High-speed, high-efficiency and high-precision deceleration electric driving system

Abstract

The utility model discloses a high-speed, high-efficiency and high-precision deceleration electric driving system, the outer end of a motor shaft is provided with a first shaft section, a second shaft section and a third shaft section from inside to outside in sequence, and a central shaft hole of a driving gear is provided with a first hole section, a second hole section and a third hole section which are respectively matched with the first shaft section, the second shaft section and the third shaft section. By adopting the high-speed, high-efficiency and high-precision deceleration electric driving system, the problem that the transmission meshing efficiency is influenced by the central shaft hole of the driving gear after heat treatment carburizing and quenching is solved, and the engineering problems of loud noise, short service life, easiness in damage, high manufacturing cost and the like are solved; according to the invention, the assembly size control of the driving gear and the motor shaft at the sleeving position is ensured, the smoothness, reliability and assembly strength of transmission can be effectively improved, the operation noise can be reduced, the transmission efficiency and performance of the system can be obviously improved, and a solid foundation is laid for realizing high-speed, high-efficiency and high-precision transmission of the electric drive system.

Description

Technical Field

[0001] The utility model relates to the technical field of motorcycle driving, in particular to a high-speed, high-efficiency and high-precision deceleration electric driving system. Background Art

[0002] With the widespread application of new energy technologies, the application of electric drive systems in motorcycles has also developed rapidly. The powertrain of motorcycle electric drive systems uses batteries as energy carriers and converts them into rotational power output through motors. Its main task is to convert the energy of power batteries into kinetic energy of wheels under the control of the driver.

[0003] The key to converting the energy of the power battery into the kinetic energy of the wheels is to improve the power density and efficiency (high efficiency range). Therefore, the design and manufacture of high-speed, high-voltage and reduction transmission is the best solution to improve the power density and efficiency (high efficiency range) of the motor. Its use value lies in: (1) The greater the power density, the smaller the motor size at the same power, which is conducive to saving space and manufacturing costs; (2) The higher the efficiency, the smaller the loss at the motor end, and the longer the motorcycle's range at the same battery capacity.

[0004] At present, the technical difficulties in designing and manufacturing high-speed, high-voltage motors with reduction transmission are:

[0005] 1. The speed of high-speed and high-voltage motors is generally above 6000-8000 rpm, and the higher-speed motors have reached more than 20,000 rpm. The material selection, processing technology and precision, shape and position tolerance, surface roughness and tooth shape processing requirements of the motor shaft and the driving gear mounted on the motor shaft have been greatly improved.

[0006] 2. The requirements for the accuracy, finish and tooth shape of the active gear mounted on the motor shaft before heat treatment carburizing and quenching are extremely high, and general technical equipment has been difficult to meet the technical processing and use requirements. If the existing equipment is used, the changes in various factors including materials, temperature, placement, and quenching angle during the heat treatment carburizing and quenching process often bring uncontrollable deformation and direct impact on the shape and position tolerance, surface roughness and tooth shape.

[0007] 3. After heat treatment and carburizing and quenching, the shape and position tolerances, surface roughness and uncontrollable micro-deformation of the motor shaft and the driving gear can be processed again to meet the use requirements for the outer surface, but the shape of the narrow internal position is complex and the micro-deformation is difficult to deal with by re-processing, resulting in the difficulty in meeting the design requirements for processing accuracy and finish, which will inevitably affect the coordination and assembly size control of the motor shaft and the driving gear, and further lead to problems such as low efficiency, high noise, short service life, easy damage and high manufacturing cost in the gear transmission meshing, which seriously restricts the performance and promotion of high-speed and efficient transmission performance of the electric drive system. Utility Model Content

[0008] In order to solve the above technical problems, the utility model provides a high-speed, high-efficiency and high-precision deceleration electric drive system.

[0009] The technical solution is as follows:

[0010] The first aspect of the present application relates to a high-speed, high-efficiency, high-precision reduction electric drive system, comprising a housing assembly, a motor assembly and a reduction transmission assembly both mounted in the housing assembly, the reduction transmission assembly comprising a driving gear synchronously mounted on a motor shaft of the motor assembly, the outer end of the motor shaft being provided with a first shaft section, a second shaft section and a third shaft section in sequence from the inside to the outside, the central shaft hole of the driving gear being provided with a first hole section, a second hole section and a third hole section respectively matching the first shaft section, the second shaft section and the third shaft section; the first hole section is mounted on the first shaft section, and the gap between the two is less than 0.005 mm; the The second shaft segment is provided with external spline teeth distributed along its circumference, and the second hole segment is provided with internal spline teeth spline-matched with the external spline teeth along its circumference, and the gap between the external spline teeth and the internal spline teeth is greater than 0mm and less than 0.005mm; the third hole segment is sleeved on the third shaft segment, and a positioning ring is installed between the two, and the gap between the positioning ring and the third hole segment and the third shaft segment is less than 0.005mm; the outer end of the motor shaft is provided with a clamping ring for locking the positioning ring on the third hole segment, and the inner end of the motor shaft is threadedly installed with a locking nut for forcing the rotor to abut against the inner end of the driving gear after passing through the rotor.

[0011] By adopting the above high-speed, high-efficiency and high-precision reduction electric drive system, the following technical effects are achieved through the cooperation of the first hole segment, the second hole segment and the third hole segment with the first shaft segment, the second shaft segment and the third shaft segment:

[0012] 1. After the active gear is heat treated and carburized and quenched, the inner surfaces of the first and third hole segments can be processed under clamping to meet the design and use requirements, and then the tooth profile of the internal spline teeth of the second hole segment and other required surfaces are processed based on the first and third hole segments, so as to meet the use requirements of the design, matching and assembly dimensions such as coaxiality, surface roughness, tooth profile processing accuracy, and finish, thereby solving the problem that the central shaft hole of the active gear after heat treatment and carburization and quenching affects the transmission meshing efficiency, and at the same time solves the engineering problems such as high noise, short service life, easy damage, and high manufacturing cost;

[0013] 2. The first hole segment is assembled on the first shaft segment of the motor shaft without gap or with a micro gap (less than 0.005mm gap), the internal spline teeth on the second hole segment are engaged with the external spline teeth with a micro gap after carburizing and quenching, and an annular space is provided between the third hole segment and the third shaft segment. The positioning ring is assembled in the annular space without gap or with a micro gap, which not only ensures the assembly size control of the driving gear and the motor shaft at the set position, but also effectively improves the smoothness, reliability and assembly strength of the transmission, and can also reduce the running noise. At the same time, it can significantly improve the transmission efficiency and performance of the system, laying a solid foundation for the electric drive system to achieve high-speed, high-efficiency and high-precision transmission;

[0014] 3. By setting a clamping ring and a locking nut at both ends of the motor shaft, the installation accuracy of the rotor and the driving gear can be ensured, thereby ensuring the transmission accuracy and stability of the system.

[0015] In some embodiments, the driving gear includes a sleeve segment and a transmission tooth segment arranged in sequence in a direction away from the rotor, the central axis hole of the driving gear passes through the sleeve segment and the transmission tooth segment, a driving tooth is integrally formed on the outer peripheral surface of the transmission tooth segment, and the internal spline tooth is formed at the position where the sleeve segment and the transmission tooth segment are connected.

[0016] The above structure ensures both the reliability of the installation of the driving gear and the reliability of the meshing with the driven gear.

[0017] In some embodiments, the reduction transmission assembly also includes an output shaft parallel to the motor shaft and a driven gear synchronously rotatably mounted on the output shaft, the driven gear meshes with the driving tooth, and the output shaft is synchronously rotatably mounted with a sprocket after passing through the box assembly.

[0018] The above structure ensures the reliability of power transmission and output.

[0019] In some embodiments, the housing assembly includes a motor housing and a reducer housing, the motor housing includes a motor housing body and a left end cover and a right end cover of the motor housing respectively covering the two ends of the motor housing body, the reducer housing includes a reducer box body fixedly connected to the right end cover of the motor housing and a reducer box end cover covering the reducer box body, the stator of the motor assembly is fixedly mounted on the inner wall of the motor housing body, the outer end of the motor shaft passes through the right end cover of the motor housing and the reducer box body in sequence and then enters the reducer housing, and the outer end of the output shaft passes through the reducer box end cover.

[0020] The above-mentioned box assembly adopts a split assembly structure, which not only eliminates the need to disassemble the entire box assembly during maintenance and replacement of parts, but only requires partial disassembly, thereby improving the convenience of assembly and maintenance and reducing maintenance costs and time.

[0021] In some embodiments, the inner end of the motor shaft is rotatably supported on the left end cover of the motor housing via a first bearing, the locking nut is located between the first bearing and the rotor, the sleeve section is rotatably supported on the right end cover of the motor housing via a second bearing, and the output shaft is rotatably supported on the reducer body and the reducer end cover via two third bearings.

[0022] The above structure ensures the reliable installation of the motor shaft, the driving gear and the output shaft.

[0023] In some embodiments, a sliding external spline is provided at one end of the output shaft that passes through the box assembly, and a sliding internal spline that cooperates with the sliding external spline is provided at the central axis hole of the sprocket, and the length of the sliding external spline is greater than the length of the sliding internal spline, so that the sprocket can be axially slidably mounted on the output shaft, the inner end of the sliding external spline is expanded to form a sprocket limiting step, and the outer end of the sliding external spline is recessed to form an anti-dropout groove, and an anti-dropout snap ring is installed in the anti-dropout groove.

[0024] The above structure not only ensures the sliding fit between the sprocket and the output shaft, but also ensures the reliable installation of the sprocket, so that when the high-speed, high-efficiency and high-precision reduction electric drive system is assembled with the frame, the manufacturing error of the frame can be compensated by the left and right sliding of the sprocket, which not only improves the convenience of assembly, but also ensures that the sprocket will not have axial deviation with the chain plate on the wheel, which helps to improve the stability of transmission.

[0025] In some embodiments, the diameters of the first shaft segment, the second shaft segment, and the third shaft segment gradually decrease in a step-by-step manner.

[0026] Such a design makes it easy to gradually install the first hole segment and the second hole segment on the first shaft segment and the second shaft segment, which is convenient for the meshing assembly of the external spline teeth and the internal spline teeth. Finally, the positioning ring is installed between the third hole segment and the third shaft segment to complete the assembly. It has the technical advantages of easy installation and high reliability.

[0027] In some embodiments, the inner end of the first shaft segment is recessed to form a tool relief groove to ensure processing convenience. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a structural diagram of a high-speed, high-efficiency, and high-precision deceleration electric drive system;

[0029] Figure 2 for Figure 1 The enlarged view of point A in the middle;

[0030] Figure 3 It is a partial schematic diagram of the outer end of the motor shaft;

[0031] Figure 4 It is a structural schematic diagram of the driving gear;

[0032] Figure 5 It is a partial schematic diagram of the outer end of the output shaft. DETAILED DESCRIPTION

[0033] The utility model is further described below in conjunction with embodiments and drawings.

[0034] like Figure 1-Figure 5 As shown, a high-speed, high-efficiency and high-precision reduction electric drive system mainly includes a box assembly 1, a motor assembly 3 and a reduction transmission assembly 4, and the motor assembly 3 and the reduction transmission assembly 4 are both installed in the box assembly 1.

[0035] See also Figure 1 The housing assembly 1 includes a motor housing and a reducer housing, the motor component 3 is installed in the motor housing, and the reduction transmission component 4 is installed in the reducer housing.

[0036] The motor housing includes a motor housing body 1a and a motor housing left end cover 1b and a motor housing right end cover 1c respectively covering both ends of the motor housing body 1a. Therefore, the motor housing body 1a, the motor housing left end cover 1b and the motor housing right end cover 1c are enclosed to form a motor installation cavity, and the motor assembly 3 is installed in the motor installation cavity. Specifically, the motor assembly 3 includes a rotor 3b, a stator 3c and a motor shaft 3a. The rotor 3b is synchronously rotated and sleeved on the motor shaft 3a. The outer end of the motor shaft 3a passes through the motor housing right end cover 1c and then passes into the reducer housing. The stator 3c is fixedly installed on the inner wall of the motor housing body 1a.

[0037] The reducer housing includes a reducer body 1d fixedly connected to the right end cover 1c of the motor housing and a reducer end cover 1e covering the reducer body 1d. The reducer body 1d and the reducer end cover 1e enclose a reduction assembly installation cavity, and the reduction transmission assembly 4 is installed in the reduction assembly installation cavity. Specifically, the reduction transmission assembly 4 includes an output shaft 4a parallel to the motor shaft 3a, a driven gear 4e synchronously rotated and sleeved on the output shaft 4a, and a driving gear 4b synchronously rotated and sleeved on one end of the motor shaft 3a inserted into the reducer housing. The driving gear 4b is meshed with the driven gear 4e. After the output shaft 4a passes through the reducer end cover 1e, it is synchronously rotated and sleeved with a sprocket 2, wherein the diameter of the driving gear 4b is smaller than the diameter of the driven gear 4e. The above structure ensures the stability and expansion of the reduction transmission.

[0038] Based on the above system layout, the transmission path of the electric drive system is: motor shaft 3a→driving gear 4b→driven gear 4e→output shaft 4a→sprocket 2. In actual application, the sprocket 2 is connected to the rear wheel power of the motorcycle through a chain to realize the motorcycle drive.

[0039] See also Figure 1-Figure 4The outer end of the motor shaft 3a is provided with a first shaft section 3a1, a second shaft section 3a2 and a third shaft section 3a3 from the inside to the outside, and the central shaft hole of the driving gear 4b is provided with a first hole section 4b1, a second hole section 4b2 and a third hole section 4b3 which are respectively matched with the first shaft section 3a1, the second shaft section 3a2 and the third shaft section 3a3.

[0040] The first hole segment 4b1 is mounted on the first shaft segment 3a1, and the gap between the two is less than 0.005mm, that is, there is no gap or a micro gap (the gap is less than 0.005mm) between the first hole segment 4b1 and the first shaft segment 3a1.

[0041] The second shaft segment 3a2 is provided with external spline teeth 3a21 distributed along its circumference, and the second hole segment 4b2 is provided with internal spline teeth 4b21 spline-matched with the external spline teeth 3a21 along its circumference, and the gap between the external spline teeth 3a21 and the internal spline teeth 4b21 is greater than 0mm and less than 0.005mm. That is, the second hole segment 4b2 and the second shaft segment 3a2 are assembled with a micro gap (the gap is less than 0.005mm).

[0042] The third hole segment 4b3 is sleeved on the third shaft segment 3a3, and a positioning ring 3d is installed between the two. The gap between the positioning ring 3d and the third hole segment 4b3 and the third shaft segment 3a3 is less than 0.005mm.

[0043] In addition, the outer end of the motor shaft 3a is provided with a clamping ring 3e for locking the positioning ring 3d on the third hole section 4b3, and the inner end of the motor shaft 3a passes through the rotor 3b and is threadedly installed with a locking nut 3f for forcing the rotor 3b to abut against the inner end of the driving gear 4b.

[0044] Therefore, after the active gear is heat treated and carburized and quenched, the inner surfaces of the first hole segment 4b1 and the third hole segment 4b3 can be processed under clamping to meet the design and use requirements, and then the tooth profile shape of the internal spline tooth 4b21 of the second hole segment 4b2 and other required surfaces are processed based on the first hole segment 4b1 and the third hole segment 4b3, so as to meet the coaxiality, surface roughness and tooth profile processing accuracy, smoothness and other design, matching and assembly size use requirements, thereby solving the problem that the central shaft hole of the active gear 4b after heat treatment and carburization and quenching affects the transmission meshing efficiency, and at the same time solving the engineering problems such as high noise, short service life, easy damage, and high manufacturing cost. The first hole section 4b1 is assembled on the first shaft section 3a1 of the motor shaft 3a without gap or with a micro gap (a gap less than 0.005mm), the internal spline teeth 4b21 on the second hole section 4b2 are kept in micro-gap meshing with the external spline teeth 3a21 after carburizing and quenching, and an annular space is provided between the third hole section 4b3 and the third shaft section 3a3, and the positioning ring 3d is assembled in the annular space without gap or with a micro gap, which not only ensures the assembly size control of the driving gear 4e and the motor shaft 3a at the set position, but also effectively improves the smoothness, reliability and assembly strength of the transmission, and can also reduce the running noise, and at the same time can significantly improve the transmission efficiency and performance of the system, and lay a solid foundation for the electric drive system to achieve high-speed, high-efficiency and high-precision transmission. By arranging the clamping ring 3e and the locking nut 3f at both ends of the motor shaft 3a, the installation accuracy of the rotor 3b and the driving gear 4b can be ensured, thereby ensuring the transmission accuracy and stability of the system.

[0045] Furthermore, the driving gear 4b includes a sleeve segment 41 and a transmission tooth segment 42 which are sequentially arranged in a direction away from the rotor 3b, the central axis hole of the driving gear 4b passes through the sleeve segment 41 and the transmission tooth segment 42, a driving tooth 42a is integrally formed on the outer peripheral surface of the transmission tooth segment 42, the driven gear 4e meshes with the driving tooth 42a, and the internal spline tooth 4b21 is formed at the position where the sleeve segment 41 and the transmission tooth segment 42 meet. This ensures both the reliability of the installation of the driving gear 4b and the reliability of the meshing with the driven gear 4e.

[0046] In this embodiment, the diameters of the first shaft section 3a1, the second shaft section 3a2 and the third shaft section 3a3 are gradually reduced in a step-by-step manner, that is, the diameter of the first shaft section 3a1 is larger than the diameter of the second shaft section 3a2, and the diameter of the second shaft section 3a2 is larger than the diameter of the third shaft section 3a3. With such a design, it is convenient to put the first hole section 4b1 and the second hole section 4b2 on the first shaft section 3a1 and the second shaft section 3a2 step by step, which is convenient for the meshing assembly of the external spline teeth 3a21 and the internal spline teeth 4b21. Finally, the positioning ring 3d is installed between the third hole section 4b3 and the third shaft section 3a3 to complete the assembly, which has the technical advantages of convenient installation and high reliability.

[0047] At the same time, the inner end of the first shaft section 3a1 is recessed to form a tool-retracting groove 3a11 to ensure the convenience of processing. In addition, the first shaft section 3a1 can also be processed with a clamping hoop groove 3a12, in which a clamping hoop 3i is installed to have an interference fit with the clamping hoop groove 3a12 and the first hole section 4b1.

[0048] See also Figure 1 The inner end of the motor shaft 3a is rotatably supported on the left end cover 1b of the motor housing through the first bearing 3g, the locking nut 3f is located between the first bearing 3g and the rotor 3b, the sleeve section 41 is rotatably supported on the right end cover 1c of the motor housing through the second bearing 3h, and the output shaft 4a is rotatably supported on the reduction box body 1d and the reduction box end cover 1e through two third bearings 4c, thereby ensuring the reliable installation of the motor shaft 3a, the driving gear 4b and the output shaft 4a.

[0049] In this embodiment, one end of the output shaft 4a passing through the housing assembly 1 is provided with a sliding external spline 4a1, and the central axis hole of the sprocket 2 is provided with a sliding internal spline 2a that is spline-matched with the sliding external spline 4a1, and the length of the sliding external spline 4a1 is greater than the length of the sliding internal spline 2a, so that the sprocket 2 can be axially slidably mounted on the output shaft 4a, the inner end of the sliding external spline 4a1 is enlarged to form a sprocket limiting step 4a2, and the outer end of the sliding external spline 4a1 is recessed to form an anti-dropout groove 4a3, and an anti-dropout snap ring 4d is installed in the anti-dropout groove 4a3. Therefore, the sliding fit between the sprocket 2 and the output shaft 4a is guaranteed, and the reliable installation of the sprocket 2 is guaranteed, so that when the high-speed, high-efficiency, and high-precision reduction electric drive system is assembled with the frame, the manufacturing error of the frame can be compensated by the left and right sliding of the sprocket 2, which can not only improve the convenience of assembly, but also ensure that the sprocket 2 will not have axial deviation with the chain disc on the wheel, which helps to improve the stability of transmission.

[0050] See also Figure 1 A plurality of heat dissipation ribs 1a1 are provided on the outer peripheral surface of the motor housing body 1a to improve the heat dissipation capacity of the motor assembly 3.

[0051] In addition, a first oil seal 6 is provided between the right end cover 1c of the motor housing and the sleeve section 41. The first oil seal 6 is located on the side of the second bearing 3h close to the reduction transmission assembly 4. A second oil seal 7 is provided between the output shaft 4a and the reduction box end cover 1e. Through the cooperation of the first oil seal 6 and the second oil seal 7, the problem of oil leakage inside the reducer housing can be effectively avoided.

[0052] 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 a variety of similar expressions without violating the purpose and claims of the present invention, and such changes fall within the scope of protection of the present invention.

Claims

1. A high-speed, high-efficiency, high-precision reduction electric drive system, comprising a housing assembly (1), and a motor assembly (3) and a reduction transmission assembly (4) both mounted in the housing assembly (1), wherein the reduction transmission assembly (4) comprises a driving gear (4b) synchronously rotatably mounted on a motor shaft (3a) of the motor assembly (3), characterized in that: The outer end of the motor shaft (3a) is provided with a first shaft section (3a1), a second shaft section (3a2) and a third shaft section (3a3) in sequence from the inside to the outside; the central shaft hole of the driving gear (4b) is provided with a first hole section (4b1), a second hole section (4b2) and a third hole section (4b3) respectively matched with the first shaft section (3a1), the second shaft section (3a2) and the third shaft section (3a3); the first hole section (4b1) is sleeved on the first shaft section (3a1), and the gap between the two is less than 0.005mm; the second shaft section (3a2) is provided with external spline teeth (3a21) distributed along its circumference, and the second hole section (4b2) is provided with internal spline teeth splined with the external spline teeth (3a21) along its circumference. The third hole section (4b3) is mounted on the third shaft section (3a3), and a positioning ring (3d) is arranged between the third hole section (4b3) and the third shaft section (3a3). The positioning ring (3d) has a clearance of less than 0.005 mm between the positioning ring (3d) and the third hole section (4b3) and the third shaft section (3a3). The outer end of the motor shaft (3a) is provided with a retaining ring (3e) for locking the positioning ring (3d) on the third hole section (4b3). The inner end of the motor shaft (3a) passes through the rotor (3b) and is threadedly fitted with a locking nut (3f) for forcing the rotor (3b) to abut against the inner end of the driving gear (4b).

2. A high-speed, high-efficiency, high-precision deceleration electric drive system according to claim 1, characterized in that: The driving gear (4b) comprises a sleeve segment (41) and a transmission tooth segment (42) which are arranged in sequence in a direction away from the rotor (3b); a central axis hole of the driving gear (4b) passes through the sleeve segment (41) and the transmission tooth segment (42); a driving tooth (42a) is integrally formed on the outer peripheral surface of the transmission tooth segment (42); and the internal spline teeth (4b21) are formed at a position where the sleeve segment (41) and the transmission tooth segment (42) are connected.

3. A high-speed, high-efficiency, high-precision deceleration electric drive system according to claim 2, characterized in that: The reduction transmission assembly (4) further comprises an output shaft (4a) parallel to the motor shaft (3a) and a driven gear (4e) synchronously rotatably mounted on the output shaft (4a), wherein the driven gear (4e) meshes with the driving gear (42a), and the output shaft (4a) is synchronously rotatably mounted on the sprocket (2) after passing through the housing assembly (1) outward.

4. A high-speed, high-efficiency, high-precision deceleration electric drive system according to claim 3, characterized in that: The housing assembly (1) comprises a motor housing and a reducer housing, wherein the motor housing comprises a motor housing body (1a) and a motor housing left end cover (1b) and a motor housing right end cover (1c) respectively covering the two ends of the motor housing body (1a); the reducer housing comprises a reducer box body (1d) fixedly connected to the motor housing right end cover (1c) and a reducer box end cover (1e) covering the reducer box body (1d); the stator (3c) of the motor assembly (3) is fixedly mounted on the inner wall of the motor housing body (1a); the outer end of the motor shaft (3a) passes through the motor housing right end cover (1c) and the reducer box body (1d) in sequence and then enters the reducer housing; the outer end of the output shaft (4a) passes through the reducer box end cover (1e).

5. A high-speed, high-efficiency, high-precision deceleration electric drive system according to claim 4, characterized in that: The inner end of the motor shaft (3a) is rotatably supported on the left end cover (1b) of the motor housing via a first bearing (3g), the locking nut (3f) is located between the first bearing (3g) and the rotor (3b), the sleeve section (41) is rotatably supported on the right end cover (1c) of the motor housing via a second bearing (3h), and the output shaft (4a) is rotatably supported on the reduction box body (1d) and the reduction box end cover (1e) via two third bearings (4c).

6. The high-speed, high-efficiency, high-precision deceleration electric drive system according to claim 3 is characterized by: One end of the output shaft (4a) passing through the housing assembly (1) is provided with a sliding external spline (4a1), and the central axis hole of the sprocket (2) is provided with a sliding internal spline (2a) matched with the sliding external spline (4a1), and the length of the sliding external spline (4a1) is greater than the length of the sliding internal spline (2a), so that the sprocket (2) can be axially slidably mounted on the output shaft (4a), the inner end of the sliding external spline (4a1) is enlarged to form a sprocket limiting step (4a2), and the outer end of the sliding external spline (4a1) is recessed to form an anti-dropout groove (4a3), and an anti-dropout snap ring (4d) is installed in the anti-dropout groove (4a3).

7. The high-speed, high-efficiency, high-precision deceleration electric drive system according to claim 1 is characterized by: The diameters of the first shaft section (3a1), the second shaft section (3a2) and the third shaft section (3a3) gradually decrease in a step-like manner.

8. The high-speed, high-efficiency, high-precision deceleration electric drive system according to claim 1 is characterized by: The inner end of the first shaft section (3a1) is recessed to form a tool withdrawal groove (3a11).

Images