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

Abstract

The application discloses a five-axis simple electric control variable-speed taper clutch type electric driving system, which comprises a power input mechanism, a variable-speed assembly and a two-axis power output mechanism, wherein the variable-speed assembly comprises a main shaft, a speed reduction shaft assembly, a taper clutch mechanism and an elastic mechanism. The system is simple and reliable in structure and excellent in expansibility, can flexibly expand various functional modules such as manual reverse, inertial reverse and active gear shifting according to real-time power according to actual requirements, meets the design requirements of platformization and modularization, and enables the motor to always work in the current high-efficiency area according to the change of driving intention, realizes the'multi-parameter' control strategy with the consciousness and intention of human beings as the priority, realizes the harmonious unity of human beings, vehicles, roads and running resistance / running load, and solves the major scientific and engineering technical common key problems of efficient and accurate balance control of traction / driving force-running resistance / load.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electric drive systems, in particular to a five-axis simple electric control variable speed taper clutch type electric drive system. BACKGROUND

[0002] Compared with the transmission box only equipped with a reduction transmission box, the electric drive system equipped with a transmission box has smaller power output loss, can provide higher driving torque in the constant torque area, higher speed in the constant power area, and large torque and high efficiency in the low-speed heavy-load working condition. More preferably, the timing of the power burst of the electric motor can be selected to optimize the power output efficiency of the driving motor, enhance the continuous acceleration performance, have a wider high-efficiency platform, fully meet the requirements of various complex working conditions such as vehicle acceleration, climbing and high-speed driving, greatly improve the power, economy and comfort, and is conducive to reducing manufacturing and use costs, reducing battery capacity, lightweight and reducing volume, reducing the weight of the whole vehicle and other advantages that the transmission box only equipped with a reduction transmission box cannot achieve.

[0003] With the upgrading of products, the pursuit of performance, efficiency and endurance mileage by users and the reduction of sensitivity to weight and cost, matching the variable speed transmission should be the future development trend of electric motorcycle transmission system. Since 2013, the inventor team of the present application has designed a series of adaptive friction clutches for matching the transmission.

[0004] For example, Chinese patent (application number: CN201310389721, name: Multi-cam adaptive multi-gear automatic transmission) discloses a variety of variable speed systems using a tapered friction pair combined with pre-tightening force control transmission. The system changes the transmission route by means of motor output power and driving resistance properties, through a friction transmission component, through an end face cam clutch mechanism, and through an overrunning clutch to adaptively select high or low speed gears according to the load and switch gears. The outer surface of the friction transmission component is designed as a conical body, the inner ring of the friction ring is designed as a tapered hole structure matched with the conical surface, the elastic element at the right end of the friction transmission component pushes the friction transmission component into the tapered hole, and the power combination is realized. The end face cam at the left end of the friction transmission component is pushed by the load to push the friction transmission component away from the tapered hole, and the power separation is realized. In the end face cam clutch mechanism described in the document, the part responsible for separation and combination is composed of the friction transmission component and the elastic element.

[0005] However, the team of inventors of the present application designed a series of taper clutch type electric drive systems without the function of active fast and slow gear switching, so it cannot realize the function of electric control shifting according to the comparison of torque and speed with power target, that is, the existing taper clutch type electric drive system can only adjust the shifting logic of fast and slow gears through offline calibration, and cannot flexibly adjust the shifting logic online according to the change of driver driving mode orientation (such as ECO mode, sports mode and snow mode, etc.), and the driver cannot actively raise and lower the shift according to his own driving intention.

[0006] It is urgent to solve the above problems. SUMMARY

[0007] Therefore, the present application provides a five-axis simple electric control variable speed taper clutch type electric drive system.

[0008] The technical scheme is as follows:

[0009] The first aspect of the present application relates to a five-axis simple electric control variable speed taper clutch type electric drive system, comprising a power input mechanism, a variable speed assembly and a two-axis power output mechanism, the power input mechanism comprising a power motor and a power input shaft coaxially connected with the motor shaft of the power motor, the variable speed assembly comprising a main shaft, a speed reduction shaft assembly and a taper clutch mechanism and an elastic mechanism both arranged on the main shaft, the power input shaft, the speed reduction shaft assembly and the two-axis power output mechanism being arranged in parallel around the main shaft, the main shaft being provided with an electric control shifting mechanism at one end close to the taper clutch mechanism, characterized in that the elastic mechanism comprises an end gear, a power output gear sleeve and an end retainer ring which are sequentially sleeved on the main shaft in the axial direction, the end gear and the end retainer ring are synchronously rotatably sleeved on the main shaft, the power output gear sleeve is rotatably sleeved on the main shaft, and the speed reduction shaft assembly can reduce the transmission between the power output gear sleeve and the end gear.

[0010] The taper clutch mechanism comprises an inner taper sleeve synchronously rotatably sleeved on the end retainer ring and an outer taper sleeve frictionally sleeved on the circumferential outer side of the inner taper sleeve, the outer taper sleeve is synchronously rotatably provided with an input driven gear meshing with the input driving gear of the power input shaft, the power output gear sleeve is synchronously rotatable with the outer taper sleeve, the inner taper sleeve can move axially relative to the end retainer ring, and the first elastic element group for driving the inner taper sleeve to separate from the outer taper sleeve in the direction away from the electric control shifting mechanism is arranged between the inner taper sleeve and the outer taper sleeve.

[0011] The two-axis power output mechanism comprises an output shaft speed reduction assembly and a differential which are both arranged in parallel with the main shaft, the main shaft is provided with a main shaft output gear synchronously rotatable therewith, and the output shaft speed reduction assembly reduces the transmission between the main shaft output gear and the differential.

[0012] The electric control gear shifting mechanism comprises a gear shifting motor, a hollow screw rod sleeved on the main shaft in a relative rotating manner, a transmission member sleeved on the hollow screw rod in a threaded manner, a driving member sleeved on the motor shaft of the gear shifting motor in a synchronous rotating manner, and a real-time power detection assembly installed on the power input shaft, the inner end of the hollow screw rod is coaxially connected with the inner cone sleeve through the connecting ring after passing through the outer cone sleeve, the hollow screw rod can rotate relative to the inner cone sleeve and synchronously move axially with the inner cone sleeve, and the hollow screw rod and the transmission member form a screw nut motion pair.

[0013] The driving member is a worm, the transmission member is a worm wheel, and the worm and the worm wheel form a worm and worm wheel motion pair; or the driving member is a driving gear, and the transmission member is a driven gear, and the driving gear is engaged with the driven gear.

[0014] The above five-axis simple electric control variable speed taper clutch type electric drive system has the following beneficial effects:

[0015] 1. The torque information and the rotating speed information collected by the real-time power detection assembly can be used to easily calculate the power information of the electric drive system, and the power information is compared with the power target to obtain a judgment conclusion of whether active gear shifting is needed, and then the gear shifting motor drives the push-pull rods to synchronously move axially through the worm and worm wheel motion pair (or the gear transmission pair) and the screw nut motion pair, so that active gear shifting is efficiently realized, and the electric control algorithm is extremely simple; during the output of power, the system is fully autonomous, and can adaptively output reasonable torque and rotating speed (power target) in time without interrupting the power, so that the system can complete the tasks of power giving, transmission, distribution and output, and meet the requirements of efficient energy saving in the whole process.

[0016] 2. The driver can actively raise and lower the gear shifting according to the driving intention, so that the controllability and driving pleasure of the driver in driving the vehicle are improved.

[0017] 3. During the active gear shifting, the taper clutch mechanism can be used as an excellent vibration absorbing mechanism to effectively absorb the gear shifting impact, so that the gear shifting process is extremely stable.

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

[0019] 5、The overall structure is simple and reliable, and the expansion of the structure is excellent, and multiple functional modules can be flexibly expanded according to actual needs to meet the design requirements of platformization and modularization. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 Structure diagram of five-axis simple electric control variable speed taper clutch type electric drive system embodiment 1 in fast gear;

[0021] Figure 2 Structure diagram of five-axis simple electric control variable speed taper clutch type electric drive system embodiment 1 in slow gear;

[0022] Figure 3 Structure diagram of five-axis simple electric control variable speed taper clutch type electric drive system embodiment 2 in forward gear fast gear;

[0023] Figure 4 Structure diagram of five-axis simple electric control variable speed taper clutch type electric drive system embodiment 2 in reverse gear;

[0024] Figure 5 Structure diagram of five-axis simple electric control variable speed taper clutch type electric drive system embodiment 2 in forward gear slow gear;

[0025] Figure 6 Structure diagram of five-axis simple electric control variable speed taper clutch type electric drive system embodiment 3 in fast gear;

[0026] Figure 7 Structure diagram of five-axis simple electric control variable speed taper clutch type electric drive system embodiment 3 in reverse gear and slow gear;

[0027] Figure 8Schematic diagram of the structure of the five-axis simplified electronically controlled speed-changing tapered clutch electric drive system in fast gear in Example 4;

[0028] Figure 9 Schematic diagram of the structure of the five-axis simplified electronically controlled speed-changing tapered clutch electric drive system in reverse gear and slow gear in Example 4;

[0029] Figure 10 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the front ball bearings in the forward gear of Example 2 of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system;

[0030] Figure 11 Schematic diagram of the coordination relationship between the first raceway, the second raceway, and the front ball bearings in reverse gear in Embodiment 2 of the five-axis simplified electronically controlled variable-speed tapered clutch electric drive system;

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

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

[0033] Figure 14 Schematic diagram of the coordination relationship between the third raceway, the fourth raceway, and the center ball bearing in the forward gear of Example 3 of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system;

[0034] Figure 15 Schematic diagram of the coordination relationship between the third raceway, the fourth raceway, and the center ball bearing in reverse gear of Example 3 of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system;

[0035] Figure 16 Schematic diagram of the coordination relationship between the third raceway, the fourth raceway, and the center ball bearing in the second coordination mode of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system in the forward gear of Example 3;

[0036] Figure 17 Schematic diagram of the coordination relationship between the third raceway, the fourth raceway, and the center ball bearing in the reverse gear of the third embodiment of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system;

[0037] Figure 18 Schematic diagram of the coordination relationship between the fifth raceway, the sixth raceway, and the terminal ball in the forward gear of the fourth embodiment of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system;

[0038] Figure 19 Schematic diagram of the coordination relationship between the fifth raceway, the sixth raceway, and the terminal ball bearings in reverse gear in Embodiment 4 of the five-axis simplified electronically controlled variable-speed tapered clutch electric drive system;

[0039] Figure 20 Schematic diagram of the coordination relationship between the fifth raceway, the sixth raceway, and the terminal ball in the second coordination mode of the fourth embodiment of the five-axis simplified electronically controlled variable speed tapered clutch electric drive system during the forward gear;

[0040] Figure 21 Schematic diagram of the coordination relationship between the fifth raceway, the sixth raceway and the end ball in the reverse gear of the fourth embodiment of the five-axis simplified electronically controlled speed-changing tapered clutch electric drive system. DETAILED DESCRIPTION

[0041] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0042] Example 1:

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

[0044] The power input mechanism includes a power motor 3 and a power input shaft 6 coaxially connected to the motor shaft 3a of the power motor 3. One end of the power input shaft 6 is coaxially connected to the motor shaft 3a of the power motor 3. Specifically, the end of the power input shaft 6 close to the power motor 3 is coaxially 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 power input shaft 6 close to the power motor 3 is adapted to the spline hole and is formed with an external spline adapted to the spline hole. That is, the end of the power input shaft 6 is embedded in the spline hole and forms a spline fit with the spline hole. It should be noted that the outer end of the motor shaft 3a can also be connected to the power input shaft 6 via a coupling.

[0045] The transmission assembly includes a main shaft 4, a reduction shaft assembly 2, and a tapered clutch mechanism and an elastic mechanism, all mounted on the main shaft 4. The power input shaft 6, the reduction shaft assembly 2, and the two-shaft power output mechanism 9 are arranged circumferentially and parallel to the main shaft 4. Furthermore, an electronically controlled shift mechanism 10 is mounted on the end of the main shaft 4 near the tapered clutch mechanism.

[0046] The elastic mechanism comprises an end gear 5g, a power output gear sleeve 5j and an end retainer ring 5d which are sequentially sleeved on the main shaft 4 in sequence, the end gear 5g and the end retainer ring 5d are synchronously rotated and sleeved on the main shaft 4, the power output gear sleeve 5j is relatively rotatable and sleeved on the main shaft 4, and the reduction shaft assembly 2 can be decelerated and transmitted between the power output gear sleeve 5j and the end gear 5g.

[0047] The taper clutch mechanism comprises an inner taper sleeve 5b which is synchronously rotated and sleeved on the end retainer ring 5d and an outer taper sleeve 5a which is frictionally sleeved on the outer side of the inner taper sleeve 5b in a circumferential direction, wherein the outer taper sleeve 5a surrounds the outer side of the inner taper sleeve 5b in a circumferential direction, the outer taper sleeve 5a and the inner taper sleeve 5b are annular structures as a whole, and the rotation axis of the outer taper sleeve 5a coincides with the rotation axis of the inner taper sleeve 5b.

[0048] The outer taper sleeve 5a is synchronously rotated and provided with an input driven gear 5a1 which is engaged with the input driving teeth 6a of the power input shaft 6, that is, the power input shaft 6 can drive the outer taper sleeve 5a to rotate through the engagement of the input driving teeth 6a and the input driven gear 5a1. Meanwhile, the power output gear sleeve 5j is synchronously rotated with the outer taper sleeve 5a.

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

[0050] Further, a friction material layer is sintered on the outer friction taper surface, the friction material layer is distributed with an oil channel, and the inner taper sleeve 5b is distributed with an oil hole 5b2 which penetrates through the wall thickness direction of the inner taper sleeve 5b. The lubricating oil can enter the outer friction taper surface from the inner taper sleeve 5b through the oil hole 5b2, and then the lubricating oil is distributed on the outer friction taper surface along the oil channel, which can cool, reduce friction and clean the taper surface, and can balance the air pressure of the outer taper sleeve 5a and the inner taper sleeve 5b.

[0051] Meanwhile, the end of the outer taper sleeve 5a away from the electric control gear shifting mechanism 10 is covered with an outer taper sleeve end cover 5a3 which is synchronously rotated with the outer taper sleeve 5a, the input driven gear 5a1 is synchronously rotated and installed on the outer taper sleeve end cover 5a3, and the input driven gear 5a1 and the end retainer ring 5d are both distributed with an oil hole 5h which penetrates through the wall thickness direction, so as to ensure sufficient lubrication of the outer taper sleeve 5a and the inner taper sleeve 5b.

[0052] The inner taper sleeve 5b can be axially moved relative to the end retainer ring 5d, and the first elastic element group 5c for driving the inner taper sleeve 5b to separate from the outer taper sleeve 5a in a direction away from the electric control gear shifting mechanism 10 is arranged between the inner taper sleeve 5b and the outer taper sleeve 5a, that is, the two ends of the first elastic element group 5c are elastically supported between the inner taper sleeve 5b and the outer taper sleeve 5a, and the inner friction taper surface is pressed against the outer friction taper surface.

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

[0054] The two-axis power output mechanism 9 includes an output shaft reduction assembly 9a and a differential 9b, which are arranged in parallel with the main shaft 4, and the main shaft 4 has a main shaft output gear 4a rotating synchronously therewith, and the output shaft reduction assembly 9a is in reduction transmission between the main shaft output gear 4a and the differential 9b.

[0055] The output shaft reduction assembly 9a includes an output shaft 9a1 parallel with the main shaft 4, and an output first driven gear 9a2 and an output second driving gear 9a3 integrally formed on the output shaft 9a1, the main shaft output gear 4a is in mesh with the output first driven gear 9a2, the output second driving gear 9a3 is in mesh with a differential input gear 9b1 of the differential 9b, and the diameter of the output first driven gear 9a2 is greater than that of the main shaft output gear 4a, and the diameter of the output second driving gear 9a3 is less than that of the differential input gear 9b1, so as to realize two-stage reduction and torque increase.

[0056] The electric control shifting mechanism 10 includes a shifting motor 10c, a hollow screw rod 10a which is sleeved on the main shaft 4 in a relative rotation manner, a transmission member 10b which is sleeved on the hollow screw rod 10a in a threaded manner, a driving member 10i which is sleeved on a motor shaft of the shifting motor 10c in a synchronous rotation manner, and a real-time power detection assembly 10g which is installed on the power input shaft 6, an inner end of the hollow screw rod 10a passes through the outer conical sleeve 5a and is coaxially connected with the inner conical sleeve 5b through a connecting ring 10f, the hollow screw rod 10a can rotate relative to the inner conical sleeve 5b and can move axially synchronously with the inner conical sleeve 5b, and the hollow screw rod 10a and the transmission member 10b constitute a screw nut motion pair. Therefore, through the axial movement of the hollow screw rod 10a, the inner conical sleeve 5b can be driven to move axially synchronously through the connecting ring 10f, and the rotation of the inner conical sleeve 5b will not drive the hollow screw rod 10a to rotate.

[0057] In the embodiment, the driving member 10i and the driven member 10b have the following two implementation manners:

[0058] The driving member 10i and the driven member 10b have the following two implementation manners:

[0059] The driving member 10i and the driven member 10b have the following two implementation manners:

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

[0061] During active shifting, the tapered clutch mechanism can act as an excellent vibration absorption mechanism, effectively absorbing the shifting impact and making the shifting process extremely smooth. The real-time power detection component 10g multiplies the torque and speed to obtain the real-time power of the electric drive system, and compares the power information with the power target to determine whether active shifting is needed. This not only efficiently realizes active shifting, but also simplifies the electric control algorithm.

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

[0063] The real-time power detection component 10g includes a transmission sensing cam sleeve 10g1 synchronously rotatingly sleeved on the power input shaft 6, a speed detection permanent magnet 10g3 and a displacement detection permanent magnet 10g4 both mounted on the transmission sensing cam sleeve 10g1, and a speed detection Hall element 10g5 and a displacement detection Hall element 10g6 both arranged on the housing of the five-axis compact electric control variable speed tapered clutch type electric drive system. The transmission sensing cam sleeve 10g1 can move axially along the power input shaft 6, the power input shaft 6 is integrally formed with a matching cam boss 6c protruding radially outward, and an end face of the transmission sensing cam sleeve 10g1 away from the input driving gear 6a and an adjacent end face of the matching cam boss 6c form an end face cam pair c. Therefore, when the torque and speed change, the transmission sensing cam sleeve 10g1 rotates relative to the matching cam boss 6c and moves axially along the power input shaft 6.

[0064] The transmission sensing cam sleeve 10g1 in the embodiment is splined with the power input shaft 6, which is simple and reliable.

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

[0066] In the real-time power detection assembly 10g, the rotation speed detection Hall element 10g5 is matched with the rotation 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 rotation speed detection Hall element 10g5 and the rotation speed detection permanent magnet 10g3, the real-time rotation speed information can be accurately obtained, and through the cooperation of the displacement detection Hall element 10g6 and the displacement detection permanent magnet 10g4, the real-time torque information can be simply converted. Then, the real-time power is obtained by multiplying the rotation speed information and the torque information. When the real-time power is less than the set power target interval, the high-speed gear is automatically switched to the low-speed gear, and when the real-time power is greater than the set power target interval, the low-speed gear is automatically switched to the high-speed gear.

[0067] The reduction shaft assembly 2 includes a first reduction shaft 2a parallel to the main shaft 4, a first secondary driving gear 2b formed on the first reduction shaft 2a, and a first overrunning clutch 2c sleeved on the first reduction shaft 2a. The first secondary driving gear 2b is engaged with the end gear 5g, and the outer ring of the first overrunning clutch 2c has a first primary driven gear 2c1 engaged with the power output gear sleeve 5j. When the first overrunning clutch 2c is in the engaged state, the power output gear sleeve 5j engagement can drive the first reduction shaft 2a to rotate through the first overrunning clutch 2c, and when the first overrunning clutch 2c is in the overrunning state, the power output gear sleeve 5j engagement will not transmit power to the first reduction shaft 2a.

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

[0069] Motor shaft 3a→power input shaft 6→input driven gear 5a1→outer cone sleeve 5a→inner cone sleeve 5b→end retainer ring 5d→main shaft 4→output primary driven gear 9a2→output shaft 9a1→output secondary driving gear 9a3→differential input gear 9b1→differential 9b; In this embodiment, the differential 9b transmits output power to two wheels.

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

[0071] Motor shaft 3a→Power input shaft 6→Input driven gear 5a1→Outer cone sleeve 5a→Power output sleeve 5j→First overrunning clutch 2c→First reduction shaft 2a→First two-stage driving tooth 2b→End gear 5g→Main shaft 4→Output one-stage driven gear 9a2→Output shaft 9a1→Output two-stage driving tooth 9a3→Differential input gear 9b1→Differential 9b; In this embodiment, the differential 9b transmits output power to two wheels.

[0072] Embodiment 2:

[0073] Please refer to Figures 3-5 and Figures 10-13 The main structure of this embodiment is exactly the same as that of embodiment 1, and the difference lies in that it further includes a front inertia reverse mechanism 1, which has the following two embodiments:

[0074] Front inertia reverse mechanism 1 embodiment 1:

[0075] Please refer to Figure 10 and Figure 11 The front inertia reverse mechanism 1 includes a front reverse gear combination sleeve 1c and a front inertia centrifugal outer end cover 1b which are synchronously rotatably sleeved on the power input shaft 6, and a front inertia centrifugal combination disc 1d which is relatively rotatably sleeved on the power input shaft 6, the front inertia centrifugal combination disc 1d is axially slidably arranged between the front reverse gear combination sleeve 1c and the front inertia centrifugal outer end cover 1b, the front inertia centrifugal outer end cover 1b is integrally formed with a front reverse gear driving tooth 1b1 which is engaged with the end gear 5g, and at least one ring of spring ring array for driving the front inertia centrifugal combination disc 1d to move towards the front inertia centrifugal outer end cover 1b is elastically supported between the front reverse gear combination sleeve 1c and the front inertia centrifugal combination disc 1d, each ring of spring ring array is coaxially arranged with the power input shaft 6, and the distance between each ring of spring ring array and the power input shaft 6 is different.

[0076] The front inertia centrifugal outer end cover 1b is recessed on the side close to the front inertia centrifugal combination disc 1d to form a plurality of first raceways 1f1 which are uniformly distributed in the circumferential direction, each of the first raceways 1f1 is a involute structure or an Archimedes spiral structure arranged in the same direction, the front inertia centrifugal combination disc 1d is recessed on the side close to the front inertia centrifugal outer end cover 1b to form a plurality of second raceways 1f2 which are uniformly distributed in the circumferential direction, each of the second raceways 1f2 is an involute structure or an Archimedes spiral structure arranged in the same direction, wherein the involute structure is easier to process, and the Archimedes spiral structure is smoother for the movement of the front ball 1g, thereby effectively reducing the shift impact and improving the smoothness of the shift.

[0077] In the embodiment, each of the first raceways 1f1 and the corresponding second raceway 1f2 constitutes a front involute raceway 1f, and the depth of each front involute raceway 1f gradually decreases from the inner end to the outer end, and each front involute raceway 1f is provided with a front ball 1g. Moreover, the extension directions of the first raceway 1f1 and the second raceway 1f2 are opposite, and when each front ball 1g is located at the inner end or the outer end of the corresponding first raceway 1f1 and second raceway 1f2, each first raceway 1f1 and the corresponding second raceway 1f2 each constitutes a peach heart structure.

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

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

[0080] Further, the outer peripheral surface of the front reverse combination sleeve 1c has a first combination disc portion extending in the radial direction, the side surface of the first combination disc portion close to the front inertia centrifugal combination disc 1d has a first passive combination tooth 1c1, and the side surface of the front inertia centrifugal combination disc 1d close to the front reverse combination sleeve 1c has a first active combination tooth 1d1 matched with the first passive combination tooth 1c1. When the first active combination tooth 1d1 combines with the first passive combination tooth 1c1, the front inertia centrifugal combination disc 1d rotates synchronously with the front reverse combination sleeve 1c, and when the first active combination tooth 1d1 separates from the first passive combination tooth 1c1, the front inertia centrifugal combination disc 1d no longer rotates synchronously with the front reverse combination sleeve 1c.

[0081] In this embodiment, the compression spring annular array is composed of at least three first reset compression springs 1e arranged in a ring shape, the front inertia centrifugal combination disc 1d is installed with a first end face bearing 1i on the side surface close to the first combination disc part, the first combination disc part is recessed on the side surface close to the front inertia centrifugal combination disc 1d to form a first compression spring installation slot corresponding to each first reset compression spring 1e, one end of each first reset compression spring 1e is embedded in the corresponding first compression spring installation slot, and the other end is supported on the same first end face bearing 1i. By arranging the first end face bearing 1i, it is ensured that each first reset compression spring 1e can rotate relative to the front reverse combination sleeve 1c, so that the first reset compression spring 1e is completely avoided from being twisted.

[0082] The front inertia reverse mechanism 1 embodiment 2 is as follows:

[0083] Please refer to Figure 12 and Figure 13 , the main structure of this embodiment is completely same as that of the front inertia reverse mechanism 1 embodiment 1, the difference is that the extension directions of the first raceway 1f1 and the second raceway 1f2 are same, and the projections of each first raceway 1f1 on the corresponding front inertia centrifugal combination disc 1d are respectively coincided with the corresponding second raceway 1f2.

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

[0085] When the front inertia centrifugal outer end cover 1b reverses, each front ball 1g is located at the outer end of the corresponding front involute raceway 1f, and forces the front inertia centrifugal combination disc 1d to move close to the front reverse combination sleeve 1c, so as to combine with the front reverse combination sleeve 1c and rotate synchronously; in the reverse gear mode.

[0086] Therefore, the task of forward and reverse gear switching by using inertia is also completed, and since the structures of each first raceway 1f1 and the corresponding second raceway 1f2 are completely same, the gear shifting is smooth.

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

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

[0089] Embodiment 3:

[0090] Please refer to Figure 6 and Figure 7 and Figures 14-17 The main structure of the embodiment is completely same as that of Embodiment 1, and the difference is that it further comprises a middle inertia reverse mechanism 7, which has the following two embodiments:

[0091] Middle inertia reverse mechanism 7 Embodiment 1:

[0092] Please refer to Figure 14 and Figure 15 The middle inertia reverse mechanism 7 comprises a middle reverse gear combination sleeve 7c and a middle inertia centrifugal outer end cover 7b which are synchronously rotatable sleeved on the main shaft 4, and a middle inertia centrifugal combination disc 7d which is relatively rotatable sleeved on the main shaft 4, the middle inertia centrifugal combination disc 7d is axially slidably arranged between the middle reverse gear combination sleeve 7c and the middle inertia centrifugal outer end cover 7b, the middle reverse driving gear 6b is synchronously rotatable sleeved on the power input shaft 6, the middle reverse driven gear 7c2 which is engaged with the middle reverse driving gear 6b is integrally formed on the middle reverse gear combination sleeve 7c, the main shaft output gear 4a is integrally formed on the middle inertia centrifugal outer end cover 7b, at least one ring of spring ring arrays for driving the middle inertia centrifugal combination disc 7d to move towards the middle inertia centrifugal outer end cover 7b is elastically supported between the middle reverse gear combination sleeve 7c and the middle inertia centrifugal combination disc 7d, each ring of spring ring arrays is coaxially arranged with the main shaft 4, and the distance between each ring of spring ring arrays and the main shaft 4 is different.

[0093] The side of the middle inertia centrifugal outer end cover 7b close to the middle inertia centrifugal combination disc 7d is recessed to form a plurality of third raceways 7f1 which are uniformly distributed in the circumferential direction, each third raceway 7f1 is a involute structure or an Archimedes spiral structure arranged in the same direction, the side of the middle inertia centrifugal combination disc 7d close to the middle inertia centrifugal outer end cover 7b is recessed to form a plurality of fourth raceways 7f2 which are uniformly distributed in the circumferential direction, each fourth raceway 7f2 is an involute structure or an Archimedes spiral structure arranged in the same direction, wherein the involute structure is easier to process, and the Archimedes spiral structure is more smooth for the movement of the middle ball 7g, thereby effectively reducing the shift impact and improving the smoothness of the shift.

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

[0095] Therefore, when the middle inertia centrifugal outer end cover 7b rotates forward, each middle ball 7g is located at the inner end of the corresponding middle involute raceway 7f, and the annular array of compression springs forces the middle inertia centrifugal combination disc 7d away from the middle reverse combination sleeve 7c, so as to separate from the middle reverse combination sleeve 7c; in the forward gear mode.

[0096] When the middle inertia centrifugal outer end cover 7b reverses, each middle ball 7g is located at the outer end of the corresponding middle involute raceway 7f, and forces the middle inertia centrifugal combination disc 7d to approach the middle reverse combination sleeve 7c, so as to combine with the middle reverse combination sleeve 7c and rotate synchronously; in the reverse gear mode.

[0097] Further, the outer circumferential surface of the middle reverse combination sleeve 7c has a radially extending second combination disc part, the side surface of the second combination disc part close to the middle inertia centrifugal combination disc 7d has a ring of second passive combination teeth 7c1, and the side surface of the middle inertia centrifugal combination disc 7d close to the middle reverse combination sleeve 7c has a ring of second active combination teeth 7d1 matched with the second passive combination teeth 7c1. When the second active combination teeth 7d1 combine with the second passive combination teeth 7c1, the middle inertia centrifugal combination disc 7d rotates synchronously with the middle reverse combination sleeve 7c, and when the second active combination teeth 7d1 separate from the second passive combination teeth 7c1, the middle inertia centrifugal combination disc 7d no longer rotates synchronously with the middle reverse combination sleeve 7c.

[0098] In this embodiment, the annular array of compression springs is composed of at least three second reset compression springs 7e arranged in a ring shape. The side surface of the middle inertia centrifugal combination disc 7d close to the second combination disc part is provided with a second end face bearing 7i, and the side surface of the second combination disc part close to the middle inertia centrifugal combination disc 7d is recessed to form a second compression spring mounting groove corresponding to each second reset compression spring 7e. One end of each second reset compression spring 7e is embedded in the corresponding second compression spring mounting groove, and the other end is supported on the same second end face bearing 7i. By providing the second end face bearing 7i, it is ensured that each second reset compression spring 7e can rotate relative to the middle reverse combination sleeve 7c, thereby completely avoiding the situation that the second reset compression spring 7e is twisted.

[0099] Middle inertia reverse mechanism 7 embodiment 2:

[0100] Please refer to Figure 16 and Figure 17 The main structure of this embodiment is completely the same as that of the embodiment 1 of the middle inertia reverse mechanism 7, the difference is that the extension directions of the third raceways 7f1 and the fourth raceways 7f2 are the same, and the projections of each third raceway 7f1 on the corresponding middle inertia centrifugal combination disc 7d respectively coincide with the corresponding fourth raceway 7f2.

[0101] Therefore, when the middle inertia centrifugal outer end cover 7b rotates forward, each middle ball 7g is located at the inner end of the corresponding middle involute raceway 7f, and the array of compression springs forces the middle inertia centrifugal combination disc 7d to move away from the middle reverse combination sleeve 7c, so as to separate from the middle reverse combination sleeve 7c; in the forward gear mode.

[0102] When the middle inertia centrifugal outer end cover 7b reverses, each middle ball 7g is located at the outer end of the corresponding middle involute raceway 7f, and forces the middle inertia centrifugal combination disc 7d to move close to the middle reverse combination sleeve 7c, so as to combine with the middle reverse combination sleeve 7c and rotate synchronously; in the reverse gear mode.

[0103] Thus, the task of switching between forward gear and reverse gear by using inertia in forward and reverse directions is also completed, and since the structures of each third raceway 7f1 and the corresponding fourth raceway 7f2 are completely consistent, the smoothness of gear shifting is high.

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

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

[0106] Embodiment 4:

[0107] Please refer to Figure 8 and Figure 9 and Figures 18-21 The main structure of this embodiment is completely the same as that of the embodiment 1, the difference is that it also includes a terminal inertia reverse mechanism 8.

[0108] The terminal inertia reverse mechanism 8 has the following two embodiments:

[0109] Terminal inertia reverse mechanism 8 embodiment 1:

[0110] Please refer to Figure 18 and Figure 19The end inertia reverse mechanism 8 comprises an end reverse gear combined sleeve 8c synchronously rotatingly sleeved on the output shaft 9a1, and an end inertia centrifugal outer end cover 8b and an end inertia centrifugal combined disc 8d capable of relatively rotatingly sleeving on the output shaft 9a1. The end inertia centrifugal combined disc 8d is axially movably arranged between the end inertia centrifugal outer end cover 8b and the end reverse gear combined sleeve 8c. At least one ring of spring ring arrays for driving the end inertia centrifugal combined disc 8d to move towards the end inertia centrifugal outer end cover 8b is elastically supported between the end reverse gear combined sleeve 8c and the end inertia centrifugal combined disc 8d. Each ring of spring ring arrays is coaxially arranged on the output shaft 9a1, and the distance between each ring of spring ring arrays and the output shaft 9a1 is different.

[0111] Meanwhile, the end inertia centrifugal outer end cover 8b is provided with reverse gear driven teeth 8b1. The outer cone sleeve 5a is synchronously rotatingly provided with reverse gear driving teeth 5a2 meshing with the reverse gear driven teeth 8b1. The side of the end inertia centrifugal outer end cover 8b close to the end inertia centrifugal combined disc 8d is recessed to form a plurality of fifth raceways 8f1 uniformly distributed in the circumferential direction. Each fifth raceway 8f1 is a involute structure or an Archimedes spiral structure arranged in the same direction. The side of the end inertia centrifugal combined disc 8d close to the end inertia centrifugal outer end cover 8b is recessed to form a plurality of sixth raceways 8f2 uniformly distributed in the circumferential direction. Each sixth raceway 8f2 is an involute structure or an Archimedes spiral structure arranged in the same direction. The involute structure is easier to process, and the Archimedes spiral structure is smoother for the movement of the end ball 8g, thereby effectively reducing the shift impact and improving the smoothness of the shift.

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

[0113] When the end inertia centrifugal outer end cover 8b rotates forward, each end ball 8g is located at the inner end of the corresponding end involute raceway 8f. The spring ring array forces the end inertia centrifugal combined disc 8d to move away from the end reverse gear combined sleeve 8c, so as to separate from the end reverse gear combined sleeve 8c. The forward gear mode is adopted.

[0114] When the end inertia centrifugal outer end cover 8b reverses, each end ball 8g is located at the outer end of the corresponding end involute raceway 8f, and forces the end inertia centrifugal combination disc 8d to approach the end reverse combination sleeve 8c, so as to combine with the end reverse combination sleeve 8c and rotate synchronously; in the reverse mode.

[0115] Further, the outer peripheral surface of the end reverse combination sleeve 8c has a third combination disc part extending in the radial direction, the third combination disc part has a circle of third passive combination teeth 8c1 on the side surface close to the end inertia centrifugal combination disc 8d, and the end inertia centrifugal combination disc 8d has a circle of third active combination teeth 8d1 on the side surface close to the end reverse combination sleeve 8c, which are matched with the third passive combination teeth 8c1. When the third active combination teeth 8d1 combine with the third passive combination teeth 8c1, the end inertia centrifugal combination disc 8d rotates synchronously with the end reverse combination sleeve 8c, and when the third active combination teeth 8d1 separate from the third passive combination teeth 8c1, the end inertia centrifugal combination disc 8d no longer rotates synchronously with the end reverse combination sleeve 8c.

[0116] In the embodiment, the spring ring array is composed of at least three third return springs 8e arranged in a ring shape, the side surface of the end inertia centrifugal combination disc 8d close to the third combination disc part is provided with a third face bearing 8i, the side surface of the third combination disc part close to the end inertia centrifugal combination disc 8d is recessed to form a second spring mounting groove corresponding to each third return spring 8e, one end of each third return spring 8e is embedded in the corresponding second spring mounting groove, and the other end is supported on the same third face bearing 8i. By arranging the third face bearing 8i, it is ensured that each third return spring 8e can rotate relative to the end reverse combination sleeve 8c, so that the third return spring 8e is completely prevented from being twisted.

[0117] End inertia reverse mechanism 8 embodiment 2:

[0118] Please refer to Figure 20 and Figure 21 , the main structure of the embodiment is completely same as that of the end inertia reverse mechanism 8 embodiment 1, and the difference lies in that the extension directions of the fifth raceway 8f1 and the sixth raceway 8f2 are same, and the projections of each fifth raceway 8f1 on the corresponding end inertia centrifugal combination disc 8d are respectively coincident with the corresponding sixth raceway 8f2.

[0119] When the end inertia centrifugal outer end cover 8b rotates forward, each end ball 8g is located at the inner end of the corresponding end involute raceway 8f, and the spring ring array forces the end inertia centrifugal combination disc 8d to move away from the end reverse combination sleeve 8c, so as to separate from the end reverse combination sleeve 8c; in the forward gear mode.

[0120] When the end inertia centrifugal outer end cover 8b is reversed, each end ball 8g is located at the outer end of the corresponding end involute raceway 8f, and forces the end inertia centrifugal combination disc 8d to be close to the end reverse combination sleeve 8c, so as to be combined with the end reverse combination sleeve 8c and rotate synchronously; in the reverse mode.

[0121] Therefore, the task of switching forward and reverse gears by inertia is also completed, and since the structure of each fifth raceway 8f1 and the corresponding sixth raceway 8f2 is completely consistent, the gear shifting is smooth.

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

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

[0124] Finally, it needs to be pointed out that the above description is only the preferred embodiment of the present application, and those skilled in the art can make various similar expressions under the inspiration of the present application without violating the purpose and claims of the present application, and such changes fall within the protection scope of the present application.

Claims

1. A five-axis simple electric control variable speed taper clutch type electric drive system, comprising a power input mechanism, a variable speed assembly and a two-axis power output mechanism, the power input mechanism comprising a power motor and a power input shaft coaxially fixed with a motor shaft of the power motor, the variable speed assembly comprising a main shaft, a speed reduction shaft assembly and a taper clutch mechanism and an elastic mechanism, which are arranged on the main shaft, the power input shaft, the speed reduction shaft assembly and the two-axis power output mechanism being arranged in parallel around the main shaft in the circumferential direction, and an electric control gear shifting mechanism being installed on one end of the main shaft close to the taper clutch mechanism. The elastic mechanism comprises an end gear, a power output gear sleeve and an end ring which are sequentially sleeved on the main shaft in sequence, the end gear and the end ring are synchronously rotated and sleeved on the main shaft, the power output gear sleeve is relatively rotatable and sleeved on the main shaft, and the reduction shaft assembly is capable of reducing transmission between the power output gear sleeve and the end gear; The taper clutch mechanism comprises an inner taper sleeve which is synchronously rotated and sleeved on the end ring and an outer taper sleeve which is frictionally sleeved on the outer side of the inner taper sleeve in the circumferential direction, the outer taper sleeve is synchronously rotated and provided with an input driven gear which is engaged with an input driving gear of the power input shaft, the power output gear sleeve is synchronously rotated with the outer taper sleeve, the inner taper sleeve is axially movable relative to the end ring, and a first elastic element group for driving the inner taper sleeve to separate from the outer taper sleeve in the direction away from the electric control gear shifting mechanism is arranged between the inner taper sleeve and the outer taper sleeve; The two-shaft power output mechanism comprises an output shaft reduction assembly and a differential which are both arranged in parallel with the main shaft, the main shaft is provided with a main shaft output gear which is synchronously rotated with the main shaft, and the output shaft reduction assembly reduces transmission between the main shaft output gear and the differential; The electric control gear shifting mechanism comprises a gear shifting motor, a hollow screw rod which is relatively rotatable and sleeved on the main shaft, a transmission part which is threadedly sleeved on the hollow screw rod, a driving part which is synchronously rotated and sleeved on a motor shaft of the gear shifting motor, and a real-time power detection assembly which is arranged on the power input shaft, the inner end of the hollow screw rod is coaxially connected with the inner taper sleeve through a connecting ring after passing through the outer taper sleeve, the hollow screw rod can be relatively rotated with the inner taper sleeve and can be synchronously axially moved with the inner taper sleeve, and the hollow screw rod and the transmission part form a screw nut motion pair; The driving part is a worm, the transmission part is a worm wheel, and the worm and the worm wheel form a worm and worm wheel motion pair; or the driving part is a driving gear, the transmission part is a driven gear, and the driving gear is engaged with the driven gear; The output shaft reduction assembly comprises an output shaft which is parallel with the main shaft and output first driven gears and output second driving gears which are integrally formed on the output shaft, the main shaft output gear is engaged with the output first driven gear, and the output second driving gear is engaged with a differential input gear of the differential; The fast gear power transmission route is as follows: Motor shaft→power input shaft→input driven gear→outer taper sleeve→inner taper sleeve→end ring→main shaft→output first driven gear→output shaft→output second driving gear→differential input gear→differential.

2. The five-axle compact electronically-controlled variable-speed taper clutch type electric drive system according to claim 1, characterized by: The real-time power detection assembly comprises a transmission sensing cam sleeve synchronously sleeved on the power input shaft, a rotating speed detection permanent magnet and a displacement detection permanent magnet both mounted on the transmission sensing cam sleeve, and a rotating speed detection Hall element and a displacement detection Hall element both arranged on the shell of the five-axle simple electric control variable speed taper clutch type electric drive system, the transmission sensing cam sleeve is axially movable along the power input shaft, the power input shaft is integrally formed with a matching cam boss protruding outward in the radial direction, an end face of the transmission sensing cam sleeve away from the input driving gear forms an end face cam pair with an adjacent end face of the matching cam boss, the power input shaft is fixedly sleeved with an elastic element support ring between the transmission sensing cam sleeve and the input driving gear, the power input shaft is sleeved with an elastic element elastically supported between the transmission sensing cam sleeve and the elastic element support ring, the rotating speed detection Hall element is adapted to the rotating speed detection permanent magnet, and the displacement detection Hall element is adapted to the displacement detection permanent magnet.

3. The five-axle compact electronically-controlled variable-speed cone-clutch electric drive system according to claim 1, characterized in that: The inner end of the hollow screw rod protrudes outward in the radial direction to form a limiting support ring after passing through the outer taper sleeve, a first plane bearing is arranged between the side of the limiting support ring close to the end portion supporting ring and the connecting ring, the circumferential inner wall of the inner taper sleeve is provided with a taper sleeve connecting seat fixedly connected with the connecting ring, the side of the limiting support ring away from the end portion supporting ring is supported on the taper sleeve connecting seat, one end of the first elastic element group is supported on the outer taper sleeve, and the other end is supported with a second end face bearing between the taper sleeve connecting seat.

4. The five-axle compact electronically-controlled variable-speed cone-clutch electric drive system of claim 1, wherein: The speed reduction shaft assembly comprises a first speed reduction shaft parallel to the main shaft, a first secondary driving gear formed on the first speed reduction shaft, and a first overrunning clutch sleeved on the first speed reduction shaft, the first secondary driving gear is engaged with the end gear, and the outer ring of the first overrunning clutch is provided with a first primary driven gear engaged with the power output gear sleeve.

5. The five-axis simplified electronically controlled variable speed tapered clutch electric drive system according to claim 1 is characterized in that: The terminal inertia reverse mechanism comprises a terminal reverse gear combination sleeve synchronously rotatingly sleeved on the output shaft, a terminal inertia centrifugal outer end cover and a terminal inertia centrifugal combination disc capable of relatively rotatingly sleeving on the output shaft, the terminal inertia centrifugal combination disc being axially movably arranged between the terminal inertia centrifugal outer end cover and the terminal reverse gear combination sleeve, at least one ring of spring ring arrays for driving the terminal inertia centrifugal combination disc to move towards the terminal inertia centrifugal outer end cover is elastically supported between the terminal reverse gear combination sleeve and the terminal inertia centrifugal combination disc, each ring of spring ring arrays is coaxially arranged on the output shaft, the terminal inertia centrifugal outer end cover is provided with reverse gear driven teeth, the outer taper sleeve is synchronously rotatingly provided with a reverse gear driving gear meshing with the reverse gear driven teeth, one side of the terminal inertia centrifugal outer end cover close to the terminal inertia centrifugal combination disc is recessed to form a plurality of fifth raceways uniformly distributed in the circumferential direction, each fifth raceway is a involute structure or an Archimedes spiral structure arranged in the same direction, one side of the terminal inertia centrifugal combination disc close to the terminal inertia centrifugal outer end cover is recessed to form a plurality of sixth raceways uniformly distributed in the circumferential direction, each sixth raceway is an involute structure or an Archimedes spiral structure arranged in the same direction, each fifth raceway and the corresponding sixth raceway constitute a terminal involute raceway, and the depth of each terminal involute raceway gradually decreases from the inner end to the outer end, and each terminal involute raceway is provided with a terminal ball. When the terminal inertia centrifugal outer end cover rotates forward, each terminal ball is located at the inner end of the corresponding terminal involute raceway, and the spring ring array forces the terminal inertia centrifugal combination disc to move away from the terminal reverse gear combination sleeve, so as to separate from the terminal reverse gear combination sleeve; when the terminal inertia centrifugal outer end cover reverses, each terminal ball is located at the outer end of the corresponding terminal involute raceway, and forces the terminal inertia centrifugal combination disc to move close to the terminal reverse gear combination sleeve, so as to combine with the terminal reverse gear combination sleeve and synchronously rotate.

6. The five-axis compact electrically-controlled variable-speed taper clutch type electric drive system according to claim 5, characterized by: The extension directions of the fifth raceway and the sixth raceway are opposite, each independent ball is located at the inner end or the outer end of the corresponding fifth raceway and the sixth raceway, and each fifth raceway and the corresponding sixth raceway constitute a peach heart structure. Alternatively, The extension directions of the fifth raceway and the sixth raceway are the same, and the projection of each fifth raceway on the corresponding independent inertia centrifugal combination disc coincides with the corresponding sixth raceway.

7. The five-axle compact electronically-controlled variable-speed cone-clutch electric drive system of claim 1, wherein: The application also discloses a middle-position inertia reverse mechanism, which comprises a middle-position reverse gear combination sleeve and a middle-position inertia centrifugal outer end cover which are synchronously rotated and sleeved on a main shaft, a middle-position inertia centrifugal combination disc which is relatively rotatable and sleeved on the main shaft, and a power input shaft. When the middle-position inertia centrifugal outer end cover rotates forward, each middle-position ball is located at the inner end of the corresponding middle-position involute raceway, and the compression spring annular array forces the middle-position inertia centrifugal combination disc to move away from the middle-position reverse gear combination sleeve, so that the middle-position reverse gear combination sleeve is separated from the middle-position reverse gear combination sleeve. When the middle-position inertia centrifugal outer end cover reverses, each middle-position ball is located at the outer end of the corresponding middle-position involute raceway, and forces the middle-position inertia centrifugal combination disc to move close to the middle-position reverse gear combination sleeve, so that the middle-position reverse gear combination sleeve is combined with the middle-position reverse gear combination sleeve and synchronously rotates.

8. The five-axle compact electronically-controlled variable-speed cone-clutch electric drive system of claim 1, wherein: The front inertia reverse mechanism comprises a front reverse combination sleeve and a front inertia centrifugal outer end cover which are synchronously rotated and sleeved on the power input shaft, and a front inertia centrifugal combination disc which is relatively rotatable and sleeved on the power input shaft, the front inertia centrifugal combination disc is axially slidably arranged between the front reverse combination sleeve and the front inertia centrifugal outer end cover, the front inertia centrifugal outer end cover is integrally formed with a front reverse driving gear which is engaged with the end gear, at least one ring of spring ring arrays for driving the front inertia centrifugal combination disc to move towards the front inertia centrifugal outer end cover is elastically supported between the front reverse combination sleeve and the front inertia centrifugal combination disc, each ring of spring ring arrays is coaxially arranged on the power input shaft, a plurality of first raceways which are uniformly distributed in the circumferential direction are recessed on one side of the front inertia centrifugal outer end cover close to the front inertia centrifugal combination disc, each first raceway is a involute structure or an Archimedes spiral structure arranged in the same direction, a plurality of second raceways which are uniformly distributed in the circumferential direction are recessed on one side of the front inertia centrifugal combination disc close to the front inertia centrifugal outer end cover, each second raceway is an involute structure or an Archimedes spiral structure arranged in the same direction, each first raceway and the corresponding second raceway form a front involute raceway, and the depth of each front involute raceway gradually decreases from the inner end to the outer end, and each front involute raceway is provided with a front ball bearing. When the front inertia centrifugal outer end cover rotates forward, each front ball bearing is located at the inner end of the corresponding front involute raceway, and the spring ring array forces the front inertia centrifugal combination disc to move away from the front reverse combination sleeve, so as to separate from the front reverse combination sleeve. When the front inertia centrifugal outer end cover reverses, each front ball bearing is located at the outer end of the corresponding front involute raceway, and forces the front inertia centrifugal combination disc to move close to the front reverse combination sleeve, so as to combine with the front reverse combination sleeve and synchronously rotate.

9. The five-axle compact electronically-controlled variable-speed cone-clutch electric drive system of claim 1, wherein: The outer cone sleeve is combined with an outer cone sleeve end cover which synchronously rotates with the outer cone sleeve at one end away from the electric control gear shifting mechanism, the input driven gear is synchronously rotated and installed on the outer cone sleeve end cover, the inner cone sleeve is distributed with oil holes which penetrate along the wall thickness direction, and the input driven gear and the end retaining ring are both distributed with oil holes which penetrate along the wall thickness direction.

Images