Linear taper clutch adaptive automatic transmission electric drive axle

Abstract

The present invention discloses a linear tapered clutch adaptive automatic speed-changing electric drive axle, comprising a first half-shaft, a second half-shaft and a differential arranged coaxially, wherein the power motor and the speed change assembly are both mounted on the first half-shaft in a linear arrangement, and have an extremely compact structure, making them suitable for application scenarios with extremely stringent requirements on installation space. At the same time, the structure has excellent scalability, and can flexibly expand various functional modules such as human-controlled reversing, inertia reversing, and active shifting based on real-time power according to actual needs, thus 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 problems of scientific and engineering technology in the efficient and precise balance 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 taper clutch type adaptive automatic speed-changing electric drive axle. Background Art

[0002] An electric two-wheeled vehicle is a mechatronic personal transportation device based on a two-wheeled vehicle, powered by a battery. These vehicles are equipped with a motor, controller, and instrumentation system. They are not only a means of transportation but also a new type of leisure and entertainment device for green travel. They can also meet fitness, personal expression, and social needs, offering significant advantages in cost-effectiveness and convenience.

[0003] Compared with electric drive systems equipped with only a reduction gearbox, the one equipped with a gearbox has less power output loss, can provide higher drive torque in the constant torque range, and higher speed in the constant power range, and can also achieve high torque and high efficiency under low-speed and heavy-load conditions. Even better, the timing of the electric motor power burst can be selected to optimize and improve the power output efficiency of the drive motor, enhance sustained 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, significantly 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 upgrade, users' pursuit of performance, efficiency, and range increases, while their sensitivity to weight and cost decreases. The future development trend of electric motorcycle transmission systems is likely to be the use of variable-speed transmissions. Since 2013, the inventors of this application have designed a series of adaptive friction clutches for transmissions.

[0005] For example, a Chinese patent (Application Number: CN201310389721, Title: Multi-Cam Adaptive Multi-Speed ​​Automatic Transmission) discloses various transmission systems that utilize a tapered friction pair combined with preload control. This system utilizes the motor's output power and driving resistance properties to change the transmission path through a friction transmission component, an end cam clutch mechanism, and an overrunning clutch, adaptively selecting high or low speed gears based on load to perform gear shifting. The outer surface of the friction transmission component is designed to be conical, and the inner ring of the friction ring is constructed with a tapered hole structure that matches the tapered surface. An elastic element at the right end of the friction transmission component pushes the friction transmission component into the tapered hole, achieving power engagement. The end cam at the left end of the friction transmission component, under load, pushes the friction transmission component out of the tapered hole, achieving power disengagement. In the end cam clutch mechanism described in this document, the components responsible for disengagement and engagement are 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 require a separate installation space, making them unsuitable for some application scenarios with extremely strict requirements on 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] A first aspect of the present application relates to a linear tapered clutch 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, a 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 tapered clutch mechanism and an elastic mechanism both disposed on the sleeve, a speed reduction and forward / backward shifting mechanism, and a power output shaft assembly, all disposed parallel to the sleeve;

[0011] 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; 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;

[0012] The tapered clutch mechanism includes an inner tapered sleeve that is synchronously rotated and sleeved on the small support ring, and an outer tapered sleeve that is frictionally fitted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve rotates synchronously with the motor shaft, and the inner tapered sleeve can slide axially relative to the shaft sleeve, and the first elastic element group and the second elastic element group are elastically supported between the two sides of the first support plate and the inner tapered sleeve and the second support plate respectively, the end face cam sleeve and one of the double end face cam sleeves are capable of relatively rotating with a secondary driven gear sleeve, an intermediate transmission sleeve is provided between the secondary driven gear and the inner tapered sleeve, and the end faces of both ends 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 tapered sleeve, and the intermediate transmission sleeve is capable of relatively rotating with a power output sleeve that rotates synchronously with the outer tapered sleeve;

[0013] 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.

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

[0015] 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.

[0016] 2. The transmission assembly based on the tapered clutch 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 adapts to changes in load / resistance 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.

[0017] 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.

[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 design requirements of platformization and modularization. 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 This is a structural schematic diagram of the straight-line taper clutch type adaptive automatic speed-changing electric drive axle embodiment 1 when in reverse gear;

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

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

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

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

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

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

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

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

[0029] Figure 11 Schematic diagram of the structure of the outer cone sleeve;

[0030] Figure 12 It is a structural diagram of the inner cone sleeve. DETAILED DESCRIPTION

[0031] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0032] Example 1:

[0033] like Figure 1 、 Figure 2 、 Figure 11 and Figure 12 The figure shows a linear, tapered-clutch, adaptive, automatic-speed electric drive axle. It primarily comprises a drive axle, a power motor 3, and a transmission assembly. The drive axle comprises a coaxially arranged first and second half-shafts 4 and 6, with a differential 9 connected between the inner ends of the first and second half-shafts 4 and 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.

[0034] 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 tapered clutch 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.

[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 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.

[0037] The tapered clutch mechanism includes an inner tapered sleeve 5b that is synchronously rotated on the small support ring 5d and an outer tapered sleeve 5a that surrounds the inner tapered sleeve 5b in the 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 and the motor shaft 3a are splined, which is simple and reliable.

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

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

[0040] Correspondingly, the outer cone sleeve 5a includes 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 onto the outer friction conical surface 5a11, with oil channels distributed throughout this friction material layer. Oil holes are distributed throughout the thickness of the inner sleeve body 5b1. Lubricating oil enters the outer friction conical annular surface through the oil holes and then distributes itself along the oil channels. This cools, reduces friction, and cleans the conical annular surface, while also balancing the air pressure between the outer and inner sleeves 5a, 5b.

[0042] The outer cone sleeve body 5a1, near the large support ring 5e, is fitted with an end cap 5a3. This end cap 5a3 comprises a cylindrical end cap spline sleeve 5a31 and an end cap body 5a32 integrally formed around the end cap spline sleeve 5a31. The end cap spline sleeve 5a31 is spline-fitted onto the main shaft 4. The outer edge of the end cap body 5a32 is fastened to the outer edge of the outer cone sleeve body 5a1 by multiple bolts. This design is not only stable and reliable, but also easy to assemble, ensuring assembly precision.

[0043] The end of the inner cone sleeve body 5b1 away from the large support 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 support 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. 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 conical sleeve body 5b1 of the inner conical sleeve 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 inner conical sleeve body 5b1. A first elastic element group 5c1 and a second elastic element group 5c2 are elastically supported between the disc spring support plate 5b2 and the second support plate 5e1 of the inner conical sleeve 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 5b2 of the inner conical sleeve 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.

[0045] 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.

[0046] 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.

[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 and the adjacent end faces of the secondary driven gear 5i and the inner tapered sleeve 5b respectively form a second end face cam pair b. 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 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 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.

[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 conical sleeve body 5b1. Furthermore, the inner conical sleeve 5b is axially movable relative to the large support ring 5e. This allows for adaptive fast and slow gear shifting based on driving resistance. When driving resistance forces the small support ring 5d to compress the second elastic element group 5c2, causing the inner conical sleeve body 5b1 to move away from the outer conical sleeve body 5a1, a gap is created between the inner and outer friction conical surfaces 5b11 and 5a11.

[0050] 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 tapered sleeve 5b, when not affected by the drag torque and displaced away from the intermediate transmission sleeve 5h, tends to move closer to the outer tapered sleeve 5a, preventing slippage and ensuring a better fit between the inner and outer tapered sleeves 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 over short periods of time, and reducing system losses associated with gear shifting.

[0051] A power take-off sleeve 5j is rotatably mounted on the intermediate transmission sleeve 5h, rotating synchronously with the outer cone sleeve 5a. The speed reduction and forward / backward shift mechanism 2 transmits power from the power take-off sleeve 5j to the secondary driven gear 5i, while the power take-off shaft assembly 8 transmits power from the end cam sleeve 5g to the differential 9.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[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 countershaft transmission sleeve 2e, and the inner tapered sleeve 5b presses the outer tapered 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 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.

[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, 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 and the first shift fork sleeve 2f is separated from the first countershaft transmission sleeve 2e, sliding friction occurs between the inner tapered sleeve 5b and the outer tapered 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 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.

[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 disengagement). 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.

[0063] 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.

[0064] 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. This automatically enables low-speed starting, shortening the starting time and reducing the 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.

[0065] After successful startup, due to the reduction of driving resistance, when the axial force component 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 cone sleeve 5b to press the outer cone sleeve 5a, completing the clutch recovery to a tightly fitting 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 countershaft transmission sleeve 2e) is:

[0068] Motor shaft 3a → outer tapered sleeve 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 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.

[0069] Example 2:

[0070] 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 rotatedly 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 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 disposed on the housing of the straight-line taper clutch 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 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 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.

[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] Example 3:

[0073] 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.

[0074] 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.

[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, realizing two-stage deceleration and torque increase.

[0076] 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.

[0077] 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.

[0078] 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.

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

[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, 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 and the first shift fork sleeve 2f separates from the first countershaft transmission sleeve 2e, sliding friction occurs between the inner tapered sleeve 5b and the outer tapered 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 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.

[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] Example 4:

[0086] 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.

[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, realizing two-stage deceleration and torque increase.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[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 two implementations as follows:

[0094] Implementation method 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 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 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.

[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, entering the reverse gear mode.

[0097] 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.

[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 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.

[0100] 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.

[0101] 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 consistent, the gear shifting is smooth.

[0102] 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 inner tapered sleeve 5b presses the outer tapered 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: 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.

[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, 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, allowing the friction clutch to 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, sliding friction occurs between the inner tapered sleeve 5b and the outer tapered 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 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.

[0107] 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.

[0108] Example 5:

[0109] 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.

[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 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 conical 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 with a member for driving the shift motor 10c. 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, enabling both relative rotation and synchronous axial movement. The hollow screw 10a and the transmission member 10b form a screw-nut kinematic pair. Each push-pull rod 10d is axially movable and inserted into the fixed mounting plate 5a2, ensuring the reliable installation of each push-pull rod 10d. Specifically, the end cap spline sleeve 5a31 is provided with push rod holes 5a311 evenly distributed along the circumference, and each push-pull rod 10d is slidably inserted into the corresponding push rod hole 5a311.

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

[0113] 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.

[0114] 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.

[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 are synchronously close to 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 are synchronously away from the large support ring 5e, under the action of 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 active high- and low-speed shifting, the tapered clutch 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.

[0117] 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 tapered 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. 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. Such changes all fall within the scope of protection of the present invention.

Claims

1. A linear tapered clutch 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 sleeve relatively rotatably mounted on the first half-shaft, a tapered clutch mechanism and an elastic mechanism both provided on the sleeve, and a speed reduction and forward and backward shifting mechanism and a power output shaft assembly all provided parallel to the 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; 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 tapered clutch mechanism includes an inner tapered sleeve that is synchronously rotated and sleeved on the small support ring, and an outer tapered sleeve that is frictionally fitted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve rotates synchronously with the motor shaft, and the inner tapered sleeve can slide axially relative to the shaft sleeve, and the first elastic element group and the second elastic element group are elastically supported between the two sides of the first support plate and the inner tapered sleeve and the second support plate respectively, the end face cam sleeve and one of the double end face cam sleeves are capable of relatively rotating with a secondary driven gear sleeve, an intermediate transmission sleeve is provided between the secondary driven gear and the inner tapered sleeve, and the end faces of both ends 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 tapered sleeve, and the intermediate transmission sleeve is capable of relatively rotating with a power output sleeve that rotates synchronously with the outer tapered sleeve; 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 as follows: Motor shaft → outer tapered sleeve → inner tapered sleeve → 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 linear taper clutch 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 conical 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 can be 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 linear taper clutch adaptive automatic speed-changing electric drive axle according to claim 2, characterized in that: The outer cone sleeve includes an outer cone sleeve body that 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 conical 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 supporting ring has an outer cone sleeve extension portion extending radially inward. The power output sleeve is synchronously rotated and mounted on the inner edge of the outer cone sleeve extension portion. The end cover of the outer cone sleeve body close to the large supporting ring is covered with an end cover, and the end cover is spline-fitted on the motor shaft.

4. The linear taper clutch adaptive automatic speed-changing 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.

5. The linear taper clutch 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 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.

6. The linear taper clutch adaptive automatic speed-changing 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.

7. The linear taper clutch adaptive automatic speed-changing 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 taper clutch 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.

8. The linear taper clutch adaptive automatic speed-changing electric drive axle according to claim 7, characterized in that: The transmission member is a pair of threaded members which are connected to the transmission shaft to form a pair of guide wheels, the guide wheels being connected in a direction of rotation relative to each other and to the cam which is pivotally connected to the transmission shaft to move the transmission wheel shaft in a direction of rotation relative to the cam. 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.

9. The straight-line taper clutch adaptive automatic speed-changing electric drive axle according to claim 8, 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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