Linear taper clutch type self-adaptive automatic transmission electric drive axle

Abstract

The linear taper clutch type self-adaptive automatic speed change electric drive axle comprises a first half shaft, a second half shaft and a differential mechanism which are coaxially arranged, a power motor and a speed change assembly are both installed on the first half shaft and arranged in a linear mode, the structural compactness is extremely high, and the linear taper clutch type self-adaptive automatic speed change electric drive axle is suitable for application scenes with extremely strict requirements for installation space. And meanwhile, the expansibility of the structure is excellent, various functional modules such as human-controlled reversing, inertial reversing and active upshift and downshift according to real-time power can be flexibly expanded according to actual requirements, and the design requirements of platformization and modularization are met. Moreover, the motor can always work efficiently in the current high-efficiency area according to the change of the driving intention, a multi-parameter control strategy with the consciousness and intention of people as priority is realized, harmony and unification of people, vehicles, roads and running resistance / running load are realized, and the driving safety is improved. The important scientific and engineering technology common key problem of traction / driving force-running resistance / load efficient and accurate balance control is solved.

Description

Technical Field

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

[0002] Electric two-wheeled vehicles refer to mechatronic personal transportation vehicles that use batteries as auxiliary energy and are equipped with motors, controllers, display instrument systems and other components on the basis of two-wheeled vehicles. They are not only travel tools, but also advanced new tools for leisure and entertainment, green travel, and can also meet the needs of fitness, personality display, social interaction, etc., with obvious advantages in economy and convenience.

[0003] Compared with the electric drive system equipped with a gearbox only, the gearbox has less power output loss, can provide higher driving torque in the constant torque area, and provide higher speed in the constant power area, and can also achieve high torque and high efficiency under low-speed and heavy-load conditions. What's better is that the timing of the electric motor power burst can be selected to optimize and improve the power output efficiency of the drive motor, enhance the continuous acceleration performance, and have a broader high-efficiency platform. It can fully meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving, greatly improve power, economy and comfort, and help reduce manufacturing and use costs, reduce battery capacity, lightweight and reduce volume, reduce vehicle weight and many other advantages that are difficult to achieve with only a reduction gearbox.

[0004] As products are upgraded, users are more demanding on performance, efficiency and range, and less sensitive to weight and cost. A variable-speed transmission should be the future development trend of electric motorcycle transmission systems. From 2013 to date, the inventor team of this application has designed a series of adaptive friction clutches for matching transmissions.

[0005] For example, a Chinese patent (application number: CN201310389721, name: multi-cam adaptive multi-speed automatic transmission) discloses a variety of transmission systems that use conical friction pairs combined with preload control transmission. The system uses the output power and driving resistance properties of the motor to change the transmission route through the friction transmission component, the end cam clutch mechanism, and the overrunning clutch, and selects high-speed or low-speed gears according to the load to switch gears. The outer surface of the friction transmission component is designed to be a conical body, and the inner ring of the friction ring is constructed into a conical hole structure that matches the conical surface. The elastic element at the right end of the friction transmission component pushes the friction transmission component into the conical hole to achieve power connection. The end cam at the left end of the friction transmission component is pushed by the load to leave the conical hole to achieve power separation. In the end cam clutch mechanism described in the document, the part responsible for performing separation and connection is composed of the friction transmission component and the elastic element.

[0006] However, the series of tapered clutch electric drive systems designed by the inventor team of this application cannot be directly installed on the drive axle, and all require a separate installation space, making them unsuitable for some application scenarios that have extremely stringent requirements on the installation space.

[0007] Solving the above problems has become a top priority. Summary of the invention

[0008] In view of this, the present invention provides a straight-line taper clutch type adaptive automatic speed-changing electric drive axle.

[0009] The technical solution is as follows:

[0010] The first aspect of the present application relates to a straight-line taper clutch type adaptive automatic transmission electric drive axle, comprising a first half-shaft and a second half-shaft arranged coaxially, a differential connected between the inner end of the first half-shaft and the inner end of the second half-shaft, a power motor and a transmission assembly arranged on the first half-shaft, a motor shaft of the power motor being relatively rotatably sleeved on the first half-shaft, the transmission assembly comprising a sleeve being relatively rotatably sleeved on the first half-shaft, a taper clutch mechanism and an elastic mechanism both arranged on the sleeve, and a speed reduction and front and rear shifting mechanism and a power output shaft assembly all arranged parallel to the sleeve;

[0011] The elastic mechanism comprises an end face cam sleeve, a small support ring and a large support ring which are sequentially sleeved on the shaft sleeve along the axial direction, at least one double end face cam sleeve is arranged between the end face cam sleeve and the small support ring, the adjacent end faces of the end face cam sleeve, the double end face cam sleeve, the small support ring and the large support ring all constitute a first end face cam pair, the end face cam sleeve rotates synchronously with the shaft sleeve, the small support ring, the large support ring and each double end face cam sleeve can rotate relative to the shaft sleeve, the small support ring and each double end face cam sleeve can move axially along the shaft sleeve, the small support ring has a first support plate extending radially, and the large support ring has a second support plate extending radially;

[0012] The tapered clutch mechanism comprises an inner tapered sleeve which is synchronously and rotatably mounted on the small support ring and an outer tapered sleeve which is frictionally mounted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve rotates synchronously with the motor shaft, the inner tapered sleeve can slide axially relative to the sleeve, the first support disk has first and second elastic element groups elastically supported between the inner tapered sleeve and the second support disk on both sides, the end face cam sleeve and one of the double end face cam sleeves are relatively rotatably mounted with a secondary driven gear, an intermediate transmission sleeve is arranged between the secondary driven gear and the inner tapered sleeve, the end faces of the intermediate transmission sleeve at both ends respectively form a second end face cam pair with the adjacent end faces of the secondary driven gear and the inner tapered sleeve, the intermediate transmission sleeve is relatively rotatably mounted with a power output sleeve which rotates synchronously with the outer tapered sleeve;

[0013] The speed reduction 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.

[0014] The above straight-line taper clutch adaptive automatic speed-changing electric drive axle has the following beneficial effects:

[0015] 1. The power motor and the 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 no additional installation space is required. It is suitable for some application scenarios with extremely strict requirements on installation space.

[0016] 2. The transmission assembly based on the tapered clutch mechanism has the function of adaptive shifting. It can sense and recognize road conditions and transient load change information (uphill, downhill, load, tailwind, headwind, flat road, road adsorption) when there is insufficient information or no information or the electronically controlled shift mechanism cannot work. It does not require human intervention or other mechanisms and does not rely on any external control. The system is fully autonomous in the process of outputting power. It changes with load / resistance and outputs reasonable torque and speed (power target) synchronously and adaptively in a timely and uninterrupted manner. The system completes the tasks of power supply, transmission, distribution and output, and meets the requirements of efficient and energy-saving use throughout the process.

[0017] 3. Enable the motor to always work efficiently in the current high-efficiency area according to changes in driving intentions, implement a "multi-parameter" control strategy that prioritizes human consciousness and intentions, achieve a harmonious unity of people, vehicles, roads and driving resistance / operating load, and solve the major common scientific and engineering technology key problems of efficient and precise balance control of traction / driving force-driving resistance / load.

[0018] 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 platform and modular design requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 1 when it is in the forward gear;

[0020] Figure 2 It is a structural schematic diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 1 when it is in reverse gear;

[0021] Figure 3 It is a schematic structural diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 2 when it is in the forward gear;

[0022] Figure 4It is a structural schematic diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 2 when it is in reverse gear;

[0023] Figure 5 It is a structural schematic diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 3 when it is in the forward gear;

[0024] Figure 6 It is a structural schematic diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 3 when it is in reverse gear;

[0025] Figure 7 It is a structural schematic diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 4 when it is in the forward gear;

[0026] Figure 8 It is a structural schematic diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 4 when it is in reverse gear;

[0027] Fig. 9 It is a structural schematic diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 5 when it is in the forward gear;

[0028] Fig.10 It is a structural schematic diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 5 when it is in reverse gear;

[0029] Fig.11 It is a schematic diagram of the structure of the outer cone sleeve;

[0030] Fig.12 It is a schematic diagram of the structure of the inner cone sleeve. DETAILED DESCRIPTION

[0031] The present invention is further described below in conjunction with embodiments and drawings.

[0032] Embodiment 1:

[0033] like Figure 1 , Figure 2 , Fig.11 and Fig.12 As shown, a straight-line taper clutch type adaptive automatic transmission electric drive axle mainly includes a drive axle, a power motor 3 and a transmission assembly. The drive axle includes a first half shaft 4 and a second half shaft 6 arranged coaxially, and a differential 9 is connected between the inner end of the first half shaft 4 and the inner end of the second half shaft 6. The power motor 3 and the transmission assembly are both arranged on the first half shaft 4, so the structure is extremely compact and no additional installation space is required, which is suitable for some application scenarios with extremely strict requirements on installation space.

[0034] The motor shaft 3a of the power motor 3 is relatively 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 speed change assembly includes a sleeve 1 relatively rotatably mounted on the first half shaft 4, a taper clutch mechanism and an elastic mechanism both arranged on the sleeve 1, and a speed reduction and front and rear shifting mechanism 2 and a power output shaft assembly 8 both arranged parallel to the sleeve 1.

[0035] 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.

[0036] 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 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 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.

[0037] The taper clutch mechanism includes an inner tapered sleeve 5b which is synchronously rotated on the small support ring 5d and an outer tapered sleeve 5a which surrounds the inner tapered sleeve 5b in a circumferential direction. The outer tapered sleeve 5a rotates synchronously with the motor shaft 3a, that is, the motor shaft 3a can drive the outer tapered sleeve 5a to rotate synchronously with it. In this embodiment, the outer tapered sleeve 5a is spline-matched with the motor shaft 3a, which is simple and reliable.

[0038] In this embodiment, the inner circumference of the inner cone sleeve 5b is splined with the outer circumference of the small support ring 5d, which is simple and reliable. The inner cone sleeve 5b can slide axially relative to the shaft sleeve 1, and the outer cone sleeve 5a and the inner cone sleeve 5b are both annular structures as a whole, and the rotation axis of the outer cone sleeve 5a coincides with the rotation axis of the inner cone sleeve 5b.

[0039] The inner cone sleeve 5b comprises an inner cone sleeve body 5b1 of an annular structure, the circumferential outer wall of the inner cone sleeve body 5b1 is an inner friction cone surface 5b11 of a conical surface structure, and the circumferential inner wall of the inner cone sleeve body 5b1 is spline-matched with the outer circumferential surface of the first support plate 5d1.

[0040] Correspondingly, the outer cone sleeve 5a comprises an outer cone sleeve body 5a1 which is sleeved outside the inner cone sleeve body 5b1. The circumferential inner wall of the outer cone sleeve body 5a1 is an outer friction cone surface 5a11 with a conical structure. The outer friction cone surface 5a11 is frictionally matched with the inner friction cone surface 5b11.

[0041] Furthermore, a friction material layer is sintered on the outer friction cone surface 5a11, and an oil path is distributed on the friction material layer. The inner cone sleeve body 5b1 is distributed with oil holes penetrating along the wall thickness direction. Lubricating oil can enter the outer friction cone ring surface from the inner cone sleeve body 5b1 through the oil holes, and then the lubricating oil is distributed on the outer friction cone ring surface along the oil path, which can cool, reduce friction and clean the cone ring surface, and can balance the air pressure of the outer cone sleeve 5a and the inner cone sleeve 5b.

[0042] The end cover 5a3 is formed at one end of the outer cone sleeve body 5a1 close to the large support ring 5e. The end cover 5a3 includes a cylindrical end cover spline sleeve 5a31 and an end cover body 5a32 integrally formed around the end cover spline sleeve 5a31. The end cover spline sleeve 5a31 is spline-fittedly mounted on the main shaft 4. The outer edge of the end cover body 5a32 is locked with the outer edge of the outer cone sleeve body 5a1 by multiple bolts. It is not only stable and reliable, but also easy to assemble, ensuring assembly accuracy.

[0043] The end of the inner cone sleeve body 5b1 away from the large supporting ring 5e has a disc spring support plate 5b2 extending radially inward, and an inner cone sleeve transmission sleeve 5b3 extending axially from the inner end of the disc spring support plate 5b2 in a direction away from the large supporting ring 5e. The end of the first elastic element group 5c1 away from the first support plate 5d1 is elastically supported on the disc spring support plate 5b2, and the inner cone sleeve transmission sleeve 5b3 can be relatively rotatably mounted on one of the double-end cam sleeves 5f. 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 cone sleeve transmission sleeve 5b3. The secondary driven gear 5i can drive the inner cone sleeve transmission sleeve 5b3 to rotate through the intermediate transmission sleeve 5h.

[0044] In this embodiment, the inner cone sleeve body 5b1 of the inner cone sleeve 5b surrounds the first support plate 5d1 and the second support plate 5e1, the outer circumference of the first support plate 5d1 is splined with the inner circumference of the inner cone sleeve body 5b1, and the first elastic element group 5c1 and the second elastic element group 5c2 are elastically supported between the disc spring support plate 5b2 and the second support plate 5e1 of the inner cone sleeve 5b on both sides of the first support plate 5d1, that is, the first elastic element group 5c1 is elastically supported between the disc spring support plate 5b2 of the inner cone sleeve 5b and the first support plate 5d1, and the second elastic element group 5c2 is elastically supported between the first support plate 5d1 and the second support plate 5e1. It should be pointed out that the first elastic element group 5c1 and the second elastic element group 5c2 are preferably disc spring groups, which are durable, stable and reliable.

[0045] The adjacent end faces of the end face cam sleeve 5g, the double end face cam sleeve 5f, the small support ring 5d and the large support ring 5e all constitute the first end face cam pair a. When power is transmitted between the end face cam sleeve 5g, the double end face cam sleeve 5f, the small support ring 5d and the large support ring 5e, the first end face cam pair a generates two components of force in the axial direction and the circumferential direction. 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 first end face cam pair a is related to the power output rotation direction. Based on the above records, those skilled in the art can know what direction of axial force can be exerted by what rotation direction of the axial cam pair, on the premise of knowing the power output direction, and will not be repeated here.

[0046] The end face cam sleeve 5g and one of the double end face cam sleeves 5f are rotatably mounted with a secondary driven gear 5i, that is, the secondary driven gear 5i can be 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.

[0047] An intermediate transmission sleeve 5h is arranged between the secondary driven gear 5i and the inner tapered sleeve 5b. The end faces of the intermediate transmission sleeve 5h at both ends respectively form a second end face cam pair b with the adjacent end faces of the secondary driven gear 5i and the inner tapered sleeve 5b. Similar to the first end face cam pair a, when power is transmitted between the intermediate transmission sleeve 5h and the secondary driven gear 5i and the inner tapered sleeve 5b, the second end face cam pair b generates two components of force in the axial and circumferential directions. 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 direction of axial force can be applied by what rotation direction of the axial cam pair, on the premise of knowing the power output direction, and will not be repeated here.

[0048] Therefore, the first elastic element group 5c1 and the second elastic element group 5c2 work together to drive the inner cone sleeve body 5b1 to have a tendency to approach the outer cone sleeve body 5a1, that is, to drive the inner friction cone surface 5b11 to press against the outer friction cone surface 5a11.

[0049] In this embodiment, the outer end of the disc spring support plate 5b2 is integrally formed with the inner cone sleeve body 5b1, and the inner cone sleeve 5b can move axially relative to the large support ring 5e. Therefore, it is possible to adaptively perform fast and slow gear shifting according to the driving resistance. When the driving resistance forces the small support ring 5d to compress the second elastic element group 5c2 and the inner cone sleeve body 5b1 moves away from the outer cone sleeve body 5a1, a gap is formed between the inner friction cone surface 5b11 and the outer friction cone surface 5a11.

[0050] In this embodiment, the stiffness coefficient of the second elastic element group 5c2 is greater than or equal to the stiffness coefficient of the first elastic element group 5c1. Therefore, when the inner cone sleeve 5b is not affected by the resistance torque and moves away from the intermediate transmission sleeve 5h, it has a tendency to be close to the outer cone sleeve 5a, making the inner cone sleeve 5b and the outer cone sleeve 5a less likely to slip and better combined, and the first elastic element group 5c1 cooperates with the second elastic element group 5c2 to unload more force, and frequent gear shifting will not occur due to the rapid change of driving resistance in a short time, thereby reducing the loss of the system caused by gear shifting.

[0051] The intermediate transmission sleeve 5h is relatively rotatably mounted with a power output sleeve 5j that rotates synchronously with the outer cone sleeve 5a. The speed reduction and front and rear shifting mechanism 2 can transmit the power outputted by the power output sleeve 5j to the secondary driven gear 5i, and the power output shaft assembly 8 can transmit the power outputted by the end cam sleeve 5g to the differential 9.

[0052] See also 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.

[0053] The reduction shaft assembly includes a first reduction shaft 2a parallel to the first half shaft 4, a second-stage reduction driving tooth 2b formed on the first reduction shaft 2a, and a first overrunning clutch 2c sleeved on the first reduction shaft 2a, the second-stage reduction driving tooth 2b meshes with the second-stage driven gear 5i, and the outer ring of the first overrunning clutch 2c has a first-stage reduction driven tooth 2c1 meshed with the first-stage reduction driving tooth 5j1 formed on the power output sleeve 5j. When the first overrunning clutch 2c is in a coupled state, the first-stage reduction driving tooth 5j1 can drive the first reduction shaft 2a to rotate through the first overrunning clutch 2c, and when the first overrunning clutch 2c is in an overrunning state, the first-stage reduction driving tooth 5j1 will not transmit power to the first reduction shaft 2a.

[0054] The manual reverse shaft assembly includes a secondary shaft 2d parallel to the first half shaft 4 and a first secondary shaft transmission sleeve 2e which can be relatively rotatably mounted on the secondary shaft 2d, a reverse gear secondary driving tooth 2e1 meshing with the secondary driven gear 5i is formed on the first secondary shaft transmission sleeve 2e, a reverse gear primary driven tooth 2d1 meshing with the reverse gear primary driving tooth 5j2 formed on the power output sleeve 5j is integrally formed on the secondary shaft 2d, and a first shift fork sleeve 2f capable of axial sliding is synchronously rotatably mounted on the secondary shaft 2d, and the first shift fork sleeve 2f can be combined with or disconnected from the first secondary shaft transmission sleeve 2e. That is, when the first shift fork sleeve 2f is combined with the first secondary shaft transmission sleeve 2e, the secondary shaft 2d, the first shift fork sleeve 2f and the first secondary shaft transmission sleeve 2e rotate synchronously and are in a reverse gear state; when the first shift fork sleeve 2f is separated from the first secondary shaft transmission sleeve 2e, the first secondary shaft transmission sleeve 2e will not rotate synchronously with the secondary shaft 2d and is in a forward gear state.

[0055] Furthermore, the first fork sleeve 2f is splined with the secondary shaft 2d, which is simple and reliable. That is, the outer circumferential surface of the secondary shaft 2d is processed with an external spline, and the inner circumferential surface of the first fork sleeve 2f is processed with an internal spline that forms a spline with the external spline of the secondary shaft 2d. The outer circumferential surface of the first secondary shaft transmission sleeve 2e near one end of the first fork sleeve 2f is processed with a coupling spline 2e2 that can form a spline with the internal spline of the first fork sleeve 2f.

[0056] The power output shaft assembly 8 includes an output shaft 8a parallel to the first half shaft 4, and an output primary driven tooth 8b and an output secondary driving tooth 8c integrally formed on the output shaft 8a. The output primary driven tooth 8b meshes with the end face cam sleeve 5g, and the output secondary driving tooth 8c meshes with the differential input gear 9a of the differential 9. The outer diameter of the end face cam sleeve 5g is smaller than the outer diameter of the output primary driven tooth 8b, and the outer diameter of the output secondary driving tooth 8c is smaller than the outer diameter of the differential input gear 9a, thereby realizing a two-stage reduction transmission.

[0057] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward, the first shift fork sleeve 2f is separated from the first secondary shaft transmission sleeve 2e, and the inner cone sleeve 5b presses the outer cone sleeve 5a):

[0058] Motor shaft 3a→outer tapered sleeve 5a→inner tapered sleeve 5b→small support ring 5d→each double end cam sleeve 5f→end 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.

[0059] At this time, the outer ring of the first overrunning clutch 2c exceeds 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.

[0060] 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, so that the first support plate 5d1 of the small support ring 5d moves axially to compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, so that the friction clutch can be separated "very easily", and the power is transmitted through the following route, that is, the low-speed gear power transmission route (when the motor shaft 3a rotates forward and the first fork sleeve 2f is separated from the first secondary shaft transmission sleeve 2e, at this time, sliding friction occurs between the inner cone sleeve 5b and the outer cone sleeve 5a):

[0061] Motor shaft 3a→outer tapered sleeve 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→inner tapered sleeve 5b→small support ring 5d→each double end cam sleeve 5f→end 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.

[0062] 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 tapered sleeve 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 gear power transmission process, the slow gear 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 gear power transmission process.

[0063] It can be seen from the above transmission route that 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 to form 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 an overrunning state.

[0064] When the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the first end cam pair a to produce axial displacement, and the second elastic element group 5c2 is compressed by the first end cam pair a, and the clutch is disengaged after the first elastic element group 5c1 is released; the low-speed gear start is automatically realized, the starting time is shortened, and the starting force is reduced. At the same time, the second elastic element group 5c2 absorbs the energy of the motion resistance torque to store potential energy for restoring the power transmission of the fast gear.

[0065] After successful startup, due to the reduction of driving resistance, when the axial force is reduced to less than the pressure generated by the second elastic element group 5c2, the first elastic element group 5c1 is compressed under the pressure release of the second elastic element group 5c2 generated by the compression of the movement resistance, pushing the inner cone sleeve 5b to press the outer cone sleeve 5a, completing the clutch recovery to a tight fit state, and the first overrunning clutch 2c is in an overrunning state.

[0066] 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.

[0067] 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 secondary shaft transmission sleeve 2e):

[0068] Motor shaft 3a→outer tapered sleeve 5a→power output sleeve 5j→counter shaft 2d→first shift fork sleeve 2f→first counter shaft transmission sleeve 2e→secondary driven gear 5i→intermediate transmission sleeve 5h→inner tapered sleeve 5b→small support ring 5d→each double end cam sleeve 5f→end 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 the present embodiment, the first half shaft 4 and the second half shaft 6 transmit the output power to the two wheels.

[0069] Embodiment 2:

[0070] See also Figure 3 and Figure 4 The main structure of this embodiment is exactly the same as that of the embodiment 1, and the difference lies in that it also includes a real-time power detection component, which includes a transmission sensing cam sleeve 8d synchronously and rotatably sleeved 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 active 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 straight-line taper clutch type adaptive automatic transmission electric drive bridge, the transmission sensing cam sleeve 8d can move axially 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 active 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 the rotational speed change, the transmission sensing cam sleeve 8d rotates relative to the output primary driven tooth 8b and can move axially along the output shaft 8a.

[0071] 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.

[0072] Embodiment 3:

[0073] See also Figure 5 and Figure 6The main structure of this embodiment is exactly the same as that of embodiment 1, except that the reduction and front-rear shifting mechanism 2 includes a second reduction shaft 2g parallel to the first half shaft 4, a second secondary shaft transmission sleeve 2h which can rotate relatively to the second reduction shaft 2g, and a second overrunning clutch 2i which is mounted on the second secondary shaft transmission sleeve 2h. The second secondary shaft 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 secondary shaft transmission sleeve 2h. The outer ring of the second overrunning clutch 2i has a human-controlled primary driven tooth 2i1 which meshes with the reduction 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 or disconnected with the second secondary shaft transmission sleeve 2h.

[0074] Therefore, when the second fork sleeve 2j is combined with the second secondary shaft transmission sleeve 2h, the outer ring of the second overrunning clutch 2i, the second reduction shaft 2g, the second fork sleeve 2j and the second secondary shaft transmission sleeve 2h are fixedly connected as a whole and rotate synchronously. Therefore, by controlling the motor shaft 3a to reverse through the motor 3, the reverse gear can be realized. The structure is extremely simple, which ensures the compactness of the overall structure and improves the convenience of installation. When the second fork sleeve 2j is disconnected from the second secondary shaft transmission sleeve 2h, the second overrunning clutch 2i can realize the split function of the high speed gear and the low speed gear. The overall structure is simple, which is conducive to lightweight and integration.

[0075] 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, thereby realizing second-stage deceleration and torque increase.

[0076] Specifically, a circle of first combining teeth 2j1 is formed on the outer circumference of one end of the second fork sleeve 2j near the second secondary shaft transmission sleeve 2h, and a circle of second combining teeth 2h2 matched with the first combining teeth 2j1 is formed on the inner circumference of one end of the second secondary shaft transmission sleeve 2h near the second fork sleeve 2j; when the second fork sleeve 2j slides to a position away from the second secondary shaft transmission sleeve 2h, the first combining teeth 2j1 are separated from the second combining teeth 2h2; when the end of the second fork sleeve 2j near the second secondary shaft transmission sleeve 2h is inserted into the second secondary shaft transmission sleeve 2h, the first combining teeth 2j1 are combined with the second combining teeth 2h2. The reliability of the combination of the second fork sleeve 2j and the second secondary shaft transmission sleeve 2h can be ensured by the first combining teeth 2j1 and the second combining teeth 2h2. At the same time, the second fork sleeve 2j is spline-matched with the second reduction shaft 2g, which is stable and reliable.

[0077] Furthermore, the end of the second reduction shaft 2g close to the second overrunning clutch 2i protrudes radially to form a spline keyway that cooperates with the outer ring spline of the second overrunning clutch 2i. Through such a design, not only the integration is high, but also the cooperation between the second reduction shaft 2g and the outer ring of the second overrunning clutch 2i is stable and reliable.

[0078] Furthermore, the second countershaft transmission sleeve 2h is installed on the second reduction shaft 2g through at least two needle bearings, thereby ensuring reliable installation of the second countershaft transmission sleeve 2h.

[0079] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward, the second fork sleeve 2j is separated from the second secondary shaft transmission sleeve 2h, and the inner cone sleeve 5b presses the outer cone sleeve 5a):

[0080] Motor shaft 3a→outer tapered sleeve 5a→inner tapered sleeve 5b→small support ring 5d→each double end cam sleeve 5f→end 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.

[0081] At this time, the outer ring of the second overrunning clutch 2i 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 tooth 8c → output shaft 8a → output primary driven tooth 8b → end face cam sleeve 5g → each double end face cam sleeve 5f → small support ring 5d → second elastic element group 5c2.

[0082] 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, so that the first support plate 5d1 of the small support ring 5d moves axially to compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, so that the friction clutch can be separated "very easily", and the power is transmitted through the following route, that is, the low-speed gear power transmission route (when the motor shaft 3a rotates forward and the first fork sleeve 2f is separated from the first secondary shaft transmission sleeve 2e, sliding friction occurs between the inner cone sleeve 5b and the outer cone sleeve 5a):

[0083] Motor shaft 3a→outer tapered sleeve 5a→power output sleeve 5j→second overrunning clutch 2i→second countershaft transmission sleeve 2h→secondary driven gear 5i→intermediate transmission sleeve 5h→inner tapered sleeve 5b→small support ring 5d→each double end cam sleeve 5f→end 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 the present embodiment, the first half shaft 4 and the second half shaft 6 transmit the output power to the two wheels.

[0084] 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.

[0085] Embodiment 4:

[0086] See also Figure 7 and Figure 8 The main structure of this embodiment is exactly the same as that of embodiment 1, except that the reduction and front-rear shifting mechanism 2 includes a third reduction shaft 2k parallel to the first half shaft 4, a third secondary shaft 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 secondary shaft transmission sleeve 2l, the third secondary shaft 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 secondary shaft transmission sleeve 2l, and the outer ring of the third overrunning clutch 2m has a reduction gear 2l1 which meshes with the secondary driven gear 5i formed on the third secondary shaft transmission sleeve 2l. The inertia first-stage driven teeth 2m1 meshed with the first-stage active teeth 5j1, the third reduction shaft 2k is provided with an inertia centrifugal coupling disc 2n capable of rotating relative thereto, and an inertia centrifugal outer end cover 2o and a reverse gear coupling sleeve 2p both rotating synchronously therewith, the inertia centrifugal coupling disc 2n can be axially movably arranged between the inertia centrifugal outer end cover 2o and the reverse gear coupling sleeve 2p, at least three return compression springs 2q for driving the inertia centrifugal coupling disc 2n close to the inertia centrifugal outer end cover 2o are elastically supported between the reverse gear coupling sleeve 2p and the inertia centrifugal coupling disc 2n, and each return compression spring 2q is distributed around the third reduction shaft 2k along the circumferential direction. The return compression springs 2q of this embodiment are preferably evenly distributed along the circumferential direction, so that the force acting on the reverse gear coupling sleeve 2p and the inertia centrifugal coupling disc 2n is more uniform.

[0087] 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, thereby realizing second-stage deceleration and torque increase.

[0088] The outer peripheral surface of the reverse gear coupling sleeve 2p has a coupling disc portion 2p2 extending in the radial direction, and the side surface of the coupling disc portion 2p2 close to the inertia centrifugal outer end cover 2o has a circle of passive coupling teeth 2p1, and the side surface of the inertia centrifugal coupling disc 2n close to the reverse gear coupling sleeve 2p has a circle of active coupling teeth 2n1 adapted to the passive coupling teeth 2p1. When the active coupling teeth 2n1 are coupled with the passive coupling teeth 2p1, the inertia centrifugal coupling disc 2n and the reverse gear coupling sleeve 2p rotate synchronously, and when the active coupling teeth 2n1 are separated from the passive coupling teeth 2p1, the inertia centrifugal coupling disc 2n and the reverse gear coupling sleeve 2p no longer rotate synchronously.

[0089] In this embodiment, a reverse gear end face bearing 2t is installed on the surface of the side of the inertial centrifugal coupling disc 2n close to the coupling disc part 2p2, and a first compression spring installation groove 2p3 corresponding to each reset compression spring 2q is formed on the surface of the coupling disc part 2p2 close to the inertial centrifugal coupling disc 2n. One end of each reset compression spring 2q is respectively embedded in the corresponding first compression spring installation groove 2p3, and the other end is supported on the same reverse gear end face bearing 2t. By providing the reverse gear end face bearing 2t, it is ensured that each reset compression spring 2q can rotate relative to the reverse gear coupling sleeve 2p, thereby completely avoiding the reset compression spring 2q from being twisted.

[0090] Furthermore, the third secondary shaft transmission sleeve 21 is mounted on the third reduction shaft 2k via at least two needle bearings, thereby ensuring reliable installation of the third secondary shaft transmission sleeve 21.

[0091] A side of the inertial centrifugal outer end cover 2o close to the inertial centrifugal coupling disk 2n is recessed to form a plurality of first raceways 2r1 evenly 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 side of the inertial centrifugal coupling disk 2n close to the inertial centrifugal outer end cover 2o is recessed to form a plurality of second raceways 2r2 evenly distributed along the circumferential direction, and each second raceway 2r2 is an involute structure or an Archimedean spiral structure arranged in the same direction. Among them, 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.

[0092] 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.

[0093] Regarding the cooperation between the first raceway 2r1 and the second raceway 2r2, there are the following two implementations:

[0094] Embodiment 1 of the cooperation between the first raceway 2r1 and the second raceway 2r2: The extension directions of the first raceway 2r1 and the second raceway 2r2 are opposite, and when each ball 2s is located at the inner end or the outer end of the corresponding first raceway 2r1 and the second raceway 2r2, each first raceway 2r1 forms a heart-shaped structure with the corresponding second raceway 2r2.

[0095] Therefore, when the inertial 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 spring 2q forces the inertial centrifugal coupling disc 2n to move away from the reverse gear coupling sleeve 2p, thereby separating the inertial centrifugal coupling disc 2n from the reverse gear coupling sleeve 2p and placing it in the forward gear mode.

[0096] 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, and is in the reverse gear mode.

[0097] Thus, the task of switching between forward gear and reverse gear by utilizing inertia is completed, and each ball 2s is always located at the intersection of the corresponding first raceway 2r1 and the second raceway 2r2, so the locking reliability is high.

[0098] Embodiment 2 of the cooperation between the first raceway 2r1 and the second raceway 2r2: the first raceway 2r1 and the second raceway 2r2 extend in the same direction, and the projection of each first raceway 2r1 on the corresponding reverse gear coupling sleeve 2p coincides with the corresponding second raceway 2r2.

[0099] Therefore, when the inertial 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 inertial centrifugal coupling disc 2n to move away from the reverse gear coupling sleeve 2p, thereby separating the inertial centrifugal coupling disc 2n from the reverse gear coupling sleeve 2p and being in the forward gear mode.

[0100] When the inertia centrifugal outer end cover 2o reverses, 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.

[0101] Thus, the task of switching between forward gear and reverse gear by utilizing inertia is also accomplished. Moreover, since the structures of each first raceway 2r1 and the corresponding second raceway 2r2 are completely consistent, the gear shifting is smooth.

[0102] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward, the inertial centrifugal coupling disc 2n is separated from the reverse gear coupling sleeve 2p, and the inner cone sleeve 5b presses the outer cone sleeve 5a):

[0103] Motor shaft 3a→outer tapered sleeve 5a→inner tapered sleeve 5b→small support ring 5d→each double end cam sleeve 5f→end 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.

[0104] At this time, the outer ring of the third overrunning clutch 2m 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 tooth 8c → output shaft 8a → output primary driven tooth 8b → end face cam sleeve 5g → each double end face cam sleeve 5f → small support ring 5d → second elastic element group 5c2.

[0105] 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, so that the first support plate 5d1 of the small support ring 5d moves axially to compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, so that the friction clutch can be separated "very easily", and the power is transmitted through the following route, that is, the low-speed gear power transmission route (when the motor shaft 3a rotates forward, at this time, sliding friction occurs between the inner cone sleeve 5b and the outer cone sleeve 5a):

[0106] Motor shaft 3a→outer tapered sleeve 5a→power output sleeve 5j→third overrunning clutch 2m→third countershaft transmission sleeve 2l→secondary driven gear 5i→intermediate transmission sleeve 5h→inner tapered sleeve 5b→small support ring 5d→each double end cam sleeve 5f→end 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 the present embodiment, the first half shaft 4 and the second half shaft 6 transmit the output power to the two wheels.

[0107] The reverse gear power transmission route of this embodiment (when the motor shaft 3a rotates in reverse, at this time, the inertial 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.

[0108] Embodiment 5:

[0109] See also Fig. 9 and Fig.10The main structure of this embodiment is exactly the same as that of embodiment 4, and the difference is that this embodiment also includes a real-time power detection component, which includes a transmission sensing cam sleeve 8d synchronously and rotatably sleeved 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 active 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 one-line clutch plate type adaptive automatic transmission electric drive bridge, the transmission sensing cam sleeve 8d can move axially 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 active 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 the rotational speed change, the transmission sensing cam sleeve 8d rotates relative to the output primary driven tooth 8b and can move axially along the output shaft 8a.

[0110] 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.

[0111] The present embodiment also includes an electrically controlled shifting mechanism 10, which includes a hollow screw 10a synchronously rotatably mounted on the motor shaft 3a, a transmission member 10b threadedly mounted on the hollow screw 10a, a shifting motor 10c arranged parallel to the motor shaft 3a, an active member 10i synchronously rotatably mounted on the motor shaft of the shifting motor 10c, and at least three push-pull rods 10d inserted on the outer cone sleeve 5a, each push-pull rod 10d is parallel to the motor shaft 3a, and a large support ring 5e is provided on the side away from the small support ring 5d for driving the large support ring 5e. The axially movable push ring 10g has a first plane bearing 10e disposed 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 assembly 10f is disposed between the outer end of each push-pull rod 10d and the inner end of the hollow screw 10a, which enables both the relative rotation and synchronous axial movement of the two. The hollow screw 10a and the transmission member 10b constitute a screw nut kinematic pair, wherein each push-pull rod 10d is axially movable and penetrated on the fixed mounting plate 5a2, ensuring the reliable installation of each push-pull rod 10d. Specifically, the end cover spline sleeve 5a31 is provided with push rod through holes 5a311 evenly distributed along the circumferential direction, and each push-pull rod 10d is respectively slidably fitted and penetrated in the corresponding push rod through hole 5a311.

[0112] In this embodiment, the active member 10i and the driven member 10b have the following two implementation modes:

[0113] Implementation method 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.

[0114] Implementation 2 of the active member 10i and the driven member 10b: Implementation 1 of the active member 10i and the driven member 10b: The active member 10i is a driving gear, and the driven member 10b is a driven gear, so the active member 10i meshes with the driven member 10b. It should be noted that the active gear and the driven gear can both be cylindrical gears or bevel gears.

[0115] 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 support ring 5e can be moved axially. Specifically, when the push-pull rods 10d synchronously approach the large support ring 5e, the inner friction conical surface 5b11 of the inner tapered sleeve 5b can be pressed against the outer friction conical surface 5a11 of the outer tapered sleeve 5a, so that the outer tapered sleeve 5a can transmit power to the inner tapered sleeve 5b; when the push-pull rods 10d synchronously move 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 inner friction conical surface 5b11 of the inner tapered sleeve 5b is separated from the outer friction conical surface 5a11 of the outer tapered sleeve 5a, and the outer tapered sleeve 5a cannot transmit power to the inner tapered sleeve 5b.

[0116] During the active high and low speed shifting process, the conical clutch mechanism can serve as an excellent vibration absorption mechanism, effectively absorbing the shifting shock and making the shifting process extremely smooth. In addition, the real-time power detection component 10g multiplies the torque and the speed to obtain the real-time power of the electric drive system, and compares the power information with the same power target to determine whether active high and low speed shifting is required. This not only realizes active high and low speed shifting efficiently, but also makes the electronic control algorithm extremely simple.

[0117] Furthermore, the connecting assembly 10f includes a supporting 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 supporting ring 10f1, and the outer end cover 10f2 covers the other side of the supporting ring 10f1, and one end of the hollow screw rod 10a is inserted into the center hole of the outer end cover 10f2 and then expanded to form an annular limiting rib 10a1, and an outer end cover retaining ring 10f21 that is compatible with the annular limiting rib 10a1 is protruded on the hole wall of the center hole of the outer end cover 10f2, and the side of the annular limiting rib 10a1 away from the supporting ring 10f1 is supported on the outer end cover retaining ring 10f21, and the second end face bearing 10f3 is supported between the side close to the supporting ring 10f1 and the supporting 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 cone sleeve 5a nor affect the stable operation of the hollow screw rod 10a and other components.

[0118] 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, and such changes all fall into the preferred embodiments 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, and such changes all fall within the protection scope of the present invention.

Claims

1. A straight-line taper 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 end of the first half-shaft and the inner end of 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 sleeve relatively rotatably mounted on the first half-shaft, a tapered clutch mechanism and an elastic mechanism both arranged on the sleeve, and a speed reduction and front and rear shifting mechanism and a power output shaft assembly all arranged in parallel with the sleeve; The elastic mechanism comprises an end face cam sleeve, a small support ring and a large support ring which are sequentially sleeved on the shaft sleeve along the axial direction, at least one double end face cam sleeve is arranged between the end face cam sleeve and the small support ring, the adjacent end faces of the end face cam sleeve, the double end face cam sleeve, the small support ring and the large support ring all constitute a first end face cam pair, the end face cam sleeve rotates synchronously with the shaft sleeve, the small support ring, the large support ring and each double end face cam sleeve can rotate relative to the shaft sleeve, the small support ring and each double end face cam sleeve can move axially along the shaft sleeve, the small support ring has a first support plate extending radially, and the large support ring has a second support plate extending radially; The tapered clutch mechanism comprises an inner tapered sleeve which is synchronously and rotatably mounted on the small support ring and an outer tapered sleeve which is frictionally mounted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve rotates synchronously with the motor shaft, the inner tapered sleeve can slide axially relative to the sleeve, the first support disk has first and second elastic element groups elastically supported between the inner tapered sleeve and the second support disk on both sides, the end face cam sleeve and one of the double end face cam sleeves are relatively rotatably mounted with a secondary driven gear, an intermediate transmission sleeve is arranged between the secondary driven gear and the inner tapered sleeve, the end faces of the intermediate transmission sleeve at both ends respectively form a second end face cam pair with the adjacent end faces of the secondary driven gear and the inner tapered sleeve, the intermediate transmission sleeve is relatively rotatably mounted with a power output sleeve which rotates synchronously with the outer tapered sleeve; The speed reduction 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.

2. The straight-line taper clutch type adaptive automatic speed-changing electric drive axle according to claim 1, characterized in that: The inner cone sleeve comprises an inner cone sleeve body, the circumferential outer wall of the inner cone sleeve body is an inner friction cone surface with a cone surface structure, and the circumferential inner wall of the inner cone sleeve body is spline-matched with the outer circumferential surface of the first support plate; The end of the inner cone sleeve body away from the large support ring is integrally formed with a disc spring support plate extending radially inward, and an inner cone sleeve transmission sleeve extending axially from the inner end of the disc spring support plate in a direction away from the large support ring. 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 cone sleeve transmission sleeve can be relatively rotatably mounted on one of the double-end cam sleeves, and one of the double-end cam sleeves is rotatably mounted with an intermediate transmission sleeve located between the secondary driven gear and the inner cone sleeve transmission sleeve, and the secondary driven gear can drive the inner cone sleeve transmission sleeve to rotate through the intermediate transmission sleeve.

3. The straight-line taper clutch type adaptive automatic speed-changing electric drive axle according to claim 2 is characterized in that: The outer cone sleeve comprises an outer cone sleeve body which is sleeved outside the inner cone sleeve body, the circumferential inner wall of the outer cone sleeve body is an outer friction cone surface with a cone surface structure, the outer friction cone surface is frictionally matched with the inner friction cone surface, the end of the outer cone sleeve body away from the large support ring is provided with an outer cone sleeve extension portion extending radially inward, the power output sleeve is synchronously and rotatably mounted on the inner edge of the outer cone sleeve extension portion, the end of the outer cone sleeve body close to the large support ring is covered with an end cover, and the end cover is spline-fittedly sleeved on the motor shaft.

4. The straight-line taper clutch type adaptive automatic speed-changing electric drive axle according to claim 1, characterized in that: The deceleration and front-rear shifting mechanism comprises a deceleration shaft assembly and a human-controlled reverse shaft assembly; The reduction shaft assembly comprises a first reduction shaft parallel to the first half shaft, a reduction secondary driving tooth formed on the first reduction shaft, and a first overrunning clutch sleeved on the first reduction shaft, wherein the reduction secondary driving tooth meshes with the secondary driven gear, and the outer ring of the first overrunning clutch has a reduction primary driven tooth meshed with the reduction primary driving tooth formed on the power output sleeve; The manual reverse axle assembly includes a countershaft parallel to the first half-shaft and a first countershaft transmission sleeve rotatably mounted on the countershaft, the first countershaft transmission sleeve is formed with a reverse gear secondary driving tooth meshing with a secondary driven gear, the countershaft is integrally formed with a reverse gear primary driven tooth meshing with a reverse gear primary driving tooth formed on the power output sleeve, the countershaft is synchronously rotatably mounted with a first shift fork sleeve axially slidable, and the first shift fork sleeve can be combined with or disconnected from the first countershaft transmission sleeve.

5. The straight-line taper clutch type adaptive automatic speed-changing 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 secondary shaft transmission sleeve which is relatively rotatable and mounted on the second deceleration shaft, and a second overrunning clutch which is mounted on the second secondary shaft transmission sleeve, the second secondary shaft transmission sleeve is formed with a human-controlled secondary driving tooth which meshes with a secondary driven gear, the inner ring of the second overrunning clutch rotates synchronously with the second secondary shaft transmission sleeve, the outer ring of the second overrunning clutch has a human-controlled primary driven tooth which meshes with a deceleration primary driving tooth which is formed on the power output sleeve, the second deceleration shaft is synchronously rotatably mounted with a second shift fork sleeve which can slide axially, and the second deceleration shaft can be connected or disconnected with the second secondary shaft transmission sleeve.

6. The straight-line taper clutch type adaptive automatic speed-changing electric drive axle according to claim 1, characterized in that: The deceleration and front-rear shifting mechanism comprises a third deceleration shaft parallel to the first half shaft, a third secondary shaft transmission sleeve which can be relatively rotatably mounted on the third deceleration shaft, and a third overrunning clutch which is mounted on the third secondary shaft transmission sleeve, the third secondary shaft transmission sleeve is formed with an inertia secondary driving tooth which meshes with a secondary driven gear, the inner ring of the third overrunning clutch rotates synchronously with the third secondary shaft transmission sleeve, the outer ring of the third overrunning clutch has an inertia primary driven tooth which meshes with a deceleration primary driving tooth which is 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 are elastically supported between the inertial centrifugal coupling discs for driving the inertial centrifugal coupling discs close to the inertial centrifugal outer end cover, and each return compression spring is circumferentially distributed around the third reduction shaft. The inertial centrifugal outer end cover is concave on one side close to the inertial centrifugal coupling disc to form a plurality of first raceways evenly distributed along the circumferential direction, and each first raceway is an involute structure or an Archimedes spiral structure arranged in the same direction. The inertial centrifugal coupling disc is concave on one side close to the inertial centrifugal outer end cover to form a plurality of second raceways evenly distributed along the circumferential direction, and each second raceway is an involute structure or an Archimedes 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 forms 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 disk 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 disk to move close to the reverse gear coupling sleeve, thereby coupling with the reverse gear coupling sleeve and rotating synchronously.

7. The straight-line taper clutch type adaptive automatic speed-changing electric drive axle according to claim 1, characterized in that: The power output shaft assembly includes an output shaft parallel to the first half shaft and an output primary driven tooth and an output secondary driving tooth integrally formed on the output shaft, the output primary driven tooth meshes with the end face cam sleeve, and the output secondary driving tooth meshes with the differential input gear of the differential.

8. The straight-line taper clutch type adaptive automatic speed-changing electric drive axle according to claim 7 is 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 teeth, 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 shell of the straight-line taper clutch type adaptive automatic transmission 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 teeth and the adjacent end face of the output primary driven teeth, 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.

9. The straight-line taper clutch type adaptive automatic speed-changing electric drive axle according to claim 8, characterized in that: It also includes an electrically controlled shifting mechanism, which includes a hollow screw rod synchronously rotatably sleeved on the motor shaft, a transmission member threadedly sleeved on the hollow screw rod, a shifting motor arranged parallel to the motor shaft, an active member synchronously rotatably sleeved on the motor shaft of the shifting motor, and at least three push-pull rods inserted on the outer conical sleeve, each of which is parallel to the motor shaft, a push ring for driving the axial movement of the large supporting ring is arranged on the side of the large supporting ring away from the small supporting ring, a first plane bearing is arranged between the side of the push ring away from the large supporting ring and the inner end of each push-pull rod, a connecting assembly is arranged between the outer end of each push-pull rod and the inner end of the hollow screw rod, which can enable the two to rotate relative to each other and move axially synchronously, and the hollow screw rod and the transmission member constitute a screw nut kinematic pair; The active member is a worm, the transmission member is a worm wheel, and the worm and the 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.

10. The straight-line taper clutch type adaptive automatic speed-changing electric drive axle according to claim 9, 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.

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