 7d close to the central inertia 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. 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. Furthermore, the third raceways 7f1 and the fourth raceways 7f2 extend in opposite directions. When each central ball 7g is located at the inner or outer end of the corresponding third raceway 7f1 and fourth raceway 7f2, each third raceway 7f1 forms a heart-shaped structure with the corresponding fourth raceway 7f2.

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

[0114] When the central inertia centrifugal outer end cover 7b is reversed, 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] Furthermore, the outer circumference of the central reverse gear coupling sleeve 7c includes a second radially extending coupling disc portion. The side of the second coupling disc portion proximate to the central inertia centrifugal coupling disc 7d includes a ring of second passive coupling teeth 7c1. The side of the central inertia centrifugal coupling disc 7d proximate to the central reverse gear coupling sleeve 7c includes a ring of second active coupling teeth 7d1 that mate with the second passive coupling teeth 7c1. When the second active coupling teeth 7d1 engage with the second passive coupling teeth 7c1, the central inertia centrifugal coupling disc 7d and the central reverse gear coupling sleeve 7c rotate synchronously. When the second active coupling teeth 7d1 disengage 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 compression spring array comprises at least three evenly distributed second return compression springs 7e arranged in a circular pattern. A second end bearing 7i is mounted on the side of the central inertia centrifugal coupling disc 7d near the second coupling disc portion. A recessed second compression spring mounting slot, corresponding to each second return compression spring 7e, is formed on the side of the second coupling disc portion near the central inertia centrifugal coupling disc 7d. One end of each second return compression spring 7e engages its corresponding second compression spring mounting slot, while the other end is supported on the same second end bearing 7i. The provision of the second end bearing 7i ensures that each second return compression spring 7e can rotate relative to the central reverse gear coupling sleeve 7c, completely preventing the second return compression spring 7e from twisting.

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

[0118] See Figure 24 and Figure 25 The main structure of this embodiment is exactly the same as that of the embodiment 1 of the central inertia reversing mechanism 7, the difference being that the third raceway 7f1 and the fourth raceway 7f2 have the same extension direction, 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 central inertia centrifugal outer end cover 7b rotates forward, each central ball 7g is located at the inner end of the corresponding central involute raceway 7f, and the annular array of compression springs forces the central inertia centrifugal coupling disc 7d to move away from the central reverse gear coupling sleeve 7c, thereby separating from the central reverse gear coupling sleeve 7c; and it is in forward gear mode.

[0120] When the central inertia centrifugal outer end cover 7b is reversed, 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 and reverse gears by utilizing inertia in both directions is also accomplished. Moreover, since the structures of each third raceway 7f1 and the corresponding fourth raceway 7f2 are completely identical, 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, the differential 9b transmits the output power to the two wheels.

[0124] Example 4:

[0125] See Figure 8 and Figure 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 Figure 26 and Figure 27 The terminal inertia reversing mechanism 8 includes a terminal reverse gear coupling sleeve 8c synchronously rotated on the output shaft 9a1 and a terminal inertia centrifugal outer end cover 8b and a terminal inertia centrifugal coupling disc 8d both capable of relative rotation on the output shaft 9a1. The terminal inertia centrifugal coupling disc 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 disc 8d for driving the terminal inertia centrifugal coupling disc 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, the terminal inertia centrifugal outer end cover 8b is provided with a reverse driven tooth 8b1, and the outer clutch plate bracket 5a is synchronously rotated and provided with a reverse driving gear 5a2 meshing with the reverse driven tooth 8b1. The terminal inertia centrifugal outer end cover 8b is recessed on one side near the terminal inertia centrifugal coupling disk 8d to form a plurality of fifth raceways 8f1 evenly distributed along the circumferential direction, and each fifth raceway 8f1 is an involute structure or an Archimedean spiral structure arranged in the same direction. The terminal inertia centrifugal coupling disk 8d is recessed on one side near the terminal inertia centrifugal outer end cover 8b to form a plurality of sixth raceways 8f2 evenly distributed along the circumferential direction, and each sixth raceway 8f2 is an involute structure or an Archimedean spiral structure arranged in the same direction. Among them, the involute structure is easier to process, and the Archimedean spiral structure 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. 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. Furthermore, the fifth raceway 8f1 and the sixth raceway 8f2 extend in opposite directions. When each end ball 8g is located at the inner or outer end of the corresponding fifth raceway 8f1 and 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 is reversed, 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] Furthermore, the outer circumference of the end reverse gear coupling sleeve 8c includes a radially extending third coupling disc portion. The side of the third coupling disc portion proximate to the end inertia centrifugal coupling disc 8d includes a ring of third passive coupling teeth 8c1. The side of the end inertia centrifugal coupling disc 8d proximate to the end reverse gear coupling sleeve 8c includes a ring of third active coupling teeth 8d1 that mate with the third passive coupling teeth 8c1. When the third active coupling teeth 8d1 engage with the third passive coupling teeth 8c1, the end inertia centrifugal coupling disc 8d and the end reverse gear coupling sleeve 8c rotate synchronously. When the third active coupling teeth 8d1 disengage 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 compression spring array comprises at least three evenly distributed third return compression springs 8e in a circular pattern. A third end bearing 8i is mounted on the side of the terminal inertia centrifugal coupling disc 8d near the third coupling disc portion. A recessed second compression spring mounting groove, corresponding to each third return compression spring 8e, is formed on the side of the third coupling disc portion near the terminal inertia centrifugal coupling disc 8d. One end of each third return compression spring 8e engages its corresponding second compression spring mounting groove, while the other end is supported on the same third end bearing 8i. The provision of the third end bearing 8i ensures that each third return compression spring 8e can rotate relative to the terminal reverse gear coupling sleeve 8c, thereby completely preventing the third return compression springs 8e from twisting.

[0135] Example 2 of terminal inertia reversing mechanism 8:

[0136] See Figure 28 and Figure 29 The main structure of this embodiment is exactly the same as that of the terminal inertia reversing mechanism 8 embodiment 1, the difference being that the fifth raceway 8f1 and the sixth raceway 8f2 have the same extension direction, 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 is reversed, 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] Thus, the task of switching between forward and reverse gears by utilizing inertia in both directions is also accomplished. Moreover, since the structures of each fifth raceway 8f1 and the corresponding sixth raceway 8f2 are completely identical, 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 plate 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-shifting clutch plate electric drive system, comprising a power input mechanism, a speed change assembly, and a two-axis power output mechanism. 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 of which are disposed on the main shaft. The power input shaft, reduction shaft assembly, and two-axis power output mechanism are arranged circumferentially and in parallel around the main shaft. An electronically controlled shift mechanism is mounted on one end of the main shaft proximate the frame clutch plate mechanism. The system is characterized in that: The elastic mechanism includes an end gear, a power output gear sleeve and an end support ring which are sequentially sleeved on the main shaft in the axial direction. The end gear and the end support ring are sleeved on the main shaft in a synchronously rotating manner. The power output gear sleeve can be sleeved on the main shaft in a relatively rotatable manner. The reduction shaft assembly can reduce the transmission speed between the power output gear sleeve and the end gear. The outer gear ring is connected with the gear selector, and the outer gear ring is connected with the gear selector to the gear selector, and the gear selector is connected with the gear selector to the gear selector. 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. The main shaft has a main shaft output tooth that rotates synchronously with the main shaft. The output shaft reduction assembly reduces the speed between the main shaft output tooth and the differential. The electronically controlled shift mechanism includes a shift motor, a hollow screw that is relatively rotatable and sleeved on the main shaft, a transmission member that is threadedly sleeved on the hollow screw, an active member that is synchronously rotatable and sleeved 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 passes through the outer clutch plate bracket and is coaxially connected to the inner clutch plate bracket via a connecting ring. The hollow screw can rotate relative to the inner clutch plate bracket and can also move axially synchronously with the inner clutch plate bracket. The hollow screw and the transmission member constitute a screw-nut kinematic pair. The active member is a worm, the transmission member is a worm wheel, and the worm and 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 a transfer synchronous retaining ring corresponding to each inner friction plate, and each transfer synchronous retaining ring is located on the 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 an outer elastic ring corresponding to each outer friction plate, and each outer elastic ring is located on the 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 circumferentially 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 shaft holes of each sliding support rod, and the outer elastic rings are provided with elastic ring mounting holes that match the shaft 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 by: 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 that cooperate with the splines of the external splines, and a bracket connecting ring adapted to 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 rotated 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 speed-changing 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 cam pair is formed between the end face of the transmission sensing cam sleeve away from the input active tooth and the adjacent end face of the matching cam boss. An elastic element support ring located between the transmission sensing cam sleeve and the input active tooth is fixedly mounted on the power input shaft. An elastic element elastically supported between the transmission sensing cam sleeve and the elastic element support ring is mounted 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, the first and second driving teeth are engaged with the end gear, and the outer ring of the first overrunning clutch has a first driven tooth engaged 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 is engaged with the output primary driven gear, and the output secondary driving gear is engaged 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 relates to a terminal inertia reverse mechanism, wherein the terminal inertia reverse mechanism comprises a terminal reverse gear coupling sleeve which is synchronously rotated and sleeved on the output shaft, and a terminal inertia centrifugal outer end cover and a terminal inertia centrifugal coupling disc which are both capable of relatively rotating on the output shaft. The terminal inertia centrifugal coupling disc is axially movably arranged between the terminal inertia centrifugal outer end cover and the terminal reverse gear coupling sleeve. At least one circle of compression spring annular array is elastically supported between the terminal reverse gear coupling sleeve and the terminal inertia centrifugal coupling disc for driving the terminal inertia centrifugal coupling disc to move toward the terminal inertia centrifugal outer end cover. 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. The outer clutch plate bracket is coaxially arranged with the output shaft. A reverse gear driving gear meshing with the reverse gear driven gear is provided in a step-rotating manner, and the terminal inertia centrifugal outer end cover is recessed on one side near the terminal inertia centrifugal coupling disk to form a plurality of fifth raceways evenly distributed along the circumference, and each fifth raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, and the terminal inertia centrifugal coupling disk is recessed on one side near the terminal inertia centrifugal outer end cover to form a plurality of sixth raceways evenly distributed along the circumference, and each sixth raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, and each fifth raceway constitutes 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 reversing mechanism, which includes a central reverse gear coupling sleeve and a central inertia centrifugal outer end cover that are both synchronously rotated and sleeved on the main shaft, and a central inertia centrifugal coupling disk that can be relatively rotatably 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 with a central reverse gear driven gear that meshes with the central reverse gear driving gear, the main shaft output gear is integrally formed on the central inertia centrifugal outer end cover, 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 toward the central reverse gear. an annular array of compression springs moving in the direction of the inertia centrifugal outer end cover, each ring of the compression spring annular array is coaxially arranged with the main shaft, a recess on one side of the central inertia centrifugal outer end cover close to the central inertia centrifugal coupling disk forms a plurality of third raceways evenly distributed along the circumference, and each third raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, a recess on one side of the central inertia centrifugal coupling disk close to the central inertia centrifugal outer end cover forms a plurality of fourth raceways evenly distributed along the circumference, and each fourth raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, each third raceway constitutes a central involute raceway in the corresponding fourth raceway, and the depth of each central involute raceway gradually decreases from the inner end to the outer end, and a central ball is arranged in each central involute raceway; 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 disc 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 disc 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 that are both synchronously rotated and sleeved on the power input shaft, and a front inertia centrifugal coupling disk that can be relatively rotatable 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 that 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 The spring annular arrays are all coaxially arranged with the power input shaft. The front inertia centrifugal outer end cover is concave on one side close to the front inertia centrifugal coupling disk to form a plurality of first raceways evenly distributed along the circumference. Each first raceway is an involute structure or an Archimedean spiral structure arranged in the same direction. The front inertia centrifugal coupling disk is concave on one side close to the front inertia centrifugal outer end cover to form a plurality of second raceways evenly distributed along the circumference. Each second raceway is an involute structure or an Archimedean spiral structure arranged in the same direction. 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. A front ball is provided in each front involute raceway. 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.

Images