Integrated electronically controlled two-speed final reducer for Baja racing

Abstract

The present invention proposes an integrated electronically controlled two-speed main reducer for Baja racing cars, which includes a high-speed shaft, a medium-speed shaft, and a low-speed shaft arranged in parallel and spaced apart in the left and right directions, and the high-speed shaft is respectively equipped with a high-speed high-speed gear driving gear and a high-speed low-speed gear driving gear. The medium-speed shaft is equipped with a medium-speed high-speed gear driven gear and a medium-speed low-speed gear driven gear; the medium-speed shaft is equipped with a shifting sleeve capable of sliding left and right between the first wheel hub and the second wheel hub; the low-speed shaft is equipped with a low-speed driven gear; the low-speed shaft is equipped with a differential, and the differential housing is arranged on the outer periphery of the differential, and the low-speed shaft is equipped with a locking sleeve capable of sliding leftward and meshing with the differential on the right side of the differential housing. The present invention integrates a reducer, a differential, and a differential lock, to achieve the purpose of integration and lightweight, and improve the adaptability of the racing car to terrain.

Description

Technical Field

[0001] The invention relates to the technical field of automobile reducers, and in particular to an integrated electronically controlled two-speed main reducer used in Baja racing cars. Background Art

[0002] The lightweight and integrated design of vehicles is an inevitable trend in the development of the industry. Whether it is a passenger car or a racing car, the quality of the whole vehicle is a very important indicator. According to the statistics provided by the Lightweight Industry Association, structural optimization accounts for 19% of the lightweight design of automobiles, functional configuration optimization accounts for 40%, and new materials and new technologies account for 41%. Therefore, the current development of lightweight automobiles is mainly improved in these three directions. However, in terms of structural optimization, topological optimization design is about to reach a bottleneck stage, and there is not much room for improvement. The breakthrough of new materials and new technologies is very dependent on the development of basic disciplines and the cycle of scientific and technological transformation, while the streamlined and integrated design in functional configuration has a broader development prospect.

[0003] As an off-road vehicle designed for competition, the Baja racing car has high requirements for the quality of the vehicle itself. While ensuring light weight and power, it is also very necessary to greatly improve the Baja racing car's passability in off-road venues and its ability to adapt to terrain.

[0004] In the prior art, Baja racing cars have the following main problems: first, the reducer and the differential are designed separately, the reducer requires an electric motor to control the gear shift, and the differential requires another electric motor to control, which increases the weight of the car and fails to achieve the purpose of integration and lightweight; second, the differential does not have an automatic locking function, which makes the car unable to adapt to multiple terrains. Summary of the invention

[0005] In view of the shortcomings of the prior art, the present invention proposes an integrated electronically controlled two-speed main reducer for Baja racing cars, which integrates a reducer, a differential and a differential lock, improves the adaptability of the racing car to terrain, and achieves the purpose of integration and lightweight; in addition, the functions of automatic shifting and automatic locking are controlled by a motor, which achieves lightweight and is more economical.

[0006] To achieve the above-mentioned purpose, the present invention is an integrated electronically controlled two-speed final reducer for Baja racing, comprising an outer shell composed of a left outer shell and a right outer shell, and its special feature is that a high-speed shaft, a medium-speed shaft, and a low-speed shaft are respectively arranged in parallel and spaced apart in left and right directions inside the outer shell.

[0007] The high-speed shaft is respectively equipped with a high-speed stage high-speed gear driving gear and a high-speed stage low-speed gear driving gear which are arranged at intervals.

[0008] The medium-speed shaft is respectively equipped with a first hub and a second hub at positions corresponding to the high-speed high-speed gear driving gear and the high-speed low-speed gear driving gear; the outer periphery of the first hub is provided with a medium-speed high-speed gear driven gear meshing with the high-speed high-speed gear driving gear; the outer periphery of the second hub is provided with a medium-speed low-speed gear driven gear meshing with the high-speed low-speed gear driving gear; a shift coupling sleeve capable of sliding left and right and meshing with the first hub and the second hub is arranged between the first hub and the second hub on the medium-speed shaft; the medium-speed shaft is equipped with a low-speed driving gear on the left side of the first hub.

[0009] A third hub is mounted on the low-speed shaft at a position corresponding to the low-speed driving gear, and a low-speed driven gear meshing with the low-speed driving gear is arranged on the outer periphery of the third hub; a differential is mounted on the low-speed shaft at an inner side corresponding to the third hub, and a differential housing is arranged on the outer periphery of the differential, and a locking coupling sleeve capable of sliding to the left and meshing with the differential is mounted on the right side of the differential housing.

[0010] The integrated electronically controlled two-speed final reducer also includes a cylindrical camshaft connected to the motor, and the camshaft is respectively provided with a shift fork for moving the shift engagement sleeve to slide left and right and a locking fork for moving the locking engagement sleeve to slide left and right, and the shift fork and the locking fork are synchronously linked.

[0011] Furthermore, a first groove distributed along the circumferential direction is bored on the outer surface of the camshaft corresponding to the inner side of the shift fork sleeve hole, and a first protrusion matching the first groove is provided on the inner side of the shift fork sleeve hole, so that the shift fork can move along the first groove trajectory as the camshaft rotates; a second groove distributed along the circumferential direction is bored on the outer surface of the camshaft corresponding to the inner side of the locking fork sleeve hole, and a second protrusion matching the second groove is provided on the inner side of the locking fork sleeve hole, so that the locking fork can move along the second groove trajectory as the camshaft rotates.

[0012] Furthermore, when the camshaft rotates upward, the shift fork is in a left straight track along the first groove track, and the locking fork is in a middle straight track along the second groove track, the shift fork moves the shift sleeve to the left to engage a high gear.

[0013] Furthermore, when the camshaft continues to rotate upward, the shift fork is in a rightward bend along the first groove trajectory, and the locking fork is in a leftward turning point along the second groove trajectory, the shift fork completes shifting to a high gear to the left, and the locking coupling sleeve locks the differential.

[0014] Furthermore, when the camshaft rotates downward, the shift fork is in the right straight track along the first groove track, and the locking fork is in the middle straight track along the second groove track, the shift fork moves the shift sleeve to the right to engage the low gear.

[0015] Furthermore, when the camshaft continues to rotate downward, the shift fork is in a left curve along the first groove trajectory, and the locking fork is in a left turning point along the second groove trajectory, the shift fork completes the right shift to a low gear, and the locking coupling sleeve locks the differential.

[0016] Furthermore, when the shift fork is in the middle straight track along the first groove track, and the locking fork is in the middle straight track along the second groove track, the shift fork shifts the shift sleeve to neutral gear.

[0017] Furthermore, the motor is a servo motor, which is electrically connected to a single-chip microcomputer system, and the wheel speed data in the single-chip microcomputer system is collected by a Hall sensor installed on one side of the left and right rear wheels.

[0018] Furthermore, the single-chip microcomputer system adopts the NXP-MK60FX512 main chip.

[0019] Furthermore, a medium-speed driving bevel gear is mounted on the medium-speed shaft on the right side of the second hub, the medium-speed driving bevel gear is meshed with an output-stage driven bevel gear, and a front reducer is connected to the outside of the output-stage driven bevel gear.

[0020] The advantages of the present invention are:

[0021] 1. The present invention controls the rotation of the camshaft to drive the synchronous rotation of the shift fork and the locking fork, and uses the rotating shift fork to shift the shift engagement sleeve to slide left and right, so that the shift engagement sleeve is engaged with the first wheel hub on the left or the second wheel hub on the right, thereby realizing the conversion of neutral gear, high gear and low gear; uses the rotating locking fork to shift the locking engagement sleeve to the left, so that the locking engagement sleeve is engaged with the differential, and the differential and the low-speed shaft are locked together to achieve a locking effect, thereby improving the adaptability of the racing car to the terrain;

[0022] 2. The present invention respectively forms a first groove for guiding the shift fork to slide and a second groove for guiding the locking fork to slide on the outer surface of a cylindrical camshaft, and realizes the shift and locking functions by the joint sliding of the shift fork and the locking fork in the first groove and the second groove respectively. In addition, the camshaft is controlled by a servo motor, which makes the reducer lighter and more reliable and economical.

[0023] 3. The present invention electrically connects the servo motor with the single-chip microcomputer system, and uses the single-chip microcomputer system to control the rotation of the camshaft, thereby controlling the automatic gear shifting, accurately finding the timing of gear shifting, reducing the probability of accidents caused by the driver's distraction in shifting, and greatly reducing the tooth collision between the shift sleeve and the first wheel hub or the second wheel hub, thereby increasing the life of the reducer, improving fuel efficiency, and increasing the safety of the entire vehicle; at the same time, the single-chip microcomputer system is used to control the rotation of the camshaft, thereby controlling the automatic locking, and judging through the internal program of the single-chip microcomputer whether the current situation meets the conditions for electronic locking intervention and executing the task.

[0024] The present invention is applied to the integrated electronically controlled two-speed main reducer of the Baja racing car, which integrates the reducer, differential and differential lock, not only greatly improving the space utilization rate, achieving the purpose of integration and lightweight, but also improving the adaptability of the racing car to the terrain; in addition, the functions of automatic shifting and automatic locking are controlled by a motor, which achieves lightweight and is more economical. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a schematic diagram of the overall external structure of the integrated electronically controlled two-speed final reducer of the present invention applied to Baja racing cars;

[0026] Figure 2 for Figure 1 Schematic diagram of the internal structure;

[0027] Figure 3 for Figure 2 Schematic diagram of the exploded structure;

[0028] Figure 4 for Figure 3 An expanded view of the outer surface of the camshaft in FIG.

[0029] Figure 5 The shift fork and the locking fork in the present invention are respectively located at Figure 4 Schematic diagram of the structure within the trajectory range A;

[0030] Figure 6 The shift fork and the locking fork in the present invention are respectively located at Figure 4 Schematic diagram of the structure within the trajectory range B;

[0031] Figure 7 The shift fork and the locking fork in the present invention are respectively located at Figure 4 Schematic diagram of the structure within the trajectory range C;

[0032] Figure 8 The shift fork and the locking fork in the present invention are respectively located at Figure 4 Schematic diagram of the structure within the trajectory range D;

[0033] Fig. 9The shift fork and the locking fork in the present invention are respectively located at Figure 4 Schematic diagram of the structure within the trajectory range E;

[0034] In the figure: outer shell 1, high-speed shaft 2, medium-speed shaft 3, low-speed shaft 4, camshaft 5;

[0035] The outer shell 1 includes: a left outer shell 1-1 and a right outer shell 1-2;

[0036] The high-speed shaft 2 includes: a high-speed high-speed gear driving gear 2-1, and a high-speed low-speed gear driving gear 2-2;

[0037] The medium-speed shaft 3 includes: a first hub 3-1, a second hub 3-2, a medium-speed high-speed driven gear 3-3, a medium-speed low-speed driven gear 3-4, a shifting sleeve 3-5, a low-speed driving gear 3-6, a medium-speed driving bevel gear 3-7, and an output-stage driven bevel gear 3-8;

[0038] The low-speed shaft 4 includes: a third wheel hub 4-1, a low-speed driven gear 4-2, a differential 4-3, a differential housing 4-4, and a locking coupling sleeve 4-5;

[0039] The camshaft 5 includes: a shift fork 5-1, a locking fork 5-2, a first groove 5-3, and a second groove 5-4. DETAILED DESCRIPTION

[0040] The present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0041] In the description of the present invention, it is necessary to understand that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the invention.

[0042] This integrated electronically controlled two-speed final reducer for Baja racing, such as Figures 1 to 3 As shown, it comprises an outer shell 1 consisting of a left outer shell 1-1 and a right outer shell 1-2, wherein a high-speed shaft 2, a medium-speed shaft 3, and a low-speed shaft 4 are respectively arranged in left and right directions and in parallel and spaced apart from each other inside the outer shell 1.

[0043] The high-speed shaft 2 is respectively equipped with a high-speed stage high-speed gear driving gear 2-1 and a high-speed stage low-speed gear driving gear 2-2 which are arranged at intervals.

[0044] The medium-speed shaft 3 is respectively equipped with a first hub 3-1 and a second hub 3-2 at the positions corresponding to the high-speed high-speed gear driving gear 2-1 and the high-speed low-speed gear driving gear 2-2. The outer periphery of the first hub 3-1 is provided with a medium-speed high-speed gear driven gear 3-3 meshing with the high-speed high-speed gear driving gear 2-1, and the outer periphery of the second hub 3-2 is provided with a medium-speed low-speed gear driven gear 3-4 meshing with the high-speed low-speed gear driving gear 2-2; a shift coupling sleeve 3-5 capable of sliding left and right and meshing with the first hub 3-1 and the second hub 3-2 is arranged between the first hub 3-1 and the second hub 3-2 on the medium-speed shaft 3; a low-speed driving gear 3-6 is arranged on the left side of the first hub 3-1 on the medium-speed shaft 3.

[0045] A third wheel hub 4-1 is mounted on the low-speed shaft 4 at a position corresponding to the low-speed driving gear 3-6, and a low-speed driven gear 4-2 meshing with the low-speed driving gear 3-6 is arranged on the outer periphery of the third wheel hub 4-1; a differential 4-3 is mounted on the low-speed shaft 4 at an inner side corresponding to the third wheel hub 4-1, and a differential housing 4-4 ​​is arranged on the outer periphery of the differential 4-3, and a locking coupling sleeve 4-5 capable of sliding to the left and meshing with the differential 4-3 is mounted on the right side of the differential housing 4-4 ​​on the low-speed shaft 4.

[0046] The integrated electronically controlled two-speed main reducer also includes a cylindrical camshaft 5 connected to the motor, and the camshaft 5 is respectively provided with a shift fork 5-1 for moving the shift engagement sleeve 3-5 to slide left and right and a locking fork 5-2 for moving the locking engagement sleeve 4-5 to slide left and right, and the shift fork 5-1 is synchronously linked with the locking fork 5-2.

[0047] The present invention controls the rotation of the camshaft 5 to drive the synchronous rotation of the shift fork 5-1 and the locking fork 5-2, and utilizes the rotating shift fork 5-1 to shift the shift coupling sleeve 3-5 to slide left and right, so that the shift coupling sleeve 3-5 engages with the first wheel hub 3-1 on the left or the second wheel hub 3-2 on the right, thereby realizing the conversion of neutral gear, high gear and low gear; utilizes the rotating locking fork 5-2 to shift the locking coupling sleeve 4-5 to turn left, so that the locking coupling sleeve 4-5 engages with the differential 4-3, and the differential 4-3 is locked with the low-speed shaft 4 to achieve a locking effect, thereby improving the adaptability of the racing car to the terrain.

[0048] Preferably, the outer surface of the camshaft 5 is bored with a first groove 5-3 distributed along the circumferential direction corresponding to the inner side of the shift fork 5-1 sleeve hole, and the inner side of the shift fork 5-1 sleeve hole is provided with a first protrusion 5-11 (not marked in the figure) matching the first groove 5-3, so that the shift fork 5-1 can move along the track of the first groove 5-3 as the camshaft 5 rotates; the outer surface of the camshaft 5 is bored with a second groove 5-4 distributed along the circumferential direction corresponding to the inner side of the locking fork 5-2 sleeve hole, and the inner side of the locking fork 5-2 sleeve hole is provided with a second protrusion 5-21 (not marked in the figure) matching the second groove 5-4, so that the locking fork 5-2 can move along the track of the second groove 5-4 as the camshaft 5 rotates. The specific track shapes of the first groove 5-3 and the second groove 5-4 are as follows: Figures 4 to 9 shown.

[0049] from Figure 4 , 5 As can be seen from the figure, when the camshaft 5 rotates upward, the shift fork 5-1 and the locking fork 5-2 are respectively in Figure 4 In the trajectory range A, when the shift fork 5-1 is in the left straight along the trajectory of the first groove 5-3 and the locking fork 5-2 is in the middle straight along the trajectory of the second groove 5-4, the shift fork 5-1 moves the shift sleeve 3-5 to the left to engage a high gear.

[0050] from Figure 4 , 6 As can be seen from the figure, when the camshaft 5 continues to rotate upward, the shift fork 5-1 and the locking fork 5-2 are respectively in Figure 4 In the trajectory range B, when the shift fork 5-1 is in a right curve along the trajectory of the first groove 5-3 and the locking fork 5-2 is in a left turning point along the trajectory of the second groove 5-4, when the shift fork 5-1 completes the left high gear shifting, the locking coupling sleeve 4-5 locks the differential 4-3.

[0051] from Figure 4 , 7 As can be seen from the figure, when the camshaft 5 rotates downward, the shift fork 5-1 and the locking fork 5-2 are respectively in Figure 4 In the trajectory range C, when the shift fork 5-1 is in the right straight along the trajectory of the first groove 5-3 and the locking fork 5-2 is in the middle straight along the trajectory of the second groove 5-4, the shift fork 5-1 moves the shift coupling sleeve 3-5 to the right to engage the low gear.

[0052] from Figure 4 , 8 As can be seen from the figure, when the camshaft 5 continues to rotate downward, the shift fork 5-1 and the locking fork 5-2 are respectively in Figure 4Within the trajectory range D, when the shift fork 5-1 is along the trajectory of the first groove 5-3 in the left curve and the locking fork 5-2 is along the trajectory of the second groove 5-4 at the left inflection point, when the shift fork 5-1 completes shifting to the right and engaging the low gear, the locking sleeve 4-5 locks the differential 4-3.

[0053] From Figure 4 , 9 it can be seen that when the shift fork 5-1 and the locking fork 5-2 are respectively within Figure 4 the trajectory range E, when the shift fork 5-1 is along the trajectory of the first groove 5-3 in the middle straight section and the locking fork 5-2 is along the trajectory of the second groove 5-4 in the middle straight section, the shift fork 5-1 disengages the shift sleeve 3-5 to neutral, facilitating vehicle pushing.

[0054] In the present invention, a first groove 5-3 for guiding the sliding of the shift fork 5-1 and a second groove 5-4 for guiding the sliding of the locking fork 5-2 are respectively cut on the outer surface of a cylindrical camshaft 5. The functions of shifting and locking are realized by the combined sliding of the shift fork 5-1 and the locking fork 5-2 in the first groove 5-3 and the second groove 5-4 respectively. Additionally, the camshaft 5 is controlled by a servo motor, which not only realizes the light weight of the reducer but also has higher reliability and economy.

[0055] The reason for adding a locking differential to the present invention on the basis of the reducer is that small off-road racing cars need to have the ability to adapt to all terrains. Simply making the differential in the reduction box will reduce the vehicle's passability in special situations, and a locking device must be added to handle special situations.

[0056] The motor is a servo motor, which is electrically connected to the single-chip microcomputer system. The wheel speed data in the single-chip microcomputer system is collected by Hall sensors installed on one side of the left and right rear wheels. Preferably, the single-chip microcomputer system uses an NXP-MK60FX512 main chip. The rotational speeds of the left and right rear wheels are detected by the Hall sensors, and the acquired data is transmitted to the main chip of NXP-MK60FX512 using IIC. The internal program of the single-chip microcomputer determines whether the current situation meets the conditions for electronic locking intervention and executes tasks.

[0057] In addition, a medium-speed stage driving bevel gear 3-7 is assembled on the right side of the second hub 3-2 on the medium-speed shaft 3. The medium-speed stage driving bevel gear 3-7 meshes with an output stage driven bevel gear 3-8, and a front reducer is connected to the outside of the output stage driven bevel gear 3-8.

[0058] The process of the gear design parameters of the integrated electronically controlled two-speed main reducer of the present invention applied to Baja racing cars is as follows:

[0059] 1. Input the gear parameters into the prepared table to obtain the contact strength safety factor and the bending strength safety factor respectively, and confirm whether the obtained safety factor meets the design requirements. If not, modify the corresponding gear parameters until the design requirements are met;

[0060] 2. After determining the gear parameters, calculate the force of each gear on the shaft, estimate the minimum shaft diameter by power and usage, round off and perform corresponding calculations to obtain the shaft stress and allowable stress comparison to complete the verification. The specific values ​​are shown in Table 1 below.

[0061] Table 1 Actual selected gear teeth number and transmission ratio

[0062]

[0063]

[0064] The present invention is applied to the integrated electronically controlled two-speed main reducer of the Baja racing car, which integrates the reducer, differential and differential lock, not only greatly improving the space utilization rate, achieving the purpose of integration and lightweight, but also improving the adaptability of the racing car to the terrain; in addition, the functions of automatic shifting and automatic locking are controlled by a motor, which achieves lightweight and is more economical.

[0065] The above embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited to the above embodiments. Any other changes, modifications, substitutions, combinations, and simplifications that do not deviate from the spirit and principles of the present invention should be equivalent replacement methods and are included in the protection scope of the present invention.

Claims

1. An integrated electronically controlled two-speed main reducer for use in a Baja racing car, comprising an outer shell (1) consisting of a left outer shell (1-1) and a right outer shell (1-2), Features: The outer shell (1) is provided with a high-speed shaft (2), a medium-speed shaft (3), and a low-speed shaft (4) arranged in parallel and spaced apart in left and right directions. The high-speed shaft (2) is respectively equipped with a high-speed high-speed gear driving gear (2-1) and a high-speed low-speed gear driving gear (2-2) arranged at intervals; The medium-speed shaft (3) is provided with a first hub (3-1) and a second hub (3-2) at positions corresponding to the high-speed high-speed gear driving gear (2-1) and the high-speed low-speed gear driving gear (2-2), respectively; the first hub (3-1) is provided with a medium-speed high-speed gear driven gear (3-3) meshing with the high-speed high-speed gear driving gear (2-1) on its outer periphery; the second hub (3-2) is provided with a medium-speed low-speed gear driven gear (3-4) meshing with the high-speed low-speed gear driving gear (2-2) on its outer periphery; a shifting sleeve (3-5) capable of sliding left and right and meshing with the first hub (3-1) and the second hub (3-2) is provided on the medium-speed shaft (3) between the first hub (3-1) and the second hub (3-2); the medium-speed shaft (3) is provided with a low-speed gear driving gear (3-6) on the left side of the first hub (3-1); A third wheel hub (4-1) is mounted on the low-speed shaft (4) at a position corresponding to the low-speed driving gear (3-6), and a low-speed driven gear (4-2) meshing with the low-speed driving gear (3-6) is arranged on the outer periphery of the third wheel hub (4-1); a differential (4-3) is mounted on the low-speed shaft (4) at an inner side corresponding to the third wheel hub (4-1), and a differential housing (4-4) is arranged on the outer periphery of the differential (4-3); and a locking coupling sleeve (4-5) capable of sliding to the left and meshing with the differential (4-3) is mounted on the right side of the differential housing (4-4) on the low-speed shaft (4); The integrated electronically controlled two-speed main reducer also includes a cylindrical camshaft (5) connected to the motor, and the camshaft (5) is respectively sleeved with a shift fork (5-1) for moving the shift engagement sleeve (3-5) to slide left and right, and a locking fork (5-2) for moving the locking engagement sleeve (4-5) to slide left and right, and the shift fork (5-1) and the locking fork (5-2) are synchronously linked.

2. The integrated electronically controlled two-speed final reducer for Baja racing according to claim 1, Features: On the outer surface of the camshaft (5), corresponding to the inner side of the sleeve hole of the shift fork (5-1), a first groove (5-3) distributed along the circumferential direction is drilled. On the inner side of the sleeve hole of the shift fork (5-1), a first protrusion (5-11) matching the first groove (5-3) is provided, so that the shift fork (5-1) can move along the track of the first groove (5-3) as the camshaft (5) rotates; on the outer surface of the camshaft (5), corresponding to the inner side of the sleeve hole of the locking fork (5-2), a second groove (5-4) distributed along the circumferential direction is drilled. On the inner side of the sleeve hole of the locking fork (5-2), a second protrusion (5-21) matching the second groove (5-4) is provided, so that the locking fork (5-2) can move along the track of the second groove (5-4) as the camshaft (5) rotates.

3. The integrated electronically controlled two-speed main reducer applied to a Baja race car according to claim 2, characterized in that: When the camshaft (5) rotates upward, when the shift fork (5-1) is along the track of the first groove (5-3) in the left straight lane and the locking fork (5-2) is along the track of the second groove (5-4) in the middle straight lane, the shift fork (5-1) will shift the shift sleeve (3-5) to the left to engage the high gear.

4. The integrated electronically controlled two-speed main reducer applied to a Baja race car according to claim 3, characterized in that: When the camshaft (5) continues to rotate upward, when the shift fork (5-1) is along the track of the first groove (5-3) in the right bend and the locking fork (5-2) is along the track of the second groove (5-4) at the left inflection point, when the shift fork (5-1) has completed shifting to the left to engage the high gear, the locking sleeve (4-5) locks the differential (4-3).

5. The integrated electronically controlled two-speed main reducer applied to a Baja race car according to claim 2, characterized in that: When the camshaft (5) rotates downward, when the shift fork (5-1) is along the track of the first groove (5-3) in the right straight lane and the locking fork (5-2) is along the track of the second groove (5-4) in the middle straight lane, the shift fork (5-1) will shift the shift sleeve (3-5) to the right to engage the low gear.

6. The integrated electronically controlled two-speed main reducer applied to a Baja race car according to claim 5, characterized in that: When the camshaft (5) continues to rotate downward, when the shift fork (5-1) is along the track of the first groove (5-3) in the left bend and the locking fork (5-2) is along the track of the second groove (5-4) at the left inflection point, when the shift fork (5-1) has completed shifting to the right to engage the low gear, the locking sleeve (4-5) locks the differential (4-3).

7. The integrated electronically controlled two-speed main reducer applied to a Baja race car according to claim 2, characterized in that: When the shift fork (5-1) is in a middle straight track along the first groove (5-3) track, and the locking fork (5-2) is in a middle straight track along the second groove (5-4) track, the shift fork (5-1) shifts the shift engagement sleeve (3-5) into neutral gear.

8. The integrated electronically controlled two-speed final reducer for Baja racing according to claim 1, Features: The motor is a servo motor, which is electrically connected to a single-chip microcomputer system. Wheel speed data in the single-chip microcomputer system is collected by a Hall sensor installed on one side of the left and right rear wheels.

9. The integrated electronically controlled two-speed final reducer for Baja racing car according to claim 8, Features: The single-chip microcomputer system adopts the NXP-MK60FX512 main chip.

10. The integrated electronically controlled two-speed final reducer for Baja racing according to claim 1, Features: A medium-speed driving bevel gear (3-7) is mounted on the medium-speed shaft (3) on the right side of the second wheel hub (3-2), the medium-speed driving bevel gear (3-7) is meshed with an output-stage driven bevel gear (3-8), and the outer side of the output-stage driven bevel gear (3-8) is connected to a front reducer.

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