Five-axis simple electric control variable-speed taper clutch type electric driving system

Abstract

The invention discloses a five-shaft simple electric control variable speed taper clutch type electric driving system which comprises a power input mechanism, a variable speed assembly and a two-shaft power output mechanism, and the variable speed assembly comprises a main shaft, a speed reduction shaft assembly, a taper clutch mechanism and an elastic mechanism. The system is simple and reliable in structure and excellent in expansibility, can flexibly expand various functional modules such as human-controlled reversing, inertial reversing and active upshift and downshift according to real-time power according to actual requirements, and meets the design requirements of platformization and modularization. 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 present invention relates to the technical field of electric drive systems, and in particular to a five-axis simplified electronically controlled variable speed taper clutch electric drive system. Background Art

[0002] 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.

[0003] 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.

[0004] 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.

[0005] However, the series of tapered clutch electric drive systems designed by the inventor team of this application do not have the function of active fast and slow gear switching. Therefore, it is impossible to realize the function of electronically controlled shifting according to the comparison of torque and speed with power targets. That is, the existing tapered clutch electric drive system can only adjust the shifting logic of fast and slow gears through offline calibration, but cannot flexibly adjust the shifting logic online according to changes in the driver's driving mode orientation (for example: ECO mode, sports mode and snow mode, etc.), and the driver cannot actively shift up and down according to his own driving intentions.

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

[0007] In view of this, the present invention provides a five-axis simplified electronically controlled variable speed tapered clutch electric drive system.

[0008] The technical solution is as follows:

[0009] The first aspect of the present application relates to a five-axis simplified electronically controlled variable speed tapered clutch electric drive system, comprising a power input mechanism, a speed change assembly and a two-axis power output mechanism, wherein the power input mechanism comprises a power motor and a power input shaft coaxially fixedly connected to the motor shaft of the power motor, the speed change assembly comprises a main shaft, a reduction shaft assembly and a tapered clutch mechanism and an elastic mechanism all arranged on the main shaft, the power input shaft, the reduction shaft assembly and the two-axis power output mechanism are arranged in parallel around the main shaft along the circumferential direction, an electronically controlled shifting mechanism is installed at one end of the main shaft close to the tapered clutch mechanism, characterized in that: the elastic mechanism comprises an end gear, a power output gear sleeve and an end support ring which are sequentially sleeved on the main shaft along the axial direction, the end gear and the end support ring are sleeved on the main shaft in synchronous rotation, the power output gear sleeve can be sleeved on the main shaft in relative rotation, and the reduction shaft assembly can reduce the transmission between the power output gear sleeve and the end gear;

[0010] The tapered clutch mechanism comprises an inner tapered sleeve synchronously and rotatably mounted on the end support ring and an outer tapered sleeve frictionally mounted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve synchronously and rotatably is provided with an input driven gear meshing with the input driving gear of the power input shaft, the power output gear sleeve rotates synchronously with the outer tapered sleeve, the inner tapered sleeve can move axially relative to the end support ring, and a first elastic element group for driving the inner tapered sleeve to separate from the outer tapered sleeve in a direction away from the electric control shift mechanism is provided between the inner tapered sleeve and the outer tapered sleeve;

[0011] The two-shaft power output mechanism includes an output shaft reduction assembly and a differential both arranged in parallel with the main shaft, the main shaft has a main shaft output tooth that rotates synchronously with the main shaft, and the output shaft reduction assembly reduces the speed between the main shaft output tooth and the differential;

[0012] The electronically controlled shift mechanism comprises a shift motor, a hollow screw rod which can be relatively rotatably mounted on the main shaft, a transmission member which is threadedly mounted on the hollow screw rod, an active member which is synchronously rotatably mounted on the motor shaft of the shift motor, and a real-time power detection assembly installed on the power input shaft. The inner end of the hollow screw rod passes through the outer cone sleeve and is coaxially connected to the inner cone sleeve through a connecting ring. The hollow screw rod can rotate relative to the inner cone sleeve and can also move axially synchronously with the inner cone sleeve. The hollow screw rod and the transmission member constitute a screw-nut kinematic pair.

[0013] 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.

[0014] The above five-axis simplified electronically controlled variable speed taper clutch electric drive system has the following beneficial effects:

[0015] 1. The power information of the electric drive system can be easily calculated based on the torque information and speed information collected by the real-time power detection component, and the power information can be compared with the same power target to draw a conclusion on whether active gear shifting is needed. The gear shifting motor is then used to drive the push-pull rods to move axially synchronously through the worm gear kinematic pair (or gear transmission pair) and the screw nut kinematic pair, thereby not only efficiently realizing active gear shifting, but also making the electronic control algorithm extremely simple; the system is fully autonomous in the process of outputting power, and it outputs reasonable torque and speed (power target) in a timely, synchronous and adaptive manner without interrupting power as the load / resistance changes during the power output process. 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.

[0016] 2. The driver can actively shift gears according to his or her own driving intentions, which improves the driver's controllability and driving pleasure of the motor vehicle.

[0017] 3. During the active gear shifting process, the tapered clutch mechanism can serve as an excellent vibration absorption mechanism, effectively absorbing the gear shifting shock and making the gear shifting process extremely smooth.

[0018] 4. The transmission can adjust the speed and torque of the motor so that it works in the optimal efficiency area under different vehicle speeds and load conditions, thereby improving the performance and efficiency of the motor; through reasonable speed ratio selection, the transmission can keep the motor at a lower speed when driving at high speeds, reduce energy consumption, and thus extend the range of the electric vehicle; the transmission can provide different gear options, so that the electric vehicle can obtain greater torque output when accelerating and climbing, and improve power performance; the driver can choose the appropriate gear according to different road conditions and driving styles to achieve a more flexible driving experience; the use of a transmission can reduce the power and torque requirements for the motor, thereby reducing the size and cost of the motor; the existence of the transmission can better match the motor and other components, improve the efficiency of the entire electric drive system, and reduce energy loss; some electric vehicles may need to operate under different working conditions, such as urban roads, highways, mountainous areas, etc., and the transmission can help the vehicle better adapt to these different working conditions.

[0019] 5. The overall structure is simple and reliable, and the structural scalability is excellent. It can flexibly expand into a variety of functional modules according to actual needs to meet the platform and modular design requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 1 in fast gear;

[0021] Figure 2 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 1 in a slow gear;

[0022] Figure 3 It is a structural schematic diagram of a five-axis simplified electronically controlled speed-changing tapered clutch electric drive system embodiment 2 in the forward gear fast gear;

[0023] Figure 4 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 2 in reverse gear;

[0024] Figure 5 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 2 in the forward slow gear;

[0025] Figure 6 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 3 in fast gear;

[0026] Figure 7 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 3 in reverse gear and slow gear;

[0027] Figure 8It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 4 in fast gear;

[0028] Fig. 9 It is a structural schematic diagram of a five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 4 in reverse gear and slow gear;

[0029] Fig.10 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the front ball in the forward gear of the second embodiment of the five-axis simplified electronically controlled speed-changing tapered clutch electric drive system;

[0030] Fig.11 It is a schematic diagram of the matching relationship of the first raceway, the second raceway and the front ball in the matching mode 1 of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 2 when in reverse gear;

[0031] Fig.12 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the front ball in the second coordination mode of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 2 in the forward gear;

[0032] Fig.13 It is a schematic diagram of the coordination relationship between the first raceway, the second raceway and the front ball in the second coordination mode of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system in the reverse gear;

[0033] Fig.14 It is a schematic diagram of the coordination relationship of the third raceway, the fourth raceway and the center ball in the forward gear of the coordination mode 1 of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 3;

[0034] Fig.15 It is a schematic diagram of the coordination relationship of the third raceway, the fourth raceway and the center ball in the reverse gear of the embodiment 3 of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system;

[0035] Fig.16 It is a schematic diagram of the coordination relationship between the third raceway, the fourth raceway and the center ball in the second coordination mode of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 3 when in the forward gear;

[0036] Fig.17 It is a schematic diagram of the coordination relationship of the third raceway, the fourth raceway and the center ball in the second coordination mode of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 3 when in reverse gear;

[0037] Fig.18 It is a schematic diagram of the coordination relationship of the fifth raceway, the sixth raceway and the terminal ball in the first coordination mode of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 4 in the forward gear;

[0038] Fig.19 It is a schematic diagram of the matching relationship of the fifth raceway, the sixth raceway and the terminal ball in the first matching mode of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 4 when in reverse gear;

[0039] Fig. 20 It is a schematic diagram of the coordination relationship between the fifth raceway, the sixth raceway and the terminal ball in the second coordination mode of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 4 in the forward gear;

[0040] Fig.21 It is a schematic diagram of the coordination relationship between the fifth raceway, the sixth raceway and the terminal ball in the second coordination mode of the five-axis simplified electronically controlled speed-changing tapered clutch electric drive system embodiment 4 when in reverse gear. DETAILED DESCRIPTION

[0041] The present invention is further described below in conjunction with embodiments and drawings.

[0042] Embodiment 1:

[0043] like Figure 1 and Figure 2 As shown, a five-axis simplified electronically controlled speed-changing tapered clutch electric drive system mainly includes a power input mechanism, a speed change assembly and a two-axis power output mechanism 9.

[0044] The power input mechanism includes a power motor 3 and a power input shaft 6 coaxially fixedly connected to the motor shaft 3a of the power motor 3. One end of the power input shaft 6 is coaxially fixedly connected to the motor shaft 3a of the power motor 3. Specifically, the end of the power input shaft 6 close to the power motor 3 is coaxially fixedly connected to the outer end of the motor shaft 3a of the power motor 3. In this embodiment, the outer end surface of the motor shaft 3a is recessed to form a spline hole, and the end of the power input shaft 6 close to the power motor 3 is adapted to the spline hole, and is formed with an external spline adapted to the spline hole, that is, the end of the power input shaft 6 is embedded in the spline hole and forms a spline match with the spline hole; it should be pointed out that the outer end of the motor shaft 3a can also be connected to the power input shaft 6 through a coupling.

[0045] The speed change assembly includes a main shaft 4, a reduction shaft assembly 2, and a tapered clutch mechanism and an elastic mechanism all arranged on the main shaft 4. The power input shaft 6, the reduction shaft assembly 2, and the two-shaft power output mechanism 9 are arranged in parallel along the circumferential direction around the main shaft 4. In addition, an electric control shift mechanism 10 is installed at one end of the main shaft 4 close to the tapered clutch mechanism.

[0046] The elastic mechanism includes an end gear 5g, a power output gear sleeve 5j and an end support ring 5d which are sequentially mounted on the main shaft 4 along the axial direction. The end gear 5g and the end support ring 5d are both mounted on the main shaft 4 in a synchronously rotating manner. The power output gear sleeve 5j can be relatively rotatably mounted on the main shaft 4. The reduction shaft assembly 2 can reduce the transmission between the power output gear sleeve 5j and the end gear 5g.

[0047] The tapered clutch mechanism includes an inner tapered sleeve 5b which is synchronously rotated and mounted on the end support ring 5d, and an outer tapered sleeve 5a which is frictionally mounted on the circumferential outer side of the inner tapered sleeve 5b, wherein the outer tapered sleeve 5a surrounds the circumferential outer side of the inner tapered sleeve 5b, and the outer tapered sleeve 5a and the inner tapered sleeve 5b are both annular structures as a whole, and the rotation axis of the outer tapered sleeve 5a coincides with the rotation axis of the inner tapered sleeve 5b.

[0048] The outer cone sleeve 5a is synchronously rotated with an input driven gear 5a1 meshed with the input driving gear 6a of the power input shaft 6, that is, the power input shaft 6 can drive the outer cone sleeve 5a to rotate through the mutually meshing input driving gear 6a and the input driven gear 5a1. At the same time, the power output gear sleeve 5j rotates synchronously with the outer cone sleeve 5a.

[0049] The circumferential outer wall of the inner cone sleeve 5b is an inner friction cone surface with a cone surface structure, and correspondingly, the circumferential inner wall of the outer cone sleeve 5a is an outer friction cone surface with a cone surface structure, and the outer friction cone surface is frictionally matched with the inner friction cone surface.

[0050] Furthermore, a friction material layer is sintered on the outer friction cone surface, an oil path is distributed on the friction material layer, and oil holes 5b2 are distributed on the inner cone sleeve 5b along the wall thickness direction. Lubricating oil can enter the outer friction cone ring surface from the inner cone sleeve 5b through the oil holes 5b2, 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.

[0051] At the same time, the end cover of the outer cone sleeve 5a away from the electronically controlled shift mechanism 10 is covered with an outer cone sleeve end cover 5a3 which rotates synchronously therewith, and the input driven gear 5a1 is installed on the outer cone sleeve end cover 5a3 which rotates synchronously therewith. The input driven gear 5a1 and the end support ring 5d are both provided with oil holes 5h which penetrate along the wall thickness direction, thereby ensuring sufficient lubrication of the outer cone sleeve 5a and the inner cone sleeve 5b.

[0052] The inner cone sleeve 5b can move axially relative to the end support ring 5d, and a first elastic element group 5c is provided between the inner cone sleeve 5b and the outer cone sleeve 5a, which is used to drive the inner cone sleeve 5b to separate from the outer cone sleeve 5a in the direction away from the electronically controlled shift mechanism 10, that is, the two ends of the first elastic element group 5c are elastically supported between the inner cone sleeve 5b and the outer cone sleeve 5a, respectively, so as to drive the inner friction cone surface to press against the outer friction cone surface.

[0053] It should be pointed out that the first elastic element group 5c preferably adopts a disc spring group, which is durable, stable and reliable.

[0054] The two-shaft power output mechanism 9 includes an output shaft reduction assembly 9a and a differential 9b, both of which are arranged parallel to the main shaft 4. The main shaft 4 has a main shaft output tooth 4a that rotates synchronously therewith. The output shaft reduction assembly 9a reduces the speed between the main shaft output tooth 4a and the differential 9b.

[0055] Among them, the output shaft reduction assembly 9a includes an output shaft 9a1 parallel to the main shaft 4 and an output primary driven gear 9a2 and an output secondary driving gear 9a3 that are integrally formed on the output shaft 9a1. The main shaft output teeth 4a are meshed with the output primary driven gear 9a2, and the output secondary driving gear 9a3 is meshed with the differential input gear 9b1 of the differential 9b. In addition, the diameter of the output primary driven gear 9a2 is larger than the diameter of the main shaft output teeth 4a, and the diameter of the output secondary driving gear 9a3 is smaller than the diameter of the differential input gear 9b1, thereby realizing secondary reduction and torque increase.

[0056] The electric control shift mechanism 10 comprises a shift motor 10c, a hollow screw 10a which can be relatively rotated and sleeved on the main shaft 4, a transmission member 10b which is threadedly sleeved on the hollow screw 10a, an active member 10i which is synchronously rotated and sleeved on the motor shaft of the shift motor 10c, and a real-time power detection component 10g which is installed on the power input shaft 6. The inner end of the hollow screw 10a passes through the outer cone sleeve 5a and is coaxially connected to the inner cone sleeve 5b through a connecting ring 10f. The hollow screw 10a can rotate relative to the inner cone sleeve 5b and can also move axially synchronously with the inner cone sleeve 5b. The hollow screw 10a and the transmission member 10b constitute a screw nut kinematic pair. Therefore, through the axial movement of the hollow screw 10a, the inner cone sleeve 5b can be driven to move axially synchronously with it through the connecting ring 10f, while the rotation of the inner cone sleeve 5b will not drive the hollow screw 10a to rotate.

[0057] In this embodiment, the active member 10i and the driven member 10b have the following two implementation modes:

[0058] 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.

[0059] 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.

[0060] Therefore, by the forward or reverse rotation of the motor shaft of the shift motor 10c, the inner tapered sleeve 5b can be driven to move axially through the worm gear kinematic pair (or gear transmission pair) and the screw nut kinematic pair. Specifically, when the inner friction cone surface of the inner tapered sleeve 5b presses against the outer friction cone surface of the outer tapered sleeve 5a, the outer tapered sleeve 5a can transmit power to the inner tapered sleeve 5b; when the inner friction cone surface of the inner tapered sleeve 5b is separated from the outer friction cone surface of the outer tapered sleeve 5a, the outer tapered sleeve 5a cannot transmit power to the inner tapered sleeve 5b.

[0061] During the active 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 shifting is required. This not only realizes active shifting efficiently, but also makes the electronic control algorithm extremely simple.

[0062] Furthermore, the inner end of the hollow screw 10a passes through the outer cone sleeve 5a and protrudes radially outward to form a limited support ring 10a1. A first plane bearing 10e is arranged between the side of the limited support ring 10a1 close to the end support ring 5d and the connecting ring 10f. The circumferential inner wall of the inner cone sleeve 5b has a cone sleeve connecting seat 5b1 fixedly connected to the connecting ring 10f. The side of the limited support ring 10a1 away from the end support ring 5d is supported on the cone sleeve connecting seat 5b1. One end of the first elastic element group 5c is supported on the outer cone sleeve 5a, and the other end is supported between the cone sleeve connecting seat 5b1 and the second end bearing 5f. By setting the first plane bearing 10e and the second end bearing 5f, rotation interference between adjacent components can be avoided, which is simple and reliable.

[0063] The real-time power detection component 10g includes a transmission sensing cam sleeve 10g1 which is synchronously rotated and sleeved on the power input shaft 6, a speed detection permanent magnet 10g3 and a displacement detection permanent magnet 10g4 which are both installed on the transmission sensing cam sleeve 10g1, and a speed detection Hall element 10g5 and a displacement detection Hall element 10g6 which are both arranged on the housing of the five-axis simplified electronically controlled speed-changing tapered clutch electric drive system. The transmission sensing cam sleeve 10g1 can move axially along the power input shaft 6, and a matching cam boss 6c which protrudes radially outward is integrally formed on the power input shaft 6. An end face of the transmission sensing cam sleeve 10g1 which is away from the input active tooth 6a and an adjacent end face of the matching cam boss 6c form an end face cam pair c. Therefore, when the torque and speed change, the transmission sensing cam sleeve 10g1 can move axially along the power input shaft 6 when it rotates relative to the matching cam boss 6c.

[0064] The transmission sensor cam sleeve 10g1 in this embodiment is spline-matched with the power input shaft 6, which is simple and reliable.

[0065] An elastic element support ring 10g7 is fixedly mounted on the power input shaft 6 and is located between the transmission sensing cam sleeve 10g1 and the input driving tooth 6a. An elastic element 10g2 is elastically supported between the transmission sensing cam sleeve 10g1 and the elastic element support ring 10g7. The speed detection Hall element 10g5 is matched with the speed detection permanent magnet 10g3, and the displacement detection Hall element 10g6 is matched with the displacement detection permanent magnet 10g4.

[0066] In the real-time power detection component 10g, the speed detection Hall element 10g5 is matched with the speed detection permanent magnet 10g3, and the displacement detection Hall element 10g6 is matched with the displacement detection permanent magnet 10g4. Through the cooperation of the speed detection Hall element 10g5 and the speed detection permanent magnet 10g3, the real-time speed information can be accurately obtained, and through the cooperation of the displacement detection Hall element 10g6 and the displacement detection permanent magnet 10g4, the real-time torque information can be simply converted, and then the speed information and the torque information are multiplied to obtain the real-time power. When the real-time power is less than the set power target range, the high-speed gear is actively switched to the low-speed gear, and when the real-time power is greater than the set power target range, the low-speed gear is actively switched to the high-speed gear.

[0067] The reduction shaft assembly 2 includes a first reduction shaft 2a parallel to the main shaft 4, first and second driving teeth 2b formed on the first reduction shaft 2a, and a first overrunning clutch 2c mounted on the first reduction shaft 2a, the first and second driving teeth 2b meshing with the end gear 5g, and the outer ring of the first overrunning clutch 2c has a first primary driven tooth 2c1 meshing with the power output gear sleeve 5j. When the first overrunning clutch 2c is in a coupled state, the power output gear sleeve 5j meshing 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 power output gear sleeve 5j meshing will not transmit power to the first reduction shaft 2a.

[0068] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward and the inner friction cone surface of the inner cone sleeve 5b presses the outer friction cone surface of the outer cone sleeve 5a):

[0069] Motor shaft 3a→power input shaft 6→input driven gear 5a1→outer tapered sleeve 5a→inner tapered sleeve 5b→end support ring 5d→main shaft 4→output first-stage driven gear 9a2→output shaft 9a1→output second-stage driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, differential 9b transmits the output power to two wheels.

[0070] At this time, the outer ring of the first overrunning clutch 2c exceeds the inner ring, and the shift motor 10c controls the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear, and the power is transmitted through the following route, that is, the slow gear power transmission route (the motor shaft 3a rotates forward, and the inner friction cone surface of the inner cone sleeve 5b is separated from the outer friction cone surface of the outer cone sleeve 5a):

[0071] Motor shaft 3a→power input shaft 6→input driven gear 5a1→outer tapered sleeve 5a→power output sleeve 5j→first overrunning clutch 2c→first reduction shaft 2a→first and second driving teeth 2b→end gear 5g→main shaft 4→output first-stage driven gear 9a2→output shaft 9a1→output second-stage driving teeth 9a3→differential input gear 9b1→differential 9b; in this embodiment, differential 9b transmits the output power to two wheels.

[0072] Embodiment 2:

[0073] See also Figure 3-Figure 5 as well as Figure 10-13 The main structure of this embodiment is exactly the same as that of the embodiment 1, except that it also includes a front inertia reversing mechanism 1, and the front inertia reversing mechanism 1 has the following two embodiments:

[0074] Front inertia reversing mechanism 1 embodiment 1:

[0075] See also Fig.10 and Fig.11 The front inertia reverse mechanism 1 includes a front reverse gear coupling sleeve 1c and a front inertia centrifugal outer end cover 1b which are synchronously rotated on the power input shaft 6, and a front inertia centrifugal coupling disk 1d which can be relatively rotated on the power input shaft 6. The front inertia centrifugal coupling disk 1d can be axially slidably arranged between the front reverse gear coupling sleeve 1c and the front inertia centrifugal outer end cover 1b. The front inertia centrifugal outer end cover 1b is integrally formed with a front reverse gear driving tooth 1b1 which meshes with the end gear 5g. At least one circle of compression spring annular array is elastically supported between the front reverse gear coupling sleeve 1c and the front inertia centrifugal coupling disk 1d for driving the front inertia centrifugal coupling disk 1d to move toward the front inertia centrifugal outer end cover 1b. Each circle of the compression spring annular array is coaxially arranged with the power input shaft 6, and the distance between each circle of the compression spring annular array and the power input shaft 6 is different.

[0076] A side of the front inertia centrifugal outer end cover 1b close to the front inertia centrifugal coupling disk 1d is recessed to form a plurality of first raceways 1f1 uniformly distributed along the circumferential direction, and each first raceway 1f1 is an involute structure or an Archimedean spiral structure arranged in the same direction. A side of the front inertia centrifugal coupling disk 1d close to the front inertia centrifugal outer end cover 1b is recessed to form a plurality of second raceways 1f2 uniformly distributed along the circumferential direction, and each second raceway 1f2 is an involute structure or an Archimedean spiral structure arranged in the same direction, wherein the involute structure is easier to process, and the Archimedean spiral structure makes the movement of the front ball 1g smoother, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0077] In this embodiment, each first raceway 1f1 forms a front involute raceway 1f with the corresponding second raceway 1f2, and the depth of each front involute raceway 1f gradually decreases from the inner end to the outer end, and each front involute raceway 1f is provided with a front ball 1g. In addition, the first raceway 1f1 and the second raceway 1f2 extend in opposite directions, and when each front ball 1g is located at the inner end or the outer end of the corresponding first raceway 1f1 and the second raceway 1f2, each first raceway 1f1 forms a heart-shaped structure with the corresponding second raceway 1f2.

[0078] Therefore, when the front inertia centrifugal outer end cover 1b rotates forward, each front ball 1g is located at the inner end of the corresponding front involute raceway 1f, and the annular array of compression springs forces the front inertia centrifugal coupling disc 1d to move away from the front reverse gear coupling sleeve 1c, thereby separating from the front reverse gear coupling sleeve 1c; it is in the forward gear mode.

[0079] When the front inertia centrifugal outer end cover 1b reverses, each front ball 1g is located at the outer end of the corresponding front involute raceway 1f, and forces the front inertia centrifugal coupling plate 1d to approach the front reverse gear coupling sleeve 1c, thereby coupling with the front reverse gear coupling sleeve 1c and rotating synchronously; it is in reverse gear mode.

[0080] Further, the outer peripheral surface of the front reverse gear coupling sleeve 1c has a first coupling disc portion extending in the radial direction, and the first coupling disc portion has a circle of first passive coupling teeth 1c1 on the side surface close to the front inertia centrifugal coupling disc 1d, and the front inertia centrifugal coupling disc 1d has a circle of first active coupling teeth 1d1 matched with the first passive coupling teeth 1c1 on the side surface close to the front reverse gear coupling sleeve 1c. When the first active coupling teeth 1d1 are coupled with the first passive coupling teeth 1c1, the front inertia centrifugal coupling disc 1d and the front reverse gear coupling sleeve 1c rotate synchronously, and when the first active coupling teeth 1d1 are separated from the first passive coupling teeth 1c1, the front inertia centrifugal coupling disc 1d and the front reverse gear coupling sleeve 1c no longer rotate synchronously.

[0081] In this embodiment, the annular array of compression springs is composed of at least three first return compression springs 1e uniformly distributed in an annular shape, and a first end face bearing 1i is installed on the surface of the side of the front inertia centrifugal coupling disc 1d close to the first coupling disc portion, and a first compression spring installation groove corresponding to each first return compression spring 1e is formed in a concave shape on the surface of the side of the first coupling disc portion close to the front inertia centrifugal coupling disc 1d, and one end of each first return compression spring 1e is respectively embedded in the corresponding first compression spring installation groove, and the other end is supported on the same first end face bearing 1i. By providing the first end face bearing 1i, it is ensured that each first return compression spring 1e can rotate relative to the front reverse gear coupling sleeve 1c, thereby completely avoiding the first return compression spring 1e from being twisted.

[0082] Front inertia reversing mechanism 1 embodiment 2:

[0083] See also Fig.12 and Fig.13 The main structure of this embodiment is exactly the same as that of the front inertia reversing mechanism 1 embodiment 1, the difference is that the extension direction of the first raceway 1f1 and the second raceway 1f2 is the same, and the projection of each first raceway 1f1 on the corresponding front inertia centrifugal coupling disk 1d coincides with the corresponding second raceway 1f2.

[0084] Therefore, when the front inertia centrifugal outer end cover 1b rotates forward, each front ball 1g is located at the inner end of the corresponding front involute raceway 1f, and the annular array of compression springs forces the front inertia centrifugal coupling disc 1d to move away from the front reverse gear coupling sleeve 1c, thereby separating from the front reverse gear coupling sleeve 1c; it is in the forward gear mode.

[0085] When the front inertia centrifugal outer end cover 1b reverses, each front ball 1g is located at the outer end of the corresponding front involute raceway 1f, and forces the front inertia centrifugal coupling plate 1d to approach the front reverse gear coupling sleeve 1c, thereby coupling with the front reverse gear coupling sleeve 1c and rotating synchronously; it is in reverse gear mode.

[0086] Thereby, the task of switching between forward gear and reverse gear by utilizing inertia is also accomplished. Moreover, since the structures of each first raceway 1f1 and the corresponding second raceway 1f2 are completely consistent, the gear shifting is smooth.

[0087] The fast gear power transmission route and the slow gear power transmission route of this embodiment are exactly the same as those of embodiment 1, and the reverse gear transmission path is as follows:

[0088] Motor shaft 3a→power input shaft 6→front reverse gear coupling sleeve 1c→front inertia centrifugal coupling disk 1d→front inertia centrifugal outer end cover 1b→end gear 5g→main shaft 4→output first-stage driven gear 9a2→output shaft 9a1→output second-stage driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0089] Embodiment 3:

[0090] See also Figure 6 and Figure 7 as well as Figure 14-17 The main structure of this embodiment is exactly the same as that of the embodiment 1, except that it further includes a central inertia reversing mechanism 7, and the central inertia reversing mechanism 7 has the following two embodiments:

[0091] Embodiment 1 of the central inertia reversing mechanism 7:

[0092] See also Fig.14 and Fig.15 The central inertia reverse mechanism 7 includes a central reverse gear coupling sleeve 7c and a central inertia centrifugal outer end cover 7b which are both synchronously rotated and sleeved on the main shaft 4, and a central inertia centrifugal coupling disc 7d which can be relatively rotated and sleeved on the main shaft 4. The central inertia centrifugal coupling disc 7d can be axially slidably arranged between the central reverse gear coupling sleeve 7c and the central inertia centrifugal outer end cover 7b. The power input shaft 6 is synchronously rotated and sleeved with a central reverse gear driving gear 6b. The central reverse gear coupling sleeve 7c is integrally formed with a central reverse gear driving gear 6b. The center reverse driven gear 7c2 meshing with the center reverse driving gear 6b ​​and the main shaft output gear 4a are integrally formed on the center inertia centrifugal outer end cover 7b, and at least one circle of compression spring annular array is elastically supported between the center reverse gear coupling sleeve 7c and the center inertia centrifugal coupling disk 7d for driving the center inertia centrifugal coupling disk 7d to move toward the center inertia centrifugal outer end cover 7b, and each circle of the compression spring annular array is coaxially arranged with the main shaft 4, and the distance between each circle of the compression spring annular array and the main shaft 4 is different.

[0093] A side of the central inertial centrifugal outer end cover 7b close to the central inertial centrifugal coupling disk 7d is recessed to form a plurality of third raceways 7f1 evenly distributed along the circumferential direction, and each third raceway 7f1 is an involute structure or an Archimedean spiral structure arranged in the same direction. A side of the central inertial centrifugal coupling disk 7d close to the central inertial centrifugal outer end cover 7b is recessed to form a plurality of fourth raceways 7f2 evenly distributed along the circumferential direction, and each fourth raceway 7f2 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 central ball 7g smoother, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0094] In this embodiment, each third raceway 7f1 forms a central involute raceway 7f with the corresponding fourth raceway 7f2, and the depth of each central involute raceway 7f gradually decreases from the inner end to the outer end, and each central involute raceway 7f is provided with a central ball 7g. In addition, the extension directions of the third raceway 7f1 and the fourth raceway 7f2 are opposite, and when each central ball 7g is located at the inner end or the outer end of the corresponding third raceway 7f1 and the fourth raceway 7f2, each third raceway 7f1 forms a heart-shaped structure with the corresponding fourth raceway 7f2.

[0095] Therefore, when the center inertia centrifugal outer end cover 7b rotates forward, each center ball 7g is located at the inner end of the corresponding center involute raceway 7f, and the annular array of compression springs forces the center inertia centrifugal coupling plate 7d to move away from the center reverse gear coupling sleeve 7c, thereby separating from the center reverse gear coupling sleeve 7c; it is in the forward gear mode.

[0096] When the central inertia centrifugal outer end cover 7b reverses, each central ball 7g is located at the outer end of the corresponding central involute raceway 7f, and forces the central inertia centrifugal coupling plate 7d to approach the central reverse gear coupling sleeve 7c, thereby coupling with the central reverse gear coupling sleeve 7c and rotating synchronously; it is in reverse gear mode.

[0097] Further, the outer peripheral surface of the central reverse gear coupling sleeve 7c has a second coupling disc portion extending in the radial direction, and the second coupling disc portion has a circle of second passive coupling teeth 7c1 on one side surface close to the central inertia centrifugal coupling disc 7d, and the central inertia centrifugal coupling disc 7d has a circle of second active coupling teeth 7d1 matched with the second passive coupling teeth 7c1 on one side surface close to the central reverse gear coupling sleeve 7c. When the second active coupling teeth 7d1 are coupled with the second passive coupling teeth 7c1, the central inertia centrifugal coupling disc 7d and the central reverse gear coupling sleeve 7c rotate synchronously, and when the second active coupling teeth 7d1 are separated from the second passive coupling teeth 7c1, the central inertia centrifugal coupling disc 7d and the central reverse gear coupling sleeve 7c no longer rotate synchronously.

[0098] In this embodiment, the annular array of compression springs is composed of at least three second return compression springs 7e evenly distributed in an annular shape, a second end face bearing 7i is installed on the surface of one side of the central inertial centrifugal coupling disc 7d close to the second coupling disc portion, and a second compression spring installation groove corresponding to each second return compression spring 7e is formed in a concave shape on the surface of one side of the second coupling disc portion close to the central inertial centrifugal coupling disc 7d, and one end of each second return compression spring 7e is respectively embedded in the corresponding second compression spring installation groove, and the other end is supported on the same second end face bearing 7i. By providing the second end face bearing 7i, it is ensured that each second return compression spring 7e can rotate relative to the central reverse gear coupling sleeve 7c, thereby completely avoiding the second return compression spring 7e from twisting.

[0099] Embodiment 2 of the central inertia reversing mechanism 7:

[0100] See also Fig.16 and Fig.17 The main structure of this embodiment is exactly the same as that of the embodiment 1 of the central inertia reversing mechanism 7, and the difference is that the extension direction of the third raceway 7f1 and the fourth raceway 7f2 is the same, and the projection of each third raceway 7f1 on the corresponding central inertia centrifugal coupling disk 7d coincides with the corresponding fourth raceway 7f2.

[0101] Therefore, when the center inertia centrifugal outer end cover 7b rotates forward, each center ball 7g is located at the inner end of the corresponding center involute raceway 7f, and the annular array of compression springs forces the center inertia centrifugal coupling plate 7d to move away from the center reverse gear coupling sleeve 7c, thereby separating from the center reverse gear coupling sleeve 7c; it is in the forward gear mode.

[0102] When the central inertia centrifugal outer end cover 7b reverses, each central ball 7g is located at the outer end of the corresponding central involute raceway 7f, and forces the central inertia centrifugal coupling plate 7d to approach the central reverse gear coupling sleeve 7c, thereby coupling with the central reverse gear coupling sleeve 7c and rotating synchronously; it is in reverse gear mode.

[0103] Thus, the task of switching between forward gear and reverse gear by utilizing inertia is also accomplished. Moreover, since the structures of each third raceway 7f1 and the corresponding fourth raceway 7f2 are completely consistent, the gear shifting is smooth.

[0104] The fast gear power transmission route and the slow gear power transmission route of this embodiment are exactly the same as those of embodiment 1, and the reverse gear transmission path is as follows:

[0105] Motor shaft 3a→power input shaft 6→center reverse gear driving gear 6b→center reverse gear coupling sleeve 7c→center inertia centrifugal coupling plate 7d→center inertia centrifugal outer end cover 7b→output first-stage driven gear 9a2→output shaft 9a1→output second-stage driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, differential 9b transmits the output power to two wheels.

[0106] Embodiment 4:

[0107] See also Figure 8 and Fig. 9 as well as Figure 18-Figure 21 The main structure of this embodiment is exactly the same as that of embodiment 1, except that it also includes a terminal inertia reversing mechanism 8.

[0108] The terminal inertia reversing mechanism 8 also includes the following two embodiments:

[0109] Terminal inertia reversing mechanism 8 Example 1:

[0110] See also Fig.18 and Fig.19The terminal inertia reverse mechanism 8 includes a terminal reverse gear coupling sleeve 8c synchronously and rotatably mounted on the output shaft 9a1, and a terminal inertia centrifugal outer end cover 8b and a terminal inertia centrifugal coupling disk 8d which are both relatively rotatably mounted on the output shaft 9a1. The terminal inertia centrifugal coupling disk 8d is axially movably arranged between the terminal inertia centrifugal outer end cover 8b and the terminal reverse gear coupling sleeve 8c. At least one circle of compression spring annular array is elastically supported between the terminal reverse gear coupling sleeve 8c and the terminal inertia centrifugal coupling disk 8d for driving the terminal inertia centrifugal coupling disk 8d to move toward the terminal inertia centrifugal outer end cover 8b. Each circle of the compression spring annular array is coaxially arranged with the output shaft 9a1, and the distance between each circle of the compression spring annular array and the output shaft 9a1 is different.

[0111] At the same time, a reverse gear driven tooth 8b1 is provided on the terminal inertia centrifugal outer end cover 8b, and a reverse gear driving gear 5a2 meshing with the reverse gear driven tooth 8b1 is synchronously rotatedly provided on the outer tapered sleeve 5a; a side of the terminal inertia centrifugal outer end cover 8b close to the terminal inertia centrifugal coupling disk 8d is recessed to form a plurality of fifth raceways 8f1 uniformly distributed along the circumferential direction, and each fifth raceway 8f1 is an involute structure or an Archimedes spiral structure arranged in the same direction; a side of the terminal inertia centrifugal coupling disk 8d close to the terminal inertia centrifugal outer end cover 8b is recessed to form a plurality of sixth raceways 8f2 uniformly distributed along the circumferential direction, and each sixth raceway 8f2 is an involute structure or an Archimedes spiral structure arranged in the same direction, wherein the involute structure is easier to process, and the Archimedes spiral structure is smoother for the movement of the terminal ball 8g, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0112] In this embodiment, each fifth raceway 8f1 forms an end involute raceway 8f with the corresponding sixth raceway 8f2, and the depth of each end involute raceway 8f gradually decreases from the inner end to the outer end, and each end involute raceway 8f is provided with an end ball 8g. In addition, the extension directions of the fifth raceway 8f1 and the sixth raceway 8f2 are opposite, and when each end ball 8g is located at the inner end or the outer end of the corresponding fifth raceway 8f1 and the sixth raceway 8f2, each fifth raceway 8f1 forms a heart-shaped structure with the corresponding sixth raceway 8f2.

[0113] When the terminal inertia centrifugal outer end cover 8b rotates forward, each terminal ball 8g is located at the inner end of the corresponding terminal involute raceway 8f, and the annular array of compression springs forces the terminal inertia centrifugal coupling disc 8d to move away from the terminal reverse gear coupling sleeve 8c, thereby separating from the terminal reverse gear coupling sleeve 8c; it is in the forward gear mode.

[0114] When the terminal inertia centrifugal outer end cover 8b reverses, each terminal ball 8g is located at the outer end of the corresponding terminal involute raceway 8f, and forces the terminal inertia centrifugal coupling disc 8d to approach the terminal reverse gear coupling sleeve 8c, thereby coupling with the terminal reverse gear coupling sleeve 8c and rotating synchronously; it is in reverse gear mode.

[0115] Further, the outer peripheral surface of the end reverse gear coupling sleeve 8c has a third coupling disc portion extending in the radial direction, and the side surface of the third coupling disc portion close to the end inertia centrifugal coupling disc 8d has a circle of third passive coupling teeth 8c1, and the side surface of the end inertia centrifugal coupling disc 8d close to the end reverse gear coupling sleeve 8c has a circle of third active coupling teeth 8d1 adapted to the third passive coupling teeth 8c1. When the third active coupling teeth 8d1 are coupled with the third passive coupling teeth 8c1, the end inertia centrifugal coupling disc 8d and the end reverse gear coupling sleeve 8c rotate synchronously, and when the third active coupling teeth 8d1 are separated from the third passive coupling teeth 8c1, the end inertia centrifugal coupling disc 8d and the end reverse gear coupling sleeve 8c no longer rotate synchronously.

[0116] In this embodiment, the annular array of compression springs is composed of at least three third return compression springs 8e evenly distributed in an annular shape, a third end face bearing 8i is installed on the surface of one side of the terminal inertia centrifugal coupling disc 8d close to the third coupling disc portion, and a second compression spring installation groove corresponding to each third return compression spring 8e is formed on the surface of one side of the third coupling disc portion close to the terminal inertia centrifugal coupling disc 8d, one end of each third return compression spring 8e is respectively embedded in the corresponding second compression spring installation groove, and the other end is supported on the same third end face bearing 8i. By providing the third end face bearing 8i, it is ensured that each third return compression spring 8e can rotate relative to the terminal reverse gear coupling sleeve 8c, thereby completely avoiding the third return compression spring 8e from being twisted.

[0117] Terminal inertia reversing mechanism 8 embodiment 2:

[0118] See also Fig. 20 and Fig.21 The main structure of this embodiment is exactly the same as that of the terminal inertia reversing mechanism 8 embodiment 1, the difference is that the extension direction of the fifth raceway 8f1 and the sixth raceway 8f2 is the same, and the projection of each fifth raceway 8f1 on the corresponding terminal inertia centrifugal coupling disk 8d coincides with the corresponding sixth raceway 8f2.

[0119] When the terminal inertia centrifugal outer end cover 8b rotates forward, each terminal ball 8g is located at the inner end of the corresponding terminal involute raceway 8f, and the annular array of compression springs forces the terminal inertia centrifugal coupling disc 8d to move away from the terminal reverse gear coupling sleeve 8c, thereby separating from the terminal reverse gear coupling sleeve 8c; it is in the forward gear mode.

[0120] When the terminal inertia centrifugal outer end cover 8b reverses, each terminal ball 8g is located at the outer end of the corresponding terminal involute raceway 8f, and forces the terminal inertia centrifugal coupling disc 8d to approach the terminal reverse gear coupling sleeve 8c, thereby coupling with the terminal reverse gear coupling sleeve 8c and rotating synchronously; it is in reverse gear mode.

[0121] Thereby, the task of switching between forward gear and reverse gear by utilizing inertia is also accomplished. Moreover, since the structures of each fifth raceway 8f1 and the corresponding sixth raceway 8f2 are completely consistent, the gear shifting is smooth.

[0122] The fast gear power transmission route and the slow gear power transmission route of this embodiment are exactly the same as those of embodiment 1, and the reverse gear transmission path is as follows:

[0123] Motor shaft 3a→power input shaft 6→input driven gear 5a1→reverse gear driving gear 5a2→terminal inertia centrifugal outer end cover 8b→terminal inertia centrifugal coupling disk 8d→terminal reverse gear coupling sleeve 8c→output shaft 9a1→output secondary driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0124] 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 within the scope of protection of the present invention.

Claims

1. A five-axis simplified electronically controlled variable speed tapered clutch electric drive system, comprising a power input mechanism, a speed change assembly and a two-axis power output mechanism, wherein the power input mechanism comprises a power motor and a power input shaft coaxially fixedly connected to the motor shaft of the power motor, the speed change assembly comprises a main shaft, a reduction shaft assembly and a tapered clutch mechanism and an elastic mechanism all arranged on the main shaft, the power input shaft, the reduction shaft assembly and the two-axis power output mechanism are arranged in parallel around the main shaft in the circumferential direction, an electronically controlled shift mechanism is installed at one end of the main shaft close to the tapered clutch mechanism, and the characteristics are as follows: The elastic mechanism comprises an end gear, a power output gear sleeve and an end support ring which are sequentially sleeved on the main shaft along the axial direction, the end gear and the end support ring are sleeved on the main shaft in synchronous rotation, the power output gear sleeve can be sleeved on the main shaft in relative rotation, and the reduction shaft assembly can reduce the transmission between the power output gear sleeve and the end gear; The tapered clutch mechanism comprises an inner tapered sleeve synchronously and rotatably mounted on the end support ring and an outer tapered sleeve frictionally mounted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve synchronously and rotatably is provided with an input driven gear meshing with the input driving gear of the power input shaft, the power output gear sleeve rotates synchronously with the outer tapered sleeve, the inner tapered sleeve can move axially relative to the end support ring, and a first elastic element group for driving the inner tapered sleeve to separate from the outer tapered sleeve in a direction away from the electric control shift mechanism is provided between the inner tapered sleeve and the outer tapered sleeve; The two-shaft power output mechanism includes an output shaft reduction assembly and a differential both arranged in parallel with the main shaft, the main shaft has a main shaft output tooth that rotates synchronously with the main shaft, and the output shaft reduction assembly reduces the speed between the main shaft output tooth and the differential; The electronically controlled shift mechanism comprises a shift motor, a hollow screw rod which can be relatively rotatably mounted on the main shaft, a transmission member which is threadedly mounted on the hollow screw rod, an active member which is synchronously rotatably mounted on the motor shaft of the shift motor, and a real-time power detection assembly installed on the power input shaft. The inner end of the hollow screw rod passes through the outer cone sleeve and is coaxially connected to the inner cone sleeve through a connecting ring. The hollow screw rod can rotate relative to the inner cone sleeve and can also move axially synchronously with the inner cone sleeve. 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.

2. The five-axis simplified electronically controlled variable speed taper clutch electric drive system according to claim 1 is characterized in that: The real-time power detection component includes a transmission sensing cam sleeve synchronously and rotatably sleeved on the power input shaft, a speed detection permanent magnet and a displacement detection permanent magnet both mounted 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 five-axis simplified electronically controlled variable speed taper clutch electric drive system. The transmission sensing cam sleeve can move axially along the power input shaft. A matching cam boss protruding radially outward is integrally formed on the power input shaft. An end face of the transmission sensing cam sleeve away from the input active tooth and an adjacent end face of the matching cam boss form an end face cam pair. An elastic element support ring located between the transmission sensing cam sleeve and the input active tooth is fixedly sleeved on the power input shaft. An elastic element elastically supported between the transmission sensing cam sleeve and the elastic element support ring is sleeved on the power input shaft. 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.

3. The five-axis simplified electronically controlled variable speed taper clutch electric drive system according to claim 1 is characterized in that: The inner end of the hollow screw rod passes through the outer tapered sleeve and protrudes radially outward to form a limited support ring. A first plane bearing is arranged between the side of the limited support ring close to the end support ring and the connecting ring. A tapered sleeve connecting seat is fixedly connected to the connecting ring on the circumferential inner wall of the inner tapered sleeve. The side of the limited support ring away from the end support ring is supported on the tapered sleeve connecting seat. One end of the first elastic element group is supported on the outer tapered sleeve, and a second end face bearing is supported between the other end and the tapered sleeve connecting seat.

4. The five-axis simplified electronically controlled variable speed taper clutch electric drive system according to claim 1 is characterized in that: The reduction shaft assembly includes a first reduction shaft parallel to the main shaft, first and second driving teeth formed on the first reduction shaft, and a first overrunning clutch mounted on the first reduction shaft, wherein the first and second driving teeth are meshed with the end gears, and the outer ring of the first overrunning clutch has first and first driven teeth meshed with the power output gear sleeve.

5. The five-axis simplified electronically controlled variable speed taper clutch electric drive system according to claim 1 is characterized in that: The output shaft reduction assembly includes an output shaft parallel to the main shaft, and an output primary driven gear and an output secondary driving gear integrally formed on the output shaft. The main shaft output gear meshes with the output primary driven gear, and the output secondary driving gear meshes with the differential input gear of the differential.

6. The five-axis simplified electronically controlled variable speed taper clutch electric drive system according to claim 5 is characterized in that: It also includes a terminal inertia reverse mechanism, which includes a terminal reverse gear coupling sleeve synchronously rotated on the output shaft, and a terminal inertia centrifugal outer end cover and a terminal inertia centrifugal coupling disk that can be relatively rotated on the output shaft, the terminal inertia centrifugal coupling disk can be axially movably arranged between the terminal inertia centrifugal outer end cover and the terminal reverse gear coupling sleeve, at least one circle of compression spring annular array is elastically supported between the terminal reverse gear coupling sleeve and the terminal inertia centrifugal coupling disk for driving the terminal inertia centrifugal coupling disk to move toward the terminal inertia centrifugal outer end cover, each circle of the compression spring annular array is coaxially arranged with the output shaft, the terminal inertia centrifugal outer end cover is provided with a reverse gear driven tooth, and the outer cone sleeve is synchronously rotated on the output shaft ... A reverse gear driving gear meshing with the reverse gear driven gear is rotatably provided, a side of the terminal inertia centrifugal outer end cover close to the terminal inertia centrifugal coupling disk is recessed to form a plurality of fifth raceways evenly distributed along the circumferential direction, each of the fifth raceways is an involute structure or an Archimedean spiral structure arranged in the same direction, a side of the terminal inertia centrifugal coupling disk close to the terminal inertia centrifugal outer end cover is recessed to form a plurality of sixth raceways evenly distributed along the circumferential direction, each of the sixth raceways is an involute structure or an Archimedean spiral structure arranged in the same direction, each fifth raceway respectively forms a terminal involute raceway with the corresponding sixth raceway, and the depth of each terminal involute raceway gradually decreases from the inner end to the outer end, and each terminal involute raceway is provided with a terminal ball; When the terminal inertia centrifugal outer end cover rotates forward, each terminal ball is located at the inner end of the corresponding terminal involute raceway, and the annular array of compression springs forces the terminal inertia centrifugal coupling disk to move away from the terminal reverse gear coupling sleeve, thereby separating from the terminal reverse gear coupling sleeve; when the terminal inertia centrifugal outer end cover rotates reversely, each terminal ball is located at the outer end of the corresponding terminal involute raceway, and forces the terminal inertia centrifugal coupling disk to approach the terminal reverse gear coupling sleeve, thereby coupling with the terminal reverse gear coupling sleeve and rotating synchronously.

7. The five-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 6 is characterized in that: The fifth raceway and the sixth raceway extend in opposite directions. When each independent ball is located at the inner end or the outer end of the corresponding fifth raceway and the sixth raceway, each fifth raceway and the corresponding sixth raceway form a heart-shaped structure. or, The fifth raceway and the sixth raceway extend in the same direction, and the projections of the fifth raceways on the corresponding independent inertia centrifugal coupling discs overlap with the corresponding sixth raceways.

8. The five-axis simplified electronically controlled variable speed taper clutch electric drive system according to claim 1 is characterized in that: It also includes a central inertia reverse mechanism, which includes a central reverse gear coupling sleeve and a central inertia centrifugal outer end cover which are both synchronously rotated and sleeved on the main shaft, and a central inertia centrifugal coupling disk which can be relatively rotated and sleeved on the main shaft, the central inertia centrifugal coupling disk can be axially slidably arranged between the central reverse gear coupling sleeve and the central inertia centrifugal outer end cover, a central reverse driving gear is synchronously rotated and sleeved on the power input shaft, a central reverse gear driven gear is integrally formed on the central reverse gear coupling sleeve, and a central reverse gear driven gear meshing with the central reverse gear driving gear is integrally formed, the main shaft output gear is integrally formed on the central inertia centrifugal outer end cover, and at least one circle is elastically supported between the central reverse gear coupling sleeve and the central inertia centrifugal coupling disk for driving the central inertia centrifugal coupling disk to approach the central reverse gear. An annular array of compression springs moving in the direction of the central inertial centrifugal outer end cover, each ring of the compression spring annular array is coaxially arranged with the main shaft, a side depression of the central inertial centrifugal outer end cover close to the central inertial centrifugal coupling disk forms a plurality of third raceways evenly distributed along the circumferential direction, each third raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, a side depression of the central inertial centrifugal coupling disk close to the central inertial centrifugal outer end cover forms a plurality of fourth raceways evenly distributed along the circumferential direction, each fourth raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, each third raceway respectively forms a central involute raceway with the corresponding fourth raceway, and the depth of each central involute raceway gradually decreases from the inner end to the outer end, and each central involute raceway is provided with a central ball; When the central inertia centrifugal outer end cover rotates forward, each central ball is located at the inner end of the corresponding central involute raceway, and the annular array of compression springs forces the central inertia centrifugal coupling disk to move away from the central reverse gear coupling sleeve, thereby separating from the central reverse gear coupling sleeve; when the central inertia centrifugal outer end cover rotates reversely, each central ball is located at the outer end of the corresponding central involute raceway, and forces the central inertia centrifugal coupling disk to approach the central reverse gear coupling sleeve, thereby coupling with the central reverse gear coupling sleeve and rotating synchronously.

9. The five-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 1 is characterized in that: It also includes a front inertia reverse mechanism, which includes a front reverse gear coupling sleeve and a front inertia centrifugal outer end cover which are both synchronously rotated and sleeved on the power input shaft, and a front inertia centrifugal coupling disk which can be relatively rotated and sleeved on the power input shaft, the front inertia centrifugal coupling disk can be axially slidably arranged between the front reverse gear coupling sleeve and the front inertia centrifugal outer end cover, the front inertia centrifugal outer end cover is integrally formed with a front reverse gear driving tooth which meshes with the end gear, at least one circle of compression spring annular array is elastically supported between the front reverse gear coupling sleeve and the front inertia centrifugal coupling disk for driving the front inertia centrifugal coupling disk to move toward the front inertia centrifugal outer end cover, and each circle of compression springs is elastically supported between the front reverse gear coupling sleeve and the front inertia centrifugal coupling disk. The spring annular arrays are all coaxially arranged with the power input shaft, and a side of the front inertia centrifugal outer end cover close to the front inertia centrifugal coupling disk is recessed to form a plurality of first raceways evenly distributed along the circumferential direction, and each first raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, and a side of the front inertia centrifugal coupling disk close to the front inertia centrifugal outer end cover is recessed to form a plurality of second raceways evenly distributed along the circumferential direction, and each second raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, and each first raceway constitutes a front involute raceway with the corresponding second raceway, and the depth of each front involute raceway gradually decreases from the inner end to the outer end, and each front involute raceway is provided with a front ball; When the front inertia centrifugal outer end cover rotates forward, each front ball is located at the inner end of the corresponding front involute raceway, and the annular array of compression springs forces the front inertia centrifugal coupling disc to move away from the front reverse gear coupling sleeve, thereby separating from the front reverse gear coupling sleeve; When the front inertia centrifugal outer end cover reverses, each front ball is located at the outer end of the corresponding front involute raceway, and forces the front inertia centrifugal coupling disc to approach the front reverse gear coupling sleeve, thereby coupling with the front reverse gear coupling sleeve and rotating synchronously.

10. The five-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 1, characterized in that: The end cover of the outer cone sleeve away from the electronically controlled shifting mechanism is covered with an outer cone sleeve end cover which rotates synchronously with the outer cone sleeve, the input driven gear is installed on the outer cone sleeve end cover in a synchronously rotating manner, the inner cone sleeve is provided with oil holes which penetrate along the direction of its wall thickness, and the input driven gear and the end support ring are both provided with oil holes which penetrate along the direction of their wall thickness.

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