Middle inner core electric control taper clutch automatic variable-speed electric driving system of electric motorcycle

Abstract

The utility model discloses an electric motorcycle middle-mounted inner core electric control taper clutch automatic speed change electric drive system, which comprises a box body, a drive motor and a speed change system, a rotor is provided with a mounting cavity penetrating along the central axis of the rotor, and the speed change system comprises a speed reduction mechanism, a power output mechanism, a first support shaft, a second support shaft and a taper clutch mechanism. In the full-autonomous power output process, the system outputs reasonable torque and rotating speed in a timely, synchronous and self-adaptive manner without stopping power along with the change of load / resistance, the system completes the tasks of power supply, transmission, distribution and output, and the use requirements of high efficiency and energy conservation in the whole process are met. And a driver can actively lift and shift gears according to own driving intention. The internal space of the motor is fully utilized, the structure is very compact, and the integration degree is high. The whole middle-mounted power assembly is formed, the universality is good, the expansibility of the power output mechanism is excellent, and the design requirements of platformization and modularization are met.

Description

Technical Field

[0001] The utility model relates to the technical field of electric drive systems, in particular to an electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system. Background Art

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

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

[0004] For example, a Chinese patent application (Application Number: CN2024106539461, Title: Embedded Taper Clutch Dual-Action Compact Adaptive Variable Speed ​​Electric Drive Assembly) discloses various speed change systems that utilize a tapered friction pair combined with preload control transmission. This system utilizes the motor's output power and driving resistance properties to adaptively select high or low speed gears based on load through a friction transmission component, an end cam clutch mechanism, and an overrunning clutch to change the transmission route. The outer surface of the friction transmission component is designed to be conical, and the inner ring of the friction ring is constructed with a tapered hole structure that matches the tapered surface. An elastic element at the right end of the friction transmission component pushes the friction transmission component into the tapered hole, achieving power engagement. The end cam at the left end of the friction transmission component, under load, pushes the friction transmission component out of the tapered hole, achieving power disengagement. In the end cam clutch mechanism described in this document, the components responsible for disengagement and engagement are composed of the friction transmission component and the elastic element. Moreover, the space inside the motor is fully utilized, and structures such as the inner cone sleeve and the outer cone sleeve are installed inside the rotor of the motor. The structure is extremely compact and highly integrated, which not only shortens the transmission route and increases the transmission efficiency, but also facilitates the overall layout.

[0005] However, the series of tapered clutch electric drive systems designed by the inventor team of this application do not have the function of active fast and slow gear switching. Therefore, it is impossible to realize the function of electronically controlled shifting based on the comparison of torque and speed with power targets. That is, the existing tapered clutch electric drive system can only adjust the fast and slow gear shifting logic through offline calibration, but cannot flexibly adjust the shifting logic online according to changes in the driver's driving mode orientation (for example: ECO mode, sports mode and snow mode, etc.), and the driver cannot actively shift up and down according to his own driving intentions.

[0006] Solving the above problems has become a top priority. Utility Model Content

[0007] In view of this, the utility model provides an electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system.

[0008] The technical solution is as follows:

[0009] The first aspect of the present application relates to an electric motorcycle centrally mounted inner core electronically controlled tapered clutch automatic speed change electric drive system, comprising a housing and a drive motor and a speed change system both mounted in the housing, wherein the drive motor comprises a stator fixedly mounted on the inner wall of the housing and a rotor adapted to the stator, wherein the rotor has an installation cavity extending along its central axis, wherein the speed change system comprises a reduction mechanism, a power output mechanism, a first support shaft and a second support shaft coaxially arranged along the central axis of the installation cavity, and a tapered clutch mechanism arranged on the first support shaft, wherein the tapered clutch mechanism comprises an outer tapered sleeve synchronously rotatably sleeved on the inner side of the rotor and an inner tapered sleeve capable of being frictionally fitted on the circumferential inner side of the outer tapered sleeve , the first support shaft and the second support shaft can not only rotate relative to each other, but also drive the inner cone sleeve to move axially synchronously with it, the reduction mechanism can reduce the transmission speed between the outer cone sleeve and the power output mechanism, the power output mechanism has a driving wheel located outside the box body, and an electronically controlled shifting mechanism is installed at one end of the first support shaft away from the second support shaft, the electronically controlled shifting mechanism includes a shifting motor fixedly mounted in the box body, a transmission member rotatably mounted in the box body, an active member synchronously rotatably sleeved on the motor shaft of the shifting motor, and a sensor assembly for collecting the output power of the driving motor, the transmission member is sleeved on the first support shaft, and together with the first support shaft constitutes a screw-nut motion pair;

[0010] The active member is a worm, the transmission member is a worm wheel, and the worm and worm wheel form a worm-wheel kinematic pair; or the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear.

[0011] The use of the above electric motorcycle mid-mounted inner core electronically controlled taper clutch automatic speed change electric drive system has the following beneficial effects:

[0012] 1. It can calculate the power information of the drive motor based on the information collected by the sensor component, and compare the power information with the same power target to draw a conclusion on whether active gear shifting is needed. The gear shift motor is then used to drive the first support shaft, the second support shaft and the inner tapered sleeve to move axially through the worm gear motion pair (or gear transmission pair) and the lead screw and nut motion pair, thereby not only realizing active gear shifting efficiently, but also making the electronic control algorithm extremely simple; the system is fully autonomous in the process of outputting power, and in a timely and synchronous adaptive manner with changes in load / resistance during the power output process, outputting reasonable torque and speed (power target) without interruption. The system completes the tasks of power supply, transmission, distribution and output, and meets the requirements of efficient and energy-saving use throughout the process.

[0013] 2. The driver can actively shift gears according to his or her driving intentions, which improves the driver's controllability and driving pleasure of the vehicle.

[0014] 3. During active gear shifting, the tapered clutch mechanism can serve as an excellent vibration absorption mechanism, effectively absorbing the gear shifting shock and making the gear shifting process extremely smooth.

[0015] 4. The transmission system can adjust the speed and torque of the drive motor so that it operates in the optimal efficiency area under different vehicle speed and load conditions, thereby improving the performance and efficiency of the motor; through reasonable gear ratio selection, the transmission can keep the motor at a lower speed when driving at high speed, reduce energy consumption, and thus extend the range of the electric vehicle; the transmission can provide different gear options, so that the electric vehicle can obtain greater torque output when accelerating and climbing, and improve 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 a transmission can reduce the power and torque requirements for the motor, thereby reducing the size and cost of the motor; the existence of the transmission can better match the motor and other components, improve the efficiency of the entire electric drive system, and reduce energy loss; some electric vehicles may need to operate under different working conditions, such as urban roads, highways, mountainous areas, etc., and the transmission can help the vehicle better adapt to these different working conditions.

[0016] 5. The space inside the motor is fully utilized, and the inner cone sleeve and outer cone sleeve and other structures are installed inside the rotor of the motor. The structure is extremely compact and highly integrated. Not only is the transmission route short and the transmission efficiency high, but it is also conducive to the overall layout.

[0017] 6. The overall structure of the mid-mounted powertrain can be flexibly installed on the motorcycle frame, with good versatility. The power output mechanism has excellent scalability and can be flexibly expanded into various functional modules according to actual needs to meet the platform and modular design requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a structural diagram of Example 1 of a mid-mounted inner core electronically controlled taper clutch automatic speed-changing electric drive system for an electric motorcycle;

[0019] Figure 2 This is a structural diagram of Example 2 of a mid-mounted inner core electronically controlled taper clutch automatic speed-changing electric drive system for an electric motorcycle;

[0020] Figure 3 This is a structural diagram of Example 3 of a mid-mounted inner core electronically controlled taper clutch automatic speed-changing electric drive system for an electric motorcycle;

[0021] Figure 4 This is a structural diagram of Example 4 of a mid-mounted inner core electronically controlled taper clutch automatic speed change electric drive system for an electric motorcycle. DETAILED DESCRIPTION

[0022] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0023] Example 1:

[0024] like Figure 1 As shown, an electric motorcycle mid-mounted inner core electronically controlled taper clutch automatic transmission electric drive system mainly includes a housing 1 and a drive motor and a transmission system both mounted in the housing 1. The drive motor and the transmission system are both mounted in the same housing 1, making the overall structure more reliable and the overall dimensions more compact.

[0025] The drive motor includes a stator 73 fixedly mounted on the inner wall of the housing 1 and a rotor 72 adapted to fit the stator 73. The stator 73 surrounds the rotor 72, and when the drive motor is energized, the rotor 72 rotates. Furthermore, the rotor 72 has a mounting cavity 71 extending along its central axis. This cavity 71 is used to mount some components of the transmission system, thereby fully utilizing the space within the motor, achieving a more compact structure, and achieving a higher degree of integration.

[0026] The transmission system includes a reduction mechanism 2, a power output mechanism 9, a first support shaft 3 and a second support shaft 4 coaxially arranged along the central axis of the mounting cavity 71, and a tapered clutch mechanism provided on the first support shaft 3. The ends of the first support shaft 3 and the second support shaft 4 that are close to each other are both located within the mounting cavity 71, and the ends of the first support shaft 3 and the second support shaft 4 that are away from each other are both located outside the mounting cavity 71.

[0027] The taper clutch mechanism includes an outer tapered sleeve 5a that rotates synchronously with the inner side of the rotor 72, and an inner tapered sleeve 5b that is frictionally mounted on the inner side of the outer tapered sleeve 5a. The first support shaft 3 and the second support shaft 4 can both rotate relative to each other and drive the inner tapered sleeve 5b to move axially synchronously with them. The reduction mechanism 2 can reduce the transmission speed between the outer tapered sleeve 5a and the power output mechanism 9. Therefore, the rotor 72 drives the outer tapered sleeve 5a to rotate, and the outer tapered sleeve 5a can transmit power to the inner tapered sleeve 5b and transmit power to the power output mechanism 9 through the reduction mechanism 2.

[0028] Among them, the reduction mechanism 2 includes a reduction shaft 2a parallel to the second support shaft 4, a first-stage reduction driven gear 2b synchronously rotated on the reduction shaft 2a, and an overrunning clutch 2c mounted on the reduction shaft 2a. The rotor 72 is embedded in the outer peripheral surface of the outer tapered sleeve 5a. The outer tapered sleeve 5a is integrally formed with an outer tapered sleeve transmission bracket 5a1 at one end close to the first-stage reduction driven gear 2b. The outer tapered sleeve transmission bracket 5a1 has a first-stage reduction driving tooth 5a2 meshing with the first-stage reduction driven gear 2b. The outer ring of the overrunning clutch 2c has a reduction output tooth 2c1 that transmits power to the power output mechanism 9.

[0029] Therefore, the rotor 72 drives the outer cone sleeve 5a to rotate synchronously with it, and the outer cone sleeve 5a drives the first-stage deceleration driven gear 2b to rotate through the first-stage deceleration driving tooth 5a2, and the first-stage deceleration driven gear 2b drives the deceleration shaft 2a to rotate synchronously with it; when the overrunning clutch 2c is in the engaged state, the deceleration shaft 2a rotates toward the power output mechanism 9 through the overrunning clutch 2c; when the overrunning clutch 2c is in the overrunning state, the power is interrupted, and the deceleration shaft 2a cannot rotate toward the power output mechanism 9 through the overrunning clutch 2c.

[0030] The power output mechanism 9 has a driving wheel 9a located outside the box body 1. The driving wheel 9a can be a sprocket, a pulley, a gear, etc., which can be selected according to actual needs.

[0031] Specifically, the power output mechanism 9 includes a power input gear 9b that is synchronously rotated on the second support shaft 4 and meshes with the reduction output gears 2c1. A drive wheel 9a is synchronously rotated on the portion of the second support shaft 4 that is located outside the housing 1. Both the drive wheel 9a and the power input gear 9b are splined to the second support shaft 4, providing a simple and reliable design. The reduction output gears 2c1 rotate the power input gear 9b, which in turn rotates the second support shaft 4 synchronously with it. The second support shaft 4 then drives the drive wheel 9a in synchronous rotation with it.

[0032] An electronically controlled shift mechanism 10 is installed at one end of the first support shaft 3 away from the second support shaft 4. The electronically controlled shift mechanism 10 includes a shift motor 10a fixedly installed in the housing 1, a transmission member 10b rotatably installed in the housing 1, an active member 10c synchronously rotatably mounted on the motor shaft of the shift motor 10a, and a sensor assembly for collecting the output power of the drive motor. The transmission member 10b is mounted on the first support shaft 3 and together with the first support shaft 3 constitutes a screw-nut motion pair.

[0033] In this embodiment, the active member 10c and the driven member 10b have the following two implementation modes:

[0034] Implementation 1 of the active member 10c and the driven member 10b: The active member 10c is a worm, and the driven member 10b is a worm wheel. Therefore, the active member 10c and the driven member 10b constitute a worm-wheel kinematic pair.

[0035] Implementation 2 of the driving member 10c and the driven member 10b: Implementation 1 of the driving member 10c and the driven member 10b: The driving member 10c is a driving gear, and the driven member 10b is a driven gear. Therefore, the driving member 10c and the driven member 10b are meshed. It should be noted that the driving gear and the driven gear can both be cylindrical gears or bevel gears.

[0036] Therefore, the axial movement of the first support shaft 3 drives the synchronous axial movement of the second support shaft 4 and the inner tapered sleeve 5b, thereby controlling the frictional engagement between the inner tapered sleeve 5b and the outer tapered sleeve 5a, achieving high- and low-speed shifting control. Specifically, when the inner friction conical surface of the inner tapered sleeve 5b presses against the outer friction conical surface of the outer tapered sleeve 5a, the outer tapered sleeve 5a can transmit power to the inner tapered sleeve 5b. When the inner friction conical surface of the inner tapered sleeve 5b separates from the outer friction conical surface of the outer tapered sleeve 5a, the outer tapered sleeve 5a cannot transmit power to the inner tapered sleeve 5b.

[0037] The outer cone sleeve 5a is fixedly connected to one end of the electronically controlled shift mechanism 10 with a sensor bracket 5a3 that rotates synchronously therewith. The outer circumferences of the sensor bracket 5a3 and the outer cone sleeve transmission bracket 5a1 are both rotatably supported on the box body 1 through bearings, and the inner circumferences of the sensor bracket 5a3 and the outer cone sleeve transmission bracket 5a1 are rotatably supported on the first support shaft 3 and the second support shaft 4 through bearings.

[0038] The sensor assembly includes a torque sensor 10e mounted on the sensor bracket 5a3, permanent magnets 10d evenly distributed along the circumference of the sensor bracket 5a3, and a Hall effect sensor 10f mounted in the housing 1. The Hall effect sensors 10f are compatible with each permanent magnet 10d. The Hall effect sensor 10f detects each permanent magnet 10d, accurately acquiring real-time speed information. The torque sensor 10e measures real-time torque information. The speed and torque information are then multiplied together to obtain real-time power. When the real-time power is less than the set power target range, the system actively shifts from high to low gear. When the real-time power is greater than the set power target range, the system actively shifts from low to high gear. The multiplication of the torque measured by the sensor assembly and the speed represents the real-time power of the electric drive system. The power information is then compared with the power target to determine whether active gear shifting is necessary. This not only enables efficient active gear shifting, but also simplifies the electronic control algorithm.

[0039] Furthermore, the torque sensor 10e is mounted on the first support shaft 3, one end of the torque sensor 10e is supported on the adjacent end face of the sensor bracket 5a3, and the other end is supported on the adjacent end face of the follower 10b through the second end face bearing 10g, which can not only accurately measure the torque information but also avoid the problem of twisting.

[0040] Furthermore, a disc spring mounting bearing 5c ​​is interference-fitted between the sensor bracket 5a3 and the first support shaft 3. A disc spring assembly 5d is mounted on the first support shaft 3. One end of this disc spring assembly 5d is elastically supported on the inner tapered sleeve 5b, and the other end is elastically supported on the disc spring mounting bearing 5c. Therefore, during active shifting, the tapered clutch mechanism acts as an excellent vibration absorber, effectively absorbing shift shock and ensuring an extremely smooth shifting process.

[0041] The inner circumferential surface of the inner tapered sleeve 5b is provided with an inner tapered sleeve pressure plate 5b1 extending radially inward, and the end of the first support shaft 3 close to the second support shaft 4 is provided with an axis pressure plate 3a extending radially outward. The adjacent end faces of the first support shaft 3 and the second support shaft 4 are supported on both sides of the same first end face bearing 7. After the inner tapered sleeve pressure plate 5b1 and the axis pressure plate 3a are tightened by bolts 8, the adjacent end faces of the first support shaft 3 and the second support shaft 4 are pressed against the first end face bearing 7 from both sides, so that the first support shaft 3 and the second support shaft 4 can both reliably move axially synchronously and reliably rotate independently.

[0042] Furthermore, the circumferential outer wall of the inner cone sleeve 5b is an inner friction cone surface with a cone surface structure, and correspondingly, the circumferential inner wall of the outer cone sleeve 5a is an outer friction cone surface with a cone surface structure, and the outer friction cone surface is frictionally matched with the inner friction cone surface.

[0043] Furthermore, a friction material layer is sintered onto the outer friction conical surface, with oil channels distributed across this friction material layer. The inner conical sleeve 5b is provided with oil holes 5b2 extending through its wall thickness. Lubricating oil enters the outer friction conical annular surface from the inner conical sleeve 5b through the oil holes 5b2. The lubricating oil is then distributed along the oil channels across the outer friction conical annular surface, cooling, reducing friction, and cleaning the annular surface. It also balances the air pressure between the outer and inner conical sleeves 5a, 5b.

[0044] The fast gear power transmission route of this embodiment (when the rotor 72 rotates forward and the inner friction conical surface of the inner cone sleeve 5b presses against the outer friction conical surface of the outer cone sleeve 5a):

[0045] Rotor 72 → outer tapered sleeve 5a → inner tapered sleeve 5b → second support shaft 4 → driving wheel 9a.

[0046] At this time, the outer ring of the overrunning clutch 2c overtakes the inner ring, and the shift motor 10a controls the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear. The power is transmitted through the following route, namely the slow gear power transmission route (the rotor 72 rotates forward, and the inner friction cone surface of the inner cone sleeve 5b separates from the outer friction cone surface of the outer cone sleeve 5a):

[0047] Rotor 72 → outer cone sleeve 5a → first-stage reduction driven gear 2b → reduction shaft 2a → overrunning clutch 2c → power input gear 9b → second support shaft 4 → driving wheel 9a.

[0048] Example 2:

[0049] See Figure 2 The main structure of this embodiment is exactly the same as that of embodiment 1, with the difference that the power output mechanism 9 includes an inner tapered sleeve transmission cam sleeve 9c and a double-end cam sleeve 9d, both of which are rotatably mounted on the second support shaft 4, and a power input gear 9b rotatably mounted on the double-end cam sleeve 9d. The inner tapered sleeve transmission cam sleeve 9c is fixedly connected to the inner tapered sleeve 5b. The second support shaft 4 is away from the first support shaft 3. The end thereof passes through the housing 1 and is provided with a drive wheel 9a rotatable relative thereto. The double-end cam sleeve 9d is located between the drive wheel 9a and the inner tapered sleeve transmission cam sleeve 9c. The double-end cam sleeve 9d and the adjacent end faces of the drive wheel 9a and the inner tapered sleeve transmission cam sleeve 9c form an end face cam pair. The power input gear 9b and the adjacent end faces of the inner tapered sleeve transmission cam sleeve 9c form an end face cam pair. The power input gear 9b is engaged with the reduction output tooth 2c1.

[0050] Among them, the end face of the inner tapered sleeve transmission cam sleeve 9c close to the double-end cam sleeve 9d and the power input gear 9b has a first cam profile, the end face of the power input gear 9b close to the inner tapered sleeve transmission cam sleeve 9c has a second cam profile matched with the first cam profile, and the end face of the double-end cam sleeve 9d close to the inner tapered sleeve transmission cam sleeve 9c has a third cam profile matched with the first cam profile, that is: the second cam profile and the third cam profile both constitute an end face cam pair with the first cam profile.

[0051] Correspondingly, the end face of the double-end cam sleeve 9d away from the inner tapered sleeve transmission cam sleeve 9c has a fourth cam profile, and the end face of the driving wheel 9a close to the double-end cam sleeve 9d has a fifth cam profile that is adapted to the fourth cam profile, that is, the fourth cam profile and the fifth cam profile constitute an end face cam pair.

[0052] The above structure ensures that the first support shaft 3 and the second support shaft 4 can be driven stably and reliably while moving axially.

[0053] In this embodiment, the inner circumferential surface of the inner tapered sleeve 5b has an inner tapered sleeve pressure plate 5b1 extending radially inward, and the end of the inner tapered sleeve transmission cam sleeve 9c close to the second support shaft 4 has a transmission sleeve pressure plate 9c1 extending radially outward. The adjacent end faces of the first support shaft 3 and the second support shaft 4 are supported on both sides of the same end face bearing 7. After the inner tapered sleeve pressure plate 5b1 and the transmission sleeve pressure plate 9c1 are tightened by bolts 8, the adjacent end faces of the first support shaft 3 and the second support shaft 4 are pressed against the end face bearing 7 from both sides, so that the first support shaft 3 and the second support shaft 4 can both reliably move axially synchronously and reliably rotate independently.

[0054] The fast gear power transmission route of this embodiment (when the rotor 72 rotates forward and the inner friction conical surface of the inner cone sleeve 5b presses against the outer friction conical surface of the outer cone sleeve 5a):

[0055] Rotor 72 → outer tapered sleeve 5a → inner tapered sleeve 5b → inner tapered sleeve transmission cam sleeve 9c → double end surface cam sleeve 9d → driving wheel 9a.

[0056] At this time, the outer ring of the overrunning clutch 2c overtakes the inner ring, and the shift motor 10a controls the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear. The power is transmitted through the following route, namely the slow gear power transmission route (the rotor 72 rotates forward, and the inner friction cone surface of the inner cone sleeve 5b separates from the outer friction cone surface of the outer cone sleeve 5a):

[0057] Rotor 72 → outer tapered sleeve 5a → first-stage reduction driven gear 2b → reduction shaft 2a → overrunning clutch 2c → power input gear 9b → inner tapered sleeve transmission cam sleeve 9c → double-end cam sleeve 9d → driving wheel 9a.

[0058] Example 3:

[0059] See Figure 3 The main structure of this embodiment is exactly the same as that of embodiment 2, the difference being that the transmission path is slightly different.

[0060] The power output mechanism 9 includes an inner tapered sleeve transmission cam sleeve 9c, a double-end cam sleeve 9d and an output secondary driving gear 9e, all of which are rotatably mounted on the second support shaft 4, a power input gear 9b rotatably mounted on the double-end cam sleeve 9d, an output shaft 9f parallel to the second support shaft 4, and an output secondary driven gear 9h that rotates synchronously with the output shaft 9f. The inner tapered sleeve transmission cam sleeve 9c is fixedly connected to the inner tapered sleeve 5b, and the end of the output shaft 9f away from the output secondary driven gear 9h passes through the box body 1 and is synchronously rotated with the drive wheel 9a. The double-end cam sleeve 9d is located between the output secondary driving gear 9e and the inner tapered sleeve transmission cam sleeve 9c, and forms an end cam pair with the adjacent end faces of the output secondary driving gear 9e and the inner tapered sleeve transmission cam sleeve 9c. The power input gear 9b and the adjacent end faces of the inner tapered sleeve transmission cam sleeve 9c form an end cam pair and mesh with the reduction output tooth 2c1. The output secondary driving gear 9e is meshed with the output secondary driven gear 9h.

[0061] The fast gear power transmission route of this embodiment (when the rotor 72 rotates forward and the inner friction conical surface of the inner cone sleeve 5b presses against the outer friction conical surface of the outer cone sleeve 5a):

[0062] Rotor 72 → outer tapered sleeve 5a → inner tapered sleeve 5b → inner tapered sleeve transmission cam sleeve 9c → double end face cam sleeve 9d → output secondary driving gear 9e → output secondary driven gear 9h → output shaft 9f → drive wheel 9a.

[0063] At this time, the outer ring of the overrunning clutch 2c overtakes the inner ring, and the shift motor 10a controls the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear. The power is transmitted through the following route, namely the slow gear power transmission route (the rotor 72 rotates forward, and the inner friction cone surface of the inner cone sleeve 5b separates from the outer friction cone surface of the outer cone sleeve 5a):

[0064] Rotor 72 → outer tapered sleeve 5a → first-stage deceleration driven gear 2b → deceleration shaft 2a → overrunning clutch 2c → power input gear 9b → inner tapered sleeve transmission cam sleeve 9c → double-end cam sleeve 9d → output second-stage driving gear 9e → output second-stage driven gear 9h → output shaft 9f → drive wheel 9a.

[0065] Example 4:

[0066] See Figure 4 The main structure of this embodiment is exactly the same as that of embodiment 2, the difference being that the transmission path is slightly different.

[0067] The power output mechanism 9 includes an inner tapered sleeve transmission cam sleeve 9c, a double-end cam sleeve 9d and an output secondary driving gear 9e, which are all rotatably mounted on the second support shaft 4, a power input gear 9b rotatably mounted on the double-end cam sleeve 9d, an output shaft 9f and an intermediate shaft 9j, both of which are parallel to the second support shaft 4, an output secondary driven gear 9h and an output tertiary driving gear 9i, and an output tertiary driven gear 9k that rotates synchronously with the output shaft 9f. The inner tapered sleeve transmission cam sleeve 9c is fixedly connected to the inner tapered sleeve 5b, and the output shaft 9f is away from the output tertiary One end of the driven gear 9k passes through the box body 1 and is synchronously rotated with the driving wheel 9a. The double-end face cam sleeve 9d is located between the output secondary driving gear 9e and the inner tapered sleeve transmission cam sleeve 9c, and forms an end face cam pair with the adjacent end faces of the output secondary driving gear 9e and the inner tapered sleeve transmission cam sleeve 9c. The power input gear 9b and the adjacent end faces of the inner tapered sleeve transmission cam sleeve 9c form an end face cam pair and mesh with the reduction output tooth 2c1. The output secondary driving gear 9e meshes with the output secondary driven gear 9h, and the output tertiary driving gear 9i meshes with the output tertiary driven gear 9k.

[0068] The fast gear power transmission route of this embodiment (when the rotor 72 rotates forward and the inner friction conical surface of the inner cone sleeve 5b presses against the outer friction conical surface of the outer cone sleeve 5a):

[0069] Rotor 72 → outer tapered sleeve 5a → inner tapered sleeve 5b → inner tapered sleeve transmission cam sleeve 9c → double-end cam sleeve 9d → output secondary driving gear 9e → output secondary driven gear 9h → intermediate shaft 9j → output tertiary driving gear 9i → output tertiary driven gear 9k → output shaft 9f → drive wheel 9a.

[0070] At this time, the outer ring of the overrunning clutch 2c overtakes the inner ring, and the shift motor 10a controls the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear. The power is transmitted through the following route, namely the slow gear power transmission route (the rotor 72 rotates forward, and the inner friction cone surface of the inner cone sleeve 5b separates from the outer friction cone surface of the outer cone sleeve 5a):

[0071] Rotor 72 → outer tapered sleeve 5a → reduction first-stage driven gear 2b → reduction shaft 2a → overrunning clutch 2c → power input gear 9b → inner tapered sleeve transmission cam sleeve 9c → double-end cam sleeve 9d → output second-stage driving gear 9e → output second-stage driven gear 9h → intermediate shaft 9j → output third-stage driving gear 9i → output third-stage driven gear 9k → output shaft 9f → drive wheel 9a.

[0072] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention. Such changes fall within the scope of protection of the present invention.

Claims

1. An electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system, comprising a housing (1) and a drive motor and a speed change system both mounted in the housing (1), the drive motor comprising a stator (73) fixedly mounted on the inner wall of the housing (1) and a rotor (72) adapted to the stator (73), the rotor (72) having a mounting cavity (71) extending through the rotor along its central axis, characterized in that: The speed change system comprises a reduction mechanism (2), a power output mechanism (9), a first support shaft (3) and a second support shaft (4) coaxially arranged along the central axis of the mounting cavity (71), and a tapered clutch mechanism arranged on the first support shaft (3), wherein the tapered clutch mechanism comprises an outer tapered sleeve (5a) synchronously rotated and sleeved on the inner side of the rotor (72) and an inner tapered sleeve (5b) capable of frictionally fitting and arranged on the inner side of the outer tapered sleeve (5a), wherein the first support shaft (3) and the second support shaft (4) can both rotate relative to each other and drive the inner tapered sleeve (5b) to move axially synchronously therewith, and the reduction mechanism (2) can be arranged between the outer tapered sleeve (5a) and the power output mechanism (9). A reduction transmission, wherein the power output mechanism (9) has a driving wheel (9a) located outside the housing (1); an electric-controlled shift mechanism (10) is installed at one end of the first support shaft (3) away from the second support shaft (4); the electric-controlled shift mechanism (10) comprises a shift motor (10a) fixedly installed in the housing (1); a transmission member (10b) rotatably installed in the housing (1); an active member (10c) synchronously rotatably mounted on the motor shaft of the shift motor (10a); and a sensor assembly for collecting the output power of the drive motor; the transmission member (10b) is mounted on the first support shaft (3) and together with the first support shaft (3) forms a screw-nut kinematic pair; The active member (10c) is a worm, the transmission member (10b) is a worm wheel, and the worm and worm wheel form a worm-wheel kinematic pair; or, the active member (10c) is a driving gear, the transmission member (10b) is a driven gear, and the driving gear is meshed with the driven gear.

2. The electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system according to claim 1, characterized in that: The speed reduction mechanism (2) comprises a speed reduction shaft (2a) parallel to the second support shaft (4), a first-stage speed reduction driven gear (2b) synchronously rotatedly sleeved on the speed reduction shaft (2a), and an overrunning clutch (2c) sleeved on the speed reduction shaft (2a); an outer cone sleeve transmission bracket (5a1) is integrally formed at one end of the outer cone sleeve (5a) close to the first-stage speed reduction driven gear (2b); the outer cone sleeve transmission bracket (5a1) has a first-stage speed reduction driving tooth (5a2) meshing with the first-stage speed reduction driven gear (2b); the outer ring of the overrunning clutch (2c) has a speed reduction output tooth (2c1) transmitting to a power output mechanism (9); and the rotor (72) is embedded in the outer peripheral surface of the outer cone sleeve (5a).

3. The electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system according to claim 2, characterized in that: The outer cone sleeve (5a) is fixedly connected to one end of the outer cone sleeve (5a) close to the electric control shift mechanism (10) with a sensor bracket (5a3) that rotates synchronously therewith. The sensor assembly comprises a torque sensor (10e) mounted on the sensor bracket (5a3), permanent magnets (10d) uniformly distributed along the circumference of the sensor bracket (5a3), and a Hall sensor (10f) mounted in the housing (1). The Hall sensor (10f) is adapted to each permanent magnet (10d).

4. The electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system according to claim 3, characterized in that: A disc spring mounting bearing (5c) is interference-pressed between the sensor bracket (5a3) and the first support shaft (3); a disc spring assembly (5d) is mounted on the first support shaft (3); one end of the disc spring assembly (5d) is elastically supported on the inner conical sleeve (5b), and the other end is elastically supported on the disc spring mounting bearing (5c).

5. The electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system according to claim 2, characterized in that: The power output mechanism (9) includes a power input gear (9b) synchronously rotated on the second support shaft (4), the power input gear (9b) is engaged with the reduction output gear (2c1), and the driving wheel (9a) is synchronously rotated on the part of the second support shaft (4) located outside the box (1).

6. The electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system according to claim 2, characterized in that: The power output mechanism (9) comprises an inner cone sleeve transmission cam sleeve (9c) and a double-end face cam sleeve (9d) both of which are rotatably mounted on the second support shaft (4), and a power input gear (9b) rotatably mounted on the double-end face cam sleeve (9d). The inner cone sleeve transmission cam sleeve (9c) is fixedly connected to the inner cone sleeve (5b). The end of the second support shaft (4) away from the first support shaft (3) passes through the housing (1) and is mounted with the driving wheel (9a) rotatable relative thereto. The double-end face cam sleeve (9d) is located between the driving wheel (9a) and the inner cone sleeve transmission cam sleeve (9c), and forms an end face cam pair with the adjacent end faces of the driving wheel (9a) and the inner cone sleeve transmission cam sleeve (9c). The power input gear (9b) forms an end face cam pair with the adjacent end faces of the inner cone sleeve transmission cam sleeve (9c), and meshes with the reduction output gear (2c1).

7. The electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system according to claim 2, characterized in that: The power output mechanism (9) comprises an inner cone sleeve transmission cam sleeve (9c), a double-end cam sleeve (9d), and an output secondary driving gear (9e), all of which are rotatably mounted on the second support shaft (4), a power input gear (9b) rotatably mounted on the double-end cam sleeve (9d), an output shaft (9f) parallel to the second support shaft (4), and an output secondary driven gear (9h) rotating synchronously with the output shaft (9f), wherein the inner cone sleeve transmission cam sleeve (9c) is fixedly connected to the inner cone sleeve (5b), and the output shaft (9f) is away from the output secondary driven gear (9h). One end passes through the housing (1) and is fitted with the driving wheel (9a) in a synchronously rotating manner. The double-end face cam sleeve (9d) is located between the output secondary driving gear (9e) and the inner cone sleeve transmission cam sleeve (9c), and forms an end face cam pair with the adjacent end faces of the output secondary driving gear (9e) and the inner cone sleeve transmission cam sleeve (9c). The power input gear (9b) and the adjacent end faces of the inner cone sleeve transmission cam sleeve (9c) form an end face cam pair and mesh with the speed reduction output gear (2c1). The output secondary driving gear (9e) meshes with the output secondary driven gear (9h).

8. The electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system according to claim 2, characterized in that: The power output mechanism (9) comprises an inner cone sleeve transmission cam sleeve (9c) rotatably mounted on the second support shaft (4), a double-end cam sleeve (9d) and an output secondary driving gear (9e), a power input gear (9b) rotatably mounted on the double-end cam sleeve (9d), an output shaft (9f) and an intermediate shaft (9j) both parallel to the second support shaft (4), an output secondary driven gear (9h) and an output tertiary driving gear (9i) both rotating synchronously with the intermediate shaft (9j), and an output tertiary driven gear (9k) rotating synchronously with the output shaft (9f), the inner cone sleeve transmission cam sleeve (9c) being fixedly connected to the inner cone sleeve (5b), and the output shaft (9f) being away from the output tertiary driven gear (9k). One end of the secondary driven gear (9k) passes through the housing (1) and is fitted with the driving wheel (9a) in a synchronously rotating manner. The double-end face cam sleeve (9d) is located between the output secondary driving gear (9e) and the inner cone sleeve transmission cam sleeve (9c), and forms an end face cam pair with the adjacent end faces of the output secondary driving gear (9e) and the inner cone sleeve transmission cam sleeve (9c). The power input gear (9b) forms an end face cam pair with the adjacent end faces of the inner cone sleeve transmission cam sleeve (9c), and meshes with the speed reduction output gear (2c1). The output secondary driving gear (9e) meshes with the output secondary driven gear (9h), and the output tertiary driving gear (9i) meshes with the output tertiary driven gear (9k).

9. The electric motorcycle centrally mounted inner core electronically controlled taper clutch automatic speed change electric drive system according to claim 5, characterized in that: The inner circumferential surface of the inner conical sleeve (5b) is provided with an inner conical sleeve pressure plate (5b1) extending radially inward, and the end of the first support shaft (3) close to the second support shaft (4) is provided with an axial pressure plate (3a) extending radially outward, and the adjacent end faces of the first support shaft (3) and the second support shaft (4) are supported on both sides of the same first end face bearing (7), and after the inner conical sleeve pressure plate (5b1) and the axial pressure plate (3a) are locked by bolts (8), the adjacent end faces of the first support shaft (3) and the second support shaft (4) are pressed onto the first end face bearing (7) from both sides.

10. The electric motorcycle mid-mounted inner core electronically controlled taper clutch automatic speed change electric drive system according to any one of claims 6 to 8, characterized in that: The inner circumferential surface of the inner conical sleeve (5b) is provided with an inner conical sleeve pressure plate (5b1) extending radially inward, and the end of the inner conical sleeve transmission cam sleeve (9c) close to the second support shaft (4) is provided with a transmission sleeve pressure plate (9c1) extending radially outward, and the adjacent end faces of the first support shaft (3) and the second support shaft (4) are supported on both sides of the same end face bearing (7), and after the inner conical sleeve pressure plate (5b1) and the transmission sleeve pressure plate (9c1) are locked by bolts (8), the adjacent end faces of the first support shaft (3) and the second support shaft (4) are pressed onto the end face bearing (7) from both sides.

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