Clutch plate type intermediate power input double-acting force hub motor adaptive variable speed drive system

Abstract

This invention discloses a clutch-plate type intermediate power input dual-force wheel-side motor adaptive transmission drive system. The inner ring of the friction plate clutch transmits power to the drive shaft sleeve between the first and second elastic elements. It possesses all the advantages of a dual-force adaptive transmission electric drive system, fully utilizing the dual attributes of traction force and driving resistance to meet the requirements of various complex operating conditions such as vehicle acceleration, hill climbing, and high-speed driving. It avoids interference between power output and driving resistance and traction force acting on the elastic elements, and makes the target of driving resistance and traction force acting on the elastic elements more clear and precise. This results in sensitive gear shifting of the transmission system without any jerking, thereby ensuring the power transmission efficiency of the transmission system. The drive motor is located at the wheel-side, which has strong installation adaptability, facilitates installation, and structurally distributes the weight of the drive system throughout the vehicle, avoiding weight concentration.

Description

Technical Field

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

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

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

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

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

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

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

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

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

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

[0011] Meanwhile, existing electric drive systems are generally installed using an integrated assembly method, which concentrates the weight at the rear of the vehicle. This is not conducive to the distribution of the center of gravity and the adjustment of the vehicle's center of gravity, thereby reducing driving comfort and lowering the overall performance of the vehicle.

[0012] The aforementioned automatic transmission devices applicable to electric vehicles need to be improved to save space and avoid interference between the power transmission path and driving resistance and low-speed traction. Therefore, it is necessary to avoid jamming and delay during gear shifting, so that the transmission system can shift sensitively without any jerking. At the same time, for the clutch, it is desirable to transmit torque evenly to ensure the long-term use of the system and improve transmission efficiency. Furthermore, during installation and use, it is desirable to facilitate the adjustment of the vehicle's center of gravity, improve the driving experience, ensure the overall performance of the vehicle, and increase its load-bearing capacity. Summary of the Invention

[0013] In view of this, the purpose of this invention is to provide a clutch-plate type intermediate power input dual-force wheel-side motor adaptive transmission drive system, which saves space and avoids interference between the power transmission route and driving resistance and low-speed traction. Therefore, it avoids jamming and delay during gear shifting, making the transmission system sensitive and without jerking. At the same time, for the clutch, it is desirable to transmit torque evenly, ensuring long-term use of the system and improving transmission efficiency. Furthermore, during installation and use, it can facilitate the adjustment of the vehicle's center of gravity, improve the driving experience, ensure the overall performance of the vehicle, and increase load-bearing capacity.

[0014] The clutch-plate type intermediate power input dual-force wheel-side motor adaptive speed change drive system of the present invention includes a drive motor and a speed change system;

[0015] The transmission system includes a power output shaft, a main drive mechanism, and a low-speed transmission mechanism; the main drive mechanism includes a friction plate clutch and a drive shaft sleeve, the drive motor inputs power to the outer ring of the friction plate clutch, the inner ring of the friction plate clutch transmits power to the drive shaft sleeve, and the drive shaft sleeve is fitted onto the power output shaft to transmit power to the power output shaft and output it;

[0016] The friction plate clutch forms a transmission between the inner ring and the drive shaft sleeve or / and the drive shaft sleeve itself or / and the drive shaft sleeve and the power output shaft through at least one first axial cam pair.

[0017] The friction plate clutch is set with an axial preload to engage it. When the drive shaft sleeve outputs power, the first axial cam pair generates an axial component force while transmitting power. This axial component force is opposite to the axial preload and has a tendency to overcome the axial preload and release the friction plate clutch.

[0018] The low-speed transmission mechanism includes a low-speed shaft and an overrunning clutch disposed on the low-speed shaft. The drive motor simultaneously transmits power to the low-speed shaft. The low-speed shaft establishes a power transmission relationship with the inner ring of the friction plate clutch through the overrunning clutch via a second axial cam pair.

[0019] The axial preload is applied by an elastic element, which includes a first elastic element and a second elastic element. The first elastic element applies the axial preload to the friction plate clutch, and the second elastic element applies a preload to the drive shaft sleeve. At the same time, the preload acts on the first elastic element as the basis for applying the preload of the first elastic element. The position where the inner ring of the friction plate clutch transmits power to the drive shaft sleeve is located between the first elastic element and the second elastic element.

[0020] The power output shaft outputs power through a hub, and the drive motor is located on one side of the hub and is arranged in parallel with the transmission system. Its rotor shaft inputs power to the transmission system.

[0021] Furthermore, a power input drive gear is provided in drive cooperation with the rotor shaft of the drive motor, and a power input driven gear is provided in drive cooperation with the low-speed gear shaft, which meshes with the power input drive gear. The power input driven gear is in drive cooperation with the outer ring of the friction clutch.

[0022] Furthermore, it also includes an end-shift mechanism, which receives the output power from the power output shaft and transmits it to the wheel hub, with the wheel hub located between the transmission system and the end-shift mechanism to form a central drive structure.

[0023] Furthermore, it also includes a main housing and a secondary housing, the transmission system is located in the main housing, the end gear mechanism is located in the secondary housing, and the power output shaft extends from the main housing into the secondary housing and transmits power to the end gear mechanism;

[0024] It also includes a power output shaft sleeve for receiving the output power of the end gear transmission mechanism and transmitting it to the wheel hub. The power output shaft sleeve is rotatably fitted onto the power output shaft and its two ends extend into the main housing and the auxiliary housing respectively, forming a rotational support between the main housing and the auxiliary housing.

[0025] Furthermore, the end-speed transmission mechanism includes a first-stage reduction gear set and a second-stage reduction gear set. The first-stage reduction gear set includes a first-stage driving reduction gear and a first-stage driven reduction gear meshing with the first-stage driving reduction gear. The second-stage reduction gear set includes a second-stage driving reduction gear and a second-stage driven reduction gear meshing with the second-stage driving reduction gear.

[0026] The primary active reduction gear is driven and fitted on the power output shaft, and the primary driven reduction gear is driven and fitted with the secondary active reduction gear; the secondary driven reduction gear is driven and fitted with the power output shaft sleeve or is integrally formed, and the power output shaft sleeve is driven and fitted with the wheel hub or is integrally formed.

[0027] Furthermore, the low-speed transmission mechanism also includes a low-speed transmission shaft sleeve that transmits power from the overrunning clutch to the inner ring of the friction plate clutch. The low-speed transmission shaft sleeve is provided with at least one second axial cam pair. The low-speed transmission shaft sleeve is rotatably fitted onto the transmission shaft sleeve.

[0028] Furthermore, the outer ring of the friction plate clutch includes a first bracket, a second bracket, and a support column. The support column is multiple and is distributed and fixedly connected between the first bracket and the second bracket in the circumferential direction. The active friction plate of the friction plate clutch passes through the support column.

[0029] The inner ring of the friction plate clutch is a hollow cylindrical structure; the first elastic element and the second elastic element are located inside the hollow of the inner ring.

[0030] Furthermore, the inner ring of the overrunning clutch is engaged with the low-speed gear shaft, and the outer ring of the overrunning clutch, as the low-speed gear drive gear, is engaged with the low-speed gear transmission shaft sleeve through the low-speed gear driven gear.

[0031] The power output drive gear is made into a gear transmission section and a gear positioning section adjacent to the gear transmission section. The drive motor rotor shaft or the extension shaft section of the rotor shaft is made into a shaft transmission section and a shaft positioning section. The power output drive gear is sleeved on the drive motor rotor shaft or the extension shaft section of the rotor shaft, so that the positioning shaft sleeve is sleeved on the shaft positioning section to form a cylindrical pair fit. The gear transmission section is sleeved on the shaft transmission section to form a transmission fit.

[0032] Furthermore, the drive shaft sleeve extends into the inner ring to form an inner extension section, and the outer surface of the inner extension section is provided with radial protrusions. The first elastic element and the second elastic element are respectively set with preload and are arranged on both sides of the radial protrusions in the axial direction. The inner ring of the friction plate clutch is located near the axial center and transmits power to the drive shaft sleeve through the radial protrusions between the first elastic element and the second elastic element.

[0033] Furthermore, the first elastic element and the second elastic element are respectively the first transmission disc spring and the second transmission disc spring, and the first transmission disc spring is sleeved on the inner extension section of the transmission shaft sleeve; the inner circle of the inner ring of the friction plate clutch is provided with an inwardly protruding limiting shoulder, and the limiting shoulder is used to block the radial protrusion of the outer surface of the inner extension section in the direction of the first elastic element at a set position.

[0034] The friction disc clutch has an elastic preload between adjacent driving friction discs via a first elastic pad; the driven friction discs are axially limited by an elastic clip, and the driven friction discs also have an elastic preload between them via a second elastic pad.

[0035] The beneficial effects of this invention are as follows: The clutch-plate type intermediate power input dual-force wheel-side motor adaptive transmission drive system of this invention has all the advantages of a dual-force adaptive transmission electric drive system. It employs two sets of transmission elastic elements, fully utilizing the dual attributes of traction force and driving resistance to achieve gear shifting and maintain the corresponding gear under set conditions, transmitting two different power outputs to meet the requirements of various complex operating conditions such as vehicle acceleration, hill climbing, and high-speed driving. Simultaneously, by using the point between the two sets of elastic elements as the node position for power output, interference between power output and driving resistance and traction force acting on the elastic elements is avoided, and the target of driving resistance and traction force acting on the elastic elements is made more clear and precise. This not only saves component layout space but also avoids the need for gear shifting. During gear shifting, there will be some jamming and delay, making the transmission system sensitive and without any jerking, thus ensuring the power transmission efficiency of the transmission system. Furthermore, this structure allows the power transmission node to be located near the axial center of the inner ring, with torque transmitted from the middle, ensuring that all friction plates participate in torque transmission evenly, guaranteeing long-term system use and improving transmission efficiency. In this invention, the drive motor is located at the wheel edge, providing strong installation adaptability and facilitating installation. Structurally, it distributes the weight of the drive system evenly across the entire vehicle, improving the driving experience while avoiding weight concentration. It can be used not only in two-wheeled vehicles but also in three-wheeled and four-wheeled vehicles and even other mechanical mechanisms, demonstrating good versatility. Attached Figure Description

[0036] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0037] Figure 1 This is a schematic diagram of the axial cross-sectional structure of the present invention;

[0038] Figure 2 for Figure 1 Enlarged view of point A;

[0039] Figure 3 for Figure 1 Enlarged view of point B;

[0040] Figure 4 This is a schematic diagram of the axial cross-sectional structure of the outer ring of a friction plate clutch.

[0041] Figure 5 This is a schematic diagram of the mounting structure of the active friction plate in a friction plate clutch.

[0042] Figure 6 This is a schematic diagram of the structure of the first elastic pad. Detailed Implementation

[0043] like Figures 1 to 6As shown: The clutch-plate type intermediate power input dual-force wheel-side motor adaptive speed change drive system of the present invention includes a drive motor and a speed change system, and generally also includes a housing (described later), which will not be described in detail here;

[0044] The transmission system includes a power output shaft 1, a main transmission mechanism, and a low-speed transmission mechanism. The main transmission mechanism includes a friction plate clutch and a transmission shaft sleeve 6 fitted over the power output shaft 1. The drive motor inputs power to the outer ring of the friction plate clutch, and the inner ring of the friction plate clutch transmits power to the transmission shaft sleeve 6. The transmission shaft sleeve 6, fitted over the power output shaft, transmits power to the power output shaft and outputs it. In this embodiment, the power is transmitted to the wheel hub 2 (in this embodiment, it is a wheel hub, but it can also be a gear, pulley, or other existing mechanical transmission mechanism). The way the power output shaft outputs power can be achieved through a reasonable mechanical layout. Power can be transmitted over long distances through a series of mechanical transmission pairs to form a front-engine or mid-engine rear-drive structure, or it can be directly transmitted for front-drive or rear-drive use, which will not be elaborated here. The outer and inner rings of the friction plate clutch are driven by active and driven friction plates, which is a transmission method of the prior art, and will not be elaborated here.

[0045] The inner ring of the friction plate clutch is connected to the transmission shaft sleeve 6, or / and the transmission shaft sleeve 6 itself, or / and the transmission shaft sleeve 6 and the power output shaft 1, through at least one first axial cam pair. The transmission shaft sleeve 6 itself can be a segmented structure, and the segments are connected by one or more first axial cam pairs 601. The arrangement of multiple cam pairs can make the speed change transmission smoother and more stable. Of course, in this embodiment, the transmission shaft sleeve itself is connected by one or more first axial cam pairs 601. The transmission shaft sleeve 6 and the power output shaft 1 can also be connected by one first axial cam pair 601 (the first axial cam pair 601 is generally a helical cam pair). Of course, the transmission shaft sleeve 6 and the power output shaft 1 can also be connected by a straight spline transmission (axial limit is required), which can also achieve the purpose of the invention.

[0046] The friction plate clutch is set with an axial preload to engage it. When the transmission shaft sleeve outputs power, the first axial cam pair 601 generates an axial component force while transmitting power. This axial component force is opposite to the axial preload and has a tendency to overcome the axial preload and release the friction plate clutch.

[0047] The low-speed transmission mechanism includes a low-speed shaft 24 and an overrunning clutch 25 disposed on the low-speed shaft. The drive motor simultaneously transmits power to the low-speed shaft 24. The low-speed shaft 24 establishes a power transmission relationship with the driven member of the friction plate clutch through the overrunning clutch and the second axial cam pair 401. That is, in low-speed transmission, the low-speed shaft 24 transmits power to the driven member of the friction plate clutch through the second axial cam pair 401. When power is transmitted only through the main transmission mechanism, after the transmission ratio setting of the low-speed transmission mechanism, the power output from the inner ring of the friction plate clutch is transmitted in the reverse direction through the second axial cam pair 401 (the reverse direction of the second axial cam pair 401 can be a meshing transmission) to the speed of the low-speed shaft 24, causing the overrunning clutch 25 to overrun, thereby avoiding transmission interference. When the resistance reaches a set value, The axial component force generated by the first axial cam pair 601 overcomes the axial preload, causing the friction plate clutch to disengage. Power is transmitted through the overrunning clutch to the low gear shaft, then to the second axial cam pair 401, and subsequently to the inner ring of the friction plate clutch, and finally to the drive shaft sleeve 6, outputting slow gear power. Thus, during slow gear transmission, the second axial cam transmits the traction force from the slow gear, and the resulting axial component force acts on the friction plate clutch to overcome the preload. The axial component force generated by the reaction of the driving resistance during the power transmission of the first axial cam pair 601 also helps to overcome the preload. Therefore, the traction force and driving resistance work together to overcome the preload, resulting in better reliability and avoiding the problem of repeated engagement and disengagement of the friction plate clutch, making it suitable for driving on roads with poor conditions.

[0048] The axial preload is applied by elastic elements, including a first elastic element 10 and a second elastic element 18. The first elastic element 10 applies the axial preload to the friction plate clutch, and the second elastic element 18 applies a preload to the transmission shaft sleeve 6, while the preload acts on the first elastic element 10 as the basis for applying the preload of the first elastic element 10. The position where the inner ring of the friction plate clutch transmits power to the transmission shaft sleeve is located between the first and second elastic elements. As shown in the figure, the first elastic element 10 directly applies a leftward preload to the inner ring 19 of the friction plate clutch, causing the clutch to engage and transmit power; the second elastic element... 18. A leftward preload is applied to the drive shaft sleeve 6 (which has a corresponding structure, such as an annular protrusion), and simultaneously, the drive shaft sleeve 6 acts on the first elastic element 10, forming a stepped linkage structure. In this structure, when the driving resistance reaches a set value, the right end of the drive shaft sleeve 6 moves to the right to compress the second elastic element 18 through the action of the first axial cam pair 601, while simultaneously releasing the first elastic element 10, and the friction plate clutch disengages. Of course, the first axial cam pair 601 can also be set between the drive shaft sleeve 6 and the inner ring, thereby directly compressing the first elastic element 10 at the same time. Due to the compression of the second elastic element, the first elastic element moves to the right as a whole, making... Friction plate clutches disengage, simultaneously compressing and releasing, offering sensitive response, but the force transmission path is not clearly defined. This structure utilizes two elastic elements to achieve clutch engagement and disengagement, ensuring that the axial force generated by driving resistance primarily acts on a portion of the elastic elements. Disengagement is achieved through a release mechanism, and the stepped, progressive elastic preload buffers the repeated compression of the elastic elements caused by unstable driving resistance on uneven road surfaces, thus reducing the possibility of repeated clutch engagement and disengagement. As shown in the figure, the inner ring 19 of the friction plate clutch transmits power to the drive shaft sleeve 6 between the first and second elastic elements. The power transmission node is located on the driving resistance return path and the traction force transmission path. This means that the traction force acting on the inner ring must first pass through the power transmission node, while the driving resistance force must pass through the power transmission node and travel a long distance to act on the second elastic element. As a result, the power transmission node interferes with the dual forces, preventing the dual forces from acting directly on the first and second elastic elements, thus resulting in low sensitivity. The power transmission node setting of this invention basically eliminates the jamming and delay caused by the structural setting during the system shifting process, making the transmission system shift sensitively without any jerking, thereby ensuring the power transmission efficiency of the transmission system.

[0049] The power output shaft 1 outputs power through a hub 2. The drive motor is located on one side (the lateral side) of the hub 2 and is arranged parallel to the transmission system. The rotor shaft 27 of the drive motor inputs power to the transmission system. In a typical structure, the transmission system has a housing (not shown in the figure), and the drive motor is coaxial with the power output shaft. However, in this structure, the drive motor is located on one side of the hub and is arranged parallel to the transmission system, that is, the rotor shaft is parallel to the power output shaft. After being installed in the rear of the vehicle, the drive motor and the transmission system distribute the weight relatively evenly from front to back. Of course, the rotor shaft of the drive motor can input power to the transmission system through an intermediate transmission mechanism, which will not be elaborated here. The electric drive system of this structure can be used not only for two-wheeled vehicles, but also for three-wheeled and four-wheeled vehicles and even other mechanical mechanisms, and has good versatility. When used in two-wheeled vehicles, the drive motor is generally set at the front. When used in three-wheeled or four-wheeled vehicles, it is located in the required position according to the installation and counterweight requirements, which will not be elaborated here.

[0050] In this embodiment, the inner ring 19 of the friction plate clutch and the transmission shaft sleeve 6 are located between the first elastic element and the second elastic element, and the component force of the axial cam pair acts on the second elastic element at this position, avoiding the position where the slow gear traction force acts on the inner ring. The transmission engagement between the inner ring 19 of the friction plate clutch and the transmission shaft sleeve 6 can be achieved through a spline transmission engagement that can slide axially, or through the aforementioned first axial cam pair transmission engagement (which can be a helical cam pair), both of which can achieve the purpose of the invention. The axial cam pair is a pair of axial cams (including end face cams or helical cams) that cooperate with each other. When the transmission shaft sleeve transmits power, the first axial cam pair 601 generates two components of force in the axial and circumferential directions. The circumferential component outputs power, and the axial component is opposite to the axial preload and has the tendency to overcome the axial preload. That is to say, the rotation direction of the axial cam pair (including the second axial cam pair described below) is related to the direction of power output rotation. Based on the above description, those skilled in the art can know which rotation direction of the axial cam pair can apply which direction of axial component force, given the direction of power output. This will not be elaborated further here.

[0051] In this embodiment, the low-speed transmission mechanism further includes a low-speed transmission sleeve 4 that transmits power from the overrunning clutch 5 to the inner ring 19 of the friction clutch. The low-speed transmission sleeve is provided with at least one second axial cam pair 401. As shown in the figure, the low-speed transmission sleeve 4 can be a segmented structure, with one or more second axial cam pairs 401 between the segments. A second axial cam pair 401 is also provided between the low-speed transmission sleeve 4 and the inner ring. As shown in the figure, the low-speed transmission sleeve 4 can be integrally formed from the necked section of the inner ring 19. The forming structure can also be integrally formed from the bushing of the low-speed driven gear 3, which is a common mechanical structure and will not be described in detail here. Similarly, the axial cam pair is set so that when the low-speed gear is in transmission, the axial component of the traction force acts on the inner ring to overcome the axial preload, thereby achieving the purpose of keeping the clutch disengaged when the slow gear is in transmission. In this embodiment, for the sake of compact structural arrangement, a structure in which power is transmitted between the low-speed gear transmission bushing 4 and the inner ring of the friction plate clutch is used, which can also achieve the purpose of the invention and will not be described in detail here.

[0052] As shown in the figure, the inner ring of the overrunning clutch 5 engages with the low-speed gear shaft, and the outer ring of the overrunning clutch 5 acts as the low-speed gear drive gear, meshing with the low-speed gear driven gear 3. Of course, this outer ring is an external gear ring structure, which will not be described in detail here. The low-speed gear driven gear 3 engages with the low-speed gear transmission shaft sleeve 4 (in this embodiment, it is integrally formed), and the overall structure is simple and compact, with a clear and distinct transmission route. The above-mentioned gear and shaft transmission engagement can be achieved through general transmission engagement structures, such as keyed connections or integral forming, which will not be described in detail here.

[0053] In this embodiment, the outer ring of the friction plate clutch includes a first bracket 20, a second bracket 20a, and a support column 17. Multiple support columns 17 are distributed circumferentially and fixedly connected between the first bracket 20 and the second bracket 20a. The active friction plate 14 of the friction plate clutch passes through the support column. In this structure, the detachable connection of the support column 17 to the first bracket 20 and the second bracket 20a allows for an adjustable length of the entire outer ring. Different support column lengths can be used to set different numbers of active friction plates 14 according to different needs. The active friction plate 14 passing through the support column ensures stable and uniform movement of the active friction plate, making it more suitable for the transmission system of this invention and ensuring the sensitivity of the transmission. Simultaneously, the adjustable length provides sufficient assembly space for the two sets of elastic elements and is suitable for applying preload to longer elastic elements.

[0054] The inner ring of the friction plate clutch is a hollow cylindrical structure; the first elastic element 10 and the second elastic element 18 are located inside the hollow of the inner ring; as shown in the figure, the power output shaft 1 runs through the drive system of the present invention from left to right to form a support base, and the transmission mechanism (the first and second elastic elements and part of the transmission shaft sleeve) is located in the space formed by the inner ring 19.

[0055] In this embodiment, a power input drive gear 25 is provided in transmission cooperation with the rotor shaft 27 of the drive motor, and a power input driven gear 30 is provided in transmission cooperation with the low speed gear shaft 24 and meshes with the power input drive gear 25. The power input driven gear 30 is in transmission cooperation with the outer ring of the friction clutch.

[0056] The inner ring of the overrunning clutch 5 is engaged with the low-speed gear shaft 24, and the outer ring of the overrunning clutch 5, as the low-speed gear driving gear, is engaged with the low-speed gear transmission shaft sleeve 4 through the low-speed gear driven gear 3. As shown in the figure, this can be achieved using a common mechanical transmission structure such as a spline connection, which will not be elaborated here. The low-speed gear driven gear 3 is engaged with the low-speed gear transmission shaft sleeve 4 (in this embodiment, it is integrally formed), and the overall structure is simple and compact with a clear transmission route. The above-mentioned transmission engagement between the gear and the shaft can be achieved through a general transmission engagement structure, such as a key connection or integral forming, which will not be elaborated here.

[0057] In this embodiment, the power output drive gear 25 is made into a gear transmission section 25a and a gear positioning section 25b adjacent to the gear transmission section. The extended shaft section of the drive motor rotor shaft or rotor shaft 27 (the extended section refers to a shaft section that is integrally extended or added through transmission fit, which will not be described in detail here) is made into a shaft transmission section 27a and a shaft positioning section 27b. The power output drive gear 25 is sleeved on the extended shaft section of the drive motor rotor shaft or rotor shaft 27, so that the positioning shaft sleeve section 25b is sleeved on the shaft positioning section 26b to form a cylindrical pair fit. The gear transmission... Section 25a is fitted onto the shaft transmission section 25b to form a transmission fit (generally a spline transmission fit). The cylindrical pair refers to a structure that uses a cylindrical shaft and a cylindrical hole to fit together. This fit is a zero-backlash or transition fit, which has a good centering effect. Combined with the spline structure, the transmission fit structure realizes the transmission. Through the positioning of the cylindrical pair, the machining accuracy requirements of the transmission structure are reduced, the machining and manufacturing costs are saved, and the assembly requirements are reduced. The elastic force of the second speed change disc spring 18 is equal to or greater than the elastic force of the first speed change disc spring 10 to ensure the clamping force on the first disc spring, thereby ensuring the normal operation of the system.

[0058] The drive motor includes a motor stator 22 and a motor rotor 23, which is an internal rotor structure. The motor rotor is connected to the rotor shaft 27 for transmission.

[0059] The second bracket 20a is located on the inner side. It is connected to the second bracket 20a or integrally formed (in this embodiment, it is integrally formed) and has an intermediate driven gear 31. It is connected to the power input driven gear and has an intermediate driving gear 9 (both are set on the low speed shaft) for power input to the outer ring of the friction plate clutch. This structure makes the electric drive system compact and occupies less space during use. The hollow inner ring 19 can transmit a large torque and is used to install some components. This allows for deep optimization of the structure of the clutch and the transmission mechanism, forming partial or complete containment and high integration. The cooperation is smooth and natural and there is no operational interference. This ensures that the transmission mechanism works efficiently under all working conditions and comprehensive road conditions.

[0060] As shown in the figure, the second bracket forms a second bracket bushing section inward. The low-speed gear transmission bushing 4 is rotatably fitted onto the transmission bushing 6. The second bracket bushing section is rotatably fitted onto the low-speed gear transmission bushing 4. As shown in the figure, the inner ring 19 is necked to form an inner ring bushing and is integrally formed with the low-speed gear transmission bushing 4. The bushing section formed by the inner circle of the low-speed driven gear (which can be regarded as part of the low-speed gear transmission bushing 4) is engaged with a second axial cam pair 401. The inner ring bushing and the low-speed gear transmission bushing 4 are rotatably fitted onto the transmission bushing 6. In the above structure, each bushing is fitted into the inner ring in sequence and rotated or driven as needed. It has good support stability and a simple and compact structure. It can be achieved through a simple mechanical connection, which will not be elaborated here.

[0061] The outer diameter of the second bracket bushing section rotates and supports the main housing (not shown in the figure, only the support bearing is shown). Figure 1 As shown, the second bushing segment is shaped to a predetermined form, forming a stepped necking structure between the axial direction and the second bracket. The predetermined part of the outer circle is supported on the main housing by bearings, and combined with the support of the inner circle, it forms a stable support structure. At the same time, the first bracket also forms a structure that supports the power output shaft and the main housing. Finally, the main housing and the power output shaft form direct and indirect support, transferring the additional bending moment generated by the torque to the housing. It can transmit a large torque without bending deformation, which can greatly reduce the size of the components under the same load-bearing capacity conditions and adapt to the hollow structure of the clutch. It achieves high torque, high speed and lightweight indicators, and also makes the transmission mechanism have good stability and low noise at high speed. This structure ensures the compactness of the overall structure of the drive system itself, which is conducive to the lightweight layout of the entire drive system.

[0062] In this embodiment, the transmission shaft sleeve 6 extends into the inner ring 19 to form an inner extension section. The outer surface of the inner extension section is provided with a radial protrusion 16. The first elastic element and the second elastic element are respectively set with a preload and are arranged on both sides of the radial protrusion 16. The inner ring 19 of the friction plate clutch is located near the axial center and transmits power to the transmission shaft sleeve through the radial protrusion 16 between the first elastic element 10 and the second elastic element 18. As shown in the figure, the radial protrusion 16 is an annular protrusion used to separate the first elastic element 10 and the second elastic element 18. One end of the first elastic element abuts against the annular protrusion, and the other end abuts against the preload limiting shoulder formed by the necking of the inner ring 19. One end of the second elastic element abuts against the annular protrusion, and the other end abuts against a retaining ring 21 sleeved on the main shaft, forming a complete speed change elastic mechanism.

[0063] In this embodiment, the first elastic element 10 and the second elastic element 18 are respectively the first and second transmission disc springs. The first transmission disc spring is sleeved on the inner extension section of the transmission shaft sleeve, and the second transmission disc spring is also sleeved on the inner extension section of the transmission shaft sleeve. Of course, the inner extension section can also end with the radial protrusion 16, and the second transmission disc spring can directly abut against the radial protrusion 16, which will not be elaborated here. The inner circle of the inner ring 19 is provided with an inwardly protruding limiting shoulder. The limiting shoulder is used to block the radial protrusion on the outer surface of the inner extension section in the direction of the first elastic element at a set position. As shown in the figure, the limiting shoulder forms a radially inward step to block the annular protrusion, so as to ensure that the first elastic element 10 can withstand the pressure of the second elastic element 18 to a limited extent, and can conveniently set the preload of the second elastic element. At the same time, the preload can be applied in a stepwise manner, and the axial preload can be smoothly released when the driving resistance reaches the set value.

[0064] In this embodiment, an elastic preload is formed between adjacent driving friction plates 14 of the friction plate clutch via an elastic pad 13. The elastic pad 13 is generally made of an elastic non-metallic material and has a set elasticity, such as... Figure 4 As shown, the elastic pad 13 is an elastic rubber ring made of polyurethane material. The inner circle forms an arc groove that matches the support column 17 to ensure the installation stability of the elastic pad 13. The elastic pad 13 is arranged between adjacent active friction plates 14. When the active friction plate 14 is pressed, it overcomes the elastic force of the elastic rubber ring and fits with the driven friction plate for transmission. When the pressure is released, the elasticity of the elastic rubber ring makes the active friction plate 14 return to its position evenly and quickly to complete the shifting operation. At the same time, due to the setting of the elastic pad 13, each active friction plate is evenly stressed and has synchronicity when engaging and disengaging with the driven friction plate, avoiding some friction plates being in a half-friction state and affecting efficiency.

[0065] The driven friction plate is axially limited by an elastic clip, and the driven friction plates are also connected by a second elastic pad 13a to form an elastic preload. Similarly, when the driven friction plate 12 is compressed, it overcomes the elastic force of the elastic ring and engages with the driving friction plate for transmission. When the pressure is released, the elasticity of the second elastic pad 13a allows the driven friction plate 12 to return to its original position quickly and evenly, completing the shifting operation. At the same time, it avoids some friction plates being in a semi-friction state, which would affect efficiency. Meanwhile, the driven friction plate 12 is axially limited by an elastic retaining ring 15. Figure 2 As shown, the cross-section of the elastic retaining ring 15 can be rectangular, circular, etc., and it is installed in the mounting groove corresponding to the inner ring 19 to limit the driven friction piece 12, so as to ensure that the movement of the inner ring 19 can drive the driven friction piece to move more flexibly and smoothly, and complete the engagement and separation smoothly.

[0066] In this embodiment, an end-gear mechanism is also included. The end-gear mechanism is used to receive the output power from the power output shaft and transmit it to the wheel hub. The wheel hub 2 is located between the transmission system and the end-gear mechanism to form a central drive structure for outputting power. As shown in the figure, the structure of the wheel hub 2 located between the transmission system and the end-gear mechanism is suitable for the drive mechanism of a two-wheeled vehicle, ensuring the overall balance of the drive system and the compactness of the structure.

[0067] In this embodiment, it also includes a main housing and a secondary housing (the main housing and the secondary housing are not shown in the drawings. The transmission system and the end gear mechanism are installed through the housing, which is a conventional mechanical structure). The transmission system is located in the main housing, the end gear mechanism is located in the secondary housing, and the power output shaft extends from the main housing into the secondary housing and transmits power to the end gear mechanism.

[0068] It also includes a power output sleeve 28 for receiving the output power of the end gear transmission mechanism and transmitting it to the hub. The power output sleeve 28 is rotatably fitted onto the power output shaft, and its two ends extend into the main housing and the auxiliary housing respectively, forming a rotational support between the main housing and the auxiliary housing, as shown in the figure. The two ends are supported by bearings a and b respectively. Of course, the support can be formed by an intermediate structure. For example, bearing b is formed by a sleeve segment formed by the two-stage driven reduction gear 29, which provides rotational support to the power output sleeve 28 and has strong overall stability. The power output sleeve 28 forms a flange radially outward near the axial center, and the hub 2 is fixedly connected to the flange to form a transmission.

[0069] Unlike existing hub-and-spoke transmissions, this structure uses a power output shaft sleeve 28 to output power to the hub. It has the required length in the axial direction and its inner circle is supported by the power output shaft, providing uniform and stable support. The outer circle is supported by the main housing and the auxiliary housing. Together with the inner circle of the power output shaft, it forms a stable support from both the inner and outer sides. Theoretically, it can be infinitely enlarged in the axial direction, thereby ensuring the stable installation of the hub, avoiding running clearance, and guaranteeing both transmission efficiency and installation support strength.

[0070] In this embodiment, the end-speed transmission mechanism includes a first-stage reduction gear set and a second-stage reduction gear set. The first-stage reduction gear set includes a first-stage driving reduction gear 7 and a first-stage driven reduction gear 8 meshing with the first-stage driving reduction gear 7. The second-stage reduction gear set includes a second-stage driving reduction gear 26 and a second-stage driven reduction gear 29 meshing with the second-stage driving reduction gear 26.

[0071] The first-stage driving reduction gear 7 is driven and fitted onto the power output shaft 1. The first-stage driven reduction gear 8 is driven and fitted onto the second-stage driving reduction gear 26. As shown in the figure, the first-stage driven reduction gear 8 and the second-stage driving reduction gear 26 are both driven and fitted onto a final-stage transmission shaft 11. The final-stage transmission shaft 11 rotates and supports the auxiliary housing, which will not be described further here. The second-stage driven reduction gear 29 is driven and fitted onto the power output shaft sleeve 28 or is integrally formed. As shown in the figure, the second-stage driven reduction gear 29 is integrally formed into a sleeve segment, which is fitted onto the power output shaft sleeve 28. The outer diameter of this sleeve segment... Supported by bearing b in the auxiliary housing, this structure creates a rotational support between the secondary driven reduction gear 29 and the power output shaft sleeve 28, resulting in strong overall stability. The power output shaft sleeve 28 is either driven by the hub 2 or integrally formed. Overall, the final stage transmission mechanism has a compact structure and occupies little space. It is supported by the power output shaft and forms a balance structure with the main transmission mechanism to adjust the output speed, which helps to improve the output torque of the overall structure. At the same time, the power output of the power output shaft changes the cantilever beam power output structure in the prior art. The entire power output shaft forms a rotational support with the main housing and the auxiliary housing, and supports each other with the power output shaft sleeve. The power output is located near the middle, maintaining the overall stability of the structure.

[0072] In this embodiment, the rotational fit may be a bearing fit or a shaft sliding fit, both of which are conventional rotational fit structures in the prior art and will not be described further here.

[0073] The above embodiments are merely the optimal structures of the present invention and are not intended to limit the scope of protection of the present invention; adjustments to the connection method do not affect the achievement of the purpose of the present invention.

[0074] The power transmission route for the high gear in this embodiment is as follows:

[0075] Rotor → outer ring of friction plate clutch → inner ring of friction plate clutch → transmission shaft sleeve → first axial cam pair → power output shaft → final stage transmission mechanism → output power;

[0076] At this point, the outer ring of the overrunning clutch overruns the inner ring (the low-speed gear shaft can be directly the inner ring) and the low-speed gear shaft (of course, the transmission ratio needs to be configured so that the outer ring rotates faster than the inner ring), and the resistance transmission route is: power output shaft → first axial cam pair → transmission shaft sleeve → second transmission disc spring (if the radial protrusion 16 and the inner ring are connected by a helical cam pair, the inner ring is pushed simultaneously, which will not be elaborated here, and this embodiment does not specify otherwise; the transmission shaft sleeve and the inner ring are connected by a spline fit); when the driving resistance increases to a certain level, the resistance causes the axial force of the first axial cam pair to overcome the second transmission disc spring, causing the axial movement of the protruding part of the transmission shaft sleeve to compress the second transmission disc spring, thereby releasing the first transmission disc spring, thus disengaging the friction plate clutch, and the power is transmitted through the following route, i.e., the low-speed gear power transmission route:

[0077] Outer ring of friction plate clutch → Low gear shaft → Inner ring of overrunning clutch (can be integrated with low gear shaft) → Outer ring of overrunning clutch → Low gear drive shaft sleeve → Second axial cam pair → Inner ring of friction plate clutch → Drive shaft sleeve → First axial cam pair → Power output shaft → Output power.

[0078] In the low-speed power transmission route, the axial force generated by the first axial cam pair continues to act on the second transmission disc spring. At the same time, the axial force of the second axial cam pair caused by the traction force acts on the inner ring of the friction plate clutch, and the direction of the force is opposite to the axial preload of the first transmission disc spring (i.e., towards the direction of clutch disengagement). That is, in the low-speed power transmission process, the low-speed traction force and driving resistance (dual forces) work together to prevent the compression of the transmission disc spring during the low-speed transmission process, thereby preventing the clutch from repeatedly engaging during the low-speed power transmission process.

[0079] As can be seen from the above transmission route, when the present invention is running, the clutch is tightly engaged under the action of the first and second transmission disc springs, forming an automatic transmission mechanism that maintains a certain pressure to achieve the purpose of transmission. At this time, the overrunning clutch is in the overrunning state.

[0080] When a vehicle starts, the resistance is greater than the driving force. This resistance forces the first axial cam pair to undergo axial displacement, compressing the second transmission disc spring. After the first transmission disc spring is released, the clutch disengages. This automatically enables low-speed starting, shortening the starting time and reducing starting force. At the same time, the second transmission disc spring absorbs the energy of the motion resistance torque, storing potential energy for resuming power transmission in a faster gear.

[0081] After successful startup, driving resistance decreases. When the axial force decreases to less than the pressure generated by the second transmission disc spring, the first transmission disc spring is compressed due to the pressure release caused by the compression of the transmission disc spring by the motion resistance. This compresses the inner ring to complete the clutch's return to a tight engagement state, and the low-speed overrunning clutch is in an overrunning state.

[0082] During operation, the automatic gear shifting principle is the same as above, which achieves gear shifting without cutting off the driving force, making the entire locomotive run smoothly, safely and with low energy consumption, and also simplifying the transmission route and improving transmission efficiency.

[0083] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A clutch-plate type intermediate power input dual-force wheel-side motor adaptive speed change drive system, characterized in that: Including drive motors and transmission systems; The transmission system includes a power output shaft, a main drive mechanism, and a low-speed transmission mechanism; the main drive mechanism includes a friction plate clutch and a drive shaft sleeve, the drive motor inputs power to the outer ring of the friction plate clutch, the inner ring of the friction plate clutch transmits power to the drive shaft sleeve, and the drive shaft sleeve is fitted onto the power output shaft to transmit power to the power output shaft and output it; The friction plate clutch forms a transmission between the inner ring and the drive shaft sleeve or / and the drive shaft sleeve itself or / and the drive shaft sleeve and the power output shaft through at least one first axial cam pair. The friction plate clutch is set with an axial preload to engage it. When the drive shaft sleeve outputs power, the first axial cam pair generates an axial component force while transmitting power. This axial component force is opposite to the axial preload and has a tendency to overcome the axial preload and release the friction plate clutch. The low-speed transmission mechanism includes a low-speed shaft and an overrunning clutch disposed on the low-speed shaft. The drive motor simultaneously transmits power to the low-speed shaft. The low-speed shaft establishes a power transmission relationship with the inner ring of the friction plate clutch through the overrunning clutch via a second axial cam pair. The axial preload is applied by an elastic element, which includes a first elastic element and a second elastic element. The first elastic element applies the axial preload to the friction plate clutch, and the second elastic element applies a preload to the drive shaft sleeve. At the same time, the preload acts on the first elastic element as the basis for applying the preload of the first elastic element. The position where the inner ring of the friction plate clutch transmits power to the drive shaft sleeve is located between the first elastic element and the second elastic element. The power output shaft outputs power through a hub, and the drive motor is located on one side of the hub and is arranged in parallel with the transmission system. Its rotor shaft inputs power to the transmission system.

2. The clutch-plate type intermediate power input dual-force wheel-side motor adaptive speed change drive system according to claim 1, characterized in that: The drive motor is equipped with a power input drive gear that drives the rotor shaft, and a power input driven gear that meshes with the power input drive gear is equipped with the low-speed gear shaft. The power input driven gear is driven by the outer ring of the friction clutch.

3. The clutch-plate type intermediate power input dual-force wheel-side motor adaptive speed change drive system according to claim 1, characterized in that: It also includes an end gear mechanism, which receives the output power from the power output shaft and transmits it to the wheel hub. The wheel hub is located between the transmission system and the end gear mechanism to form a central drive structure.

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

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

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

7. The clutch-plate type intermediate power input dual-force wheel-side motor adaptive speed change drive system according to claim 1, characterized in that: The outer ring of the friction plate clutch includes a first bracket, a second bracket, and a support column. The support column is multiple and is distributed and fixedly connected between the first bracket and the second bracket in the circumferential direction. The active friction plate of the friction plate clutch passes through the support column. The inner ring of the friction plate clutch is a hollow cylindrical structure; the first elastic element and the second elastic element are located inside the hollow of the inner ring.

8. The clutch-plate type intermediate power input dual-force wheel-side motor adaptive speed change drive system according to claim 6, characterized in that: The inner ring of the overrunning clutch is driven by the low-speed gear shaft, and the outer ring of the overrunning clutch, as the low-speed gear driving gear, is driven by the low-speed gear transmission shaft sleeve through the low-speed gear driven gear. The power output drive gear is made into a gear transmission section and a gear positioning section adjacent to the gear transmission section. The drive motor rotor shaft or the extension shaft section of the rotor shaft is made into a shaft transmission section and a shaft positioning section. The power output drive gear is sleeved on the drive motor rotor shaft or the extension shaft section of the rotor shaft, so that the positioning shaft sleeve is sleeved on the shaft positioning section to form a cylindrical pair fit. The gear transmission section is sleeved on the shaft transmission section to form a transmission fit.

9. The clutch-plate type intermediate power input dual-force wheel-side motor adaptive speed change drive system according to claim 1, characterized in that: The drive shaft sleeve extends into the inner ring to form an inner extension section. The outer surface of the inner extension section is provided with radial protrusions. The first elastic element and the second elastic element are respectively set with preload and are arranged on both sides of the radial protrusions. The inner ring of the friction plate clutch is located near the axial center and transmits power to the drive shaft sleeve through the radial protrusions between the first elastic element and the second elastic element.

10. The clutch-plate type intermediate power input dual-force wheel-side motor adaptive speed change drive system according to claim 8, characterized in that: The first elastic element and the second elastic element are respectively the first transmission disc spring and the second transmission disc spring. The first transmission disc spring is sleeved on the inner extension section of the transmission shaft sleeve. The inner circle of the inner ring of the friction plate clutch is provided with an inwardly protruding limiting shoulder. The limiting shoulder is used to block the radial protrusion on the outer surface of the inner extension section in the direction of the first elastic element at a set position. The friction disc clutch has an elastic preload between adjacent driving friction discs via a first elastic pad; the driven friction discs are axially limited by an elastic clip, and the driven friction discs also have an elastic preload between them via a second elastic pad.

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