Four-axis simple electronically controlled speed-changing tapered clutch electric drive system

Abstract

The present invention discloses a simplified four-axis electronically controlled variable-speed tapered clutch electric drive system, comprising a power motor, a transmission assembly, and a two-axis power output mechanism. The transmission assembly includes a main shaft, a bushing, a tapered clutch mechanism, an elastic mechanism, and a reduction shaft assembly. The system boasts a simple and reliable structure and excellent scalability, enabling flexible expansion of various functional modules, such as manual reverse, inertial reverse, and active upshifting based on real-time power, to meet the requirements of platform-based and modular design. Furthermore, the system enables the motor to consistently and efficiently operate within its current high-efficiency range based on changes in driver intent, implementing a "multi-parameter" control strategy that prioritizes human awareness and intent. This achieves a harmonious integration of driver, vehicle, road, and driving resistance / load, resolving the critical scientific and engineering challenges of efficiently and precisely controlling the balance between traction / driving force, driving resistance, and load.

Description

Technical Field

[0001] The present invention relates to the technical field of electric drive systems, and in particular to a four-axis simplified electronically controlled speed-changing tapered clutch electric drive system. Background Art

[0002] Compared with electric drive systems equipped with only a reduction gearbox, the one equipped with a gearbox has less power output loss, can provide higher drive torque in the constant torque range, and higher speed in the constant power range, and can also achieve high torque and high efficiency under low-speed and heavy-load conditions. Even better, the timing of the electric motor power burst can be selected to optimize and improve the power output efficiency of the drive motor, enhance sustained acceleration performance, and have a broader high-efficiency platform. It can fully meet the requirements of various complex working conditions such as vehicle acceleration, climbing, and high-speed driving, significantly improve power, economy, and comfort, and help reduce manufacturing and use costs, reduce battery capacity, lightweight and reduce volume, reduce vehicle weight, and many other advantages that are difficult to achieve with only a reduction gearbox.

[0003] As products upgrade, users' pursuit of performance, efficiency, and range increases, while their sensitivity to weight and cost decreases. The future development trend of electric motorcycle transmission systems is likely to be the use of variable-speed transmissions. Since 2013, the inventors of this application have designed a series of adaptive friction clutches for transmissions.

[0004] For example, a Chinese patent (Application Number: CN201310389721, Title: Multi-Cam Adaptive Multi-Speed ​​Automatic Transmission) discloses various transmission systems that utilize a tapered friction pair combined with preload control. This system utilizes the motor's output power and driving resistance properties to change the transmission path through a friction transmission component, an end cam clutch mechanism, and an overrunning clutch, adaptively selecting high or low speed gears based on load to perform gear shifting. The outer surface of the friction transmission component is designed to be conical, and the inner ring of the friction ring is constructed with a tapered hole structure that matches the tapered surface. An elastic element at the right end of the friction transmission component pushes the friction transmission component into the tapered hole, achieving power engagement. The end cam at the left end of the friction transmission component, under load, pushes the friction transmission component out of the tapered hole, achieving power disengagement. In the end cam clutch mechanism described in this document, the components responsible for disengagement and engagement are composed of the friction transmission component and the elastic element.

[0005] However, the series of tapered clutch electric drive systems designed by the inventor team of this application do not have the function of active fast and slow gear switching. Therefore, it is impossible to realize the function of electronically controlled shifting based on 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.), and the driver cannot actively shift up and down according to his own driving intentions.

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

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

[0008] The technical solution is as follows:

[0009] A first aspect of the present application relates to a four-axis simplified electronically controlled speed-changing tapered clutch 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 rotatably mounted on the main shaft, a tapered clutch mechanism and an elastic mechanism both mounted on the sleeve, and a reduction shaft assembly arranged parallel to the main shaft, one end of the main shaft being coaxially fixedly connected to the motor shaft of the power motor, the other end of the main shaft being mounted with an electronically controlled shift mechanism, the elastic mechanism comprising an end gear and an end support ring axially mounted on the sleeve, the end support ring being capable of transmitting power to the end gear, the end gear and the end support ring being capable of rotating relative to the sleeve, and the end support ring being capable of moving axially along the sleeve;

[0010] The tapered clutch mechanism includes an inner tapered sleeve which is synchronously rotated and sleeved on the end support ring and an outer tapered sleeve which is frictionally fitted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve rotates synchronously with the main shaft, the inner tapered sleeve and the end support ring can synchronously move axially relative to the shaft sleeve, a first elastic element group is provided between the inner tapered sleeve and the outer tapered sleeve for driving the inner tapered sleeve to separate from the outer tapered sleeve in a direction away from the electronically controlled shift mechanism, a bracket transmission element which rotates synchronously with the inner circumferential surface of the inner tapered sleeve away from the electronically controlled shift mechanism is provided, a secondary driven gear for transmitting power to the bracket transmission element is relatively rotatable on the end gear, a power output sleeve which rotates synchronously with the outer tapered sleeve is relatively rotatable on the secondary driven gear and the bracket transmission element, the power output sleeve has a primary driving tooth, and the reduction shaft assembly can reduce the transmission between the primary driving tooth and the secondary driven gear;

[0011] 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. The output shaft reduction assembly reduces the speed between the end gears and the differential.

[0012] The electronically controlled shifting mechanism includes a shifting motor, a hollow screw rod that can be relatively rotated on the main shaft, a transmission member that is threadedly mounted on the hollow screw rod, an active member that is synchronously rotated and mounted on the motor shaft of the shifting motor, at least three push-pull rods that are inserted into the outer tapered 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, and the inner end of each push-pull rod is connected to the push-pull seat after passing through the outer tapered sleeve. The push-pull seat and the end support ring can both synchronously move axially and relatively rotate. A connecting assembly that can enable the two to rotate relative to each other and synchronously move axially is provided between the outer end of each push-pull rod and the inner end of the hollow screw rod. The hollow screw rod and the transmission member constitute a screw-nut motion pair.

[0013] The active member is a worm, the transmission member is a worm wheel, and the worm and worm wheel form a worm-wheel kinematic pair; or the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear.

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

[0015] 1. It can easily calculate the power information of the electric drive system based on the torque information and speed information collected by the real-time power detection component, and compare the power information with the same power target to draw a conclusion on whether active gear shifting is needed. The gear shift 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 extremely simple electronic control algorithm; the system is fully autonomous in the process of outputting power, and in a timely and synchronous manner, it adapts to changes in load / resistance and outputs reasonable torque and speed (power target) without interruption. The system completes the tasks of power supply, transmission, distribution and output, achieving high-efficiency and energy-saving requirements throughout the process.

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

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

[0018] 4. The motor can always operate efficiently within the current high-efficiency zone according to changes in driving intention, realizing a "multi-parameter" control strategy that prioritizes human consciousness and intention, achieving a harmonious unity of people, vehicles, roads, and driving resistance / operating load, and solving the major common scientific and engineering technology key problems of efficient and precise balance control of traction / driving force-driving resistance / load.

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

[0020] Figure 1 This is a structural diagram of a four-axis simplified electronically controlled variable speed tapered clutch electric drive system embodiment 1;

[0021] Figure 2 Schematic diagram of the structure of the four-axis simplified electronically controlled speed-changing tapered clutch electric drive system embodiment 2 in the forward gear;

[0022] Figure 3 Schematic diagram of the structure of the four-axis simplified electronically controlled speed-changing tapered clutch electric drive system in reverse gear in Example 2;

[0023] Figure 4 Schematic diagram of the structure of the four-axis simplified electronically controlled speed-changing tapered clutch electric drive system embodiment 3 in the forward gear;

[0024] Figure 5 Schematic diagram of the structure of the four-axis simplified electronically controlled speed-changing tapered clutch electric drive system embodiment 3 in reverse gear;

[0025] Figure 6 Schematic diagram of the structure of a four-axis simplified electronically controlled speed-changing tapered clutch electric drive system in forward gear according to Example 4;

[0026] Figure 7 Schematic diagram of the structure of the four-axis simplified electronically controlled speed-changing tapered clutch electric drive system in reverse gear;

[0027] Figure 8 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the ball bearings in the forward gear of Example 2 of the four-axis simplified electronically controlled speed-changing tapered clutch electric drive system;

[0028] Figure 9 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the ball bearings in reverse gear in Embodiment 2 of the four-axis simplified electronically controlled variable speed tapered clutch electric drive system;

[0029] Figure 10 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the ball bearings in the second coordination mode of the four-axis simplified electronically controlled speed-changing tapered clutch electric drive system in the forward gear;

[0030] Figure 11 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the ball bearings in the second coordination mode of the four-axis simplified electronically controlled speed-changing tapered clutch electric drive system in reverse gear;

[0031] Figure 12 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the ball bearings in the forward gear of the fourth embodiment of the four-axis simplified electronically controlled variable speed tapered clutch electric drive system;

[0032] Figure 13 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the ball bearings in reverse gear in Embodiment 4 of the four-axis simplified electronically controlled variable speed tapered clutch electric drive system;

[0033] Figure 14 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the ball bearings in the second coordination mode of embodiment 4 of the four-axis simplified electronically controlled speed-changing tapered clutch electric drive system during the forward gear;

[0034] Figure 15 This is a schematic diagram of the coordination relationship between the first raceway, the second raceway, and the ball in the reverse gear of the fourth embodiment of the four-axis simplified electronically controlled speed-changing tapered clutch electric drive system. DETAILED DESCRIPTION

[0035] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0036] Example 1:

[0037] like Figure 1 As shown, a four-axis simplified electronically controlled speed-changing tapered clutch electric drive system mainly includes a power motor 3, a speed change assembly and a two-axis power output mechanism 9.

[0038] The speed change assembly includes a main shaft 4, a sleeve 1 which is relatively rotatable on the main shaft 4, a tapered clutch mechanism and an elastic mechanism both arranged on the sleeve 1, and a reduction shaft assembly 2 arranged parallel to the main shaft 4.

[0039] 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 near 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. The end of the main shaft 4 near the power motor 3 is adapted to fit the spline hole and is formed with an external spline that fits the spline hole. That is, the end of the main shaft 4 is embedded in the spline hole and forms a splined fit with the spline hole. It should be noted that the outer end of the motor shaft 3a can also be connected to the main shaft 4 via a coupling. The other end of the main shaft 4 is mounted with an electronically controlled shift mechanism 10.

[0040] The elastic mechanism includes an end gear 5g and an end support ring 5d, which are sequentially mounted axially on the shaft sleeve 1. The end support ring 5d is capable of transmitting power to the end gear 5g. Specifically, at least one double-end cam sleeve 5f is disposed between the end gear 5g and the end support ring 5d. The end support ring 5d transmits power to the end gear 5g via each double-end cam sleeve 5f. Furthermore, the position of the end gear 5g is fixed. The end gear 5g, the end support ring 5d, and each double-end cam sleeve 5f are all capable of rotating relative to the shaft sleeve 1. The end support ring 5d and each double-end cam sleeve 5f are capable of moving axially along the shaft sleeve 1.

[0041] The tapered clutch mechanism includes an inner tapered sleeve 5b that is synchronously rotated and sleeved on the end support ring 5d, and an outer tapered sleeve 5a that is frictionally fitted on the circumferential outer side of the inner tapered sleeve 5b. At the same time, the outer tapered sleeve 5a surrounds the circumferential outer side of the inner tapered sleeve 5b. The outer tapered sleeve 5a and the inner tapered sleeve 5b are both annular structures as a whole, and the rotation axis of the outer tapered sleeve 5a coincides with the rotation axis of the inner tapered sleeve 5b.

[0042] 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 main shaft 4 and the motor shaft 3a are spline-matched, which is simple and reliable.

[0043] In this embodiment, the inner circumferential surface of the inner tapered sleeve 5b has an inner tapered sleeve connecting ring 5b1 that is compatible with the end support ring 5d. The end support ring 5d is fixedly connected to the inner tapered sleeve connecting ring 5b1 by multiple circumferentially distributed bolts, so that the inner tapered sleeve 5b and the end support ring 5d rotate and move axially synchronously, which is simple and reliable.

[0044] The circumferential outer wall of the inner cone sleeve 5b is an inner friction cone surface with a conical structure. Correspondingly, the outer cone sleeve 5a includes an outer cone sleeve body 5a1 which is sleeved outside the inner cone sleeve 5b1. The circumferential inner wall of the outer cone sleeve body 5a1 is an outer friction cone surface with a conical structure. The outer friction cone surface is frictionally matched with the inner friction cone surface.

[0045] Furthermore, a friction material layer is sintered onto the outer friction conical surface, with oil passages distributed across this friction material layer. The inner conical sleeve 5b1 is provided with oil holes 5b4 extending through its wall thickness. Lubricating oil enters the outer friction conical annular surface from the inner conical sleeve 5b1 through the oil holes 5b4. The lubricating oil is then distributed along the oil passages across the outer friction conical annular surface, cooling, reducing friction, and cleaning the annular surface. It also balances the air pressure between the outer and inner conical sleeves 5a, 5b.

[0046] The bracket transmission element is located at one end of the inner tapered sleeve 5b11 close to the end gear 5g, and the bracket transmission element includes an inner tapered sleeve support plate 5b2 and an inner tapered sleeve transmission sleeve 5b3. Specifically, the end of the inner tapered sleeve main body 5b1 close to the end gear 5g has an inner tapered sleeve support plate 5b2 extending radially inward and an inner tapered sleeve transmission sleeve 5b3 extending axially from the inner end of the inner tapered sleeve support plate 5b2 in a direction away from the end support ring 5d. In this embodiment, the outer edge of the inner tapered sleeve support plate 5b2 is splined with the inner circumference of the inner tapered sleeve 5b1, so that the inner tapered sleeve support plate 5b2 can slide axially along the inner tapered sleeve 5b1, so that the inner tapered sleeve 5b1 and the inner tapered sleeve support plate 5b2 can slide axially relative to each other.

[0047] An outer cone sleeve mounting plate 5a11 extending radially inward is integrally formed at one end of the outer cone sleeve body 5a1 away from the end gear 5g, and both ends of the first elastic element group 5c are elastically supported on the inner cone sleeve support plate 5b2 and the outer cone sleeve mounting plate 5a11 respectively.

[0048] It should be noted that the first elastic element group 5c preferably adopts a disc spring group, which is durable, stable and reliable.

[0049] In this embodiment, the adjacent end faces of the end gear 5g, the double-end cam sleeve 5f and the end support ring 5d all constitute a first end face cam pair a. When power is transmitted between the end gear 5g, the double-end cam sleeve 5f and the end support ring 5d, the first end face cam pair a generates two components of force in the axial and circumferential directions. The circumferential component of force outputs power, and the axial component of force is opposite to the axial preload and has a tendency to overcome the axial preload. That is to say, the rotation direction of the first end face cam pair a is related to the power output rotation direction. Based on the above records, those skilled in the art can know what kind of rotation direction of the axial cam pair can exert what direction of axial component of force, on the premise of knowing the power output direction, and will not go into details here.

[0050] The inner tapered sleeve transmission sleeve 5b3 can be relatively rotatably mounted on one of the double-end cam sleeves 5f, and the end gear 5g can be relatively rotatably mounted with a secondary driven gear 5i for transmitting power to the bracket transmission element. One of the double-end cam sleeves 5f can be rotatably mounted with an intermediate transmission sleeve 5h located between the secondary driven gear 5i and the inner tapered sleeve transmission sleeve 5b3, and the secondary driven gear 5i can drive the inner tapered sleeve transmission sleeve 5b3 to rotate through the intermediate transmission sleeve 5h.

[0051] Since an intermediate transmission sleeve 5h is provided between the secondary driven gear 5i and the inner tapered sleeve 5b, and the end faces of the intermediate transmission sleeve 5h in this embodiment respectively form a second end face cam pair b with the adjacent end faces of the secondary driven gear 5i and the inner tapered sleeve 5b, the same as the first end face cam pair a, when the intermediate transmission sleeve 5h transmits power to the secondary driven gear 5i and the inner tapered sleeve 5b, the second end face cam pair b generates two components of force in the axial and circumferential directions, of which the circumferential component outputs power, and the axial component is opposite to the axial preload and has a tendency to overcome the axial preload. That is to say, the rotation direction of the second end face cam pair b is related to the power output rotation direction. Based on the above records, those skilled in the art can know what kind of rotation direction of the axial cam pair can apply what direction of axial component of force, on the premise of knowing the power output direction, and will not go into details here.

[0052] Therefore, the first elastic element group 5c drives the inner cone sleeve 5b1 to have a tendency to approach the outer cone sleeve body 5a1, that is, drives the inner friction cone surface to press against the outer friction cone surface.

[0053] The outer cone sleeve body 5a1, near the end gear 5g, is fixedly connected to the outer cone sleeve connecting plate 5a2 via multiple circumferentially distributed bolts. A power takeoff sleeve 5j is rotatably mounted on the secondary driven gear 5i and the support transmission element, rotating synchronously with the outer cone sleeve 5a. Specifically, the end of the power takeoff sleeve 5j, away from the end gear 5g, is fixedly connected to the outer cone sleeve connecting plate 5a2. The power takeoff sleeve 5j features a primary driving tooth 5j1. The reduction shaft assembly 2 reduces transmission between the primary driving tooth 5j1 and the secondary driven gear 5i. The end gear 5g is used to transmit power to the two-shaft power takeoff mechanism 9.

[0054] Furthermore, oil holes are provided on both the outer cone sleeve connecting disk 5a2 and the inner cone sleeve supporting disk 5b2 to facilitate sufficient lubrication of surrounding components.

[0055] The reduction shaft assembly 2 includes a first reduction shaft 2a parallel to the main shaft 4, first and second driving teeth 2b formed on the first reduction shaft 2a, and a first overrunning clutch 2c mounted on the first reduction shaft 2a. The first and second driving teeth 2b mesh with the secondary driven gear 5i. The outer ring of the first overrunning clutch 2c includes first primary driven teeth 2c1 that mesh with the first driving teeth 5j1. When the first overrunning clutch 2c is engaged, the first driving teeth 5j1 can drive the first reduction shaft 2a to rotate via the first overrunning clutch 2c. When the first overrunning clutch 2c is in the overrunning state, the first driving teeth 5j1 do not transmit power to the first reduction shaft 2a.

[0056] 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 end gear 5g and the differential 9b.

[0057] The electronically controlled shift mechanism 10 includes a shift motor 10c, a hollow screw 10a that can be relatively rotated and sleeved on the main shaft 4, a transmission member 10b that is threadedly sleeved on the hollow screw 10a, an active member 10i that is synchronously rotated and sleeved on the motor shaft of the shift motor 10c, at least three push-pull rods 10d that are inserted into the outer cone sleeve 5a, and a real-time power detection component 10g installed on the output shaft reduction component 9a. Each push-pull rod 10d is parallel to the main shaft 4, and the inner end of each push-pull rod 10d is connected to the push-pull seat 10h after passing through the outer cone sleeve 5a. The push-pull seat 10h It can move axially synchronously with the end support ring 5d and rotate relatively. A connecting component 10f is provided between the outer end of each push-pull rod 10d and the inner end of the hollow screw rod 10a, which can enable the two to rotate relative to each other and move axially synchronously. The hollow screw rod 10a and the transmission member 10b constitute a screw-nut moving pair; each push-pull rod 10d is evenly distributed along the circumferential direction and is passed through the outer tapered sleeve mounting disk 5a11. Specifically, the outer tapered sleeve mounting disk 5a11 is provided with push rod through holes evenly distributed along the circumferential direction, and each push-pull rod 10d is slidably fitted into the corresponding push rod through hole.

[0058] In this embodiment, the active member 10i and the driven member 10b have the following two implementation modes:

[0059] Implementation 1 of the active member 10i and the driven member 10b: The active member 10i is a worm, and the driven member 10b is a worm wheel. Therefore, the active member 10i and the driven member 10b constitute a worm-wheel kinematic pair.

[0060] Implementation 2 of the driving member 10i and the driven member 10b: Implementation 1 of the driving member 10i and the driven member 10b: The driving member 10i is a driving gear, and the driven member 10b is a driven gear. Therefore, the driving member 10i and the driven member 10b are meshed. It should be noted that the driving gear and the driven gear can both be cylindrical gears or bevel gears.

[0061] 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, and the inner tapered sleeve 5b and the end support ring 5d can be moved axially synchronously through the push-pull seat 10h. Specifically, when the push-pull rods 10d are away from the end support ring 5d, the inner friction conical surface of the inner tapered sleeve 5b can be pressed against the outer friction conical surface of the outer tapered sleeve 5a, so that the outer tapered sleeve 5a can transmit power to the inner tapered sleeve 5b; when the push-pull rods 10d are close to the end support ring 5d, under the elastic force of the first elastic element group 5c, the inner friction conical surface of the inner tapered sleeve 5b is separated from the outer friction conical surface of the outer tapered sleeve 5a, and the outer tapered sleeve 5a cannot transmit power to the inner tapered sleeve 5b.

[0062] During active shifting, the tapered clutch mechanism acts as an excellent vibration dampener, effectively absorbing shift shock and ensuring an extremely smooth shift. Furthermore, the real-time power detection component 10g multiplies the torque measured by the speed to determine the real-time power of the electric drive system. This power information is then compared with the target power to determine whether an active shift is necessary. This not only enables efficient active shifting, but also simplifies the electronic control algorithm.

[0063] Furthermore, a limited support ring 10h1 is protruded on the circumferential outer wall of the push-pull seat 10h near one end of the end support ring 5d, and a first plane bearing 10e is provided between the side of the limited support ring 10h1 near the end support ring 5d and the end support ring 5d. The circumferential inner wall of the inner tapered sleeve 5b has a tapered sleeve connecting seat 5b4 fixedly connected to the end support ring 5d, and the side of the limited support ring 10h1 away from the end support ring 5d is supported on the tapered sleeve connecting seat 5b4, so that when a gap appears between the outer tapered sleeve 5a and the inner tapered sleeve 5b, the relative rotation of the two can minimize the impact on each other.

[0064] 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 that are fastened together. The inner end cover 10f3, the intermediate support plate 10f4 and the outer end cover 10f5 are arranged in sequence in a direction away from the push-pull rod 10d. The outer ends of the push-pull rods 10d are simultaneously inserted into the center holes of the inner end cover 10f3 and then expanded to form a limiting head 10d1. An inner end cover retaining ring 10f31 that is adapted to each limiting head 10d1 is protruded from the hole wall of the center hole of the inner end cover 10f3. A section of each limiting head 10d1 away from the intermediate support plate 10f4 is supported on the inner end cover retaining ring 10f31. Each limiting head 10d1 is close to the intermediate support plate A second plane bearing 10f1 is supported between a section of the support plate 10f4 and the intermediate 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 limiting rib 10a1. An outer end cover retaining ring 10f51 that is compatible with the annular limiting rib 10a1 is protruded on the hole wall of the center hole of the outer end cover 10f5. The side of the annular limiting rib 10a1 away from the intermediate 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 intermediate support plate 10f4 and the intermediate support plate 10f4, which can ensure that the various force transmission components are independent of each other, and will not affect the high-speed rotation of the outer cone sleeve 5a, nor will it affect the stable operation of components such as the hollow screw 10a.

[0065] The output shaft reduction assembly 9a includes an output shaft 9a1 parallel to the main shaft 4, an output primary driven gear 9a2 rotatably mounted on the output shaft 9a1, and an output secondary driving tooth 9a3 integrally formed on the output shaft 9a1. The end gear 5g is engaged with the output primary driven gear 9a2, and the output secondary driving tooth 9a3 is engaged with the differential input gear 9b1 of the differential 9b. In addition, the diameter of the output driven gear 9a2 is larger than the diameter of the end gear 5g, 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.

[0066] 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 active 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 10g6 which are both arranged on the housing of the four-axis simplified electronically controlled variable speed taper clutch electric drive system. g6. 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 active 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 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.

[0067] The transmission sensing cam sleeve 10g1 in this embodiment is spline-matched with the output shaft 9a1, which is simple and reliable.

[0068] In real-time power detection component 10g, speed detection Hall element 10g5 is matched with speed detection permanent magnet 10g3, and displacement detection Hall element 10g6 is matched with displacement detection permanent magnet 10g4. The coordination of speed detection Hall element 10g5 and speed detection permanent magnet 10g3 enables accurate acquisition of real-time speed information. The coordination of displacement detection Hall element 10g6 and displacement detection permanent magnet 10g4 enables simple conversion of real-time torque information. Real-time power is then obtained by multiplying speed and torque information. When real-time power is less than the set power target range, the gear is automatically shifted from high to low speed. When real-time power is greater than the set power target range, the gear is automatically shifted from low to high speed.

[0069] The fast gear power transmission route of this embodiment (when the motor shaft 3a rotates forward and the inner friction conical surface of the inner cone sleeve 5b presses against the outer friction conical surface of the outer cone sleeve 5a):

[0070] Motor shaft 3a → main shaft 4 → outer tapered sleeve 5a → inner tapered sleeve 5b → end support ring 5d → each double-end cam sleeve 5f → end gear 5g → 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.

[0071] At this time, the outer ring of the first overrunning clutch 2c overtakes the inner ring, and the shift motor 10c controls the end support ring 5d to drive the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear. The power is transmitted through the following route, namely the slow gear power transmission route (the motor shaft 3a rotates forward, and the inner friction cone surface of the inner cone sleeve 5b separates from the outer friction cone surface of the outer cone sleeve 5a):

[0072] Motor shaft 3a → main shaft 4 → outer tapered sleeve 5a → power output sleeve 5j → first overrunning clutch 2c → first reduction shaft 2a → first and second driving teeth 2b → second driven gear 5i → intermediate transmission sleeve 5h → inner tapered sleeve 5b → end support ring 5d → each double-end cam sleeve 5f → end gear 5g → output driven gear 9a2 → output shaft 9a1 → output second driving teeth 9a3 → differential input gear 9b1 → differential 9b; in this embodiment, the differential 9b transmits the output power to the two wheels.

[0073] Example 2:

[0074] See Figure 2 、 Figure 3 as well as Figures 8-11 The main structure of this embodiment is identical to that of embodiment 1, except that it further includes an independent inertia reversing mechanism 8. The independent inertia reversing mechanism 8 has the following two embodiments:

[0075] Independent inertia reversing mechanism 8 embodiment 1:

[0076] See Figure 8 and Figure 9 The independent inertia reversing mechanism 8 includes an independent inertia centrifugal outer end cover 8b synchronously rotatedly mounted on the end of the main shaft 4 close to the motor 3, an independent reverse gear coupling sleeve 8c synchronously rotated with the end gear 5g, and an independent inertia centrifugal coupling disc 8d relatively rotatably mounted on the independent reverse gear coupling sleeve 8c. The independent inertia centrifugal coupling disc 8d is axially movably arranged on the inner side of the independent inertia centrifugal outer end cover 8b. At least one circle of compression spring annular array is elastically supported between the independent reverse gear coupling sleeve 8c and the independent inertia centrifugal coupling disc 8d for driving the independent inertia centrifugal coupling disc 8d to move toward the independent inertia centrifugal outer end cover 8b. Each circle of the compression spring annular array is coaxially arranged with the main shaft 4, and the distance between each circle of the compression spring annular array and the main shaft 4 is different.

[0077] The independent inertia centrifugal outer end cover 8b is recessed on one side near the independent inertia centrifugal coupling disk 8d to form a plurality of first raceways 8f1 evenly distributed along the circumferential direction, and each first raceway 8f1 is an involute structure or an Archimedean spiral structure arranged in the same direction. The independent inertia centrifugal coupling disk 8d is recessed on one side near the independent inertia centrifugal outer end cover 8b to form a plurality of second raceways 8f2 evenly distributed along the circumferential direction, and each second raceway 8f2 is an involute structure or an Archimedean spiral structure arranged in the same direction. Among them, the involute structure is easier to process, and the Archimedean spiral structure is smoother for the movement of the independent ball 8g, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0078] In this embodiment, each first raceway 8f1 forms an independent involute raceway 8f with the corresponding second raceway 8f2. The depth of each independent involute raceway 8f gradually decreases from the inner end to the outer end, and each independent involute raceway 8f is provided with an independent ball 8g. Furthermore, the first raceways 8f1 and the second raceways 8f2 extend in opposite directions. When each independent ball 8g is located at the inner or outer end of the corresponding first raceway 8f1 and second raceway 8f2, each first raceway 8f1 forms a heart-shaped structure with the corresponding second raceway 8f2.

[0079] Therefore, when the motor shaft 3a drives the independent inertia centrifugal outer end cover 8b to rotate forward through the main shaft 4, each independent ball 8g is located at the inner end of the corresponding independent involute raceway 8f, and the annular array of compression springs forces the independent inertia centrifugal coupling disc 8d to move away from the independent reverse gear coupling sleeve 8c, thereby separating the independent inertia centrifugal outer end cover 8b from the independent reverse gear coupling sleeve 8c; and it is in the forward gear mode.

[0080] When the motor shaft 3a drives the independent inertia centrifugal outer end cover 8b to reverse through the main shaft 4, each independent ball 8g is located at the outer end of the corresponding independent involute raceway 8f, and forces the independent inertia centrifugal coupling disc 8d to approach the independent reverse gear coupling sleeve 8c, so that the independent inertia centrifugal outer end cover 8b is coupled with the independent reverse gear coupling sleeve 8c and rotates synchronously to make the independent inertia centrifugal outer end cover 8b.

[0081] Furthermore, the outer circumference of the independent reverse gear coupling sleeve 8c includes a radially extending coupling disc portion 8c1. The side of the coupling disc portion 8c1 proximate to the independent inertia centrifugal coupling disc 8d includes a ring of passive coupling teeth 8c2. The side of the independent inertia centrifugal coupling disc 8d proximate to the independent reverse gear coupling sleeve 8c includes a ring of active coupling teeth 8d1 that mate with the passive coupling teeth 8c2. When the active coupling teeth 8d1 engage with the passive coupling teeth 8c2, the independent inertia centrifugal coupling disc 8d and the independent reverse gear coupling sleeve 8c rotate synchronously. When the active coupling teeth 8d1 disengage from the passive coupling teeth 8c2, the independent inertia centrifugal coupling disc 8d and the independent reverse gear coupling sleeve 8c no longer rotate synchronously.

[0082] In this embodiment, the annular array of compression springs consists of at least three evenly distributed independent return compression springs 8e in a circular pattern. An independent end bearing 8i is mounted on the surface of the independent inertia centrifugal coupling disc 8d near the coupling disc portion 8c1. A first compression spring mounting groove 8c3 corresponding to each independent return compression spring 8e is recessed into the surface of the coupling disc portion 8c1 near the independent inertia centrifugal coupling disc 8d. One end of each independent return compression spring 8e is inserted into the corresponding first compression spring mounting groove 8c3, while the other end is supported by the same independent end bearing 8i. The provision of the independent end bearing 8i ensures that each independent return compression spring 8e can rotate relative to the independent reverse gear coupling sleeve 8c, thereby completely preventing the independent return compression springs 8e from twisting.

[0083] Furthermore, the inner surface of the independent reverse gear coupling sleeve 8c is provided with coupling sleeve coupling teeth 8c4 distributed along the circumference. The end surface of the end gear 5g, which is located near the motor 3, is recessed with coupling tooth slots that mate with each coupling sleeve coupling tooth 8c4. Each coupling sleeve coupling tooth 8c4 fits into a corresponding coupling tooth slot. This not only facilitates assembly of the independent reverse gear coupling sleeve 8c but also ensures stable and reliable mating between the independent reverse gear coupling sleeve 8c and the end gear 5g.

[0084] Independent inertia reversing mechanism 8 embodiment 2:

[0085] See Figure 10 and Figure 11 The main structure of this embodiment is exactly the same as that of the independent inertia reversing mechanism 8 embodiment 1, the difference being that the first raceway 8f1 and the second raceway 8f2 have the same extension direction, and the projection of each first raceway 8f1 on the corresponding independent inertia centrifugal coupling disk 8d coincides with the corresponding second raceway 8f2.

[0086] Therefore, when the motor shaft 3a drives the independent inertia centrifugal outer end cover 8b to rotate forward through the main shaft 4, each independent ball 8g is located at the inner end of the corresponding first raceway 8f1 and the second raceway 8f2, and the independent return compression spring 8h forces the independent inertia centrifugal coupling disc 8d to move away from the independent reverse gear coupling sleeve 8c, thereby separating the independent inertia centrifugal coupling disc 8d from the independent reverse gear coupling sleeve 8c and placing it in the forward gear mode.

[0087] When the motor shaft 3a drives the independent inertia centrifugal outer end cover 8b to reverse through the main shaft 4, each independent ball 8g is located at the outer end of the corresponding first raceway 8f1 and the second raceway 8f2, and forces the independent inertia centrifugal coupling disc 8d to approach the independent reverse gear coupling sleeve 8c, so that the independent inertia centrifugal coupling disc 8d is coupled with the independent reverse gear coupling sleeve 8c and rotates synchronously, and is in the reverse gear mode.

[0088] Thus, the task of switching between forward and reverse gears by utilizing inertia in both directions is also accomplished. Moreover, since the structures of each first raceway 8f1 and the corresponding second raceway 8f2 are completely consistent, the gear shifting is smooth.

[0089] The fast gear power transmission route and the slow gear power transmission route of this embodiment are exactly the same as those of embodiment 1, and the reverse gear transmission path is as follows:

[0090] Motor shaft 3a → main shaft 4 → independent inertia centrifugal outer end cover 8b → each independent ball 8g → independent inertia centrifugal coupling plate 8d → independent reverse gear coupling sleeve 8c → end gear 5g → 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.

[0091] Example 3:

[0092] See Figure 4 and Figure 5 The main structure of this embodiment is exactly the same as that of embodiment 1, except that the structure of the reduction shaft assembly 2 is different.

[0093] In this embodiment, the reduction shaft assembly 2 includes a second countershaft 2d parallel to the main shaft 4, a human-controlled countershaft transmission sleeve 2e that can rotate relatively to it, and a second overrunning clutch 2f that is mounted on the human-controlled countershaft transmission sleeve 2e. The human-controlled countershaft transmission sleeve 2e is formed with a second-level driving tooth 2e1 that meshes with the secondary driven gear 5i. The inner ring of the second overrunning clutch 2f rotates synchronously with the human-controlled countershaft transmission sleeve 2e. The outer ring of the second overrunning clutch 2f has a second-level driven tooth 2f1 that meshes with the first-level driving tooth 5j1. The second countershaft 2d is synchronously rotated with a human-controlled shift fork sleeve 2g that can slide axially. The human-controlled shift fork sleeve 2g can be engaged with or disconnected from the human-controlled countershaft transmission sleeve 2e.

[0094] Therefore, when the manual shift fork sleeve 2g is engaged with the manual countershaft transmission sleeve 2e, the outer ring of the second overrunning clutch 2f, the second countershaft 2d, the manual shift fork sleeve 2g, and the manual countershaft transmission sleeve 2e are fixedly connected and rotate synchronously. Therefore, reverse gear can be achieved by controlling the motor shaft 3a to rotate in reverse through the motor 3. This extremely streamlined structure only slightly increases the length of the countershaft in the circumferential direction, which barely affects the volume of the entire electric drive system, ensuring the overall compactness of the structure and improving installation convenience. When the manual shift fork sleeve 2g is disconnected from the manual countershaft transmission sleeve 2e, the reduction shaft assembly 2 can achieve the split function of high and low speed gears through the second overrunning clutch 2f. The overall simple structure is conducive to lightweight and integrated design.

[0095] Among them, the diameter of the first-stage driving tooth 5j1 is smaller than the diameter of the second-stage driven tooth 2f1, and the diameter of the second-stage driving tooth 2e1 is smaller than the diameter of the second-stage driven gear 5i, realizing two-stage deceleration and torque increase.

[0096] Specifically, a circle of first engaging teeth 2g1 is formed on the outer circumference of the end of the manual control shift fork sleeve 2g near the manual control countershaft transmission sleeve 2e, and a circle of second engaging teeth 2e2 is formed on the inner circumference of the end of the manual control shift fork sleeve 2g near the manual control countershaft transmission sleeve 2e, which are adapted to the first engaging teeth 2g1. When the manual control shift fork sleeve 2g slides to a position away from the manual control countershaft transmission sleeve 2e, the first engaging teeth 2g1 and the second engaging teeth 2e2 are separated. When the end of the manual control shift fork sleeve 2g near the manual control countershaft transmission sleeve 2e is inserted into the manual control countershaft transmission sleeve 2e, the first engaging teeth 2g1 and the second engaging teeth 2e2 are engaged. When the manual control shift fork sleeve 2g slides to a position away from the manual control countershaft transmission sleeve 2e, the first engaging teeth 2g1 and the second engaging teeth 2e2 are separated. When the end of the manual control shift fork sleeve 2g near the manual control countershaft transmission sleeve 2e is inserted into the manual control countershaft transmission sleeve 2e, the first engaging teeth 2g1 and the second engaging teeth 2e2 are engaged. The first engaging teeth 2g1 and the second engaging teeth 2e2 ensure the reliability of the coupling between the manual control fork sleeve 2g and the manual control countershaft transmission sleeve 2e. At the same time, the manual control fork sleeve 2g and the second countershaft 2d are spline-coupled for stability and reliability.

[0097] Furthermore, a spline key is formed on the end of the second countershaft 2d close to the second overrunning clutch 2f protruding radially to cooperate with the outer ring spline of the second overrunning clutch 2f. Through such a design, not only is the integration high, but the cooperation between the second countershaft 2d and the outer ring of the second overrunning clutch 2f is also stable and reliable.

[0098] Furthermore, the manual control countershaft transmission sleeve 2e is mounted on the second countershaft 2d via at least two needle bearings, thereby ensuring reliable installation of the manual control countershaft transmission sleeve 2e.

[0099] The fast gear power transmission route of this embodiment is exactly the same as that of embodiment 1, and the slow gear power transmission route is as follows:

[0100] Motor shaft 3a → main shaft 4 → outer tapered sleeve 5a → power output sleeve 5j → second overrunning clutch 2f → manual countershaft transmission sleeve 2e → secondary driven gear 5i → intermediate transmission sleeve 5h → inner tapered sleeve 5b → end support ring 5d → each double-end cam sleeve 5f → end gear 5g → 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.

[0101] The reverse gear power transmission route of this embodiment is the same as the slow gear power transmission route of this embodiment.

[0102] Example 4:

[0103] See Figure 6 、 Figure 7 as well as Figure 12-15 The main structure of this embodiment is exactly the same as that of embodiment 1, except that the structure of the deceleration shaft assembly 2 is different. The deceleration shaft assembly 2 has the following two embodiments:

[0104] Example 1 of reduction shaft assembly 2: Please refer to Figure 12 and Figure 13 The reduction shaft assembly 2 includes a third reduction shaft 2h parallel to the main shaft 4, an inertia countershaft transmission sleeve 2i that can rotate relatively to the third reduction shaft 2h, and a third overrunning clutch 2j that is mounted on the inertia countershaft transmission sleeve 2i. The inertia countershaft transmission sleeve 2i is formed with a third secondary driving tooth 2i1 that meshes with the secondary driven gear 5i. The inner ring of the third overrunning clutch 2j rotates synchronously with the inertia countershaft transmission sleeve 2i. The outer ring of the third overrunning clutch 2j has a third primary driven tooth 2j1 that meshes with the primary driving tooth 5j1. The third reduction shaft 2h is mounted with an integrated inertia centrifugal clutch that can rotate relative to it. The integrated inertia centrifugal coupling disc 2k, an integrated inertia centrifugal outer end cover 21 that rotates synchronously with the integrated inertia centrifugal coupling disc 2k, and an integrated reverse gear coupling sleeve 2m that is synchronously mounted on the third reduction shaft 2h. The integrated inertia centrifugal coupling disc 2k is axially movable between the integrated inertia centrifugal outer end cover 21 and the integrated reverse gear coupling sleeve 2m. At least three integrated return springs 2n are elastically supported between the integrated reverse gear coupling sleeve 2m and the integrated inertia centrifugal coupling disc 2k for driving the integrated inertia centrifugal coupling disc 2k toward the integrated inertia centrifugal coupling disc 2k. Each integrated return spring 2n is circumferentially distributed around the third reduction shaft 2h. In this embodiment, the integrated return springs 2n are preferably evenly distributed circumferentially to provide a more uniform force on the integrated reverse gear coupling sleeve 2m and the integrated inertia centrifugal outer end cover 21.

[0105] Among them, the diameter of the first-stage driving tooth 5j1 is smaller than the diameter of the third-stage driven tooth 2j1, and the diameter of the third-stage second-stage driving tooth 2i1 is smaller than the diameter of the second-stage driven gear 5i, realizing two-stage deceleration and torque increase.

[0106] The integrated inertial centrifugal outer end cover 2l is recessed on one side close to the integrated inertial centrifugal coupling disk 2k to form a plurality of third raceways 2o1 uniformly distributed along the circumferential direction, and each third raceway 2o1 is an involute structure or an Archimedean spiral structure arranged in the same direction. The integrated inertial centrifugal coupling disk 2k is recessed on one side close to the integrated inertial centrifugal outer end cover 2l to form a plurality of fourth raceways 2o2 uniformly distributed along the circumferential direction, and each fourth raceway 2o2 is an involute structure or an Archimedean spiral structure arranged in the same direction. Among them, the involute structure is easier to process, and the Archimedean spiral structure is smoother for the movement of the integrated ball 2p, thereby effectively reducing the gear shifting shock and improving the smoothness of the gear shifting.

[0107] In this embodiment, the depths of the third and fourth raceways 2o1 and 2o2 gradually decrease from the inner end to the outer end. Each third raceway 2o1 forms an integrated involute raceway 2o with the corresponding fourth raceway 2o2. Each integrated involute raceway 2o is equipped with an integrated ball 2p. Furthermore, the third and fourth raceways 2o1 and 2o2 extend in opposite directions. When each integrated ball 2p is located at the inner or outer end of the corresponding third and fourth raceways 2o1 and 2o2, each third raceway 2o1 forms a heart-shaped structure with the corresponding fourth raceway 2o2.

[0108] Therefore, when the integrated inertia centrifugal outer end cover 21 rotates forward, each integrated ball 2p is located at the inner end of the corresponding involute raceway 2o, and each integrated return compression spring 2n forces the integrated inertia centrifugal coupling disc 2k to move away from the integrated reverse gear coupling sleeve 2m, thereby separating from the integrated reverse gear coupling sleeve 2m; it is in the forward gear mode.

[0109] When the integrated inertia centrifugal outer end cover 21 is reversed, each integrated ball 2p is located at the outer end of the corresponding involute raceway 2o, and forces the integrated inertia centrifugal coupling disc 2k to approach the integrated reverse gear coupling sleeve 2m, thereby coupling with the integrated reverse gear coupling sleeve 2m and rotating synchronously; it is in reverse gear mode.

[0110] Thus, the task of switching between forward and reverse gears by utilizing inertia is completed. Moreover, each integrated ball 2p is always located at the intersection of the corresponding third raceway 2o1 and the fourth raceway 2o2, and the locking reliability is high.

[0111] Furthermore, the integrated reverse gear coupling sleeve 2m has a radially extending coupling disc portion 2m1 on its outer circumference. The side of the coupling disc portion 2m1 near the integrated inertia centrifugal outer end cover 21 has a ring of slave coupling teeth 2m2. The side of the integrated inertia centrifugal coupling disc 2k near the integrated reverse gear coupling sleeve 2m has a ring of master coupling teeth 2k1 that mate with the slave coupling teeth 2m2. When the master coupling teeth 2k1 engage with the slave coupling teeth 2m2, the integrated inertia centrifugal coupling disc 2k and the integrated reverse gear coupling sleeve 2m rotate synchronously. When the master coupling teeth 2k1 disengage from the slave coupling teeth 2m2, the integrated inertia centrifugal coupling disc 2k and the integrated reverse gear coupling sleeve 2m no longer rotate synchronously.

[0112] In this embodiment, a second end bearing 2q is mounted on the side of the integrated inertia centrifugal coupling disc 2k near the coupling disc portion 2m1. A second compression spring mounting groove 2m3, corresponding to each integrated return spring 2n, is recessed into the surface of the coupling disc portion 2m1 near the integrated inertia centrifugal coupling disc 2k. One end of each integrated return spring 2n is inserted into its corresponding second compression spring mounting groove 2m3, while the other end is supported on the same second end bearing 2q. The provision of the second end bearing 2q ensures that each integrated return spring 2n can rotate relative to the integrated reverse gear coupling sleeve 2m, completely preventing the integrated return spring 2n from twisting.

[0113] Furthermore, the inertia countershaft transmission sleeve 2i is mounted on the third reduction shaft 2h via at least two needle bearings, thereby ensuring reliable installation of the inertia countershaft transmission sleeve 2i.

[0114] Example 2 of reduction shaft assembly 2: Please see Figure 14 and Figure 15 The third raceway 2o1 and the fourth raceway 2o2 extend in the same direction, and the projection of each third raceway 2o1 on the corresponding integrated inertial centrifugal outer end cover 21 coincides with the corresponding fourth raceway 2o2.

[0115] Therefore, when the integrated inertia centrifugal outer end cover 21 rotates forward, each integrated ball 2p is located at the inner end of the corresponding involute raceway 2o, and each integrated return compression spring 2n forces the integrated inertia centrifugal coupling disc 2k to move away from the integrated reverse gear coupling sleeve 2m, thereby separating from the integrated reverse gear coupling sleeve 2m; it is in the forward gear mode.

[0116] When the integrated inertia centrifugal outer end cover 21 is reversed, each integrated ball 2p is located at the outer end of the corresponding involute raceway 2o, and forces the integrated inertia centrifugal coupling disc 2k to approach the integrated reverse gear coupling sleeve 2m, thereby coupling with the integrated reverse gear coupling sleeve 2m and rotating synchronously; it is in reverse gear mode.

[0117] Thus, the task of switching between forward and reverse gears by utilizing inertia in both positive and negative directions is also accomplished. Moreover, since the structures of each third raceway 2o1 and the corresponding fourth raceway 2o2 are completely identical, the gear shifting is smooth.

[0118] The fast gear power transmission route of this embodiment is exactly the same as that of embodiment 1, and the slow gear power transmission route is as follows:

[0119] Motor shaft 3a → main shaft 4 → outer tapered sleeve 5a → power output sleeve 5j → third overrunning clutch 2j → inertia countershaft transmission sleeve 2i → secondary driven gear 5i → intermediate transmission sleeve 5h → inner tapered sleeve 5b → end support ring 5d → each double-end cam sleeve 5f → end gear 5g → 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.

[0120] The reverse gear power transmission route of this embodiment is the same as the slow gear power transmission route of this embodiment.

[0121] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention. Such changes fall within the scope of protection of the present invention.

Claims

1. A four-axis, simplified, electronically controlled, speed-shifting, tapered-clutch electric drive system comprising a power motor, a speed change assembly, and a two-axis power output mechanism. The speed change assembly comprises a main shaft, a sleeve rotatably mounted on the main shaft, a tapered clutch mechanism and an elastic mechanism both mounted on the sleeve, and a reduction shaft assembly disposed parallel to the main shaft. 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 mounted with an electronically controlled shift mechanism. The system is characterized by: The elastic mechanism includes an end gear and an end support ring which are sequentially sleeved on the shaft sleeve along the axial direction. The end support ring can transmit power to the end gear. Both the end gear and the end support ring can rotate relative to the shaft sleeve. The end support ring can move axially along the shaft sleeve. The tapered clutch mechanism includes an inner tapered sleeve which is synchronously rotated and sleeved on the end support ring and an outer tapered sleeve which is frictionally fitted on the circumferential outer side of the inner tapered sleeve, the outer tapered sleeve rotates synchronously with the main shaft, the inner tapered sleeve and the end support ring can synchronously move axially relative to the shaft sleeve, a first elastic element group is provided between the inner tapered sleeve and the outer tapered sleeve for driving the inner tapered sleeve to separate from the outer tapered sleeve in a direction away from the electronically controlled shift mechanism, a bracket transmission element which rotates synchronously with the inner circumferential surface of the inner tapered sleeve away from the electronically controlled shift mechanism is provided, a secondary driven gear for transmitting power to the bracket transmission element is relatively rotatable on the end gear, a power output sleeve which rotates synchronously with the outer tapered sleeve is relatively rotatable on the secondary driven gear and the bracket transmission element, the power output sleeve has a primary driving tooth, and the reduction shaft assembly can reduce the transmission between the primary driving tooth and the secondary driven gear; 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. The output shaft reduction assembly reduces the speed between the end gears and the differential. The electronically controlled shifting mechanism includes a shifting motor, a hollow screw rod that can be relatively rotated on the main shaft, a transmission member that is threadedly mounted on the hollow screw rod, an active member that is synchronously rotated and mounted on the motor shaft of the shifting motor, at least three push-pull rods that are inserted into the outer tapered 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, and the inner end of each push-pull rod is connected to the push-pull seat after passing through the outer tapered sleeve. The push-pull seat and the end support ring can both synchronously move axially and relatively rotate. A connecting assembly that can enable the two to rotate relative to each other and synchronously move axially is provided between the outer end of each push-pull rod and the inner end of the hollow screw rod. The hollow screw rod and the transmission member constitute a screw-nut motion pair. The active member is a worm, the transmission member is a worm wheel, and the worm and worm wheel form a worm-wheel kinematic pair; or the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear.

2. The four-axis simplified electronically controlled variable speed tapered clutch 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 rotatably mounted on the output shaft, and an output secondary driving gear integrally formed on the output shaft. The end gear meshes with the output primary driven gear, and the output secondary driving gear meshes with the differential input gear of the differential. The real-time power detection assembly includes a transmission sensing cam sleeve rotatably mounted on the output shaft, an elastic element elastically supported on 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 both mounted on the transmission sensing cam sleeve, and a speed detection Hall element and a displacement detection Hall element both disposed on the housing of the four-axis simplified electronically controlled speed-changing taper clutch electric drive system. The transmission sensing cam sleeve is axially movable along the output shaft, and a third end face cam pair is formed between an end face of the transmission sensing cam sleeve 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.

3. The four-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 1, characterized in that: A limiting support ring is protruded on the circumferential outer wall of the push-pull seat near one end of the end support ring, and a first plane bearing is provided between the side of the limiting support ring near the end support ring and the end support ring. A tapered sleeve connecting seat is provided on the circumferential inner wall of the inner tapered sleeve, and the side of the limiting support ring away from the end support ring is supported on the tapered sleeve connecting seat.

4. The four-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 1, characterized in that: The cam is secured to the outside of the housing, and the cam is secured to the outside of the housing by a secure coupling between the cam and the outside of the housing, wherein the cam is secured to the inside of the housing and the cam is secured to the outside of the housing.

5. The four-axis simplified electronically controlled variable speed tapered clutch electric drive system according to any one of claims 1 to 4, characterized in that: The reduction shaft assembly includes a first reduction shaft parallel to the main shaft, first and second driving teeth formed on the first reduction shaft, and a first overrunning clutch sleeved on the first reduction shaft, the first and second driving teeth are engaged with the second driven gear, and the outer ring of the first overrunning clutch has a first driven tooth engaged with the first driving tooth.

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

7. The four-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 6, characterized in that: The first raceway and the second raceway extend in opposite directions. When the independent balls are located at the inner end or the outer end of the corresponding first raceway and the second raceway, each first raceway and the corresponding second raceway form a heart-shaped structure. or, The first raceway and the second raceway extend in the same direction, and the projection of each first raceway on the corresponding independent inertia centrifugal coupling disk coincides with the corresponding second raceway.

8. The four-axis simplified electronically controlled variable speed tapered clutch electric drive system according to any one of claims 1 to 4, characterized in that: The reduction shaft assembly includes a second countershaft parallel to the main shaft, a human-controlled countershaft transmission sleeve that is relatively rotatable and mounted on the second countershaft, and a second overrunning clutch that is mounted on the human-controlled countershaft transmission sleeve. The human-controlled countershaft transmission sleeve is formed with a second secondary driving tooth that meshes with the secondary driven gear. The inner ring of the second overrunning clutch rotates synchronously with the human-controlled countershaft transmission sleeve. The outer ring of the second overrunning clutch has a second primary driven tooth that meshes with the primary driving tooth. The second countershaft is synchronously rotated with a human-controlled shift fork sleeve that can slide axially, and the human-controlled shift fork sleeve can be engaged with or disconnected from the human-controlled countershaft transmission sleeve.

9. The four-axis simplified electronically controlled variable speed tapered clutch electric drive system according to any one of claims 1 to 4, characterized in that: The third overrunning clutch is provided on the inertia countershaft transmission sleeve and is provided with a third overrunning clutch which is provided on the inertia countershaft transmission sleeve and is capable of rotating relative to the third countershaft. The third overrunning clutch has a third secondary driving tooth which is meshed with the secondary driven gear. The inner ring of the third overrunning clutch rotates synchronously with the inertia countershaft transmission sleeve. The outer ring of the third overrunning clutch has a third primary driven tooth which is meshed with the primary driving tooth. The third reduction shaft is provided with an integrated inertia centrifugal coupling disk which is capable of rotating relative to the third reduction shaft, an integrated inertia centrifugal outer end cover which rotates synchronously with the integrated inertia centrifugal coupling disk, and an integrated reverse gear coupling sleeve which is synchronously rotated and is provided on the third reduction shaft. The integrated inertia centrifugal coupling disk can be axially movably arranged between the integrated inertia centrifugal outer end cover and the integrated reverse gear coupling sleeve. The integrated reverse gear coupling sleeve and the integrated inertia At least three integrated return compression springs for driving the integrated inertia centrifugal coupling discs to approach the integrated inertia centrifugal coupling discs are elastically supported between the inertia centrifugal coupling discs, and each integrated return compression spring is circumferentially distributed around the third reduction shaft, and a recess on one side of the integrated inertia centrifugal outer end cover close to the integrated inertia centrifugal coupling disc forms a plurality of third raceways evenly distributed along the circumference, and each third raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, and a recess on one side of the integrated inertia centrifugal coupling disc close to the integrated inertia centrifugal outer end cover forms a plurality of fourth raceways evenly distributed along the circumference, and each fourth raceway is an involute structure or an Archimedean spiral structure arranged in the same direction, and the depths of the third raceway and the fourth raceway gradually decrease from the inner end to the outer end, and each third raceway constitutes an integrated involute raceway with the corresponding fourth raceway, and each integrated involute raceway is provided with an integrated ball; When the integrated inertia centrifugal outer end cover rotates forward, each integrated ball is located at the inner end of the corresponding involute raceway, and each integrated reset compression spring forces the integrated inertia centrifugal coupling disc to move away from the integrated reverse gear coupling sleeve, thereby separating from the integrated reverse gear coupling sleeve; when the integrated inertia centrifugal outer end cover rotates reversely, each integrated ball is located at the outer end of the corresponding involute raceway, and forces the integrated inertia centrifugal coupling disc to approach the integrated reverse gear coupling sleeve, thereby coupling with the integrated reverse gear coupling sleeve and rotating synchronously.

10. The four-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 9, characterized in that: The third raceway and the fourth raceway extend in opposite directions. When the integrated balls are located at the inner end or outer end of the corresponding third raceway and the fourth raceway, each third raceway and the corresponding fourth raceway form a heart-shaped structure. or, The third raceway and the fourth raceway extend in the same direction, and the projection of each third raceway on the corresponding integrated inertial centrifugal outer end cover coincides with the corresponding fourth raceway.

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