CN111016645A - Two surpassing integrated form wisdom self-adaptation electric drive rear-guard system of super large moment of torsion double helix - Google Patents
Two surpassing integrated form wisdom self-adaptation electric drive rear-guard system of super large moment of torsion double helix Download PDFInfo
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- CN111016645A CN111016645A CN201911227002.3A CN201911227002A CN111016645A CN 111016645 A CN111016645 A CN 111016645A CN 201911227002 A CN201911227002 A CN 201911227002A CN 111016645 A CN111016645 A CN 111016645A
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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
- 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
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
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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
- 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
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Abstract
The invention discloses an ultra-large torque double helix double surpassing integrated intelligent self-adaptive electric drive rear drive system, which comprises a motor, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a main shaft for outputting power, wherein the motor comprises a stator, a rotor and a motor shaft assembly driven by the rotor. By adopting the scheme, 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 route 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; compared with the traditional single-row overrunning clutch, the multi-row overrunning clutch improves the load bearing capacity by times, and breaks through the bearing limit of the traditional overrunning clutch; 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
Technical Field
The invention relates to the technical field of electric drive systems, in particular to an ultra-large torque double-helix double-surpass integrated intelligent self-adaptive electric drive rear 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 existing electric vehicle is controlled according to experience completely by a driver under the condition that the driving resistance cannot be accurately known due to the limitation of a transmission structure of the existing electric vehicle in the driving process, so that the condition that the working state of a motor is not matched with the actual driving condition of the vehicle often inevitably occurs, and the motor stalling is caused. 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 an ultra-large torque double helix double surpassing integrated intelligent self-adaptive electric drive rear-drive system.
The technical scheme is as follows:
the utility model provides a two surpassing integrated form wisdom self-adaptation electric drive rear-guard system of super large moment of torsion, includes motor, high-speed gear drive mechanism, low-speed gear drive mechanism and is used for the main shaft of output power, and its main points lie in: the motor comprises a stator, a rotor and a motor shaft assembly driven by the rotor;
the high-speed gear transmission mechanism comprises a multi-plate friction clutch and an elastic element group for applying pretightening force to the multi-plate friction clutch, at least parts of the multi-plate friction clutch and the elastic element group are positioned in a motor, a motor shaft assembly transmits power to the multi-plate friction clutch sequentially through a power output speed reduction component and a first overrunning clutch, the multi-plate friction clutch is sleeved on a main shaft through an inner-plate spiral roller sleeve, and a first spiral transmission pair is formed between the inner-plate spiral roller sleeve and the main shaft so that the inner-plate spiral roller sleeve can slide axially along the main shaft;
the low-speed gear transmission mechanism comprises a multi-row overrunning clutch and an auxiliary shaft transmission assembly in speed reduction transmission between a motor shaft assembly and the multi-row overrunning clutch, the multi-row overrunning clutch can be sleeved on a main shaft through an inner core wheel sleeve, a double-cam transmission sleeve is sleeved on the main shaft, the end faces of two ends of the double-cam transmission sleeve are respectively matched with the corresponding end faces of the inner core wheel sleeve and an inner sheet spiral roller sleeve in an end face cam pair transmission mode, and a second spiral transmission pair is formed between the end faces and the main shaft.
When the resisting torque transmitted to the multi-plate friction clutch by the main shaft is smaller than the preset load limit of the multi-plate friction clutch, the rotor transmits power to the main shaft through the motor shaft assembly sequentially through the power output speed reducing component, the first overrunning clutch, the multi-plate friction clutch and the inner plate spiral roller way sleeve. When the resisting torque transmitted to the multi-plate friction clutch by the main shaft is larger than or equal to the preset load limit of the multi-plate friction clutch, the multi-plate friction clutch is separated, and the rotor transmits power to the main shaft through the motor shaft assembly sequentially via the power output speed reducing component, the auxiliary shaft transmission component, the multi-row overrunning clutch, the inner core wheel sleeve and the double cam transmission sleeve.
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, the adopted multi-plate friction clutch overcomes the defects of the traditional disc friction clutch, greatly improves the wear resistance, stability and reliability, prolongs the service life and can transmit large-torque power; the increased double-cam transmission sleeve delays the return of the gears, so that the gear shifting effect is better; meanwhile, compared with the traditional single-row overrunning clutch, the multi-row 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 and speed changing along with the change of the driving resistance are carried out under the condition of not cutting off the driving force, the motor is always positioned on the efficient platform as much 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 smooth, and the pure electric vehicle runs stably and safely; the double-screw transmission of the first screw transmission pair and the second screw transmission pair is strong in load resistance, so that the main shaft is not easy to break, and the transmission is more suitable for large-torque power transmission.
Preferably, the method comprises the following steps: the multi-row overrunning clutch comprises a second outer ring and at least two second inner core wheels which are sleeved on the same inner core wheel sleeve side by side, outer teeth arranged on the periphery of each second inner core wheel are right opposite one by one, second rolling bodies are arranged between the second outer ring and each second inner core wheel respectively, and the second rolling bodies on the periphery of the adjacent second inner core wheels are right opposite one by one. By adopting the structure, the number of the second inner core wheel and the corresponding second rolling bodies can be freely selected according to actual needs, even infinitely increased, the load bearing capacity of the second overrunning clutch is improved exponentially, and the bearing limit of the traditional overrunning clutch is broken through; because the second super-center wheel and the second super-rolling body are short in length, even in stress and high in reliability in the using process, the situation of rolling body fracture is difficult to occur, and meanwhile, the requirements on the precision of production and processing are low, the manufacture is easy, the assembly is simple, the material requirements are low, the common bearing steel is only needed, the manufacturing cost is relatively low, and therefore the heavy-load overrunning clutch which is extremely high in reliability and can bear super-large load can be manufactured with low production cost.
Preferably, the method comprises the following steps: the outer tooth includes the top arc section and is located the short limit section and the long limit section of top arc section both sides respectively, the short limit section is inside sunken arc structure, the long limit section is outside convex arc structure, the camber of short limit section is less than the camber of long limit section. By adopting the structure, the stability and the reliability of the one-way transmission function can be ensured.
Preferably, the method comprises the following steps: the motor shaft assembly includes the motor hollow shaft and sets up power transmission flange and outer end mounting flange at the motor hollow shaft both ends respectively, the motor hollow shaft passes through the power transmission flange and the inboard at the rotor is fixed to outer end mounting flange, the power transmission flange keeps off drive mechanism and low-speed fender drive mechanism with power transmission through power take off speed reduction subassembly, the motor hollow shaft includes hollow axle sleeve and a plurality of silicon steel sheets that set up between hollow axle sleeve and rotor, hollow axle sleeve adopts the aluminum alloy material to make, multi-disc friction clutch and elastic component group part at least are located the inside of hollow axle sleeve. Structure more than adopting, hollow axle sleeve are the aluminum alloy material, realize lightweight design, and simultaneously, through power transmission flange and outer end mounting flange's installation, the overall balance nature is better.
Preferably, the method comprises the following steps: the multi-plate friction clutch comprises a friction plate supporting piece arranged on the inner plate spiral raceway sleeve, and a plurality of outer friction plates and inner friction plates which are alternately arranged between the friction plate supporting piece and the inner plate spiral raceway sleeve, wherein each outer friction plate can axially slide along the friction plate supporting piece, and each inner friction plate can axially slide along the inner plate spiral raceway sleeve;
the first overrunning clutch transmits power to the friction plate supporting piece, the elastic element group can apply pretightening force to the inner spiral roller way sleeve to compress the outer friction plates and the inner friction plates, a spiral transmission pair is formed between the inner spiral roller way sleeve and the main shaft, the inner spiral roller way sleeve can slide along the axial direction of the main shaft, and the elastic element group is compressed to release the outer friction plates and the inner friction plates.
By adopting the structure, the friction structure in the multi-plate friction clutch is set into the outer friction plates and the inner friction plates which are alternately arranged, so that the borne torque is dispersed on the outer friction plates and the inner friction plates, the abrasion is shared by the outer friction plates and the inner friction plates, the friction loss is greatly reduced, and the defect of the traditional plate 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: the inner-sheet spiral raceway sleeve comprises a friction sheet pressing disc in a disc-shaped structure and an output spiral raceway barrel in a cylindrical structure, the output spiral raceway barrel is sleeved on the main shaft, a first spiral transmission pair is formed between the output spiral raceway barrel and the main shaft, and the friction sheet pressing disc is fixedly sleeved at one end of the output spiral raceway barrel;
the friction plate support piece comprises a friction plate supporting disc in a disc-shaped structure and an outer plate spline sleeve in a cylindrical structure, the power input mechanism can transmit power to the friction plate supporting disc, the friction plate supporting disc is parallel to the friction plate pressing disc, the outer plate spline sleeve is coaxially sleeved outside the output spiral roller path cylinder, one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting disc, and the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing disc;
the outer edge of each outer friction plate is matched with the inner wall spline of the outer plate spline sleeve, the inner edge of each inner friction plate is matched with the outer wall spline of the output spiral raceway barrel, a plurality of inner plate starting check rings are sleeved on the outer wall of the output spiral raceway barrel, and each inner plate starting check ring is respectively positioned on one side, close to the friction plate supporting plate, of each inner friction plate;
when the output spiral roller path cylinder axially moves towards the direction far away from the friction plate supporting disc, each inner plate starting retainer ring can drive the adjacent inner friction plate to axially move towards the direction far away from the friction plate supporting disc, so that each outer friction plate and each inner friction plate are separated from each other; when the output spiral roller path cylinder moves axially towards the direction close to the friction plate supporting disc, the friction plate pressing disc can press each outer friction plate and each inner friction plate.
By adopting the structure, the end face cam pair is stable and reliable in transmission fit and easy to process and manufacture; through set up the inner disc on the inner friction piece installation section of thick bamboo and start the retaining ring, can drive each inner friction piece and adjacent outer friction piece separation initiatively, for current multi-disc friction clutch, response speed has not only been improved by a wide margin, corresponding time has been shortened, thereby can increase the quantity of friction piece by a wide margin, the quantity of infinitely increased friction piece even, make this friction clutch can be applied to big moment of torsion scene, and can guarantee the thorough separation of inner friction piece and outer friction piece, the condition of adhesion can not take place, long-term use, each inner friction piece is unanimous basically with the wearing and tearing condition of outer friction piece, greatly reduced the smooth loss that rubs, overcome the defect of traditional multi-disc friction clutch, friction clutch's life has been prolonged, thereby whole friction clutch's wearability has been improved by a wide margin, stability and reliability.
Preferably, the method comprises the following steps: the distance between the adjacent inner plate starting check rings is equal, the distance between the adjacent inner plate starting check rings is larger than that between the adjacent inner friction plates, and when the friction plate pressing plate presses each outer friction plate and each inner friction plate, the distance between each inner plate starting check ring and each adjacent inner friction plate is gradually reduced in an equal-difference array relation towards the direction close to the friction plate pressing plate. By adopting the structure, each inner friction plate and the corresponding outer friction plate can be dispersed more orderly and uniformly, and the response time is shortened.
Preferably, the method comprises the following steps: the friction plate pressing disc is provided with an annular raceway on the surface of one side close to the elastic element group, an end face bearing is arranged between the elastic element group and the friction plate pressing disc and comprises a bearing supporting disc and a plurality of bearing balls supported between the bearing supporting disc and the friction plate pressing disc, and each bearing ball can roll along the annular raceway. By adopting the structure, the friction plate pressing disc is used as a supporting disc of the end face bearing, so that the manufacturing cost is saved, and the assembly space is saved.
Preferably, the method comprises the following steps: the auxiliary shaft transmission assembly comprises a combination pattern sleeve, an auxiliary shaft first-stage driving gear, an auxiliary shaft first-stage driven gear and an auxiliary shaft second-stage driving gear, wherein 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 double-cam transmission sleeve and meshed with the auxiliary shaft first-stage driven gear, the auxiliary shaft second-stage driving gear is meshed with second-stage driven teeth on the multi-row overrunning clutch, and the combination pattern sleeve is respectively in spline fit with the auxiliary shaft first-stage driving gear and a first outer ring. 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 forward gear and the reverse gear can be switched stably and reliably.
Compared with the prior art, the invention has the beneficial effects that:
the intelligent self-adaptive electric drive rear-drive system with the ultra-large torque double helix double surpassing integrated mode has the advantages of 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, is short in transmission route and high in transmission efficiency, facilitates the arrangement of a power mechanism, and reduces the influence on the dynamic balance of the wheels; in addition, the adopted multi-plate friction clutch overcomes the defects of the traditional disc friction clutch, greatly improves the wear resistance, stability and reliability, prolongs the service life and can transmit large-torque power; the increased double-cam transmission sleeve delays the return of the gears, so that the gear shifting effect is better; meanwhile, compared with the traditional single-row overrunning clutch, the multi-row 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 and speed changing along with the change of the driving resistance are carried out under the condition of not cutting off the driving force, the motor is always positioned on the efficient platform as much 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 smooth, and the pure electric vehicle runs stably and safely; the double-screw transmission of the first screw transmission pair and the second screw transmission pair is strong in load resistance, so that the main shaft is not easy to break, and the transmission is more suitable for large-torque power transmission.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic illustration of a high speed drive;
FIG. 3 is a schematic diagram of the engagement relationship between the multi-plate friction clutch and the inner plate helical raceway sleeve;
FIG. 4 is a schematic structural view of an inner spiral raceway sleeve;
FIG. 5 is a schematic structural view of an outer friction plate;
FIG. 6 is a schematic structural view of an inner friction plate;
FIG. 7 is a schematic structural view of a first overrunning clutch;
FIG. 8 is a schematic illustration of a low range transmission;
FIG. 9 is a cross-sectional view of a multi-row overrunning clutch;
fig. 10 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, fig. 2 and fig. 8, an ultra-large torque double helix double surpassing integrated intelligent self-adaptive electric drive rear drive system mainly comprises a motor, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a main shaft 1 for outputting power.
The motor comprises a stator 15, a rotor 16 and a motor shaft assembly driven by the rotor 16, the motor shaft assembly comprises a motor hollow shaft 17, and a power transmission flange 18 and an outer end mounting flange 19 which are respectively arranged at two ends of the motor hollow shaft 17, the motor hollow shaft 17 is fixed at the inner side of the rotor 16 through the power transmission flange 18 and the outer end mounting flange 19, namely, the rotor 16 drives the motor hollow shaft 17 to synchronously rotate through the power transmission flange 18 and the outer end mounting flange 19. Wherein, power transmission flange 18 keeps off drive mechanism and low-speed gear drive mechanism with power transmission through power take off speed reduction assembly, and motor hollow shaft 17 includes hollow shaft sleeve 17a and a plurality of setting silicon steel sheet 17b between hollow shaft sleeve 17a and rotor 16, and hollow shaft sleeve 17a adopts the aluminum alloy material to make, not only satisfies lightweight design requirement, can shield well moreover.
Referring to fig. 1 and 2, the high-speed gear transmission mechanism includes a multi-plate friction clutch 2 and an elastic element group 3 for applying a pre-tightening force to the multi-plate friction clutch 2, the multi-plate friction clutch 2 and the elastic element group 3 are at least partially located inside a hollow shaft 17 of the motor, a motor shaft assembly sequentially passes through a power output speed reduction assembly and a first overrunning clutch 4 to transmit power to the multi-plate friction clutch 2, the multi-plate friction clutch 2 is sleeved on the main shaft 1 through an inner plate helical raceway sleeve 5, and a first helical transmission pair is formed between the inner plate helical raceway sleeve 5 and the main shaft 1 so that the inner plate helical raceway sleeve 5 can slide axially along the main shaft 1.
The main shaft 1 is installed inside the box body through a main shaft bearing 30, similarly, the power transmission flange 18 and the outer end mounting flange 19 are respectively installed inside the box body through a flange mounting bearing 31, and through the design, a gap is reserved between the main shaft 1 and the power transmission flange 18 and the outer end mounting flange 19, so that respective dynamic balance is kept.
A first encoder 32 is arranged on the outer end mounting flange 19, a second encoder 33 is arranged on the main shaft 1, the first encoder 32 is used for detecting the rotating speed of the power transmission flange 18 (namely the motor hollow shaft 17), and the second encoder 33 is used for detecting the rotating speed of the main shaft 1.
Referring to fig. 2, the multiple-plate friction clutch 2 includes a friction plate support member disposed on the inner plate spiral raceway sleeve 5, and a plurality of outer friction plates 2c and inner friction plates 2d alternately arranged between the friction plate support member and the inner plate spiral raceway sleeve 5, each outer friction plate 2c being capable of axially sliding along the friction plate support member, and each inner friction plate 2d being capable of axially sliding along the inner plate spiral raceway sleeve 5.
Referring to fig. 2 and 3, the inner spiral raceway sleeve 5 includes an output spiral raceway barrel 5a and a friction plate pressing plate 5b fixedly connected by a welding process, wherein the output spiral raceway barrel 5a is a cylindrical structure, the friction plate pressing plate 5b is a disc-shaped structure, the friction plate pressing plate 5b is vertically and fixedly sleeved outside one end of the output spiral raceway barrel 5a, and a cam profile structure is processed on an end face of the output spiral raceway barrel 5a far away from the friction plate pressing plate 5 b.
The output spiral raceway cylinder 5a is sleeved on the main shaft 1, and forms the first spiral transmission pair with the main shaft 1, so that the inner sheet spiral raceway sleeve 5 can slide along the axial direction of the main shaft 1, and the elastic element group 3 is compressed to release each outer friction sheet 2c and each inner friction sheet 2 d. Specifically, the first helical transmission pair includes inner helical raceways 5a3 circumferentially distributed on the inner wall of the output helical raceway cylinder 5a and outer helical raceways 1a circumferentially distributed on the outer wall of the main shaft 1, a plurality of outwardly projecting balls 27 being embedded in each of the outer helical raceways 1a, and the respective balls 27 being capable of rolling in the corresponding inner helical raceway 5a3 and outer helical raceway 1a, respectively. When the inner-plate spiral raceway sleeve 5 rotates relative to the main shaft 1, the inner-plate spiral raceway sleeve can axially move relative to the main shaft 1, so that the multi-plate friction clutch 2 can be pressed or released, and the multi-plate friction clutch 2 is in a combined or separated state.
The friction plate pressing plate 5b extends radially outward from an end of the output spiral raceway barrel 5a remote from the friction plate support member. A plurality of concentric annular raceways 5b1 are distributed on the surface of the friction plate pressing disc 5b on the side close to the elastic element group 3, an end face bearing 21 is arranged between the elastic element group 3 and the friction plate pressing disc 5b, the end face bearing 21 comprises a bearing supporting disc 21b and a plurality of bearing balls 21a supported between the bearing supporting disc 21b and the friction plate pressing disc 5b, and each bearing ball 21a can roll along the corresponding annular raceway 5b 1. Through the structure, the friction plate pressing plate 5b 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. 2-3 and 4-5, the multiple-plate friction clutch 2 includes a friction plate supporter, and a plurality of outer friction plates 2c and inner friction plates 2d alternately arranged between the friction plate supporter and an inner plate spiral raceway sleeve 5, wherein the friction plate supporter includes a friction plate supporting plate 2a having a disc-shaped structure and an outer plate spline sleeve 2b having a cylindrical structure, a power input mechanism is capable of transmitting power to the friction plate supporting plate 2a, the friction plate supporting plate 2a is parallel to the friction plate pressing plate 5b, the outer plate spline sleeve 2b is coaxially sleeved outside the output spiral raceway sleeve 5a, one end thereof is spline-fitted with an outer edge of the friction plate supporting plate 2a, and the other end thereof is rotatably supported on an outer edge of the friction plate pressing plate 5 b. Each outer friction plate 2c is axially slidable along the inner wall of the outer plate spline housing 2b, and each inner friction plate 2d is axially slidable along the outer wall of the output spiral raceway cylinder 5 a. Compared with the traditional disc type friction clutch, the multi-plate type friction clutch 2 in the present embodiment is used for a long time, the abrasion conditions of each inner friction plate 2d and each outer friction plate 2c are basically consistent, the sliding friction loss is reduced, the abrasion resistance, the stability and the reliability of the multi-plate type friction clutch 2 are improved, and the service life of the multi-plate type friction clutch 2 is prolonged.
The inner edge of each inner friction plate 2d is provided with an inner plate inner spline 2d1, the outer wall of the output spiral raceway barrel 5a is provided with an inner plate outer spline 5a1 matched with each inner plate inner spline 2d1, namely, the output spiral raceway barrel 5a and each inner friction plate 2d realize spline fit with the inner plate outer spline 5a1 through the inner plate inner spline 2d1, so that each inner friction plate 2d can synchronously rotate with the output spiral raceway barrel 5a and can axially move along the output spiral raceway barrel 5a, and separation is realized.
The outer edge of each outer friction plate 2c is provided with an outer plate external spline 2c1, and the inner wall of the outer plate spline housing 2b is provided with an outer plate internal spline 2b1 matched with each outer plate external spline 2c 1. That is, the outer plate spline housing 2b and each outer friction plate 2c realize spline fit with the outer plate inner spline 2b1 through the outer plate outer spline 2c1, so that each outer friction plate 2c can synchronously rotate with the outer plate spline housing 2b, and can axially move along the outer plate spline housing 2b to realize separation.
The inner rim of the friction plate supporting disc 2a has a power input sleeve 2a1 extending away from the friction plate pressing disc 5 b. The power input sleeve 2a1 is coaxially arranged with the output spiral raceway barrel 5a, that is, the central axes of the power input sleeve 2a1, the output spiral raceway barrel 5a and the main shaft 1 coincide with each other. The friction plate supporting plate 2a extends radially outwardly from the end of the power input sleeve 2a1 adjacent the friction plate presser plate 5b and faces the friction plate presser plate 5b such that the outer friction plates 2c and the inner friction plates 2d are alternately arranged between the friction plate supporting plate 2a and the friction plate presser plate 5 b. Further, a power output spline 2a3 spline-fitted to the outer plate inner spline 2b1 is provided on the outer edge of the friction plate backup plate 2 a. Each outer friction plate 2c and friction plate supporting disc 2a can share the outer plate inner spline 2b1 on the inner wall of the outer plate spline housing 2b, and the design and processing difficulty and the production cost are reduced.
One end of the outer plate spline housing 2b, which is far away from the friction plate support piece, is supported on the outer edge of the friction plate pressing disc 5b and can freely rotate relative to the friction plate pressing disc 5b so as to keep the structure stable and reliable.
The elastic element group 3 can apply pretightening force to the inner plate spiral roller way sleeve 5 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.
A plurality of inner plate starting check rings 2e are arranged on the inner wall of the output spiral raceway barrel 5a, and each inner plate starting check ring 2e is respectively positioned on one side of the adjacent inner friction plate 2d close to the friction plate supporting plate 2 a. By arranging the inner plate starting retainer ring 2e on the output spiral raceway barrel 5a, each inner friction plate 2d can be separated, so that all the inner friction plates 2d can be quickly and uniformly dispersed in a separated state, and the outer friction plates 2c are driven to move simultaneously, so that the inner friction plates 2d and the outer friction plates 2c are completely separated.
The distance between the adjacent inner plate starting check rings 2e is equal, and the distance between the adjacent inner plate starting check rings 2e is larger than the distance between the adjacent inner friction plates 2d, specifically, the distance between the adjacent inner plate starting check rings 2e is only slightly larger than the distance between the adjacent inner friction plates 2d, and when the friction clutch is in a disconnected state, the adjacent inner plate starting check rings 2e can ensure that each inner friction plate 2d and the adjacent outer friction plate 2c are uniformly distributed after being separated. When the friction plate pressing disc 5b presses each outer friction plate 2c and each inner friction plate 2d, the distance between each inner plate starting check ring 2e and the adjacent inner friction plate 2d is gradually reduced in an arithmetic progression towards the direction close to the friction plate pressing disc 5 b. The outer wall of the output spiral raceway cylinder 5a is provided with an inner plate male spline 5a1, the inner plate male spline 5a1 is provided with a plurality of inner retainer mounting ring grooves 5a2 corresponding to the corresponding inner plate actuating retainers 2e, and each inner plate actuating retainer 2e is fitted into the corresponding inner retainer mounting ring groove 5a 2.
Referring to fig. 2 and 7, 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 reduction 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 the friction plate support plate 2 a. 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.
Referring to fig. 1 and 2, the power output reduction assembly includes a high-speed gear shaft 9 and a high-speed gear primary driven gear 10, the high-speed gear shaft 9 includes a high-speed gear intermediate shaft portion 9a parallel to the main shaft 1 and a high-speed gear secondary driving tooth portion 9b formed on the high-speed gear intermediate shaft portion 9a, the high-speed gear primary driven gear 10 is fixedly sleeved on the high-speed gear intermediate shaft portion 9a and engaged with a flange output tooth 18a on the outer periphery of the power transmission flange 18, and the first outer ring 4c has a high-speed gear secondary driven tooth portion 4c1 engaged with the high-speed gear secondary driving tooth portion 9 b.
Referring to fig. 1 and 8, the low-speed transmission mechanism includes a multi-row overrunning clutch 6 and a countershaft transmission assembly for speed reduction transmission between the motor shaft assembly and the multi-row overrunning clutch 6, the multi-row overrunning clutch 6 can be sleeved on the main shaft 1 through an inner core wheel sleeve 7, a double-cam transmission sleeve 42 is sleeved on the main 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 inner sheet spiral roller way sleeve 5 through an end face cam pair and form a second spiral transmission pair with the main shaft 1.
Referring to fig. 8-10, the multi-row overrunning clutch 6 includes a second outer ring 6a and at least two second inner core wheels 6c sleeved side by side on the same inner core wheel sleeve 7, outer teeth 6c1 disposed on the outer periphery of each second inner core wheel 6c are directly opposite to each other, second rolling elements are disposed between the second outer ring 6a and each second inner core wheel 6c, and the second rolling elements disposed around the adjacent second inner core wheels 6c are directly opposite to each other, so as to ensure the synchronism of each second inner core wheel 6 c.
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 periphery of each second inner 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 periphery of each second inner 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 slidably inserted into the corresponding annular grooves 6f 1. 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 each second inner core 6 c. With the above configuration, power transmission can be reliably performed.
The second inner core wheel 6c has twice as many teeth as the external teeth 6c 1. Installation and adjustment are facilitated to solve the problem that the respective second inner core wheels 6c are not synchronized.
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.
The end faces of the two ends of the double-cam transmission sleeve 42 are respectively provided with cam profile structures which are matched with the cam profile structures on the end faces of the inner core wheel sleeve 7 and the inner sheet spiral raceway sleeve 5, so that the double-cam transmission sleeve 42 is respectively in transmission fit with the corresponding end faces of the inner core wheel sleeve 7 and the inner sheet spiral raceway sleeve 5 through end face cam pairs. The double cam transmission sleeve 42 is more beneficial to disengagement and gear shifting.
Referring to fig. 8, the double cam driving sleeve 42 includes a screw fitting sleeve 42a and a mounting support sleeve 42b, wherein a second screw driving pair is formed between the screw fitting sleeve 42a and the main shaft 1. Specifically, the second helical transmission pair includes second inner helical raceways circumferentially distributed on the inner wall of the helical fit sleeve 42a and second outer helical raceways circumferentially distributed on the outer wall of the main shaft 1, a plurality of second balls protruding outward are embedded in each second outer helical raceway, and each second ball can roll in the corresponding second inner helical raceway and second outer helical raceway. When the double-cam transmission sleeve 42 rotates relative to the main shaft 1, the double-cam transmission sleeve can axially move relative to the main shaft 1, and simultaneously drives the inner-plate spiral roller sleeve 5 to axially move relative to the main shaft 1, so that the multi-plate friction clutch 2 can be pressed or released, and the multi-plate friction clutch 2 is in a combined or separated state.
The mounting support sleeve 42b rotates synchronously with the spiral matching sleeve 42a through spline fit, and the friction plate support disc 2a is rotatably sleeved on the mounting support sleeve 42 b.
Referring to fig. 1 and 8, the countershaft transmission assembly includes a coupling sleeve 41, a first-stage driving gear 11 of the countershaft, a countershaft 12, and a first-stage driven gear 13 of the countershaft and a second-stage driving gear 14 of the countershaft all fixedly sleeved on the countershaft 12, the first-stage driving gear 11 of the countershaft is rotatably sleeved on a double-cam transmission sleeve 42 (a spiral matching sleeve 42a) and meshed with the first-stage driven gear 13 of the countershaft, the second-stage driving gear 14 of the countershaft is meshed with a second-stage driven gear 6b on the multi-row overrunning clutch 6, and the coupling sleeve 41 is respectively in spline fit with the first-stage driving gear 11 of the countershaft and the first outer ring 4c so that the three can rotate synchronously.
The inner hub 7 is fixedly fitted with a reverse driven gear 38, the counter shaft 12 is rotatably fitted with a reverse drive gear 39 engaged with the reverse driven gear 38, the counter shaft 12 is fitted with a reverse coupling sleeve 40 slidable in the axial direction thereof, and the reverse coupling sleeve 40 is engageable with the reverse drive 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 12a 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 5a 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 12a, 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. 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 12a, so that the reverse gear combination sleeve 40 can rotate by 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 that the gear is blocked easily when the gear is shifted and the gear is difficult to shift and easy to damage are solved, 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 multiple disc friction clutch 2 is in the engaged state, the power is in the high-speed gear power transmission route:
the rotor 16 → the motor hollow shaft 17 → the power transmission flange 18 → the high-speed stage one-stage driven gear 10 → the high-speed stage gear shaft 9 → the first overrunning clutch 4 → the friction plate support plate 2a → the outer plate spline housing 2b → the outer friction plate 2c and the inner friction plate 2d → the output spiral raceway cylinder 5a → the main shaft 1 outputs power.
At this time, the first overrunning clutch 4 does not overrun, the multi-row overrunning clutch 6 overruns, and the resistance transmission route: the main shaft 1 → the output spiral raceway tube 5a → the friction plate pressing disk 5b → the end face bearing 21 → the elastic element group 3; when the resisting moment transmitted to the multi-plate friction clutch 2 by the main shaft 1 is greater than or equal to the preset load limit of the multi-plate friction clutch 2, the inner plate spiral roller way sleeve 5 is translated relative to the main shaft 1 to compress the elastic element group 3, and a gap appears 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, and the power is transmitted through the following route, namely a low-speed power transmission route:
the rotor 16 → the motor hollow shaft 17 → the power transmission flange 18 → the first-stage driven gear for high-speed gear 10 → the gear shaft for high-speed gear 9 → the first outer ring 4a → the coupling spline housing 41 → the first-stage driving gear for countershaft 11 → the first-stage driven gear for countershaft 13 → the countershaft 12 → the second-stage driving gear for countershaft 14 → the multiple-row overrunning clutch 6 → the inner spline housing 7 → the double cam gear housing 42 → the output spiral raceway cylinder 5a → the main shaft 1 outputs power.
At this time, the first overrunning clutch 4 overruns, and the multi-row overrunning clutch 6 does not overrun, so that the automatic speed changing mechanism capable of keeping a certain pressure is formed in the running process of the invention.
In the embodiment, taking an electric vehicle as an example, when the whole vehicle is started, the resistance force is greater than the driving force, the resistance force forces the driven friction piece 2b to compress the elastic element group 3 through the end face bearing 21, the driven friction piece 2b is separated from the driving friction piece 2a, namely, 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 driven friction member 2b and the driving friction member 2a of the friction clutch 2 are restored to a close contact state by being pushed by the elastic element group 3 which is compressed by the motion resistance and the pressure is rapidly released, and the friction clutch is rotated at a 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 motor hollow shaft 17 → the power transmission flange 18 → the first-stage high-speed driven gear 10 → the high-speed gear shaft 9 → the first outer race 4a → the coupling spline housing 41 → the first-stage counter drive gear 11 → the first-stage counter driven gear 13 → the counter shaft 12 → the reverse coupling bushing 40 → the reverse drive gear 39 → the reverse driven gear 38 → the inner spline housing 7 → the double cam transmission housing 42 → the output spiral raceway barrel 5a → the main shaft 1 outputs power.
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 two surpassing integrated form wisdom self-adaptation electric drive rear-guard system of super large moment of torsion, includes motor, high-speed gear drive mechanism, low-speed gear drive mechanism and is used for main shaft (1) of output power, its characterized in that: the motor comprises a stator (15), a rotor (16) and a motor shaft assembly driven by the rotor (16);
the high-speed gear transmission mechanism comprises a multi-plate friction clutch (2) and an elastic element group (3) for applying pretightening force to the multi-plate friction clutch (2), at least parts of the multi-plate friction clutch (2) and the elastic element group (3) are positioned in a motor, a motor shaft assembly sequentially passes through a power output speed reduction component and a first overrunning clutch (4) to transmit power to the multi-plate friction clutch (2), the multi-plate friction clutch (2) is sleeved on a main shaft (1) through an inner plate spiral roller sleeve (5), and a first spiral transmission pair is formed between the inner plate spiral roller sleeve (5) and the main shaft (1) so that the inner plate spiral roller sleeve (5) can axially slide along the main shaft (1);
low-speed gear drive mechanism includes many rows of formula freewheel clutch (6) and at the countershaft transmission subassembly of speed reduction transmission between motor shaft assembly and multirow formula freewheel clutch (6), many rows of formula freewheel clutch (6) can be through interior heart wheel cover (7) suit on main shaft (1), the cover is equipped with two cam drive cover (42) on main shaft (1), and the both ends terminal surface of this two cam drive cover (42) passes through the vice transmission cooperation of terminal surface cam with the corresponding terminal surface of interior heart wheel cover (7) and interior piece spiral roller way cover (5) respectively to it is vice with main shaft (1) between form the second spiral drive.
2. The ultra-high torque double helix double surpassing integrated intelligent self-adaptive electric drive rear-drive system according to claim 1, characterized in that: the multi-row type overrunning clutch (6) comprises a second outer ring (6a) and at least two second inner center wheels (6c) which are sleeved on the same inner center wheel sleeve (7) side by side, outer teeth (6c1) arranged on the peripheries of the second inner center wheels (6c) are right to one another, second rolling bodies are arranged between the second outer ring (6a) and the second inner center wheels (6c), and the second rolling bodies around the adjacent second inner center wheels (6c) are right to one another.
3. The ultra-high torque double helix double surpassing integrated intelligent self-adaptive electric drive rear-drive system according to claim 2, characterized in that: external tooth (6c1) include top arc section (6c12) and are located short side segment (6c11) and long limit section (6c13) of top arc section (6c12) both sides respectively, short side segment (6c11) are inside sunken arc structure, long side segment (6c13) are outside convex arc structure, the camber of short side segment (6c11) is less than the camber of long side segment (6c 13).
4. The ultra-high torque double helix double surpassing integrated intelligent self-adaptive electric drive rear-drive system according to claim 1, characterized in that: the motor shaft assembly includes motor hollow shaft (17) and sets up power transmission flange (18) and outer end mounting flange (19) at motor hollow shaft (17) both ends respectively, motor hollow shaft (17) is fixed the inboard at rotor (16) through power transmission flange (18) and outer end mounting flange (19), power transmission flange (18) are kept off drive mechanism and low-speed gear drive mechanism with power transmission through power take off speed reduction subassembly, motor hollow shaft (17) include hollow axle sleeve (17a) and a plurality of silicon steel sheet (17b) of setting between hollow axle sleeve (17a) and rotor (16), hollow axle sleeve (17a) adopt the aluminum alloy material to make, multi-disc friction clutch (2) and elastic component group (3) at least part are located the inside of hollow axle sleeve (17 a).
5. The ultra-high torque double helix double surpassing integrated intelligent self-adaptive electric drive rear-drive system according to claim 1, characterized in that: the multi-plate friction clutch (2) comprises a friction plate supporting piece arranged on the inner plate spiral roller way sleeve (5) and a plurality of outer friction plates (2c) and inner friction plates (2d) which are alternately arranged between the friction plate supporting piece and the inner plate spiral roller way sleeve (5), each outer friction plate (2c) can axially slide along the friction plate supporting piece, and each inner friction plate (2d) can axially slide along the inner plate spiral roller way sleeve (5);
the first overrunning clutch (4) transmits power to the friction plate supporting piece, the elastic element group (3) can apply pretightening force to the inner spiral roller way sleeve (5) to compress the outer friction plates (2c) and the inner friction plates (2d), a spiral transmission pair is formed between the inner spiral roller way sleeve (5) and the main shaft (1), the inner spiral roller way sleeve (5) can slide along the axial direction of the main shaft (1), and therefore the elastic element group (3) is compressed to release the outer friction plates (2c) and the inner friction plates (2 d).
6. The ultra-high torque double helix double surpassing integrated intelligent self-adaptive electric drive rear-drive system according to claim 5, characterized in that: the inner-sheet spiral raceway sleeve (5) comprises a friction sheet pressing disc (5b) in a disc-shaped structure and an output spiral raceway barrel (5a) in a cylindrical structure, the output spiral raceway barrel (5a) is sleeved on the main shaft (1) and forms a first spiral transmission pair with the main shaft (1), and the friction sheet pressing disc (5b) is fixedly sleeved at one end of the output spiral raceway barrel (5 a);
the friction plate support piece comprises a friction plate supporting plate (2a) in a disc-shaped structure and an outer plate spline sleeve (2b) in a cylindrical structure, the power input mechanism can transmit power to the friction plate supporting plate (2a), the friction plate supporting plate (2a) is parallel to the friction plate pressing plate (5b), the outer plate spline sleeve (2b) is coaxially sleeved outside the output spiral raceway barrel (5a), one end of the outer plate spline sleeve is in spline fit with the outer edge of the friction plate supporting plate (2a), and the other end of the outer plate spline sleeve is rotatably supported on the outer edge of the friction plate pressing plate (5 b);
the outer edge of each outer friction plate (2c) is in spline fit with the inner wall of an outer plate spline sleeve (2b), the inner edge of each inner friction plate (2d) is in spline fit with the outer wall of an output spiral raceway barrel (5a), a plurality of inner plate starting check rings (2e) are sleeved on the outer wall of the output spiral raceway barrel (5a), and each inner plate starting check ring (2e) is respectively positioned on one side, close to a friction plate supporting disk (2a), of each inner friction plate (2 d);
when the output spiral raceway cylinder (5a) axially moves towards the direction far away from the friction plate supporting disc (2a), each inner plate starting check ring (2e) can drive the adjacent inner friction plate (2d) to axially move towards the direction far away from the friction plate supporting disc (2a), so that each outer friction plate (2c) and each inner friction plate (2d) are separated from each other; when the output spiral raceway cylinder (5a) is axially moved in the direction close to the friction plate support plate (2a), the friction plate pressing plate (5b) can press each of the outer friction plate (2c) and the inner friction plate (2 d).
7. The ultra-high torque double helix double surpassing integrated intelligent self-adaptive electric drive rear-drive system according to claim 6, characterized in that: the distance between the adjacent inner plate starting check rings (2e) is equal, the distance between the adjacent inner plate starting check rings (2e) is larger than the distance between the adjacent inner friction plates (2d), and when the friction plate pressing plate (5b) presses the outer friction plates (2c) and the inner friction plates (2d), the distance between the inner plate starting check rings (2e) and the adjacent inner friction plates (2d) is gradually reduced in an arithmetic progression relation towards the direction close to the friction plate pressing plate (5 b).
8. The ultra-high torque double helix double surpassing integrated intelligent self-adaptive electric drive rear-drive system according to claim 6, characterized in that: the friction plate pressing disc (5b) is provided with an annular raceway (5b1) on the surface of one side close to the elastic element group (3), an end face bearing (21) is arranged between the elastic element group (3) and the friction plate pressing disc (5b), the end face bearing (21) comprises a bearing supporting disc (21b) and a plurality of bearing balls (21a) supported between the bearing supporting disc (21b) and the friction plate pressing disc (5b), and each bearing ball (21a) can roll along the annular raceway (5b 1).
9. The ultra-high torque double helix double surpassing integrated intelligent self-adaptive electric drive rear-drive system according to claim 1, characterized in that: the countershaft transmission assembly comprises a combination pattern sleeve (41), a countershaft first-level driving gear (11), a countershaft (12), a countershaft first-level driven gear (13) and a countershaft second-level driving gear (14), wherein the countershaft first-level driving gear (11) and the countershaft first-level driven gear (13) are fixedly sleeved on the countershaft (12), the countershaft first-level driving gear (11) is rotatably sleeved on the double-cam transmission sleeve (42) and meshed with the countershaft first-level driven gear (13), the countershaft second-level driving gear (14) is meshed with second-level driven teeth (6b) on the multi-row overrunning clutch (6), and the combination pattern sleeve (41) is in spline fit with the countershaft first-level driving gear (11) and a first outer ring (4c) of the first overrunning clutch (4) respectively so that the countershaft first-level.
10. The ultra-high torque double helix double surpassing integrated intelligent self-adaptive electric drive rear-drive system according to claim 9, 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).
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