WO2021110153A1

WO2021110153A1 - Ultra-large torque, double-helix, double-overrunning, and integrated intelligent adaptive electric-drive front driving system

Info

Publication number: WO2021110153A1
Application number: PCT/CN2020/134043
Authority: WO
Inventors: 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
Original assignee: 西南大学
Priority date: 2019-12-04
Filing date: 2020-12-04
Publication date: 2021-06-10
Also published as: CN111016604B; CN111016604A

Abstract

An ultra-large torque, double-helix, double-overrunning, and integrated intelligent adaptive electric-drive front driving system, comprising a motor, a main shaft (1), a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, and a front driving force output mechanism. The motor comprises a stator (15), a rotor (16), and a motor shaft assembly that is driven by the rotor (16); the front driving force output mechanism comprises a power output gear sleeve (34) and a differential (35); the power output gear sleeve (34) is rotatably sleeved on the main shaft (1). Compared with a traditional single row of overrunning clutches, multiple rows of overrunning clutches (6) can exponentially improve a load-carrying ability, and break though the carrying limit of a traditional overrunning clutch; the power output of front-engine front-wheel drive arrangement can be achieved by means of the design of the differential (35) and related components, and an entire transmission bridge is high in transmission efficiency; and therefore, in the case that a driving force is not cut off, gear-shifting transmission is adaptively and automatically performed along with the change of traveling resistance, thereby making the motor be always located on an efficient platform as much as possible, and greatly increasing an interval in which the motor efficiently operates.

Description

Super-torque, double-helix, double-surpass, integrated intelligent adaptive electric drive front drive system

Technical field

The invention relates to the technical field of electric drive systems, in particular to an integrated intelligent adaptive electric drive front drive system with super-large torque, double helix and double transcendence.

Background technique

With the increasingly stringent environmental regulations, it is a general trend that new energy vehicles represented by pure electric vehicles, motorcycles, and tricycles replace traditional fuel vehicles.

At present, the electric drive systems of automobiles, motorcycles, and tricycles powered by pure electricity are composed of two independent parts: a motor and a reduction box (gearbox or transmission box). Not only the transmission efficiency is not high enough, but also the layout of the mechanism is affected.

In addition, due to the limitation of the transmission structure of the existing electric vehicles, during the driving process, the driver is completely controlled by the driver based on experience without knowing the driving resistance accurately. Therefore, it is often inevitable that the working state of the motor and the traffic will inevitably occur. The actual driving condition of the tool does not match, causing the motor to stall. Especially when the vehicle is under low-speed and heavy-load conditions such as starting, climbing, headwind, etc., the motor often needs to work under low efficiency, low speed, and high torque. It is easy to cause accidental damage to the motor, increase maintenance and replacement costs, and also It directly affects the battery's cruising range. For vehicles with higher economic requirements, such as electric logistics vehicles, the traditional variable speed transmission structure obviously cannot meet their requirements.

Moreover, the traditional roller-type overrunning clutch has limited load bearing capacity. To increase the load capacity, the only way to increase the load capacity is to increase the size of the outer ring, inner wheel and rolling elements. However, the inner wheel and rolling elements cannot be extended indefinitely, especially the thinnest ones. If the roller is too long, it will not only be prone to uneven force and may cause breakage, but also difficult to guarantee the processing accuracy, prone to poor meshing, resulting in huge production difficulties, low yield, and extremely high requirements for materials. , The production cost remains high. Therefore, the existing self-adaptive automatic transmission device cannot bear the super-large load, the manufacturing cost remains high, and the reliability is insufficient.

Summary of the invention

In order to solve the above technical problems, the present invention provides a super-torque double helix double-surpass integrated intelligent adaptive electric drive front drive system.

The technical scheme is as follows:

A super-torque double helix double-surpass integrated intelligent adaptive electric drive front drive system, including a motor, a main shaft, a high-speed gear transmission mechanism, a low-speed gear transmission mechanism, and a front drive force output mechanism. The main points are: the motor includes a stator and a rotor And the motor shaft assembly driven by the rotor, the front driving force output mechanism includes a power output gear sleeve and a differential, the power output gear sleeve is rotatably sleeved on the main shaft, and can be output through the differential power;

The high-speed gear transmission mechanism includes a multi-plate friction clutch and an elastic element group for applying a pre-tightening force to the multi-plate friction clutch. The multi-plate friction clutch and the elastic element group are at least partially located inside the motor. The motor shaft assembly sequentially transmits power to the multi-plate friction clutch through the power output reduction assembly and the first overrunning clutch. The multi-plate friction clutch is sleeved on the main shaft through an inner plate spiral raceway sleeve, and the inner plate spiral roller A first spiral transmission pair is formed between the raceway sleeve and the main shaft, so that the inner spiral raceway sleeve can slide along the axis of the main shaft;

The low-speed gear transmission mechanism includes a multi-row overrunning clutch and a countershaft transmission assembly for decelerating transmission between the motor shaft assembly and the multi-row overrunning clutch. The multi-row overrunning clutch can transmit power to the main shaft through an inner wheel sleeve. , The main shaft is sleeved with a double cam transmission sleeve, the two end faces of the double cam transmission sleeve are respectively matched with the corresponding end faces of the power output gear sleeve and the inner spiral raceway sleeve through the end surface cam pair transmission, and form between the main shaft The second screw drive pair.

When the resistance torque transmitted from the main shaft to the multi-disc friction clutch is less than the preset load limit of the multi-disc friction clutch, the rotor passes through the motor shaft assembly through the power output reduction assembly, the first overrunning clutch, the multi-disc friction clutch, and the inner The spiral raceway sleeve, the double cam transmission sleeve and the power output gear sleeve transmit the power to the differential. When the resistance torque transmitted by the main shaft to the multi-disc friction clutch is greater than or equal to the preset load limit of the multi-disc friction clutch, the multi-disc friction clutch is disengaged, and the rotor passes through the power output reduction assembly and the countershaft transmission assembly in turn through the motor shaft assembly , Multi-row overrunning clutch, inner wheel sleeve, main shaft and power output gear sleeve, transmit power to the differential.

With the above structure, the structure is extremely compact, and the degree of integration is high. It makes full use of the space inside the motor and can install some parts of the transmission mechanism inside the motor. Not only the transmission route is short, the transmission efficiency is high, but it is also conducive to the layout of the power mechanism. The impact on the dynamic balance of the wheel; and, the adopted multi-disc 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 perform high-torque power Transmission; and the increased double cam transmission sleeve makes the gear return delayed, and the shifting effect is better; at the same time, the multi-row overrunning clutch doubles the load bearing capacity compared with the traditional single-row overrunning clutch, which makes a breakthrough. The load-bearing limit of the traditional overrunning clutch; through the design of the differential and related components, the power output of the front-front drive arrangement can be realized, and the transmission efficiency of the entire transmission bridge is high; so as to adapt to the change of the driving resistance automatically without cutting off the driving force Shift and change gears, keep the motor on the high-efficiency platform as much as possible, greatly increase the range of efficient motor operation, and can meet the use of mountainous, hilly and heavy load conditions, so that the motor or engine load changes smoothly, and pure electric vehicles operate Stable and safe; among them, through the double screw transmission of the first screw transmission pair and the second screw transmission pair, the load resistance is strong, so that the main shaft is not easy to break, and it is more suitable for high-torque power transmission.

Preferably, the multi-row overrunning clutch includes a second outer ring and at least two second inner wheels fitted side by side on the same inner wheel sleeve, and the outer teeth provided on the outer circumference of each second inner wheel are aligned one by one, so A second rolling body is respectively arranged between the second outer ring and each second inner wheel, and the second rolling bodies around the adjacent second inner wheel are directly opposed to each other. With the above structure, the number of the second inner wheel and the corresponding second rolling elements can be freely selected according to actual needs, or even increased indefinitely, which doubles the load bearing capacity of the second overrunning clutch and breaks through the load-bearing limit of the traditional overrunning clutch ; Due to the short length of the second super inner wheel and the second super rolling element, the force is uniform, the reliability is high during use, and it is difficult to break the rolling element. At the same time, the precision of production and processing is low, and it is easy to manufacture , The assembly is simple, the material requirements are low, ordinary bearing steel is enough, and the manufacturing cost is relatively low, so that a heavy-duty overrunning clutch with extremely high reliability and capable of withstanding large loads can be manufactured at a low production cost.

Preferably, the motor shaft assembly includes a hollow motor shaft, a power transmission flange and an outer end mounting flange respectively arranged at both ends of the motor hollow shaft, and the motor hollow shaft is fixed by the power transmission flange and the outer end mounting flange. On the inner side of the rotor, the power transmission flange transmits power to the high-speed transmission mechanism and the low-speed transmission mechanism through the power output reduction assembly. The hollow shaft of the motor includes a hollow shaft sleeve and a plurality of hollow shaft sleeves and the rotor. The hollow shaft sleeve is made of aluminum alloy material. With the above structure, the hollow shaft sleeve is made of aluminum alloy to realize a lightweight design. At the same time, the overall balance is better through the installation of the power transmission flange and the outer end mounting flange.

Preferably, the multi-plate friction clutch includes a friction plate support member arranged on the inner plate spiral raceway sleeve, and a plurality of outer friction plates and internal friction plates alternately arranged between the friction plate support member and the inner plate spiral raceway sleeve. Each outer friction plate can slide axially along the friction plate support, and each inner friction plate can slide axially along the inner plate spiral raceway sleeve;

The first overrunning clutch transmits power to the friction plate support, and the elastic element group can apply a pre-tightening force to the inner plate spiral raceway sleeve to compress the outer and inner friction plates. The inner plate spiral A spiral transmission pair is formed between the raceway sleeve and the main shaft, so that the inner spiral raceway sleeve can slide axially along the main shaft, thereby compressing the elastic element group to release the outer and inner friction plates.

With the above structure, the friction structure in the multi-plate friction clutch is set as a number of alternately arranged outer and inner friction plates, so that the torsion is dispersed on the outer and inner friction plates, through the outer and inner friction plates. The friction plate shares the wear, which greatly reduces the sliding friction loss and overcomes the defects of the traditional disc friction clutch, thereby greatly improving the wear resistance, stability and reliability of the friction clutch, extending the service life, and being able to be used as a high-torque power transmission device .

Preferably: the inner plate spiral raceway sleeve includes a friction plate compression plate in a disc-shaped structure and an output spiral raceway cylinder in a cylindrical structure. The output spiral raceway cylinder is sleeved on the main shaft and is combined with A first spiral transmission pair is formed between the main shafts, and the friction plate pressing disc is fixedly sleeved at one end of the output spiral raceway cylinder;

The friction lining support includes a friction lining support disk in a disc-shaped structure and an outer spline sleeve in a cylindrical structure. The power input mechanism can transmit power to the friction lining support disk. The friction lining support disk Parallel to the friction plate pressing plate, the outer plate spline sleeve is coaxially sleeved on the outside of the output spiral raceway cylinder, one end of which is spline-fitted with the outer edge of the friction plate support plate, and the other end is rotatably supported on the friction plate On the outer edge of the compression plate;

The outer edge of each outer friction plate is spline-fitted with the inner wall of the outer spline sleeve, and the inner edge of each inner friction plate is spline-fitted with the outer wall of the output spiral raceway barrel, on the outer wall of the output spiral raceway barrel. The set has a number of inner plate starting retaining rings, and each inner plate starting retaining ring is located on the side of each inner friction plate close to the friction plate support plate;

When the output spiral raceway cylinder moves axially away from the friction plate support plate, each inner plate activation ring can drive the adjacent inner friction plate to move axially away from the friction plate support plate, so that each outer friction plate Separate from the inner friction plate; when the output spiral raceway cylinder moves axially in the direction close to the friction plate support plate, the friction plate pressing plate can compress the outer and inner friction plates.

With the above structure, the end-face cam pair transmission is stable and reliable, and easy to process and manufacture; by setting the inner plate starter ring on the inner friction plate mounting cylinder, each inner friction plate can be actively driven to separate from the adjacent outer friction plate, which is relatively The existing multi-plate friction clutch not only greatly improves the response speed, shortens the corresponding time, and can greatly increase the number of friction plates, or even increase the number of friction plates infinitely, so that the friction clutch can be applied to high-torque scenes, but also Ensure the complete separation of the inner friction plate and the outer friction plate, and no adhesion will occur. After long-term use, the wear conditions of the inner and outer friction plates are basically the same, which greatly reduces the sliding friction loss and overcomes the traditional multi-plate friction clutch The shortcomings of the friction clutch extend the service life of the friction clutch, thereby greatly improving the wear resistance, stability and reliability of the entire friction clutch device.

As a preference: the distance between the adjacent inner plate activation rings is equal, and the distance between the adjacent inner plate activation rings is greater than the distance between the adjacent inner friction plates, when the friction plate pressing plate compresses the outer friction plates and the inner friction plates The distance between each of the inner plate activation retaining ring and the adjacent inner friction plate is gradually reduced toward the direction of the friction plate pressing plate in an arithmetic sequence. With the above structure, the inner friction plates and the corresponding outer friction plates can be dispersed more orderly and evenly, and the response time is shortened.

Preferably, the friction plate pressing plate has an annular raceway on one side surface close to the elastic element group, and an end bearing is arranged between the elastic element group and the friction plate pressing plate, and the end bearing includes a bearing support plate And a number of bearing balls supported between the bearing support disc and the friction plate pressing disc, each of the bearing balls can roll along the annular raceway. With the above structure, the friction plate pressing plate is used as a support plate of the end bearing, which not only saves the manufacturing cost, but also saves the assembly space.

Preferably, the first overrunning clutch includes a first outer ring, a first inner wheel, and a plurality of first rolling elements arranged between the first outer ring and the first inner ring. The first rolling elements include The thick rollers and thin rollers alternately arranged around the first inner wheel, two opposite first cages are arranged on the outer peripheral surface of the first inner wheel 4a, and the inner wall of each first cage is evenly arranged. A ring of thin roller slide grooves is opened, and both ends of each thin roller can be slidably inserted into the corresponding thin roller slide grooves. The power output reduction assembly can transmit power to the first outer ring. The inner wall of an inner wheel is spline-fitted with the friction plate support disc. With the above structure, the one-way transmission function can be realized efficiently, stably and reliably.

Preferably, the countershaft transmission assembly includes a combined flower sleeve, a countershaft first-stage driving gear, a countershaft, and a countershaft first-stage driven gear and a countershaft second-stage driving gear all fixedly sleeved on the countershaft. The primary driving gear of the secondary shaft is rotatably sleeved on the double cam transmission sleeve and meshes with the primary driven gear of the secondary shaft, and the secondary driving gear of the secondary shaft meshes with the secondary driven teeth on the multi-row overrunning clutch , The combined flower sleeve is respectively matched with the primary driving gear of the counter shaft and the spline of the first outer ring, so that the three can rotate synchronously. With the above structure, the structure is simple, stable and reliable.

Preferably, a reverse driven gear is fixedly sleeved on the inner wheel sleeve, a reverse driving gear meshing with the reverse driven gear is rotatably sleeved on the counter shaft, and a reverse driven gear is sleeved on the counter shaft. A reverse gear coupling sleeve that slides along its axial direction, and the reverse gear coupling sleeve can mesh with the reverse gear driving gear. With the above structure, the power can be switched between front and rear gears stably and reliably.

Compared with the prior art, the present invention has the following beneficial effects:

The super torque double helix double transcendence integrated intelligent adaptive electric drive front drive system adopting the above technical solutions is ingenious in design, extremely compact in structure, and highly integrated. It makes full use of the space inside the motor and can install some parts of the transmission mechanism to Inside the motor, not only the transmission route is short, the transmission efficiency is high, but it is also conducive to the layout of the power mechanism and reduces the impact on the dynamic balance of the wheels. Moreover, the adopted multi-plate friction clutch overcomes the shortcomings of the traditional disc friction clutch and greatly improves the durability. High wearability, stability and reliability, prolonged service life, and capable of high torque power transmission; and the increased double cam transmission sleeve delays the return of the gear, and the shift effect is better; at the same time, the multi-row overrunning clutch Compared with the traditional single-row overrunning clutch, it doubles the load bearing capacity and breaks through the load-bearing limit of the traditional overrunning clutch; through the design of the differential and related components, the power output of the front and front drive arrangement can be realized, and the entire transmission axle The transmission efficiency is high; thus without cutting off the driving force, it can automatically shift and change gears according to the change of the driving resistance, so that the motor is always on the high-efficiency platform as much as possible, which greatly increases the range of the motor's efficient operation, which can meet the requirements of mountainous and hilly areas. It is used under heavy load conditions, so that the load of the motor or engine changes smoothly, the pure electric vehicle runs smoothly, and the safety is high; among them, the double screw transmission of the first screw transmission pair and the second screw transmission pair has strong load resistance, so The main shaft is not easy to break, and it is more suitable for high-torque power transmission.

Description of the drawings

Figure 1 is a schematic diagram of the structure of the present invention;

Figure 2 is a schematic diagram of a high-speed gear transmission mechanism;

Figure 3 is a schematic diagram of the mating relationship between the multi-plate friction clutch and the inner plate spiral raceway sleeve;

Figure 4 is a schematic diagram of the structure of the inner spiral raceway sleeve;

Figure 5 is a schematic diagram of the structure of the external friction plate;

Figure 6 is a schematic diagram of the structure of the inner friction plate;

Figure 7 is a schematic diagram of the structure of the first overrunning clutch;

Figure 8 is a schematic diagram of a low-speed gear transmission mechanism;

Figure 9 is a cross-sectional view of a multi-row overrunning clutch;

Figure 10 is a schematic diagram of the structure of the cage.

Detailed ways

The present invention will be further described below in conjunction with the embodiments and the drawings.

As shown in Figure 1, Figure 2 and Figure 8, a super torque double helix double transcendence integrated intelligent adaptive electric drive front drive system, which mainly includes a motor, a main shaft 1, a high gear transmission mechanism, a low gear transmission mechanism and a front drive Force output mechanism.

The motor includes a stator 15, a rotor 16, and a motor shaft assembly driven by the rotor 16. The motor shaft assembly includes a motor hollow shaft 17 and a power transmission flange 18 and an outer end mounting flange 19 respectively arranged at both ends of the motor hollow shaft 17, The motor hollow shaft 17 is fixed on the inner side of the rotor 16 through the power transmission flange 18 and the outer end mounting flange 19, that is, the rotor 16 drives the motor hollow shaft 17 to rotate synchronously through the power transmission flange 18 and the outer end mounting flange 19. Among them, the power transmission flange 18 transmits power to the high-speed gear transmission mechanism and the low-speed gear transmission mechanism through the power output reduction component. The motor hollow shaft 17 includes a hollow shaft sleeve 17a and a plurality of silicon arranged between the hollow shaft sleeve 17a and the rotor 16. The steel sheet 17b and the hollow shaft sleeve 17a are made of aluminum alloy material, which not only meets the requirements of lightweight design, but also can be well shielded.

Please refer to Figure 1 and Figure 2. The high-speed transmission mechanism includes a multi-plate friction clutch 2 and an elastic element group 3 for pre-tensioning the multi-plate friction clutch 2, a multi-plate friction clutch 2 and an elastic element group 3 At least partly located inside the hollow motor shaft 17, the motor shaft assembly sequentially transmits power to the multi-plate friction clutch 2 through the power output reduction assembly and the first overrunning clutch 4. The multi-plate friction clutch 2 passes through the inner plate spiral raceway sleeve 5 is sleeved on the main shaft 1, and a first screw transmission pair is formed between the inner spiral raceway sleeve 5 and the main shaft 1, so that the inner spiral raceway sleeve 5 can slide axially along the main shaft 1.

Among them, the main shaft 1 is installed inside the box through the main shaft bearing 30. Similarly, the power transmission flange 18 and the outer end mounting flange 19 are respectively installed inside the box through the flange mounting bearing 31. Through this design, There is a gap between the main shaft 1 and the power transmission flange 18 and the outer end mounting flange 19 to maintain their respective dynamic balance.

A first encoder 32 is provided on the outer mounting flange 19, and a second encoder 33 is provided on the main shaft 1. The first encoder 32 is used to detect the rotation speed of the power transmission flange 18 (ie, the motor hollow shaft 17), The second encoder 33 is used to detect the rotation speed of the spindle 1.

Referring to Figure 2, the multi-plate friction clutch 2 includes a friction plate support arranged on the inner plate spiral raceway sleeve 5 and a plurality of outer friction plates alternately arranged between the friction plate support and the inner plate spiral raceway sleeve 5. 2c and the inner friction plate 2d, each outer friction plate 2c can slide axially along the friction plate support, and each inner friction plate 2d can slide axially along the inner plate spiral raceway sleeve 5.

2 and 3, the inner spiral raceway sleeve 5 includes an output spiral raceway barrel 5a and a friction plate pressing plate 5b that are fixedly connected by a welding process, wherein the output spiral raceway barrel 5a has a cylindrical structure, The friction lining pressure plate 5b has a disc-shaped structure, and the friction lining pressure plate 5b is vertically fixed on the outside of one end of the output spiral raceway cylinder 5a, and the end surface of the output spiral raceway cylinder 5a away from the friction lining pressure plate 5b is processed There is a cam profile structure.

The output spiral raceway barrel 5a is sleeved on the main shaft 1, and forms the above-mentioned first spiral transmission pair with the main shaft 1, so that the inner spiral raceway sleeve 5 can slide axially along the main shaft 1, thereby compressing the elastic element group 3 to Release each outer friction plate 2c and inner friction plate 2d. Specifically, the first screw transmission pair includes an inner spiral raceway 5a3 distributed on the inner wall of the output spiral raceway barrel 5a in the circumferential direction and an outer spiral raceway 1a distributed on the outer wall of the main shaft 1 in the circumferential direction. A number of balls 27 protruding outward are embedded in the spiral raceway 1a, and each ball 27 can respectively roll in the corresponding inner spiral raceway 5a3 and the outer spiral raceway 1a. When the inner plate spiral raceway sleeve 5 rotates relative to the main shaft 1, it can move axially relative to the main shaft 1, so that the multi-plate friction clutch 2 can be compressed or released, so that the multi-plate friction clutch 2 is in an engaged or disengaged state.

The friction plate pressing plate 5b extends radially outward from one end of the output spiral raceway cylinder 5a away from the friction plate support. A number of concentric annular raceways 5b1 are distributed on the side surface of the friction plate pressing plate 5b close to the elastic element group 3, and an end bearing 21 is provided between the elastic element group 3 and the friction plate pressing plate 5b, the end bearing 21 It includes a bearing support disc 21b and a plurality of bearing balls 21a supported between the bearing support disc 21b and the friction plate pressing disc 5b, and each bearing ball 21a can roll along the corresponding annular raceway 5b1. Through the above structure, the friction plate pressing plate 5b can be used as a bearing support plate on one side, thereby saving manufacturing cost and assembly space.

Please refer to Figure 2-Figure 3 and Figure 4-Figure 5, the multi-plate friction clutch 2 includes a friction plate support and a number of alternately arranged between the friction plate support and the inner plate spiral raceway sleeve 5 outer friction plates 2c and The inner friction plate 2d, wherein the friction plate support includes a friction plate support disc 2a having a disc-shaped structure and an outer plate spline sleeve 2b having a cylindrical structure. The power input mechanism can transmit power to the friction plate support disc 2a, The friction plate support plate 2a is parallel to the friction plate pressing plate 5b, and the outer plate spline sleeve 2b is coaxially sleeved on the outside of the output spiral raceway cylinder 5a, one end of which is spline-fitted with the outer edge of the friction plate support plate 2a, and the other end It is rotatably supported on the outer edge of the friction plate pressing plate 5b. Each outer friction plate 2c can axially slide along the inner wall of the outer plate spline sleeve 2b, and each inner friction plate 2d can axially slide along the outer wall of the output spiral raceway barrel 5a. Compared with the traditional disc friction clutch, the multi-disc friction clutch 2 in this case has been used for a long time, and the wear conditions of the inner friction plates 2d and the outer friction plates 2c are basically the same, which reduces the sliding friction loss and improves the multi-disc friction The wear resistance, stability and reliability of the clutch 2 extend the service life of the multi-disc friction clutch 2.

Each inner friction plate 2d is provided with an inner plate inner spline 2d1 on the inner edge, and an inner plate outer spline 5a1 corresponding to each inner plate inner spline 2d1 is provided on the outer wall of the output spiral raceway tube 5a, namely The output spiral raceway barrel 5a and each inner friction plate 2d realize spline fit through the inner plate inner spline 2d1 and the inner plate outer spline 5a1, so that each inner friction plate 2d can rotate synchronously with the output spiral raceway barrel 5a, and It can move axially along the output spiral raceway barrel 5a to achieve separation.

The outer edge of each outer friction sheet 2c is provided with outer sheet outer splines 2c1, and the inner wall of the outer sheet spline sleeve 2b is provided with outer sheet inner splines 2b1 corresponding to the outer sheet outer splines 2c1. That is to say, the outer spline sleeve 2b and the outer friction plates 2c realize the spline fit through the outer spline 2c1 and the outer inner spline 2b1, so that the outer friction plates 2c can rotate synchronously with the outer spline sleeve 2b, and can Move axially along the outer spline sleeve 2b to achieve separation.

The inner edge of the friction lining support disk 2a has a power input sleeve 2a1 extending away from the friction lining pressing disk 5b. The power input sleeve 2a1 and the output spiral raceway barrel 5a are coaxially arranged, that is, the center axes of the power input sleeve 2a1, the output spiral raceway barrel 5a and the main shaft 1 coincide. The automatic force input sleeve 2a1 of the friction plate support plate 2a extends radially outwards at one end close to the friction plate pressing plate 5b, and is directly opposite to the friction plate pressing plate 5b, so that the outer friction plates 2c and the inner friction plates 2d Alternately arranged in the friction plate support plate 2a and the friction plate pressing plate 5b. In addition, a power output spline 2a3 is provided on the outer edge of the friction plate support plate 2a to be spline-fitted with the outer plate inner spline 2b1. Each outer friction plate 2c and the friction plate support disk 2a can share the outer inner spline 2b1 on the inner wall of the outer spline sleeve 2b, which reduces the design and processing difficulty and production cost.

The end of the outer plate spline sleeve 2b away from the friction plate support is supported on the outer edge of the friction plate pressing plate 5b, and can rotate freely relative to the friction plate pressing plate 5b to maintain a stable and reliable structure.

The elastic element group 3 can apply a pretension force to the inner plate spiral raceway sleeve 5 to compress the outer friction plates 2c and the inner friction plates 2d to keep the friction clutch 2 in a combined state. In this embodiment, the elastic element group 3 preferably adopts a disc spring, which is stable, reliable, and low in cost, and can continuously apply an axial thrust to the end bearing 21.

On the inner wall of the output spiral raceway barrel 5a, a number of inner plate activation circlips 2e are provided, and each inner plate activation circlip 2e is respectively located on the side of the adjacent inner friction plate 2d close to the friction plate support disk 2a. By setting the inner disc activation ring 2e on the output spiral raceway barrel 5a, the inner friction discs 2d can be separated, so as to ensure that in the separated state, all the inner friction discs 2d can be dispersed quickly and evenly, and at the same time The outer friction plate 2c is driven to move, and the inner friction plate 2d and the outer friction plate 2c are completely separated.

The distances between adjacent inner plate activation rings 2e are equal, and the distance between adjacent inner plate activation rings 2e is greater than the distance between adjacent inner friction plates 2d. Specifically, the distance between adjacent inner plate activation rings 2e is only slightly larger than the distance between adjacent inner plate activation rings 2e. When the friction clutch is in the disconnected state, the distance between adjacent inner friction plates 2d can be ensured that the inner friction plates 2d are evenly distributed after being separated from the adjacent outer friction plates 2c by starting the retaining ring 2e by the adjacent inner plates. When the friction plate pressing plate 5b presses each outer friction plate 2c and the inner friction plate 2d, the distance between each inner plate activation ring 2e and the adjacent inner friction plate 2d is equal to the direction close to the friction plate pressing plate 5b. The difference sequence relationship gradually decreases. The outer wall of the output spiral raceway cylinder 5a is provided with an inner plate outer spline 5a1, and a number of inner ring mounting ring grooves 5a2 corresponding to the corresponding inner plate starting ring 2e are provided on the inner plate outer spline 5a1. The plate activation retaining rings 2e are respectively embedded in the corresponding inner retaining ring mounting ring grooves 5a2.

2 and 7, the first overrunning clutch 4 includes a first outer ring 4c, a first inner wheel 4a, and a plurality of first rolling bodies 4b arranged between the first outer ring 4c and the first inner wheel 4a. A rolling body 4b includes thick rollers and thin rollers alternately arranged around the first inner wheel 4a in the circumferential direction. Two opposite first cages 4d are provided on the outer circumference of the first inner wheel 4a. The inner wall of each first cage 4d is provided with a ring of thin roller slide grooves. Both ends of each thin roller can be slidably inserted into the corresponding thin roller slide grooves. The power output reduction assembly can transmit power For the first outer ring 4c, the inner wall of the first inner wheel 4a is spline-fitted with the friction plate support disc 2a. With the above structure, each thin roller can follow-up, which improves the stability and reliability of the first overrunning clutch 4 and increases the service life.

1 and 2, the power output reduction assembly includes a high-speed gear shaft 9 and a high-speed one-stage driven gear 10. The high-speed gear shaft 9 includes a high-speed intermediate shaft portion 9a parallel to the main shaft 1 and is formed in the high-speed gear. The high-speed secondary driving gear 9b on the intermediate shaft 9a, the high-speed primary driven gear 10 is fixedly sleeved on the high-speed intermediate shaft 9a, and meshes with the flange output teeth 18a on the outer periphery of the power transmission flange 18 , The first outer ring 4c has a high-speed second-stage driven tooth part 4c1 meshing with the high-speed second-stage driving tooth part 9b.

Please refer to Figure 1 and Figure 8. The low-speed gear transmission mechanism includes a multi-row overrunning clutch 6 and a countershaft transmission assembly that reduces transmission between the motor shaft assembly and the multi-row overrunning clutch 6. The multi-row overrunning clutch 6 can pass The power of the inner wheel sleeve 7 is transmitted to the main shaft 1 (the inner wheel sleeve 7 is spline-fitted with the main shaft 1). The main shaft 1 is sleeved with a double cam transmission sleeve 42. The two end faces of the double cam transmission sleeve 42 are respectively connected with the power output gear sleeve 34 The corresponding end surface of the inner spiral raceway sleeve 5 is matched with the end face cam pair, and forms a second screw transmission pair with the main shaft 1.

Referring to Figures 8-10, the multi-row overrunning clutch 6 includes a second outer ring 6a and at least two second inner wheels 6c that are sleeved side by side on the same inner wheel sleeve 7. Each second inner wheel 6c is provided on the outer periphery The outer teeth 6c1 are aligned one by one, the second outer ring 6a and each second inner ring 6c are respectively provided with second rolling elements, and the second rolling elements around the adjacent second inner ring 6c are aligned one by one to ensure Synchronization of each second inner chakra 6c.

The second inner wheel sleeve 7 is made of high-strength torsion resistant material, and the second inner wheel 6c is made of compressive and wear-resistant material. Specifically, the material of the second inner wheel sleeve 7 is alloy steel, and the second inner wheel 6c The material is bearing steel or alloy steel or cemented carbide. In this embodiment, the material of the second inner wheel sleeve 7 is preferably 20CrMnTi, which has strong torsion resistance, low cost, and high cost performance. The material of the second inner wheel 6c is preferably GCr15, which has good wear resistance and compression performance and low cost. , Cost-effective. The second inner wheel sleeve 7 has high resistance to torsion and compression, which can ensure the reliability and stability of the transmission. The second inner wheel 6c has strong wear-resistance and compression resistance, so that the second inner wheel sleeve 7 and the second inner wheel 6c The use of two different materials for manufacturing not only effectively saves production costs, but also greatly extends the service life of the multi-row floating combined heavy-duty overrunning clutch.

The rolling elements distributed along the outer circumference of each second inner wheel 6c are composed of alternately arranged thick rolling elements 6d and thin rolling elements 6e, and two opposite second cages 6f are provided on the outer circumference of each second inner wheel 6c. A ring of annular grooves 6f1 are provided on the inner wall of each second cage 6f, and both ends of each thin rolling body 6e can be slidably inserted into the corresponding annular grooves 6f1. With the above structure, each thin rolling element 6e can follow-up, which improves the overall stability and reliability, and increases the service life.

The outer wall of the second outer ring 6a has secondary driven teeth 6b arranged in the circumferential direction. The outer wall of the inner wheel cam sleeve 7 is spline-fitted with the inner wall of each second inner wheel 6c. With the above structure, power transmission can be reliably performed.

The number of teeth of the inner spline of the second inner wheel 6c is twice the number of teeth of the outer teeth 6c1. It is easy to install and debug to solve the problem of non-synchronization of each second inner wheel 6c.

The outer tooth 6c1 includes a top arc section 6c12 and a short side section 6c11 and a long side section 6c13 located on both sides of the top arc section 6c12. The short side section 6c11 is an inwardly concave arc structure, and the long side section 6c13 is outwardly convex. The curvature of the short side section 6c11 is smaller than the curvature of the long side section 6c13. With the above structure, the stability and reliability of the one-way transmission function can be ensured.

The two end surfaces of the double cam transmission sleeve 42 are respectively processed with cam profile structures that are compatible with the cam profile structures on the end surfaces of the power output gear sleeve 34 and the inner spiral raceway sleeve 5, so that the double cam transmission sleeve 42 and the power Corresponding end surfaces of the output gear sleeve 34 and the inner spiral raceway sleeve 5 are driven and matched by an end-face cam pair. The double cam transmission sleeve 42 is more conducive to disengagement and gear shifting.

Referring to FIG. 8, the double cam transmission sleeve 42 includes a spiral fitting sleeve 42 a and a mounting support sleeve 42 b, wherein a second spiral transmission pair is formed between the spiral fitting sleeve 42 a and the main shaft 1. Specifically, the second screw transmission pair includes a second inner spiral raceway distributed on the inner wall of the spiral fitting sleeve 42a in the circumferential direction and a second outer spiral raceway distributed on the outer wall of the main shaft 1 in the circumferential direction. A number of second balls protruding outward are embedded in the two outer spiral raceways, and each second ball can roll in the corresponding second inner spiral raceway and the second outer spiral raceway. When the double cam transmission sleeve 42 rotates relative to the main shaft 1, it can move axially relative to the main shaft 1, and at the same time drive the inner spiral raceway sleeve 5 to move axially relative to the main shaft 1, so that the multi-plate friction clutch 2 can be compressed or released. , Make the multi-plate friction clutch 2 in a connected or separated state.

The installation support sleeve 42b rotates synchronously with the spiral fitting sleeve 42a through spline fitting, and the friction plate support disc 2a is rotatably sleeved on the installation support sleeve 42b.

1 and 8, the countershaft transmission assembly includes a combined flower sleeve 41, a countershaft primary driving gear 11, a countershaft 12, and a countershaft primary driven gear 13 and a countershaft that are all fixedly sleeved on the countershaft 12. Shaft two-stage driving gear 14, counter-shaft first-stage driving gear 11 is rotatably sleeved on the double cam transmission sleeve 42, and meshes with the counter-shaft first-stage driven gear 13, and the counter-shaft second-stage driving gear 14 has a multi-row overrunning The secondary driven teeth 6b on the clutch 6 mesh, and the combined flower sleeve 41 is splined with the primary driving gear 11 of the countershaft and the first outer ring 4c, so that the three can rotate synchronously.

A reverse driven gear 38 is fixedly sleeved on the inner wheel sleeve 7, and a reverse driving gear 39 meshing with the reverse driven gear 38 is rotatably sleeved on the counter shaft 12, and a reverse driving gear 39 is sleeved on the counter shaft 12. The reverse gear coupling sleeve 40 sliding in the axial direction is capable of meshing with the reverse gear driving gear 39.

The outer circumference of the secondary shaft 12 is provided with a plurality of roller inner arc grooves distributed in the circumferential direction, the roller inner arc groove has a roller 12a parallel to the axis of the secondary shaft 12, and the hole wall of the reverse gear coupling sleeve 40 has A number of roller outer arc grooves 5a that correspond to the roller inner arc grooves one by one and penetrate axially so that the reverse gear coupling sleeve 40 can slide axially through the roller 12a. The radius and the inner radius of the arc groove on the outside of the roller are both larger than the radius of the roller 12a. The reverse gear coupling sleeve 40 can mesh with the reverse gear driving gear 39. Specifically, in the forward gear, the reverse gear coupling sleeve 40 is separated from the reverse gear driving gear 39; in the reverse gear, the reverse gear coupling sleeve 40 and the reverse gear driving gear 39 Meshing. With the above structure, the reverse gear coupling sleeve 40 and the counter shaft 12 are connected by rollers 12a, so that the reverse gear coupling sleeve 40 can rotate at a certain angle relative to the counter shaft 12, and has a certain degree of freedom, so that the reverse gear coupling sleeve 40 is more It is easy to combine with the reverse driving gear 39, which greatly improves the smoothness of shifting, overcomes the problems of jamming, difficulty in shifting, and fragility when entering reverse gear, and at the same time, it can withstand super torque.

The front driving force output mechanism includes a power output gear sleeve 34 and a differential 35. The power output gear sleeve 34 is rotatably sleeved on the main shaft 1, and can output power through the differential 35, that is, the differential 35 drives at the same time The left shaft 36 and the right shaft 37 rotate.

In this embodiment, the elastic element group 3 applies pressure through each end bearing 21 to compress the outer friction plates 2c and the inner friction plates 2d of the friction clutch 2. When the multi-disc friction clutch 2 is in the combined state, the power is in the high-speed power transmission route:

Rotor 16→motor hollow shaft 17→power transmission flange 18→high-speed one-stage driven gear 10→high-speed gear shaft 9→first overrunning clutch 4→friction plate support plate 2a→outer plate spline sleeve 2b→outer friction plate 2c and inner friction plate 2d→output spiral raceway tube 5a→double cam transmission sleeve 42→power output gear sleeve 34→differential 35→left shaft 36 and right shaft 37 output power.

At this time, the first overrunning clutch 4 has not overtaken, and the multi-row overrunning clutch 6 has overtaken. The resistance transmission route: left shaft 36 and right shaft 37→differential 35→power output gear sleeve 34→double cam transmission sleeve 42→output screw Raceway cylinder 5a→friction plate compression plate 5b→end bearing 21→elastic element group 3; when the resistance torque transmitted by the main shaft 1 to the multi-disc friction clutch 2 is greater than or equal to the preset load limit of the multi-disc friction clutch 2, The inner plate spiral raceway sleeve 5 translates relative to the main shaft 1, compressing the elastic element group 3, and there is a gap between the outer friction plates 2c and the inner friction plates 2d of the multi-plate friction clutch 2, that is, the multi-plate friction clutch 2 is separated and the power Instead, it is transmitted through the following route, that is, the low-speed gear power transmission route:

Rotor 16→motor hollow shaft 17→power transmission flange 18→high-speed first-stage driven gear 10→high-speed gear shaft 9→first outer ring 4a→combined flower sleeve 41→counter shaft first-stage driving gear 11→pair Shaft primary driven gear 13→counter shaft 12→counter shaft secondary driving gear 14→multi-row overrunning clutch 6→inner wheel sleeve 7→main shaft 1→power output gear sleeve 34→differential 35→left shaft 36 and The right shaft 37 outputs power.

At this time, the first overrunning clutch 4 is overtaken, and the multi-row overrunning clutch 6 is not overtaken. It can be seen from the above transmission route that the present invention forms an automatic transmission mechanism that maintains a certain pressure during operation.

This embodiment takes an electric vehicle as an example. The resistance of the vehicle is greater than the driving force when starting. The resistance forces the driven friction member 2b to compress the elastic element group 3 through the end bearing 21, and the driven friction member 2b is separated from the active friction member 2a, that is, the friction clutch 2. It is in the disconnected state and rotates at a low gear speed; therefore, the low gear start is automatically realized and the starting time is shortened. At the same time, the elastic element group 3 absorbs the energy of the movement resistance torque, and reserves the potential energy for restoring the high-speed gear transmission power.

After a successful start, the running resistance is reduced. When the component force is reduced to less than the pressure generated by the elastic element group 3, the pressure of the elastic element group 3 is compressed by the movement resistance and pushed by the rapid release of the pressure, the driven friction member 2b of the friction clutch 2 and The active friction member 2a returns to a tight fit state and rotates at a high speed.

During the driving process, the principle of automatic shifting with the change of motion resistance is the same as above. The shifting is realized without cutting off the power, so that the whole vehicle runs smoothly, is safe and low-consumption, and the transmission route is simplified, and the transmission efficiency is improved.

2. Reverse gear: The reverse gear combination sleeve 40 meshes with the reverse gear driving gear 39.

Reverse gear power transmission route: rotor 16→motor hollow shaft 17→power transmission flange 18→high-speed one-stage driven gear 10→high-speed gear shaft 9→first outer ring 4a→combined flower sleeve 41→countershaft one Primary driving gear 11→counter shaft and primary driven gear 13→counter shaft 12→reverse gear combination sleeve 40→reverse drive gear 39→reverse driven gear 38→inner wheel sleeve 7→main shaft 1→power output gear sleeve 34 →Differential 35 →The left shaft 36 and the right shaft 37 output power.

Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the enlightenment of the present invention, those skilled in the art can make a variety of similar methods without violating the purpose and claims of the present invention. It means that all such transformations fall within the protection scope of the present invention.

Claims

A super-torque double-spiral double-surpass integrated intelligent adaptive electric drive front drive system, comprising a motor, a main shaft (1), a high-speed gear transmission mechanism, a low-speed gear transmission mechanism and a front drive force output mechanism, characterized in that: the motor includes The stator (15), the rotor (16) and the motor shaft assembly driven by the rotor (16), the front driving force output mechanism includes a power output gear sleeve (34) and a differential (35), the power output gear The sleeve (34) is rotatably sleeved on the main shaft (1), and can output power through the differential (35);

The high-speed gear transmission mechanism includes a multi-plate friction clutch (2) and an elastic element group (3) for applying a pretension force to the multi-plate friction clutch (2), the multi-plate friction clutch (2) and The elastic element group (3) is at least partially located inside the motor, and the motor shaft assembly sequentially transmits power to the multi-plate friction clutch (2) through the power output reduction assembly and the first overrunning clutch (4). The type friction clutch (2) is sleeved on the main shaft (1) through the inner spiral raceway sleeve (5), and the first spiral transmission pair is formed between the inner spiral raceway sleeve (5) and the main shaft (1) to The inner spiral raceway sleeve (5) can slide axially along the main shaft (1);

The low-speed gear transmission mechanism includes a multi-row overrunning clutch (6) and a countershaft transmission assembly for decelerating transmission between the motor shaft assembly and the multi-row overrunning clutch (6), the multi-row overrunning clutch (6) The power can be transmitted to the main shaft (1) through the inner wheel sleeve (7). The main shaft (1) is sleeved with a double cam transmission sleeve (42). The two end faces of the double cam transmission sleeve (42) are respectively connected with the power output gear Corresponding end surfaces of the sleeve (34) and the inner spiral raceway sleeve (5) are matched by an end face cam pair, and form a second screw transmission pair with the main shaft (1).
The ultra-high torque double helix double overrunning integrated intelligent adaptive electric drive front drive system according to claim 1, characterized in that: the multi-row overrunning clutch (6) includes a second outer ring (6a) and at least two side-by-side The second inner wheel (6c) sleeved on the same inner wheel sleeve (7), the outer teeth (6c1) provided on the outer circumference of each second inner wheel (6c) are aligned one by one, and the second outer ring (6a) Second rolling bodies are respectively arranged between each second inner wheel (6c), and the second rolling bodies around the adjacent second inner wheels (6c) are directly opposite to each other.
The super-torque double-spiral double-surpassing integrated intelligent adaptive electric drive front drive system according to claim 1, characterized in that: the motor shaft assembly includes a motor hollow shaft (17) and is respectively arranged on the motor hollow shaft (17) The power transmission flange (18) and the outer end mounting flange (19) at both ends, the motor hollow shaft (17) is fixed to the rotor (16) through the power transmission flange (18) and the outer end mounting flange (19) The power transmission flange (18) transmits power to the high-speed gear transmission mechanism and the low-speed gear transmission mechanism through the power output reduction assembly. The motor hollow shaft (17) includes a hollow shaft sleeve (17a) and a number of The silicon steel sheet (17b) between the hollow shaft sleeve (17a) and the rotor (16), and the hollow shaft sleeve (17a) is made of aluminum alloy material.
The ultra-high torque double helix double overrunning integrated intelligent adaptive electric drive front drive system according to claim 1, characterized in that: the multi-plate friction clutch (2) includes the inner plate spiral raceway sleeve (5) The friction plate support and a number of outer friction plates (2c) and inner friction plates (2d) alternately arranged between the friction plate support and the inner spiral raceway sleeve (5), each of the outer friction plates (2c) can be arranged along The friction plate support member slides axially, and each inner friction plate (2d) can slide axially along the inner plate spiral raceway sleeve (5);

The first overrunning clutch (4) transmits power to the friction plate support, and the elastic element group (3) can apply a pre-tightening force to the inner plate spiral raceway sleeve (5) to compress the outer friction plates ( 2c) and the inner friction plate (2d). A spiral transmission pair is formed between the inner spiral raceway sleeve (5) and the main shaft (1), so that the inner spiral raceway sleeve (5) can be along the axis of the main shaft (1). Sliding in the direction to compress the elastic element group (3) to release the outer friction plates (2c) and the inner friction plates (2d).
The super-torque double helix double-surpassing integrated intelligent adaptive electric drive front drive system according to claim 4, characterized in that: the inner spiral raceway sleeve (5) includes a friction plate pressing plate in a disc-shaped structure (5b) and the 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 with the main shaft (1) Second, the friction plate pressing plate (5b) is fixedly sleeved on one end of the output spiral raceway cylinder (5a);

The friction plate support includes a friction plate support plate (2a) having a disc-shaped structure and an outer spline sleeve (2b) having a cylindrical structure. The power input mechanism can transmit power to the friction plate support plate ( 2a), the friction plate support plate (2a) is parallel to the friction plate pressing plate (5b), and the outer plate spline sleeve (2b) is coaxially sleeved on the outside of the output spiral raceway cylinder (5a), one end of which is It is spline-fitted with the outer edge of the friction plate support disc (2a), and the other end is rotatably supported on the outer edge of the friction plate pressing disc (5b);

The outer edge of each outer friction plate (2c) is matched with the inner wall spline of the outer plate spline sleeve (2b), and the inner edge of each inner friction plate (2d) is matched with the outer wall spline of the output spiral raceway cylinder (5a) , On the outer wall of the output spiral raceway cylinder (5a) are sleeved a number of inner plate starting retaining rings (2e), and each inner plate starting retaining ring (2e) is located on each inner friction plate (2d) close to the friction plate support disk (2a) side;

When the output spiral raceway cylinder (5a) moves axially away from the friction plate support plate (2a), each inner plate activation retaining ring (2e) can drive the adjacent inner friction plate (2d) to move away from the friction plate support The disc (2a) moves axially in the direction to separate the outer friction plates (2c) and the inner friction plates (2d) from each other; when the output spiral raceway cylinder (5a) moves axially toward the direction of the friction plate support disc (2a) When moving, the friction plate pressing plate (5b) can compress the outer friction plates (2c) and the inner friction plates (2d).
The ultra-high torque double helix and double transcendence integrated intelligent adaptive electric drive front drive system according to claim 5, characterized in that the distance between the adjacent inner plate starting retaining rings (2e) is equal, and the adjacent inner plate starting stop The distance between the rings (2e) is greater than the distance between adjacent inner friction plates (2d). When the friction plate pressing disc (5b) compresses the outer friction plates (2c) and the inner friction plates (2d), each of the inner plates The distance between the starting retaining ring (2e) and the adjacent inner friction plate (2d) is gradually reduced in an arithmetic series toward the direction of the friction plate pressing plate (5b).
The super-torque double helix double-surpassing integrated intelligent adaptive electric drive front drive system according to claim 5, characterized in that: the friction plate pressing plate (5b) has a surface on one side close to the elastic element group (3) An annular raceway (5b1), an end bearing (21) is arranged between the elastic element group (3) and the friction plate pressing disc (5b), and the end bearing (21) includes a bearing support disc (21b) and several The bearing balls (21a) supported between the bearing support disc (21b) and the friction plate pressing disc (5b), each of the bearing balls (21a) can roll along the annular raceway (5b1).
The super-torque double helix double-surpass integrated intelligent adaptive electric drive front drive system according to claim 5, characterized in that: the first overrunning clutch (4) includes a first outer ring (4c), a first inner wheel ( 4a) and a number of first rolling bodies (4b) arranged between the first outer ring (4c) and the first inner wheel (4a), the first rolling bodies (4b) include the first rolling bodies (4b) arranged alternately in the circumferential direction. The thick rollers and thin rollers around the inner wheel (4a) are provided with two opposite first cages (4d) on the outer peripheral surface of the first inner wheel 4a, and each first cage (4d) A ring of thin roller chute is provided on the inner wall of each thin roller, and both ends of each thin roller can be slidably inserted into the corresponding thin roller chute. The power output reduction assembly can transmit power to the first outer ring (4c), the inner wall of the first inner wheel (4a) is spline-fitted with the friction plate support disc (2a).
The super-torque double-helix double-surpassing integrated intelligent adaptive electric drive front drive system according to claim 8, characterized in that: the countershaft transmission assembly includes a coupling sleeve (41), a countershaft primary driving gear (11) ), the counter shaft (12), and the counter shaft primary driven gear (13) and the counter shaft secondary driving gear (14) all fixedly sleeved on the counter shaft (12), the counter shaft primary driving gear (11) ) Is rotatably sleeved on the double cam transmission sleeve (42), and meshes with the primary driven gear (13) of the secondary shaft, the secondary driving gear (14) of the secondary shaft and the multi-row overrunning clutch (6) The secondary driven gear (6b) meshes, and the combined flower sleeve (41) is splined with the primary driving gear (11) of the countershaft and the first outer ring (4c) respectively, so that the three can rotate synchronously .
The super-torque double helix double-surpass integrated intelligent adaptive electric drive front drive system according to claim 9, characterized in that: the inner wheel sleeve (7) is fixedly sleeved with a reverse driven gear (38), The counter shaft (12) is rotatably sleeved with a reverse driving gear (39) meshing with the reverse driven gear (38), and a reverse gear (39) that can slide along its axial direction is sleeved on the counter shaft (12) A coupling sleeve (40), the reverse gear coupling sleeve (40) can mesh with the reverse gear driving gear (39).