Linear clutch plate adaptive automatic transmission electric drive axle

Abstract

The present invention discloses a straight-line clutch-plate adaptive automatic speed-changing electric drive bridge, comprising a first half-shaft, a second half-shaft and a differential arranged coaxially, the power motor and the speed change assembly are both mounted on the first half-shaft, and the speed change assembly comprises a frame clutch plate mechanism and an elastic mechanism both arranged on a shaft sleeve, arranged in a straight line, with an extremely compact structure, and is suitable for some application scenarios with extremely stringent requirements on installation space. At the same time, the structure has excellent scalability, meeting the design requirements of platformization and modularization. Moreover, the motor can always efficiently maintain operation within the current high-efficiency zone according to changes in driving intentions, realizing a "multi-parameter" control strategy that prioritizes human consciousness and intentions, achieving a harmonious unity of people, vehicles, roads and driving resistance / operating loads, and solving the major common key scientific and engineering technical problems of efficient and precise balanced control of traction / driving force-driving resistance / load.

Description

Technical Field

[0001] The present invention relates to the technical field of electric drive systems, and in particular to a straight-line clutch-plate adaptive automatic speed-changing electric drive axle. Background Art

[0002] While an electric drive system equipped only with a reduction transmission can ensure direct and smooth torque output from the electric motor, it cannot simultaneously achieve both the power and economy of a pure electric vehicle. This is because the drive motor cannot operate at a high-efficiency operating point under most operating conditions during driving, especially at the highest or lowest speeds and under low load conditions. Due to the large reduction transmission ratio, there is no room for improvement after the speed reaches the limit, causing the electric vehicle to cruise at a relatively high speed critical point. This speed is restricted, and efficiency generally drops below 60-70%. This results in significant power loss and low high-speed economy, resulting in poor vehicle power, economy, and comfort. This seriously wastes on-board electrical energy and reduces driving range. In addition, an electric drive system equipped only with a reduction transmission structure is not conducive to the use of a highly efficient and lightweight drive motor.

[0003] From 2013 to the present, the inventor team of this application has designed a series of adaptive friction clutches for matching transmissions.

[0004] For example, the Chinese authorized invention patent with publication number CN111075851B, by setting an inner plate transfer synchronization ring on the inner friction plate mounting cylinder, can actively drive each inner friction plate to separate from the adjacent outer friction plate. Compared with the existing multi-plate friction clutch, it not only greatly improves the response speed and shortens the corresponding time, but also can greatly increase the number of friction plates, and even increase the number of friction plates infinitely, so that this friction clutch can be used in high-torque scenarios.

[0005] However, the series of clutch plate electric drive systems designed by the inventor team of this application cannot be directly installed on the drive axle, and require a separate installation space, making them unsuitable for some application scenarios with extremely strict requirements on installation space.

[0006] Solving the above problems has become a top priority. Summary of the Invention

[0007] In view of this, the present invention provides a straight-line clutch plate type adaptive automatic speed-changing electric drive axle.

[0008] The technical solution is as follows:

[0009] A first aspect of the present application relates to an inline clutch-plate adaptive automatic transmission electric drive axle, comprising a first half-shaft and a second half-shaft coaxially arranged, a differential connected between the inner ends of the first half-shaft and the second half-shaft, a power motor and a transmission assembly disposed on the first half-shaft, the motor shaft of the power motor being rotatably mounted on the first half-shaft, the transmission assembly comprising a sleeve rotatably mounted on the first half-shaft, a frame clutch plate mechanism and an elastic mechanism both disposed on the sleeve, a speed reduction and forward and backward shifting mechanism, and a power output shaft assembly, all disposed parallel to the sleeve;

[0010] The elastic mechanism includes an end cam sleeve, a small supporting ring and a large supporting ring which are sequentially sleeved on the shaft sleeve along the axial direction, at least one double-end cam sleeve is provided between the end cam sleeve and the small supporting ring, and adjacent end surfaces of the end cam sleeve, the double-end cam sleeve, the small supporting ring and the large supporting ring all form a first end cam pair, the end cam sleeve rotates synchronously with the shaft sleeve, the small supporting ring, the large supporting ring and each double-end cam sleeve can rotate relative to the shaft sleeve, the small supporting ring and each double-end cam sleeve can move axially along the shaft sleeve, the small supporting ring has a radially extending first support plate, and the large supporting ring has a radially extending second support plate;

[0011] The frame clutch plate mechanism includes an inner clutch plate bracket which is synchronously rotated and sleeved on the small supporting ring, and an outer clutch plate bracket which surrounds the circumferential outer side of the inner clutch plate bracket. The outer clutch plate bracket rotates synchronously with the motor shaft and is axially slidable to be equipped with multiple outer friction plates extending radially inward. The inner clutch plate bracket is axially slidable to be equipped with multiple inner friction plates extending radially outward. Each inner friction plate and each outer friction plate are alternately arranged between a fixed pressure plate of the outer clutch plate bracket and a movable pressure plate of the inner clutch plate bracket. Both sides of the first support plate The first and second elastic element groups are elastically supported between the inner clutch plate bracket and the second support plate respectively. The end face cam sleeve and one of the double end face cam sleeves are relatively rotatably fitted with a secondary driven gear. An intermediate transmission sleeve is provided between the secondary driven gear and the inner clutch plate bracket. The end faces of the intermediate transmission sleeve respectively form a second end face cam pair with the adjacent end faces of the secondary driven gear and the inner clutch plate bracket. The intermediate transmission sleeve is relatively rotatably fitted with a power output sleeve that rotates synchronously with the outer clutch plate bracket.

[0012] The deceleration and front-rear shifting mechanism can transmit the power outputted by the power output sleeve to the secondary driven gear, and the power output shaft assembly can transmit the power outputted by the end face cam sleeve to the differential.

[0013] The above-mentioned one-piece clutch plate adaptive automatic transmission electric drive axle has the following beneficial effects:

[0014] 1. The power motor and transmission assembly are installed in a straight-line arrangement on one of the half-axles of the drive axle. The structure is extremely compact and does not require additional installation space. It is suitable for applications with extremely strict installation space requirements.

[0015] 2. The transmission assembly based on the frame clutch plate mechanism has the function of adaptive shifting. It can perceive and recognize road conditions and transient load changes (uphill, downhill, loaded, tailwind, headwind, flat road, road suction) when there is insufficient information or no information, or when the electronically controlled shift mechanism cannot work. It does not require human intervention, no additional mechanism, and does not rely on any external control. During the power output process, the system is fully autonomous and synchronized with the load / resistance changes in a timely and uninterrupted manner to output reasonable torque and speed (power target). The system completes the tasks of power supply, transmission, distribution and output, achieving high-efficiency and energy-saving requirements throughout the process.

[0016] 3. The motor can always operate efficiently within the current high-efficiency zone according to changes in driving intention, realizing a "multi-parameter" control strategy that prioritizes human consciousness and intention, achieving a harmonious unity of people, vehicles, roads, and driving resistance / operating load, and solving the major common scientific and engineering technology key problems of efficient and precise balance control of traction / driving force-driving resistance / load.

[0017] 4. The structure has excellent scalability and can flexibly expand various functional modules such as human-controlled reversing, inertia reversing, and active upshifting and downshifting based on real-time power according to actual needs, meeting the design requirements of platformization and modularization. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural schematic diagram of the embodiment 1 of the straight-type clutch plate type adaptive automatic speed-changing electric drive axle when it is in the forward gear;

[0019] Figure 2 This is a structural diagram of the first embodiment of the one-piece clutch-type adaptive automatic speed-changing electric drive axle in reverse gear;

[0020] Figure 3 This is a schematic structural diagram of a second embodiment of a straight-type clutch-type adaptive automatic transmission electric drive axle in a forward gear;

[0021] Figure 4 This is a structural diagram of a second embodiment of a straight-type clutch-type adaptive automatic transmission electric drive axle in reverse gear;

[0022] Figure 5 This is a structural diagram of a straight-type clutch-type adaptive automatic transmission electric drive axle embodiment 3 in the forward gear;

[0023] Figure 6This is a structural diagram of a straight-type clutch-type adaptive automatic transmission electric drive axle embodiment 3 in reverse gear;

[0024] Figure 7 It is a structural schematic diagram of the embodiment 4 of the straight-type clutch plate type adaptive automatic speed-changing electric drive axle when it is in the forward gear;

[0025] Figure 8 This is a structural diagram of a fourth embodiment of a straight-type clutch-type adaptive automatic transmission electric drive axle in reverse gear;

[0026] Figure 9 It is a structural schematic diagram of the embodiment 5 of the straight-type clutch plate type adaptive automatic speed-changing electric drive axle when it is in the forward gear;

[0027] Figure 10 It is a structural schematic diagram of the embodiment 5 of the straight-type clutch plate type adaptive automatic speed-changing electric drive axle when it is in reverse gear;

[0028] Figure 11 It is a structural diagram of the frame clutch plate mechanism;

[0029] Figure 12 It is a structural diagram of a fixed compression plate;

[0030] Figure 13 It is a structural diagram of a fixed mounting plate;

[0031] Figure 14 Schematic diagram of the structure of the sliding support rod;

[0032] Figure 15 It is a structural schematic diagram of the inner clutch plate bracket;

[0033] Figure 16 Schematic diagram of the structure of the outer elastic ring;

[0034] Figure 17 Schematic diagram of the structure of the inner elastic ring;

[0035] Figure 18 Schematic diagram of the structure of the outer friction plate;

[0036] Figure 19 Schematic diagram of the structure of the inner friction plate;

[0037] Figure 20 The schematic diagram of the first roller, the second roller and the ball when in the forward gear;

[0038] Figure 21 The schematic diagram of the first roller, the second roller and the ball in reverse gear;

[0039] Figure 22 The schematic diagram of the first roller, the second roller and the ball when in the forward gear;

[0040] Figure 23 This is the principle diagram of the first raceway, the second raceway and the ball when in reverse gear. DETAILED DESCRIPTION

[0041] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0042] Example 1:

[0043] like Figure 1 、 Figure 2 as well as Figures 11-19 The figure shows a straight-line clutch-type adaptive automatic transmission electric drive axle, which primarily comprises a drive axle, a power motor 3, and a transmission assembly. The drive axle comprises a coaxially arranged first half-shaft 4 and a second half-shaft 6, with a differential 9 connected between the inner ends of the first half-shaft 4 and the second half-shaft 6. Both the power motor 3 and the transmission assembly are mounted on the first half-shaft 4, resulting in an extremely compact structure that eliminates the need for additional installation space, making it suitable for applications with extremely stringent space requirements.

[0044] The motor shaft 3a of the power motor 3 is rotatably mounted on the first half-shaft 4. That is, the motor shaft 3a is a hollow shaft structure and is rotatable relative to the first half-shaft 4. The transmission assembly includes a sleeve 1 rotatably mounted on the first half-shaft 4, a frame clutch plate mechanism and an elastic mechanism both mounted on the sleeve 1, a speed reduction and forward / backward shifting mechanism 2 both mounted parallel to the sleeve 1, and a power output shaft assembly 8.

[0045] The elastic mechanism includes an end cam sleeve 5g, a small support ring 5d and a large support ring 5e which are sequentially mounted on the shaft sleeve 1 along the axial direction. At least one double end cam sleeve 5f is arranged between the end cam sleeve 5g and the small support ring 5d. The small support ring 5d transmits power to the end cam sleeve 5g through each double end cam sleeve 5f, and the end cam sleeve 5g rotates synchronously with the shaft sleeve 1.

[0046] In addition, the position of the end face cam sleeve 5g is fixed, the small support ring 5d and the large support ring 5e can both rotate relative to the shaft sleeve 1, the small support ring 5d, the large support ring 5e and each double end face cam sleeve 5f can both rotate relative to the shaft sleeve 1, the small support ring 5d and each double end face cam sleeve 5f can move axially along the shaft sleeve 1, and at the same time, the small support ring 5d has a radially extending first support plate 5d1, and the large support ring 5e has a radially extending second support plate 5e1.

[0047] The frame clutch plate mechanism includes an inner clutch plate bracket 5b that is synchronously rotated and mounted on a small supporting ring 5d, and an outer clutch plate bracket 5a that surrounds the inner clutch plate bracket 5b in a circumferential direction. The outer clutch plate bracket 5a rotates synchronously with the motor shaft 3a, that is, the motor shaft 3a can drive the outer clutch plate bracket 5a to rotate synchronously with it. In this embodiment, the outer clutch plate bracket 5a and the motor shaft 3a are splined, which is simple and reliable.

[0048] In this embodiment, the inner circumference of the inner clutch plate bracket 5b is splined with the outer circumference of the small support ring 5d, providing a simple and reliable fit. Both the outer clutch plate bracket 5a and the inner clutch plate bracket 5b are generally annular in structure, with the rotation axis of the outer clutch plate bracket 5a coinciding with the rotation axis of the inner clutch plate bracket 5b. The outer clutch plate bracket 5a includes a fixed pressure plate 5a1, while the inner clutch plate bracket 5b includes a movable pressure plate 5b1. The fixed and movable pressure plates 5a1 are positioned opposite each other. Therefore, when the inner clutch plate bracket 5b moves axially relative to the outer clutch plate bracket 5a, the movable pressure plate 5b1 moves closer to or further away from the fixed pressure plate 5a1.

[0049] The outer clutch plate bracket 5a can be axially slidably mounted with multiple outer friction plates 5p extending radially inward, and each outer friction plate 5p extends radially toward the inner clutch plate bracket 5b. The inner clutch plate bracket 5b can be axially slidably mounted with multiple inner friction plates 5o extending radially outward, and each inner friction plate 5o extends radially toward the outer friction plate 5p. The inner friction plates 5o and the outer friction plates 5p are disc structures with a center hole, and each inner friction plate 5o and each outer friction plate 5p are alternately arranged between the fixed pressure plate 5a1 of the outer clutch plate bracket 5a and the movable pressure plate 5b1 of the inner clutch plate bracket 5b, that is, the inner friction plates 5o and the outer friction plates 5p are coaxially arranged.

[0050] In this embodiment, the inner clutch plate bracket 5b is fixedly mounted with a transfer synchronization ring 5q corresponding to each inner friction plate 5o, and each transfer synchronization ring 5q is located on the side of the corresponding inner friction plate 5o away from the movable pressure plate 5b1. The outer friction plate 5p and the inner friction plate 5o between two adjacent transfer synchronization rings 5q constitute a clutch unit. The outer clutch plate bracket 5a is axially slidably mounted with an outer elastic ring 5r corresponding to each outer friction plate 5p, and each outer elastic ring 5r is located on the side of the corresponding outer friction plate 5p close to the fixed pressure plate 5b1. On one side of the plate 5a1, and located circumferentially outward of the corresponding inner friction plate 5o, a sliding gap d is provided between the outer friction plate 5p, furthest from the fixed pressure plate 5a1, and the outer clutch plate holder 5a. This not only provides ample space for the outer and inner friction plates 5p, 5o to separate, but also allows engine oil to flow smoothly, continuously lubricating the friction material layers of the outer and inner friction plates 5p, 5o. This provides excellent vibration absorption during engagement and disengagement, reducing vibration and improving the smoothness of the engagement and disengagement process. Furthermore, between adjacent inner friction plates 5o, inner elastic rings 5s are provided, capable of sliding axially along the inner clutch plate holder 5b. Each inner elastic ring 5s is located circumferentially inward of its corresponding outer friction plate 5p.

[0051] When the movable pressure plate 5b1 approaches the fixed pressure plate 5a1, it compresses the outer friction plates 5p and inner friction plates 5o, causing the outer elastic rings 5r and inner elastic rings 5s to deform under pressure. Simultaneously, each inner friction plate 5o abuts against its corresponding inner elastic ring 5s. At this point, power can be transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, creating a coupled state. With this design, when the movable pressure plate 5b1 moves away from the fixed pressure plate 5a1, each inner friction plate 5o simultaneously drives its corresponding inner elastic ring 5s to push against each inner friction plate 5o, causing each inner friction plate 5o to activate simultaneously. This, combined with the action of the outer elastic rings 5r and inner elastic rings 5s, allows the inner friction plates 5o and outer friction plates 5p to separate synchronously. That is: when the movable pressure plate 5b1 moves away from the fixed pressure plate 5a1, each transfer synchronous retaining ring 5q can drive the corresponding inner friction plate 5o to move away from the fixed pressure plate 5a1, and at the same time, each outer elastic ring 5r bounces off each outer friction plate 5p, and each inner friction plate 5o bounces off each inner friction plate 5o, so that gaps appear synchronously between each outer elastic ring 5r and each inner elastic ring 5s, and there will be no situation where there is semi-friction due to adhesion between any adjacent outer friction plates 5p and inner friction plates 5o. Not only does it make the wear conditions of all inner friction plates 5o and outer friction plates 5p consistent, greatly reducing sliding loss, overcoming the defects of traditional friction clutches, thereby greatly improving the wear resistance, stability and reliability of the friction clutch, and increasing the service life and maintenance cycle of the clutch, but it can also effectively reduce separation vibration and improve smoothness during separation. At this time, power is no longer transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, and they are in a disconnected state.

[0052] Furthermore, the outer friction plate 5p and the inner friction plate 5o are both made of polyurethane, which has good wear resistance and stability.

[0053] In this embodiment, the outer clutch plate bracket 5a also includes a fixed mounting plate 5a2 coaxially arranged with the fixed pressure plate 5a1, and at least three sliding support rods 5a3 evenly distributed circumferentially between the fixed pressure plate 5a1 and the fixed mounting plate 5a2. The end of the power output sleeve 5j, distal from the secondary driven gear 5i, is fixedly connected to the inner end of the fixed pressure plate 5a1. The fixed mounting plate 5a2 is synchronously rotated and sleeved onto the motor shaft 3a. In this embodiment, the fixed mounting plate 5a2 and the motor shaft 3a are splined together, providing a simple and reliable fit. In addition, a sliding gap d is left between the fixed mounting plate 5a2 and the adjacent outer friction plate 5p, and both ends of each sliding support rod 5a3 are locked on the fixed pressure plate 5a1 and the fixed mounting plate 5a2 by bolts 5a4. The outer friction plates 5p are provided with friction plate mounting holes 5p1 that cooperate with the axial holes of each sliding support rod 5a3, and the outer elastic rings 5r are provided with elastic ring mounting holes 5r1 that cooperate with the axial holes of each sliding support rod 5a3, so that each outer friction plate 5p and each outer elastic ring 5r can move axially along all the sliding support rods 5a3.

[0054] Through such a design, not only the reliable installation of each outer friction plate 5p and each outer elastic ring 5r is guaranteed, but also the stability and reliability of the axial sliding of each outer friction plate 5p and each outer elastic ring 5r are guaranteed. More importantly, when the movable pressure plate 5b1 is away from the fixed pressure plate 5a1, a tiny gap can also appear between each outer friction plate 5p and each outer elastic ring 5r, allowing more engine oil to flow into the interior and continuously lubricate the friction material layer of the outer friction plate 5p and the inner friction plate 5o, so as to play a better vibration absorption role during engagement and separation, further reduce the vibration during separation and engagement, and further improve the smoothness of the separation and engagement process.

[0055] A first positioning groove 5a11 adapted to each sliding support rod 5a3 is formed on one side of the fixed pressure plate 5a1 close to the fixed mounting plate 5a2, and a first bolt through hole 5a12 is coaxially provided at the bottom of the first positioning groove 5a11. A second positioning groove 5a21 adapted to each sliding support rod 5a3 is formed on one side of the fixed mounting plate 5a2 close to the fixed pressure plate 5a1, and a second bolt through hole 5a22 is coaxially provided at the bottom of the second positioning groove 5a21. A first threaded hole 5a31 and a second threaded hole 5a32 are respectively provided at both ends of the sliding support rod 5a3.

[0056] Both ends of each sliding support rod 5a3 are embedded in the corresponding first positioning groove 5a11 and the second positioning groove 5a21, ensuring the precise positioning of each sliding support rod 5a3. The first bolt through hole 5a12 and the first threaded hole 5a31 and the second bolt through hole 5a22 and the second threaded hole 5a32 are connected and are respectively locked by the corresponding bolts 5a4, so that the fixed clamping plate 5a1, the fixed mounting plate 5a2 and each sliding support rod 5a3 form a frame structure, which is simple, reliable and easy to assemble, and at the same time is conducive to more sufficient lubrication of the outer friction plate 5p and the inner friction plate 5o.

[0057] Furthermore, the sliding support rod 5a3 has a weight-reducing hole 5a33 extending in the circumferential direction, and the two ends of the weight-reducing hole 5a33 respectively penetrate the inner end of the first threaded hole 5a31 and the inner end of the second threaded hole 5a32. While ensuring the structural strength of the sliding support rod 5a3, the weight of the sliding support rod 5a3 is reduced to achieve a lightweight design.

[0058] The inner clutch plate bracket 5b also includes a clutch plate mounting sleeve 5b2, and the movable pressure plate 5b1 is fixedly mounted on the clutch plate mounting sleeve 5b2 at one end close to the fixed mounting plate 5a2. The movable pressure plate 5b1 extends radially outward along the clutch plate mounting sleeve 5b2. The outer peripheral surface of the clutch plate mounting sleeve 5b2 is processed with multiple external splines 5b21 evenly distributed along its circumference. The inner edges of the inner friction plates 5o have spline grooves 5o1 that cooperate with the splines of each external spline 5b21, so that the inner friction plates 5o can reliably move axially along the clutch plate mounting sleeve 5b2. At the same time, the inner elastic rings 5s can be axially slidably mounted on each external spline 5b21.

[0059] Each of the splitter synchronizer rings 5q is an annular steel wire ring. The external splines 5b21 are recessed with steel wire positioning grooves 5b22 that mate with each wire. The width of the steel wire positioning grooves 5b22 is smaller than that of the inner elastic ring 5s, thereby preventing the inner elastic ring 5s from slipping and causing stagnation during separation. Furthermore, the steel wire positioning grooves 5b22 are evenly distributed along the axial direction of the clutch plate mounting sleeve 5b2. Each steel wire ring is mounted in its corresponding steel wire positioning groove 5b22, and the outer edge of each steel wire ring is no higher than the notch of the corresponding steel wire positioning groove 5b22, thereby preventing the steel wire ring from interfering with the movement of the inner elastic ring 5s. The steel wire rings may have a gap that is welded closed after being inserted into the steel wire positioning groove 5b22, or they may be left open.

[0060] In this embodiment, both sides of the outer friction plate 5p have a smooth surface, while both sides of the inner friction plate 5o have an inner friction material layer 5o2. The outer surface of the inner friction material layer 5o2 is recessed to form a grid-like inner oil passage 5o3. This design allows lubricating oil to flow efficiently through the inner oil passage 5o3, distributing it more evenly across the outer friction plate 5p and inner friction material layer 5o2. This cooling, friction reduction, and cleaning effects are achieved, while also balancing the air pressure between the outer friction plate 5p and inner friction plate 5o, achieving better vibration absorption and damping, and enhancing smoothness during separation and engagement.

[0061] Furthermore, the inner plate oil circuit 5o3 includes at least one circle of coaxially arranged inner plate annular oil channels 5o31, and both sides of each inner plate annular oil channel 5o31 are provided with a plurality of inner plate branch oil channels 5o32 evenly distributed along the circumference of the inner friction plate 5o, and each inner plate branch oil channel 5o32 extends along the radial direction of the inner friction plate 5o. Through the structural design of the above-mentioned inner plate oil circuit 5o3, the uniformity of the lubricating oil on the outer friction plate 5p and the inner plate friction material layer 5o2 is further improved, thereby further improving the cooling, friction reduction and cleaning effects of the outer friction plate 5p and the inner plate friction material layer 5o2, and further improving the vibration absorption and shock absorption effects.

[0062] In this embodiment, the clutch plate mounting sleeve 5b2 of the inner clutch plate bracket 5b surrounds the first support plate 5d1 and the second support plate 5e1. The outer circumference of the first support plate 5d1 is spline-engaged with the inner circumference of the clutch plate mounting sleeve 5b2. A first elastic element group 5c1 and a second elastic element group 5c2 are elastically supported between the disc spring support plate 5b3 and the second support plate 5e1 of the inner clutch plate bracket 5b on either side of the first support plate 5d1. Specifically, the first elastic element group 5c1 is elastically supported between the disc spring support plate 5b3 of the inner clutch plate bracket 5b and the first support plate 5d1, while the second elastic element group 5c2 is elastically supported between the first support plate 5d1 and the second support plate 5e1. It should be noted that both the first elastic element group 5c1 and the second elastic element group 5c2 are preferably disc spring groups, which are durable, stable, and reliable.

[0063] The adjacent end faces of the end cam sleeve 5g, the double end cam sleeve 5f, the small support ring 5d and the large support ring 5e all constitute the first end cam pair a. When power is transmitted between the end cam sleeve 5g, the double end cam sleeve 5f, the small support ring 5d and the large support ring 5e, the first end cam pair a generates two components of force in the axial and circumferential directions. The circumferential component of force outputs power, and the axial component of force is opposite to the axial preload and has a tendency to overcome the axial preload. That is to say, the rotation direction of the first end cam pair a is related to the power output rotation direction. Based on the above records, those skilled in the art can know what kind of rotation direction of the axial cam pair can exert what direction of axial component of force, on the premise of knowing the power output direction, and will not go into details here.

[0064] The secondary driven gear 5i can be relatively rotatably mounted on the end face cam sleeve 5g and one of the double end face cam sleeves 5f, that is, the secondary driven gear 5i can be relatively rotatably mounted on the end face cam sleeve 5g and any one of the double end face cam sleeves 5f, and can be mounted on multiple of them at the same time.

[0065] An intermediate transmission sleeve 5h is arranged between the secondary driven gear 5i and the inner clutch plate bracket 5b, and the end faces of the intermediate transmission sleeve 5h and the adjacent end faces of the secondary driven gear 5i and the inner clutch plate bracket 5b respectively form a second end face cam pair b. The same as the first end face cam pair a, when the intermediate transmission sleeve 5h transmits power between the secondary driven gear 5i and the inner clutch plate bracket 5b, the second end face cam pair b generates two components of force in the axial and circumferential directions, of which the circumferential direction component outputs power, and the axial component is opposite to the axial preload and has a tendency to overcome the axial preload. That is to say, the rotation direction of the second end face cam pair b is related to the power output rotation direction. Based on the above records, those skilled in the art can know what kind of rotation direction of the axial cam pair can apply what direction of axial component of force, on the premise of knowing the power output direction, and will not go into details here.

[0066] Therefore, the first elastic element group 5c1 and the second elastic element group 5c2 work together to drive the movable pressure plate 5b1 close to the fixed pressure plate 5a1, thereby pressing each outer friction plate 5p and each inner friction plate 5o, and at the same time causing each outer elastic ring 5r and each inner elastic ring 5s to be compressed and elastically deformed, and each inner friction plate 5o respectively abuts against the corresponding transfer synchronous retaining ring 5q.

[0067] The end of the clutch plate mounting sleeve 5b2, away from the movable pressure plate 5b1, is integrally formed with a disc spring support plate 5b3 extending radially inward. An inner support transmission sleeve 5b4 extends axially away from the inner end of the disc spring support plate 5b3, also extending axially away from the movable pressure plate 5b1. In this embodiment, the outer end of the disc spring support plate 5b3 is integrally formed with the clutch plate mounting sleeve 5b2. Furthermore, the inner clutch plate support 5b is axially movable relative to the large support ring 5e. This allows for adaptive fast and slow shifting based on driving resistance. When driving resistance forces the small support ring 5d to compress the second elastic element group 5c2, causing the movable pressure plate 5b1 to move away from the fixed pressure plate 5a1, each transfer synchronizing ring 5q drives the corresponding inner friction plate 5o away from the fixed pressure plate 5a1. Simultaneously, each outer elastic ring 5r pushes away the outer friction plate 5p, and each inner elastic ring 5s pushes away the inner friction plate 5o, creating a gap between each outer friction plate 5p and each inner friction plate 5o.

[0068] The inner bracket transmission sleeve 5b4 can be relatively rotatably mounted on one of the double-end cam sleeves 5f, and one of the double-end cam sleeves 5f can be rotatably mounted with an intermediate transmission sleeve 5h located between the secondary driven gear 5i and the inner bracket transmission sleeve 5b4, and the secondary driven gear 5i can drive the inner bracket transmission sleeve 5b4 to rotate through the intermediate transmission sleeve 5h.

[0069] In this embodiment, the stiffness coefficient of the second elastic element group 5c2 is greater than or equal to that of the first elastic element group 5c1. This not only ensures that the inner clutch plate bracket 5b, when not affected by the drag torque and displaced away from the intermediate transmission sleeve 5h, tends to move closer to the outer clutch plate bracket 5a for coupling, preventing slippage and ensuring a better coupling between the inner and outer clutch plate brackets 5b and 5a, but also enables the first elastic element group 5c1 and the second elastic element group 5c2 to unload more force, preventing frequent gear shifting caused by rapid changes in driving resistance in a short period of time, thereby reducing system losses caused by gear shifting.

[0070] A power take-off sleeve 5j is rotatably mounted on the intermediate transmission sleeve 5h, rotating synchronously with the outer clutch plate bracket 5a. The speed reduction and forward / backward shifting mechanism 2 transmits power from the power take-off sleeve 5j to the secondary driven gear 5i. The power take-off shaft assembly 8 transmits power from the end cam sleeve 5g to the differential 9.

[0071] See Figure 1 and Figure 2 The deceleration and front and rear shifting mechanism 2 includes a deceleration shaft assembly and a human-controlled reverse shaft assembly.

[0072] The reduction shaft assembly includes a first reduction shaft 2a parallel to the first half-shaft 4, a secondary reduction driving tooth 2b formed on the first reduction shaft 2a, and a first overrunning clutch 2c mounted on the first reduction shaft 2a. The secondary reduction driving tooth 2b meshes with the secondary driven gear 5i. The outer ring of the first overrunning clutch 2c includes a primary reduction driven tooth 2c1 that meshes with the primary reduction driving tooth 5j1 formed on the power output sleeve 5j. When the first overrunning clutch 2c is engaged, the primary reduction driving tooth 5j1 can drive the first reduction shaft 2a to rotate via the first overrunning clutch 2c. When the first overrunning clutch 2c is in the overrunning state, the primary reduction driving tooth 5j1 does not transmit power to the first reduction shaft 2a.

[0073] The manual reverse axle assembly includes a countershaft 2d parallel to the first half-shaft 4, and a first countershaft transmission sleeve 2e rotatably mounted on the countershaft 2d. A reverse gear secondary driving tooth 2e1 is formed on the first countershaft transmission sleeve 2e, meshing with a secondary driven gear 5i. A reverse gear primary driven tooth 2d1 is integrally formed on the countershaft 2d, meshing with a reverse gear primary driving tooth 5j2 formed on the power output sleeve 5j. A first shift fork sleeve 2f is axially slidably mounted on the countershaft 2d, rotatably mounted thereon. The first shift fork sleeve 2f can be engaged or disengaged with the first countershaft transmission sleeve 2e. Specifically, when the first shift fork sleeve 2f is engaged with the first countershaft transmission sleeve 2e, the countershaft 2d, the first shift fork sleeve 2f, and the first countershaft transmission sleeve 2e rotate synchronously, assuming a reverse gear position. When the first shift fork sleeve 2f is disengaged from the first countershaft transmission sleeve 2e, the first countershaft transmission sleeve 2e does not rotate synchronously with the countershaft 2d, assuming a forward gear position.

[0074] Furthermore, the first shift fork sleeve 2f and the countershaft 2d feature a simple and reliable splined fit. Specifically, the countershaft 2d has external splines machined onto its outer circumference, while the first shift fork sleeve 2f has internal splines machined onto its inner circumference, which mate with the external splines of the countershaft 2d. The first countershaft transmission sleeve 2e has a coupling spline 2e2 machined onto its outer circumference near one end of the first shift fork sleeve 2f, which mates with the internal splines of the first shift fork sleeve 2f.

[0075] The power output shaft assembly 8 includes an output shaft 8a parallel to the first half-shaft 4, and a primary output driven tooth 8b and a secondary output driving tooth 8c integrally formed on the output shaft 8a. The primary output driven tooth 8b meshes with the end cam sleeve 5g, while the secondary output driving tooth 8c meshes with the differential input gear 9a of the differential 9. The outer diameter of the end cam sleeve 5g is smaller than that of the primary output driven tooth 8b, and the outer diameter of the secondary output driving tooth 8c is smaller than that of the differential input gear 9a, thus achieving a two-stage reduction transmission.

[0076] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward and the first shift fork sleeve 2f is separated from the first countershaft transmission sleeve 2e, the movable pressure plate 5b1 and the fixed pressure plate 5a1 compress the outer friction plates 5p and the inner friction plates 5o):

[0077] Motor shaft 3a → outer clutch plate bracket 5a → outer friction plates 5p and inner friction plates 5o → inner clutch plate bracket 5b → small support ring 5d → double end cam sleeves 5f → end cam sleeves 5g → output first-stage driven teeth 8b → output shaft 8a → output second-stage driving teeth 8c → differential input gear 9a → differential 9 → first half-shaft 4 and second half-shaft 6; in this embodiment, the first half-shaft 4 and the second half-shaft 6 transmit the output power to the two wheels.

[0078] At this time, the outer ring of the first overrunning clutch 2c surpasses the inner ring, and the resistance transmission route is: the first half shaft 4 and the second half shaft 6 → differential 9 → differential input gear 9a → output secondary driving teeth 8c → output shaft 8a → output primary driven teeth 8b → end face cam sleeve 5g → each double end face cam sleeve 5f → small support ring 5d → second elastic element group 5c2.

[0079] When the running resistance increases to a certain level, the resistance causes the axial force of the first end cam pair a to overcome the second elastic element group 5c2, causing the first support plate 5d1 of the small support ring 5d to move axially and compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1. As a result, the friction clutch can be "very easily" disengaged, and power is transmitted through the following route, namely the low-speed gear power transmission route (when the motor shaft 3a rotates forward and the first shift fork sleeve 2f separates from the first countershaft transmission sleeve 2e, gaps appear between the outer friction plates 5p and the inner friction plates 5o):

[0080] Motor shaft 3a → external clutch plate bracket 5a → power output sleeve 5j → first overrunning clutch 2c → first reduction shaft 2a → reduction secondary driving gear 2b → secondary driven gear 5i → intermediate transmission sleeve 5h → internal clutch plate bracket 5b → small support ring 5d → each double end face cam sleeve 5f → end face cam sleeve 5g → output primary driven gear 8b → output shaft 8a → output secondary driving gear 8c → differential input gear 9a → differential 9 → first half shaft 4 and second half shaft 6; in this embodiment, the first half shaft 4 and the second half shaft 6 transmit the output power to the two wheels.

[0081] In the low-speed gear power transmission route, the axial force generated by the first end cam pair a continues to act on the second elastic element group 5c2, and at the same time, the axial force of the second end cam pair b acts on the inner clutch plate bracket 5b, and the direction of the force is opposite to the axial preload force of the first elastic element group 5c1 (that is, in the direction of clutch separation). That is, in the slow-speed gear power transmission process, the slow-speed traction force and the running resistance (double force) work together to prevent the two groups of disc springs from being repeatedly compressed during the low-speed gear transmission process, thereby preventing the clutch from being repeatedly engaged during the slow-speed gear power transmission process.

[0082] As can be seen from the above transmission route, when the present invention is in operation, the clutch is tightly fitted under the action of the first elastic element group 5c1 and the second elastic element group 5c2, forming an automatic speed change mechanism that maintains a certain pressure to achieve the transmission purpose. At this time, the first overrunning clutch 2c is in the overrunning state.

[0083] When the vehicle starts, the resistance is greater than the driving force, forcing the first end cam pair a to undergo axial displacement. This compresses the second elastic element group 5c2 through the first end cam pair a, releasing the first elastic element group 5c1 and disengaging the clutch (i.e., the outer friction plates 5p and inner friction plates 5o separate). This automatically enables low-speed starting, shortening starting time and reducing starting force. Simultaneously, the second elastic element group 5c2 absorbs the energy of the kinetic resistance torque, storing potential energy for restoring power to the fast gear.

[0084] After successful startup, due to the reduction in driving resistance, when the axial component force is reduced to less than the pressure generated by the second elastic element group 5c2, the pressure of the second elastic element group 5c2 generated by the compression of the motion resistance is released, and the first elastic element group 5c1 is compressed, pushing the inner clutch plate bracket 5b, so that it cooperates with the outer clutch plate bracket 5a to press the outer friction plates 5p and the inner friction plates 5o, completing the clutch recovery to a tightly fitting state, and the first overrunning clutch 2c is in an overrunning state.

[0085] During driving, the principle of automatic gear shifting is the same as above as the change of movement resistance. Gear shifting can be achieved without cutting off the driving force, making the entire locomotive run smoothly, safely and with low consumption. The transmission route is simplified, thereby improving transmission efficiency.

[0086] The reverse gear power transmission route of this embodiment (when the motor shaft 3a is reversed and the first shift fork sleeve 2f is combined with the first countershaft transmission sleeve 2e) is:

[0087] Motor shaft 3a → outer clutch plate bracket 5a → power output sleeve 5j → countershaft 2d → first shift fork sleeve 2f → first countershaft transmission sleeve 2e → secondary driven gear 5i → intermediate transmission sleeve 5h → inner clutch plate bracket 5b → small support ring 5d → each double end face cam sleeve 5f → end face cam sleeve 5g → output first-stage driven gear 8b → output shaft 8a → output second-stage driving gear 8c → differential input gear 9a → differential 9 → first half-shaft 4 and second half-shaft 6; in this embodiment, the first half-shaft 4 and the second half-shaft 6 transmit the output power to the two wheels.

[0088] Example 2:

[0089] See Figure 3 and Figure 4 The main structure of this embodiment is exactly the same as that of Example 1, except that it further includes a real-time power detection component, which includes a transmission sensing cam sleeve 8d synchronously rotated on the output shaft 8a, an elastic element 8e elastically supported on the adjacent end faces of the transmission sensing cam sleeve 8d and the output secondary driving tooth 8c, a speed detection permanent magnet 8f and a displacement detection permanent magnet 8g both mounted on the transmission sensing cam sleeve 8d, and a speed detection Hall element 8h and a displacement detection Hall element 8i both arranged on the housing of the in-line clutch plate type adaptive automatic transmission electric drive axle. The transmission sensing cam sleeve 8d is capable of axially moving along the output shaft 8a, and a third end face cam pair c is formed between the end face of the transmission sensing cam sleeve 8d away from the output secondary driving tooth 8c and the adjacent end face of the output primary driven tooth 8b. The speed detection Hall element 8h is adapted to the speed detection permanent magnet 8f, and the displacement detection Hall element 8i is adapted to the displacement detection permanent magnet 8g. The structure of the third end cam pair c is the same as that of the first end cam pair a and the second end cam pair b. Therefore, when the torque and speed change, the transmission sensing cam sleeve 8d rotates relative to the output first-stage driven tooth 8b and can move axially along the output shaft 8a.

[0090] Therefore, through the cooperation of the speed detection Hall element 8h and the speed detection permanent magnet 8f, the real-time speed information can be accurately obtained. Through the cooperation of the displacement detection Hall element 8i and the displacement detection permanent magnet 8g, the real-time torque information can be simply converted. The speed information and torque information are then multiplied together to obtain the real-time power, thereby accurately detecting the real-time power, which is simple and reliable.

[0091] Example 3:

[0092] See Figure 5 and Figure 6The main structure of this embodiment is exactly the same as that of embodiment 1, except that the deceleration and front-rear shifting mechanism 2 includes a second reduction shaft 2g parallel to the first half shaft 4, a second countershaft transmission sleeve 2h which is relatively rotatable and sleeved on the second reduction shaft 2g, and a second overrunning clutch 2i which is sleeved on the second countershaft transmission sleeve 2h. The second countershaft transmission sleeve 2h is formed with a human-controlled secondary driving tooth 2h1 which meshes with the secondary driven gear 5i. The inner ring of the second overrunning clutch 2i rotates synchronously with the second countershaft transmission sleeve 2h. The outer ring of the second overrunning clutch 2i has a human-controlled primary driven tooth 2i1 which meshes with the deceleration primary driving tooth 5j1 formed on the power output sleeve 5j. The second reduction shaft 2g is synchronously rotated with a second shift fork sleeve 2j which can slide axially. The second reduction shaft 2j can be connected to or disconnected from the second countershaft transmission sleeve 2h.

[0093] Therefore, when the second shift fork sleeve 2j is engaged with the second countershaft transmission sleeve 2h, the outer ring of the second overrunning clutch 2i, the second reduction shaft 2g, the second shift fork sleeve 2j, and the second countershaft transmission sleeve 2h are fixedly connected as one body and rotate synchronously. Therefore, reverse gear can be achieved by controlling the motor shaft 3a to rotate in reverse via the motor 3. This extremely streamlined structure ensures overall compactness and enhances ease of installation. When the second shift fork sleeve 2j is disconnected from the second countershaft transmission sleeve 2h, the second overrunning clutch 2i can be used to achieve the split function between high and low speed gears. The overall structure is simple, facilitating lightweight and integrated design.

[0094] Among them, the diameter of the first-stage deceleration active tooth 5j1 is smaller than the diameter of the first-stage human-controlled driven tooth 2i1, and the diameter of the second-stage human-controlled active tooth 2h1 is smaller than the diameter of the second-stage driven gear 5i, realizing two-stage deceleration and torque increase.

[0095] Specifically, a circle of first engaging teeth 2j1 is formed on the outer circumference of the second shift fork sleeve 2j near the second countershaft transmission sleeve 2h, and a circle of second engaging teeth 2h2 is formed on the inner circumference of the second countershaft transmission sleeve 2h near the second shift fork sleeve 2j, which mate with the first engaging teeth 2j1. When the second shift fork sleeve 2j slides away from the second countershaft transmission sleeve 2h, the first engaging teeth 2j1 and the second engaging teeth 2h2 separate. When the second shift fork sleeve 2j near the second countershaft transmission sleeve 2h is inserted into the second countershaft transmission sleeve 2h, the first engaging teeth 2j1 and the second engaging teeth 2h2 engage. The first engaging teeth 2j1 and the second engaging teeth 2h2 ensure the reliable connection between the second shift fork sleeve 2j and the second countershaft transmission sleeve 2h. Furthermore, the second shift fork sleeve 2j and the second reduction shaft 2g are splined together for stable and reliable operation.

[0096] Furthermore, the second reduction shaft 2g is radially protruded at one end close to the second overrunning clutch 2i to form a spline key that cooperates with the outer ring spline of the second overrunning clutch 2i. Through such a design, not only is the integration high, but the cooperation between the second reduction shaft 2g and the outer ring of the second overrunning clutch 2i is also stable and reliable.

[0097] Furthermore, the second countershaft transmission sleeve 2h is mounted on the second reduction shaft 2g via at least two needle bearings, thereby ensuring reliable installation of the second countershaft transmission sleeve 2h.

[0098] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward and the second shift fork sleeve 2j is separated from the second countershaft transmission sleeve 2h, the movable pressure plate 5b1 and the fixed pressure plate 5a1 compress the outer friction plates 5p and the inner friction plates 5o):

[0099] Motor shaft 3a → outer clutch plate bracket 5a → outer friction plates 5p and inner friction plates 5o → inner clutch plate bracket 5b → small support ring 5d → double end cam sleeves 5f → end cam sleeves 5g → output first-stage driven teeth 8b → output shaft 8a → output second-stage driving teeth 8c → differential input gear 9a → differential 9 → first half-shaft 4 and second half-shaft 6; in this embodiment, the first half-shaft 4 and the second half-shaft 6 transmit the output power to the two wheels.

[0100] At this time, the outer ring of the second overrunning clutch 2i surpasses the inner ring, and the resistance transmission route is: first half-shaft 4 and second half-shaft 6 → differential 9 → differential input gear 9a → output secondary driving teeth 8c → output shaft 8a → output primary driven teeth 8b → end face cam sleeve 5g → each double end face cam sleeve 5f → small support ring 5d → second elastic element group 5c2.

[0101] When the running resistance increases to a certain level, the resistance causes the axial force of the first end cam pair a to overcome the second elastic element group 5c2, causing the first support plate 5d1 of the small support ring 5d to move axially and compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1. As a result, the friction clutch can be "very easily" disengaged, and power is transmitted through the following route, namely the low-speed gear power transmission route (when the motor shaft 3a rotates forward and the first shift fork sleeve 2f separates from the first countershaft transmission sleeve 2e, gaps appear between the outer friction plates 5p and the inner friction plates 5o):

[0102] Motor shaft 3a → outer clutch plate bracket 5a → power output sleeve 5j → second overrunning clutch 2i → second countershaft transmission sleeve 2h → secondary driven gear 5i → intermediate transmission sleeve 5h → inner clutch plate bracket 5b → small support ring 5d → each double end face cam sleeve 5f → end face cam sleeve 5g → output first-stage driven gear 8b → output shaft 8a → output second-stage driving gear 8c → differential input gear 9a → differential 9 → first half-shaft 4 and second half-shaft 6; in this embodiment, the first half-shaft 4 and the second half-shaft 6 transmit the output power to the two wheels.

[0103] The reverse gear power transmission route of this embodiment (when the motor shaft 3a is reversed and the second shift fork sleeve 2j is combined with the second countershaft transmission sleeve 2h) is consistent with the transmission route of the low speed gear power transmission route.

[0104] Example 4:

[0105] See Figure 7 and Figure 8 The main structure of this embodiment is exactly the same as that of embodiment 1, except that the deceleration and front-rear shifting mechanism 2 includes a third reduction shaft 2k parallel to the first half shaft 4, a third countershaft transmission sleeve 2l which is relatively rotatable and sleeved on the third reduction shaft 2k, and a third overrunning clutch 2m which is sleeved on the third countershaft transmission sleeve 2l. The third countershaft transmission sleeve 2l is formed with an inertia secondary driving tooth 2l1 which meshes with the secondary driven gear 5i. The inner ring of the third overrunning clutch 2m rotates synchronously with the third countershaft transmission sleeve 2l, and the outer ring of the third overrunning clutch 2m has a reduction gear which is meshed with the reduction gear formed on the power output sleeve 5j. The first-stage driving tooth 5j1 meshes with the inertia first-stage driven tooth 2m1. The third reduction shaft 2k is fitted with an inertia centrifugal coupling disc 2n, which is rotatable relative to the first-stage driving tooth 5j1, and an inertia centrifugal outer end cover 2o and a reverse gear coupling sleeve 2p, which rotate synchronously therewith. The inertia centrifugal coupling disc 2n is axially movable between the inertia centrifugal outer end cover 2o and the reverse gear coupling sleeve 2p. At least three return springs 2q are elastically supported between the reverse gear coupling sleeve 2p and the inertia centrifugal coupling disc 2n, forcing the inertia centrifugal coupling disc 2n toward the inertia centrifugal outer end cover 2o. Each return spring 2q is circumferentially distributed around the third reduction shaft 2k. In this embodiment, the return springs 2q are preferably evenly distributed circumferentially to provide a more uniform force on the reverse gear coupling sleeve 2p and the inertia centrifugal coupling disc 2n.

[0106] Among them, the diameter of the first-stage deceleration active tooth 5j1 is smaller than the diameter of the first-stage inertia driven tooth 2m1, and the diameter of the second-stage inertia active tooth 2l1 is smaller than the diameter of the second-stage driven gear 5i, realizing two-stage deceleration and torque increase.

[0107] The reverse gear coupling sleeve 2p has a radially extending coupling disc portion 2p2 on its outer circumference. The side of the coupling disc portion 2p2 closest to the inertia centrifugal outer end cover 2o has a ring of passive coupling teeth 2p1. The side of the inertia centrifugal coupling disc 2n closest to the reverse gear coupling sleeve 2p has a ring of active coupling teeth 2n1 that mate with the passive coupling teeth 2p1. When the active coupling teeth 2n1 engage with the passive coupling teeth 2p1, the inertia centrifugal coupling disc 2n rotates synchronously with the reverse gear coupling sleeve 2p. When the active coupling teeth 2n1 disengage from the passive coupling teeth 2p1, the inertia centrifugal coupling disc 2n and the reverse gear coupling sleeve 2p no longer rotate synchronously.

[0108] In this embodiment, a reverse end bearing 2t is mounted on the side of the inertia-centrifugal coupling disc 2n near the coupling disc portion 2p2. A first compression spring mounting slot 2p3 corresponding to each return compression spring 2q is recessed in the coupling disc portion 2p2 near the inertia-centrifugal coupling disc 2n. One end of each return compression spring 2q is inserted into the corresponding first compression spring mounting slot 2p3, while the other end is supported on the same reverse end bearing 2t. The reverse end bearing 2t ensures that each return compression spring 2q can rotate relative to the reverse coupling sleeve 2p, completely preventing the return compression spring 2q from twisting.

[0109] Furthermore, the third countershaft transmission sleeve 21 is mounted on the third reduction shaft 2k via at least two needle bearings, thereby ensuring reliable installation of the third countershaft transmission sleeve 21.

[0110] A recessed portion on one side of the inertial centrifugal outer end cover 2o close to the inertial centrifugal coupling disk 2n forms a plurality of first raceways 2r1 uniformly distributed along the circumferential direction, and each first raceway 2r1 is an involute structure or an Archimedean spiral structure arranged in the same direction. A recessed portion on one side of the inertial centrifugal coupling disk 2n close to the inertial centrifugal outer end cover 2o forms a plurality of second raceways 2r2 uniformly distributed along the circumferential direction, and each second raceway 2r2 is an involute structure or an Archimedean spiral structure arranged in the same direction. The involute structure is easier to process, and the Archimedean spiral structure makes the movement of the ball 2s smoother, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0111] In this embodiment, the depths of the first raceway 2r1 and the second raceway 2r2 gradually decrease from the inner end to the outer end. Each first raceway 2r1 and the corresponding second raceway 2r2 form an involute raceway 2r, and each involute raceway 2r is provided with a ball 2s.

[0112] Regarding the cooperation between the first raceway 2r1 and the second raceway 2r2, there are two implementations as follows:

[0113] Implementation method 1 of the cooperation between the first raceway 2r1 and the second raceway 2r2: see Figure 20 and Figure 21The first raceway 2r1 and the second raceway 2r2 extend in opposite directions. When each ball 2s is located at the inner end or outer end of the corresponding first raceway 2r1 and the second raceway 2r2, each first raceway 2r1 and the corresponding second raceway 2r2 form a heart-shaped structure.

[0114] Therefore, when the inertia centrifugal outer end cover 2o rotates forward, each ball 2s is located at the inner end of the corresponding involute raceway 8f, and each return compression spring 2q forces the inertia centrifugal coupling disc 2n to move away from the reverse gear coupling sleeve 2p, thereby separating the inertia centrifugal coupling disc 2n from the reverse gear coupling sleeve 2p and placing it in the forward gear mode.

[0115] When the inertia centrifugal outer end cover 2o reverses, each ball 2s is located at the outer end of the corresponding involute raceway 8f, and forces the inertia centrifugal coupling disc 2n to approach the reverse gear coupling sleeve 2p, so that the inertia centrifugal coupling disc 2n is coupled with the reverse gear coupling sleeve 2p and rotates synchronously, entering the reverse gear mode.

[0116] Thus, the task of switching between forward and reverse gears by utilizing inertia is completed. Moreover, each ball 2s is always located at the intersection of the corresponding first raceway 2r1 and the second raceway 2r2, and the locking reliability is high.

[0117] Implementation method 2 of the cooperation between the first raceway 2r1 and the second raceway 2r2: see Figure 22 and Figure 23 The first raceways 2r1 and the second raceways 2r2 extend in the same direction, and the projections of the first raceways 2r1 on the corresponding reverse gear coupling sleeve 2p coincide with the corresponding second raceways 2r2.

[0118] Therefore, when the inertia centrifugal outer end cover 2o rotates forward, each ball 2s is located at the inner end of the corresponding first raceway 2r1 and the second raceway 2r2 respectively, and the return compression spring 2q forces the inertia centrifugal coupling disc 2n to move away from the reverse gear coupling sleeve 2p, thereby separating the inertia centrifugal coupling disc 2n from the reverse gear coupling sleeve 2p and being in the forward gear mode.

[0119] When the inertia centrifugal outer end cover 2o is reversed, each ball 2s is located at the outer end of the corresponding first raceway 2r1 and the second raceway 2r2, and forces the inertia centrifugal coupling disc 2n to approach the reverse gear coupling sleeve 2p, so that the inertia centrifugal coupling disc 2n is coupled with the reverse gear coupling sleeve 2p and rotates synchronously, and is in the reverse gear mode.

[0120] Thus, the task of switching between forward and reverse gears by utilizing inertia in both positive and negative directions is also accomplished. Moreover, since the structures of each first raceway 2r1 and the corresponding second raceway 2r2 are completely identical, the gear shifting is smooth.

[0121] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward, the inertia centrifugal coupling disc 2n is separated from the reverse gear coupling sleeve 2p, and the movable pressure disc 5b1 and the fixed pressure disc 5a1 compress the outer friction plates 5p and the inner friction plates 5o):

[0122] Motor shaft 3a → outer clutch plate bracket 5a → outer friction plates 5p and inner friction plates 5o → inner clutch plate bracket 5b → small support ring 5d → double end cam sleeves 5f → end cam sleeves 5g → output first-stage driven teeth 8b → output shaft 8a → output second-stage driving teeth 8c → differential input gear 9a → differential 9 → first half-shaft 4 and second half-shaft 6; in this embodiment, the first half-shaft 4 and the second half-shaft 6 transmit the output power to the two wheels.

[0123] At this time, the outer ring of the third overrunning clutch 2m surpasses the inner ring, and the resistance transmission route is: first half-shaft 4 and second half-shaft 6 → differential 9 → differential input gear 9a → output secondary driving teeth 8c → output shaft 8a → output primary driven teeth 8b → end face cam sleeve 5g → each double end face cam sleeve 5f → small support ring 5d → second elastic element group 5c2.

[0124] When the running resistance increases to a certain level, the resistance causes the axial force of the first end face cam pair a to overcome the second elastic element group 5c2, causing the first support plate 5d1 of the small support ring 5d to move axially and compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, so that the friction clutch can be "very easily" disengaged. The power is transmitted through the following route, namely the low-speed gear power transmission route (when the motor shaft 3a rotates forward, at this time, gaps appear between the outer friction plates 5p and the inner friction plates 5o, and the inertia centrifugal engagement plate 2n is separated from the reverse gear engagement sleeve 2p):

[0125] Motor shaft 3a → outer clutch plate bracket 5a → power output sleeve 5j → third overrunning clutch 2m → third countershaft transmission sleeve 2l → secondary driven gear 5i → intermediate transmission sleeve 5h → inner clutch plate bracket 5b → small support ring 5d → each double end face cam sleeve 5f → end face cam sleeve 5g → output first-stage driven gear 8b → output shaft 8a → output second-stage driving gear 8c → differential input gear 9a → differential 9 → first half-shaft 4 and second half-shaft 6; in this embodiment, the first half-shaft 4 and the second half-shaft 6 transmit the output power to the two wheels.

[0126] The reverse gear power transmission route of this embodiment (when the motor shaft 3a rotates in reverse, at this time, the inertia centrifugal coupling disc 2n is coupled with the reverse gear coupling sleeve 2p) is consistent with the transmission route of the low speed gear power transmission route.

[0127] Example 5:

[0128] See Figure 9 and Figure 10The main structure of this embodiment is exactly the same as that of Example 4, except that: this embodiment further includes a real-time power detection component, which includes a transmission sensing cam sleeve 8d synchronously rotatably mounted on the output shaft 8a, an elastic element 8e elastically supported on the adjacent end faces of the transmission sensing cam sleeve 8d and the output secondary driving tooth 8c, a speed detection permanent magnet 8f and a displacement detection permanent magnet 8g both mounted on the transmission sensing cam sleeve 8d, and a speed detection Hall element 8h and a displacement detection Hall element 8i both disposed on the housing of the in-line clutch plate type adaptive automatic transmission electric drive axle. The transmission sensing cam sleeve 8d is capable of axially moving along the output shaft 8a, and a third end face cam pair c is formed between the end face of the transmission sensing cam sleeve 8d away from the output secondary driving tooth 8c and the adjacent end face of the output primary driven tooth 8b. The speed detection Hall element 8h is adapted to the speed detection permanent magnet 8f, and the displacement detection Hall element 8i is adapted to the displacement detection permanent magnet 8g. The structure of the third end cam pair c is the same as that of the first end cam pair a and the second end cam pair b. Therefore, when the torque and speed change, the transmission sensing cam sleeve 8d rotates relative to the output first-stage driven tooth 8b and can move axially along the output shaft 8a.

[0129] Therefore, through the cooperation of the speed detection Hall element 8h and the speed detection permanent magnet 8f, the real-time speed information can be accurately obtained. Through the cooperation of the displacement detection Hall element 8i and the displacement detection permanent magnet 8g, the real-time torque information can be simply converted. The speed information and torque information are then multiplied together to obtain the real-time power, thereby accurately detecting the real-time power, which is simple and reliable.

[0130] The present embodiment also includes an electronically controlled shift mechanism 10, which includes a hollow screw 10a that is synchronously rotated and sleeved on the motor shaft 3a, a transmission member 10b that is threadedly sleeved on the hollow screw 10a, a shift motor 10c that is arranged parallel to the motor shaft 3a, an active member 10i that is synchronously rotated and sleeved on the motor shaft of the shift motor 10c, and at least three push-pull rods 10d that are inserted into the outer clutch plate bracket 5a. Each push-pull rod 10d is parallel to the motor shaft 3a, and a large support ring 5e is provided with a side away from the small support ring 5d for A push ring 10g drives its axial movement, and a first plane bearing 10e is provided between the side of the push ring 10g away from the large support ring 5e and the inner end of each push-pull rod 10d. A connecting component 10f is provided between the outer end of each push-pull rod 10d and the inner end of the hollow screw 10a, which can enable the two to rotate relative to each other and enable the two to move axially synchronously. The hollow screw 10a and the transmission member 10b constitute a screw-nut moving pair, wherein each push-pull rod 10d can be axially moved through the fixed mounting plate 5a2, ensuring the reliable installation of each push-pull rod 10d.

[0131] In this embodiment, the active member 10i and the driven member 10b have the following two implementation modes:

[0132] Implementation 1 of the active member 10i and the driven member 10b: The active member 10i is a worm, and the driven member 10b is a worm wheel. Therefore, the active member 10i and the driven member 10b constitute a worm-wheel kinematic pair.

[0133] Implementation 2 of the driving member 10i and the driven member 10b: Implementation 1 of the driving member 10i and the driven member 10b: The driving member 10i is a driving gear, and the driven member 10b is a driven gear. Therefore, the driving member 10i and the driven member 10b are meshed. It should be noted that the driving gear and the driven gear can both be cylindrical gears or bevel gears.

[0134] Therefore, by the forward or reverse rotation of the motor shaft of the shift motor 10c, the push-pull rods 10d are driven to move axially synchronously through the worm gear motion pair (or gear transmission pair) and the screw nut motion pair, so that the large supporting ring 5e can be moved axially. Specifically, when the push-pull rods 10d are synchronously close to the large supporting ring 5e, the movable clamping plate 5b1 of the inner clutch plate bracket 5b can be close to the fixed clamping plate 5a1 of the outer clutch plate bracket 5a, thereby pressing the inner friction plates 5o and the outer friction plates 5p, so that the outer clutch plate bracket 5a can pass through the inner The friction plate 5o and each outer friction plate 5p transmit power to the inner clutch plate bracket 5b; when each push-pull rod 10d synchronously moves away from the large support ring 5e, under the elastic force of the first elastic element group 5c1 and the second elastic element group 5c2, the movable pressure plate 5b1 of the inner clutch plate bracket 5b moves away from the fixed pressure plate 5a1 of the outer clutch plate bracket 5a, thereby separating the inner friction plates 5o and each outer friction plate 5p from each other, and the outer clutch plate bracket 5a cannot transmit power to the inner clutch plate bracket 5b through the inner friction plates 5o and each outer friction plate 5p.

[0135] During active high- and low-speed shifting, the clutch plate mechanism acts as an excellent vibration dampener, effectively absorbing shift shock and ensuring an exceptionally smooth shifting process. Furthermore, the real-time power detection component 10g multiplies the torque measured by the speed to determine the real-time power of the electric drive system. This power information is then compared with the target power to determine whether active high- and low-speed shifting is necessary. This not only enables efficient active high- and low-speed shifting, but also significantly simplifies the electronic control algorithm.

[0136] Furthermore, the connecting assembly 10f includes a support ring 10f1, an outer end cover 10f2 and a second end face bearing 10f3. The outer end of each push-pull rod 10d is supported on one side of the support ring 10f1, and the outer end cover 10f2 covers the other side of the support ring 10f1. After one end of the hollow screw rod 10a is inserted into the center hole of the outer end cover 10f2, the diameter is expanded to form an annular limiting rib 10a1. The hole wall of the center hole of the outer end cover 10f2 is protruding with an outer end cover retaining ring 10f21 that is compatible with the annular limiting rib 10a1. The side of the annular limiting rib 10a1 away from the support ring 10f1 is supported on the outer end cover retaining ring 10f21, and the side close to the support ring 10f1 and the second end face bearing 10f3 are supported between the support ring 10f1 and the support ring 10f1. By providing the first plane bearing 10e and the second end bearing 10f3, the mutual independence of the various force transmission components can be ensured, which will neither affect the high-speed rotation of the outer clutch plate bracket 5a nor affect the stable operation of the hollow screw rod 10a and other components.

[0137] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention. Such changes fall within the scope of protection of the present invention.

Claims

1. A linear clutch-type adaptive automatic transmission electric drive axle, comprising a first half-shaft and a second half-shaft arranged coaxially, wherein a differential is connected between the inner ends of the first half-shaft and the second half-shaft, characterized in that: The first half-shaft is provided with a power motor and a speed change assembly, the motor shaft of the power motor is relatively rotatably mounted on the first half-shaft, and the speed change assembly includes a shaft sleeve relatively rotatably mounted on the first half-shaft, a frame clutch plate mechanism and an elastic mechanism both provided on the shaft sleeve, and a speed reduction and forward and backward shifting mechanism and a power output shaft assembly all provided parallel to the shaft sleeve; The elastic mechanism includes an end cam sleeve, a small supporting ring and a large supporting ring which are sequentially sleeved on the shaft sleeve along the axial direction, at least one double-end cam sleeve is provided between the end cam sleeve and the small supporting ring, and adjacent end surfaces of the end cam sleeve, the double-end cam sleeve, the small supporting ring and the large supporting ring all form a first end cam pair, the end cam sleeve rotates synchronously with the shaft sleeve, the small supporting ring, the large supporting ring and each double-end cam sleeve can rotate relative to the shaft sleeve, the small supporting ring and each double-end cam sleeve can move axially along the shaft sleeve, the small supporting ring has a radially extending first support plate, and the large supporting ring has a radially extending second support plate; The frame clutch plate mechanism includes an inner clutch plate bracket which is synchronously rotated and sleeved on the small supporting ring, and an outer clutch plate bracket which surrounds the circumferential outer side of the inner clutch plate bracket. The outer clutch plate bracket rotates synchronously with the motor shaft and is axially slidable to be equipped with multiple outer friction plates extending radially inward. The inner clutch plate bracket is axially slidable to be equipped with multiple inner friction plates extending radially outward. Each inner friction plate and each outer friction plate are alternately arranged between a fixed pressure plate of the outer clutch plate bracket and a movable pressure plate of the inner clutch plate bracket. Both sides of the first support plate The first and second elastic element groups are elastically supported between the inner clutch plate bracket and the second support plate respectively. The end face cam sleeve and one of the double end face cam sleeves are relatively rotatably fitted with a secondary driven gear. An intermediate transmission sleeve is provided between the secondary driven gear and the inner clutch plate bracket. The end faces of the intermediate transmission sleeve respectively form a second end face cam pair with the adjacent end faces of the secondary driven gear and the inner clutch plate bracket. The intermediate transmission sleeve is relatively rotatably fitted with a power output sleeve that rotates synchronously with the outer clutch plate bracket. The deceleration and front-rear shifting mechanism can transmit the power outputted by the power output sleeve to the secondary driven gear, and the power output shaft assembly can transmit the power outputted by the end cam sleeve to the differential; The power output shaft assembly includes an output shaft parallel to the first half-shaft, and a primary output driven tooth and a secondary output driving tooth integrally formed on the output shaft, the primary output driven tooth meshing with the end face cam sleeve, and the secondary output driving tooth meshing with the differential input gear of the differential; The fast gear power transmission route is: Motor shaft → external clutch plate bracket → each external friction plate and each internal friction plate → internal clutch plate bracket → small support ring → each double end face cam sleeve → end face cam sleeve → output first stage driven gear → output shaft → output second stage driving gear → differential input gear → differential → first half shaft and second half shaft.

2. The inline clutch plate type adaptive automatic transmission electric drive axle according to claim 1, characterized in that: The deceleration and front-to-rear shifting mechanism includes a deceleration shaft assembly and a manual reverse shaft assembly; The reduction shaft assembly includes a first reduction shaft parallel to the first half shaft, a second reduction driving tooth formed on the first reduction shaft, and a first overrunning clutch sleeved on the first reduction shaft, wherein the second reduction driving tooth is engaged with the second driven gear, and the outer ring of the first overrunning clutch has a first reduction driven tooth engaged with the first reduction driving tooth formed on the power output sleeve; The manual reverse axle assembly includes a layshaft parallel to the first half-shaft and a first layshaft transmission sleeve that is relatively rotatable and sleeved on the layshaft. The first layshaft transmission sleeve is formed with a reverse gear secondary driving tooth that meshes with the secondary driven gear. The layshaft is integrally formed with a reverse gear primary driven tooth that meshes with the reverse gear primary driving tooth formed on the power output sleeve. The layshaft is synchronously rotatably sleeved with a first shift fork sleeve that can slide axially. The first shift fork sleeve can be connected to or disconnected from the first layshaft transmission sleeve.

3. The inline clutch plate type adaptive automatic transmission electric drive axle according to claim 1, characterized in that: The deceleration and front-rear shifting mechanism includes a second deceleration shaft parallel to the first half-shaft, a second countershaft transmission sleeve that can rotate relatively to the second deceleration shaft, and a second overrunning clutch that is mounted on the second countershaft transmission sleeve. The second countershaft transmission sleeve is formed with a human-controlled secondary driving tooth that meshes with the secondary driven gear. The inner ring of the second overrunning clutch rotates synchronously with the second countershaft transmission sleeve. The outer ring of the second overrunning clutch has a human-controlled first-level driven tooth that meshes with the deceleration first-level driving tooth formed on the power output sleeve. The second deceleration shaft is synchronously rotated with a second shift fork sleeve that can slide axially. The second deceleration shaft can be connected to or disconnected from the second countershaft transmission sleeve.

4. The inline clutch plate type adaptive automatic transmission electric drive axle according to claim 1, characterized in that: The deceleration and front-rear shifting mechanism includes a third deceleration shaft parallel to the first half-shaft, a third countershaft transmission sleeve which can be relatively rotatably mounted on the third deceleration shaft, and a third overrunning clutch which is mounted on the third countershaft transmission sleeve. The third countershaft transmission sleeve is formed with an inertia secondary driving tooth which meshes with the secondary driven gear. The inner ring of the third overrunning clutch rotates synchronously with the third countershaft transmission sleeve. The outer ring of the third overrunning clutch has an inertia primary driven tooth which meshes with the deceleration primary driving tooth formed on the power output sleeve. The third deceleration shaft is provided with an inertia centrifugal coupling disk which can rotate relative to it, and an inertia centrifugal outer end cover and a reverse gear coupling sleeve which both rotate synchronously with it. The inertia centrifugal coupling disk can be axially movably arranged between the inertia centrifugal outer end cover and the reverse gear coupling sleeve. The reverse gear coupling sleeve and At least three return compression springs for driving the inertia centrifugal coupling discs to approach the inertia centrifugal outer end cover are elastically supported between the inertia centrifugal coupling discs, and each return compression spring is circumferentially distributed around the third reduction shaft. The inertia centrifugal outer end cover is concave on one side close to the inertia centrifugal coupling disc to form a plurality of first raceways evenly distributed along the circumference, and each first raceway is an involute structure or an Archimedean spiral structure arranged in the same direction. The inertia centrifugal coupling disc is concave on one side close to the inertia centrifugal outer end cover to form a plurality of second raceways evenly distributed along the circumference, and each second raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, and the depths of the first raceway and the second raceway gradually decrease from the inner end to the outer end, and each first raceway constitutes an involute raceway with the corresponding second raceway, and each involute raceway is provided with a ball. When the inertia centrifugal outer end cover rotates forward, each ball is located at the inner end of the corresponding involute raceway, and each reset compression spring forces the inertia centrifugal coupling disc to move away from the reverse gear coupling sleeve, thereby separating from the reverse gear coupling sleeve; when the inertia centrifugal outer end cover rotates reversely, each ball is located at the outer end of the corresponding involute raceway, and forces the inertia centrifugal coupling disc to approach the reverse gear coupling sleeve, thereby coupling with the reverse gear coupling sleeve and rotating synchronously.

5. The inline clutch plate type adaptive automatic transmission electric drive axle according to claim 1, characterized in that: It also includes a real-time power detection component, which includes a transmission sensing cam sleeve synchronously rotated on the output shaft, an elastic element elastically supported on the transmission sensing cam sleeve and the adjacent end faces of the output secondary active tooth, a speed detection permanent magnet and a displacement detection permanent magnet both installed on the transmission sensing cam sleeve, and a speed detection Hall element and a displacement detection Hall element both arranged on the housing of the one-line clutch plate type adaptive automatic speed electric drive bridge. The transmission sensing cam sleeve can move axially along the output shaft, and a third end face cam pair is formed between the end face of the transmission sensing cam sleeve away from the output secondary active tooth and the adjacent end face of the output first-stage driven tooth. The speed detection Hall element is adapted to the speed detection permanent magnet, and the displacement detection Hall element is adapted to the displacement detection permanent magnet.

6. The inline clutch plate type adaptive automatic transmission electric drive axle according to claim 5, characterized in that: The transmission member is a pair of threaded members which are connected to the transmission shaft to form a pair of rotating bosses, the threaded members being threaded together and the like, and the like, which are connected to the transmission shaft to form a pair of rotating bosses. The transmission member is a pair of threaded members which are connected to the transmission shaft to form a pair of rotating bosses. The transmission member is a pair of threaded members which are connected to the transmission shaft to form a pair of rotating bosses. The transmission member is a pair of threaded members which are connected to the transmission shaft to form a pair of rotating bosses. The active member is a worm, the transmission member is a worm wheel, and the worm and worm wheel form a worm-wheel kinematic pair; or the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear.

7. The inline clutch plate type adaptive automatic speed-changing electric drive axle according to claim 6, characterized in that: The connecting assembly includes a support ring, an outer end cover and a second end face bearing. The outer end of each push-pull rod is supported on one side of the support ring, and the outer end cover is covered on the other side of the support ring. One end of the hollow screw rod is inserted into the center hole of the outer end cover and then expanded to form an annular limiting rib. An outer end cover retaining ring that is compatible with the annular limiting rib is protruded on the hole wall of the center hole of the outer end cover. The side of the annular limiting rib away from the support ring is supported on the outer end cover retaining ring, and the second end face bearing is supported between the side close to the support ring and the support ring.

8. The inline clutch plate type adaptive automatic transmission electric drive axle according to claim 1, characterized in that: The outer clutch plate is fixedly mounted with a transfer synchronous retaining ring corresponding to each inner friction plate, and each transfer synchronous retaining ring is located on a side of the corresponding inner friction plate away from the movable pressure plate. The outer friction plate and the inner friction plate between the two adjacent transfer synchronous retaining rings constitute a clutch unit. The outer clutch plate bracket is slidably mounted with an outer elastic ring corresponding to each outer friction plate, and each outer elastic ring is located on a side of the corresponding outer friction plate close to the fixed pressure plate, and is located on the circumferential outside of the corresponding inner friction plate. A sliding gap is left between the outer friction plate farthest from the fixed pressure plate and the outer clutch plate bracket. An inner elastic ring capable of axially sliding along the inner clutch plate bracket is provided between adjacent inner friction plates, and each inner elastic ring is located on the circumferential inside of the corresponding outer friction plate. The inner clutch plate bracket also includes a clutch plate mounting sleeve, the movable pressure plate is fixedly sleeved on one end of the clutch plate mounting sleeve close to the fixed mounting plate, the outer peripheral surface of the clutch plate mounting sleeve is processed with multiple external splines evenly distributed along its circumference, the inner edges of the inner friction plates are provided with spline grooves that cooperate with the external splines, and the inner elastic rings are able to axially slide on the external splines; The clutch plate mounting sleeve is integrally formed with a disc spring support plate extending radially inward at one end away from the movable pressure plate, and an inner bracket transmission sleeve is formed by extending axially from the inner end of the disc spring support plate in a direction away from the movable pressure plate. The end of the first elastic element group away from the first support plate is elastically supported on the disc spring support plate, and the inner bracket transmission sleeve can be relatively rotatably mounted on one of the double-end cam sleeves, and one of the double-end cam sleeves can be rotatably mounted on an intermediate transmission sleeve located between the secondary driven gear and the inner bracket transmission sleeve, and the secondary driven gear can drive the inner bracket transmission sleeve to rotate through the intermediate transmission sleeve.

9. The inline clutch plate type adaptive automatic transmission electric drive axle according to claim 8, characterized in that: The outer clutch plate bracket also includes a fixed mounting plate coaxially arranged with the fixed pressure plate and at least three sliding support rods uniformly distributed circumferentially between the fixed pressure plate and the fixed mounting plate, the fixed mounting plate being synchronously rotated and fitted on the first half-shaft, and leaving the sliding gap between the adjacent outer friction plates, each push-pull rod being able to axially move through the fixed mounting plate, and each sliding support rod having two ends locked with the fixed pressure plate and the fixed mounting plate by bolts, the outer friction plates being provided with friction plate mounting holes that match the shaft holes of each sliding support rod, and the outer elastic ring being provided with elastic ring mounting holes that match the shaft holes of each sliding support rod, so that each outer friction plate and each outer elastic ring can move axially along all the sliding support rods; The fixing pressure plate is recessed on one side near the fixed mounting plate to form a first positioning groove adapted for each sliding support rod, and the bottom of the first positioning groove is coaxially provided with a first bolt through-hole, and the fixing mounting plate is recessed on one side near the fixed pressure plate to form a second positioning groove adapted for each sliding support rod, and the bottom of the second positioning groove is coaxially provided with a second bolt through-hole, and the two ends of the sliding support rod are respectively provided with a first threaded hole and a second threaded hole. After the two ends of each sliding support rod are embedded in the corresponding first positioning groove and second positioning groove, the first bolt through-hole and the first threaded hole and the second bolt through-hole and the second threaded hole are connected, and are respectively locked by corresponding bolts, so that the fixed pressure plate, the fixed mounting plate and the sliding support rods form a frame structure.

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