CN111016627A - Central-driven intelligent self-adaptive electric driving system - Google Patents

Central-driven intelligent self-adaptive electric driving system Download PDF

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Publication number
CN111016627A
CN111016627A CN201911413396.1A CN201911413396A CN111016627A CN 111016627 A CN111016627 A CN 111016627A CN 201911413396 A CN201911413396 A CN 201911413396A CN 111016627 A CN111016627 A CN 111016627A
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CN
China
Prior art keywords
sleeve
gear
transmission
friction clutch
friction
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Granted
Application number
CN201911413396.1A
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Chinese (zh)
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CN111016627B (en
Inventor
薛荣生
张引航
陈俊杰
王靖
陈同浩
谭志康
邓天仪
邓云帆
梁品权
颜昌权
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Southwest University
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Southwest University
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Publication of CN111016627A publication Critical patent/CN111016627A/en
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Publication of CN111016627B publication Critical patent/CN111016627B/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/12—Motorcycles characterised by position of motor or engine with the engine beside or within the driven wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a central driving type intelligent self-adaptive electric driving system which comprises a motor, a self-adaptive transmission assembly and a central output mechanism. By adopting the technical scheme, the structure is extremely compact, the integration degree is high, the space in the motor is fully utilized, and partial components of the transmission mechanism can be installed in the motor, so that the transmission line is short, the transmission efficiency is high, the arrangement of a power mechanism is facilitated, and the influence on the dynamic balance of the wheel is reduced; in addition, a brand new transmission path is adopted, a central output type structure is realized, a high-speed motor can be adopted, the overall balance is good, the reliability is high, and the motor is suitable for more application scenes; therefore, the gear shifting and speed changing are automatically carried out along with the change of the driving resistance in a self-adaptive mode under the condition that the driving force is not cut off, the motor is always positioned on the efficient platform as far as possible, and the efficient operation interval of the motor is greatly increased.

Description

Central-driven intelligent self-adaptive electric driving system
Technical Field
The invention relates to the technical field of electric drive systems, in particular to a central drive type intelligent self-adaptive electric drive system.
Background
With the increasing strictness of environmental regulations, new energy vehicles represented by automobiles, motorcycles and tricycles which take pure electricity as power have been trending to replace traditional fuel vehicles.
At present, electric drive systems of automobiles, motorcycles and tricycles which take pure electricity as power are composed of two independent parts, namely a motor and a reduction gearbox (a gearbox or a transmission box), so that the transmission efficiency is not high enough, and the arrangement of mechanisms is influenced.
The motor generally adopts the mounting means of in-wheel motor or side-hung structure. The wheel hub motor is directly driven by the low-speed direct current motor, so that the efficiency is relatively low, the heat productivity is large, the original balance of the wheel structure is broken due to the large size and heavy weight of the motor, and the control performance and the safety are influenced to a certain extent. The side-hung type structure places the motor and the speed change system (gearbox or reducer) on the same side of the driving wheel, and although a high-speed motor can be adopted to improve the mechanical efficiency, the weight of the speed change mechanism and the motor is heavier, so that the balance of the wheel is poor, and the influence on the two-wheeled vehicle is more obvious.
Moreover, due to the limitation of a transmission structure of the existing electric vehicle, in the driving process, a driver can control the electric vehicle according to experience under the condition that the driving resistance cannot be accurately known, so that the situation that the working state of a motor is not matched with the actual driving condition of the vehicle often inevitably occurs, and the motor is locked. Especially, when the vehicle is in low-speed heavy-load conditions such as starting, climbing, headwind and the like, the motor usually needs to work under the conditions of low efficiency, low rotating speed and high torque, the motor is easy to be damaged accidentally, the maintenance and replacement cost is increased, and meanwhile, the endurance mileage of the battery can be directly influenced. For vehicle types with high economic requirements, such as electric logistics vehicles, the traditional variable speed transmission structure obviously cannot well meet the use requirements.
Moreover, the traditional roller type overrunning clutch has limited load bearing capacity, the load capacity can be increased only by increasing the sizes of the outer ring, the inner core wheel and the rolling body, but the inner core wheel and the rolling body cannot be infinitely prolonged, particularly the thinnest roller, if the size is too long, the problem of uneven stress is easy to occur, the breakage is possible to cause, the machining precision is difficult to guarantee, the situation of poor meshing is easy to occur, the production difficulty is huge, the yield is low, meanwhile, the requirement on materials is extremely high, and the production cost is high. Therefore, the existing self-adaptive automatic speed changing device can not bear overlarge load, the manufacturing cost is high, and the reliability is insufficient.
Disclosure of Invention
In order to solve the technical problems, the invention provides a central driving type intelligent self-adaptive electric driving system.
The technical scheme is as follows:
a central drive type intelligent self-adaptive electric drive system is characterized by comprising a motor, a self-adaptive transmission assembly and a central output mechanism, wherein the motor comprises a stator, a rotor and a motor shaft output assembly driven by the rotor;
the central output mechanism comprises a central output gear positioned in the middle of the motor shaft and a central output transmission sleeve used for driving the central output gear, the central output transmission sleeve is partially positioned on the inner side of the rotor, and the first overrunning clutch can transmit power to the central output transmission sleeve through the self-adaptive transmission assembly.
By adopting the structure, the structure is extremely compact, the integration degree is high, the space in the motor is fully utilized, and partial components of the transmission mechanism can be arranged in the motor, so that the transmission line is short, the transmission efficiency is high, the arrangement of a power mechanism is facilitated, and the influence on the dynamic balance of the wheel is reduced; in addition, a brand new transmission path is adopted, a central output type structure is realized, a high-speed motor can be adopted, the motor is small in heating and light in weight, the mechanical efficiency and the endurance mileage are improved, and the power system and the transmission mechanism are arranged on two sides of the central output gear in a balanced manner, so that the balance is good, the reliability is high, and the central output type gear is suitable for more application scenes; therefore, the self-adaptive automatic gear shifting speed change along with the change of the driving resistance is realized under the condition of not cutting off the driving force, the motor is always positioned on the efficient platform as far as possible, the efficient operation interval of the motor is greatly increased, the use under the conditions of mountainous areas, hills and heavy loads can be met, the load change of the motor or an engine is gentle, and the pure electric vehicle runs stably and safely.
Preferably, the method comprises the following steps: the self-adaptive transmission assembly comprises a high-speed transmission mechanism and a low-speed transmission mechanism;
the high-speed gear transmission mechanism comprises a friction clutch input sleeve, a friction clutch output sleeve and an elastic element set, wherein at least part of the friction clutch input sleeve, the friction clutch output sleeve and the elastic element set are positioned on the inner side of a rotor, the elastic element set is used for applying pretightening force to the friction clutch, a first inner core wheel of the first overrunning clutch can transmit power to the friction clutch output sleeve through the friction clutch input sleeve and the friction clutch in sequence, the central output transmission sleeve is sleeved outside the friction clutch output sleeve and forms a spiral transmission pair with the friction clutch output sleeve, so that the friction clutch output sleeve can axially slide, and the friction clutch is compressed or released;
the low-speed gear transmission mechanism comprises a second overrunning clutch and a countershaft transmission assembly in speed reduction transmission between a first outer ring of the first overrunning clutch and the second overrunning clutch, the second overrunning clutch can transmit power to a motor shaft through an inner core wheel sleeve, a double-cam transmission sleeve is sleeved on the motor shaft, and the end faces of the two ends of the double-cam transmission sleeve are respectively matched with the corresponding end faces of the inner core wheel sleeve and a friction clutch output sleeve in an end face cam pair transmission mode.
When the resisting torque transmitted to the friction clutch by the main shaft is smaller than the preset load limit of the friction clutch, the rotor transmits power to the central output gear through the motor shaft in sequence through the first speed reducing assembly, the first overrunning clutch, the friction clutch input sleeve, the friction clutch output sleeve and the central output transmission sleeve, and the power is output outwards. When the resisting torque transmitted to the friction clutch by the main shaft is larger than or equal to the preset load limit of the friction clutch, the friction clutch is separated, and the rotor sequentially passes through the first speed reducing assembly, the first outer ring of the first overrunning clutch, the countershaft transmission assembly, the second overrunning clutch, the inner core wheel sleeve, the double-cam transmission sleeve, the friction clutch output sleeve and the central output transmission sleeve through the motor shaft, transmits power to the central output gear and outputs power outwards.
By adopting the structure, compared with the traditional single-row overrunning clutch, the second overrunning clutch improves the load bearing capacity by times, and breaks through the bearing limit of the traditional overrunning clutch; therefore, the self-adaptive automatic gear shifting speed change along with the change of the driving resistance is realized under the condition of not cutting off the driving force, the motor is always positioned on the efficient platform as far as possible, the efficient operation interval of the motor is greatly increased, the use under the conditions of mountainous areas, hills and heavy loads can be met, the load change of the motor or an engine is gentle, and the pure electric vehicle runs stably and safely.
Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises an auxiliary shaft first-stage driving gear, an auxiliary shaft first-stage driven gear and an auxiliary shaft second-stage driving gear, the auxiliary shaft first-stage driven gear and the auxiliary shaft second-stage driving gear are fixedly sleeved on the auxiliary shaft, the auxiliary shaft first-stage driving gear is rotatably sleeved on the friction clutch input sleeve and synchronously rotates with a first outer ring of the first overrunning clutch, the auxiliary shaft first-stage driven gear is meshed with the auxiliary shaft first-stage driving gear, and the auxiliary shaft second-stage driving gear is meshed with a. By adopting the structure, the structure is simple, stable and reliable.
Preferably, the method comprises the following steps: the reverse gear mechanism is characterized in that a reverse gear driven gear is fixedly sleeved on the inner core wheel sleeve, a reverse gear driving gear meshed with the reverse gear driven gear is rotatably sleeved on the auxiliary shaft, a reverse gear combination sleeve capable of sliding along the axial direction of the auxiliary shaft is sleeved on the auxiliary shaft, and the reverse gear combination sleeve can be meshed with the reverse gear driving gear. With the above configuration, the power can be switched between the front and rear gears stably and reliably.
Preferably, the method comprises the following steps: the periphery of the auxiliary shaft is provided with a plurality of roller inner side arc-shaped grooves distributed along the circumferential direction, the roller inner side arc-shaped grooves are internally provided with rollers parallel to the axis of the auxiliary shaft, the hole wall of the reverse gear combination sleeve is provided with a plurality of roller outer side arc-shaped grooves which are in one-to-one correspondence with the roller inner side arc-shaped grooves and axially penetrate through the roller inner side arc-shaped grooves, so that the reverse gear combination sleeve can axially slide through the rollers, and the inner radius of the roller inner side arc-shaped grooves and the inner radius of the roller outer side arc-shaped grooves are both larger. The structure more than adopting, be connected through the roller between combination cover and the countershaft of reversing gear, make the combination cover of reversing gear can rotate certain angle relative the countershaft, possess certain degree of freedom to make the combination cover of reversing gear change in with the driving gear that reverses gear and combine, greatly improved the smooth and easy degree of shifting, overcome easy the appearance jamming when advancing to reverse gear, be difficult to advance the fender, easily damaged scheduling problem, can bear super large moment of torsion simultaneously.
Preferably, the method comprises the following steps: the first speed reduction assembly comprises a speed reduction first-stage driving gear, a speed reduction first-stage driven gear, a speed reduction first gear shaft and a speed reduction second gear shaft, the speed reduction first-stage driving gear is fixedly sleeved on the motor shaft and comprises a speed reduction first shaft part and a speed reduction second-stage driving tooth formed on the speed reduction first shaft part, the speed reduction first-stage driven gear is fixedly sleeved on the speed reduction first shaft part and meshed with the speed reduction first-stage driving gear, the speed reduction second gear shaft comprises a speed reduction second shaft part and a speed reduction second-stage driven tooth and a speed reduction third-stage driving tooth formed on the speed reduction second shaft part, the speed reduction second-stage driven tooth is meshed with the speed reduction second-stage driving tooth, and the speed reduction third-stage driving tooth is meshed with the speed reduction. By adopting the structure, the transmission ratio is larger, and the output torque is improved.
Preferably, the method comprises the following steps: the friction clutch comprises a friction plate supporting plate arranged on the friction clutch input sleeve, a friction plate pressing plate arranged on the friction clutch output sleeve, and a plurality of outer friction plates and inner friction plates which are alternately arranged between the friction plate supporting plate and the friction plate pressing plate, wherein each outer friction plate can axially slide along the friction clutch output sleeve, and each inner friction plate can axially slide along the friction clutch input sleeve;
the elastic element set can apply pretightening force to the friction plate pressing disc to press the outer friction plates and the inner friction plates, and when the friction clutch output sleeve axially slides towards the direction close to the elastic element set under the action of the central output transmission sleeve, the friction plate pressing disc can compress the elastic element set to release the outer friction plates and the inner friction plates.
The friction structure in the friction clutch is set into a plurality of outer friction plates and inner friction plates which are alternately arranged, so that borne torque is dispersed on each outer friction plate and each inner friction plate, abrasion is shared by each outer friction plate and each inner friction plate, friction loss is greatly reduced, and the defect of the traditional disc type friction clutch is overcome, thereby greatly improving the abrasion resistance, stability and reliability of the friction clutch, prolonging the service life and being capable of being used as a large-torque power transmission device.
Preferably, the method comprises the following steps: inner splines are arranged on the inner edges of the inner friction plates, and inner plate outer splines matched with the inner splines of the inner friction plates are arranged on the outer wall of the friction clutch input sleeve;
the outer edge of each outer friction plate is provided with an outer plate external spline, and the inner wall of the friction clutch output sleeve is provided with an outer plate internal spline matched with each outer plate external spline.
By adopting the structure, the structure is stable and reliable and is easy to assemble.
Preferably, the method comprises the following steps: the central output transmission sleeve comprises a power output part and a spiral transmission part which are fixedly connected through a plurality of connecting bolts, a central output gear is fixedly sleeved on the power output part, the spiral transmission part is sleeved outside the friction clutch output sleeve, the spiral transmission pair comprises an inner spiral raceway which is distributed on the inner wall of the spiral transmission part along the circumferential direction and an outer spiral raceway which is distributed on the outer wall of the friction clutch output sleeve along the circumferential direction, a plurality of outwards convex balls are embedded in each outer spiral raceway, and each ball can roll in the corresponding inner spiral raceway and the corresponding outer spiral raceway respectively. By adopting the structure, the processing and the assembly are facilitated.
Preferably, the method comprises the following steps: one end of the spiral transmission part, which is far away from the power output part, is bent inwards to form an elastic element supporting part, one end of the elastic element group is abutted against the elastic element supporting part, and an end face bearing is arranged between the other end of the elastic element group and the friction clutch. By adopting the structure, the structure is simple and reliable, and the number of parts is reduced.
Compared with the prior art, the invention has the beneficial effects that:
the central driving type intelligent self-adaptive electric driving system adopting the technical scheme has the advantages of novel structure, ingenious design, extremely compact structure and high integration degree, fully utilizes the space inside the motor, can install partial components of the transmission mechanism into the motor, has short transmission route and high transmission efficiency, is beneficial to the arrangement of a power mechanism, and reduces the influence on the dynamic balance of the wheels; in addition, a brand new transmission path is adopted, a central output type structure is realized, a high-speed motor can be adopted, the motor is small in heating and light in weight, the mechanical efficiency and the endurance mileage are improved, and the power system and the transmission mechanism are arranged on two sides of the central output gear in a balanced manner, so that the balance is good, the reliability is high, and the central output type gear is suitable for more application scenes; therefore, the self-adaptive automatic gear shifting speed change along with the change of the driving resistance is realized under the condition of not cutting off the driving force, the motor is always positioned on the efficient platform as far as possible, the efficient operation interval of the motor is greatly increased, the use under the conditions of mountainous areas, hills and heavy loads can be met, the load change of the motor or an engine is gentle, and the pure electric vehicle runs stably and safely.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic diagram of the spatial relationship of the main components of the first deceleration assembly;
FIG. 3 is a schematic diagram of the fit relationship of the components of the present invention near the motor;
FIG. 4 is a schematic diagram of the mating relationship of the components of the present invention away from the motor;
FIG. 5 is a schematic view of a friction clutch;
FIG. 6 is a schematic structural view of an outer friction plate;
FIG. 7 is a schematic structural view of an inner friction plate;
FIG. 8 is a cross-sectional view of the second overrunning clutch;
fig. 9 is a schematic structural view of the cage.
Detailed Description
The present invention will be further described with reference to the following examples and the accompanying drawings.
As shown in fig. 1-4, a central-drive intelligent adaptive electric drive system includes a motor, a high-speed transmission mechanism, a low-speed transmission mechanism, and a central output mechanism.
The motor includes stator 15, rotor 16 and receives the motor shaft output assembly that rotor 16 drove, motor shaft output assembly includes power transmission flange 18, motor shaft 1, first speed reduction subassembly and first freewheel clutch 4, rotor 16 can be through power transmission flange 18 with power transmission for motor shaft 1, first freewheel clutch 4 rotationally the suit on motor shaft 1, motor shaft 1 can be with power transmission for.
Referring to fig. 1, 2 and 4, the first reduction assembly includes a reduction primary driving gear 43, a reduction primary driven gear 44, a reduction first gear shaft 45 and a reduction second gear shaft 46, the speed reduction primary driving gear 43 is fixedly sleeved on the motor shaft 1, the speed reduction first gear shaft 45 comprises a speed reduction first shaft part 45a and a speed reduction secondary driving gear 45b formed on the speed reduction first shaft part 45a, the speed reduction primary driven gear 44 is fixedly sleeved on the speed reduction first shaft part 45a, and is engaged with the first reduction driving gear 43, the second reduction gear shaft 46 includes a second reduction shaft portion 46a, and second reduction driven teeth 46b and third reduction driving teeth 46c formed on the second reduction shaft portion 46a, the speed reduction secondary driven teeth 46b are meshed with the speed reduction secondary driving teeth 45b, and the speed reduction tertiary driving teeth 46c are meshed with the speed reduction tertiary driven teeth 4c1 on the first outer ring 4 c.
The deceleration primary driving gear 43 is driven by the motor shaft 1 to rotate synchronously with the motor shaft 1, the deceleration primary driving gear 43 drives the deceleration primary driven gear 44, the deceleration primary driven gear 44 drives the deceleration first shaft 45a of the deceleration first gear shaft 45, the deceleration secondary driving teeth 45b of the deceleration first gear shaft 45 drive the deceleration secondary driven teeth 46b of the deceleration second gear shaft 46, and the deceleration tertiary driving teeth 46c of the second gear shaft 46 transmit power to the deceleration tertiary driven teeth 4c1 on the first outer ring 4 c.
Referring to fig. 1 to 4, the high-speed gear transmission mechanism includes a friction clutch input sleeve 5, a friction clutch 2, a friction clutch output sleeve 19 and an elastic element set 3, which are at least partially located inside a rotor 16, the elastic element set 3 is used for applying a pre-tightening force to the friction clutch 2, a first inner core wheel 4a of the first overrunning clutch 4 can transmit power to the friction clutch output sleeve 19 through the friction clutch input sleeve 5 and the friction clutch 2 in sequence, the central output transmission sleeve 20 is sleeved outside the friction clutch output sleeve 19 and forms a spiral transmission pair with the friction clutch output sleeve 19, so that the friction clutch output sleeve 19 can axially slide, and the friction clutch 2 is pressed or released.
Referring to fig. 1 and 4, the first overrunning clutch 4 includes a first outer ring 4c, a first inner core wheel 4a, and a plurality of first rolling elements 4b disposed between the first outer ring 4c and the first inner core wheel 4a, the first rolling elements 4b include thick rollers and thin rollers alternately disposed around the first inner core wheel 4a along a circumferential direction, two opposite first holders 4d are disposed on an outer circumferential surface of the first inner core wheel 4a, a circle of thin roller chutes are disposed on an inner wall of each first holder 4d, two ends of each thin roller are slidably inserted into the corresponding thin roller chutes, respectively, the power output deceleration assembly can transmit power to the first outer ring 4c, and the inner wall of the first inner core wheel 4a is in spline fit with an outer wall of the friction clutch input sleeve 5. By adopting the structure, each thin roller can follow up, the stability and the reliability of the first overrunning clutch 4 are improved, and the service life is prolonged.
It is to be noted that the first overrunning clutch 4 is capable of transmitting power to the friction clutch input sleeve 5, and the friction clutch input sleeve 5 is capable of transmitting power to the friction clutch 2.
Referring to fig. 5, the friction clutch 2 includes a friction plate supporting plate 2a disposed on the friction clutch input sleeve 5, a friction plate pressing plate 2b disposed on the friction clutch output sleeve 19, and a plurality of outer friction plates 2c and inner friction plates 2d alternately arranged between the friction plate supporting plate 2a and the friction plate pressing plate 2b, each outer friction plate 2c can axially slide along the friction clutch output sleeve 19, and each inner friction plate 2d can axially slide along the friction clutch input sleeve 5;
the elastic element group 3 can apply a pretightening force to the friction plate pressing disc 2b to press each outer friction plate 2c and each inner friction plate 2d, and when the friction clutch output sleeve 19 axially slides towards the direction close to the elastic element group 3 under the action of the central output transmission sleeve 20, the friction plate pressing disc 2b can compress the elastic element group 3 to release each outer friction plate 2c and each inner friction plate 2 d.
The inner edge of each inner friction plate 2d is provided with an inner plate inner spline 2d1, the outer wall of the friction clutch input sleeve 5 is provided with an inner plate outer spline 5a matched with each inner plate inner spline 2d1, so that each inner friction plate 2d can synchronously rotate with the friction clutch input sleeve 5 and can axially move along the friction clutch input sleeve 5 to realize separation. The outer edge of each outer friction plate 2c is provided with an outer plate external spline 2c1, the inner wall of the friction clutch output sleeve 19 is provided with an outer plate internal spline 19a matched with each outer plate external spline 2c1, so that each outer friction plate 2c can synchronously rotate with the friction clutch output sleeve 19 and can axially move along the friction clutch output sleeve 19 to realize separation. Specifically, when the friction plate pressing plate 2b is moved toward the elastic element group 3 by the friction clutch output sleeve 19, the distance between the friction plate supporting plate 2a and the friction plate pressing plate 2b is increased, and the outer friction plates 2c and the inner friction plates 2d can be separated, so that the friction clutch 2 is disengaged.
The elastic element group 3 can apply a pretightening force to the friction plate pressing disc 2b to press each outer friction plate 2c and each inner friction plate 2d tightly, so that the friction clutch 2 keeps a combined state. In this embodiment, the elastic element group 3 is preferably a disc spring, which is stable, reliable, and low in cost, and can continuously apply an axial thrust to the end bearing 21.
Referring to fig. 3 and 5, a plurality of concentric annular raceways 2b1 are distributed on a side surface of the friction plate pressing plate 2b close to the elastic element group 3, an end face bearing 21 is disposed between the elastic element group 3 and the friction plate pressing plate 2b, the end face bearing 21 includes a bearing support plate 21b and a plurality of bearing balls 21a supported between the bearing support plate 21b and the friction plate pressing plate 2b, and each bearing ball 21a can roll along a corresponding annular raceway 2b 1. Through the structure, the friction plate pressing plate 2b can be used as a bearing supporting plate on one side, so that the manufacturing cost is saved, and the assembly space is saved.
Referring to fig. 1-4, the central output mechanism includes a central output gear 22 located in the middle of the motor shaft 1 and a central output transmission sleeve 20 for driving the central output gear 22, and the central output gear 22 is fixedly sleeved on the central output transmission sleeve 20 so as to be capable of rotating synchronously with the central output transmission sleeve 20. The central output drive sleeve 20 is partially located inside the rotor 16.
Referring to fig. 3, the central output transmission sleeve 20 includes a power output portion 20a and a helical transmission portion 20b fixedly connected by a plurality of connecting bolts 20c, the central output gear 22 is fixedly sleeved on the power output portion 20a, the helical transmission portion 20b is sleeved outside the friction clutch output sleeve 19, the helical transmission pair includes inner helical raceways 20b1 circumferentially distributed on the inner wall of the helical transmission portion 20b and outer helical raceways 19a circumferentially distributed on the outer wall of the friction clutch output sleeve 19, a plurality of outwardly protruding balls 27 are embedded in each outer helical raceway 19b, and each ball 27 can roll in the corresponding inner helical raceway 20b1 and outer helical raceway 19b, respectively.
One end of the screw transmission part 20b far away from the power output part 20a is bent inwards to form an elastic element support part 20b2, one end of the elastic element group 3 is abutted with the elastic element support part 20b2, and an end face bearing 21 is arranged between the other end of the elastic element group and the friction clutch 2.
The friction clutch output sleeve 19 transmits power to the central output driving sleeve 20 through the screw transmission pair, and the central output driving sleeve 20 transmits power to the central output gear 22.
Referring to fig. 1-4, the low-speed gear transmission mechanism includes a second overrunning clutch 6 and a countershaft transmission assembly for speed reduction transmission between a first outer ring 4c of the first overrunning clutch 4 and the second overrunning clutch 6, the second overrunning clutch 6 can transmit power to the motor shaft 1 through an inner core wheel sleeve 7, a double-cam transmission sleeve 42 is sleeved on the motor shaft 1, and end faces of two ends of the double-cam transmission sleeve 42 are respectively in transmission fit with corresponding end faces of the inner core wheel sleeve 7 and the friction clutch output sleeve 19 through end face cam pairs.
The auxiliary shaft transmission assembly comprises an auxiliary shaft first-stage driving gear 11, an auxiliary shaft 12, an auxiliary shaft first-stage driven gear 13 and an auxiliary shaft second-stage driving gear 14, wherein the auxiliary shaft first-stage driving gear 11 and the auxiliary shaft second-stage driving gear 14 are fixedly sleeved on the auxiliary shaft 12, the auxiliary shaft first-stage driving gear 11 is rotatably sleeved on the friction clutch input sleeve 5 and rotates synchronously with a first outer ring 4c of the first overrunning clutch 4, the auxiliary shaft first-stage driven gear 13 is meshed with the auxiliary shaft first-stage driving gear 11, and the auxiliary shaft second-stage driving gear 14 is meshed with a second-stage. The first-stage auxiliary shaft driving gear 11 comprises a driving gear portion 11a and a power connection disc 11b which are integrally formed, wherein the power connection disc 11b is connected with the first outer ring 4c through a plurality of bolts, so that the first outer ring 4c is driven to synchronously rotate with the power connection disc, the first-stage auxiliary shaft driving gear 11 drives a first-stage auxiliary shaft driven gear 13, the first-stage auxiliary shaft driven gear 13 drives an auxiliary shaft 12, the auxiliary shaft 12 drives an auxiliary shaft second-stage driving gear 14, and the second-stage auxiliary shaft driving gear 14 transmits power to the second outer ring 6a of the second overrunning clutch 6.
Referring to fig. 4, 8 and 9, the second overrunning clutch 6 includes a second outer ring 6a and a second inner core 6c disposed between the second outer ring 6a and the inner core 7, and second rolling elements are disposed between the second outer ring 6a and the second inner core 6c, respectively.
The second inner core wheel sleeve 7 is made of a high-strength anti-torsion material, the second inner core wheel 6c is made of a compression-resistant wear-resistant material, specifically, the second inner core wheel sleeve 7 is made of alloy steel, and the second inner core wheel 6c is made of bearing steel or alloy steel or hard alloy. In this embodiment, the material of the second inner core wheel sleeve 7 is preferably 20CrMnTi, and has high torsion resistance, low cost and high cost performance, and the material of the second inner core wheel 6c is preferably GCr15, and has good wear-resistant and pressure-resistant performance, low cost and high cost performance. The second inner core wheel sleeve 7 is high in torsion and pressure resistance, transmission reliability and stability can be guaranteed, and the second inner core wheel 6c is high in abrasion and pressure resistance, so that the second inner core wheel sleeve 7 and the second inner core wheel 6c are made of two different materials, production cost is effectively saved, and the service life of the multi-row floating combined type heavy-load overrunning clutch is greatly prolonged.
The rolling bodies distributed along the outer periphery of the second core wheel 6c are composed of thick rolling bodies 6d and thin rolling bodies 6e which are alternately arranged, two opposite second retainers 6f are arranged on the outer peripheral surface of the second core wheel 6c, a circle of annular groove 6f1 is formed in the inner wall of each second retainer 6f, and two ends of each thin rolling body 6e are respectively inserted into the corresponding annular grooves 6f1 in a sliding manner. By adopting the structure, each thin rolling body 6e can follow up, the overall stability and reliability are improved, and the service life is prolonged.
The second outer ring 6a has secondary driven teeth 6b on the outer wall thereof. The outer wall of the inner core cam sleeve 7 is spline-fitted to the inner wall of the second inner core 6 c. With the above configuration, power transmission can be reliably performed.
The external teeth 6c1 comprise a top arc section 6c12, a short side section 6c11 and a long side section 6c13 which are respectively positioned at two sides of the top arc section 6c12, the short side section 6c11 is of an inwards concave arc structure, the long side section 6c13 is of an outwards convex arc structure, and the curvature of the short side section 6c11 is smaller than that of the long side section 6c 13. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Referring to fig. 1-4, the inner core wheel sleeve 7, the double-cam transmission sleeve 42 and the friction clutch output sleeve 19 are rotatably sleeved on the friction clutch input sleeve 5 and are in transmission fit with each other through an end-face cam pair. The double cam transmission sleeve 42 is more beneficial to disengagement and gear shifting.
Referring to fig. 1 and 4, the inner hub 7 is fixedly sleeved with a reverse driven gear 38, the counter shaft 12 is rotatably sleeved with a reverse driving gear 39 engaged with the reverse driven gear 38, the counter shaft 12 is sleeved with a reverse coupling sleeve 40 capable of sliding along an axial direction thereof, and the reverse coupling sleeve 40 is engaged with the reverse driving gear 39.
The periphery of the auxiliary shaft 12 is provided with a plurality of roller inner side arc-shaped grooves distributed along the circumferential direction, the roller inner side arc-shaped grooves are internally provided with rollers parallel to the axis of the auxiliary shaft 12, the hole wall of the reverse gear combination sleeve 40 is provided with a plurality of roller outer side arc-shaped grooves which are in one-to-one correspondence with the roller inner side arc-shaped grooves and axially penetrate through the roller inner side arc-shaped grooves, so that the reverse gear combination sleeve 40 can axially slide through the rollers, and the inner radius of the roller inner side arc-shaped grooves and the inner radius of the roller outer side arc-shaped grooves. The reverse gear coupling sleeve 40 can be engaged with the reverse gear driving gear 39, and specifically, the reverse gear coupling sleeve 40 is disengaged from the reverse gear driving gear 39 in forward gear; in reverse gear, the reverse gear coupling sleeve 40 engages the reverse drive gear 39. By adopting the structure, the reverse gear combination sleeve 40 is connected with the auxiliary shaft 12 through the roller, so that the reverse gear combination sleeve 40 can rotate for a certain angle relative to the auxiliary shaft 12 and has a certain degree of freedom, the reverse gear combination sleeve 40 is easier to be combined with the reverse gear driving gear 39, the gear shifting smoothness is greatly improved, the problems of clamping stagnation, difficulty in gear shifting, easiness in damage and the like during reverse gear shifting are overcome, and meanwhile, the super-large torque can be borne.
In the present embodiment, the elastic element group 3 applies pressure via the end face bearings 21 to press the outer friction plates 2c and the inner friction plates 2d of the friction clutch 2. When the multi-plate friction clutch 2 is in a combined state, the power is in a high-speed gear power transmission route, at the moment, the first overrunning clutch 4 does not overrun, and the second overrunning clutch 6 overruns. When the resisting torque transmitted to the multi-plate friction clutch 2 by the motor shaft 1 is larger than or equal to the preset load limit of the multi-plate friction clutch 2, the friction plate pressing disc 2b slides axially to compress the elastic element group 3, a gap is formed between each outer friction plate 2c and each inner friction plate 2d of the multi-plate friction clutch 2, namely the multi-plate friction clutch 2 is separated, the power is changed into a low-speed power transmission route, at the moment, the first overrunning clutch 4 overruns, the second overrunning clutch 6 does not overrun, and as can be seen from the transmission route, the automatic speed change mechanism capable of keeping a certain pressure is formed during operation.
In the embodiment, taking an electric automobile as an example, when the whole automobile is started, the resistance is greater than the driving force, the friction plate pressing disc 2b is forced by the resistance to compress the elastic element group 3 through the end face bearing 21, and the friction clutch 2 is in a disconnected state and rotates at a low gear speed; therefore, the low-speed starting is automatically realized, and the starting time is shortened. Meanwhile, the elastic element group 3 absorbs the energy of the movement resistance moment and stores potential energy for restoring the high-speed gear to transmit power.
After the start is successful, the running resistance is reduced, and when the component force is reduced to be smaller than the pressure generated by the elastic element group 3, the friction clutch 2 is restored to the close fit state by being pushed by the rapid release of the pressure generated by the elastic element group 3 due to the compression of the motion resistance, and rotates at the high-speed gear speed.
In the driving process, the automatic gear shifting principle is the same as the principle of automatic gear shifting along with the change of the motion resistance, gear shifting is realized under the condition of not cutting off power, the whole vehicle runs stably, safety and low consumption are realized, a transmission route is simplified, and the transmission efficiency is improved.
II, reversing gear: the reverse gear coupling sleeve 40 engages the reverse drive gear 39.
Reverse gear power transmission route: the rotor 16 → the power transmission flange 18 → the motor shaft 1 → the first reduction driving gear 43 → the first reduction driven gear 44 → the first reduction gear shaft 45 → the second reduction gear shaft 46 → the first outer race 4c → the first counter driving gear 11 → the counter shaft 12 → the reverse coupling sleeve 40 → the reverse driving gear 39 → the reverse driven gear 38 → the inner core sleeve 7 → the double cam sleeve 42 → the friction clutch output sleeve 19 → the central output sleeve 20 → the central output gear 22.
Finally, it should be noted that the above-mentioned description is only a preferred embodiment of the present invention, and those skilled in the art can make various similar representations without departing from the spirit and scope of the present invention.

Claims (10)

1. The utility model provides a central drive formula wisdom self-adaptation electric drive system which characterized in that: the motor comprises a motor, a self-adaptive transmission assembly and a central output mechanism, wherein the motor comprises a stator (15), a rotor (16) and a motor shaft output assembly driven by the rotor (16), the motor shaft output assembly comprises a power transmission flange (18), a motor shaft (1), a first speed reduction component and a first overrunning clutch (4), the rotor (16) can transmit power to the motor shaft (1) through the power transmission flange (18), the first overrunning clutch (4) is rotatably sleeved on the motor shaft (1), and the motor shaft (1) can transmit power to the first overrunning clutch (4) through the first speed reduction component;
the central output mechanism comprises a central output gear (22) positioned in the middle of the motor shaft (1) and a central output transmission sleeve (20) used for driving the central output gear (22), the central output transmission sleeve (20) is partially positioned on the inner side of the rotor (16), and the first overrunning clutch (4) can transmit power to the central output transmission sleeve (20) through the self-adaptive transmission assembly.
2. The center-driven smart adaptive electric drive system according to claim 1, characterized in that: the self-adaptive transmission assembly comprises a high-speed transmission mechanism and a low-speed transmission mechanism;
the high-speed gear transmission mechanism comprises a friction clutch input sleeve (5), a friction clutch (2), a friction clutch output sleeve (19) and an elastic element set (3), wherein at least part of the friction clutch input sleeve (5), the friction clutch output sleeve (19) and the elastic element set (3) are positioned on the inner side of a rotor (16), the elastic element set (3) is used for applying pretightening force to the friction clutch (2), a first inner core wheel (4a) of a first overrunning clutch (4) can transmit power to the friction clutch output sleeve (19) through the friction clutch input sleeve (5) and the friction clutch (2) in sequence, a central output transmission sleeve (20) is sleeved outside the friction clutch output sleeve (19) and forms a spiral transmission pair with the friction clutch output sleeve (19) so that the friction clutch output sleeve (19) can axially slide to press or release the friction clutch (2);
the low-speed gear transmission mechanism comprises a second overrunning clutch (6) and a countershaft transmission assembly in speed reduction transmission between a first outer ring (4c) of the first overrunning clutch (4) and the second overrunning clutch (6), the second overrunning clutch (6) can transmit power to a motor shaft (1) through an inner core wheel sleeve (7), a double-cam transmission sleeve (42) is sleeved on the motor shaft (1), and the end faces of the two ends of the double-cam transmission sleeve (42) are respectively matched with the corresponding end faces of the inner core wheel sleeve (7) and a friction clutch output sleeve (19) in an end face cam pair transmission mode.
3. The center-driven smart adaptive electric drive system according to claim 2, wherein: the auxiliary shaft transmission assembly comprises an auxiliary shaft first-stage driving gear (11), an auxiliary shaft (12), an auxiliary shaft first-stage driven gear (13) and an auxiliary shaft second-stage driving gear (14), wherein the auxiliary shaft first-stage driven gear (11) and the auxiliary shaft second-stage driving gear (14) are fixedly sleeved on the auxiliary shaft (12), the auxiliary shaft first-stage driving gear (11) is rotatably sleeved on the friction clutch input sleeve (5) and synchronously rotates with a first outer ring (4c) of the first overrunning clutch (4), the auxiliary shaft first-stage driven gear (13) is meshed with the auxiliary shaft first-stage driving gear (11), and the auxiliary shaft second-stage driving gear (14) is meshed with a second-stage driven gear (6.
4. The center-driven smart adaptive electric drive system according to claim 3, characterized in that: the reverse gear mechanism is characterized in that a reverse gear driven gear (38) is fixedly sleeved on the inner core wheel sleeve (7), a reverse gear driving gear (39) meshed with the reverse gear driven gear (38) is rotatably sleeved on the auxiliary shaft (12), a reverse gear combination sleeve (40) capable of sliding along the axial direction of the auxiliary shaft (12) is sleeved on the auxiliary shaft (12), and the reverse gear combination sleeve (40) can be meshed with the reverse gear driving gear (39).
5. The center-driven smart adaptive electric drive system according to claim 4, wherein: the periphery of the auxiliary shaft (12) is provided with a plurality of roller inner side arc-shaped grooves distributed along the circumferential direction, the roller inner side arc-shaped grooves are internally provided with rollers parallel to the axis of the auxiliary shaft (12), the hole wall of the reverse gear combination sleeve (40) is provided with a plurality of roller outer side arc-shaped grooves which are in one-to-one correspondence with the roller inner side arc-shaped grooves and axially penetrate through the roller inner side arc-shaped grooves, so that the reverse gear combination sleeve (40) can axially slide through the rollers, and the inner radius of the roller inner side arc-shaped grooves and the inner radius of the roller outer side arc-shaped grooves are both larger than.
6. The center-driven smart adaptive electric drive system according to claim 2, wherein: the first speed reducing assembly comprises a speed reducing first-stage driving gear (43), a speed reducing first-stage driven gear (44), a speed reducing first gear shaft (45) and a speed reducing second gear shaft (46), the speed reducing first-stage driving gear (43) is fixedly sleeved on the motor shaft (1), the speed reducing first gear shaft (45) comprises a speed reducing first shaft part (45a) and speed reducing second-stage driving teeth (45b) formed on the speed reducing first shaft part (45a), the speed reducing first-stage driven gear (44) is fixedly sleeved on the speed reducing first shaft part (45a) and meshed with the speed reducing first-stage driving gear (43), the speed reducing second gear shaft (46) comprises a speed reducing second shaft part (46a) and speed reducing second-stage driven teeth (46b) and three-stage speed reducing driving teeth (46c) formed on the speed reducing second shaft part (46a), and the speed reducing second-stage driven teeth (46b) are meshed with the speed reducing second-stage driving teeth (45, the speed reduction three-stage driving teeth (46c) are meshed with speed reduction three-stage driven teeth (4c1) on the first outer ring (4 c).
7. The center-driven smart adaptive electric drive system according to claim 2, wherein: the friction clutch (2) comprises a friction plate supporting plate (2a) arranged on the friction clutch input sleeve (5), a friction plate pressing plate (2b) arranged on the friction clutch output sleeve (19) and a plurality of outer friction plates (2c) and inner friction plates (2d) which are alternately arranged between the friction plate supporting plate (2a) and the friction plate pressing plate (2b), each outer friction plate (2c) can axially slide along the friction clutch output sleeve (19), and each inner friction plate (2d) can axially slide along the friction clutch input sleeve (5);
the elastic element group (3) can apply pretightening force to the friction plate pressing disc (2b) to press the outer friction plates (2c) and the inner friction plates (2d), and when the friction clutch output sleeve (19) axially slides towards the direction close to the elastic element group (3) under the action of the central output transmission sleeve (20), the friction plate pressing disc (2b) can compress the elastic element group (3) to release the outer friction plates (2c) and the inner friction plates (2 d).
8. The center-driven smart adaptive electric drive system according to claim 7, wherein: inner splines (2d1) are arranged on the inner edge of each inner friction plate (2d), and inner plate outer splines (5a) matched with the inner splines (2d1) are arranged on the outer wall of the friction clutch input sleeve (5);
the outer edge of each outer friction plate (2c) is provided with an outer plate external spline (2c1), and the inner wall of the friction clutch output sleeve (19) is provided with an outer plate internal spline (19a) matched with each outer plate external spline (2c 1).
9. The center-driven smart adaptive electric drive system according to claim 2, wherein: the central output transmission sleeve (20) comprises a power output part (20a) and a spiral transmission part (20b) which are fixedly connected through a plurality of connecting bolts (20c), a central output gear (22) is fixedly sleeved on the power output part (20a), the spiral transmission part (20b) is sleeved outside the friction clutch output sleeve (19), the spiral transmission pair comprises an inner spiral rolling way (20b1) which is circumferentially distributed on the inner wall of the spiral transmission part (20b) and an outer spiral rolling way (19a) which is circumferentially distributed on the outer wall of the friction clutch output sleeve (19), a plurality of outwards convex rolling balls (27) are embedded in each outer spiral rolling way (19b), and each rolling ball (27) can roll in the corresponding inner spiral rolling way (20b1) and the outer spiral rolling way (19b) respectively.
10. The center-driven smart adaptive electric drive system according to claim 9, wherein: one end of the screw transmission part (20b), which is far away from the power output part (20a), is bent inwards to form an elastic element supporting part (20b2), one end of the elastic element group (3) is abutted against the elastic element supporting part (20b2), and an end face bearing (21) is arranged between the other end of the elastic element group and the friction clutch (2).
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