Four-axis centrally-arranged inertia reversing taper clutch type electric control automatic variable-speed electric driving system

Abstract

The invention discloses a four-shaft middle inertia reversing taper clutch type electric control automatic speed changing electric driving system which comprises a power motor, a speed changing assembly and a two-shaft power output mechanism, meanwhile, the function of manual control reversing is achieved, and the system is simple and reliable. An electric control gear shifting mechanism is installed at one end of the main shaft, active high and low speed gear shifting and manual control front and back gear shifting can be achieved, and an electric control algorithm is extremely simple. In the active gear shifting process, the taper clutch mechanism can serve as an excellent vibration absorption mechanism, gear shifting impact is effectively absorbed, and the gear shifting process is extremely stable; the motor can always and efficiently work 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, and harmony and unification of people, vehicles, roads and running resistance / running load are realized; the important scientific and engineering technology common key problem of traction / driving force-running resistance / load efficient and accurate balance control is solved.

Description

Technical Field

[0001] The invention relates to the technical field of electric drive systems, and in particular to a four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed-changing electric drive system. Background Art

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

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

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

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

[0006] However, the series of tapered clutch electric drive systems designed by the inventor team of this application 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 fast and slow gear shifting logic 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.).

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

[0008] In view of this, the present invention provides a four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system.

[0009] The technical solution is as follows:

[0010] The first aspect of the present application relates to a four-axis central inertia reverse taper clutch type electronically controlled automatic speed change electric drive system, comprising a power motor, a speed change assembly and a two-axis power output mechanism, wherein the speed change assembly comprises a main shaft, a sleeve which can be relatively rotatably mounted on the main shaft, a taper clutch mechanism and an elastic mechanism which are both arranged on the sleeve, and a human-controlled reverse shaft assembly which is arranged parallel to the main shaft, one end of the main shaft is coaxially fixedly connected with the motor shaft of the power motor, and the other end of the main shaft is equipped with an electronically controlled shifting mechanism, characterized in that: the elastic mechanism comprises an end face cam sleeve, a small supporting ring and a large supporting ring which are sequentially mounted on the sleeve along the axial direction, the small supporting ring can drive the end face cam sleeve to rotate, the end face cam sleeve rotates synchronously with the sleeve, the small supporting ring and the large supporting ring can both rotate relative to the sleeve, the small supporting ring and the large supporting ring can both move axially along the sleeve, the small supporting ring has a first supporting disk extending radially, and the large supporting ring has a second supporting disk extending radially;

[0011] The tapered clutch mechanism comprises an inner tapered sleeve which is synchronously rotatably mounted on the small supporting ring and an outer tapered sleeve which is frictionally mounted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve rotates synchronously with the main shaft, the inner tapered sleeve can slide axially relative to the sleeve, a support transmission element which rotates synchronously with the inner tapered sleeve is arranged on the inner circumferential surface of one end of the inner tapered sleeve away from the large supporting ring, a first elastic element group and a second elastic element group are elastically supported between the support transmission element and the second support plate on both sides of the first supporting disk, a secondary driven gear which can relatively rotate to drive the support transmission element is mounted on the sleeve, a power output sleeve which can relatively rotatably rotate with the outer tapered sleeve is mounted on the secondary driven gear and the support transmission element, the power output sleeve has a primary driving tooth, and the sleeve has a power output tooth;

[0012] The two-shaft power output mechanism includes an output shaft reduction assembly and a differential, both of which are arranged parallel to the main shaft, and the output shaft reduction assembly reduces the speed between the power output gear and the differential;

[0013] The electronically controlled shift mechanism comprises a hollow screw rod synchronously rotatably mounted on the main shaft, a transmission member threadably mounted on the hollow screw rod, a shift motor arranged parallel to the main shaft, an active member synchronously rotatably mounted on the motor shaft of the shift motor, at least three push-pull rods passing through the outer cone sleeve, and a real-time power detection assembly installed on the output shaft reduction assembly, each push-pull rod is parallel to the main shaft, a first plane bearing is arranged between the side of the large support ring away from the small support ring and the inner end of each push-pull rod, a connecting assembly is arranged between the outer end of each push-pull rod and the inner end of the hollow screw rod, which can make the two rotate relative to each other and move axially synchronously, and the hollow screw rod and the transmission member constitute a screw nut kinematic pair;

[0014] 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;

[0015] The manual reverse shaft assembly includes a secondary shaft parallel to the main shaft, a secondary shaft transmission sleeve that is relatively rotatable and sleeved on the secondary shaft, and an overrunning clutch that is sleeved on the secondary shaft transmission sleeve. The secondary shaft transmission sleeve is formed with secondary driving teeth that mesh with secondary driven gears. The inner ring of the overrunning clutch rotates synchronously with the secondary shaft transmission sleeve. The outer ring of the overrunning clutch has primary driven teeth that mesh with primary driving teeth. A fork sleeve that can slide axially is sleeved on the secondary shaft and rotates synchronously. The fork sleeve can be combined with or disconnected from the secondary shaft transmission sleeve.

[0016] The above four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system has the following beneficial effects:

[0017] 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 required. 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 lead screw nut kinematic pair, thereby not only efficiently realizing active gear shifting, but also making the electronic control algorithm extremely simple.

[0018] 2. 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.

[0019] 3. The transmission assembly based on the tapered clutch mechanism and the elastic mechanism also has the function of adaptive shifting. It can sense and recognize road conditions and transient load change information (uphill, downhill, load, tailwind, headwind, flat road, road adsorption force) when there is insufficient information or no information or the electronically controlled shifting mechanism cannot work. It does not require human intervention or other mechanisms and does not rely on any external control. The system is fully autonomous in the process of outputting power. It changes with load / resistance and outputs reasonable torque and speed (power target) synchronously and adaptively in a timely and uninterrupted manner. The system completes the tasks of power supply, transmission, distribution and output, and meets the requirements of efficient and energy-saving use throughout the process.

[0020] 4. Enable the motor to always operate efficiently in the current high-efficiency area according to changes in driving intentions, implement a "multi-parameter" control strategy that prioritizes human consciousness and intentions, achieve a harmonious unity of people, vehicles, roads and driving resistance / operating load, and solve the major common scientific and engineering technology key problems of efficient and precise balance control of traction / driving force-driving resistance / load.

[0021] 5. When the shift fork sleeve can be separated from the countershaft transmission sleeve and the motor shaft rotates forward, it is in the forward gear fast gear or the forward gear slow gear; when the shift fork sleeve can be combined with the countershaft transmission sleeve and the motor shaft rotates reversely, it is in the reverse gear; therefore, through the cooperation of the shift fork sleeve and the overrunning clutch, as well as the forward and reverse rotation of the motor shaft, the forward gear and reverse gear functions can be switched freely, and the gear shifting response is fast, simple and reliable. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a structural schematic diagram of Example 1 of a four-axis mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system (the electronically controlled shift mechanism adopts a worm gear kinematic pair) when it is in the forward gear;

[0023] Figure 2 It is a structural schematic diagram of embodiment 1 of a four-axis mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system (the electronically controlled shift mechanism adopts a worm gear kinematic pair) when it is in reverse gear;

[0024] Figure 3 It is a structural schematic diagram of Example 2 of a four-axis mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system (the electronically controlled shift mechanism adopts a worm gear kinematic pair) when it is in the forward gear;

[0025] Figure 4 It is a structural schematic diagram of Example 2 of a four-axis mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system (the electronically controlled shifting mechanism adopts a worm gear kinematic pair) when it is in reverse gear;

[0026] Figure 5It is a structural schematic diagram of Example 1 of a four-axis mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system (the electronically controlled shift mechanism adopts a worm gear kinematic pair) when it is in the forward gear;

[0027] Figure 6 It is a schematic diagram of the matching relationship between the shift motor, the worm, the worm wheel and the hollow screw;

[0028] Figure 7 It is a structural schematic diagram of the inner cone sleeve of Example 1 of the four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system;

[0029] Figure 8 It is a schematic structural diagram of the inner cone sleeve of Example 2 of the four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system;

[0030] Fig. 9 It is a schematic diagram of the structure of the outer cone sleeve main body and the outer cone sleeve extension;

[0031] Fig.10 It is a schematic diagram of the structure of the end cover. DETAILED DESCRIPTION

[0032] The present invention is further described below in conjunction with embodiments and drawings.

[0033] Embodiment 1:

[0034] like Figure 1 , Figure 2 as well as Figure 5-Figure 10 As shown, a four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system mainly includes a power motor 3, a speed change assembly and a two-axle power output mechanism 9. Among them, the speed change assembly includes a main shaft 4, a sleeve 1 that can be relatively rotatably mounted on the main shaft 4, a taper clutch mechanism and an elastic mechanism both arranged on the sleeve 1, and a manual reverse shaft assembly 8 arranged parallel to the main shaft 4.

[0035] One end of the main shaft 4 is coaxially fixedly connected to the motor shaft 3a of the power motor 3. Specifically, the end of the main shaft 4 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 main shaft 4 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 main shaft 4 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 main shaft 4 through a coupling. The other end of the main shaft 4 is installed with an electric control shift mechanism 10.

[0036] The elastic mechanism includes an end cam sleeve 5g, a small support ring 5d and a large support ring 5e which are sequentially sleeved on the shaft sleeve 1 along the axial direction. The small support ring 5d can drive the end cam sleeve 5g to rotate, and the end cam sleeve 5g rotates synchronously with the shaft sleeve 1.

[0037] In addition, the position of the end face cam sleeve 5g is fixed, the small support ring 5d and the large support ring 5e can both rotate relative to the shaft sleeve 1, and the small support ring 5d and the large support ring 5e can move axially along the shaft sleeve 1. At the same time, the small support ring 5d has a radially extending first support plate 5d1, and the large support ring 5e has a radially extending second support plate 5e1.

[0038] Furthermore, a positioning retaining ring 5t is sleeved on the shaft sleeve 1, and one end of the end face cam sleeve 5g away from the small support ring 5d abuts against the positioning retaining ring 5t, thereby reliably defining the installation position of the end face cam sleeve 5g.

[0039] The taper clutch mechanism includes an inner tapered sleeve 5b which is synchronously rotated on the small support ring 5d and an outer tapered sleeve 5a which is frictionally fitted on the circumferential outer side of the inner tapered sleeve 5b. The outer tapered sleeve 5a rotates synchronously with the main shaft 4, that is, the main shaft 4 can drive the outer tapered sleeve 5a to rotate synchronously with it. In this embodiment, the outer tapered sleeve 5a is splined with the main shaft 4, which is simple and reliable.

[0040] In this embodiment, the inner circumference of the inner cone sleeve 5b is splined with the outer circumference of the small support ring 5d, which is simple and reliable. The inner cone sleeve 5b can slide axially relative to the shaft sleeve 1, and the rotation axis of the outer cone sleeve 5a coincides with the rotation axis of the inner cone sleeve 5b.

[0041] A support transmission element that rotates synchronously with the large support ring 5e is arranged on the inner circumferential surface of the inner cone sleeve 5b away from the end of the large support ring 5e. Specifically, the inner cone sleeve 5b includes an inner cone sleeve body 5b1 with an annular structure, and the circumferential outer wall of the inner cone sleeve body 5b1 is an inner friction cone surface 5b11 with a conical structure. The circumferential inner wall of the inner cone sleeve body 5b1 is spline-matched with the outer circumferential surface of the first support plate 5d1.

[0042] Correspondingly, the outer cone sleeve 5a comprises an outer cone sleeve body 5a1 which is sleeved outside the inner cone sleeve body 5b1. The circumferential inner wall of the outer cone sleeve body 5a1 is an outer friction cone surface 5a11 with a conical structure. The outer friction cone surface 5a11 is frictionally matched with the inner friction cone surface 5b11.

[0043] Furthermore, a friction material layer is sintered on the outer friction cone surface 5a11, and an oil path is distributed on the friction material layer. The inner cone sleeve body 5b1 is distributed with oil holes penetrating along the wall thickness direction. Lubricating oil can enter the outer friction cone ring surface from the inner cone sleeve body 5b1 through the oil holes, and then the lubricating oil is distributed on the outer friction cone ring surface along the oil path, which can cool, reduce friction and clean the cone ring surface, and can balance the air pressure of the outer cone sleeve 5a and the inner cone sleeve 5b.

[0044] The support transmission element is located at one end of the inner cone sleeve body 5b1 away from the large support ring 5e. The support transmission element includes a disc spring support plate 5b2 extending radially inward and an inner cone sleeve transmission sleeve 5b3 extending axially from the inner end of the disc spring support plate 5b2 in a direction away from the large support ring 5e. The end of the first elastic element group 5c1 away from the first support plate 5d1 is elastically supported on the disc spring support plate 5b2. The inner cone sleeve transmission sleeve 5b3 can be relatively rotatably mounted on the shaft sleeve 1. The shaft sleeve 1 is rotatably mounted with an intermediate transmission sleeve 5h located between the secondary driven gear 5i and the inner cone sleeve transmission sleeve 5b3. The secondary driven gear 5i can drive the inner cone sleeve transmission sleeve 5b3 to rotate through the intermediate transmission sleeve 5h.

[0045] In this embodiment, the inner cone sleeve body 5b1 of the inner cone sleeve 5b surrounds the first support plate 5d1 and the second support plate 5e1, the outer circumference of the first support plate 5d1 is splined with the inner circumference of the inner cone sleeve body 5b1, and the first elastic element group 5c1 and the second elastic element group 5c2 are elastically supported between the disc spring support plate 5b2 and the second support plate 5e1 of the inner cone sleeve 5b on both sides of the first support plate 5d1, that is, the first elastic element group 5c1 is elastically supported between the disc spring support plate 5b2 of the inner cone sleeve 5b and the first support plate 5d1, and the second elastic element group 5c2 is elastically supported between the first support plate 5d1 and the second support plate 5e1. It should be pointed out that the first elastic element group 5c1 and the second elastic element group 5c2 are preferably disc spring groups, which are durable, stable and reliable.

[0046] The end faces of the small support ring 5d at both ends and the adjacent end faces of the end cam sleeve 5g and the large support ring 5e form a first end cam pair a. When power is transmitted between the end cam sleeve 5g, the small support ring 5d and the large support ring 5e, the first end cam pair a generates two components of force in the axial direction and the circumferential direction. The circumferential direction component outputs power, and the axial component is opposite to the axial preload and has a tendency to overcome the axial preload. In other words, the rotation direction of the first end cam pair a is related to the power output rotation direction. Based on the above records, those skilled in the art can know what direction of axial force can be exerted by what rotation direction of the axial cam pair, on the premise of knowing the power output direction, and will not be elaborated here.

[0047] The shaft sleeve 1 is relatively rotatably provided with a secondary driven gear 5i for driving the transmission element of the bracket. Specifically, the end faces of the intermediate transmission sleeve 5h and the adjacent end faces of the secondary driven gear 5i and the inner cone sleeve transmission sleeve 5b3 respectively form a second end face cam pair b. Similar to the first end face cam pair a, when the intermediate transmission sleeve 5h transmits power to the secondary driven gear 5i and the inner cone sleeve 5b, the second end face cam pair b generates two components in the axial direction and the circumferential direction, wherein the circumferential direction component outputs power, and the axial component is opposite to the axial preload and has a tendency to overcome the axial preload. In other words, the rotation direction of the second end face cam pair b is related to the power output rotation direction. Based on the above records, those skilled in the art can know which rotation direction of the axial cam pair can exert which direction of axial component, provided that the power output direction is known, and will not be elaborated here.

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

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

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

[0051] A power output sleeve 5j that rotates synchronously with the outer tapered sleeve 5a is relatively rotatably mounted on the secondary driven gear 5i, the intermediate transmission sleeve 5h and the inner tapered sleeve transmission sleeve 5b3. The power output sleeve 5j has a primary driving tooth 5j1. The reduction shaft assembly 2 can reduce the transmission between the primary driving tooth 5j1 and the secondary driven gear 5i, and the shaft sleeve 1 has a power output tooth 1a.

[0052] The end of the outer cone sleeve body 5a1 away from the large supporting ring 5e has an outer cone sleeve extension 5a2 extending radially inward, the power output sleeve 5j is synchronously rotated and mounted on the inner edge of the outer cone sleeve extension 5a2, and the end of the outer cone sleeve body 5a1 close to the large supporting ring 5e is covered with an end cover 5a3, the end cover 5a3 includes a cylindrical end cover spline sleeve 5a31 and an end cover body 5a32 integrally formed around the end cover spline sleeve 5a31, the end cover spline sleeve 5a31 is spline-matched and sleeved on the main shaft 4, and the outer edge of the end cover body 5a32 is locked with the outer edge of the outer cone sleeve body 5a1 by multiple bolts. It is not only stable and reliable, but also easy to assemble, ensuring assembly accuracy.

[0053] The electronically controlled shifting mechanism 10 comprises a hollow screw 10a synchronously and rotatably mounted on the main shaft 4, a driven member 10b threadedly mounted on the hollow screw 10a, a shifting motor 10c arranged parallel to the main shaft 4, an active member 10i synchronously and rotatably mounted on the motor shaft of the shifting motor 10c, at least three push-pull rods 10d passed through the outer conical sleeve 5a, and a real-time power detection assembly 10g installed on the output shaft reduction assembly 9a. The hollow screw 10a of this embodiment is splined with the main shaft 4, which is simple and reliable. Each push-pull rod 10d is parallel to the main shaft 4, and a first plane bearing 10e is arranged between the side of the large supporting ring 5e away from the small supporting ring 5d and the inner end of each push-pull rod 10d. A connecting component 10f is arranged between the outer end of each push-pull rod 10d and the inner end of the hollow screw 10a, which can enable the two to rotate relative to each other and move axially synchronously. The hollow screw 10a and the follower 10b constitute a screw-nut kinematic pair, and each push-pull rod 10d is evenly distributed along the circumferential direction and penetrated on the end cover spline sleeve 5a31. Specifically, the end cover spline sleeve 5a31 is provided with push rod through holes 5a311 evenly distributed along the circumferential direction, and each push-pull rod 10d is slidably fitted in the corresponding push rod through hole 5a311.

[0054] In this embodiment, the active member 10i and the driven member 10b have the following two implementation modes:

[0055] 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.

[0056] 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.

[0057] Therefore, by the forward or reverse rotation of the motor shaft of the shift motor 10c, the push-pull rods 10d are driven to move axially synchronously through the worm gear motion pair (or gear transmission pair) and the screw-nut motion pair, so that the large support ring 5e can be moved axially. Specifically, when the push-pull rods 10d synchronously approach the large support ring 5e, the inner friction conical surface 5b11 of the inner tapered sleeve 5b can be pressed against the outer friction conical surface 5a11 of the outer tapered sleeve 5a, so that the outer tapered sleeve 5a can transmit power to the inner tapered sleeve 5b; when the push-pull rods 10d synchronously move away from the large support ring 5e, under the elastic force of the first elastic element group 5c1 and the second elastic element group 5c2, the inner friction conical surface 5b11 of the inner tapered sleeve 5b is separated from the outer friction conical surface 5a11 of the outer tapered sleeve 5a, and the outer tapered sleeve 5a cannot transmit power to the inner tapered sleeve 5b.

[0058] 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.

[0059] Furthermore, the connecting assembly 10f includes a connecting seat, a second plane bearing 10f1 and a third plane bearing 10f2, the connecting seat includes an inner end cover 10f3, an intermediate support plate 10f4 and an outer end cover 10f5 which are fastened together, the inner end cover 10f3, the intermediate support plate 10f4 and the outer end cover 10f5 are sequentially arranged in a direction away from the push-pull rod 10d, and the outer ends of the push-pull rods 10d are simultaneously inserted into the center hole of the inner end cover 10f3 and then expanded to form a limit head 10d1, and the hole wall of the center hole of the inner end cover 10f3 is protruded to form an inner end cover retaining ring 10f31 which is adapted to each limit head 10d1, and each limit head 10d1 is away from a section of the intermediate support plate 10f4. It is supported on the inner end cover retaining ring 10f31, and a second plane bearing 10f1 is supported between a section of each limit head 10d1 close to the middle support plate 10f4 and the middle support plate 10f4. After the inner end of the hollow screw 10a is inserted into the center hole of the outer end cover 10f5, the diameter is expanded to form an annular limit rib 10a1. The hole wall of the center hole of the outer end cover 10f5 is protruding with an outer end cover retaining ring 10f51 that is compatible with the annular limit rib 10a1. The side of the annular limit rib 10a1 away from the middle support plate 10f4 is supported on the outer end cover retaining ring 10f51, and a third plane bearing 10f2 is supported between the side close to the middle support plate 10f4 and the middle support plate 10f4. By providing the first plane bearing 10e, the second plane bearing 10f1 and the third plane bearing 10f2, the mutual independence of the force transmission components can be ensured, which will neither affect the high-speed rotation of the outer cone sleeve 5a nor affect the stable operation of the hollow screw rod 10a and other components.

[0060] The manual reverse shaft assembly 8 includes a countershaft 8a parallel to the main shaft 4, a countershaft transmission sleeve 8b which is relatively rotatable and mounted on the countershaft 8a, and an overrunning clutch 8c which is mounted on the countershaft transmission sleeve 8b. The countershaft transmission sleeve 8b is formed with a secondary driving tooth 8b1 which meshes with the secondary driven gear 5i. The inner ring of the overrunning clutch 8c rotates synchronously with the countershaft transmission sleeve 8b. The outer ring of the overrunning clutch 8c has a primary driven tooth 8c1 which meshes with the primary driving tooth 5j1. A fork sleeve 8d which can slide axially is mounted on the countershaft 8a in a synchronously rotating manner. The fork sleeve 8d can be engaged with or disconnected from the countershaft transmission sleeve 8b.

[0061] Therefore, when the fork sleeve 8d is combined with the secondary shaft transmission sleeve 8b, the outer ring of the overrunning clutch 8c, the secondary shaft 8a, the fork sleeve 8d and the secondary shaft transmission sleeve 8b are fixedly connected as a whole and rotate synchronously. Therefore, by controlling the motor shaft 3a to reverse through the motor 3, the reverse gear can be realized. The structure is extremely simple, and only the length of the secondary shaft is slightly increased in the circumferential direction, which hardly affects the volume of the entire electric drive system, ensures the compactness of the overall structure, and improves the convenience of installation. When the fork sleeve 8d is disconnected from the secondary shaft transmission sleeve 8b, the human-controlled reverse shaft assembly 8 can realize the high-speed gear and low-speed gear splitting function through the overrunning clutch 8c. The overall structure is simple, which is conducive to lightweight and integration.

[0062] Among them, the diameter of the primary driving tooth 5j1 is smaller than the diameter of the primary driven tooth 8c1, and the diameter of the secondary driving tooth 8b1 is smaller than the diameter of the secondary driven gear 5i, thereby realizing secondary speed reduction and torque increase.

[0063] Specifically, a circle of first combining teeth 8d1 is formed on the outer circumference of one end of the shift fork sleeve 8d near the secondary shaft transmission sleeve 8b, and a circle of second combining teeth 8b2 matched with the first combining teeth 8d1 is formed on the inner circumference of one end of the secondary shaft transmission sleeve 8b near the shift fork sleeve 8d; when the shift fork sleeve 8d slides to a position away from the secondary shaft transmission sleeve 8b, the first combining teeth 8d1 are separated from the second combining teeth 8b2; when the end of the shift fork sleeve 8d near the secondary shaft transmission sleeve 8b is inserted into the secondary shaft transmission sleeve 8b, the first combining teeth 8d1 are combined with the second combining teeth 8b2. When the shift fork sleeve 8d slides to a position away from the secondary shaft transmission sleeve 8b, the first combining teeth 8d1 are separated from the second combining teeth 8b2; when the end of the shift fork sleeve 8d near the secondary shaft transmission sleeve 8b is inserted into the secondary shaft transmission sleeve 8b, the first combining teeth 8d1 are combined with the second combining teeth 8b2. The first coupling teeth 8d1 and the second coupling teeth 8b2 can ensure the reliability of the coupling between the fork sleeve 8d and the secondary shaft transmission sleeve 8b. At the same time, the fork sleeve 8d and the secondary shaft 8a are spline-matched, which is stable and reliable.

[0064] Furthermore, one end of the secondary shaft 8a close to the overrunning clutch 8c protrudes radially to form a spline keyway that cooperates with the outer ring spline of the overrunning clutch 8c. Through such a design, not only is the integration high, but the cooperation between the secondary shaft 8a and the outer ring of the overrunning clutch 8c is also stable and reliable.

[0065] Furthermore, the secondary shaft transmission sleeve 8b is installed on the secondary shaft 8a through at least two needle bearings 8e, thereby ensuring reliable installation of the secondary shaft transmission sleeve 8b.

[0066] 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 output shaft reduction assembly 9a reduces the speed between the power output gear 1a and the differential 9b.

[0067] Specifically, the output shaft reduction assembly 9a includes an output shaft 9a1 parallel to the main shaft 4, an output primary driven gear 9a2 relatively rotatably mounted on the output shaft 9a1, and an output secondary driving tooth 9a3 integrally formed on the output shaft 9a1, wherein the power output tooth 1a is meshed with the output primary driven gear 9a2, and the diameter of the output driven gear 9a2 is larger than the diameter of the power output tooth 1a, and the output secondary driving tooth 9a3 is meshed with the differential input gear 9b1 of the differential 9b, and the diameter of the output secondary driving tooth 9a3 is smaller than the diameter of the differential input gear 9b1, thereby realizing secondary reduction and torque increase.

[0068] The real-time power detection assembly 10g includes a transmission sensing cam sleeve 10g1 which is synchronously rotated and sleeved on the output shaft 9a1, an elastic element 10g2 which is elastically supported on the adjacent end faces of the transmission sensing cam sleeve 10g1 and the output secondary driving tooth 9a3, a speed detection permanent magnet 10g3 and a displacement detection permanent magnet 10g4 which are both mounted on the transmission sensing cam sleeve 10g1, and a speed detection Hall element 10g5 and a displacement detection Hall element which are both arranged on the housing of the four-axis central inertia reverse taper clutch type electronically controlled automatic transmission electric drive system. Component 10g6, the transmission sensing cam sleeve 10g1 can move axially along the output shaft 9a1, and a third end face cam pair c is formed between the end face of the transmission sensing cam sleeve 10g1 away from the output secondary driving tooth 9a3 and the adjacent end face of the output primary driven gear 9a2. The structure of the third end face cam pair c is the same as the first end face cam pair a and the second end face cam pair b. Therefore, when the torque and the speed change, the transmission sensing cam sleeve 10g1 can move axially along the output shaft 9a1 when it rotates relative to the output primary driven gear 9a2.

[0069] The transmission sensor cam sleeve 10g1 in this embodiment is spline-matched with the output shaft 9a1, which is simple and reliable.

[0070] 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. 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, it actively switches from high speed gear to low speed gear. When the real-time power is greater than the set power target range, it actively switches from low speed gear to high speed gear.

[0071] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward, the shift fork sleeve 8d is separated from the countershaft transmission sleeve 8b, and the inner friction cone surface 5b11 of the inner cone sleeve 5b presses against the outer friction cone surface 5a11 of the outer cone sleeve 5a):

[0072] Motor shaft 3a→main shaft 4→outer tapered sleeve 5a→inner tapered sleeve 5b→small support ring 5d→end cam sleeve 5g→shaft sleeve 1→output driven gear 9a2→output shaft 9a1→output secondary driving gear 9a3→differential input gear 9b1→differential 9b; in this embodiment, differential 9b transmits the output power to the two wheels.

[0073] At this time, the outer ring of the overrunning clutch 8c exceeds the inner ring, and the resistance transmission route is: differential 9b→differential input gear 9b1→output secondary driving gear 9a3→output shaft 9a1→output driven gear 9a2→shaft sleeve 1→end face cam sleeve 5g→small support ring 5d→second elastic element group 5c2.

[0074] In this embodiment, either the shift motor 10c controls the large supporting ring 5e to move away from the small supporting ring 5d and directly switch to the low speed gear, or when the driving resistance increases to a certain level, the resistance causes the axial force of the first end face cam pair a to overcome the second elastic element group 5c2, so that the first support plate 5d1 of the small supporting ring 5d moves axially to compress the second elastic element group 5c2, thereby releasing the first elastic element group 5c1, so that the friction clutch can be separated "very easily", and the power is transmitted through the following route, that is, the low speed gear power transmission route (the motor shaft 3a rotates forward, the fork sleeve 8d is separated from the countershaft transmission sleeve 8b, and the inner friction cone surface 5b11 of the inner cone sleeve 5b is separated from the outer friction cone surface 5a11 of the outer cone sleeve 5a):

[0075] Motor shaft 3a→main shaft 4→outer tapered sleeve 5a→power output sleeve 5j→overrunning clutch 8c→counter shaft transmission sleeve 8b→secondary driven gear 5i→intermediate transmission sleeve 5h→inner tapered sleeve 5b→small support ring 5d→end face cam sleeve 5g→shaft sleeve 1→output driven gear 9a2→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.

[0076] In the low-speed gear power transmission route, the axial force generated by the first end cam pair a continues to act on the second elastic element group 5c2, and at the same time, the axial force of the second end cam pair b acts on the inner tapered sleeve 5b, and the direction of the force is opposite to the axial preload force of the first elastic element group 5c1 (that is, in the direction of clutch separation). That is, in the slow gear power transmission process, the slow gear traction force and the running resistance (double force) work together to prevent the two groups of disc springs from being repeatedly compressed during the low-speed gear transmission process, thereby preventing the clutch from being repeatedly engaged during the slow gear power transmission process.

[0077] It can be seen from the above transmission route that when the present invention is in operation, the clutch is tightly fitted under the action of the first elastic element group 5c1 and the second elastic element group 5c2 to form an automatic speed change mechanism that maintains a certain pressure to achieve the transmission purpose. At this time, the overrunning clutch 8c is in an overrunning state.

[0078] When the motor vehicle starts, the resistance is greater than the driving force, and the resistance forces the first end cam pair a to produce axial displacement, and the second elastic element group 5c2 is compressed by the first end cam pair a, and the clutch is disengaged after the first elastic element group 5c1 is released; the low-speed gear start is automatically realized, the starting time is shortened, and the starting force is reduced. At the same time, the second elastic element group 5c2 absorbs the energy of the motion resistance torque to store potential energy for restoring the power transmission of the fast gear.

[0079] After successful startup, in this embodiment, either the shift motor 10c controls the large support ring 5e to approach the small support ring 5d and directly switch to the high gear, or because the driving resistance is reduced, when the axial component force is reduced to be less than the pressure generated by the second elastic element group 5c2, the pressure of the second elastic element group 5c2 generated by the compression of the motion resistance is released, and the first elastic element group 5c1 is compressed to push the inner cone sleeve 5b to press the outer cone sleeve 5a, completing the clutch to return to a close fitting state, and the overrunning clutch 8c is in an overrunning state.

[0080] During driving, the principle of automatic gear shifting is the same as above as the change of movement resistance. Gear shifting can be achieved without cutting off the driving force, making the entire locomotive run smoothly, safely and with low consumption. The transmission route is simplified, thereby improving transmission efficiency.

[0081] The reverse gear power transmission route of this embodiment is the same as the low gear power transmission route. In the reverse gear, the motor shaft 3a of the motor 3 rotates in reverse, and the differential 9b transmits the output power to the two wheels. It should be noted that in the reverse gear, the traction force and the driving resistance work together to separate the inner cone sleeve 5b from the outer cone sleeve 5a.

[0082] Embodiment 2:

[0083] See also Figure 3 and Figure 4 The main structure of this embodiment is exactly the same as that of embodiment 1, with the difference being that the outer edge of the disc spring support plate 5b2 is spline-matched with the inner circumference of the inner cone sleeve body 5b1, so that the disc spring support plate 5b2 can slide axially along the inner cone sleeve body 5b1, and the inner cone sleeve 5b is fixedly connected to the large support ring 5e, so that the inner cone sleeve 5b can slide axially along the small support ring 5d driven by the large support ring 5e.

[0084] Therefore, this embodiment cannot realize adaptive gear shifting according to the change of running resistance, and can only realize the switching between high gear and low gear by controlling the displacement of the large supporting ring 5e through the gear shifting motor 10c.

[0085] Furthermore, a limit ring 5u is installed on the spline on the inner circumference of the inner cone sleeve body 5b1 to limit the maximum displacement of the disc spring support plate 5b2 and ensure the stability and reliability of the cooperation between the disc spring support plate 5b2 and the inner cone sleeve body 5b1.

[0086] 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 four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system, comprising a power motor, a speed change assembly and a two-axle power output mechanism, wherein the speed change assembly comprises a main shaft, a sleeve rotatably mounted on the main shaft, a taper clutch mechanism and an elastic mechanism both arranged on the sleeve, and a human-controlled reverse shaft assembly arranged parallel to the main shaft, wherein one end of the main shaft is coaxially fixedly connected to the motor shaft of the power motor, and the other end of the main shaft is equipped with an electronically controlled shift mechanism, and is characterized in that: The elastic mechanism comprises an end face cam sleeve, a small support ring and a large support ring which are sequentially sleeved on the shaft sleeve along the axial direction, the small support ring can drive the end face cam sleeve to rotate, the end face cam sleeve rotates synchronously with the shaft sleeve, the small support ring and the large support ring can both rotate relative to the shaft sleeve, the small support ring and the large support ring can both move axially along the shaft sleeve, the small support ring has a first support plate extending radially, and the large support ring has a second support plate extending radially; The tapered clutch mechanism comprises an inner tapered sleeve which is synchronously rotatably mounted on the small supporting ring and an outer tapered sleeve which is frictionally mounted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve rotates synchronously with the main shaft, the inner tapered sleeve can slide axially relative to the sleeve, a support transmission element which rotates synchronously with the inner tapered sleeve is arranged on the inner circumferential surface of one end of the inner tapered sleeve away from the large supporting ring, a first elastic element group and a second elastic element group are elastically supported between the support transmission element and the second support plate on both sides of the first supporting disk, a secondary driven gear which can relatively rotate to drive the support transmission element is mounted on the sleeve, a power output sleeve which can relatively rotatably rotate with the outer tapered sleeve is mounted on the secondary driven gear and the support transmission element, the power output sleeve has a primary driving tooth, and the sleeve has a power output tooth; The two-shaft power output mechanism includes an output shaft reduction assembly and a differential, both of which are arranged parallel to the main shaft, and the output shaft reduction assembly reduces the speed between the power output gear and the differential; The electronically controlled shift mechanism comprises a hollow screw rod synchronously rotatably mounted on the main shaft, a transmission member threadably mounted on the hollow screw rod, a shift motor arranged parallel to the main shaft, an active member synchronously rotatably mounted on the motor shaft of the shift motor, at least three push-pull rods passing through the outer cone sleeve, and a real-time power detection assembly installed on the output shaft reduction assembly, each push-pull rod is parallel to the main shaft, a first plane bearing is arranged between the side of the large support ring away from the small support ring and the inner end of each push-pull rod, a connecting assembly is arranged between the outer end of each push-pull rod and the inner end of the hollow screw rod, which can make the two rotate relative to each other and move axially synchronously, and the hollow screw rod and the transmission member constitute a screw nut kinematic pair; The active member is a worm, the transmission member is a worm wheel, and the worm and the worm wheel form a worm-wheel kinematic pair; or, the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear; The manual reverse shaft assembly includes a secondary shaft parallel to the main shaft, a secondary shaft transmission sleeve that is relatively rotatable and sleeved on the secondary shaft, and an overrunning clutch that is sleeved on the secondary shaft transmission sleeve. The secondary shaft transmission sleeve is formed with secondary driving teeth that mesh with secondary driven gears. The inner ring of the overrunning clutch rotates synchronously with the secondary shaft transmission sleeve. The outer ring of the overrunning clutch has primary driven teeth that mesh with primary driving teeth. A fork sleeve that can slide axially is sleeved on the secondary shaft and rotates synchronously. The fork sleeve can be combined with or disconnected from the secondary shaft transmission sleeve.

2. The four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system according to claim 1, characterized in that: The inner cone sleeve comprises an inner cone sleeve body, the circumferential outer wall of the inner cone sleeve body is an inner friction cone surface with a cone surface structure, and the circumferential inner wall of the inner cone sleeve body is spline-matched with the outer circumferential surface of the first support plate; The support transmission element is located at the end of the inner cone sleeve body away from the large support ring. The support transmission element includes a disc spring support plate extending radially inward and an inner cone sleeve transmission sleeve extending axially from the inner end of the disc spring support plate in a direction away from the large support ring. The end of the first elastic element group away from the first support plate is elastically supported on the disc spring support plate. The inner cone sleeve transmission sleeve can be relatively rotatably mounted on the shaft sleeve. An intermediate transmission sleeve located between the secondary driven gear and the inner cone sleeve transmission sleeve can be rotatably mounted on the shaft sleeve. The secondary driven gear can drive the inner cone sleeve transmission sleeve to rotate through the intermediate transmission sleeve.

3. The four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system according to claim 2, characterized in that: The outer end of the disc spring support plate is integrally formed with the inner cone sleeve body, and the inner cone sleeve can move axially relative to the large support ring.

4. The four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system according to claim 2, characterized in that: The outer edge of the disc spring support plate is spline-matched with the inner circumference of the inner cone sleeve body, so that the disc spring support plate can slide axially along the inner cone sleeve body, and the inner cone sleeve is fixedly connected to the large support ring, so that it can slide axially along the small support ring driven by the large support ring.

5. The four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system according to claim 3 or 4, characterized in that: The end faces of the small support ring and the adjacent end faces of the end face cam sleeve and the large support ring form a first end face cam pair, and the end faces of the intermediate transmission sleeve and the adjacent end faces of the secondary driven gear and the inner bracket transmission sleeve respectively form a second end face cam pair.

6. The four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system according to claim 2, characterized in that: The outer cone sleeve comprises an outer cone sleeve body which is sleeved on the outside of the inner cone sleeve body, the circumferential inner wall of the outer cone sleeve body is an outer friction cone surface with a conical structure, and the outer friction cone surface is frictionally matched with the inner friction cone surface. The end of the outer cone sleeve body away from the large support ring has an outer cone sleeve extension portion extending radially inward, and the power output sleeve is synchronously and rotatably mounted on the inner edge of the outer cone sleeve extension portion. An end cover of the outer cone sleeve body close to the large support ring is provided with an end cover, and the end cover comprises an end cover spline sleeve with a cylindrical structure and an end cover body integrally formed around the end cover spline sleeve. The end cover spline sleeve is spline-matchedly sleeved on the main shaft, and each push-pull rod is evenly distributed circumferentially and penetrates the end cover spline sleeve. The outer edge of the end cover body is locked with the outer edge of the outer cone sleeve body by a plurality of bolts.

7. The four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system according to claim 1, characterized in that: A circle of first engaging teeth is formed on the outer circumferential surface of the shift fork sleeve near one end of the secondary shaft transmission sleeve, and a circle of second engaging teeth matching the first engaging teeth is formed on the inner circumferential surface of the secondary shaft transmission sleeve near one end of the shift fork sleeve; When the shift fork sleeve slides to a position away from the countershaft transmission sleeve, the first combining tooth separates from the second combining tooth; when the end of the shift fork sleeve close to the countershaft transmission sleeve is inserted into the countershaft transmission sleeve, the first combining tooth combines with the second combining tooth.

8. The four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system according to claim 1, characterized in that: The secondary shaft transmission sleeve is mounted on the secondary shaft through at least two needle bearings.

9. The four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system according to claim 1, characterized in that: The connecting assembly includes a connecting seat, a second plane bearing and a third plane bearing, and the connecting seat includes an inner end cover, an intermediate support plate and an outer end cover that are fastened together, and the inner end cover, the intermediate support plate and the outer end cover are arranged in sequence in a direction away from the push-pull rod, and the outer ends of the push-pull rods are simultaneously inserted into the center hole of the inner end cover and then expanded to form a limiting head, and the hole wall of the center hole of the inner end cover is protruded to form an inner end cover retaining ring that is adapted to each limiting head, and a section of each limiting head away from the intermediate support plate is supported on the inner end cover retaining ring, and a section of each limiting head close to the intermediate support plate and the second plane bearing are supported between the intermediate support plate, and the inner end of the hollow screw rod is inserted into the center hole of the outer end cover and then expanded to form an annular limiting convex rib, and the hole wall of the center hole of the outer end cover is protruded to form an outer end cover retaining ring that is adapted to the annular limiting convex rib, and the side of the annular limiting convex rib away from the intermediate support plate is supported on the outer end cover retaining ring, and the side close to the intermediate support plate and the intermediate support plate support the third plane bearing.

10. The four-axle mid-mounted inertia reverse taper clutch type electronically controlled automatic speed change electric drive system according to claim 1, characterized in that: The output shaft reduction assembly includes an output shaft parallel to the main shaft, an output primary driven gear that can be relatively rotatably sleeved on the output shaft, and an output secondary driving gear that is integrally formed on the output shaft, the power output gear is meshed with the output primary driven gear, and the output secondary driving gear is meshed with the differential input gear of the differential, the real-time power detection assembly includes a transmission sensing cam sleeve that is synchronously rotatably sleeved on the output shaft, an elastic element that is elastically supported on the adjacent end faces of the transmission sensing cam sleeve and the output secondary driving gear, a speed detection permanent magnet and a displacement detection permanent magnet that are both installed on the transmission sensing cam sleeve, and a speed detection Hall element and a displacement detection Hall element that are both arranged on the housing of the four-axis central inertia reverse taper clutch type electronically controlled automatic transmission electric drive system, the transmission sensing cam sleeve can move axially along the output shaft, and a third end face cam pair is formed between an end face of the transmission sensing cam sleeve that is away from the output secondary driving gear and an adjacent end face of the output primary driven gear, 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.

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